Abstract:
A relatively simple and inexpensive apparatus for testing at least the air brakes of trailers includes a portable air-brake governing or actuation system and a hand-held control pendent, operating off an independent compressed air supply. Without the coupling of, and connections with, a tractor, the air brakes of a trailer can be applied and released, and held in a charged mode for a period of time during which any loss of air pressure can be monitored. Using the apparatus a single person can conduct the entire air brake test process, including applying and releasing the brakes while simultaneously visually and manually inspecting the brakes.

Description:
BACKGROUND OF THE INVENTION 
     Frequent periodic testing of the air brake systems of semi-truck trailers (tractor-trailers) is required under federal regulations, and is important to vehicle safety. These tests are conducted by employees of the trucking industry on a regular basis. 
     The testing of an air brake system of a tractor-trailer conventionally is conducted after the tractor has been coupled to the trailer, with the air lines between the tractor and trailer connected. This coupled/connected condition is necessary because it is the tractor, not the trailer, which is equipped to generate and control compressed air. With the air lines from the tractor to the trailer connected, trailer air system is charged through the tractor air system via its brake valve equipment, and the brakes are applied and released sequentially via the tractor brake pedal. 
     The conventional test method is not only handicapped by the requirement of providing a coupled trailer, but also by the need to employ two people, namely one operating the trailer systems from the cab of a tractor (for instance, depressing and releasing the brake pedal) and one positioned to observe trailer brake operation. The trailer brake operation must be eyed from a position closely proximate to, or beneath, the trailer because the brakes are located about the trailer axles. Such observation is not possible from inside the cab of a coupled tractor. And the operation of a tractor&#39;s brake pedal is generally not possible from any position except inside the tractor cab. 
     Similar circumscriptions attend the testing of a trailer&#39;s electrical light system. A trailer typically has tail lights, brake lights, turn signals, and other lights, but the source of electrical power and the light controls are not in the trailer, but instead in the tractor. It is generally not possible to visually inspect these lights, particularly those at the rear of a trailer, from the cab of a coupled tractor, and generally it is not possible to control these lights from any position other than the tractor cab. 
     One object of the present invention is to provide a relatively simple and inexpensive apparatus for testing at least the air brakes of trailers independent of any tractor air brake system. Another object of the present invention is to provide a lightweight and portable apparatus through which at least the air brakes of a trailer can be applied and released, particularly for the purpose of testing such brakes. A further object of the present invention is to provide such apparatus which can be fully controlled by a single person positioned at the location of the brakes, in full view of the operation of the trailer brake system when the brakes are applied and released through such portable test apparatus. An additional object of the present invention is a such test apparatus which not only controls at least the application and release of the trailer brakes, but also through which the trailer brakes can be held in a charged position while the loss of air pressure in the system over a period of time is measured. 
