Home Generator How to make hydraulic brakes on a passenger trailer. Passenger trailer with brakes: the principle of operation of the system, reviews of owners. Movement with a reverse on the trailer with a brake

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How to make hydraulic brakes on a passenger trailer. Passenger trailer with brakes: the principle of operation of the system, reviews of owners. Movement with a reverse on the trailer with a brake

Use: in inertia brakes of trailers for saving materials and improving traffic safety. SUMMARY OF THE INVENTION: inertial brake Contains the rod 2, the main brake cylinder 7, solenoid valve 11, the output of which is connected to the reservoir 10 of the main brake cylinder 7. 1 Il.

The invention relates to brakes motor vehicles, namely, trailers brakes. The design of the inertia trailer brakes, containing the stem sliding in the guides, one end of which is hinged with a tractor, and the other through the lever system or directly affects the piston of the main brake cylinder of the trailer, which is connected to the steering cylinders. brake mechanisms. The disadvantage of this design is that to eliminate the triggering of the trailer brakes when driving reverse It is necessary to block the rod sliding in the guides or block the fluid pass from the main brake cylinder to the actuator cylinders of the brake mechanisms by turning the corresponding flywheel or handle located on the trailer, which is associated with the driver's outlet from the tractor cab. Before starting forward, the driver must also go out to restore the effect of the trailer brakes to the reverse turn of the handle. In addition to inconvenience, this can lead to a decrease in the efficiency of braking in the driver in the case of the "forgetfulness" of the driver, which reduces the safety of motion. A design is also known in which in order to improve the safety of motion and ease of control, the output of the main brake cylinder is connected to the actuator cylinder of the brake mechanisms through the normally open solenoid valve, the winding of which is connected to the power source by means of the sensor for switching the reverse tractor's reverse switching sensor. When the reverse transmission is turned on, the valve overlaps the fluid pass from the main brake cylinder to the actuator cylinders of the brake mechanisms, which does not allow an increase in pressure in the latter. But if the inclusion of the reverse transmission was preceded by at least the average intensity of braking, which often happens in practice, the fluid pressure in the actuator cylinders of the brake mechanisms, which had a braking, remains after the electromagnetic valve is closed. This makes it difficult to move the trailer with reversal and leads to the "folding" of the road train. In addition, in this design, the details of the main cylinder and part of the hydraulic highway during movement by reversing are loaded with an effort transmitted from the tractor on the hitch / value of which on the slopes or moving through the obstacle can be several times to exceed the force force, the maximum possible in the braking mode that entails the increased material intensity of the specified design elements. The aim of the invention is to reduce the material intensity of the trailer braking system and improving the safety of movement by preventing "folding" of the road train when moving by reverse and discharge overpressure in the trailer brakes. This goal is achieved by the fact that in the hydraulic branch connecting the output of the main brake cylinder with its tank, a normally closed solenoid valve is set so that its input is connected to the output of the main brake cylinder, and the output is connected to the reservoir of this main brake cylinder. The drawing shows the scheme of the proposed brake. Slotting SHOK 2 with focus 3 is connected to a hinge with a tractor 4 and by means of levers 5 with a piston 6 of the main brake cylinder 7. The puffish cavity 8 of the main brake cylinder is connected to the actuator cylinders 9 of the brake mechanisms (one) and with the tank 10 of the main brake The cylinder through the solenoid valve 11, the winding 12 of which is connected to the power source 13 via the sensor 14 of the transmission of the reverse of the tractor. The operation of the device is as follows. When moving forward, the valve 11 is closed and when braking the tractor, the force arising in the hitch moves the rod 2, which through the lever system 5 acts on the piston 6 of the main brake cylinder 7, created in this way in the pouring cavity 8, the pressure is transferred to the executive cylinders of 9 brake mechanisms, Covering the trailer brake. When the reverse transmission transmission is turned on, the winding 12 of the solenoid valve 11 is powered by the power source 13 through the transmission transmission transmission sensor 14 and the valve 11 opens, communicating the pouring cavity 8 and the executive cylinders of 9 trailer brake mechanisms with a tank 10, which ensures the absence of pressure in the brake hydraulic drive and the actions of the trailer brakes when moving by reverse. The pushing force is transmitted from the tractor to the drawing of the trailer through the rod 2, moving in the extreme rear (along the car) position, and stop 3.

CLAIM

The inertial trailer brake containing the main brake cylinder connected by hydraulically with the tank, the piston of which is connected through the lever system or directly with the rod sliding in the guides, connected by one end with a tractor, the solenoid valve, the input of which is connected to the output of the main brake cylinder, and the winding Connected with a power source through the transmission transmission sensor, characterized in that in the hydraulic branch connecting the output of the main brake cylinder with its tank, a normal closed solenoid valve is installed, the input of which is connected to the output of the main brake cylinder, and the output is connected to the reservoir of this The main brake cylinder.

