Claims:We claim:
1. A control valve assembly (100) for trailer brake system comprising:
a. an auxiliary valve (120);
b. a trailer brake valve assembly (TBV) (140); and
c. a relief valve (160);
wherein said trailer brake valve assembly (TBV) (140) is configured to be removably stacked between said auxiliary valve (120) and said relief valve (160).
2. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein said trailer brake valve assembly (140) comprises a mounting bracket (142), an actuation lever (144), two tank ports (146), a flow control valve (148), an orifice (150), a cable mounting bracket (151), a brake plunger (152), a pilot-relief valve (P-RV) (154), a pilot spool (156), and a check valve (158).
3. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein said pilot valve (154) is connected to tank ports (156) of the return line, said control valve assembly (100) is mounted on a housing of transmission (101).
4. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein pressurized fluid supplied from a pump enters said control valve assembly (100) through block of said auxiliary valve (120) and first reaches said flow control valve FCV (140a), from where it flows towards a HPCO and a QDC connector (108) of a trailer-brake cylinder.
5. The control valve assembly (100) for trailer brake system as claimed in claim 1, when the brake pedal (102) is in a released position, a fixed oil flow passes towards said pilot valve (154).
6. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein in a condition when the brake pedal (102) is pressed, the flow to the return line is blocked and pressure built-up takes place at the fixed flow line which leads the flow control valve (FCV) (140a) to change its position to permit a majority of fluid flow to be diverted towards the trailer braking cylinder (108).
7. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein one part of trailer brake flow is connected as pilot line in the pilot valve (154) which is configured to sense the pressure through the pilot line and proportionally change its position.
8. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein said pilot valve (154) is configured to come to its centre position when the pressure in the trailer brake line reaches 150 bar.
9. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein in case the fixed flow gets connected to the return line, the FCV (140a) comes back to the initial position, where the flow is directed towards the HPCO only, and a plurality of stacking bolts (101) and nuts are used to stack and fasten together the auxiliary valve (120), the trailer brake valve assembly (140), and the relief valve (160).
10. The control valve assembly (100) for trailer brake system as claimed in claim 1, when the brake pedal (102) is released, the pilot valve (154) move back to the initial position, both the fixed flow line and the pilot line gets connected to the return line (via a tank port 146) and trailer brake is disengaged.

11. The control valve assembly (100) for trailer brake system as claimed in claim 1, wherein a brake pedal linkage (107a) and a push-pull cable (107b) is configured to transfer the actuation motion of brake pedal (102) to said control valve assembly (100).
Dated this 21st day of June, 2021

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT CHENNAI

, Description:FIELD
The present disclosure relates to the field of hydraulic braking system in tractor trailer.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Agriculture and related transport activities are constantly needed in farming business. Users usually buy a tractor or a utility vehicle first and later buy auxiliary equipment as per need of the hour. In developing countries like India, off-the-shelf tractors are rarely equipped with trailer brake and related arrangements. The trailer manufacturers usually supply the trailer brake, and the connection for the same are taken from an auxiliary connection port.
When a trailer brake valve is being developed the most import point is the input output connection of the valve and the location of fixing of the trailer brake valve.
There are some constraints that need to be taken in consideration while designing and developing a trailer brake valve. It has to use a hitch pump flow as input, and it has to form a parallel connection with the hitch pump flow. Further, the trailer brake valve needs to use the hitch pump flow as input without disturbing the working of a hitch valve. An auxiliary valve is readily available in most tractors and is placed before the hitch valve. The auxiliary valve also uses the same input as that of the hitch valve and releases oil to the hitch valve.
Considering the space and above mentioned in-out flow constrains a control valve for trailer brake has been developed which will perform all necessary functions and can be fitted between the auxiliary valve and relief valve of auxiliary valve. According to these constrains the circuit and the design is to be optimized and developed.
There is, therefore, felt a need of a control valve assembly for trailer brakes that alleviates the above mentioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to provide a control valve for trailer brakes that provides easy integration of tractor brake and trailer brakes.
Another object of the present disclosure is to provide a control valve for trailer brakes that is integrated with an auxiliary valve.
Yet another object of the present disclosure is to provide a control valve for trailer brakes where a brake valve is made as an extra stack of auxiliary valve.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a control valve assembly for trailer brake system. The control valve assembly for trailer brake system includes a relief valve, a trailer brake valve assembly (TBV), and an auxiliary valve. The trailer brake valve (TBV) is configured to be removably stacked between the relief valve and the auxiliary valve. The trailer brake valve assembly (TBV) controls the overall braking function of the trailer.
In an embodiment, the trailer brake valve assembly comprises a mounting bracket, an actuation lever, a tank port, a flow control valve, an orifice, a cable mounting bracket, a brake plunger, a pilot-relief valve (P-RV), a pilot spool, and a check valve.
