• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a hydraulic braking system of at least one axle of a vehicle, in particular an axle of a trailer, comprising two separate braking circuits (40, 110), one (40) of braking circuit being powered by a main hydraulic circuit of the vehicle (62), while the other braking circuit is powered by a hydraulic accumulator (100).
    公开号:FR3037023A1
    申请号:FR1555038
    申请日:2015-06-03
    公开日:2016-12-09
    发明作者:Cyrille D'hersignerie；Andre Prigent
    申请人:Poclain Hydraulics Industrie；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of hydraulic braking of vehicles. It is particularly applicable to the hydraulic braking of trailers and more specifically multi-axle trailers.
    [0002] Many hydraulic braking devices have already been proposed. However, a European regulation 2015/68 imposes new constraints. In order to harmonize the hydraulic braking of a convoy consisting of a tractor and an agricultural trailer, the regulation 2015/68 provides for a maximum response time of 0.6s for the actuator of the trailer furthest from the tractor gives 75% of its efficiency. The flow of oil from a tractor being typically limited to 140cm3 during these 0.6s, the number of actuators on the trailer comes into play very quickly. Most of the actuators are cylinders with a diameter of 30mm and a stroke of 70 mm, which corresponds to a volume of 50 cm3. We could find other smaller actuators or adjust the race, but it adds cost to the installation. A solution already envisaged to try to overcome this difficulty, is to embark a reserve of energy on the trailer. This energy reserve is generally a pre-inflated nitrogen accumulator. When braking, the volume stored in the accumulator is added to 140 cm3 from the tractor. The sizing of this energy reserve is however governed by the text 2015/68. But this text requires 8 complete braking and to have half the energy of a braking at the ninth braking. This rule therefore makes the energy reserve very bulky and expensive. In this context, the present invention aims to provide a new hydraulic braking architecture, including trailer, designed to meet the standards in force.
    [0003] The above object is achieved according to the invention by means of a hydraulic braking system of at least one axle of a vehicle, in particular an axle of a trailer, comprising two separate braking circuits, one braking circuits being fed by a main hydraulic circuit of the vehicle, while the other braking circuit is powered by a hydraulic accumulator. As will be seen later, the invention thus substantially reduces the capacity of the hydraulic accumulator. According to another advantageous characteristic of the invention, the hydraulic accumulator is fed by a low pressure line, via a pressure amplifier. According to another advantageous characteristic of the invention, the system comprises a sequence valve adapted to switch the main hydraulic circuit of the towing vehicle on the circuit of filling the accumulator, when the first braking group has reached its braking torque. nominal. This arrangement makes it possible to deliver the excess oil available from the main hydraulic circuit to the braking circuit associated with the hydraulic accumulator, ie for example to a second group of axles in the case of multiple axles, when the first group has reached its nominal braking torque. The invention also relates to a vehicle equipped with a braking system of the aforementioned type. Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the appended drawings given by way of non-limiting example and in which: FIG. 1 shows the architecture of the trailer braking system according to the present invention; FIG. 2 shows the state of the system in a phase of connection of the trailer and loading of the energy reserve formed by the hydraulic accumulator; FIG. 3 represents the state of the system once the energy reserve has been loaded, FIG. 4 represents the state of the system in a service braking phase, and FIG. phase of coupling failure or uncoupling of the trailer. We will successively describe the structure of the system according to the invention with reference to the appended FIG. 1, then its operation with reference to FIGS. 2 to 5 appended hereto.
    [0004] In the appended FIG. 1 the reference "BP" was used to designate the lines intended to be placed at low pressure, "HP" the lines intended to be placed at high pressure and "PR" the lines intended to be placed at a pressure. regulated during a service braking phase.
    [0005] The same references in FIGS. 2 to 5 have been used to identify the pressure levels of the different lines during the various operating phases of the system. The circuit illustrated in Figure 1 is intended to be fully embedded on a trailer.