     BRIEF SUMMARY OF THE INVENTION 
     The present invention is a relatively simple and inexpensive apparatus for testing at least the air brakes of trailers, which includes a portable air-brake governing or actuation system and a hand-held control pendent, operating off an independent compressed air supply. Without the coupling of, and connections with, a tractor, the air brakes of a trailer can be applied and released, and held in a charged mode for a period of time during which any loss of air pressure can be monitored. Using the apparatus of the present invention, a single person can conduct the entire air brake test process, including applying and releasing the brakes while simultaneously visually and manually inspecting the brakes. The apparatus in at least some embodiments can be used to test trailer lights using the same portable power source as the brake test device. The invention also includes a testing system which includes the test device interposed between a source of compressed air and the air system of a trailer. The invention also includes a method using the apparatus of the present invention, whereby an air brake test process can be conducted, including applying and releasing the brakes while observing and/or inspecting the brakes. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
     FIG. 1 is a partially diagrammatic view of a test system of the present invention; 
     FIG. 2 is a partially diagrammatic view of a test device of the present invention; 
     FIG. 3 is a partially diagrammatic view of the part of the test device of FIG. 2 with the air valves in an open/open mode; 
     FIG. 4 is a partially diagrammatic view of the part of the test device of FIG. 2 with the air valves in an closed/open mode; 
     FIG. 5 is a partially diagrammatic view of the part of the test device of FIG. 2 with the air valves in an closed/exhaust mode; and 
     FIG. 6 is a flow diagram of the test method of the present invention. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring to FIGS. 1 to  5 , there is shown a portable trailer test device of the present invention designated generally by reference number  20 . The test device  20  is comprised of a modular control hub  22  and a separate hand held control pendent  24  having a pressure gauge  25 . The test device  20  is shown in its brake testing mode, working off an independent compressed air supply, which as shown is a portable air compressor  26  having a pressure regulator  27 . A supply air line  28  runs between the portable air compressor  26  the control hub  22 , through which supply air from the portable air compressor  26  is fed into the control hub  22  (details described below). A pendent cable  32 , which includes a power cable  34  and a secondary air line  36  within a single casing, runs between the control hub  22  (details described below) and hand held control pendent  24 . A trailer air line  38  runs between the control hub  22  and a trailer  40 , and is plumbed into the trailer brake service line (not shown) using quick disconnect fittings (not shown). 
     The control hub  22  further includes a first electric solenoid air valve  42 , a second electric solenoid air valve  44 , a connecting valve air line  46  and a source of electric power, shown as a 12 V battery  48 . The actuations of the first and second solenoid air valves  42 ,  44  are separately controlled respectively by first and second single pole toggle switches  50 ,  52  on the control pendent  24 . The separately controlled first solenoid  42  and second solenoid  44  combination have three operative modes or configurations, namely both the first and second solenoid  42 ,  44  open (the “open/open mode”), first solenoid  42  closed with second solenoid  44  open (the “closed/open” mode) and first solenoid  42  closed with second solenoid  44  open to exhaust (the “closed/closed” mode, which can also be referred to as a “closed/exhaust” mode). 
     The supply air line  28  runs to the first solenoid  42  and is in fluid communication with an internal air chamber  60  therein. When the first solenoid  42  is closed, its internal air chamber  60  is closed both to the supply air line  28  and to the valve air line  46 . When the first solenoid  42  is open, its internal air chamber  60  is open both to the supply air line  28  and to the valve air line  46 , and provides fluid communication between the supply air line  28  and the valve air line  46 . The first toggle switch  50  switches the first solenoid between its two positions, that is between open and closed. 
     The valve air line  46  runs from the first solenoid  42  to the second solenoid  44  and is in fluid communication with an internal air chamber  62  within the second solenoid  44  when the second solenoid  44  is open. The secondary air line  36  runs to the second solenoid  44 , and is in continual fluid communication with its internal air chamber  62 . The trailer air line  38  also runs to the second solenoid  44 , and is in fluid communication with its internal air chamber  62  both when the second solenoid  44  is open and when the second solenoid  44  is in the exhaust position. The test device  20  also includes an exhaust line  54 , which is in fluid communication with the internal air chamber  62  of the second solenoid  44  when the second solenoid  44  is in the exhaust position. The second solenoid  44  therefore provides (via its internal air chamber  62 ) fluid communication between and among the valve air line  46 , the secondary air line  36  and the trailer air line  38  when it is open. When the second solenoid  44  is in the exhaust position, it provides fluid communication between the trailer air line  38  and the exhaust line  54 . 
