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WO1997038880A1 - Systeme de commande de freinage pour remorque - Google Patents

Systeme de commande de freinage pour remorque Download PDF

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Publication number
WO1997038880A1
WO1997038880A1 PCT/GB1997/001018 GB9701018W WO9738880A1 WO 1997038880 A1 WO1997038880 A1 WO 1997038880A1 GB 9701018 W GB9701018 W GB 9701018W WO 9738880 A1 WO9738880 A1 WO 9738880A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic
brake
trailer
actuating means
ground
Prior art date
Application number
PCT/GB1997/001018
Other languages
English (en)
Inventor
John Harvey Milnes
Original Assignee
John Harvey Milnes
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 John Harvey Milnes filed Critical John Harvey Milnes
Priority to AU25172/97A priority Critical patent/AU2517297A/en
Publication of WO1997038880A1 publication Critical patent/WO1997038880A1/fr

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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • 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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/107—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic overrun brakes with fluid means
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle

Definitions

  • This invention relates to systems for operating the braking system of trailer vehicles, in particular to systems for operating the braking sys- tems of trailer vehicles when detached from a towing vehicle.
  • Trailer vehicles consist of a chassis, at one end of which there is mounted a towing bracket for attachment to a towing vehicle, and at least one axle mounted on the chassis, the or each axle being provided with at least one wheel or tracklaying assembly on each end thereof.
  • Trailers fall generally into two types, and these types are often known as unbalanced trailers and balanced trailers.
  • An unbalanced trailer has at least one axle mounted to the chassis to the rear of the centre of the trailer, so that the trailer is front heavy.
  • a proportion of the weight is carried by the towing vehicle be ⁇ cause the trailer is front heavy.
  • the trailer chassis pivots relative to the axle until the towing bracket comes to rest on the ground.
  • jack or jockey wheel is often located forward of the centre of the trailer.
  • a balanced trailer has at least two axles mounted to the chassis at spaced apart locations, so that the weight of the trailer is carried by the axles.
  • Balanced trailers may or may not have on one or more of the axles wheels which are steerable.
  • One type of balanced trailer often used for agricultural or road haulage purposes has one or more axles towards the rear of the trailer and an axle towards the front of the trailer.
  • the axle towards the front of the trailer is either mounted on a turntable or has a fixed axle and steerable wheels.
  • a drawbar is connected to the front axle, the towing bracket being part of the drawbar. When the trailer is discon ⁇ nected from the towing vehicle, the towing bracket comes to rest on the ground.
  • a skid, jack or jockey wheel is sometimes provided to support the drawbar at a convenient height for attachment to a towing vehicle. It is known for the front axle to be removably attachable to the trailer. Such a drawbar and axle assembly is often known as a "dolly".
  • a hand brake which an operator applies manually is provided.
  • the hand brake may operate the trailer's braking system, or may be a separate system.
  • the braking systems of trailers, such as caravans, suitable for towing behind a car are operated by means of a cable. In these systems the hand brake acts on the cable to apply the brakes.
  • Other trailers, such as agricultural trailers, are commonly pro ⁇ vided with hydraulic actuators to apply the trailer's brakes.
  • Trailers having air brakes may be provided with a cable operated hand brake, and the hand brake may be to the front, the side, and often underneath the trailer body. The operation of a hand brake in such a location is potentially dangerous.