    [0006] Attached figures are shown an assembly comprising 3 axles 10, 20 and 30 fitted to a trailer. The axle 10 is a first group of axles whose braking is provided by the main hydraulic circuit of the towing vehicle. The two axles 20 and 30 constitute a second group 25 of axles whose braking is provided by a high pressure hydraulic accumulator 100 on the trailer. The detailed description which follows is made with reference to axles 10, 20 and 30 fitted to a trailer. This braking application of a trailer is preferred in the context of the invention and constitutes the main application of the invention. However, the invention is not limited to this particular application. The invention can be applied to the braking of any type of convoy and can therefore also be applied to the braking of the axles mounted on the tractor. The case of the second group of axles may include only one axle, as the first group. Similarly, if necessary the first group of axles may include several axles in parallel. If appropriate, the invention can also be applied to the particular case of a tractor or trailer comprising a single axle. In this case, the accumulator can be used, for example, only for automatic braking during a coupling failure. The single axle is in this case fed by both line 43 and line 115 which will be presented later. As will be seen later, in this case a coupling failure valve 160 may constitute means for implementing the braking circuit comprising the accumulator 100 during an automatic braking during a rupture of coupling. Each axle 10, 20 and 30 comprises two sets of wheels 12, 16; 22, 26; 32, 36, each associated with brakes 13, 17; 23, 27; 33, 37 driven by a respective actuator 14, 18; 24, 28; 34, 38. The actuators 14, 18; 24, 28; 34, 38 are preferably of the spring return type. The actuators 14, 18 of the first group are connected to a supply line 19 which is itself connected, via a load-dependent control valve 44, to a control line 40. This command line 40 receives a pressure, typically between 0 bar and 150 bar, when braking is requested by the driver by pressing the service brake pedal. For this purpose, the control line 40 is adapted to be connected by a connector 60 to a line 62 connected to the output of the module controlled by the service brake pedal. Line 62 comes from the tractor brake control. It delivers a pressurized oil flow proportional to the brake control actuated by the user. This flow rate is modulated in pressure by a pressure reducing valve of the type, or pressure modulation valve fed by a pump drawing from an oil reserve. Such a pump connects a brake line, a pump and an oil reservoir which is an oil reservoir under atmospheric pressure.
    [0007] On this line, which is modulated in pressure, the flow can flow in one direction as in the other. The control line 40 is thus divided into two sections: an upstream section 42 located between the connector 60 and the pressure regulating valve 44 as a function of the load and a downstream section 43 situated between the pressure regulating valve 44 in function of the load and the line 19 which drives the actuators 14 and 18 of the first braking group. Many pressure regulating valves capable of forming the load-dependent control valve 44 are known in themselves. The structure of the valve 44 will therefore not be described in detail later. By way of nonlimiting example the valve 44 may be formed of a pressure limiter comprising a body which houses a non-return valve loaded by a spring opposite a seat, the load of the spring 15 and consequently its deformation being adjustable. by a lever responsive to the load of the trailer, to modify the opening pressure of the valve 44. A non-return valve, passing in the downstream direction towards upstream, is preferably placed in parallel with the adjustable pressure limiting valve, within the valve 44, as seen in Figure 1.
    [0008] The first braking unit consisting of the axle 10 is thus supplied directly by the tractor from the jack 60 via the regulation valve 44. It typically receives 140 cm3 in 0.6s. According to the invention, the first braking group is set to produce at least 13.5% of the total 50% required, regardless of the settings applied by the manufacturers between the different axles, in particular to avoid wheel locks. This can lead to the axle 10 of the first braking group being the most stressed of all the axles. For a 2-axle trailer, this axle 10 gives a total efficiency of 25%. For a 3-axle trailer, it gives 16.67% efficiency (50% / 3). The actuators 24, 28 and 34, respectively, are connected to respective supply lines 29 and 39, themselves in connection with a common supply line section 115 from the accumulator line. The high pressure accumulator 100 is fed by a line 110 called additional line from the tractor vehicle and powered 5 when the trailer is connected to the tractor. The pressure of the line 110 thus typically switches between a zero value of 0 bar and for example a pressure of 15 to 35 bar. For this purpose, the additional line 110 comprises an upstream section 112 adapted to be connected by a connector 70 to a line 72 of the towing vehicle receiving the above-mentioned pressure of 0 bar or 15 bar from a dedicated regulated constant pressure source. placed on the tractor. This source may for example be powered by a pump drawing from a reserve of oil. It may be for example an auxiliary pressure source for various members, such as gearbox clutches or tools. The upstream section 112 of the line 110 is equipped with a pressure switch 120 adapted to detect the rise. in pressure of the line 110 and in doing so the good connection of the line 110 with the line 72 of the tractor. The pressure switch 120 typically detects a pressure threshold of 12 bar and switches when this threshold is reached. Line 110 comprises a pressure multiplier 130 interposed between the section 112 connected to the connection socket 70 of the line 110 on the towing vehicle and the downstream supply line portion 113, 114 connected to the accumulator 100.