In recent years, trailers with a brake acquire increasing popularity in Russia. Nevertheless, many both potential and acting brake trailers know about the brake device on the trailer only in general terms. In this article we tried to disassemble the automotive brake system in sufficient detail.

MSS trailer 831132.111 with a total weight of 1300 kg and brake system

Varieties of brake systems of autographs

For freight trailers with a complete mass of more than 3.5 tons, installation on the trailer and truck of the pneumatic brake system are required, it will not be considered in this article.

For trailers with a complete weight of up to 3,500 kg in the world, two types of brake systems for trailers are produced: inertial and non-energy hydraulic. In the non-inert electro-hydraulic brake system brakes controls special electronic device On the trailer receiving signals from the control device installed on the car. Such a system is expensive, unrepretentious in domestic conditions, and most importantly, will not work without installation additional equipment on tractor. Outside the US wide distribution given brake system Not received, so we will not consider its device either, but we will analyze the device of the most popular mechanical inertia brake system.

The advantages of the mechanical inertial system in simplicity, reliability, maintainability, cheapness, lack of requirements for towing car, and most importantly in high efficiency. Due to the aggregate of these qualities, she received the greatest distribution in the world. This braking system is installed almost all Russian and European (and trailers without brakes in Europe only 30%) trailers with a brake. It is called it for the fact that it is precisely fixed by the brake of the rank inertia of the movement of the trailer "includes" on the trailer trailer. In Russia, trailers with inertial mechanical brake systems manufactured by Al-Ko and Autoflex-Knott are the most common. It is less likely to meet components BPW, Peitz and others.

In addition to mechanical inertia brake systems, there are also inertial hydraulic. Hydraulic inertial brake system is similar to mechanical, but the brake of the russum instead of the traction acts on the main hydraulic cylinder - hereinafter both on cars.

General principle of operation of the mechanical inertia brake system

The mechanical inertial trailer brake system consists of three main parts:

machine brake mechanism
brake Drive (thrust, tip thrust, equalizer, brake cable mounting bracket, brake cables, sometimes traction brackets and cable)
wheel brakes

When braking a car on a pardon ball, pushing force acts. In other words, the trailer pushes forward the braking car. Upon reaching the threshold of sensitivity to this "pushing force", the rod of the rolling brake, to which the locking device is fixed, rests on the special transmission lever, pulling the brake traction fixed to another end. The brake traction through the equalizer and brake cables actuates the brake pads in the drums.

Sketchically, the principle of operation of the brake system from the brake of the Nakat can be depicted as follows:

Nutrition Brake Mechanism (MTN)

Single brake mechanism (MTN) or simply "SPAT brake" is a device that controls the trailer braking.

The main components of the mechanism of the brake of the row:

1. Castle device (also sometimes called coupling head, coupling or trailer lock) serves for hitch with a car. Often on the trailers with a brake system instead of a conventional lock device, a locking device is installed. When using the locking device, the stabilizer, the ball of your headquart should be absolutely clean from lubricant, otherwise the friction pads of the locking device-stabilizer cease to work and require cleaning with small emery paper. The locking device in trailers without brake is attached to the drawbar, and in the trailer with a brake is attached to the rod of the brake of the roller.

2. Stem (also sometimes called a tubular pusher, a round breath of the brake of the rolling, and sometimes even a plunger) is a steel round tube that walks inside the tank brake housing. A castle device and a shock absorber are attached to the front at it, the rear of the rod when braking rolling into the transmission lever. The body of the TN has a rod stroke limiter, because When moving a road trip forward, the rod rests on the limiter and pulls the trailer. Some MTN models, calculated for a large full mass of the trailer, also have a damper ring on the back of the rod, which softens the rod strikes about the limiter. In most MTN, there is no damper ring, and its role is performed by the rear slide sleeve (about the sleeves of MTN below). The rear of the stock of modern MTN is a steel square plate, a special way welded to the pipe. It is this square plate when the trailer moves forward rests in the rear sleeve, and that in turn rests on the protrusions of the MTN housing. The rod needs regular lubricant (both manually under the corrugation, and with a plungering syringe or a supercharger through special valves (press oils, tvottnica) on top of the TN housing. Lack of goal care leads to its corrosion and repair or replacement. This is the most expensive item in MTN, besides its housing.