  • the invention provides a trailer vehicle having a braking system, comprising at least one wheel brake and brake-actuating means for apply ⁇ ing and releasing the brake or brakes, the vehicle comprising a secondary brake applicator system comprising a ground-engageable member extend ⁇ ing from the trailer, said member being operatively connected to the brake actuating means such that when said member engages the ground a force is transmitted to the brake actuating means to cause the brake or brakes to be applied.
  • the trailer may be an unbalanced or a balanced trailer.
  • said force is proportional to the force exerted by the ground-engageable member on the ground.
  • the ground-engageable member is operatively connected to the brake actuating means by a control means adapted to control the brake actuating means.
  • the ground-engageable member when the trailer is coupled to a towing vehicle in a safe position for towing, the ground-engageable member is clear of the ground, and when the trailer is de-coupled from the towing vehicle, the ground- engageable member engages the ground.
  • the control means may be mounted on the chassis of the trailer.
  • the control means is mounted on the chassis of the trailer for ⁇ ward of the or each axle, and more preferably on the drawbar of thereof.
  • control means comprises a linkage connectable at one end to the ground-engageable member, and at the other end to the brake actuating means.
  • control means may comprise an electrical or electronic sensor to sense whether the ground-engageable member is in engagement with the ground or not.
  • the control means may be further provided with means to operate the brake actuating means upon receiving a signal from the sensor.
  • the linkage may be adapted to provide for adjustment of the height of the ground-engageable member relative to the ground and the trailer.
  • the linkage comprises a return spring which biases the control means to its non-brake actuating position.
  • the control means may comprise a source of compressed air, which compressed air is adapted to operate the brake actuating means.
  • the con ⁇ trol means may be adapted to operate the brake actuating means upon release the compressed air.
  • the brake actuating means may comprise at least one hydraulic cylinder.
  • the brake actuating means comprises a first hydraulic actuating means comprising a piston and cylinder, and a second hydraulic actuating means comprising a piston and cylinder.
  • the first hydraulic actuating means is preferably attached to the control means.
  • the second hydraulic actuating means preferably acts upon the trailer brake or brakes.
  • the first and second hydraulic actuating means are preferably hydraulically connected to each other so that hydraulic fluid can flow therebetween so as to form a brake actuating circuit, the volume of hydraulic fluid contained therein remaining constant.
  • a force is exerted upon the first hydraulic actuating means causing the piston to move with respect to the cylinder effecting a change in the volume of hy ⁇ draulic fluid contained therein the said change in volume being accounted for by an equal change in volume of hydraulic fluid contained in the sec ⁇ ond hydraulic actuating means, which change in volume causes the piston and cylinder of the second hydraulic actuating means to move with respect to each other, which movement applies the brakes.
  • the first hydraulic actuating means may comprise first and second piston and cylinder assemblies.
  • the first and second piston and cylinder assemblies are preferably connected in series, and more preferably the diameter of the piston of the first piston and cylinder assembly is smaller than the diameter of the piston of the second piston and cylinder assem ⁇ bly, and still more preferably the diameter of the piston of the first piston and cylinder assembly is 30 to 70 percent smaller than the diameter of the piston of the second piston and cylinder assembly, and advantageously the diameter of the piston of the first piston and cylinder assembly is 50 per ⁇ cent smaller than the diameter of the piston of the second piston and cyl ⁇ inder assembly.
  • the second cylinder of the first hydraulic actuating means may be hydraulically connected the second hydraulic actuating means so that hydraulic fluid can flow therebetween. By providing a second piston of increased diameter, the force exertable on the second hydraulic actuat ⁇ ing means may be increased.
  • the piston of the first piston and cylinder assembly of the first hy ⁇ draulic actuating means is preferably attached to the
