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WO2003029061A1 - A method and a system at a commercial vehicle - Google Patents

A method and a system at a commercial vehicle Download PDF

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Publication number
WO2003029061A1
WO2003029061A1 PCT/SE2002/001788 SE0201788W WO03029061A1 WO 2003029061 A1 WO2003029061 A1 WO 2003029061A1 SE 0201788 W SE0201788 W SE 0201788W WO 03029061 A1 WO03029061 A1 WO 03029061A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
brake control
brake
activation
brakes
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/SE2002/001788
Other languages
French (fr)
Inventor
Peter Engelke
Magnus Staaf
Andreas Schlichenmaier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
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 Scania CV AB filed Critical Scania CV AB
Priority to BRPI0212749-0A priority Critical patent/BR0212749B1/en
Priority to EP02763176A priority patent/EP1441938A1/en
Publication of WO2003029061A1 publication Critical patent/WO2003029061A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/248—Trailer sway, e.g. for preventing jackknifing
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components

Definitions

  • the present invention relates to a method and a system for brake activation on a utility vehicle according to the preambles of claims 1 and 4 respectively.
  • a truck with a trailer attached is liable to a problem of the trailer pushing the truck on when travelling down a steep gradient. If the downhill run includes a bend, the truck as it negotiates the bend will be at an angle, as seen in the plane of the road, to the trailer. This means that the pushing force which the trailer exerts on the truck will include a component in the transverse direction of the truck, which component results in a lateral force on the truck's rear wheels. If the lateral force becomes large enough, the truck's rear wheels may lose their grip on the road and start sliding sideways, resulting in the truck-and-trailer combination "folding up" like a jack-knife.
  • One way of avoiding this problem is to provide the driver with a special control device which enables him to activate the trailer's brakes without activating the truck's brakes.
  • One arrangement for such a solution has traditionally been called a trailer handbrake.
  • the trailer's push on the truck on downhill runs can thus be reduced, thereby likewise reducing the risk of the vehicle combination jack-knifing as described above.
  • the problem with such a solution is that the trailer's brakes may become overheated if the driver applies the trailer handbrake for too long a distance. The risk of overheating has resulted in the illegality in many countries of solutions which allow the trailer's brakes to be activated separately.
  • One object of the invention is to provide a method and a system for preventing or reducing the risk that a utility vehicle comprising a truck and a trailer coupled to it may while in motion become involved in an uncontrollable situation in which an angle between the trailer and the truck, which angle is oriented in a plane substantially horizontal to the road on which the utility vehicle is travelling, decreases so that the utility vehicle tends to "jack-knife".
  • Braking data here means data relevant to the functionality of brakes.
  • the invention prevents the trailer brakes being subjected to rapid wear or unsuitably high temperatures, which are risks with traditional trailer handbrakes.
  • the advantages afforded by the latter are maintained in that the driver can be provided with the possibility of manual intervention to prevent a dangerous situation in which the truck and trailer would risk jack-knifing.
  • the filtering which the invention makes possible by monitoring braking data and activating the trailer brakes after "weighing up” these data and the driver's control actions ensures that the trailer can be braked separately without any risk of thereby undermining the functionality of its brakes.
  • Braking data preferably comprise the temperature of the trailer brakes.
  • Fig. 1 depicts schematically a sideview of a utility vehicle with certain parts visible for the sake of comprehension
  • Fig. 2 depicts a flowchart illustrating an embodiment of the method according to the invention.
  • Fig. 1 depicts schematically a utility vehicle 1 comprising a truck 2 and a trailer 3 coupled to the truck 2.
  • Fig. 1 depicts a truck with trailer
  • the invention may also be applied to a tractor unit with semitrailer. Accordingly the expression “trailer” is to be understood here as covering also “semi-trailer”, and the expression “truck” as covering also “tractor unit”.
  • the utility vehicle 1 incorporates a pneumatic brake system which comprises truck brakes 4 on the truck 2 and trailer brakes 5 on the trailer 3.
  • the brakes 4, 5 are connected to a brake control system 6 which is arranged to control valves in the brake system and hence to control the brakes 4, 5.
  • the brake control system 6 may be a so-called EBS system
  • the brake control system 6 is arranged to receive via sensors and/or calculate braking data, which are data relevant to the operation of the brakes.
  • Braking data may comprise time information about the activation of the brakes, the position of a brake control such as a brake pedal which can be operated by a driver of the truck 2, the vehicle's speed, the vehicle's weight and the topography of the road on which the vehicle travels, i.e. whether it is uphill, downhill or level.