3. Dump brake shock absorber - compensates for the inertial force acting on the rod. His task is to adjust the power of braking and smoothly stop the braking process, squeezing the position in the original before braking. The shock absorber is fastened in front to the rod and locking device, rear to the brake housing of the roll. If you began to feel the jerks when starting, it means that the shock absorber brake brakes are not in charge. Blowing at braking can also indicate a shock absorber malfunction, although in most cases this indicates an unregulated trailer braking system. The shock absorber has a certain resource, which is reduced in the case of frequent sharp braking, ride through a hilly terrain, overloading the trailer, and above all from driving on a trailer with non-regulated brakes (the bushings are rapidly wear out in this case). Therefore, if you feel blows when braking, go to the service - regular trailer maintenance costs cheaper repairs.

4. Transmission lever (sometimes referred to as a rocker) - a link between the mechanism of the rolling brake and brake burkes. Converts the pushing of the rod into pulling the brake thrust. Detail of fastening the brake traction (sometimes different diameters) is made in the form of a separate earrings and placed on the transmitter lever. The lever needs the lubricant of its axis and on modern switches brakes has a press-maker for the syringe. For any lever there is a gear ratio ( ratio), which is determined, in what proportion, the power of the trailer for a car turns into tightening brake cables. Therefore, any gauge brake is selected based on the type of trailer wheel brake, it provides efficient and smooth braking.

5. Housing - the body of the brake of the roller, "Double" from strong steel or cast iron, to which the remaining parts of MTN are attached. On the old mechanisms of the brake brake on the housing, you can find a hole for blocking the brake when the reverse movement is driving. In modern brake systems, for many years, automatic reverse lock is used, provided with a special design of wheel brakes, so there is no such hole on the body of modern moats. On the MTN case, there are also two press oils for lubricating the stem contact site and sleeves.

6. Insurance cable - includes emergency braking of the trailer (pulls the handbrake) in case of transportation of the road train. It is also sometimes called an emergency cable. Mashed to the manual brake in its lower part. Karabin clings to the car behind the headquart or loop around the ball.

7. Rubber corrugation (also sometimes referred to as a corrugated, powder or gland) protects the rod from dust, water and leaching lubrication on the rod (ultimately from corrosion). It is necessary to monitor the integrity of the corrugations and its fastening on the locking device and the case.

8. Manual brake ("Putton") in the parking lot makes it possible to manually change the position of the transfer lever, while blocking the wheels. Serves for parking trailer. Fastened to the gear lever. In the most advanced versions of MTN has a shock absorber, whose task to help you raise the handle on maximum height (To achieve maximum braking efficiency). The serviceability of this shock absorber is especially important in the event of an emergency transportation of the road train. Riding with a raised handbrake (blocked wheels) is invalid and leads to wear and overheating of tires, brake pads and drums.

9. Spring energy accumulator (or just a spring cylinder) - a compression spring in a cylindrical capsule (glass), through which the brake traction is passed through, resting in the front of the front with a puck and nuts. Behind the power body of the energy accumulator rests on a special bracket connected to the gear manual brakes. When the brake thrust moves, the spring energy accumulator is not activated in any way, the trailer does not participate in the working brake system. The spring energy accumulator is an antagonist of the shock absorber of a hand brake, and its task is to help you overcome the shock absorber's effort and completely omit the handbrake. When lifting the handbrake, under the action of your strength and shock absorber, the hand brake is compressed, when the handle is lowered, it is squeezed. The spring energy accumulator is mostly possible to meet on the brakes of the row for trailers large full mass. On some MTN spring is used without an external case and is attached differently. On some MTN on the manual brake, the spring battery does not put together with the shock absorber, and instead of it - in this case, it performs the function of the shock absorber.

From non-noticeable MTN parts can be noted fluoroplastic sliding sleeves. They provide the exact direction and the smooth running of the stem inside the housing of the MTN. Elevated rod icon is usually connected with wear sleeves. After pressing the bushings into the mechanism of the brakes of the mow, he must be drilled in the bushings two holes under the press oil. After installing press oil, the bushings must be bored to the desired size. To do this, in the conditions of a specialized workshop, special expensive directed sweeps are used, allowing you to remove the necessary stakes of the millimeter in the corridor of two sleeves. In domestic conditions for boring, you can use a grinding petal radial circle for a drill or a round file that belong to the bushings much less gently. When working with a household instrument, with a large difference between the diameter of the stem and the size of the sleeve, the boring sleeve is worth starting before pressing. Outcome proper Installation The sleeves must become free move The rod inside the sleeves in both directions, so any pressing or rod clogging into the sleeve is excluded. The maximum allowable backlash rod inside the sleeves for most MTN 3-5 mm (although in some manuals and indicated 1.5 mm). If the backlash is more, the sleeves are replaced.

Brake drive device

Mounted on an earrings to a transmission lever of the brake brake brake traction is a long steel screw straightener. In the back, the brake traction is fixed with bolts to the brake cable equalizer (sometimes the equalizer is called traverse or rocker). Brake cables are also fixed to the equalizer, and the cable shirts are fixed on a fixed (welded or screwed to the axis or to the trailer frame) brake cable mounting bracket.