In another embodiment, the pilot valve is connected to tank ports of the return line.
In another embodiment, the pressurized fluid supplied from a pump enters the control valve assembly through block of the relief valve and first reaches the flow control valve FCV, from where it flows towards a HPCO and trailer-brake cylinder.
In another embodiment, a brake pedal is not pressed a fixed oil flow passes towards the pilot valve.
In another embodiment, the brake pedal is pressed, the flow to the return line is blocked and pressure built-up takes place at the fixed flow line which leads the flow control valve (FCV) to change its position to permit a majority of fluid flow to be diverted towards the trailer braking cylinder.
In another embodiment, one part of trailer brake flow is connected as pilot line in the pilot valve which is configured to sense the pressure through the pilot line and proportionally change its position.
In another embodiment, the pilot valve is configured to come to its centre position when the pressure in the trailer brake line reaches 150 bar, and.
In another embodiment, in case the fixed flow gets connected to the return line, the FCV comes back to the initial position, where the flow is directed towards the HPCO only.
In another embodiment, when the brake pedal is released, the pilot valve move back to the initial position, both the fixed flow line and the pilot line gets connected to the return line (via a tank port) and trailer brake is disengaged.
In another embodiment, a brake pedal linkage and a push-pull cable is configured to transfer the actuation motion of brake pedal to the control valve assembly.
In another embodiment, a plurality of stacking bolts and nuts are used to stack and fasten together the relief valve, the trailer brake valve assembly, and the auxiliary valve.
In another embodiment, the control valve assembly for trailer brake system is mounted on a housing of transmission.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
The control valve assembly for trailer brake system of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates an isometric view of a control valve assembly for trailer brakes, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates a perspective view of a relief valve and auxiliary valve (stack valve) without a trailer brake valve;
Figure 3 illustrates an exploded view of the control valve assembly for trailer brakes of Figure 1;
Figure 4 illustrates a front view of a trailer brake valve assembly;
Figure 5 illustrates a rear view of the trailer brake valve assembly of Figure 4;
Figure 6 illustrates a cross-section view of the trailer brake valve assembly of Figure 4;
Figure 7 illustrates Auxiliary Valve Pipe Assembly with QDC Connector and Trailer Brake Pipe Assembly with QDC Connector;
Figure 8 illustrates a control valve assembly for trailer brakes mounted on transmission housing;
Figure 9 illustrates a combined hydraulic circuit of a trailer brake valve (TBV) and aux valve and its relief valve (RV), in accordance with an embodiment of the present disclosure.
LIST OF REFERENCE NUMERALS USED IN DETAILED DESCRIPTION AND DRAWING
100 – Control valve assembly
101 – Stacking bolts
102 – Brake pedal
104 – Input from pump
105 – Input Pipe to auxiliary Valve
106 – Transmission housing
107a – Brake pedal linkage
107b – Push Pull Cable
108 – Quick Discharge Coupling (QDC)
109 – Auxiliary Valve Pipe Assembly with QDC Connector
110 – Trailer Brake Pipe Assembly with QDC Connector
120 – Auxiliary valve
140 – Trailer Brake Valve Assembly
140a – Flow control valve
142 – Mounting bracket
144 – Actuation lever
146 – Tank port
148 – Flow control valve
150 – Orifice
151 – Cable mounting bracket
152 – Brake plunger
154 – Pilot-relief valve (P-RV)
156 – Pilot spool
158 – Check valve
160 – Relief Valve
162 – Input to auxiliary valve Assembly
TBV – Trailer brake valve
HPCO - High Pressure Carry Over
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an”, and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including”, and “having”, are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being “mounted on”, “engaged to”, “connected to”, or “coupled to” another element, it may be directly on, engaged, connected or coupled to the other element. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner”, “outer”, “beneath”, “below”, “lower”, “above”, “upper”, and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
Conventionally, tractors in major developing markets are not equipped with arrangement for integrating trailer brakes. The current trend is that, a user buys a tractor or a utility vehicle first and later buys auxiliary equipment as per need of the hour. In developing countries like India, off-the-shelf tractors are not equipped with trailer brake and related arrangements. The trailer manufacturers usually supply the trailer brake systems, while the connections for the same are taken from an auxiliary connection port. When a trailer brake valve is being developed the most import point is the input and output connection of the valve and the location of fixing of the trailer brake valve.
There are some design constraints that are needed to be taken in consideration while designing and developing a trailer brake valve (TBV). It has to use a hitch pump flow as input, and it has to form a parallel connection with the hitch pump flow. Further, the trailer brake valve needs to use the hitch pump flow as input without disturbing the working of a hitch valve. An auxiliary valve is readily available in most tractors and is placed before the hitch valve. The auxiliary valve also uses the same input as that of the hitch valve and releases oil to the hitch valve.
