DE29603481U1 - Securing on the coupling head of the brake line to the semitrailer on semitrailers with EG braking system - Google Patents

Description

Cologne, 1 March 1996

Reference number: 296 03 481.9
Applicant: Karl-Heinz Becker

My reference: B 194/1

Securing the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system

The invention relates to a safety device on the coupling head of the brake line to the semi-trailer on semi-trailers with an EC brake system consisting of two coupling heads that can be connected and locked together, one of which is fixed to the semi-trailer and the other can be pivoted relative to it, with a pipe section on each coupling head for connecting to the semi-trailer or for connecting a pressure hose, with a circular sealing surface running parallel to the pipe axis, the two sealing surfaces facing each other and being able to be placed on top of each other, with an opening extending from each pipe section and passing centrally through each sealing surface, with radial projections extending from the ends of the two sealing surfaces remote from the connections, with a pocket arranged at the opposite end of the other sealing surface and running in the circumferential direction and with a stop arranged at one end of each pocket and closing it in such a way that when the sealing surfaces are concentrically placed on top of each other one can be pushed against the other by pushing the projections into the pockets up to the stops can be twisted against each other.

In the case of semi-trailers, the braking system of the semi-trailer is connected to the braking system of the tractor unit via two compressed air lines. This connection is detachable.

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Couplings of the type described above. Each coupling has, among other things, the two coupling heads also described above. One is attached to the front of the semi-trailer. The other is attached to the compressed air hose leading to the tractor unit and thus to its braking system. These hoses are spiral-flex hoses. Their flexibility and stretchability compensate for the changing distance between the tractor unit and the semi-trailer when cornering. Both coupling heads contain check valves. These prevent compressed air from escaping when the couplings are released and the vehicle is being driven without a semi-trailer.

One of the lines is used to supply compressed air to the semi-trailer. It is called the supply line. This line and its coupling heads are marked red. The other line is called the brake or control line. It is marked yellow. This marking is not important for the invention. When the service or parking brake in the tractor unit is applied, this brake line is pressurized. This pressure actuates the trailer brake valve in the semi-trailer. The compressed air supplied moves a piston in the trailer brake valve. This releases the semi-trailer's supply compressed air in a controlled amount. It reaches the wheel cylinders and initiates braking there.

If the supply line breaks or if there is a pressure loss in the supply line for another reason, the trailer brake valve initiates braking of the semi-trailer. This function is required by law. This ensures, among other things, that the semi-trailer is braked immediately if it comes loose from the tractor unit. If the semi-trailer breaks away from the tractor unit, the hoses are separated. If the coupling heads break, which is very rare and almost never happens, the pressure in the tractor unit would rise due to the

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the non-return valves that then come into effect are retained. If the hoses break instead of the coupling heads, the pressure in the tractor unit drops to a safety pressure of around 5.5 bar. Under normal circumstances, the tractor unit can still be braked to a standstill with this pressure.

When first installed, the couplings are attached to the front of the semi-trailer so that their sealing surfaces are vertical. In general, the couplings are screwed onto a pipe socket with an external thread. When cornering, the compressed air hoses may be stretched so much that they exert tensile forces on the coupling head connected to them and thus on the entire coupling. These act on the screw connection of the coupling on the semi-trailer and can rotate it around its horizontal axis. Over time, this can lead to a rotation of up to 90°. The sealing surfaces are then no longer in a vertical plane, but in a horizontal plane. When cornering further, the tensile force exerted by the compressed air hoses then acts on the coupling heads in such a way that they twist against each other in the direction of release. When the coupling head in the supply line is released, the trailer brake valve initiates braking of the semi-trailer, as described above. This is an unpleasant but in most cases harmless process. When the tractor unit and semi-trailer are moving, the compressed air brake line is depressurized. This can lead to one coupling head becoming detached from the coupling head facing the tractor unit when the compressed air hose is pulled and jumping off. Unlike when the coupling heads in the supply line are released, this does not lead to the semi-trailer braking automatically. It can no longer be braked by the tractor unit driver. The driver is also unaware of this situation. The check valve in one coupling head has closed when the other coupling head is released. The

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full reservoir pressure is maintained in the tractor unit. Your brakes remain functional. With normal brakes, these are sufficient to brake the tractor unit. However, their performance is not sufficient for emergency braking. Their performance is also not sufficient if they have become very hot when driving down long downhill stretches. When braking in curves or when there is little grip between the tires and the road surface, there is also a risk that the tractor unit will collapse if the semitrailer is not braked.