When stretching the brake thrust, the distance between the equalizer and the bracket mounting of the brake cables increases, and the brake cables are moving inside their shirts, leading to the drum pads in the wheeled brakes. The design of the equalizer ensures uniformly tensioning of all brake cables.

Watch out for the state of brake cables! Cables should be easily stretched and returned to free state. The cable that has stopped becoming easy to return to a calm condition or the cable with damaged braid is subject to replacement. Cables have no definite service life, it depends on the conditions of operation or storage. With extreme storage conditions (hello, Russian drifts!) Or in the case of mechanical damage (hello, Russian off-road!) Cables fail. If you doubt, in a good condition of the cable, or you do not know for sure when the cables changed the last time - change. If you think that the European owner of your used caravan regularly watched the trailer - you are mistaken. The cables themselves are inexpensive, but the consequences of the blocked wheel as a result of the jammed cables are at times more expensive. The cables of modern trailers differ from each other only long, i.e. If the cable lengths are enough to connect the wheel brake with brake cable brackets, then the cable is suitable. But keep in mind that the cables of Al-Ko and Knott are not interchangeable, because Manufacturers made a different diameter of a cup that dresses on the brake shield casing - the cope is not the manufacturer or will not be torn to the casing, or will hang out.

Most trailers can also meet the following details:

Bracket (holder) brake thrust. When the trailer moves from the brake rod can swing, causing an unnecessary trailer slowing. Del-Tel Brake Tu-ki fixes the drum under the bottom of the priest and prevents such swinging. In the upper left corner of the insert with the image of the brake traction.

The brake thrust tip (plastic guide) is a nut to which a smooth plastic finger is attached. At first glance it may seem that this is an excess detail. However, if the brake traction will end right behind the equalizer, a saving of the equalizer will be treated under the weight of the thrust, and as a result, the trailer will slow down. If the brake thrust would be longer, and ended with the brake cable mounting brake, the thread of the brake thrust would be clinging for the bracket and prevented braking and termination of braking, and under the end of the cable mounting bracket, and the traction itself:

Brake cable holders. Fasten the brake cables to the axis, serve to protect brake cables from damage, as well as providing no savage, prevent the accumulation of moisture (and therefore corrosion and frost) in cables. Sometimes instead of holders use ordinary cable ties.

Wheel brake device

The wheel brake consists of a brake shield, a brake drum, combined with a hub, two brake pads, a slot lock (sometimes called the spacer lock), an adjustment mechanism, a free reverse lever, as well as springs, plugs, casing and brake cable tip.

The brake shield is a durable metal disk. It is fixed with bolts or welded to the axis and does not rotate. The pads and mechanisms are attached to it, and the axis pin passes through it, on which the rotating brake drum hub is worn.

The brake shield has two round holes (windows) closed with plastic plugs. In the control (viewing) window, you can see the brake pad wear (pads with a friction pad less than 2 mm are replaced), and the adjusting window gives access to the adjusting mechanism, with which you can adjust the strength of contacting the brake pads with the brake drum. Next to the adjustable window, the arrow is knocked out, showing the direction in which you need to turn the adjustment mechanism to reduce the gap between the drum and pads.

The outer side of the brake shield Al-Ko. From above on the left of the plug: closer to the edge of the brake pad wear window, closer to the center of the adjustment window plug. In the center, the hole for the trough and 4 axis attachment bolts to the shield. On the sides of the plate and the ends of the retaining brake pads of the springs. Bottom brake cable.

The brake cable enters the wheel brake through a special brake casing and secures C using the tip to the expansion hinge. When pulling the brake cable, the hinge presses the brake pads to the drum, the trailer is braked. The adjustment mechanism allows you to increase the distance between the pads, thereby increasing the strength of the contact of the worn pads with the brake drum.

The inner side of the Al-Ko shield. On top of a free reverse lever and adjustment mechanism. Bottom Fastening the brake cable and the spinning hinge.

The main components of the Al-Ko Wheel Brake

Note! Use alone only the adjustment mechanism is not enough for proper setting Brakes - brake thrust and brake cables on the equalizer also need adjustment. It is also necessary to monitor the presence and status of the plugs - the loss of the plugs leads to the pollution of the wheel brake. Like brake pads, all springs have their own resource, so they are replaced, the reverse stop lever and the extender (expatriate hinge, the radius lock) need lubrication. Unreasonable replacement Springs, like the absence maintenance Wheel brake leads to wheel brake breakdown.

Similarly, a wheel brake of KNOTT is arranged. The main difference compared to the Al-Ko wheel brake in the form of an adjustment mechanism. Here is a bolt, a wedge-shaped nut and two wedges. When rotating S. outdoor Brake shield of the adjusting bolt, a wedge-shaped nut approaches the brake shield, spreading the adjusting wedges.