     In the open/open mode, which can also be referred to as a “charge” mode, the first solenoid  42  and second solenoid  44  in combination provide fluid communication between and among the portable air compressor  26 , the air system of the trailer  40  and the control pendent  24 , via the supply air line  28 , the internal air chamber  60  of the first solenoid  42 , the valve air line  46 , the internal chamber  62  of the second solenoid  44 , the trailer air line  38  and the secondary air line  36 . Regulated compressed air is thus supplied to the air system of the trailer  40  and to the control pendent  24 . When the mode is switched from the open/open mode to the closed/open mode, which can also be referred to as a “hold-charge” mode, the trailer air system and the control pendent  24  remain in fluid communication via the trailer air line  38 , the air chamber of the second solenoid  44 , and the secondary air line  36 , but not in fluid communication with the portable air compressor  26 . In this sequence of first employing the open/open mode to sufficiently charge compressed air to the air system of the trailer  40 , whereby the trailer brakes (not shown) are applied, and then switching to the closed/open mode, the trailer brakes are A charged and then held in a charged position (that is, the device  20  is in the hold-charge mode). In addition, the air pressure within the control pendent  24  will be the same as the air pressure in the trailer air system, and any loss of air pressure in the trailer air system over time can be determined by the readings of the pressure gauge  25 . The air leakage test therefore can be conducted in this closed/open mode. 
     The test device  20  is switched first to the open/open mode and then to the closed/open mode simply using the first and second toggle switches  50 ,  52  on the hand held control pendent  24 . The test device  20  thus can be fully controlled by a single person holding the control pendent  24 , and that person is free to move about, and be positioned at the location of the brakes, in full view of the operation of the trailer brake system when the brakes are applied using the open/open mode, and while the brakes are held in the applied position using the closed/open mode. This single person can read the pressure gauge  25  and thus perform the air leakage test. This single person is also so without impediments that he can visually and manually inspect the brake rigging and slack adjuster, and make adjustments thereto, merely placing the control pendent  24  down on the ground, or upon any convenient surface, or into any convenient holder, if needed to free both hands. 
     After brake application, and typically after inspection and air leakage testing, the brakes are released by switching the device  20  from the closed/open mode to the closed/exhaust mode. Switching the second solenoid  44  from the open mode to the exhaust mode closes fluid communication between its air chamber  62  and the air valve line  46  and opens fluid communication between its air chamber  62  and the exhaust air line  54 . In either the open or the exhaust mode, the air chamber  62  of the second solenoid  44  remains open to the trailer air line  38 . In the exhaust position, the second solenoid  44  releases the compressed charge in the brake air system and thus releases the brakes. The brakes could also be released from an open/open mode;merely by switching the second solenoid  44  to the exhaust position, because that position also closes fluid communication between the trailer air line  38  and the supply air line  28  even when the first solenoid  42  is open. The single person conducting the tests and inspections again simply uses the second toggle switch  52  on the control pendent  24  to switch to the second solenoid  44  from the open position to the exhaust position and thereby release the brakes. He is also able to simultaneous observe the brake release operation. 
     The normal mode sequence therefore will be first the open/open mode to charge the trailer air system and apply the brakes, then the closed/open mode to hold the brakes in an applied position, and finally the closed/exhaust mode to release the brakes. The open/exhaust mode is typically not used because the first solenoid  42  is closed when the air leak test is conducted, but an open/exhaust mode is not a potential hazard. Again, in either the closed/exhaust mode or open/exhaust mode there is no fluid communication between the first solenoid  42  and the second solenoid  44 . On any occasion where the operator wishes to switch from the open/open mode (brake charge or application mode) to a break release mode, he can switch to the closed/exhaust mode using both the first and second toggle switches  50 ,  52 , or instead to the open/exhaust mode using just the second toggle switch  52 . 
     Referring now particularly to FIGS. 3 to  5 , the first solenoid  42  has a first and second port  70 ,  72  and a first and second port closure member  74 ,  76 , which are operated simultaneously. That is, the first and second ports  70 ,  72  are either both open, or both closed by respectively the first and second port closure member  74 ,  76 . If the solenoid valve employed as the first solenoid  42  is supplied equipped with an exhaust port, that exhaust port would be blocked (in a closed position) in all modes. The second solenoid  44  has a first, second and third port  80 ,  82 ,  84  and a first, second and third port closure member  86 ,  88 ,  90 . The first and third port closure members  86 ,  90  are operated in the reverse, namely, the first port  80  is open while the third port  84  is closed, and then the first port  80  is closed when the third port  84  is opened. The second port  82  remains open during the operation of the device  20  through the steps of charging the brakes, holding the charge on the brakes, and releasing the brakes. 