  • the road topography may be obtained in a conventional manner on the basis of data about brake pressures and speed changes of the vehicle.
  • the road topography may also be obtained on the basis of data about the engine torque and the vehicle's weight.
  • Braking data may also comprise the temperature of the trailer brakes, which may be obtained by a method described in EP0594113A1.
  • the instantaneous temperature of the brakes is obtained by adding to an initial value temperature increases each calculated on the basis of the instantaneous load state upon brake activation, and subtracting temperature decreases each calculated on the basis of the amount of heat dissipated, which is itself calculated on the basis of a period of time when the brakes are not activated.
  • the truck 2 incorporates a trailer brake control means 7 arranged in a driver' s cab incorporated in the vehicle 2 to enable said means to be operated by a driver of the utility vehicle 1.
  • the trailer brake control means 7 is a mechanical control means arranged to assume various positions which are infinite in number and are situated between two extreme positions.
  • the trailer brake control means 7 may 30 be arranged to assume a finite number of positions between two extreme positions.
  • the trailer brake control means 7 may be any other type of suitable control means desired, e.g. it may comprise one or more push-buttons.
  • the trailer brake control means 7 is arranged to be in communication with the brake control system 6 whereby the
  • brake control system 6 is arranged to receive a trailer brake control signal corresponding to the position of the trailer brake control means 7, which position itself corresponds to a desired trailer brake power.
  • the brake control system 6 is arranged to calculate an activation value 10 for activation of the trailer brakes 5 on the basis of the braking data and the trailer brake control signal.
  • the activation value may be within a range bounded by values which correspond to full brake power and no brake power.
  • the brake system 6 is further arranged to send to the trailer 3 a brake signal corresponding to the activation value.
  • the brake signal 15 may be transmitted electrically or pneumatically, depending on whether the trailer 3 is provided with individual operation of the brakes or not.
  • Fig. 2 depicts steps in an example of a method according to the invention.
  • the trailer brake control means 7 is initially in a position L0 20 in which no trailer brake control signal is sent to the brake control system
  • the driver brings the trailer brake control means 7 to a position LI, whereupon a trailer brake control signal corresponding to the desired trailer brake power is sent to the brake control system 6.
  • the braking data comprise the current temperature TS of one of the trailer brakes.
  • the braking data may comprise the current temperature TS of two or more or all of the trailer brakes.
  • the brake control system 6 determines an activation value for activation of the trailer brakes. In a simple version this may mean that if the temperature TS is below a predetermined threshold value TST, the brake control system 6 determines an activation value which corresponds to the desired trailer brake power, whereas if the temperature
  • the brake control system 6 determines an activation value which corresponds to no trailer brake power.
  • An alternative way of determining the activation value may be as follows. If the trailer brake temperature TS at the time when the brake control system 6 receives the trailer brake control signal is within a predetermined temperature range, the activation value is adapted to the position of the temperature TS in the temperature range. The activation value may be correlated with the temperature so that an inverse linear relationship prevails between them, whereby an activation value corresponding to the desired brake power is determined at the lower limit of the range, and an activation value corresponding to no brake power is determined at the upper limit of the range. Alternatively, a non-linear relationship may prevail between trailer brake temperature and trailer brake activation.
  • not only the temperature but also other braking data may be involved in determining the activation value.
  • Information stored in the brake system which correlates brake pressure values with times for those values may be used, as also the speed and weight of the utility vehicle 1 and the road topography. This increases the reliability of the system in that a better-adjusted activation value can be obtained, in addition to which a standby method can be initiated if a certain type of braking data is not obtained, e.g. because of a fault.
  • the activation value may be determined on the basis of time information about the activation of the brakes, the vehicle's speed, the vehicle's weight and/or the road topography, without regard to the trailer brake temperature, in which case the activation value is related to said braking data to prevent the brake temperature becoming too high.
  • the vehicle's brakes 4 may be applied lightly while at the same time the trailer brakes 5 are activated by operating the trailer brake control means 7. This results in a slower temperature increase in the trailer brakes.
  • the result of the operation e.g. in the form of the activation value for the trailer brakes, may be presented to the driver on a special display in the cab. This creates a greater possibility of influencing the driver's mode of driving and makes it easier for him/her to adapt the mode of driving to the prevailing conditions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