The second important difference is that the free reversing lever is not made in the form of a separate part, but is part of the brake pad.

Movement with a reverse on the trailer with a brake

When the car moves with a trailer reversal, the rod brake rod rests on the transmission lever, the thrust pulls the brake cables, the pads block the drum. Rounding together with a drum, front brake shoe Removes in the free reverse lever, "pushing" it inside. The front block, together with the reverse stop lever, goes deep into the drum, minimizing both their own friction and a sloping force on the rear block. Thus, the friction force of both pads about the drum becomes minimal and braking does not occur, although the brake cables are still stretched, and the spinning hinge is completely deflected.

If a trailer when moving with reversal began to slow down, most likely, the reason for the wheel brake was normally not served and the lever of the reverse zakus. Second possible reason - non-professional brake adjustment (adjusting mechanism squeezes the pads is stronger than optimal). The second case is even worse, because It may lead to overheating and the need to replace the pads and a drum.

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On the advantages of passenger trailers with brakes, read in our article "With a brake or without? »The answer to any question about the brake system of passenger trailers can be asked in the comments below.

Comments

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MZS trailer 817717.999 full weight up to 750 kg. and brake system.

Mechanical inertial brake system.

The advantages of the mechanical inertial brake system in simplicity, reliability, maintainability, cheapness, lack of requirements for towing car, and most importantly in high efficiency. Due to the aggregate of these qualities, she received the greatest distribution in the world. This braking system is installed almost all Russian and European (and trailers without brakes in Europe only 30%) trailers with a brake. It is called it for the fact that it is precisely fixed by the brake of the rank inertia of the movement of the trailer "includes" on the trailer trailer. In Russia, trailers with inertial mechanical brake systems produced by Al-Ko Kober and Autoflex-Knott are the most common. It is less likely to meet components BPW, Peitz and others.

The general principle of operation of a mechanical inertia brake system.

The mechanical inertial trailer brake system consists of three main parts:

· Space brake mechanism;

· Brake drive (thrust, traction tip, equalizer, brake cable mounting bracket, brake cables, sometimes traction brackets and cables);

· Wheel brakes.

When braking the car on the pardon ball, the pushing force acts. In other words, the trailer pushes forward the braking car. Upon reaching the threshold of sensitivity to this "pushing force", the rod of the rolling brake, to which the locking device is fixed, rests on the special transmission lever, pulling the brake traction fixed to another end. The brake traction through the equalizer and brake cables actuates the brake pads in the drums.

Sketchically, the principle of operation of the brake system from the brake of the Nakat can be depicted as follows:

The device of the mechanism of the brake of the roll.

Al-ko 251s brake brake mechanism.

The main components of the mechanism of the brake of the row:

1. Castle device (also sometimes called a hitch, a coupling device or a trailer lock) - serves for a hitch with a car. Often on the trailers with a brake system instead of a conventional lock device, a locking device is installed. When using the locking device, the stabilizer, the ball of your headquart should be absolutely clean from lubricant, otherwise the friction pads of the locking device-stabilizer cease to work and require cleaning with small emery paper. The locking device in trailers without brake is attached to the drawbar, and in the trailer with a brake is attached to the rod of the brake of the roller.

5. Housing - the body of the brake of the roller, "Double" from strong steel or cast iron, to which the remaining parts of MTN are attached. On the old mechanisms of brake brakes on the housing, you can meet the brake lock bracket for the movement by reverse. In modern brake systems, for many years, an automatic reverse lock is used, provided with a special design of wheel brakes, so there is no such bracket on the body of modern MTN. On the MTC housing, also notice two press oils for rod lubrication.

7. Rubber corrugation - (just as they are called a corrugated, flower or gland) protects the rod from dust, water and leaching lubricant on the rod. It is necessary to monitor the integrity of the corrugations and its fastening on the locking device and the case.

8. Manual brake ("Putton") in the parking lot makes it possible to manually change the position of the transfer lever, while blocking the wheels. Serves for parking trailer. Fastened to the gear lever. In the most advanced versions of MTN has a shock absorber, the task of which to help you raise the handle to the maximum height (to achieve maximum braking efficiency). The serviceability of this shock absorber is especially important in the event of an emergency transportation of the road train. Riding with a raised handbrake (blocked wheels) is invalid and leads to wear and overheating of the brake pads and drums.