    [0009] Pressure multiplier 130 may be embodied in many embodiments. By way of nonlimiting example, the pressure multiplier 130 may be a linear pressure multiplier based on a "Minibooster" type piston or a rotary pressure multiplier based on a gear flow divider. The amplification ratio is preferably of the order of 10 to reach a sufficient pressure in the accumulator 100.
    [0010] The available pressure at the output of the multiplier 130 depends on the level of the pressure available on the additional line 110 (typically between 15 and 35 bar) and the amplification ratio. By way of nonlimiting example, for an inlet pressure of 5 bars and an amplification ratio of 11, a pressure of 15b × 11 = 165b will be the maximum pressure level of the high pressure accumulator 100. the case of several axles, the accumulator 100 is adapted to restore the volume of oil of 2 actuators for a trailer of 10 2 axles and 4 actuators for a trailer with 3 axles, either generally to restore the volume of oil of 2 (X-1) actuators for a trailer of X axles. An isolation valve 140 is interposed between the output of the pressure multiplier 130 connected to a feed line section 113 and a feed line section 114 connected to the accumulator 100. The isolation valve 140 is passing in the direction from the output of the pressure multiplier 130 or the section 113 to the downstream section 114. A pressure switch 102 placed on the line section 114 makes it possible to know the pressure of the high pressure accumulator 100. elsewhere a relay valve 150 is interposed between the feed line sections 114 and 115. The relay valve 150 is controlled by a coupling rupture valve 160. Its function is to apply to the feed lines 29 and 25 39 braking pressure from the line 114 connected to the accumulator 100, when the coupling rupture valve 160 controlled by the pressure switch 120 corresponds to a threshold pressure level from the additional line 110. Thus the feed line 110 is divided into 4 sections: a first upstream section 112 adapted to be connected via the connection socket 70 to the line 72 coming from the tractor vehicle, a second section intermediate 113 separated from the first section 112 by the pressure multiplier 130, a third intermediate section 3037023 8 114 which is connected to the accumulator 100 and which is separated from the second section 113 by the isolation valve 140 and a fourth section 115 downstream which is connected to the supply lines 29 and 39 and which is separated from the line 114 connected to the accumulator 100 by the relay valve 150.
    [0011] It will be observed that a second output of the pressure multiplier 130 is connected by a line 132 to the control line section 42 via a non-return valve 134. The valve 134 is passing in the direction of from the multiplier 130 to the upstream section 42 of the control line 40. This output 132 of the multiplier 130 has the function of returning to the tractor reservoir, via the control line 40, the portion of oil exploited by the the pressure multiplier 130 to provide the pressure multiplying function, but not outputted to the output 113. In effect, to operate the pressure multiplier 130 "consumes" oil. For 1 I transferred in the accumulator 100, it rejects 91 for a multiplication ratio of 10. This surplus of 9 1 must return to the tractor tank via the command line which is not used at this time -the. The valve 134 prevents the oil from the control line 40 from returning to the pressure booster 130 in the braking phases. This oil would otherwise be consumed by the multiplier 130 which could turn in the wrong direction and miss the side of the brake actuators. A sequence valve 200 is placed between the upstream section 42 of the control line 40 and the additional line section 114 connected to the accumulator 100. The sequence valve 200 is adapted to be busy, from the upstream section 42 of the control line 40 to the additional line section 114 connected to the accumulator 100, when the available pressure in the main hydraulic circuit 40 is greater than the setting level of the sequence valve 200. The sequence valve 200 thus enables braking also feed the lines 29 and 39 if necessary and recharge the accumulator 100.