A method and a system for brake activation on a utility vehicle (1) which comprises a truck (2), a trailer (3) and a pneumatic brake system are described. The truck incorporates a trailer brake control means (7) arranged to be switched between various positions by a driver of the utility vehicle (1) in order to activate trailer brakes (5). A brake control system (6) receives via a connection with the trailer brake control means (7) a trailer brake control signal corresponding to the position of the trailer brake control means (7). The brake control system (6) is arranged to receive or calculate at least one item of braking data, which in a preferred embodiment comprises the temperature of the trailer brakes (5). The brake control system (6) determines an activation value for activation of at least one of the brakes incorporated in the trailer (3) on the basis of the braking data and the trailer brake control signal.

Description

A METHOD AND A SYSTEM AT A COMMERCIAL VEHICLE
TECHNICAL FIELD
The present invention relates to a method and a system for brake activation on a utility vehicle according to the preambles of claims 1 and 4 respectively.
BACKGROUND
A truck with a trailer attached is liable to a problem of the trailer pushing the truck on when travelling down a steep gradient. If the downhill run includes a bend, the truck as it negotiates the bend will be at an angle, as seen in the plane of the road, to the trailer. This means that the pushing force which the trailer exerts on the truck will include a component in the transverse direction of the truck, which component results in a lateral force on the truck's rear wheels. If the lateral force becomes large enough, the truck's rear wheels may lose their grip on the road and start sliding sideways, resulting in the truck-and-trailer combination "folding up" like a jack-knife.
One way of avoiding this problem is to provide the driver with a special control device which enables him to activate the trailer's brakes without activating the truck's brakes. One arrangement for such a solution has traditionally been called a trailer handbrake. The trailer's push on the truck on downhill runs can thus be reduced, thereby likewise reducing the risk of the vehicle combination jack-knifing as described above. The problem with such a solution is that the trailer's brakes may become overheated if the driver applies the trailer handbrake for too long a distance. The risk of overheating has resulted in the illegality in many countries of solutions which allow the trailer's brakes to be activated separately.
OBJECT OF THE INVENTION
One object of the invention is to provide a method and a system for preventing or reducing the risk that a utility vehicle comprising a truck and a trailer coupled to it may while in motion become involved in an uncontrollable situation in which an angle between the trailer and the truck, which angle is oriented in a plane substantially horizontal to the road on which the utility vehicle is travelling, decreases so that the utility vehicle tends to "jack-knife".
BRIEF DESCRIPTION
Said object is achieved with a method and a system for brake activation on a utility vehicle which exhibit the characterising features in claims 1 and 4 respectively.
Braking data here means data relevant to the functionality of brakes. The invention prevents the trailer brakes being subjected to rapid wear or unsuitably high temperatures, which are risks with traditional trailer handbrakes. At the same time, the advantages afforded by the latter are maintained in that the driver can be provided with the possibility of manual intervention to prevent a dangerous situation in which the truck and trailer would risk jack-knifing. The filtering which the invention makes possible by monitoring braking data and activating the trailer brakes after "weighing up" these data and the driver's control actions ensures that the trailer can be braked separately without any risk of thereby undermining the functionality of its brakes.
Braking data preferably comprise the temperature of the trailer brakes.
The fact that the temperature of the brakes is a crucial indication as to their functionality makes it a reliable monitoring factor before their activation.
DESCRIPTION OF DRAWINGS
The invention is described below in more detail with reference to the attached drawings, in which
Fig. 1 depicts schematically a sideview of a utility vehicle with certain parts visible for the sake of comprehension, and
Fig. 2 depicts a flowchart illustrating an embodiment of the method according to the invention.
DETAILED DESCRIPTION
Fig. 1 depicts schematically a utility vehicle 1 comprising a truck 2 and a trailer 3 coupled to the truck 2. Although Fig. 1 depicts a truck with trailer, the invention may also be applied to a tractor unit with semitrailer. Accordingly the expression "trailer" is to be understood here as covering also "semi-trailer", and the expression "truck" as covering also "tractor unit".
The utility vehicle 1 incorporates a pneumatic brake system which comprises truck brakes 4 on the truck 2 and trailer brakes 5 on the trailer 3. The brakes 4, 5 are connected to a brake control system 6 which is arranged to control valves in the brake system and hence to control the brakes 4, 5. The brake control system 6 may be a so-called EBS system
(Electronic Brake System).
The brake control system 6 is arranged to receive via sensors and/or calculate braking data, which are data relevant to the operation of the brakes. Braking data may comprise time information about the activation of the brakes, the position of a brake control such as a brake pedal which can be operated by a driver of the truck 2, the vehicle's speed, the vehicle's weight and the topography of the road on which the vehicle travels, i.e. whether it is uphill, downhill or level. The road topography may be obtained in a conventional manner on the basis of data about brake pressures and speed changes of the vehicle. The road topography may also be obtained on the basis of data about the engine torque and the vehicle's weight.