9. Spring energy accumulator (or just a spring cylinder) - a compression spring in a cylindrical capsule (glass), through which the brake traction is passed through, resting in the front of the front with a puck and nuts. Behind the casing of the energy accumulator rests on the special bracket connected to the gear of the hand brake. When the brake thrust moves, the spring energy accumulator is not activated in any way, the trailer does not participate in the working brake system. The spring energy accumulator is an antagonist of the shock absorber of a hand brake, and its task is to help you overcome the shock absorber's effort and completely omit the handbrake. When lifting the handbrake, under the action of your strength and shock absorber, the hand brake is compressed, when the handle is lowered, it is squeezed. The spring energy accumulator is mainly possible to meet on the brakes of the row for trailers of a large full mass. On some old MTN spring is used without an external case and is attached differently. On some MTN on the manual brake, the spring battery does not put together with the shock absorber, and instead of it - in this case, it performs the function of the shock absorber.

From non-noticeable MTN parts can be noted fluoroplastic sliding sleeves. They provide the exact direction and the smooth running of the stem inside the housing of the MTN. Elevated rod icon is usually connected with wear sleeves. After pressing the bushings into the mechanism of the brakes of the Nakat, it is necessary to drill two holes in the sleeves under the press oil, as a rule, a 7 mm drill is used. After installing press oil, the bushings must be bored to the desired size. To do this, in the conditions of a specialized workshop, special expensive directed sweeps are used, allowing you to remove the necessary stakes of the millimeter in the corridor of two sleeves. In domestic conditions for boring, you can use a grinding petal radial circle for a drill or a round file that belong to the bushings much less gently. When working with a household instrument, with a large difference between the diameter of the stem and the size of the sleeve, the boring sleeve is worth starting before pressing. The result of the correct installation of the sleeves should be the free stroke of the stem inside the sleeves in both directions, so any pressing or roding to the sleeve is excluded. Maximum rod worker with 1.5 mm sleeves. If the backlash is more, the sleeves are replaced.

Brake drive device

Brake thrust, equalizer, tip (black), brake cable mounting bracket, four brake cables.

Most trailers can also meet the following details:

Bracket (holder) brake thrust.

When the trailer moves from the brake rod can swing, causing an unnecessary trailer slowing. The brake traction holder fixes the thrust under the bottom of the trailer and prevents such swinging. In the upper left corner of the insert with the image of the brake traction.

Brake Tip (plastic guide).

It is a nut to which a smooth plastic finger is attached. At first glance it may seem that this is an excess detail. However, if the brake traction will end right behind the equalizer, a saving of the equalizer will be treated under the weight of the thrust, and as a result, the trailer will slow down. If the brake traction would be longer, and ended behind the brake cable mounting brake, the thread of the brake traction would be clinging for the bracket and prevented braking and termination of braking.

Brake cable holders.

Fasten the brake cables to the axis, serve to protect brake cables from damage, as well as providing no savage, prevent the accumulation of moisture (and therefore corrosion and frost) in cables. Sometimes instead of holders use ordinary cable ties.

Device wheel brake

Rubber-burning axis of the trailer equipped with wheel brakes, with fixed brake cables and welded brake cable brake cables.

Fastening the brake shield and drum to the rubber-hardened axis.

Wheel brakes evolved long enough. We will look at the most common types of wheel brakes from AL-KO KOBER and KNOTT-AutoFlex with automatic shutdown of brakes when moving back, but without gap auto-modulation.

The outer side of the brake shield Al-Ko.

From above on the left of the plug: closer to the edge of the brake pad wear window, closer to the center of the adjustment window plug. In the center, the hole for the trough and 4 axis attachment bolts to the shield. On the sides of the plate and the ends of the retaining brake pads of the springs. Bottom brake cable.

The inner side of the Al-Ko shield.

On top of a free reverse lever and adjustment mechanism. Bottom Fastening the brake cable and the spinning hinge.

The main components of the Al-Ko wheel brake.

Note! The use of an alternative mechanism alone is not enough to properly configure the brakes - the brake traction and brake cables on the equalizer also need adjustment. It is also necessary to monitor the presence and status of the plugs - the loss of the plugs leads to the pollution of the wheel brake. Like brake pads, all springs have their own resource, so they are replaced, the reverse stop lever and the expansion hinge need lubrication. The late replacement of springs, as well as the absence of maintenance of the wheel brake leads to a breakdown of the wheeled brake.

Similarly, a wheel brake of KNOTT is arranged. The main difference compared to the Al-Ko wheel brake in the form of an adjustment mechanism. Here is a bolt, a wedge-shaped nut and two wedges. When rotating from the outside of the brake shield of the adjustment bolt, the wedge-shaped nut is approaching the brake shield, spreading the adjusting wedges.

The second important difference is that the free reversing lever is not made in the form of a separate part, but is part of the brake pad.

The inner side of the brake shield KNOTT.

The main components of the KNOTT wheel brake.

Movement with reversal on the trailer with a brake.

