Patent GB-1215767-A (GB)
Title: Compressed-air brake system for motor vehicles
Inventor: GACHOT JEAN
IPC: B60T15/04
Filed: 1968-11-07
Abstract: 1,215,767. Motor vehicle compressed-air brake systems. J. GACHOT and F. PERALES. 7 Nov., 1968 [8 Nov., 1967], No. 52785/68. Heading F2F. The system, which comprises a service application circuit and an emergency application circuit (for the rear wheels), and a separate reservoir and a mechanically-operated check valve for each circuit, is characterized in that a third check valve is provided for admission of compressed-air to the emergency application circuit, this third check valve being controlled by the differential pressure between the service application circuit and the emergency application circuit. As shown in Fig. 1, a service reservoir 5 and a smaller emergency reservoir 6 are charged in parallel by a compressor 3 through a pressure regulator 4. The service reservoir 5 supplies a brake actuating unit 1 at 7; the emergency reservoir 6 supplies the unit 1 at 8 and also supplies an auxiliary control valve 2 having an outlet line leading to the actuating unit 1 at 9. From an outlet 11 of the actuator 1 there extends a service application circuit 14 to a rear brake cylinder 15 and a front brake cylinder 16. From an outlet 12 there extends an emergency conduit 17 to the rear brake cylinder 15 which incorporates two pistons acting on a single brake rod. The vehicle brake pedal (not shown) is coupled by a link rod 51 to a lever 52, 58, Fig. 4, for operation of the actuator. The internal construction of the actuator 1 is shown in Figs. 4 and 6. For service application, the brake pedal is depressed, whereupon as shown in Fig. 4, a master piston 46 is depressed and opens mechanically a first check-valve 34. This places in communication inlet 7 from the service reservoir and outlet 11 to front and rear brakes, until downward movement of piston 46 is checked by reservoir pressure acting under it, provided such pressure exceeds a predetermined value. In this position a second and third check valve, 35 and 36 respectively, remain closed. For emergency application via the brake pedal, when the service pressure drops below the predetermined value (Fig. 5, not shown), the brake pedal is depressed to pivot the lever 52, 58 beyond the Fig. 4 position (the service pressure being now insufficient to prevent further downward movement of piston 46). Piston 46 now opens check valve 35 (as well as 34) mechanically, through valve 34 and an auxiliary piston below it. This establishes communication between inlet 8, from the emergency reservoir, and a differential pressure chamber to the right of check valve 36. The pressure to the left of check valve 36 is that at inlet 7, via open valve 34 and a passage (see Fig. 4), this pressure being abnormally low. Valve 36 therefore opens, permitting the compressed air introduced at 8 to reach the rear brakes via outlet 12 and conduit 17. Emergency application by auxiliary control valve 2 is used if the brake pedal jams or the link-rod system fails. In this situation, Fig. 6, compressed air admitted at 9 acts on diaphragm 75 secured to the auxiliary piston, to open check valve 35 pneumatically. The compressed air again reaches the right-hand side of valve 36, and again this valve opens, because this time the pressure in the chamber to the left of it communicates with the atmosphere via the open tubular end of piston 46 and holes (not shown). (The piston 46 is in its rest position, clear of valve 34, which remains closed). The system of Fig. 7 (not shown), differs from that of Fig. 1 in that the outlet 11 communicates only with the rear brakes, while the actuating unit 1 has a plug removed (13, Fig. 6), and the outlet thereby provided is connected to the front brakes. Also, in the actuating unit, the auxiliary piston is now formed in two telescoping separable parts, each provided with a diaphragm, Figs. 11 and 13; other modifications are referred to below. For service application, Fig. 11, the brake pedal is depressed, as before, whereupon valve 34 is opened, providing for application of the rear brakes via outlet 11. The pressure at this outlet is communicated via a duct 129 downwards to the region above the auxiliary piston 118 to 124, depressing it to open valve 35. Air from inlet 8 to outlet 13 thereupon applies the front brakes with a slight time lag. (The pressure at 11 keeps valve 36 closed). For emergency application via the brake pedal (Fig. 12, not shown), master piston 46 is forced down further, and by means of verticallyslidable pins shown in Figs. 11 and 13 forces the auxiliary piston downwards, thereby opening valve 35 and applying the front brakes at 13. Because of the abnormally low servce pressure to the left of valve 36, this valve also opens, applying the rear brakes at 12. For emergency application by auxiliary control valve 2, Fig. 13, compressed air admitted at 9 separates the two parts of the auxiliary piston by acting between the diaphragms. Valve 35 is therefore opened, and because atmospheric pressure prevails at the left of valve 36, that opens also, so that front and rear brakes are applied. Figs. 3 and 10 (not shown) depict practical constructions of the actuating units of Figs. 4 and 11 respectively, while Fig. 14 (not shown) depicts an alternative construction for valve 36 using a cylinder instead of a diaphragm. Fig. 9 shows an extension of the second system embodiment to provide for a trailer or semi-trailer. Thus provision is made in the trailer for a direct brake-application circuit 201 which is connected as a shunt 203 of the rear-wheel application circuit 202 including a double check-valve 204 and valved coupling head 205. An extra manual control valve 210 fed by the service reservoir 5 is connected to valve 204 at 211. The automatic brake of the trailer is supplied from reservoir 5 through a by-pass 206 and a coupling head 207.