    [0012] For example, this sequence valve 200 may be set to 115 bar (pressure at which the nominal efficiency must be reached). Therefore, as soon as the first braking group associated with the axle 10 and driven by the pressure coming from the hydraulic circuit of the towing vehicle, has reached its nominal pressure, if the available capacity from this circuit, for example the standard volume of 140 cm3 was not consumed (this is the case with 2 actuators 50 cm3), the surplus is transferred to the second braking group associated with the axles 20 and 30.
    [0013] Two cases are possible: - Either the accumulator 100 has played its role well, and the pressure of the second braking group is also at the nominal pressure: the additional volume available from the main hydraulic circuit of the towing vehicle raises the pressure of the assembly above the nominal pressure and especially inflates the accumulator 100 for a next braking (the actuators which are in this case already at 115 bars do not consume a lot of volume, typically the 40 cm3 transferred according to the example aforementioned digital go almost exclusively in the accumulator 100). 20 - Either the accumulator 100 is faulty and the second braking group is not at the nominal pressure. The 40 cm3 available helps to brake although the second braking group is late. The trailer then has a level of emergency braking: 13.5% minimum for a trailer with 3 axles.
    [0014] The sequence valve 200 is preferably formed of an adjustable pressure limiter. According to the embodiment illustrated in the accompanying figures, the so-called coupling rupture valve 160 is controlled by the pressure switch 120. It ensures itself the control of the relay valve 150.
    [0015] According to this embodiment, the coupling rupture valve 160 is formed of a two-way / two-position mechanical spring return valve and electromagnetic control from the signal from the pressure switch 120, adapted for switching. However, the invention is not limited to this particular embodiment of the coupling rupture valve formed of an electromagnetically controlled distributor from a pressure switch placed on the line 112. It extends to any equivalent means, a valve for detecting a coupling failure of a trailer on a tractor, switched between two states depending on whether the feed line 110 of the hydraulic accumulator 100 passes or not a threshold.
    [0016] To detect the proper operation of the additional line 110, it is thus possible to use not a pressure switch 120 and an electric valve 160 as described above, but to use a hydraulically controlled valve with a calibrated return spring, for example at 12 bar. In both cases, the valve 160 is thus switched in one direction at a pressure greater than or equal to 12 bars and in the other direction at a pressure of less than 12 bars. A first inlet 162 of the coupling rupture valve 160 is connected to the section 43 of the control line 40. A second inlet 164 of the coupling rupture valve 160 is connected to the section 114 of the additional line connected to the accumulator 100. The output 166 of the coupling rupture valve 160 is connected to a hydraulic switching control of the relay valve 150. When the pressure switch 120 detects a pressure greater than a threshold on the additional line 110, it the coupling rupture valve 160 is switched to the position illustrated in FIG. 2 in which the hydraulic control of the relay valve 150 is controlled by the outlet pressure of the regulating valve 44 which reigns in the line section 43, input 162 being connected to the output 166.
    [0017] On the other hand, when the pressure switch 120 does not detect a threshold pressure on the additional line 110, the coupling rupture valve 160 returns to the position illustrated in FIGS. 1 and 5 in which the hydraulic control of the relay valve 150 is controlled 3037023 11 by the pressure that prevails in the line section 114 connected to the accumulator 100, the output 166 then being connected to the input 164. The relay valve 150 is formed of a three-way distributor / two positions mechanical return by spring and hydraulic control from the output of the coupling rupture valve 160. The relay valve 150 is adapted to apply on demand a pressure on the supply lines 29 and 39 of the actuators 24, 28 and 34, 38. More precisely the relay valve 150 delivers on its output 156 a pressure equal to the pressure applied to its hydraulic control.