  • a pressure relief system may be provided in the brake actuating circuit formed by the first hydraulic actuating means the second hydraulic actuating means and the hydraulic connection between the two said means.
  • the pressure relief system comprises a pressure relief valve connected in series with an accumulator, the said pressure relief valve and accumulator being connected in series with the brake actuating circuit.
  • An accumulator comprising a pressure relief valve may be provided, and preferably, the accumulator is provided with a pressure gauge.
  • the brake actuating means may comprise a cable, whereby move ⁇ ment of the ground-engageable member causes the tension in the said cable to increase, which increase in tension applies the brakes.
  • an unbalanced trailer such as a caravan, with an over-run braking system to operate the wheel brakes, wherein the control means is adapted to act upon the brake actuating means of the over-run braking system.
  • the ground-engageable member is in the form of a skid or a wheel, which wheel may be a castor wheel.
  • the brake actuating means comprises at least one hydraulic brake actuator, an hydraulic circuit com ⁇ prising a plurality of inter-connected bores through which hydraulic fluid may flow, a direction control valve operably connected to the control means and means to pressurize the hydraulic fluid, the hydraulic circuit being connectable to an hydraulic supply and to the or each hydraulic brake actuator, wherein upon engagement of the ground-engagable mem ⁇ ber with the ground, the control means moves the direction valve to a posi ⁇ tion which allows hydraulic fluid to flow from means to pressurize the hydraulic fluid to the hydraulic brake actuator.
  • the hydraulic fluid may be a liquid, such as hydraulic oil, or a gas, such as air.
  • the means to pressurize the hydraulic fluid may be an accumulator, a compressor, which may be electrically powered, or an hydraulic pump, which may be an electrically powered pump.
  • the compressor may be driven by an electric motor.
  • the hydraulic pump may be driven by an electric motor. Where a compressor and an hydraulic pump are provided, they may be driven by separate electric motors or a common electric motor.
  • the hydraulic supply may be the hydraulic system of the towing vehicle, or an hydraulic supply mounted on the trailer itself.
  • Such an hy ⁇ draulic supply mounted on the trailer itself may comprise a compressor, and the said compressor may be driven by a motor, for example an electric motor.
  • a shuttle valve which permits hydraulic fluid to flow selectively either from the towing vehicle, or from the accumulator to the hydraulic brake actuator.
  • the shuttle valve may also permit the return of fluid from the hydraulic brake actuator to the hydraulic system of the towing vehicle.
  • a reservoir is provided, the said reservoir receiving any hydraulic fluid returned from the hydraulic brake actuator.
  • the reservoir may be pressurized, and such pressurization may be achieved by resiliently biasing, e.g. spring loading, one wall of the reser ⁇ voir, so that the hydraulic fluid contained in the reservoir is under suffi ⁇ cient pressure to return the hydraulic fluid contained therein to the hydraulic system of the towing vehicle.
  • the accumulator is suitably charged to in excess of 100 bar, and most suitably to 108 bar.
  • a check valve may be provided which permits hydraulic fluid to flow to the accumulator whilst the direction valve permits hydraulic fluid to flow from the towing vehicle to the hydraulic brake actuator.
  • a check valve may be provided which prevents hydraulic fluid flow ⁇ ing from the hydraulic system of the towing vehicle to the reservoir. Pref ⁇ erably, the same check valve permits return of the hydraulic fluid from the reservoir to the hydraulic system of the towing vehicle.
  • a plurality of accumulators may be provided, and at least two of the said accumulators may be connected in series.
  • a plurality of reservoirs may be provided, and at least two of the said reservoirs may be connected in series.
  • the hydraulic circuit is preferably connectable to the hydraulic sys- tem of the towing vehicle by means of a connector which may be adapted to break if the trailer accidentally becomes detached from the towing vehi ⁇ cle.