     As also shown in FIGS. 1 and 2, the entire control hub  22  of the test device  20  is fitted into a weather tight carrying case  92 . The packing of the hub  22  into the case  92  facilitates and heightens the portability of the test device  20 . The carrying case  92  can be readily outfitted with water tight side wall outlets for the supply air line  28 , the power cable  34 , and the secondary air line  36 , and of course a port for the exhaust line  54 . 
     The electrical leads can readily be removed from solenoid valves  42 ,  44  and used to test trailer lights. One set of leads would simply be connected to the trailer light system, whereby the lights can be switched on and off using one of the toggle switches on the control pendent  24 . The person conducting the test is again free to move about the trailer  40  to observe whether or not the all of the lights are responding. This versatility of the test device  20  is particularly useful when testing lights in remote locations, such as brake lights at the rear end of the trailer  40 . 
     In addition, as best seen in FIG. 2, the test device  20  preferably includes a power indicator lamp  96  mounted on the pendent  24  and the control hub  22  includes a mounting block  98  for securing the components within the carrying case  92 . 
     The test device of the invention can be assembled from commercially available components. For instance, suitable solenoid valves are 12 volt double acting solenoid valves commercially available from John Henry Foster of Minnesota Inc. of Eagan, Minn. When using such double acting solenoid valves, one of the three ports on the first valve would need to be blocked in all modes. Suitable batteries are 12 volt power tool batteries that are readily available from hardware stores, such as Ace Hardware. Components such as the control pendent (conveniently a 2 ¾ inch by 3 inch by 6 ½ inch control pendent), general purpose (momentary contact) toggle switches, power indicator lamp, air hoses, pressure gauge (for instance a two inch, 200 p.s.i. gauge with a center back connection), water-tight carrying case (conveniently an 8 inch by 12 inch by 16 inch carrying case) and miscellaneous fasteners, connectors and fittings, are all commercially available from McMaster Carr Supply, Chicago, Ill. 
     The present invention therefore in one embodiment is a trailer brake test device comprising a control hub and a control pendent remote from the control hub. The control hub has a power source, a first air valve with a first air chamber and a second air valve with a second air chamber. The control pendent has a pressure gauge, a first on-off switch in electrical communication with the first air valve, and a second on-off switch in electrical communication with the second air valve. The test device further includes a compressed air supply line in fluid communication with the first air chamber, an inter-valve air line in fluid communication with the first air chamber when the first air valve is open and in fluid communication with the second air chamber, a trailer air line in fluid communication with the second air chamber, an exhaust air line in fluid communication with atmosphere through the second air chamber when the second air valve is in an exhaust mode&#39; and a secondary air line providing fluid communication between the control pendent and with the second air chamber. 
     In preferred embodiments of the test device, the control hub is a modular control hub mounted within a water tight carrying case. The control pendent is preferably a hand held control pendent. The control pendent preferably is a hand held control pendent no wider than about 3 or 3 ½ inches. 
     In other preferred embodiments of the test device the first and second air valves are solenoid air valves. The source of power preferably is a portable battery. The control pendent preferably further includes a power indicator light. 
     In preferred embodiments, and as shown, the first air valve has a first and second port, the first and second ports being open when the first air valve is open, and the first and second ports being closed with the first air valve is closed, the supply air line running to the first port and the inter-valve air line running to the second port. Further, the second air valve has a first, second and third port, the first and second ports being open and the third port being closed when the second air valve is open, the second and third ports being open and the first port being closed when the second air valve is in an exhaust mode, the inter-valve air line running to the first port, the trailer air line running to the second port, and the exhaust air line running to the third port. 