The invention is based on the object of designing the clutch located in the compressed air brake line in such a way that it cannot open even after a long period of operation, during long and repeated and extremely tight cornering and also under other adverse operating conditions.

To solve this problem, the invention takes two approaches.

One way provides a safety device that makes it impossible for the coupling head on the semi-trailer to twist. It is characterized by means that are attached to the front of the semi-trailer and can be brought into contact with the coupling head attached to it in its desired position, which prevent it from twisting out of the desired position. These means ensure that the coupling head cannot twist out of its desired position, in which its sealing surface is in the vertical. This means that the other coupling head, which is braced with it and to which the compressed air hose is connected, also remains in the vertical. Tensile forces that occur when cornering and act horizontally on the other coupling head cannot then twist it relative to the coupling head attached to the front of the semi-trailer. These means can be a locking plate attached to the front of the semi-trailer. After the coupling head has been screwed on, it is riveted or screwed on, for example. It then fits snugly against the coupling head.

The other way is characterized by a latch arranged at the open end of a pocket, which can be moved into the path of a projection and blocks its movement out of the pocket. To release the two coupling heads, they are twisted against each other. The two projections move in the circumferential direction in the two pockets. The latch provided according to the invention blocks this movement of a projection. This means that the two coupling heads cannot twist against each other and thus remain clamped together. The coupling cannot open.

In a practical embodiment, this latch can be pivoted into the path of the projection.

In detail, the invention provides that the latch is pivotally mounted between its two ends and has a hook at one end in the path of the projection, which has an inclined surface on its side remote from the pocket in such a way that the projection can be pushed into the pocket over this, and is designed on its side facing the pocket in such a way that the projection strikes against it and cannot be pushed out.

This means that when the two coupling heads are screwed together, the projection runs onto the inclined surface, pushes the hook to the side and can thus slide into the pocket. When the coupling head is rotated in the opening direction, the projection hits the side of the hook facing the pocket at an angle of around 90°. This side acts like a stop, preventing the projection from moving further and thus the coupling head from rotating further. This means that the coupling cannot open.

The bolt is suitably under the pressure of a spring in such a way that its hook is pressed into the path of the projection. This means that the bolt is

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When the coupling head hits the slanted surface of the hook, the spring is swung to the side and the projection can move into the pocket. The spring is preferably clamped between the end of the latch remote from the hook and a flange forming a pocket. To open the coupling, the coupling heads must be rotated against each other. To do this, the latch or its hook must clear the path of the projection. To do this, the invention provides in a practical design that the end of the latch remote from the hook forms a finger grip and the spring can be compressed so far that the latch clears the path of the projection. To open the coupling, the driver presses against the finger grip and thus moves the latch or its hook out of the path of the projection.

The latch just described can be attached to a flange of the pocket of the pivoting coupling head and also to a flange of the pocket of the fixed coupling head.

In another practical design, the latch does not have a hook in the path of a projection, but is so long that it rests on a larger part of the length of the fixed or pivoting coupling head and prevents it from swinging out of the coupled position. This latch does not have a hook. It rests on the circumference of the fixed or pivoting coupling head. These circumferences are not circular, but have recesses and projections. The latch comes into contact with such a recess or projection when the coupling head is rotated in the opening direction. This prevents the coupling head from rotating any further.

In a further expedient embodiment, the bolt can be moved in a straight line into the path of the projection. In detail, the invention provides that the bolt is a slider which is guided in a pivotable or fixed coupling head so that it can be moved longitudinally, the slider in

engages the path of the other coupling head and is under the pressure of a spring, which pushes it into the path of this coupling head. To release the rotation of the coupling head in the opening direction, the invention provides that the slide has a finger grip and can be released from engagement with the other coupling head against the pressure of the spring.