Braking data may also comprise the temperature of the trailer brakes, which may be obtained by a method described in EP0594113A1. The instantaneous temperature of the brakes is obtained by adding to an initial value temperature increases each calculated on the basis of the instantaneous load state upon brake activation, and subtracting temperature decreases each calculated on the basis of the amount of heat dissipated, which is itself calculated on the basis of a period of time when the brakes are not activated.
The truck 2 incorporates a trailer brake control means 7 arranged in a driver' s cab incorporated in the vehicle 2 to enable said means to be operated by a driver of the utility vehicle 1. The trailer brake control means 7 is a mechanical control means arranged to assume various positions which are infinite in number and are situated between two extreme positions. Alternatively the trailer brake control means 7 may 30 be arranged to assume a finite number of positions between two extreme positions. As a further alternative, the trailer brake control means 7 may be any other type of suitable control means desired, e.g. it may comprise one or more push-buttons. The trailer brake control means 7 is arranged to be in communication with the brake control system 6 whereby the
5 brake control system 6 is arranged to receive a trailer brake control signal corresponding to the position of the trailer brake control means 7, which position itself corresponds to a desired trailer brake power.
The brake control system 6 is arranged to calculate an activation value 10 for activation of the trailer brakes 5 on the basis of the braking data and the trailer brake control signal. The activation value may be within a range bounded by values which correspond to full brake power and no brake power. The brake system 6 is further arranged to send to the trailer 3 a brake signal corresponding to the activation value. The brake signal 15 may be transmitted electrically or pneumatically, depending on whether the trailer 3 is provided with individual operation of the brakes or not.
Fig. 2 depicts steps in an example of a method according to the invention. The trailer brake control means 7 is initially in a position L0 20 in which no trailer brake control signal is sent to the brake control system
6. At a subsequent step, the driver brings the trailer brake control means 7 to a position LI, whereupon a trailer brake control signal corresponding to the desired trailer brake power is sent to the brake control system 6.
25.
The braking data comprise the current temperature TS of one of the trailer brakes. Alternatively the braking data may comprise the current temperature TS of two or more or all of the trailer brakes. On the basis of the braking data, i.e. the current temperature TS of the trailer brakes, the brake control system 6 determines an activation value for activation of the trailer brakes. In a simple version this may mean that if the temperature TS is below a predetermined threshold value TST, the brake control system 6 determines an activation value which corresponds to the desired trailer brake power, whereas if the temperature
TS is above the predetermined threshold value TST, the brake control system 6 determines an activation value which corresponds to no trailer brake power.
An alternative way of determining the activation value may be as follows. If the trailer brake temperature TS at the time when the brake control system 6 receives the trailer brake control signal is within a predetermined temperature range, the activation value is adapted to the position of the temperature TS in the temperature range. The activation value may be correlated with the temperature so that an inverse linear relationship prevails between them, whereby an activation value corresponding to the desired brake power is determined at the lower limit of the range, and an activation value corresponding to no brake power is determined at the upper limit of the range. Alternatively, a non-linear relationship may prevail between trailer brake temperature and trailer brake activation.
At a time of activation, not only the temperature but also other braking data may be involved in determining the activation value. Information stored in the brake system which correlates brake pressure values with times for those values may be used, as also the speed and weight of the utility vehicle 1 and the road topography. This increases the reliability of the system in that a better-adjusted activation value can be obtained, in addition to which a standby method can be initiated if a certain type of braking data is not obtained, e.g. because of a fault.
Alternatively, the activation value may be determined on the basis of time information about the activation of the brakes, the vehicle's speed, the vehicle's weight and/or the road topography, without regard to the trailer brake temperature, in which case the activation value is related to said braking data to prevent the brake temperature becoming too high.
As a further alternative, the vehicle's brakes 4 may be applied lightly while at the same time the trailer brakes 5 are activated by operating the trailer brake control means 7. This results in a slower temperature increase in the trailer brakes.
The result of the operation, e.g. in the form of the activation value for the trailer brakes, may be presented to the driver on a special display in the cab. This creates a greater possibility of influencing the driver's mode of driving and makes it easier for him/her to adapt the mode of driving to the prevailing conditions.