  • the hydraulic circuit may be connected to the hydraulic system of the towing vehicle by means of a connector comprising a spool valve which prevents the flow of hydraulic fluid when disconnected from the towing vehicle and permits the flow of hydraulic fluid when connected to the tow ⁇ ing vehicle.
  • the control means may comprise an electrical, or electronic sensor, such as a pressure sensor, which senses whether the ground engageable- member is in engagement with the ground or not, the sensor providing a signal to an actuator arranged to move the direction valve to permit the flow of hydraulic fluid either from the hydraulic supply, or from the means to pressurize the hydraulic fluid, to the hydraulic brake actuator upon receipt of a signal.
  • an electrical, or electronic sensor such as a pressure sensor, which senses whether the ground engageable- member is in engagement with the ground or not, the sensor providing a signal to an actuator arranged to move the direction valve to permit the flow of hydraulic fluid either from the hydraulic supply, or from the means to pressurize the hydraulic fluid, to the hydraulic brake actuator upon receipt of a signal.
  • the direction control valve prevents hydraulic fluid flowing from the towing vehicle and permits hydraulic fluid to flow from the accumulator to the hydraulic brake actuator.
  • the invention provides a particularly advantageous system for ap- plying a trailer's brakes, which is simple and relatively inexpensive. Trail ⁇ ers provided with this braking system are inherently safer than other trailers, since the weight of the trailer causes the trailer's brakes to be applied as soon as the ground-engageable member engages the ground. Furthermore, in one embodiment the braking force increases proportion- ally with the force exerted by the ground-engageable member on the ground, which in turn depends on the weight of the trailer and its contents.
  • Trailers according to the invention are particularly suitable for tow ⁇ ing by a tractor equipped with an automatic hitch.
  • a tractor and trailer combination allows the operator to be significantly more produc ⁇ tive, since he does not need to leave the tractor seat when de-coupling the trailer from the tractor. Furthermore, he does not need to enter the danger area between the rear wheels of the tractor and the front of the trailer.
  • Another advantage of the invention is that a fail safe mechanism for braking the trailer is provided.
  • Figure 1 is a side view of an unbalanced trailer vehicle brake oper ⁇ ating system
  • Figure 2 is a schematic representation of a trailer braking system which may be operated by the system shown in Figure 1;
  • Figure 3 is a side view of a trailer equipped with the brake operat ⁇ ing system as shown in Figure 1, with the trailer not attached to a towing vehicle and the brakes applied;
  • Figure 4 is a side view of the trailer as shown in Figure 3, with the trailer in a towing position and the brakes released;
  • Figure 5 is a front view of the first hydraulic actuating means
  • Figure 6 is a sectional view along line A-A, of the first hydraulic actuating means shown in Figure 5
  • Figure 7 is a side view of a trailer chassis having a brake actuating means according to another embodiment of the invention.
  • Figure 8 is a view side view of the brake actuating means shown in Figure 7. Detailed Description of the Preferred Embodiments
  • FIG. 1 a section of a trailer chassis, which in this case is a sec ⁇ tion of the drawbar, is generally indicated at 1.
  • a control means 2 and brake actuating means 3 To the drawbar there is attached a control means 2 and brake actuating means 3.
  • links provided on one side of drawbar 1 are described. However, the linkage comprises identical links provided on the opposite side of drawbar 1.
  • pins are provided for pivotally at ⁇ taching links to each other or to the drawbar, any suitable pin may be used.
  • bolts secured by nuts and washers or pins secured by re- movable clips are used.
  • Control means 2 is provided with a ground-engageable member 4 comprising a skid plate 5 to the upper surface of which are attached brack ⁇ ets 6 with apertures.
  • the lower surface of skid plate 5 engages the ground to apply the brakes.
  • Control means 2 comprises a linkage made from a plurality of link members.