    [0018] Thus, the relay valve 150 supplies at its outlet 156 the regulated pressure issuing from the valve 44 when this pressure is applied to it by the coupling rupture valve 160. In other words, the relay valve 150 copies back to its output 156, the regulated pressure issuing from the valve 44 when this pressure is applied on its hydraulic control, by the coupling rupture valve 160. A first inlet 152 of the distributor 150 is connected to the line section 114 connected to the accumulator 100. A second input 154 of the distributor 150 is connected to a line 172 coming from a low-pressure accumulator 170.
    [0019] The outlet 156 of the distributor 150 leads to the line section 115 connected to the supply lines 29 and 39 of the actuators 24, 28 and 34, 38. In the neutral position as illustrated in FIG. 1, when the pressure switch 120 detects no threshold pressure in the input line 72, the output 156 of the distributor 150 is connected to the input 154 and therefore to the low pressure line 172. On the other hand when the pressure switch 120 detects a threshold pressure in the additional line 110 the coupling failure valve 160 is switched and the output 156 of the relay valve 150 is connected to the inlet 152 so that the pressure in the line section 114 is applied to the control lines 29 and 39 As seen in the accompanying figures, the braking system according to the invention further comprises a low pressure accumulator 170 which serves as a "reservoir" during the braking phase which lasts a few seconds in dynamics. Indeed, at this time, the command line 42 is no longer available since it is braking. However, several valves operate with a low reference: this is the case for regulating valves (44, 200 and 150). This tank 170 is drained again by the line 42 at the end of braking. It is isolated from the line 42 during braking by the valve 176. Concretely, the accumulator can be inflated to 1 bar while the valve 176 is tared slightly above (2 bar for example). As a result, the accumulator 170 is never completely empty. The low-pressure accumulator 170 is connected to a line 172 fed by a pressure limiter 174 via the line section 114 connected to the high-pressure accumulator 100. The low-pressure accumulator 170 thus makes it possible to ensure the correct drainage of the valves. during a braking phase. The pressure relief valve 174 is preferably formed of an adjustable pressure limiter. The line 172 connected to the low pressure accumulator 170 is connected to the line section 42 via a spring-loaded check valve 176, passing in the direction of the line 172 to the line 42. As can be seen in the appended figures, the system according to the invention further comprises a parking brake control cable shown schematically under the reference 180, adapted to control the clamping of the brakes 13 and 23 of the first group of axles during the uncoupling the trailer. Preferably the relay valve 150, the coupling rupture valve 160, the pressure relief valve 174, the sequence valve 200, the isolation valve 140 and the drain valve 176 are combined in a common control box 80 embarked on the trailer. The invention thus proposes a component 80 comprising two braking circuit outputs 43 and 115, one powered from the main hydraulic circuit of the tractor and the other powered from a battery 100. describe the main steps of the operation of the braking system according to the invention, with respect to the appended Figures 2 to 5. As shown in FIG. 2, during the connection of the trailer, a pressure of 15 to 35 b is established in the additional line 110. The coupling rupture valve 160 is controlled as soon as the pressure switch 120 switches. Thus the hydraulic control 10 of the relay valve 150 is connected to the output of the control valve 44 via the valve 160. The pressure level reached in the accumulator 100 high pressure depends on the displacement ratio of the multiplier of pressure 130. The relay valve 150 is connected to the low pressure accumulator 170 because the outlet pressure of the regulating valve 44 is not sufficient to ensure the switching of the valve 150. The lines 19, 29 and 39 are in low pressure. No braking is applied on the trailer. As illustrated in FIG. 3, once the maximum pressure level is reached in the high pressure accumulator 100, a pressure equilibrium is created, the pressure multiplier 130 no longer provides a flow rate. The pressure switch 102 makes it possible to inform the driver of the pressure level in the accumulator 100 and, in particular, to alert him to a low level of pressure in the accumulator 100. The coupling failure valve 160 remains in the aforementioned position defined in Figure 2.