When the car moves with a trailer reversal, the rod brake rod rests on the transmission lever, the thrust pulls the brake cables, the pads block the drum. Rounding together with the drum, the front brake shoe rests on the lever of the free reverse, "pushing" it inside. The front block, together with the reverse stop lever, goes deep into the drum, minimizing both their own friction and a sloping force on the rear block. Thus, the friction force of both pads about the drum becomes minimal and braking does not occur, although the brake cables are still stretched, and the spinning hinge is completely deflected.

If a trailer when moving with reversal began to slow down, most likely, the reason for the wheel brake was normally not served and the lever of the reverse zakus. The second possible reason is the non-professional brake adjustment (adjusting mechanism squeezes the pads is stronger than the optimal). The second case is even worse, because It may lead to overheating and the need to replace the pads and a drum.

Is one of the most important elements Not only in the trailer brake system, but also in the design of the trailer itself as a whole, it will not be superfluous to remember its design and the principle of work.

The device of the inertial brakes of the rank is sufficient. But thanks to this, as well as high quality components of its components, the maximum level of reliability and reliability is achieved.

The main principle of operation of such a brake hoses his name - "inertial brake of the rumk." Being on Dyshle, along with a coupling device, the battery brake is a link between the car and the trailer. The effect of the tractor trailer is transmitted through it and vice versa. It is this effort that is used to bring the brakes into action.

Need a rollover brake to the trailer? Choose from a wide range.

It looks like this. At the time of braking tractor, the inertia trailer continues to move along its trajectory further, rolling, so on the car. From the pressure of the rod of the brake of the mate begins to shift ("push") inside the brake housing, leading to the movement of the transmitter mechanism. The one, in turn, by means of thrust pulls the brake cables that breeding the pads in brake drums. There is a trailer braking.

Now consider the design of the inertial brakes and the main components, of which it consists.

1) Housing. It consolidates the main components of the brake. Also ensures the protection of internal nodes from external influence. There are two types - steel and cast iron. Each of the species has its advantages, and its drawbacks. Steel has greater flexibility and elasticity compared to cast iron. The cast iron, in turn, has a high hardness, power and massiveness, but "experiencing some weakness" to the effects of shock loads. In general, if operating is planned brake device For a long period of time, within the limits prescribed by the manufacturer of the norms, then the cast-iron case will be more complicated and, as a result, it is the cast-iron case.

2) Shock absorber. One of his end is fixed on the housing, the second - inside the rod. It is an important component in the principle of a device brake device. It is it that allows you to set the necessary resistance when the pressure arising. Due to this, the shift of the rod occurs smoothly, providing smooth trailer braking. For properly operation serves reliably and for a long time, but with constant overloads it can be the main consumable material In the entire brake of the rank.

3) Stock. The transmission mechanism is activated by its displacement. The most massive and robust part of the brake of the roll. But with prolonged use or improper operation, it has a property to wear out, as a result of which some backlash appears between the rod and sleeves, which can lead to increased wear and even damage to the remaining components - first of all the shock absorber.

4) Slip sleeves. Often are made from fluoroplast. High strength, provide a smooth move and exactly directional movement of the rod. They have a property to wear out over time, which can lead to the consequences described in the previous paragraph (clause 3).

5) Manual parking brake . Allows you to fix the vehicle to avoid unauthorized movement during parking. In addition, it is an insured in case of involuntary disconnection of the trailer from the tractor while driving. It works very simply as follows: the safety cable attached to the manual brake lever is thrown onto the car hook; In the event of a breakdown from the headquart, the handbrake is driven by a cable, thus stopping the trailer.

6) Transmission mechanism. It is a housing type lever installed on the axis in the middle. One of his side takes the pressure of the rod, as a result, the second side produces tension of thrust and cable.

On some models of inertia brakes, designed for significant loads, an additional spring is installed (energy-accumulator), which helps weigh the hand brake lever and hold it in a fixed position.

Also in the conservation of brakes of NTCA, such mandatory components are used as a damper ring (protects the rear sleeve from breaking the stem) and dust corrugation, dressed on the outer front part of the rod (about the functions of the spare part name speaks for itself).

The value of the brake is difficult to overestimate. In addition to the comfort, which it will help to ensure, when driving a road train, besides the safety of transported cargo, the lives of people also depend on it.

Easy choice and pleasant way !!

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Go to the section "Space brake for traits" ()

Hello everyone! I hope you have a good mood. Today we will talk about a passenger trailer with brakes. This is a fairly widespread design of the trailed vehicle. But many for some reason underestimate the value of the brakes. Allegedly, it is quite possible to do the brakes by car, if we are talking about the TC, for which enough category V.

No one will argue with the fact that in priority on public roads has always been and will be safety. And since some cars pull trailers, attention to their management should be maximal.

The trailer imposes certain obligations to the driver, which is obliged not to be known, but also to clearly comply with all the rules.

