GB2195963A - Auxiliary brake device of automobile - Google Patents
Auxiliary brake device of automobile Download PDFInfo
- Publication number
- GB2195963A GB2195963A GB08623678A GB8623678A GB2195963A GB 2195963 A GB2195963 A GB 2195963A GB 08623678 A GB08623678 A GB 08623678A GB 8623678 A GB8623678 A GB 8623678A GB 2195963 A GB2195963 A GB 2195963A
- Authority
- GB
- United Kingdom
- Prior art keywords
- automobile
- brake device
- brake
- electromagnetic
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
An auxiliary brake device 35 of an automobile is located in the transmission line ahead of the differential 36. The device has an input shaft 1 connected with the automobile engine 31 and an output shaft 3 connected with the differential. A pulley 11 on the input shaft is connected via a belt 12 with a further pulley 10, and pulley 10 is connected via an electromagnetic clutch 9 and electromagnetic brake 8 to a spur gear 5. The clutch and brake are normally demagnetised such that spur gear 5 cannot rotate and the input shaft 1 and output shaft 3 rotate at the same speed. When the brake device is to be made operative a switch is closed actuating the clutch to provide drive between pulley 10 and spur gear 5 and to take off brake 8. The input shaft 1 will then rotate at a greater speed than output shaft 3 causing engine braking of the automobile since it is assured that the automobile will during braking be driven by its inertia. The belt and pulleys may be replaced by a friction drive. <IMAGE>
Description
SPECIFICATION
Auxiliary brake device of automobile
The present brake device of automobile is mainly by means of the lining friction against the brake drum to exhaust the energy of motion of car in manner of heat energy. However, this brake device has the following drawbacks:
1. In case of passing through the water-logging region wherein the lining is wet, the reliability of brake system will be low.
2. When the brake system is out of order due to the wet lining or the icy road or the malfunctioned brake oil path, current automobile drivers can save themselves only by the following methods.
(i) Collide with an external object, for example a tree, so as to get the resistance to slow down the car. But this kind of method causes injury easily.
(ii) Shift the high-speed gear to the low-speed gear quickly so as to enhance the friction of piston against the cylinder wall of engine; namely, to step up the braking effect of engine to slow down the car. But this kind of method is unknown to most drivers. Even the drivers know this method, it is still not easy for them to skillfully complete the serial actions within a very short response time.
Summary of the Invention
In order to simplify the time and the actions needed to take advantage of the braking effect of engine when the brake system of an automobile is out of border, this invention provides an auxiliary brake device which can easily step up the braking capability of engine so as to offset the flaws of the present brake system. Therefore, those drivers who are less resourceful and skillfui can also make use of the braking effect of engine very easily.
This invention is characterized by the following points:
1. When the brake switch is opened, this invention will not affect the angular velocity of the transmission system. But when the brake switch is closed, this invention can step up the braking effect of engine.
2. This invention corresponds to add another brake system in parallel with the current brake system. This kind of arrangement can efficiently increase the reliability of the whole brake system of automobile known from the "Reliability Theory."
3. This invention does not modify the present brake and gear shift systems of car except installing it in the present transmission system. Therefore, it is practical.
4. If the situation is so dangerous that the driver would rather save his life at the risk of damaging the engine as the afterburner of a jet fighter does: after closing the brake switch of this invention, the driver can still shift the high-speed gear to the low-speed gear so as to get much higher braking effect of engine.
Brief Description of the Drawing
Figure 1, Figure 2, and Figure 3 show three examples of this invention.
Figure 4 is an example of installing this invention wherein the device 5 is this invention.
Figure 5 is a planetary gear used here to explain the derivation of adder mechanism's equation of motion.
Figure 6 is an example of adder mechanism adopted by this invention.
Figure 7 shows another example of adder mechanism adopted by this invention.
Figure 8 is an example of control mechanism assembly adopted by this invention.
Figure 9 is a control circuit of this invention.
Detailed Description (A) Construction and examples of this invention:
Since this invention is applicable to various cars, its examples are hereby described as follows:
As shown in Fig. 4, the device 35 in the transmission system of a rear wheel drive car denotes this invention. The devices 31, 32, 33, 34, and 35 denote engine, clutch, transmission case, twin universal joints, and this invention respectively, and the device 36 denotes a combination of pinion gear, drive bevel gear, differential, wheel axle and wheels.
This invention is mainly composed of an adder mechanism, a control mechanism assembly and a correlative control circuit which are described below respectively.
(B) Adder mechanism:
As a result of modifying the differential mechanism, the adder mechanism adopted by this invention is characterised by the following points:
In the adder mechanism, if the angular velocities of input shaft and output shaft are 01, cm)2, rotating in the same direction, and the angular velocity of a member therein connected to an outside spur gear is w3, then there is such a relation: #1=#2#C#3 wherein C is a constant, and
when et3=O, w1=w2; when 03, o, rotate in the opposite direction, then #1 is quicker than w2.