     The invention in another embodiment is a trailer brake test system comprising a source of compressed air, a trailer with an air system and a test device interposed between the source of compressed air and the air system of the trailer. The test device has a control hub. and a control pendent. The control pendent has a pressure gauge. The test device has a charge mode, a hold charge mode and an exhaust mode. The air system of the trailer is in fluid communication the source of compressed air through the test device in the charge mode. The air system of the trailer is in fluid communication with the pressure gauge through the test device in the hold charge mode. The air system of the trailer is in fluid communication with a vent port leading to atmosphere through the test device in the exhaust mode. 
     In preferred embodiments of the trailer brake test system, the control pendent is remote from the control hub. The control hub has a power source, a first air valve has a first air chamber and a second air valve has a second air chamber. The control pendent has a pressure gauge, a first on-off switch in electrical communication with the first air valve, and a second on-off switch in electrical communication with the second air valve. The system includes a compressed air supply line in fluid communication with the first air chamber, an inter-valve air line in fluid communication with the first air chamber when the first air valve is open and in fluid communication with the second air chamber, a trailer air line in fluid communication with the second air chamber, an exhaust air line in fluid communication with the second air chamber when the second air valve is in an exhaust mode and in fluid communication with atmosphere&#39; and a secondary air line in fluid communication with the control pendent and with the second air chamber. 
     In another embodiment the present invention is a method of testing trailer brakes as shown in FIG. 6 comprising the steps of: 
     (a) connecting a test device between an air line of a trailer and a source of compressed air, the test device has a control hub and a control pendent, and the control pendent has controls and a pressure gauge; 
     (b) then charging the air line of the trailer with compressed air from the source of compressed air through the test device by the operation of the controls of the control pendent; 
     (c) then holding the charge in the air line of the trailer by the operation of the controls of the control pendent while determining air leakage from the air line; and 
     (d) then exhausting the charge in the air line of the trailer through the test device by the operation of the controls of the control pendent. 
     In preferred embodiments in step (b) the charging of the air line of the trailer with compressed air from the source of compressed air through the test device by the operation of the controls of the control pendent is executed by a single operator manually holding the control pendent. In preferred embodiments in step (c) the holding of the charge in the air line of the trailer by the operation of the controls of the control pendent while determining air leakage from the air line is executed by a single operator manually holding the control pendent. In preferred embodiments in step (d) the exhausting of the charge in the air line of the trailer through the test device by the operation of the controls of the control pendent is executed by a single operator manually holding the control pendent. In preferred embodiments in steps (b), (c) and (d), the charging of the air line, the holding of the charge in the air line and the exhausting of the charge in the air line of the trailer are executed by a single operator manually holding the control pendent. 
     In preferred embodiments in step (b) the air line of the trailer is charged with compressed air from the source of compressed air through the test device by the operation of a first switch and a second switch on the control pendent, whereby a first air valve and a second air valve in the control hub are opened responsive to the operation of the first switch and the second switch on the control pendent. The opening of the first and second air valves provides fluid communication between the source of compressed air and the air line of the trailer through the first and second valves. 
     In preferred embodiments in step (c) the charge in the air line of the trailer is held by the operation of the a first switch of the control pendent, closing the first valve while the second valve remains open. The closing of the first valve while the second valve remains open terminating fluid communication between the source of compressed air and the air line of the trailer while retaining fluid communication between the second valve and the air line of the trailer. 
     In preferred embodiments in step (d) the charge in the air line of the trailer is exhausted by the operation of the second switch on the control pendent, whereby fluid communication between the air line of the trailer and atmosphere is opened through the second air valve. 
     In preferred embodiments, the method further includes the step of visual and/or manual inspection of at least one brake on the trailer executed by the single operator concomitantly with the execution of step (b), step (c), and/or step (d). 
     The above described embodiments are exemplitive, and the terminology is employed for illustration purposes and not limitation purposes. The present invention is not limited to the combinations and subcombinations illustrated herein.