Safety also affects the design itself. Supplementing the trailer the brake system, you can significantly increase the level of such important security, improve the quality of management vehicle, as well as prevent different kinds of dangerous situations. Each driver itself decides, buy a bu or a new one, take trailed TC with or without brake. But with the species and features of the braking systems it is worth it.

Selecting the route, where there is no brake system, depends on its type. It is necessary to clearly understand when it is needed when it's just desirable, and when it is quite possible to do without it.

For certain trailers, brakes are a mandatory requirement. Others are equipped with the discretion of the manufacturer and at the request of the customer. Some even put them with their own hands. Although this installation of homemade brake elements personally has some doubts. Do not risk. It is better to buy the axis assembly with already ready and high-quality brakes than to risk and mount self-configuration.

Let's start with the fact that Russia, like Ukraine, Belarus and a number of other countries, establish certain requirements for autographs at the legislative level.

If you repel from our laws, here we see a clear separation of passenger trailers depending on their carrying capacity.

As a result, 2 large groups allocate.

First group. These are auto drives with a carrying capacity of up to 750 kg. By law, you do not need to install brakes on such trailed structures. That is, the braking system in this situation is not mandatory;
The second group. It includes TC, the load capacity of which begins from 750 kg and reaches 3,500 kg. In this situation, braking devices have already performed a mandatory element of the design.

And everything seems extremely simple. If the trailer refers to the first category, the braking system is not needed, and it is not even worth thinking about it. And when the carrying capacity is higher than 750 kg, then be so kind of to use the brakes.

But everything is not so simple. Even in the first category, these systems will not be superfluous. If the car is operated with a loaded trailed vehicle, often you have to ride bad roads, and the route passes through the descents and lifts, then you will be grateful to the fact that in due time they chose the trailer with a brake.

Classification

It does not matter the fact of how many axes on your trailed vehicle. The braking system can be installed on a biaxial and uniaxial passenger automotive. The only question is that it will be for the system.

Considering the management method and how the braking force is transmitted, there are 2 types of braking systems:

autonomous (electrical);
inertial (they are planted).

With autonomous everything is quite simple, although it is structurally very complex.

This is actually analog brake equipmentwhich are equipped ordinary cars. That is, they are similar to the principle of their action and in constructive execution. Turn on to work with appropriate acts from the driver. Is it worth installing them on the trailer, and also a passenger, very controversial question. The system is expensive in itself, and the service costs expensive. And in efficiency, it is not inferior to inertia systems. Therefore, it will be relevant to ask, and whether there is a sense in such equipment.

If you hold other opinions, be sure to write in the comments. Leave your feedback on the effectiveness of two types of braking systems that can be used on passenger car trades.

Considering all these nuances, it is logical to assume that the optimal choice For a passenger trailer, there will be an inertial type of brake system.

Inertial

Now I will try to explain why the trailer equipped with an inertial brake is optimal option. For this we will analyze the principle of work.

Everything is enough here, if you do not go into subtleties:

the car moves and pulls the trailer;
when braking, it is necessary to slow down the machine itself and trailed vehicles;
the power of inertia makes the trapper move, even if the car stops;
on the hitch There is a load;
in this zone, the trailer brake control unit is located;
this unit, taking into account the load, activates the braking elements;
the stronger the load from the inertia, the stronger the braking force being created;
when the trailer ceases to put pressure on the machine through the coupling device, the brake is turned off.

The price of such equipment also depends on what type of inertial system is used.

Total allocate two types. Namely:

mechanical;
hydraulic.

Each of them should be described in more detail to understand the difference and essence of each of the presented options.

Mechanical

Mechanical is the most simple in its design, which is more affordable. But the level of reliability here is lower, which is quite expected and logical.

The key minus, which is noted by the manufacturers and direct users themselves, is the absence of necessary tightness in such systems. And since the system is not closed, it can quickly collapse and come into disrepair due to water, dirt and other delights of roads. To maintain the performance of the mechanical node, you need to constantly clean and care for the elements.

Such aggregates are still actively installed on automotive drivers, and far from the worst firms. Here the question is rather in value, since many buyers want to have a trailer, but they cannot spend money on really good equipment. Or just sorry for them.

Hydraulic

If we take a passenger trailer, which will be in the configuration there is a brake system, then the best choice It will become an inertia hydraulic type brake. And now I explain why I think so.

Such nodes are more reliable and durable. This is largely due to their tightness. Care is needed, but periodic and before the disgrace is simple. It is not necessary to clean anything and clean it almost with toothbrushes.

Hydraulics are recommended to be used in situations when you have to carry boats, boats or the same water bikes. This can be explained by good stability of such systems to frequent water contacts. After all, when unloading the hydrocycle, it is necessary to fully immerse the trailer into the water. Normal mechanical brakes This will not stand it.