The above said input, or output shaft of the adder mechanism means the power input, or power output shaft defined under the assumption that the power derived from the engine is the major power source and the driver is tramping on the acceleration pedal when the car is running.
Because many kinds of differential mechanisms can be employed to modify, thus I give two examples (as shown in Fig. 6, and Fig. 7) to illustrate:
B-1 The adder mechanism modified from planetary gear system
As shown in Fig. 5, the members 1,2,3, and 4 denote the solar gear, planetary gear, ring gear and planetary gear stand respectively,
Assume i, j, and k to represent the three unit vectors of inertial coordinate ss,
Assume ss to represent the inertial coordinate system,
Assume Oi, and 02 to represent the axial central lines of solar gear and planetary gear respectively,
Assume points P, Q to represent the common points on the pitch circles of members (1,2) and (2,3),
Assume will to represent the angular velocity of member i relative to ss,
Assume Vo2/ss to represent the velocity of 02 relative to ss,
Assume r1 to represent the pitch radius of member i,(i=1,2) Assume 0 is a contained angle between 0102 and horizontal line (axis X), and further assume #1/ss=#1R, #4/ss=#4k, #3/ss=#3k, #2/4=yk ##2/ss=#2/4+#4/ss=(y+#4)k Vo2/ss=#4/ssx Po2/o1= (r, + r2)ò4k x (cosSi+ sin =Vo2/2+V p/ss+#2/ssxr o;;/P
=(r1#1 +r2y+r2#4)k x (cosOi +sin#j) = Vo2/2 + VQ/ss+ #2/ss X iro2/e = ((r1 +2r2)w3 - r2y- r2#4)k x (cos+sinOj) #r1#1 + r2y + r2#4 = #4(r1 + r2) (4) (r1 + 2r2) W3-r2y - r2w4= w4(r1 + r2) (5) formulas (4) and (5) result in
Now consider to use two planetary gear systems with same size as shown in Fig. 6, the members 1',2',3', and 4' denote the solar gear, planetary gear, ring gear and planetary gear stand of another set of planetary gear system respectively, and gear 5 is used to control the member 3. Since the member 3' is fixed and the member 4 and 4' are connected to each other, # r1#'1 = (2r1 + 2r2)#'4 (7)
and #4=#'4 (8) formulas (6),(7),(8) result in (r1+2r2)#3+r1#1=r1#'1 (9)
From formula (9), we can tell that if w3/fl=01, #1=#'1; when #3/ss and cbilfl are in the opposite directions, #'1 < #1.
B-2 The adder mechanism modified from differential mechanism
As shown in Fig. 7, the members 1,2,4, and 6 are bevel gears, and the members 5 and 7 are spur gears wherein the member 7 is an internal gear.
Assume p to represent an inertial coordinate system,
Assume i,j, and k to represent the three unit vectors off, Assume e9,/ss to represent the angular velocity of member i relative to ss,
Assume O1, 02 and 03 to represent a point on the axial central line of member i,i= 1,2,3.
Assume P and Q to represent the points on the pitch cone of bevel gears,
Assume r1,r2 to represent the distances from P to O and 02, Assume Vp/ss, V0/fl to represent the velocities at P and Q relative to ss, let r3=2r7 now further then
assume w1/fl=w1T, )4/ss=Ct)41 )213=yJ, w2/fl=W2i w2/fl= Q2/3 + w3/fl=wj+yj the velocity at the common point P on the pitch cone of members 1, member 2 is Vp/fl, then Vp/ss=Vp/1 +Vo1/ss+#1/ss x rp/O1 =#1i x r1j=r1#1k = Vp/3 + Vo2/ss+ #3/ss x rp/O2= (r2y +r1#3- r2#3)k #r1#1=r2y+r1#3- r2#3 (1) the velocity at point 0 on the pitch cone of member 2 and member 4 corresponding to point P is Vo/ss then Vq/ss=Vq/3+Vo2/ss+#3/ssxrq/O2
=(-r2y+r1#3+r2#3)k
=Vq/3+Vo3/ss+#3/ssx rq/O3=r1#4k #r1#4=-r2y+r1#3+r2#3 (2) (1)+(2)
r1 results in 2W3=co1+w4, ##7=#1+#4 (3) In order to make W1 and W7 rotate in the same direction, so far as the members 3 and 7 are concerned, the member 7 is an internal gear.
From formula (3), we can tell that when i/fl and #4/ss are in the same direction, w7/w1; when W4/fl and #1/ss are in the opposite directions, w7w1; and when w4/fl=0, #7=#1.