Considering the space and above mentioned inlet and outlet flow constraints a control valve for trailer brake has been developed which will perform all necessary functions and can be fitted between the auxiliary valve and relief valve of auxiliary valve. According to these constrains the circuit and the design is to be optimized and developed. A suitable arrangement is to be provided for trailer brakes to overcome the above mentioned drawbacks.
The present disclosure envisages a control valve assembly 100 for trailer brakes. The control valve assembly 100 and related components and fluid circuits will now be explained in detailed using Figure 1 through Figure 9.
A trailer brake valve TBV 140 is configured to the control the functioning of trailer brakes. This assembly 100 is an assembly of the relief valve 160, TBV 140 and auxiliary valve 120, in accordance with an embodiment of the present disclosure. The control valve assembly 100 for trailer brakes comprises a auxiliary valve (stack valve) 120, trailer brake valve 140, an relief valve 160, mounting bracket 142, actuation lever 144, stacking bolts 101, and related piping (not shown in Figure 1) for fluidly connecting the assembly 100 with other components.
The auxiliary valve (stack valve) 120, the trailer brake valve 140, and the relief valve 160 are stacked together with the stacking bolt 101 and nuts. Through holes are provided in the body of the auxiliary valve 120, the trailer brake valve 140, and the relief valve 160 to facilitate the passage of stacking bolts therethrough.
Figure 2 shows a perspective view of the auxiliary valve (stack valve) 120 and the relief valve 160 without the trailer brake valve 140 stacked therebetween. Off-the-shelf tractors are provided with the valve assemblies as shown in Figure 2.
Figure 3 shows an exploded view of the control valve assembly 100 for trailer brakes, while Figure 4 and Figure 5 illustrates front view and rear view of the trailer brake valve assembly 140, respectively. Figure 6 illustrates a cross-section view of the trailer brake valve 140 of Figure 4.
The trailer brake valve 140 comprises mounting bracket 142, an actuation lever 144, two tank ports 146, a flow control valve 148, an orifice 150, a cable mounting bracket 151, a brake plunger 152, a pilot-relief valve (P-RV) 154, a pilot spool 156, and a check valve 158.
Figure 7 shows an auxiliary valve pipe assembly with a QDC connector 108 and trailer brake pipe assembly with QDC connector.
Figure 9 shows combined hydraulic circuit comprising a trailer brake valve (TBV) 140 and relief valve 160 and its auxiliary valve 120. Trailer brake valve (TBV) 140 is placed between the relief valve 160 and auxiliary valve 120. Here, TBV 140 is design to suit the need of the tractor-trailer combination.
Pressurized fluid is supplied from a pump. The pressurized flow enters through relief valve RV block and first comes to the flow control valve FCV 140a then to the trailer brake valve assembly TBV 140, from where it flow towards HPCO - High Pressure Carry Over and Quick Discharge Coupling QDC connector 108 where the trailer brake cylinder will be connected. When brake pedal 102 is not pressed a fixed flow passes towards the pilot valve 154. The pilot valve 154 is connected to the tank port 156 of the return line. When the brake pedal 102 is pressed, it blocks the return line and pressure is generated at the fixed flow line which leads the FCV 140a to change its position. As a result a majority of fluid flow is diverted towards the trailer braking cylinder. One part of the trailer brake flow is connected as pilot line in the pilot valve 154 which senses the pressure and proportionally changes its position.
In an embodiment, when the pressure reaches 150 bar in the trailer brake line, the pilot valve 154 senses the increased pressure through the pilot line and the pilot valve 154 comes to its center position. At this condition the fixed flow again gets connected to the return line. As a result of this, the FCV 140a again changes its position and comes to the initial position, where the flow is directed towards the HPCO only. When the brake pedal 102 is released, both the fixed flow line and the pilot line will get connected to the return line (via tank port 146) and trailer brake will be disengaged and the pilot valve 154 will come back to the initial position.
In accordance with an embodiment of the present invention, the trailer brake valve 140 (TBV) is configured to act as an addition stack in the relief valve 160. The trailer brake valve assembly 140 (TBV) can be easily added or removed from the tractor.
The advantage of the TBV of the present disclosure is that it is possible to eliminate all kinds of piping losses such as pressure drop, performance deterioration, etc. Further, the cost of piping, mounting brackets, and related components is saved.
In this invention the brake valve has been made as an extra stack of auxiliary valve 120 assembly. The TBV 140 can be made available as an add-on accessory which the customer can buy only when he needs to connect a trailer to the tractor.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a control valve assembly for trailer brakes that:
• is simple in design;
• is easy to integrate with existing valve assembly; and
• does not disturb the fluid flow to a hitch valve.
The foregoing description of the specific embodiments so fully reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer, or group of elements, but not the exclusion of any other element, integer, or group of elements.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.