The invention will now be described further using the example of the embodiments shown in the drawing. In the drawing:

Fig. 1 the schematic side view of a tractor unit with the tractor unit and a semitrailer mounted on it ,

Fig. 2 is a top view of this tractor-trailer when cornering, where the position of the tractor-trailer when driving straight ahead is indicated in dotted lines,

Fig. 3 the top view of the front part of the semi-trailer with a special representation of the two connected spiral flex hoses, whereby the coupling at the top in the drawing is shown in the desired position and the coupling at the bottom in the drawing is already shown in a position pivoted out of the desired position by cornering and the first embodiment of the securing device according to the invention is shown schematically,

Fig. 4 is a side view of the second embodiment,

Fig. 5 is a front view, partly in section along the section line V - V in Fig. 4, of the second embodiment,

Fig. 6 is a front view similar to Fig. 5, with a coupling head already slightly pivoted,

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Fig. 7 is a bottom view of the second embodiment shown in Fig. 4,

Fig. 8 is a side view similar to Fig. 4, but of a third embodiment of the fuse according to the invention,

Fig. 9 is a plan view of the third embodiment shown in Fig. 8, where two lids are additionally shown and the fourth embodiment with a latch is shown in dotted lines,

Fig. 10 is a partial side view of the third embodiment shown in Fig. 8 with the latch open and

Fig. 11 is a partial side view of a fifth embodiment of the fuse according to the invention.

Figures 1 and 2 show the tractor unit with the semi-trailer 14 on top. The compressed air supply line 16 and the compressed air brake line 18 run between the tractor unit 12 and the semi-trailer 14. As stated, these lines are spiral-flex hoses. They are connected to the front of the semi-trailer 14 with couplings 20. Both couplings 20 have internal threads on both sides. With such an internal thread, they are screwed onto pipe sockets with external threads and attached to the front of the semi-trailer 14. The side view in Fig. 1 and the top view in Fig. 2 show the couplings 20 in their intended position. The sealing surfaces of their two coupling heads and thus the couplings 20 themselves are vertical. Fig. 2 shows a curve to the right. The supply line 16 and the brake line 18 of interest here are stretched and pull on the coupling heads connected to them. The coupling heads located in the path of the brake line 18 are designated 24 and 26 in Fig. 3. The coupling head 24 is screwed onto the pipe socket attached to the semi-trailer 14. It

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forms the fixed coupling head. The other coupling head 26 is connected to the brake line 18. It forms the pivoting coupling head. During long periods of operation, during many and/or extremely tight bends and as a result of the vibrations that occur during travel, the coupling head 24 can become loose on the pipe socket and then twist. After a slight initial twist from the vertical, the tensile forces exerted on it by the brake line 18 act on the coupling head 26 connected to them in such a way that it gradually twists clockwise in the direction of the arrow shown in Fig. 3 and thus in the opening direction. This leads to the dreaded release of the coupling and to the coupling head of the brake line coming off, as explained at the beginning. To prevent this undesirable rotation of the coupling head 24 of the coupling 20 into the vertical position, the invention provides the means 22 attached to the front side of the semi-trailer 14. As stated, this can be a locking plate attached to the front side of the semi-trailer 14, which fits positively against the coupling head 24 from one side.

Figures 4 to 7 show the second embodiment of the safety device according to the invention in greater detail. Figures 4, 5 and 7 show the two coupling heads 24 and 26 in the clamped operating state. Each coupling head has a pipe section 28 which leads into a connection 30. The connections 30 have internal threads. The two sealing surfaces 32 and 34 lie on top of one another. They have openings 36 and 38. The pivotable coupling head 26 has a radial projection 40 and the fixed coupling head 24 has a radial projection 42. These projections 40, 42 lie between flanges 44 and 46. These flanges enclose pockets 50. The latch 52 according to the invention is attached to the fixed coupling head 24. According to the illustration in Fig. 5, it is mounted on an axis 54 and can pivot about this. At its end on the right in Fig. 5, it has a hook 56 with an inner side 58 extending at approximately 90° to it and an outer inclined surface 60.