    [0020] The relay valve 150 is always connected to the low pressure accumulator 170 because the outlet pressure of the regulating valve 44 is not sufficient to ensure the switching of the valve 150. The lines 19, 29 and 39 are at low pressure. No braking is applied on the trailer.
    [0021] As illustrated in FIG. 4, when the driver presses on his service brake pedal, a pressure of between 0 and 150b is established on the control line 40, more precisely on the output line 62. section 42 is regulated in function of the load of the trailer via the load control valve 44. The axle 10 is braked via the load control valve 44, while the axles 20 and 33 are braked via the circuit accumulator from the line 114. Indeed the pressure from the output of the control valve 5, applied to the hydraulic control of the relay valve 150, to switch this relay valve 150 in the position shown on the 3 in which the section 115 is connected to the supply line 114 connected to the accumulator 100. Moreover, when the pressure available in the main hydraulic circuit 40 is greater than the calibration level of the valve accordingly 200, the battery 100 is recharged through the control line 40. As illustrated in Figure 5, in case of breakage of the coupling or when the driver uncoupled trailer, connections 60 and 70 are open. The pressure in the additional line 110 drops, 15 causing the disengagement of the coupling rupture valve 160. The hydraulic control of the relay valve 150 is then connected to the supply line 114 connected to the accumulator 100. The energy reserve of the accumulator 100 is then discharged on the two axles 20 and 30 via the relay valve 150. The two axles 20 and 30 are thus braked. In order to immobilize the trailer, the manual mechanism 180 can be actuated to apply the brakes on the first axle 10. The invention makes it possible to comply with the regulations by limiting the volume of the energy reserve 100 and therefore its price , its size and its inflation time thanks to a separation of the braking means associated with the two groups of axles, on the one hand, 20 and on the other hand. To avoid oversizing the energy reserve formed by the accumulator 100, the invention makes use of the provisions of the article Annex IV / C- Hydraulic braking systems with energy reserve / 1.1.2. of the text 2015/68.
    [0022] This article stipulates that no capacity requirement is imposed when it is possible to achieve an efficiency at least equal to that of the emergency braking without the energy reserve. This level of efficiency is defined for a trailer in Annex II, point 3.2.3. It is 13.5%, knowing that the level of efficiency of the service braking is 50%. The invention thus makes it possible to limit the volume of the accumulator 100 with respect to a solution according to the state of the art in which an accumulator alone is used to ensure braking.
    [0023] 10 If we consider a trailer of 3 axles and therefore 6 actuators each having a capacity of 50 cm3, the required volume of oil, to meet the standard which requires 8 braking and the maintenance of half the energy for a fifth braking, or 8.5 braking, is 6 x 50 cm3 x 8.5 = 2550 cm3 at a pressure of 115 bar. The calculation results in a required volume of the nitrogen-preloaded accumulator 100 of 17.451 according to the state of the art. On the other hand, according to the invention, since the requirement of the 8.5 braking is no longer necessary, it is possible to resize the accumulator 100 for a single braking on four actuators. The required volume of oil is then 4 × 20 cm3 = 200 cm3 at a pressure of 115 bar and the calculation leads to a required volume of the nitrogen-preloaded accumulator 100 of only 1.371 according to the state of the art. Thus, in the context of the invention, the volume of the accumulator 100 according to the invention is preferably between 1 and 2 liters, typically of the order of 1.5 liters. A major advantage of the assembly according to the invention is to optimize the available volume of oil. The volume available from the main hydraulic circuit 62 of the towing vehicle, typically 140 cm3, is first directed to provide the minimum braking service priority on the axle 10. Then, the remaining volume of available volume is stored on the trailer in the accumulator 100 for a next braking.
    [0024] Naturally, the present invention is not limited to the embodiment just described, but extends to any variant within its spirit, as defined in the set of appended claims. 5
    权利要求:
    Claims (19)
    [0001]
    REVENDICATIONS1. Hydraulic brake system for at least one axle of a vehicle, in particular an axle of a trailer, comprising two separate braking circuits (40, 110), one (40) of the braking circuits being powered by a main hydraulic circuit of the vehicle (62), while the other braking circuit is powered by a hydraulic accumulator (100).