  • the link member 7 connected to the ground- engageable member 4 comprises two links 8, 9.
  • Each end of link 8 is pro ⁇ vided with an aperture 10.
  • One end of link 8 is pivotally attached, by means of a pin (not shown) to brackets 6 of ground-engageable member 4.
  • the other end of link 8 is rigidly attached to one end of link 9.
  • Link 9 is provided with apertures to enable attachment to other links or the draw ⁇ bar by means of pins.
  • Links 8 and 9 are attached apertures which co-operate with each other, and with a corresponding aperture in the drawbar 1 are provided.
  • Link member 7 is pivotally mounted to drawbar 1 by passing a pin (not shown) through the said apertures.
  • Link 9 is provided with a second aperture 11, to which link 13 is pivotally attached by means of a pin (not shown).
  • link 13 is provided with a second aperture for attachment to link 14 by means of a pin (not shown), the link 14 also being provided with an aperture to co ⁇ operate with the said pin.
  • the length of link 13 may be adjustable, so that the height of skid plate 5 of ground-engageable member 4 relative to the ground and the drawbar may be varied.
  • Link 14 is provided with apertures 15 at each end thereof and an aperture 16.
  • One end of link 14 is pivotally attached to drawbar 1 by means of a pin (not shown) which passes through aperture 15 and draw ⁇ bar 1.
  • the other end of link 14 is pivotally attached, by means of a pin (not shown) to the piston 31 of the first piston and cylinder arrangement of the first hydraulic actuator 30 (shown in greater detail in Figures 5 and 6), which first hydraulic actuator 30 is a part of the brake actuating means 3.
  • Link 14 is pivotally connected to one end of link 17 by means of a pin (not shown) passing through aperture 16 and a corresponding aperture in link 17.
  • the other end of link 17 is provided with an aperture 18.
  • Link 19 is pivotally attached to drawbar 1 by means of a pin (not shown) passing through central aperture 20 and a corresponding aperture in drawbar 1. Each end of link 19 is provided with apertures 21. Link 19 is attached to link 17 by passing a pin through one of the apertures 18 and the lower aperture of apertures 21. To the other end of link 19, there is pivotally mounted a cradle 22. Pivotal attachment is achieved by means of a pins 23 extending outwardly from cradle 22. The movement of skid plate 5 of ground-engageable member 4, towards and away from drawbar 2 therefore causes movement of the hydraulic actuator 30 forwards or back- wards in direction "Y". First hydraulic actuator 30 further comprises second piston and cylinder arrangement 35 which is supported by cradle 22.
  • First and second piston and cylinder arrangements are provided with shut-off valves 32 and 34, to which hydraulic lines 33 may be attached for filling the hydraulic actuators 30, 40 with hydraulic fluid, or for removing hydraulic fluid from the said actuators.
  • Shut-off valve 34 further provides for hydraulic connec ⁇ tion of the first hydraulic actuator 30 to the second hydraulic actuator 40 by means of hydraulic line 36.
  • Hydraulic connections are not shown in detail as they are well known in the art.
  • a pressure relief valve connected in series with an accumulator may be connected in parallel with hydraulic line 36. Such an arrangement allows the hydraulic pressure in line 36, and hence hydraulic actuators 30 and 40 to be limited.
  • the accumulator is pressurized so that hydraulic fluid contained therein is returned when the pressure in hydraulic line 36 decreases to below a chosen limit.
  • the provi- sion of the pressure relief valve and accumulator allows excessive pres ⁇ sure, which can occur when the trailer is heavily laden, to be avoided.
  • Brake actuating means 3 comprises first hydraulic actuator 30 and second hydraulic actuator 40, the said actuator 40 being attached to a fixed point 42.
  • Figure 2 shows second hydraulic actuator 40 connected to a braking system 50 comprising brake shoes 51 held apart by cam 52, and biased together by spring 53.
  • Piston 41 of hydraulic actuator 40 is connected to bar 54, at each end of which there is mounted a lever 55.
  • Each lever 55 is attached to cam 52, and by extending piston 41, cam 52 rotates moving brake shoes 51 apart, thereby applying the brakes.