Claims

1. A method for brake activation on a utility vehicle (1) comprising a track (2), a trailer (3), a pneumatic brake system and a brake control system (6), whereby the truck (2) incorporates a trailer brake control means (7) arranged to be switched between at least two positions by a driver of the utility vehicle (1), and the brake control system (6) is arranged to receive or determine at least one item of braking data, characterised by steps whereby the brake control system (6) receives via a connection with the trailer brake control means (7) a trailer brake control signal corresponding to the position of the trailer brake control means (7), and whereby the brake control system (6) determines an activation value for activation of at least one trailer brake (5) incorporated in the trailer (3) on the basis of the braking data and the trailer brake control signal.
2. A method according to claim 1, whereby the braking data comprises the temperature of the trailer brake.
3. A method according to claim 1 or 2, whereby the activation value is presented to the driver on a display.
4. A system for brake activation on a utility vehicle (1) comprising a truck (2), a trailer (3), a pneumatic brake system and a brake control system (6), whereby the truck (2) incorporates a trailer brake control means (7) arranged to be switched between at least two positions by a driver of the utility vehicle (1), and the brake control system (6) is arranged to receive or determine at least one item of braking data, characterised in that the trailer brake control means (7) is arranged to be in communication with the brake control system (6), and the brake control system (6) is arranged to receive a trailer brake control signal corresponding to the position of the trailer brake control means (7), in addition to which the brake control system (6) is arranged to determine an activation value for activation of at least one of the trailer brakes (5) incorporated in the trailer (3) on the basis of the braking data and the trailer brake control signal.
5. A system according to claim 4, whereby the braking data comprises the temperature of the trailer brake.
6. A system according to claim 4 or 5, whereby a display is arranged to present the activation value to the driver.
PCT/SE2002/001788 2001-10-03 2002-10-02 A method and a system at a commercial vehicle Ceased WO2003029061A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
BRPI0212749-0A BR0212749B1 (en) 2001-10-03 2002-10-02 method and system in a commercial vehicle.
EP02763176A EP1441938A1 (en) 2001-10-03 2002-10-02 A method and a system at a commercial vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0103289A SE522239C2 (en) 2001-10-03 2001-10-03 Procedure and system for braking activation of a commercial vehicle
SE0103289-5 2001-10-03

Publications (1)