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Its end on the left in Fig. 5 is designed as a finger grip 62. A spring 64 is clamped between the finger grip 62 and the flange 44. Fig. 6 is a front view similar to Fig. 5. After releasing the latch 52, the pivotable coupling head 26 is already pivoted slightly in the clockwise direction. Fig. 7 shows the second embodiment from below.

The third embodiment shown in Figures 8, 9 and 10 differs from the second embodiment described above in that the latch 52 is attached to the pivoting coupling head 26. Otherwise, the two embodiments are identical. Fig. 9 also shows two covers 66 and 68. When the coupling is open, they are pivoted over the openings 36 and 38 and cover them. This protects the coupling heads from the ingress of moisture, rain and dirt. In addition, Fig. 9 shows the fourth embodiment with a latch 52 shown in dotted lines. It rests on a larger part of the circumference of the pivoting coupling head 26. With its long lever arm 74 on the left in Fig. 9, it engages in a recess or bulge on the circumference of the coupling head 24.

Fig. 10 shows the third embodiment shown in Fig. 8 with the latch 52 pressed and released.

Fig. 11 shows the fifth embodiment. The latch is designed as a longitudinally displaceable slide 76. It is guided in a bushing 78 on the pivoting coupling head 26. It passes through a bore 80 and strikes with its end 82 on the projection 40 of the fixed coupling head 24. It is under the pressure of a spring 84. This presses it into the operating position shown.

After this detailed description of the five embodiments, the operating procedures can be explained:

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In the first embodiment shown schematically at 22 in Fig. 3, it is assumed that the coupling head 24 is still in its vertically aligned target position. It is locked in this position by means 22. Then it cannot pivot into the horizontally aligned position actually shown in Fig. 3.

Figures 4, 5 and 7 show the two coupling heads 24 and 26 in their clamped and locked position. The pivoting coupling head 26 is prevented from pivoting in the opening direction by the latch 52. In this case, the hook 56 would strike the radial projection 42 with its inner side 58. To open the coupling, the driver presses against the finger grip 62 in the direction of the arrow shown in Fig. 6, lifts it upwards and pivots the latch 52 clockwise. The inner side 58 then detaches from the projection 42. The pivoting coupling head 26 can be pivoted in the opening direction. When this coupling head 26 is pivoted in the closing direction, the inclined surface 60 of the hook 56 runs onto the end of the projection 42 on the left in Figures 5 and 6. The hook 56 is pushed downwards. The coupling head 26 can be pivoted into the closed position. Fig. 7 shows the two coupling heads from below.

Fig. 8 shows the two coupling heads in the closed position. To open, the latch 52 is pivoted into the position shown in Fig. 10 by pressing the finger grip 62 in the direction of the arrow. The hook 56 releases the projection 40. The pivotable coupling head 24 can be pivoted into the open position.

Fig. 9 shows the third embodiment just explained with the latch 52 at the bottom and the fourth embodiment at the top with a different design of the latch 52. By pressing the finger grip 62 in the direction of the arrow shown this latch 52 is opened and releases the pivotable coupling head 26.

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Fig. 11 shows the fifth embodiment in the closed position of the coupling. The slide 76 rests with its end 82 on the radial projection 40 of the pivoting coupling head 24 and blocks it. This blockage is released when the finger grip 62 is pulled to the right.

Claims (14)