    [0002]
    2. System according to claim 1, for hydraulic braking of a multi-axle vehicle, in particular of a multi-axle trailer, comprising two separate braking circuits (40, 110) associated respectively with two different groups of axles ( 10, 20, 30), one (40) of the braking circuits being fed by a main hydraulic circuit of the vehicle (62), while the other braking circuit (110) is powered by a hydraulic accumulator (100). .
    [0003]
    3. System according to claim 1, for hydraulic braking of a vehicle, tractor or trailer, comprising a single axle, in which the braking circuit comprising the accumulator (100) comprises means of implementation during braking. automatic when a coupling failure.
    [0004]
    4. System according to one of claims 1 to 3, characterized in that the hydraulic accumulator (100) is supplied by a low pressure line (72, 110, 112), via a pressure amplifier (130).
    [0005]
    5. System according to one of claims 1 to 4, characterized in that it comprises a sequence valve (200) adapted to switch the main hydraulic circuit of the towing vehicle (62, 40) on the filling circuit of the accumulator (100), when the first braking circuit delivers its nominal braking torque.
    [0006]
    6. System according to claim 5, characterized in that the sequence valve (200) is adapted to be passing from the main hydraulic circuit (40) to the accumulator (100), when the pressure 3037023 18 available in the circuit the main hydraulic valve (40) is greater than the setting level of the sequence valve (200).
    [0007]
    7. System according to one of claims 5 or 6, characterized in that the sequence valve (200) is formed of an adjustable pressure limiter.
    [0008]
    8. System according to one of claims 1, 2 and 4 to 7, characterized in that the vehicle comprises several axles and the hydraulic accumulator (100) is adapted to restore the volume of oil of 2 (X-1 ) actuators for a trailer of X axles. 10
    [0009]
    9. System according to one of claims 1 to 8, characterized in that the first braking circuit is set to produce at least 13.5% of the total minimum 50% braking required.
    [0010]
    10. System according to one of claims 1 and 4 to 9, taken in combination with claim 2, characterized in that the first axle group comprises a single axle (10) associated with a first braking circuit powered. by the main hydraulic circuit of the vehicle (62), while the second group of axles comprises two parallel axles (20, 30) fed by the hydraulic accumulator (100). 20
    [0011]
    11. System according to one of claims 1 to 10, characterized in that actuators (14, 18) of the first braking circuit are connected to a control line (40) which receives a pressure, when braking is requested by the driver by pressing the service brake pedal via a load control valve (44).
    [0012]
    12. System according to one of claims 1 to 11, characterized in that it comprises a valve (160) for detecting coupling failure of a trailer on a tractor, switched between two states depending on whether the line ( 110) for supplying the hydraulic accumulator 30 (100) from an additional line (72) does or does not pass a pressure threshold.
    [0013]
    13. System according to claim 12, characterized in that it comprises a relay valve (150) controlled by the coupling valve 3037023 19 (160) to apply a brake pressure from the accumulator (100). when the coupling failure valve (160) is in a position corresponding to a threshold pressure level from the additional line (72). 5
    [0014]
    14. System according to claim 13, characterized in that the coupling rupture valve (160) is formed of a two-way distributor / two positions mechanically spring return and electromagnetic control from the signal from a pressure switch (120) or a hydraulically operated distributor. 10
    [0015]
    15. System according to one of claims 13 or 14, characterized in that the relay valve (150) is formed of a three-way distributor / two positions with mechanical spring return and hydraulic control from the outlet of the valve coupling failure (160).
    [0016]
    16. System according to one of claims 1 to 15, characterized in that it further comprises a low pressure accumulator (170) for ensuring the correct drainage of the control valves during a braking phase.