Publication Number Publication Date
WO2003029061A1 true WO2003029061A1 (en) 2003-04-10

Family

ID=20285531

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2002/001788 Ceased WO2003029061A1 (en) 2001-10-03 2002-10-02 A method and a system at a commercial vehicle

Country Status (4)

Country Link
EP (1) EP1441938A1 (en)
BR (1) BR0212749B1 (en)
SE (1) SE522239C2 (en)
WO (1) WO2003029061A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2123528A2 (en) 2008-05-21 2009-11-25 WABCO GmbH Vehicle combination with an anti jack-knife trailer brake device
EP1923284B1 (en) 2006-11-16 2016-03-16 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Anti-jack-knife brake device for motor vehicles
EP1719677B1 (en) 2005-05-03 2016-03-16 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Braking device for a tractor-trailer combination with an anti-jack-knife brake
DE102018204513A1 (en) * 2018-03-23 2019-09-26 Continental Automotive Gmbh Temperature measuring method for a vehicle and temperature measuring system for a vehicle
US10767717B2 (en) 2018-08-01 2020-09-08 Bendix Commercial Vehicle Systems Llc Method for using brake pad information in braking applications

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4281338B1 (en) 2021-01-19 2025-02-12 AGCO International GmbH Trailer brake control system
GB202313366D0 (en) 2023-09-01 2023-10-18 Agco Int Gmbh Trailer brake temperature estimation
EP4620756A1 (en) * 2024-03-18 2025-09-24 Volvo Truck Corporation A computer system and a computer-implemented method for determining that a vehicle brake is dragging

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3502049A1 (en) * 1985-01-23 1986-07-24 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover BRAKE PRESSURE CONTROL DEVICE
DE3502051A1 (en) * 1985-01-23 1986-07-24 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover BRAKE PRESSURE CONTROL DEVICE
EP0319970A2 (en) * 1987-12-08 1989-06-14 Rudolf Paukner Brake device for trailers
EP0777063A1 (en) * 1995-06-15 1997-06-04 Ismael Mellado Tomas Device for controlling the temperature of the brakes, applicable to heavy vehicles
DE20111795U1 (en) * 2001-07-19 2001-11-22 Krenner, Josef, 94130 Obernzell Braking system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3502049A1 (en) * 1985-01-23 1986-07-24 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover BRAKE PRESSURE CONTROL DEVICE
DE3502051A1 (en) * 1985-01-23 1986-07-24 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover BRAKE PRESSURE CONTROL DEVICE
EP0319970A2 (en) * 1987-12-08 1989-06-14 Rudolf Paukner Brake device for trailers
EP0777063A1 (en) * 1995-06-15 1997-06-04 Ismael Mellado Tomas Device for controlling the temperature of the brakes, applicable to heavy vehicles
DE20111795U1 (en) * 2001-07-19 2001-11-22 Krenner, Josef, 94130 Obernzell Braking system

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1719677B1 (en) 2005-05-03 2016-03-16 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Braking device for a tractor-trailer combination with an anti-jack-knife brake
EP1923284B1 (en) 2006-11-16 2016-03-16 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Anti-jack-knife brake device for motor vehicles
EP2123528A2 (en) 2008-05-21 2009-11-25 WABCO GmbH Vehicle combination with an anti jack-knife trailer brake device
DE102008024630A1 (en) 2008-05-21 2009-11-26 Wabco Gmbh Vehicle combination with a stretch braking device
DE102018204513A1 (en) * 2018-03-23 2019-09-26 Continental Automotive Gmbh Temperature measuring method for a vehicle and temperature measuring system for a vehicle
US10767717B2 (en) 2018-08-01 2020-09-08 Bendix Commercial Vehicle Systems Llc Method for using brake pad information in braking applications

Also Published As

Publication number Publication date
SE0103289L (en) 2003-04-04
SE0103289D0 (en) 2001-10-03
SE522239C2 (en) 2004-01-27
EP1441938A1 (en) 2004-08-04
BR0212749B1 (en) 2011-04-19
BR0212749A (en) 2004-11-16

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