TRACTOR/TRAILER BRAKING SYSTEM WITH RESIDUAL (SECONDARY) BRAKING

Abstract: A full power closed centre hydraulic braking system for vehicle/trailer combinations including supply and emergency line connections (12, 14) between the towing vehicle and the trailer each with its associated return line (16), the emergency line (14) providing a constant supply of hydraulic fluid from the towing vehicles through an emergency relay valve (21) on the trailer to a trailer mounted storage unit or accumulator (62). The emergency relay valve (21) delivers pressure fluid from the accumulator (62) to the trailer service brake actuators (82) when the service line (12) is actuated by a control on the trac­ tor or in the event of a loss of pressure on the service line (12). The service brake actuators (82) are dual actuators connected to the emergency relay valve (21) for primary service braking and also for secondary service braking by the service line pres­ sure via a secondary or residual brake valve (100) responsive to a loss of pressure in the primary braking circuit.

Description: Tractor/Trailer raking System with Residual (Secondary) Braking This invention relates to full power closed centre hydraulic braking systems for automotive vehicle trailer combirations and especially tactor/semi-trailer combinations. One such system which has been proposed includes both service and emergency line connections between the tractor and tE!e trailer, each with its associated return line. The emergency line providing a constant supply of hydraulic fluid from the vehicle through a relay valve on the trailer mounted storage unit o accumulato., and a service line which, when activated by the foot or hand control on thc tractor, actuates the relay valve to deliver pressure fluid from the accumulator to the trailer service brakes. Although full power hydraulic braking systems have been used for some considerable time on rigid vehicles, both private and commercial, the system has not been widely used for articulated combinations. This is for sernal reasons not least among which is the problem of comiecting and disconnecting the two systems, the inclusion of return lines (wicth are not required on air systems) and the ability of the system to take care of interr.al leaks without pressurising the return lines and thence the coupling interface on the trailer when it is disconnected from the tractor. The greatest inhibiting factor, however, which is fundamental to all hydraulic systems is that the reservoir fluid volume is limited. Air systems on the other hand have unlimited atmosphere to draw on and for example a single energy source(Compressor) can pump against multi-system protection valves thus ensuring continual charging of an unfailed circuit. This "overflow" technique cannot be supplied to hydraulics and a serious system leak on the traile could empty the tractor fluid reservoir in a few minutes, leaving only limited stored energy for braking. However, in order to overcome this deficiency the tractor system could he fitted with a triple element pump, that is one element for each of the tractor axles (or circuits) and the third element for the trailer. This invention arose during desig of a trailer system which can be coupled to such a tractor system or to a conventional power system embodying a dual storage reservoir, dual hydraulic pump, dual brake valve which applies the frct and rear brakes of the tractor as separate circuits and a pressure storage circuit for the parking brake which may be energised via a non-return valve by the pump element supplying the front axle circuit, whilst the rear axle brake circuit together with pressure storage for the relay valves controlling the trailer brakes can be energised by the second element of the pump. When the tractor brakes are applied, trigger ines from the two axle circuits are simultaneously pressurised to operate a dual relay valve in a modulated manner to operate the trailer brakes. In the case of an accidental parting of any tractor and trailer in service the trailer brakes must be applied automatically. This is triggered by either the disruption of the emergency (supply) line between tractor and trailer or a disconnection of the emergency coupling. The tractor system is also so arranged .hat a failure in the parking circuit energy source destroys pressure in the trailer emergency line thus applying the trailer brakes. It is an object of this iiventlon to provide secondary or residual braking on the trailer or semi-trailer after a trailer service brake failure, in full power hydraulic trailer braking systems. According to this invention we propose a full power closed centre hydraulic braking system for vehicle trailer combinations, including service and emergency line connections between the towing vehicle and the trailer each with its associated return lip, tbe emergency line providing a constant supply of hydraulic fluid from the towing vehicles through an emergency relay valve on the trailer, to a trailer mounted storage unit or accumulator, the emergency relay valve being adapted to deliver pressure fluid from the acclmulator to time trailer service brake actuators when the service line is actuated by a control on the tractor or in the event of a loss of pressure on the service line, wherein the trailer service brake actuators are dual actuators being connected with the said emergency relay valve for primary service braking and also connected for secondary service braking by the service line pressure via secondary or residual brake valve responsive to a loss of pressure in the primary braking circuit. Preferably, the secondary brake valve is connected both to the accumulator pressure and the service line pressure such that a floating piston 120 balanced by two pressures moves in the event of a service actuator pressure, to connect the dual actuator with the service line pressure so to apply the trailer brakes in concert with the towing vehicle service brakes. Preferred embodiments of this invention will now be described by way of example with reference to the accompanying drawings of which: Figure 1 is a circuit diagram of a two line semi-trailer hydraulic brake system with residual br!=ing; Figure 2 show a dual actuator such as used in the system of Figure 1; Figure 3 is a cross-section of the relay emergency valve in the system of Figure 1; Figure 4 is a cross-;ection of a residual brake valve as used in the embodiment of Figure 1; and Figui-e 5 is a cross-sectton of a modified form of residual brake valve fc use in a system of the kind shown in Figure 1. The semi-trailer braking system of Figure 1 is connected to the tractor braking system by a coupling 10 which may be of the kind described in our copending U.K. Patent Application No. 43672/78 and includes a service control line 12, and emergency line 14 and associated return lines 16. Connected to the emergency line 14 via a changeover valve 18 biased in the direction indicated and pressure protection valve 20, is the inlet of a relay emergency valve 21 which is fitted with a spring loaded, ball-type non-return valve 22 and a by-pass drilling 24 leading to an annular chamber 26 defined between the valve housing 28 and a shoulder 30 of a floating spool 32 which is biased upwardly by a control spring 34. The service line is connected via load sensing valve 40 to the control port and piston 42 of the relav emergency valve. Delivery port 44 as well as supplying pressure to the actuators is also connected to port 46 to supply a balance feed-back pressure to the plunger 42, to control firstly the movement of the stecl ball exhaust valve in relation to its conical seat at the upper end of valve plunger 56 and secnndly the relative movement of plunger 56 to valve sleeve 32. At its lower end the plunger 56 has a conical valve portion which seats on an upwardly converging conical seat formed internall of the spool 32 just above drilings 58 communicating with the delivery pot 44 via an annular groove 60. As shown in Figure 3, tlie accumulator 62 is connected to the emergency line pressurise through the non-return valve 22 and via an external groove around the spool 32, the groove {)L: being linked by will nags 66 with a chamber 68 defined by a recess in the plunger 56. The service control line pressure modulated by the load sensing valve 40 also triggers a residual brake valve 100 (secondary) which is shown in detail in Figure 4, providing dual control of the service braking actuators 82 shown in more detail in Figure 2. Each actuator 82 has a primary piston 110 to the end of which is applied the emergency valve delivery pressure (port 44) and which freely abuts a secondary piston or plunger 112 subject to the residual brake delivery pressurise. Hence the secondary piston 112, which is operatively linked by a rod 114 tD the brakes, is movable either by the primary piston 110 in response to the emergency valve delivery pressure or directly in response to the residual brake valve delivery pressure. Referring now to Figure 4, the residual brake valve 100 has a balancing piston 120 which bears upo a steel ball exhaust valve 2, seating on a conical surface of the upper end of a spool valve 124 biased upwsrdlv within the housing 126 by a control spring 128. Tie service control line pressure fom load sensing valve 4G is applied above the balancing piston which is lightly biased by a spring 130 in opposition to the service brake delivery pressure m the relay emergency valve 2i. In this system some service braking is available under Lhe foot in the even of a service actuator or eccumulE;;-or failure on the trailer. This is accomplished by the inclusion of the residual brake valve (Figure 4) and the introduction of dual actuators (Figure 2) The pressure protection valve 20 is also important since this is set to close on pressure loss in the trailer system to protect the tractor system at a pressure just below low pressurise warning switch setting so that the tractor pump can continue to eneigise the service system. In this way an effective service control lina pressure would be available (as long as the tractor reservoir fluid plus stored energy lasts on the tractor) to directly pressurise the secondary or residual actuator cylinder. With the trailer coupled to the tractor, and the tractor engine running both tractor and trailer systems are charged simultaneously. Thc trailer accumulator 62 is charged by the emergency line 14 via the changeover valve 18, pressure protection valve 20 and relay emergency valve 21. During initial charging, the relay emergency valve 21 in its at rest position as shown in figure 3 connects the accumulator 62 to the service brake actuators (Figure 2) thus applying the trailer brakes. Initially, the brakes are via the relay emergency valve 21 by pressure fluid directed to the primary pistons 112 in the dual actuators 82. The design of the dual actuators 82 ensures that no component is completely dormant (to meet the presenc EEC regulations which ensures tbat parts with safety or reserve role will function efficiently when required). Displacement of the 'residual' piston meons that some fluid is drawn through the open exhaust valve 122 of the residual brake valve 100. when a predetermined pressure has been reached (usually coincident with the low pressure warning switch setting pressure), the spool valve or sleeve 32 f relay emergency valve 21 is moved upwards due to the pressure in annulus 28 to a stop position on the body, taking the valve 18 out of the emergency mode by closing off the accumulator connection to the actuators delivery port 44 and allowing actuator fluid to exhaust through valve 48 to the expansion chamber 70 and service return line 16. The accumulator 62 continues to be charged via the emergency line 14 until pump 'cut-out' pressure is reached on the tractor. When the driver applies the tractor foot brake the trailer service control line 12 is energised in the conventional way and the relay emergency valve 18 operates in its simple relay valve mode dispensing fluid from the accumulator 62 on the trailer to operate the service actuators 82 on both ale I and axle II. Pressure being relayed onto the primary pistons 110 in the dual actuates 82. However, pressure is also directed under. the 'balancing' piston 120 of the residual brake valve 100. At the same time service control lie pressure which triggers off this brake situation