Cologne, 1 March 1996 Applicant: Karl-Heinz Becker My reference: B 194/1 PROTECTION CLAIMS 1. Safety device on the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake systems, consisting of two coupling heads that can be connected and locked together, one of which is fixed to the semi-trailer and the other can be pivoted relative to it, with a pipe section on each coupling head for connecting to the semi-trailer or for connecting a pressure hose, with a circular sealing surface running parallel to the pipe axis, with the two sealing surfaces facing each other and being able to be placed on top of each other, with an opening extending from each pipe section and passing centrally through each sealing surface, with radial projections extending from the ends of the two sealing surfaces remote from the pipe sections, with a pocket arranged at the opposite end of the other sealing surface and running in the circumferential direction and with a stop arranged at one end of each pocket and closing it in such a way that when the sealing surfaces are concentrically placed on top of each other, one can be pushed against the other by pushing the projections into the pockets until can be rotated relative to the stops, characterized by means (22) attached to the front side of the semi-trailer (14) and which can be brought into contact with the coupling head (24) attached thereto in its desired position, which prevent it from being rotated out of the desired position. 2. Securing device on the coupling head of the brake line to the semi-trailer on semi-trailers with EC braking system, consisting of two coupling heads that can be connected and locked together, one of which is fixed to the semi-trailer and the other can be swivelled relative to it, with a pipe section on each coupling head for connection to the semi-trailer or for connecting a pressure hose, with a circular sealing surface running parallel to the pipe axis, with the two sealing surfaces facing each other and being able to be placed on top of each other, with an opening extending from each pipe section and passing centrally through each sealing surface, with radial projections extending from the ends of the two sealing surfaces remote from the connections, with a pocket arranged at the opposite end of the other sealing surface, running in the circumferential direction and with a stop arranged at one end of each pocket and closing it in such a way that when the sealing surfaces are concentrically placed on top of each other, one can be pushed against the other by pushing the projections into the pockets until can be rotated against each other to the stops, characterized by a latch (52) arranged at the open end of a pocket (48, 50), which can be moved into the path of a projection (40, 42) and blocks its movement out of the pocket (48, 50). 3. Securing on the coupling head of the brake line to the semitrailer on semitrailers with EC braking system according to claim 2, characterized in that the latch (52) can be pivoted into the path of the projection (40, 42). 4. Securing device on the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 2, characterized in that the latch (52) is pivotally mounted between its two ends and has a hook (56) on its one end in the path of the projection (40, 42) which on its side facing away from the pocket -3- (48, 50) has an inclined surface (60) such that the projection (40, 42) can be pushed into the pocket (48, 50) via this, and is designed on its side (58) facing the pocket (48, 50) such that the projection (40, 42) strikes against this and cannot be pushed out. 5. Securing device on the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 3 and 4, characterized in that the latch (52) is under the pressure of a spring (64) in such a way that the hook (56) is pressed into the path of the projection (40, 42). 6. Securing at the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 5, characterized in that the spring (64) is clamped between the end of the latch (52) remote from the hook (56) and a flange (46) forming the pocket (50). 7. Securing at the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 6, characterized in that the end of the latch (52) remote from the hook (56) forms a finger grip (62) and the spring (64) can be compressed to such an extent that the latch (52) clears the path of the projection (40, 42). 8. Securing on the coupling head of the brake line to the semi-trailer on semi-trailers with EC braking system according to one or more of claims 3 to 7, characterized in that the latch (52) is attached to a flange (46) of the pocket (50) of the pivotable coupling head (26). 9. Securing on the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to one or more of claims 3 to 8, characterized in that -4- that the latch (52) is attached to a flange (44) of the pocket (48) of the fixed coupling head (24). 10. Securing on the coupling head of the brake line to the semi-trailer on semi-trailers with EC braking system according to claim 9, characterized in that the latch (52) is so long that it rests on a larger part of the length of the pivotable coupling head (26) and prevents it from pivoting out of the coupled position. 11. Securing device on the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 2, characterized in that the latch (52) can be moved in a straight line into the path of the projection (40). 12. Securing the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 11, characterized in that the latch (52) is a slide (76) guided longitudinally in the pivotable coupling head (26), the slide (76) engages in the fixed coupling head (24) and is under the pressure of a spring (84) and this pushes it into the coupling head (24). 13. Securing at the coupling head of the brake line to the semi-trailer on semi-trailers with EC brake system according to claim 12, characterized in that the slide (76) has a finger grip (62) and can be released from engagement with the fixed coupling head (24) against the pressure of the spring (84). 14. Securing on the coupling head of the brake line to the semi-trailer on semi-trailers with EC braking system according to claim 1, characterized in that the means (22) is a securing plate fastened to the front side of the semi-trailer (14) which fits positively on the fixed coupling head (24) from one side.