    [0017]
    17. System according to one of claims 1 to 16, characterized in that it comprises a component (80) comprising two braking circuit outputs (43, 115), one fed from the main hydraulic circuit of the tractor and the other powered from the accumulator (100), the component (80) joining a sequence valve (200), a relay valve (150) and a coupling failure valve (160). 25
    [0018]
    18. System according to one of claims 1 to 17, characterized in that the volume of the accumulator (100) is between 1 and 2 liters, typically of the order of 1.5 liters.
    [0019]
    19. Vehicle equipped with a braking system according to one of the preceding claims. 30
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    WO2020012096A1|2020-01-16|Improved emergency hydraulic braking method and circuit for coupling
    同族专利:
    公开号 | 公开日
    FR3037023B1|2018-06-22|
    EP3103691A1|2016-12-14|
    EP3103691B1|2018-12-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2460820A1|1979-07-13|1981-01-30|Wabco Fahrzeugbremsen Gmbh|HYDRAULIC BRAKE EQUIPMENT FOR A TRAILER TRACTOR VEHICLE|
    DE2939709A1|1979-09-29|1981-04-16|Robert Bosch Gmbh, 7000 Stuttgart|Hydraulic trailer brake for tractor - has mechanical control valve on drawbar and separate reservoir on trailer|
    FR2507985A2|1981-05-05|1982-12-24|Rexroth Mannesmann Gmbh|SAFETY DEVICE IN THE EVENT OF BREAKAGE FOR A TRAILER BRAKE SYSTEM|
    US5769509A|1993-05-03|1998-06-23|Itt Automotive Europe Gmbh|Brake unit for motor vehicles with electric drive|WO2020012096A1|2018-07-10|2020-01-16|Poclain Hydraulics Industrie|Improved emergency hydraulic braking method and circuit for coupling|
    FR3083763A1|2018-07-10|2020-01-17|Poclain Hydraulics Industrie|IMPROVED HYDRAULIC BRAKING METHOD AND CIRCUIT FOR HITCHING|
    FR3100189A1|2019-09-03|2021-03-05|Poclain Hydraulics Industrie|Hydraulic system and associated method for detecting a leak in the control line|
    IT201700051943A1|2017-05-12|2018-11-12|Safim S P A|DEVICE FOR THE CONTROL OF THE BRAKING OF A TRAILER|
    IT201700051957A1|2017-05-12|2018-11-12|Safim S P A|DEVICE FOR THE CONTROL OF THE BRAKING OF A TRAILER|
    FR3075285B1|2017-12-18|2020-09-11|Poclain Hydraulics Ind|HYDRAULIC PRESSURE AMPLIFIER|
    FR3080818B1|2018-05-04|2021-10-01|Lohr Electromecanique|IMPROVED BRAKING SYSTEM AND VEHICLE INCLUDING SUCH A BRAKING SYSTEM|
    FR3083194B1|2018-06-28|2021-06-25|Poclain Hydraulics Ind|IMPROVED HYDRAULIC BRAKING PROCESS AND SYSTEM FOR VEHICLE WITH COUPLING|
    WO2021090138A1|2019-11-04|2021-05-14|Safim S.R.L.|Device for controlling the braking of a trailer|
    法律状态:
    2016-06-13| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-09| PLSC| Search report ready|Effective date: 20161209 |
    2017-06-15| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-13| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-29| PLFP| Fee payment|Year of fee payment: 6 |
    2021-05-27| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1555038|2015-06-03|
    FR1555038A|FR3037023B1|2015-06-03|2015-06-03|HYDRAULIC BRAKE SYSTEM OF A VEHICLE WITH SEVERAL AXLES, ESPECIALLY A MULTI-AXLE TRAILER|FR1555038A| FR3037023B1|2015-06-03|2015-06-03|HYDRAULIC BRAKE SYSTEM OF A VEHICLE WITH SEVERAL AXLES, ESPECIALLY A MULTI-AXLE TRAILER|
    EP16172659.1A| EP3103691B1|2015-06-03|2016-06-02|Hydraulic brake system for a multi-axle vehicle, in particular a multi-axle trailer|
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