not on supplies pressure to the relay emergency valve 21 but also the oppositing face of the 'balancing' piston 120 referred to above. The light spring biasing the balancing piston is preferEe,)Ly such as to just open the valve so that during normal(unfailed) braking the components moul move slightly - again to meet te 'dormant' devices regulation. This bias would be overcome very quickly by the bias in area in favour of the actuator pressure.side of the piston, thus relining the valve to the off position. In the event of. failure at the accumulator 62 of service actuators 82 the loss of actuator pressure under the 'balancing' piston 120 in the residual brake valve 100 allows service control pressure to force the piston 120 down. to open the valve to the same service control pressure (what is called a self feed valve). This pressure is directed to the residual pistons or plungers 112 in the dual actuators 82 thus applying the trailer brakes in a graduated manner in concert with the tractor brakes. The bias changeover valve 18 is included to ensure that the emergency line 14 stays un-pressurised. A leaking nonreturn valve 22 ai; inlet to the relay emergency valve 21 could allow accumulator pressure to pressurise this line when the trailer is disconnected. It automatically moves under the influence of the biFs spring on dc-coupling and opens the line between the relay emergency valve and the coupling to vent to expansion tank 70. An advantage which accrues is that this line is dumped very quickly which ensures a rapid action of the relay emergency valve to me7e into the emergency mode. The suggested stowing of trailer couplings (1B' intro 'A') where emergency 14 and service pressure 12 lines are joined together would, with these systems, ensue absence of pressure in the service coupling in the event of leaking valves since the service would be vented x-a the emergency line. In his connection. reference is made to British Patent Appl-cation Nos. 43672/78 (Hose Couplings) and 43674/78 (Hydraulic Systems). Figure 5 shows another residual brake valve which can be used in place of the valve described above with reference to Figure 4. The valve is biased by a spring 200 to the open position so that on a normal brake applicaticn fluid under pressure will flow from the service control line 12 to act upon the residual pistons or plungers 112 in the dual actuators 82. However, at the same time, if the system is fully serviceable pressurised fluid from the service actuator line is fed to an annular chamber 210 beneath the control piston 212 forcing the piston upwards against the action of the spring 200. This upward movement brings the delivery seal 214 int contact with the valve head 216 thus clusing off the service control line 12 and further movement lifts the exhaust head 218 of the valve away from the exhaust seat 220 thus allowing the small amount of fluid which has passed to the actuators to be exhausted to expansion tank 70. This initial action of the valve is to ensure that çhe device is exercIsed regularly te avoid possible seizure.(EEC regulations on'dormant' devices). Should a failure occur in tlv.e brake line to the primary pistons of the dual actuators 82 or in the accumulator 62 system on the trailer preventing service application of the brakes service pressure plus the bias spring load will force the control pistol 212 down thus closing cff the exhaust to tank 7±) and opening the delivery valve passage to the residual pistcns 112 of the dual actuators 82, thus applying the trailer brakes proportionally via the service control line in covert with the tractor brakes. Parking is achieved in the system described above, by means of a conventional mechanical handUrake not shown in the drawings.

Claims: Claims: 1. A full power closed centre hydraulic braking system for vehicle/trailer combinations, including service and emergency line connections between the vehicle and the trailer each with its associated return line, the emergency line providing a constant supply of hydraulic fluid from the vehicle through an emergency relay valve on the trailer, to a trailer mounted storage unit or accumulator, the emergency relay valve being adapted to deliver pressure fluid from the accumulator to the trailer service brake actuators when the service line is actuated by a control on the tractor or in the event of a loss of pressure on the service line, wherein the trailer service brake actuators are dual actuators being connected with the said emergency relay valve for primary service braking and also connected for secondary service braking by the service line pressure via secondary or residual brake valxe response to a loss of pressure in the primary braking circuit. 2. A braking system ac-ording to claim 1 wherein the secondary or residual brake valve has a floating piston and is connected both to the accumulator pressure and the service line pressure such thut the floating piston is balanced by the two pressures and, in the event of a service actuator or actimulator failure, moves to connect the dual actuators with the service line pressure so to apply the trailer brakes in concert with the vehicle service brakes. 3. A braking system according to claim 1 or claim 2 wherein the emergency line is connected to the emergency relay valve via. a biased changeover valve which opens in response to pressure on t'le emergency line and a pressure protection valve set to close on pressure loss in the trailer system. 4. A braking system in accordance with any one of claims 1 to 3 wherein each trailer service dual activators comprises a primary piston to which is applied the emergency relay valve delivery pressure and which freely abuts a secondary piston or plunger operatively linked to the trailer brake and subject to the secondary or residual brake valve delivery pressure, whereby the secondary piston is movable to operate the brakes either by the primary piston in response to the relay emergency valve delivery pressure or in response to the secondary or residual brake valve delivery pressure.

Inventors: PAGE, WILBUR MILLS
Applicants: CLAYTON DEWANDRE COMPANY LIMITED
Application year: 1980
Main classification: B60T13
IPC codes: B60T13