(C) Control mechanism assembly:
As shown in Fig. 8, in the control mechanism assembly of this invention:
member 5 denotes a spur gear connected to said adder mechanism in the foregoing section (B);
member 8 denotes an electromagnetic b type brake;
member 9 denotes an electromagnetic clutch;
member 10, member 11 denote belt rollers, rotating in the same direction;
member 12 denotes belt;
member 13 denotes shaft.
As shown in Fig. 9, in the control circiut of this invention,
brake switch B denotes an electrical on/off switch;
member 81 denotes the solenoid of electromagnetic b type brake 8;
member 91 denotes the solenoid of electromagnetic clutch 9;
member 14 is a resistor;
+V denotes a voltage source.
The operational principle of control mechanism assembly is hereby described as follows:
(1) When the "Brake Switch B" (please refer to the control circuit as shown in Fig. 9 and the principle of such circuit as described in Section (D) hereinafter) is closed, solenoid 81 and solenoid 91 are excited at the same time; the electromagnetic clutch 9 is in a state of connection, and the electromagnetic b type brake 8 ioosens the shaft 13, so the spur gear 5 can rotate.
(2) When the "Brake Switch B" is opened, solenoid 81 and solenoid 91 are demagnetized at the same time; the demagnetization of solenoid 91 leads to a separation state of the electromagnetic clutch 9, so the belt roller 10 runs idle, and the demagnetization of solenoid 81 resulting in braking the spur gear 5 by the electromagnetic b type brake 8, so the spur gear 5 cannot rotate.
The order between spur gear 5 and electromagnetic b type 8 can also be exchanged.
(D) Control Circuit:
The design of control circuit is based on the following principles:
(1) When the "Brake Switch B" is opened, the solenoids 81, 91 of both electromagnetic clutch 9 and electromagnetic b type brake 8 in the control mechanism assembly are demagnetized at the same time.
(2) When the "Brake Switch B" is closed, the solenoids 81, 91 of both electromagnetic clutch 9 and electromagnetic b type brake 8 are excited at the same time.
The control circuit designed in line with the above principles is shown in Fig. 9, wherein solenoid 91 of electromagnetic clutch 9 connected in parallel with solenoid 81 of electromagnetic b type brake 8, then in series with a brake switch B, a resistor 14 and a voltage source;
The "Brake Switch B" can be installed in front of the driver so that it can be operated conveniently.
(E) Construction of this invention:
The construction of various parts of examples of this invention and the operational principles thereof have been described in detail in the above several sections. The integral construction of example is shown in Fig. 1. The adder mechanism (refer Fig. 6) of this invention can also adopt the one shown in Fig. 7, and the integral construction of example of this invention is also shown in Fig. 2. The belt rollers 10,11, belt 12 in Fig. 1, Fig. 2 can also be replaced with two friction wheels but the gears 4, 5 have to be connected indirectly by a chain as shown in Fig. 3.
(F) Why can this invention help brake the car?
As shown in Fig. 1 (or Fig. 2 or Fig. 3) and Fig. 4. In Fig. 1, the shaft of member 11 is connected to the transmission shaft, and the shaft of member 1' is connected to the differential.
Before describing why this invention can help brake the car, a concept has to be described.
When the driver tramps on the acceleration pedal, the power is derived from the engine, so the energy is put in this invention through the shaft of member 11 and put out from the shaft of member 1'. When the driver does not tramp on the acceleration pedal, the energy of motion of car becomes the source of power, so the energy is put in from the shaft of member 1' and put out from the shaft of member 11.
Now why this invention can help brake the car is described below:
(1) When the "Brake Switch B" is opened, the spur gear 5 can't rotate (for detail see section (C)), so the angular velocities of input shaft and output shaft of this invention are the same (for detail see the conclusion of foregoing sections B-l and B-2); i.e., there is no infiuence on the angular velocities of present gear shift system.
(2) When the "Brake Switch B" is closed, the spur gear 5 can rotate (for detail see section (C)), the power is derived from the energy of motion of car, the energy is put in from the shaft of member 1', since the member 3 is forced to rotate with member 1 and 1' in the opposite direction, the angular velocity of member 1 is quicker than that of member 1' (for detail see the conclusion of section B-1), the braking effect of engine can be enhanced, so this invention can help brake the car. It is worthwhile to adopt this invention, because the present gear shift system need not be modified.
Since the action of pressing switch down is much simpler and easier than that of shifting the high-speed gear to the low-speed gear when the brake system of automobile is out of order, the driver's ability to make use of the braking effect of engine can be promoted.