  • a means to take up wear of brake shoes 51 may also be provided. This may take the form of a threaded adjuster adapted to move mounting point 42, or alternatively the length of piston 41 may be adjustable. The means to take up wear of the brake shoes 51 is not described in detail as such devices are well known to the man skilled in the art, and are readily available.
  • FIG 3 which illustrates a trailer 60 comprising a chassis 65 provided with a towing bracket 61 and a trailer body 66, the said chassis being pivotally mounted on a bogey 64 which mounts wheels 63.
  • the trailer brake operating system 70 which is as shown in Figure 1 connected to the braking system 80 as shown in Figure 2.
  • the weight of the trailer is supported by wheels 63, and the skid plate, thereby applying the brakes in the manner described above.
  • Figure 4 shows the trailer illustrated in Figure 3 in a safe towing position, the front end of the trailer being lifted clear of the ground.
  • the towing vehicle would be a tractor equipped with an automatic hitch, and since such a vehicle is well known it is not shown.
  • Drawbar 1 may be provided with a jack to enable the towing bracket 61 to be raised to a suitable height for attachment to a towing vehicle. Such a jack would be necessary where the towing vehicle is not provided with an automatic hitch.
  • Figures 7 and 8 there is shown a trailer chassis
  • the chassis 118 is provided with a brake actuating means 90 which comprises a manifold (the outline of which is shown in broken lines), having a plurality of bores 94 to 97 and 103, 104. Bore 94 extends out of the manifold as a pipe which is connected by connection means 93 to a pipe 92 which is in turn connected to the hydraulic system of a towing vehicle, e.g. a tractor, by connecting means 91.
  • a brake actuating means 90 which comprises a manifold (the outline of which is shown in broken lines), having a plurality of bores 94 to 97 and 103, 104. Bore 94 extends out of the manifold as a pipe which is connected by connection means 93 to a pipe 92 which is in turn connected to the hydraulic system of a towing vehicle, e.g. a tractor, by connecting means 91.
  • Connection means 93 features a point of weakness so that if the trailer becomes detached from the towing vehicle, connection means will fail so that the hydraulic fittings of the towing vehicle are not damaged.
  • a shut-off valve (not shown) may be provided in order to be able to isolate the brake actuating means 90. Such shut-off valves are well known in the art and are therefore not described in detail herein.
  • the shut-off valve may be provided in bore 94 or 95. As can be best seen from Figure 8, bores 95 and 97 are provided with check valves 98 and 99. Bore 97 is provided with an hydraulic accumulator 101 downstream of check valve 99, and downstream of accumulator 101 there is located a two-way valve 102.
  • Shuttle valve 100 mounted in bore 96 permits the flow of hy ⁇ draulic fluid to the brake actuating ram 117 via bore 103, which fluid emanates either from the towing vehicle or from the accumulator 101.
  • Bore 95 is equipped with an hydraulic fluid reservoir 105 of variable vol ⁇ ume. One face 106 of reservoir 105 is moveable against the bias of coil spring 107.
  • lever 108 when lever 108 is in the position shown in solid lines the flow of hydraulic fluid from the accumulator 101 down ⁇ stream through bore 97 is closed off. Hence hydraulic fluid can flow from the hydraulic supply of the towing vehicle through bores 96 and 103 to operate the brakes when the brakes of the towing vehicle are operated.
  • lever 108 When the trailer is lowered, lever 108 is moved to the position shown in broken lines and hydraulic fluid flows from the accumulator 101 through the two way valve 102 moving the ball in shuttle valve 100 to the left so that fluid flows through the bore 103 to the brake actuating rams 117.
  • the lever 108 returns to the position shown in solid lines shutting off the supply of hydraulic fluid from the accumulator 101.
  • the ball in shuttle valve 100 is still to the left and thus the hydraulic fluid returning from the brake actuating rams 117 as the brakes are re ⁇ leased flows through bore 96, two-way valve 102 and bores 97, 104 and 95. If the trailer is connected to the hydraulic system of a towing vehicle by pipe 92 the hydraulic fluid will simply return through pipe 92 to the said hydraulic supply. If, however, the shut-off valve (not shown) is closed so as to isolate the manifold 90, e.g. because the trailer has been discon ⁇ nected from the towing vehicle the hydraulic fluid returning from the brake actuating rams 117 fills the reservoir 105.
  • a reservoir 105 enables a trailer which has been parked to be moved by a towing vehicle without needing to connect to the hydraulic supply of the towing vehicle. Where it is desirable to move a trailer from place to place each time parking the trailer, and where time is of the essence, it may be advantageous to be able to apply and release the brakes without needing to connect the pipe 92 to the hydraulic supply of the towing vehicle.
  • control means to control the brake actuation means comprising a rod 109 linked at one end to lever 108 of two-way valve 102 and at the other end to a pivotally mounted shoe 111.
  • the shoe 111 is pivotally mounted about a pivot point 112, and the effect of shoe 111 pivoting clockwise is to move rod 109 to the right which causes two-way valve 102 to change posi- tion allowing hydraulic fluid to flow from accumulator 101 to bore 103 via bore 96 and shuttle valve 100.
  • the ball shown in shuttle valve 100 moves to the left due to the increase in pressure caused by the flow of hydraulic fluid from the accumulator 101 and closes off flow of hydraulic fluid through bore 96 from the towing vehicle.
  • the shoe 111 shown in Figure 7 is mounted inside a larger shoe
  • the larger shoe 113 may be the existing shoe of a trailer when the braking system of the invention is fitted as a retro-fit kit to a trailer.
  • either or both shoes 111, 113 may be comprise a wheel.
  • the accumulator 101 is preferably provided with means to adjust the pressure relief valve, and a pressure gauge so that an opera- tor can check that the accumulator is suitably adjusted or make any nec ⁇ essary adjustments.
  • an hydraulic connection may be made between the hydraulic supply line to the tipping actuator, and the brake actuating means 90 so as to charge the accumulator 101 each time the trailer body is tipped the accu ⁇ mulator is charged.
  • a hydraulic connection may be in the form of an hydraulic line into bore 97 upstream of accumulator 101.
  • a check valve would be provided in the line to prevent the return of fluid.
  • the brake actu ⁇ ating means may either be primed with hydraulic fluid before being first connected to a towing vehicle, or be primed by the operation of the towing vehicles brakes which forces fluid through pipe 92.
  • the manifold may be replaced by pipes and valves without departing from the invention.
  • the embodiment of the invention shown in Figures 7 and 8 is par ⁇ ticularly advantageous because the hydraulic pressure to operate the brake actuating ram 117 is generated by the pressurization of the accumu ⁇ lator 101.
  • the control means simply acts as a trip switch to control the supply of fluid to ram 117.
  • the brake actuating means can be used where there is only a low weight on the towing bracket of the trailer (e.g. a balanced trailer or an unbalanced trailer with only a small proportion of the weight carried by the towing vehicle), since only a small amount of weight is required to move the two-way valve 102.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention porte sur une remorque qui dispose d'un système de freinage et qui est munie d'au moins un frein de roue et d'un moyen (90) de commande de frein, servant à appliquer ou relâcher le ou les freins. La remorque comprend en outre un système secondaire applicateur de frein, qui comprend un élément (113) qui peut venir en contact avec le sol, s'étendant à partir de la remorque, et étant relié de manière opérationnelle au moyen (90) de commande de frein de sorte que, lorsque ledit élément vient en contact avec le sol, une force est transmise au moyen de commande de frein pour que le ou les freins soient appliqués.
PCT/GB1997/001018 1996-04-12 1997-04-14 Systeme de commande de freinage pour remorque WO1997038880A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU25172/97A AU2517297A (en) 1996-04-12 1997-04-14 Trailer vehicle brake operating system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB9607603.9A GB9607603D0 (en) 1996-04-12 1996-04-12 Unbalanced trailer vehicle brake operating system
GB9607603.9 1996-04-12

Publications (1)

Publication Number Publication Date
WO1997038880A1 true WO1997038880A1 (fr) 1997-10-23

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ID=10791957

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1997/001018 WO1997038880A1 (fr) 1996-04-12 1997-04-14 Systeme de commande de freinage pour remorque

Country Status (3)

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AU (1) AU2517297A (fr)
GB (1) GB9607603D0 (fr)
WO (1) WO1997038880A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2402187A (en) * 2003-05-31 2004-12-01 Haldex Brake Products Ltd A vehicle braking system
FR2918330A1 (fr) * 2007-07-03 2009-01-09 Pinon Sa Chariot de transport et/ou de manutention avec systeme pour activer et desactiver un freinage de roue(s), et utilisation d'un tel systeme
WO2013185226A1 (fr) * 2012-06-12 2013-12-19 Roger Mercure Mécanisme d'actionnement de sécurité pour frein électrique à tambour de remorque
EP2891586B1 (fr) 2014-01-07 2017-06-21 Unsinn Fahrzeugtechnik GmbH Remorque dotée d'un système de freinage pneumatique
GB2555906A (en) * 2016-08-19 2018-05-16 Innealtoireacht Ui Loinsigh Teo A Trailer Breakaway Brake System
EP3770032A1 (fr) * 2019-07-24 2021-01-27 Kabushiki Kaisha Toyota Jidoshokki Chariot

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE514059C (de) * 1929-01-13 1931-04-20 Kurt Schroeter Beim Auflaufen des Anhaengers auf den Zugwagen wirkende Bremsvorrichtung
DE808527C (de) * 1948-12-17 1951-07-16 Wilhelm Huxoll Auflaufbremse fuer Anhaengerfahrzeuge des Strassenverkehrs
DE1152030B (de) * 1961-07-07 1963-07-25 Bodenbearbeitungsgeraete Veb Auflaufbremse fuer Einachsanhaenger

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE514059C (de) * 1929-01-13 1931-04-20 Kurt Schroeter Beim Auflaufen des Anhaengers auf den Zugwagen wirkende Bremsvorrichtung
DE808527C (de) * 1948-12-17 1951-07-16 Wilhelm Huxoll Auflaufbremse fuer Anhaengerfahrzeuge des Strassenverkehrs
DE1152030B (de) * 1961-07-07 1963-07-25 Bodenbearbeitungsgeraete Veb Auflaufbremse fuer Einachsanhaenger

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2402187A (en) * 2003-05-31 2004-12-01 Haldex Brake Products Ltd A vehicle braking system
GB2402187B (en) * 2003-05-31 2006-05-10 Haldex Brake Products Ltd Vehicle brake system
US7506734B2 (en) 2003-05-31 2009-03-24 Haldex Brake Products Ltd. Vehicle brake system
FR2918330A1 (fr) * 2007-07-03 2009-01-09 Pinon Sa Chariot de transport et/ou de manutention avec systeme pour activer et desactiver un freinage de roue(s), et utilisation d'un tel systeme
WO2013185226A1 (fr) * 2012-06-12 2013-12-19 Roger Mercure Mécanisme d'actionnement de sécurité pour frein électrique à tambour de remorque
US9709113B2 (en) 2012-06-12 2017-07-18 Roger Mercure Safety actuation mechanism for trailer electric drum brake
EP2891586B1 (fr) 2014-01-07 2017-06-21 Unsinn Fahrzeugtechnik GmbH Remorque dotée d'un système de freinage pneumatique
GB2555906A (en) * 2016-08-19 2018-05-16 Innealtoireacht Ui Loinsigh Teo A Trailer Breakaway Brake System
GB2555906B (en) * 2016-08-19 2021-09-29 Innealtoireacht Ui Loinsigh Teo A Trailer Breakaway Brake System
EP3770032A1 (fr) * 2019-07-24 2021-01-27 Kabushiki Kaisha Toyota Jidoshokki Chariot
US11400898B2 (en) 2019-07-24 2022-08-02 Kabushiki Kaisha Toyota Jidoshokki Dolly

Also Published As

Publication number Publication date
AU2517297A (en) 1997-11-07
GB9607603D0 (en) 1996-06-12

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