Besides, if the situation is so dangerous that the driver would rather save his life at the risk of damaging the engine as the afterburner of a jet fighter does: after closing the "Brake Switch B," the driver can still shift the high-speed gear to the low-speed gear.
Claims (8)
1. An auxiliary brake device of automobile, comprising an adder mechanism, two belt rollers, belt, electromagnetic clutch, electromagnetic b type brake, spur gear, and a correlative control circuit, wherein
a belt roller is connected to the input shaft of said adder mechanism, and the shaft of said belt roller together with the output shaft of said adder mechanism are the input shaft, output shaft of this auxiliary brake device of automobile respectively;
another belt roller is connected in order with said electromagnetic clutch, electromagnetic b type brake, spur gear by shaft, and said spur gear which is connected directly to said adder mechanism;
the shafts of said two belt rollers are parallel, and said two belt rollers rotating in the same direction are connected by a belt;;
a control circuit comprises a solenoid of said electromagnetic clutch connected in parallel with a solenoid of said electromagnetic b type brake, then in series with a brake switch, a resistor, and a voltage source;
when said brake switch is opened, the angular velocities of said input shaft and output shaft of this auxiliary brake device of automobile are the same;
when said brake switch is closed, the angular velocity of said input shaft is quicker than that of said output shaft of this auxiliary brake device of automobile, hence the braking effect of engine can step up.
2. An auxiliary brake device of automobile as claimed in claim 1, wherein said adder mechanism as one of differential mechanism is characterized by:
in the said adder mechanism, if the angular velocities of input shaft and output shaft are w1, rotating in the same direction, and the angular velocity of a member therein connected to said spur gear is w3, then there is such a relation: w1=w2+Cw3, wherein C is a constant, and
when 0)3=0, w,=o,; when cut)3, W1 rotate in the opposite direction, then o)1 is quicker than 2
3.An auxiliary brake device of automobile as claimed in claim 1 or claim 2, wherein said input, or output shaft means the power input, or power output shaft respectively, defined under the assumption that the power derived from the engine is the major power source and the driver is tramping on the acceleration pedal when the car is running.
4. An auxiliary brake device of automobile as claimed in claim 1, wherein said brake switch is is an electrical on/off switch.
5. An auxiliary brake device of automobile as claimed in claim 1, wherein said control circuit is characterized by:
when said brake switch is opened, the solenoids of both said electromagnetic clutch and said electromagnetic b type brake are demagnetized at the same time;
when said brake switch is closed, the solenoids of both said electromagnetic clutch and said electromagnetic b type brake are excited at the same time.
6. An auxiliary brake device of automobile as claimed in claim 1, wherein said belt rollers and said belt can be replaced with two friction wheels, but said adder mechanism and said spur gear have to be connected indirectly by a chain.
7. An auxiliary brake device of automobile as claimed in claim 1, wherein the order of said spur gear and said electromagnetic b type brake can be exchanged.
8. An auxiliary brake device for an automobile substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08623678A GB2195963A (en) | 1986-10-02 | 1986-10-02 | Auxiliary brake device of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08623678A GB2195963A (en) | 1986-10-02 | 1986-10-02 | Auxiliary brake device of automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8623678D0 GB8623678D0 (en) | 1986-11-05 |
| GB2195963A true GB2195963A (en) | 1988-04-20 |
Family
ID=10605153
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08623678A Withdrawn GB2195963A (en) | 1986-10-02 | 1986-10-02 | Auxiliary brake device of automobile |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2195963A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0352743A1 (en) * | 1988-07-25 | 1990-01-31 | Isuzu Motors Limited | Brake mechanism for vehicles |
| WO2001032487A1 (en) * | 1999-11-03 | 2001-05-10 | Daimlerchrysler Ag | Automotive braking method and device for carrying out said method |
| EP1145927A1 (en) * | 2000-04-12 | 2001-10-17 | Bayerische Motoren Werke Aktiengesellschaft | Electrically controlled in particular electro-mechanical brake system for vehicles |
-
1986
- 1986-10-02 GB GB08623678A patent/GB2195963A/en not_active Withdrawn
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0352743A1 (en) * | 1988-07-25 | 1990-01-31 | Isuzu Motors Limited | Brake mechanism for vehicles |
| WO2001032487A1 (en) * | 1999-11-03 | 2001-05-10 | Daimlerchrysler Ag | Automotive braking method and device for carrying out said method |
| US6932440B1 (en) | 1999-11-03 | 2005-08-23 | Daimlerchrysler Ag | Automotive braking method and devices for carrying out said method |
| EP1145927A1 (en) * | 2000-04-12 | 2001-10-17 | Bayerische Motoren Werke Aktiengesellschaft | Electrically controlled in particular electro-mechanical brake system for vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8623678D0 (en) | 1986-11-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |