CA2188275A1 - Emergency brake device for trucks and the like - Google Patents
Emergency brake device for trucks and the likeInfo
- Publication number
- CA2188275A1 CA2188275A1 CA002188275A CA2188275A CA2188275A1 CA 2188275 A1 CA2188275 A1 CA 2188275A1 CA 002188275 A CA002188275 A CA 002188275A CA 2188275 A CA2188275 A CA 2188275A CA 2188275 A1 CA2188275 A1 CA 2188275A1
- Authority
- CA
- Canada
- Prior art keywords
- wedge
- brake device
- emergency brake
- assembly
- wheel
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T3/00—Portable devices for preventing unwanted movement of vehicles, e.g. chocks
-
- 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
- B60T1/04—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting directly on tread
-
- 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
- B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
- B60T1/14—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action directly on road
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
An emergency brake device (R) for stopping the rear wheels of a vehicle comprises a wedge assembly (2) including a frame (34) and a resilient wedge (26) carried by the frame secured to the underside of the vehicle. The wedge assembly is movable from a stored position to an operative position wherein the wedge is between the wheel and ground to stop the vehicle. The wedge is substantially triangular formed by an inclined arcuate surface (72), for engaging against the wheel, a horizontal (77), and a vertical (79) planar surface. The arcuate and vertical surfaces terminate into a longitudinal projection (74) that engages the wheel when the wage is in the operative position, The wedge assembly has a flap (60) that is disposed under the wheel to pull the wedge horizontally, and its leading edge portion is secured to the vertical surface to pull the wedge downwardly.
Description
wo 95l28302 ~ 3 8 2 7 5 PCT/US94/040~6 _ ~ BRARE DEVICE FOR TRUCRS AND T~E LIRE
FIELD OF ~l~r~ lNVl:.n~_ The present invention relates to an ~ Uy brake device for the stopping of heavy vehicles, such as trucks and trailers, in an extreme ~ y requiring a panic stop or in the event of the failure of the regular braking system.
0 ~P''I'' l.'~'UNLI OF TEIE lhvb~llU~.
For many years an effort has been made to provide an: y~lluy brake device for trucks and trailers that is safe, effective and reliable. The situation has become more acute in recent years due to the uv~:L~,Lu. ing of the interstate highway system, particularly around urban areas.
Due to higher speeds, higher gross weights and/or steep 2 21 88~7~ PCTIUS94/04056 downhill grades, existing brake systems in trucks or other heavy vehicles are often ; n~de~l~te to prevent them from causing accidents. ~eavier loads are being allowed on interstate highways, contributing to the increased 5 1 nri~Pnl e of accidents involving trucks. One cause of brake failure is glazing. When a truck is negotiating downhill, the driver even if he downshifts before starting downhill must often use his brakes to further slow down the truck, for control around curves, etc. Often the heat 10 build-up exceeds the capacity of present brake systems to dissipate the heat generated, resulting in a set of glazed brake pads and a runaway truck. Glaze renders the brakes totally useless. Another cause of brake failure is failure in the hydraulic or pneumatic system, causing loss of 15 ~L'~S~Ur ~ nPcPCC~ry to activate the brake pads. In the event of brake failure, it is almost impossible to avoid an accident often a: n; ed by serious injuries or loss of life.
A fully loaded tractor-traller under a panic stop 20 situation often will experience jack-knifing. Under this situation, the trailer skids sideways at a faster rate than the tractor, overrunning the tractor and often causing the entire tractor-trailer to overturn. If the roadway is icy or snow-covered, the tendency of the tractor trailer to 25 jack-knife is magnified many times over.
Prior art braking systems have not been as s--~cPcc~ul in addressing these problems. Braking systems which depend on activating the brake pads to stop a moving . ~ . . _ _ _ . . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ w0 95/28302 2 ~ ~ 8 2 7 5 Pcr/uss4l040~6 tractor-trailer or large commercial truck have not been satisfactory .
There is therefore a need to provide an y~ y brake device for tractor trailers and the like that would 5 stop the vehicle during a panic stop without jac3c-knifing even when the road is slippery.
OBJECT8 AND 8~aRY OF T~E lo.v~
It is an object of the present invention to provide an emergency brake device for large wheeled 10 vehicles such as trucks, tractor-trailers and the like that is i n~PrDn-lPnt of the normal 3~raking system that is normally stored in the vehicle in a standby position and which can be readily activated if its use is required in a panic stop or failure of the regular braking system.
It is another obj ect of the present invention to provide an y~ y brake device for large wheeled vehicles that is effective in shifting the weight of the vehicle to maximize the frictional forces to effectively stop the vehicle and adequately absorb the kinetic energy 20 of the moving vehicle.
It is further another obj ect of the present invention to provide an emergency brake device for heavy vehicles that provides very substantial and significant reduction in braking distances compared to normal braking 25 distances for heavy trucks.
It is still another object of the present invention to provide an emergency brake device Which, in ~ s wos~/28302 21 88275 PCTIUS94/04056 its operating position, minimizes any stress on the vehicle or supporting structure except through the tire and axle assembly .
It is yet another object of the present invention 5 to provide an ~ y brake device that engages and locks the rear wheels of the vehicle at the same time thereby to maintain the direction of travel of the vehicle in a straight line .
It is an object of the present invention to 10 provide an: -- y~ ,y brake device that deploys automatically upon loss of pneumatic or hydraulic pLI::6~U' a in the normal brake system of the vehicle.
It is another object of the present invention to provide an: y~ ,y brake device which in its operating 15 position is able to stop the vehicle without jack-knifing.
It is yet another object of the present invention to provide an emergency brake device which can be used on vehicles with movable wheel assemblies.
These and other objects of the present invention 20 will become apparent from the following detailed description .
R17TFF LIIC&~,;K1~ .. OF T~l! DR~WI~GB
Figure 1 is a perspective view of an emergency brake device in accordance with the present invention, 25 shown in the deployed or brsking position.
Figure 2 is a perspective view of the brake device of Figure 1, as shown in the raised or stored position .
21 8g275 wo 95128302 Pcr~uS941040~6 Figure 3 is a cross-sectional view of one of the wedge assemblies used in the present invention, taken along line 3-3 of Figure 4.
Figure 4 is a fragmentary cross-sectional view 5 taken along line 4-4 of Figure 3.
Fisure 5 is a cross-sectional view of a flap taken along line 5-5 of Figure 3.
Figure 6 is an enlarged side elevational view of Figure 1.
Figure 7 i8 an enlarged side elevational view of Figure 2.
Figures 8 (a) and 8 (b) are schematic cross-sectional views of a locking -- ~ni~ u6ed in the present invention .
Figure 9 is a front elevational view of an alternative r~mhor~ir L of a latching -n;c-n used in the present invention.
Flgure lO is a perspective view of a wedge assembly used in the present invention, shown in the raised 20 or stored position with a removable chain mat.
DETAT~ED ~E:,,C~ J.. OF THE l~V~ rN
An emergency brake device R in accordance with the present invention is disclosed in Figure 1. The device R comprises a pair of wedge ;~Cc~.~hl ir~ 2 and 4 that are 25 pivotally secured to a pair of frames 6 and 8, respectively, that are in turn secured to the respective rear wheel axle assembly ~shown schematically in Figures 6 and 7) and the truck frame members 10 and 12. The device R
21 &8275 wo 9~/28302 PCT/US9~/04056 may be selectively positioned along the truck frame members 10 and 12 as the rear wheel assembly 14 is moved to a different position. The deYice R ls A; qposed in front of the rear wheel assembly 14 relative to the direction of 5 motion 16 of the truck. The rear wheel assembly may comprise one or two axles with each axle carrying four tires, as best shown in Figure 1.
The wedge ACsP-hl ;~c 2 and 4 are rotatable about the fixed frames 6 and 8 by means of a pipe or rod member 10 18 rotatably supported by bearing sleeves 20 and 22 that are rigidly secured to respective one end of the f rames 6 and 8, as best shown in Figures 1 and 2. The rod member 18 is rigidly secured to and rotates with the wedge ::IccF-_hl ies 2 and 4 at its end portions. The end portions of a rod 24 15 are ~ Ad in respective wedges 26 and 28 to advantageously permit the wedge assemblies 2 and 4 to drop down to their operative positions at the same time.
A latch - --hAni ~q 30 holds the wedge assemblies 2 and 4 in the raised or stored position when not in use and 20 releases them 50 that they drop by gravity and simultaneously engage the respective rear wheels to stop the vehicle. A lifting ---h~n; c_ 32 may be employed to raise the wedge assemblies 2 and 4 after use.
The wedge assemblies 2 and 4 are identical in 25 construction and the following description is applicable to both. The wedge assembly 2 comprises a rotatable frame 34 that -Uy~uL~S the wedge 26. The frame 34 includes a pair of spaced apart steel members 36 secured to a cross-member 38 at their bottom end portions and to the pipe member 18 WO 95128302 PCTtlJS94tO4056 at their upper end portions, as best shown in Figure 2.
The wedge 2 6 is fl i crncPfl between the steel members 3 6 and i5 slidable along their longitudinal axis through respective slots 40 flicpr)cPd on each me~ber 36, as best shown in Figures 2 and 3 . The members 3 6 are advantageously used standard angle irons to provide rigidity and strength. A pair of steel members 42 are flicpo5ed in sliding configuration relative to the respective members 36, as best shown in Figure 4. A
bearing plate 44 is interposed between the wedge 26 and the members 42, as best shown in Figures 3 and 4. A plurality of "T"-shaped bolts 46 molded into the wedge 26 secure the wedge 26 to the members 42 and the bearing plate 44. The members 42 are advantageously used angle irons with leg portions 48 and 50 for rigidity and strength, as best shown in Figure 4. The leg portions 50 are secured to the bearing plate 44 by welding or other standard means. The leg portions 48 are rigidly secured to a bolt 52 whose end portions are slidingly secured to the respective slots 40.
A bridge support 54 is rigidly secured to the bearing plate 44 by welding or other standard means substantially midway between the members 42 and is rigidly secured by welding or other standard means to an int~ te portion of the bolt 52, as best shown in Figure 4.
A rectangular pipe or rod member 56 is rigidly 6ecured to the bearing plate 44 and is received within a cooperating slot 58 disposed laterally within the wedge 26 to advantageously provide vertical support to the wedge 26 during operative use, as best shown in Figures 3 and 4.
Wo 9~/28302 2 i ~ ~ 27 5 PCT/US941040S6 A flap 60 is disposed underneath the wedge 26 and extends beyond the trailing portion of the wedge 26, as best shown in Figures 1 and 3. A plurality of bolts 62 rigidly secured to an end portion of the bearing plate 44 5 secure the leading edge portion 61 of the flap 60 through a spacer plate 64 and a bearing plate 66, as best shown in Figures 3 and 4. The flap 60 has the same width as the wedge 26. The flap 60 has ground contact surface 68 that ;nr~ Pc a plurality of grooves 70 tl;cp~fi~l in the 10 direction of travel of the vehicle to advantageously divert water during use on a wet p~lV. ~, as best shown in Figure 5. The flap 60 may be made of rubber or any other similar material . The flap 60 is advant~eo~lcl y long enough such that its trailing end portion 71 will be disposed directly 15 lln~rn~th the wheels 14 during use to pull the wedge 26 tight against the rear wheel. The flap 60 will advantageously pull the wedge 26 horizontally at the trailing end portion 71 and downwardly at the leading end portion 61, producing a resultant force directed at an 20 angle toward the interior of tire, thereby causing maximum contact between the tire and the wedge 26.
The flap 60 advantageously protects the wedge 26 rrom direct wear and tear and is relatively easily removable, without disassembly of the entire wedge 25 assembly.
The wedge 26 is preferably made Or molded hard polyurethane composition, such as BAYDUR 742, which is a polyurethane system available from Mobay rl~mic~l Corporation, Pittsburgh, Pennsylvania. The polyurethane ... . . . , . _ . _ . _ . _ .. _ . _, .. _ . . ... . .. . _ .. .. _ . . _ _ 2 1 ~275 ~ WO 9512831)2 PCT/[JS94/04056 _g_ system used for the wedges 26 and 28 is particularly well suited because of its lightness, compressibility, durability, cure factors and other physical characteristics .
The wedge 26 is substantially as high as the .1;: ' c~r and shorter than the diameter of wheels 14, as best shown in Figure 7. The wedge 26 is as wide as the tandem wheels 14. The wedge 26 is .-ul,aLal~tially triangular in ~;LU~g section with a contact surface 72 that has substantially the same radius or UULV. LUL~ as the wheels 14, as best shown in Figure 7. The wedge 26 has a proj ecting portion or bead 74 that extends across its entire width and is adapted to make contact with the wheels 14 substantially at a distance above the ground to about a point 81 equal to the radius of the tires 14. The bead 74 projects above an adjacent portion 75 of the arcuate surface 72, as best shown in Figure 3. The wedge 26 has trailing end portion 76 that is adapted to be rl i .~pos~l slightly in front of the vertical centerline 73 of the wheels 14, such that the trailing end portion 71 of the flap 60 is interposed directly lln~ rnPAth the tires 14 during use, below the centerline 73. The wedge 26 in cross-section is substantially triangular in shape with vertical planar surface 77 and horizontal planar surface 79, as best shown in Figure 3. It is not n~c~-~s Iry that the L:ULV~ULI:: of the contact surface 72 be exactly identical to the curvature of the wheels 14, provided that the projecting portion or bead 74 essentially makes contact Wo 9S/28302 21 8 8 2 7 5 PCTiUS94/04056 with the wheel first before substantially making contact with the rest of the surface 72.
A spring 78 secured between the pipe mem.ber 18 and the bridge support 54 urges the wedge 26 toward the 5 pipe member 18 and advantageously helps in distributing the force exerted by the flap 60, as best shown in Figures 2 and 8. The spring 78 also advantageously assists in lifting the wedge assembly 26 to its stored, non-operative position after use, as will be further described.
The latch r-c~hAnicm 30 comprises a rod 80 rotatably secured at its end portions by the frames 6 and 8 r as best shown in Figure 1. A pair of latching arms 82 are secured in parallel configuration at their respective upper end portions 84 to the rod 80, best shown in Figures 15 1, 2, 6 and 7.
The arms 82 have lower end portions 86, each of which has a hook 88 adapted to receive and support the rod 80 when the wedge assemblies are in the raised or stored position, as best shown in Figure 6. A downwardly ~ pnsecl 20 slot 90 in a lower end portion of each frames 6 and 8 cou~el~t.e with the hooks 88 to thereby secure the rod 24 and prevent it from accidentally dropping off from the arms 82. A lever arm 92 has one of its end rigidly secured to the rod 80 and its other end pivotally secured to an 25 actuating arm 94 of a pneumatic actuator, such as a piston and cylinder assembly 96, as best shown in Figures 7 and 8.
Pivot connector 98 securing the actuating rod 94 and the lever arm 92 permits rotation of the rod 80 when the actuating a~m 94 is extended to release the wedge WO 95128302 PCT/US94/OJO.'i6 assemblies 2 and 4, as best shown in Figure 6. The actuator 96 is suitably supported by a pivoting support 99 to permit rotational movement during extension and retraction of the actuating arm 94. The actuator 96 is 5 normally energized with air pL~s~uLe or the like when in the holding position, as best shown in Figures 2 and 7.
Relieving the air pLe51:~UL~: will cause the actuating arm 94 to extend and release the wedge assemblies 2 and 4.
An electric solenoid (not shown) may also be used 10 for the actuator 96, with the advantage of being ;nt~ from the hydraulic or pneumatic system of the vehicle. The electric solenoid may be powered from the electrical system of the truck, providing reliable actuation of the emergency brake device R even in the event 15 of total failure of the hydraulic or pneumatic circuit of the vehicle .
Controls (not shown) for actuation of the actuator 96 is advantageously ~ pss-~d within the cab of the vehicle to enable the driver to deploy the: ycll- y 20 brake device R at any time.
A locking -~h~n; e.m 100 to hold the wedges 2 and 4 in the engaged or operztive positions and prevent them from bol~nrin7 forward is disclosed in Figures 8(a) and 8 (b) . A bolt 102 with a square head 104 is secured 25 .1~; LLically through the pipe member 18 at two locations, preferably adjacent the respective bearing sleeves 20 and 22. A plate 106 is rigidly secured to a pivotable rod 107 at one end and biased by spring secured to a stationary support 111 wo 95/28302 2 ~ ~ 8 2 7 5 PCTr[lS94/04056 such that the other end 110 is biased towards the pipe member 18, a6 best shown in Figure 8 (a) . When the wedge as6emblies 2 and 4 are released from their raised or stored position, the rotatable frames 34 drop by gravity toward 5 the wheels 14. The pipe member 18 rotates with the frame 34, since they are rigidly secured together. As the pipe member 18 rotates, the sguare head 104 forces the end portion 110 outwardly. As the frame 34 continues to rotate in the clockwise direction 112, the head 104 goes past the 10 end portion 110, at which time the end portion 110 snaps back towards the pipe member 18, thereby locking the frame 34 against rotation in the counterclockwise direction, as best shown in phantom lines in Figure 8 (b) . A p~lchhAnrll e 113 pivotally connected to a crank arm 115 and actuated in 15 the direction of the arrow 117 provides means for releasing the plate 106 from the bolt head 104, as best shown in Figure 8 (b) . The bolt head 104 acts as a stop in c~u~eL~Ition with the end 110 of the plate 106.
An alternative: -'ir ~ for a latch -- Ani =~n 20 114 is disclose in Figure 9 . The latch AhAni ~"- 114 comprises a pair of pins 116 slidably received within bearing sleeves 118 supported hy frames 6 and 8. The pins 116 are actuated by a linkage -- AniC-n 120 comprising a plurality of pivotally Annne~Ated linkage arms 122, 124 and 25 126. A stationary support 128 is pivotally connected to an ;nt~ ';Ate portion of the linkage arm 124, as best shown in Figure 9. A spring 130 connected between the frame 6 and one end of the linkage arm 124 biases the pins 116 in their ~YtPn~ d positions to thereby support the members 36 of the respective wedge assemblies 2 and 4. An actuator 132, such as a pneumatic piston and cylinder assembly or an airbrake actuator, when actuated causes the pins 116 to move inwardly, thereby permitting the frames 36 to drop 5 downwardly by gravity.
The wedge assemblies 2 and 4 may also be locked down in place after deployment by a pair of pins 134 that are actuated in similar fashion as illustrated for the latching - -niF~ 114. The pins 134 are flush with the 10 frames 6 and 8 and under - ~ession against the adjacent sides of the frames 36. When the wedge assemblies 2 and 4 are released from their raised or stored positions, the respective frames 36 and an extension plate 136 will slide against the pins, keeping the pins 134 depressed. As soon 15 as the pins 134 clear the ends of the extension plates 136, the pins 134 will pop out due to the biasing force of the spring 130, thereby locking the wedge assemblies 2 and 4 in the down position, as best shown in Figure 6.
The wedge assemblies 2 and 4 may be equipped with 20 a removable chain mat 138, as best shown in Figure 10. The chain mat is removably secured with a plurality of bolts 140 secured to angle steel member 142. The chain mat 138 may be ~Tl;rP~cl with gripping members 144 that are welded to the chain links of the chain mat 138, as best shown in 25 Figure 10. The gripping members 144 are advant~o~lcly saw-tooth shaped in plan view to promote a digging action into snow or glare ice.
A pair of mounting brackets 146 and 148 are rigidly secured to the respective bearing sleeves 2 0 and w095/28302 2i,'aa275 PCT/US94/04056 22, as best shown in Figures 1 and 2. The mounting brackets 146 and 148 are rigidly secured to respective spring hangers (not shown) of the wheel axle assembly 150, shown schematically in Figure 6. The wheel axle assembly 5 150 are selectively positionable along the truck frame members 10 and 12 by means of removable pins 152 that are received in a pair of respective holes 154 in the frame members 10 and 12 and in the wheel axle assembly 150. The other ends of the frames 6 and 8 are removably secured to 10 the respective truck frame members 10 and 12 by means of co~e,~lting holes 154 and 156 receiving removable pins 158, as best shown in Figures 6 and 7. Thus, when the position of the wheel assembly 14 is adjusted along the truck frame members 10 and 12 to better support the weight of the 15 freight being hauled, the emergency brake device R
advantageously moves with it.
By securing the device R to the wheel axle assembly, braking forces generated during the braking action are advant ~q~ollc] y transmitted to the wheel axle 20 assembly, which is designed to withstand ~,, 'OllC forceS
without damage. During braking action, the forces tending to pull the wedge assembly 2 downwardly are transmitted to the wheel axle which then tend to push the wheels downwardly to the ground, thereby generating increased 25 frict~nn~ forces compared to vehicles using regular brakes .
The power lifting ;~n; cm 32 may be used in lieu of manually lifting the wedge assemblies 2 and 4 after use. The lifting ---h~ni e~m 32 comprises a lever arm 160 wo g~/2830~ --15-- PCTA~S94/040~6 that is rigidly secured to the tube member 18, as best shown in Figure 1. An actuator 162, such as pneumatic cylinder and piston assembly, is pivotally connected to the lever arm 160 with pivot connector 164, as best shown in 5 Figure 1. Actuation of the actuator 162 will cause the rotation of the pipe member 18 in a counter-clockwise direction to thereby lift the wedge Aq~ 1;PC 2 and 4, as best shown in Figures 1 and 2. The actuator 162 is supported by a bracket 166 by means of a pivot connPrt~r 10 168, as best shown in Figures 1 and 2. Additional bearing sleeves 170 and 172 rotatably support the intP --iAte portion of the pipe member 18 through a pair of brackets 174 and 176, as best shown in Figures 1 and 2.
In operation, the wedge A'- ' 1 ies 2 and 4 are 15 stored in their raised or stored positions by means of the latch ~- Ani~m 30. When 2n emergency arises, requiring the use of the emergency brake device R, the operator deactivates the actuator 96 by releasing the air ~JL-:S~UL~:
within its chamber, causing the rod 80 and the connected 20 latching arms 82 to rotate counterclockwise, thereby releasing the rod 24 and causing the wedge ~cspmhl ies 2 and 4 to immediately drop downwardly due to gravity. The trailing end 71 of the flaps 60 are then caught lln-lPrnPAth the wheels 14, thereby pulling the respective wedges 26 25 against the wheels. The projections 74 of the wedges 26, being located at about half the height of the tires, would tend to absorb squarely the forces of impact with the tires, generating reaction forces that are substantially horizontally rl;cposed~ thereby minimizing any upwardly wo 95/28302 2 ~ 8 8 2 7 5 PCT/US9~104056 directed forces that would tend to lift the tires and thereby decrease the downward forces responsible for generating friction forces. In addition, the location of the projections 74, being relatively closer to the 5 rotatable bearing sleeves 20 and 22 acting as fulcrum, advantageously make for a relatively shorter lever arm with respect to the fulcrum, thereby generating smaller torques that would tend to push the wedge assemblies 2 and 4 away from the tires.
Friction forces are generated in the general vicinity indicated at 178, which is adv~ J--o~cl y half a tire closer to the center of gravity of the vehicle. The center of gravity is located at some point between the front and rear wheels of the truck. A person of ordinary 15 skill in the art will understand that the portion of the truck weight being supported by the rear wheels will increase if the frictional point of contact with the ground is moved closer to the center of gravity of the truck.
Thus, during use of the device R, the point of contact with 20 ground is shifted from the tires to the wedge assemblies 2 and 4 generally at the point 178 closer to the center of gravity of the truck, thereby increasing the normal (vertical) forces at that point and increasing the frictional forces available, which are clep~n~-~nt on the 25 normal forces.
Because the wedges 26 and 28 are made of a resilient material, the projections 74 will deform, thereby absorbing the impact forces with the tire and providing a relatively gradual deformation of the wedges 26 and 28 as Wo 95l28302 2 l 8 8 2 7 ~ PCT/~TS94/04056 their contact surfaces 72 eventually engage the tires. In the process, normal forces are shifted toward the area 178, where most of the wear occurs.
The forward ends 61 of the flaps 60 being secured at the vertical planes of the wedges 26 and the trailing ends being caught lln~ rn~ath the tires pull the wedges downwardly and horizontally into the tires, promoting effective contact between the wedges and the tires. The pipe me_bers 56 secured to the bearing plate 44 and 10 ~ ` - 'ed across the wedge 26 provide vertical support for the wedges 26 as they are pulled down by the action of the f laps 6 0 .
After the vehicle has come to a stop, the driver backs up the vehicle a short distance, causing the spring 15 78 to pull the flaps 60 clear of the tires. The wedge assemblies 2 and 4 could then be lifted manually. If the lifting r~-h~n;c~ 32 is used, then actuating the actuator 162 causes the pipe member 18 to be rotated counterclockwise, carrying with it the wedge assemblies 2 20 and 4, as best shown in Figure 2.
The wedge ~cr ' lies 2 and 4 are locked in their down or operative positions by the locking - ~n; Cm 100 or the pins 134, thereby preventing the wedge assemblies from repeatedly bouncing upwardly and making effective contact 25 between the wheels and wedges 26 and 28. During the braking operation, the stress developed is advantageously transmitted through the wheels and axle assembly which are the :~LLullgc~ parts of the vehicle.
wo 95/28302 21 3 3 27 5 PCTIUS94/04056 The actuator 96 is in the latched position, as best shown in Figure 2, when there is air pressure in the system. When the air pressure falls below a desired minimum level, the actuating arm 94 will automatically 5 extend, thereby releasing the wedge assemblies 2 and 4.
The driver will then be unable to operate the vehicle until the air ~I~5:~UL~ problem is fixed. If the vehicle happens to be moving when the air ~t ~:5-uL~: falls below a desired minimum level, the ~ .y brake device R will there~ore 10 automatically deploy. As ~liqCI~c~ in the foregoing, an electric solenoid or another actuator powered from an independent source may be used.
Since the wedges 26 and 28 are connected together by the rod 24, they both fall at the same time and engage 15 the rear wheels at the same time, thereby allowing controlled, straight and even 5topping. Also, since the emergency brake device R provides substantially greater stopping forces at the rear wheels, the tendency of a trailer to jack-knife during an emergency stop is avoided.
20 Emergency stops are straight. The driver is able to stay in one lane of traffic and stop in an e~LL~ -ly short distance. Because the emergency brake device R acts against both rear wheels at the same time, it can be applied while the vehicle is going around a turn or 25 otherwise engaged in maneuvers. Stopping distances using the present invention have been ~ound to be about one-half the normal braking distances for heavy trucks.
While this invention has been described as having preferred design, it is understood that it is capable of wo 9~/28302 --19-- PCT/US94/040~6 further modification, uses and/or adaptations following in general the principle of the invention and including such - departures from the present disclosure as come within known or customary practice in the art to which the invention S pertains, and as may }~e applied to the essential features set forth, and fall within the scope of the invention or the limits of the ~rppnrl~d claims.
FIELD OF ~l~r~ lNVl:.n~_ The present invention relates to an ~ Uy brake device for the stopping of heavy vehicles, such as trucks and trailers, in an extreme ~ y requiring a panic stop or in the event of the failure of the regular braking system.
0 ~P''I'' l.'~'UNLI OF TEIE lhvb~llU~.
For many years an effort has been made to provide an: y~lluy brake device for trucks and trailers that is safe, effective and reliable. The situation has become more acute in recent years due to the uv~:L~,Lu. ing of the interstate highway system, particularly around urban areas.
Due to higher speeds, higher gross weights and/or steep 2 21 88~7~ PCTIUS94/04056 downhill grades, existing brake systems in trucks or other heavy vehicles are often ; n~de~l~te to prevent them from causing accidents. ~eavier loads are being allowed on interstate highways, contributing to the increased 5 1 nri~Pnl e of accidents involving trucks. One cause of brake failure is glazing. When a truck is negotiating downhill, the driver even if he downshifts before starting downhill must often use his brakes to further slow down the truck, for control around curves, etc. Often the heat 10 build-up exceeds the capacity of present brake systems to dissipate the heat generated, resulting in a set of glazed brake pads and a runaway truck. Glaze renders the brakes totally useless. Another cause of brake failure is failure in the hydraulic or pneumatic system, causing loss of 15 ~L'~S~Ur ~ nPcPCC~ry to activate the brake pads. In the event of brake failure, it is almost impossible to avoid an accident often a: n; ed by serious injuries or loss of life.
A fully loaded tractor-traller under a panic stop 20 situation often will experience jack-knifing. Under this situation, the trailer skids sideways at a faster rate than the tractor, overrunning the tractor and often causing the entire tractor-trailer to overturn. If the roadway is icy or snow-covered, the tendency of the tractor trailer to 25 jack-knife is magnified many times over.
Prior art braking systems have not been as s--~cPcc~ul in addressing these problems. Braking systems which depend on activating the brake pads to stop a moving . ~ . . _ _ _ . . . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ w0 95/28302 2 ~ ~ 8 2 7 5 Pcr/uss4l040~6 tractor-trailer or large commercial truck have not been satisfactory .
There is therefore a need to provide an y~ y brake device for tractor trailers and the like that would 5 stop the vehicle during a panic stop without jac3c-knifing even when the road is slippery.
OBJECT8 AND 8~aRY OF T~E lo.v~
It is an object of the present invention to provide an emergency brake device for large wheeled 10 vehicles such as trucks, tractor-trailers and the like that is i n~PrDn-lPnt of the normal 3~raking system that is normally stored in the vehicle in a standby position and which can be readily activated if its use is required in a panic stop or failure of the regular braking system.
It is another obj ect of the present invention to provide an y~ y brake device for large wheeled vehicles that is effective in shifting the weight of the vehicle to maximize the frictional forces to effectively stop the vehicle and adequately absorb the kinetic energy 20 of the moving vehicle.
It is further another obj ect of the present invention to provide an emergency brake device for heavy vehicles that provides very substantial and significant reduction in braking distances compared to normal braking 25 distances for heavy trucks.
It is still another object of the present invention to provide an emergency brake device Which, in ~ s wos~/28302 21 88275 PCTIUS94/04056 its operating position, minimizes any stress on the vehicle or supporting structure except through the tire and axle assembly .
It is yet another object of the present invention 5 to provide an ~ y brake device that engages and locks the rear wheels of the vehicle at the same time thereby to maintain the direction of travel of the vehicle in a straight line .
It is an object of the present invention to 10 provide an: -- y~ ,y brake device that deploys automatically upon loss of pneumatic or hydraulic pLI::6~U' a in the normal brake system of the vehicle.
It is another object of the present invention to provide an: y~ ,y brake device which in its operating 15 position is able to stop the vehicle without jack-knifing.
It is yet another object of the present invention to provide an emergency brake device which can be used on vehicles with movable wheel assemblies.
These and other objects of the present invention 20 will become apparent from the following detailed description .
R17TFF LIIC&~,;K1~ .. OF T~l! DR~WI~GB
Figure 1 is a perspective view of an emergency brake device in accordance with the present invention, 25 shown in the deployed or brsking position.
Figure 2 is a perspective view of the brake device of Figure 1, as shown in the raised or stored position .
21 8g275 wo 95128302 Pcr~uS941040~6 Figure 3 is a cross-sectional view of one of the wedge assemblies used in the present invention, taken along line 3-3 of Figure 4.
Figure 4 is a fragmentary cross-sectional view 5 taken along line 4-4 of Figure 3.
Fisure 5 is a cross-sectional view of a flap taken along line 5-5 of Figure 3.
Figure 6 is an enlarged side elevational view of Figure 1.
Figure 7 i8 an enlarged side elevational view of Figure 2.
Figures 8 (a) and 8 (b) are schematic cross-sectional views of a locking -- ~ni~ u6ed in the present invention .
Figure 9 is a front elevational view of an alternative r~mhor~ir L of a latching -n;c-n used in the present invention.
Flgure lO is a perspective view of a wedge assembly used in the present invention, shown in the raised 20 or stored position with a removable chain mat.
DETAT~ED ~E:,,C~ J.. OF THE l~V~ rN
An emergency brake device R in accordance with the present invention is disclosed in Figure 1. The device R comprises a pair of wedge ;~Cc~.~hl ir~ 2 and 4 that are 25 pivotally secured to a pair of frames 6 and 8, respectively, that are in turn secured to the respective rear wheel axle assembly ~shown schematically in Figures 6 and 7) and the truck frame members 10 and 12. The device R
21 &8275 wo 9~/28302 PCT/US9~/04056 may be selectively positioned along the truck frame members 10 and 12 as the rear wheel assembly 14 is moved to a different position. The deYice R ls A; qposed in front of the rear wheel assembly 14 relative to the direction of 5 motion 16 of the truck. The rear wheel assembly may comprise one or two axles with each axle carrying four tires, as best shown in Figure 1.
The wedge ACsP-hl ;~c 2 and 4 are rotatable about the fixed frames 6 and 8 by means of a pipe or rod member 10 18 rotatably supported by bearing sleeves 20 and 22 that are rigidly secured to respective one end of the f rames 6 and 8, as best shown in Figures 1 and 2. The rod member 18 is rigidly secured to and rotates with the wedge ::IccF-_hl ies 2 and 4 at its end portions. The end portions of a rod 24 15 are ~ Ad in respective wedges 26 and 28 to advantageously permit the wedge assemblies 2 and 4 to drop down to their operative positions at the same time.
A latch - --hAni ~q 30 holds the wedge assemblies 2 and 4 in the raised or stored position when not in use and 20 releases them 50 that they drop by gravity and simultaneously engage the respective rear wheels to stop the vehicle. A lifting ---h~n; c_ 32 may be employed to raise the wedge assemblies 2 and 4 after use.
The wedge assemblies 2 and 4 are identical in 25 construction and the following description is applicable to both. The wedge assembly 2 comprises a rotatable frame 34 that -Uy~uL~S the wedge 26. The frame 34 includes a pair of spaced apart steel members 36 secured to a cross-member 38 at their bottom end portions and to the pipe member 18 WO 95128302 PCTtlJS94tO4056 at their upper end portions, as best shown in Figure 2.
The wedge 2 6 is fl i crncPfl between the steel members 3 6 and i5 slidable along their longitudinal axis through respective slots 40 flicpr)cPd on each me~ber 36, as best shown in Figures 2 and 3 . The members 3 6 are advantageously used standard angle irons to provide rigidity and strength. A pair of steel members 42 are flicpo5ed in sliding configuration relative to the respective members 36, as best shown in Figure 4. A
bearing plate 44 is interposed between the wedge 26 and the members 42, as best shown in Figures 3 and 4. A plurality of "T"-shaped bolts 46 molded into the wedge 26 secure the wedge 26 to the members 42 and the bearing plate 44. The members 42 are advantageously used angle irons with leg portions 48 and 50 for rigidity and strength, as best shown in Figure 4. The leg portions 50 are secured to the bearing plate 44 by welding or other standard means. The leg portions 48 are rigidly secured to a bolt 52 whose end portions are slidingly secured to the respective slots 40.
A bridge support 54 is rigidly secured to the bearing plate 44 by welding or other standard means substantially midway between the members 42 and is rigidly secured by welding or other standard means to an int~ te portion of the bolt 52, as best shown in Figure 4.
A rectangular pipe or rod member 56 is rigidly 6ecured to the bearing plate 44 and is received within a cooperating slot 58 disposed laterally within the wedge 26 to advantageously provide vertical support to the wedge 26 during operative use, as best shown in Figures 3 and 4.
Wo 9~/28302 2 i ~ ~ 27 5 PCT/US941040S6 A flap 60 is disposed underneath the wedge 26 and extends beyond the trailing portion of the wedge 26, as best shown in Figures 1 and 3. A plurality of bolts 62 rigidly secured to an end portion of the bearing plate 44 5 secure the leading edge portion 61 of the flap 60 through a spacer plate 64 and a bearing plate 66, as best shown in Figures 3 and 4. The flap 60 has the same width as the wedge 26. The flap 60 has ground contact surface 68 that ;nr~ Pc a plurality of grooves 70 tl;cp~fi~l in the 10 direction of travel of the vehicle to advantageously divert water during use on a wet p~lV. ~, as best shown in Figure 5. The flap 60 may be made of rubber or any other similar material . The flap 60 is advant~eo~lcl y long enough such that its trailing end portion 71 will be disposed directly 15 lln~rn~th the wheels 14 during use to pull the wedge 26 tight against the rear wheel. The flap 60 will advantageously pull the wedge 26 horizontally at the trailing end portion 71 and downwardly at the leading end portion 61, producing a resultant force directed at an 20 angle toward the interior of tire, thereby causing maximum contact between the tire and the wedge 26.
The flap 60 advantageously protects the wedge 26 rrom direct wear and tear and is relatively easily removable, without disassembly of the entire wedge 25 assembly.
The wedge 26 is preferably made Or molded hard polyurethane composition, such as BAYDUR 742, which is a polyurethane system available from Mobay rl~mic~l Corporation, Pittsburgh, Pennsylvania. The polyurethane ... . . . , . _ . _ . _ . _ .. _ . _, .. _ . . ... . .. . _ .. .. _ . . _ _ 2 1 ~275 ~ WO 9512831)2 PCT/[JS94/04056 _g_ system used for the wedges 26 and 28 is particularly well suited because of its lightness, compressibility, durability, cure factors and other physical characteristics .
The wedge 26 is substantially as high as the .1;: ' c~r and shorter than the diameter of wheels 14, as best shown in Figure 7. The wedge 26 is as wide as the tandem wheels 14. The wedge 26 is .-ul,aLal~tially triangular in ~;LU~g section with a contact surface 72 that has substantially the same radius or UULV. LUL~ as the wheels 14, as best shown in Figure 7. The wedge 26 has a proj ecting portion or bead 74 that extends across its entire width and is adapted to make contact with the wheels 14 substantially at a distance above the ground to about a point 81 equal to the radius of the tires 14. The bead 74 projects above an adjacent portion 75 of the arcuate surface 72, as best shown in Figure 3. The wedge 26 has trailing end portion 76 that is adapted to be rl i .~pos~l slightly in front of the vertical centerline 73 of the wheels 14, such that the trailing end portion 71 of the flap 60 is interposed directly lln~ rnPAth the tires 14 during use, below the centerline 73. The wedge 26 in cross-section is substantially triangular in shape with vertical planar surface 77 and horizontal planar surface 79, as best shown in Figure 3. It is not n~c~-~s Iry that the L:ULV~ULI:: of the contact surface 72 be exactly identical to the curvature of the wheels 14, provided that the projecting portion or bead 74 essentially makes contact Wo 9S/28302 21 8 8 2 7 5 PCTiUS94/04056 with the wheel first before substantially making contact with the rest of the surface 72.
A spring 78 secured between the pipe mem.ber 18 and the bridge support 54 urges the wedge 26 toward the 5 pipe member 18 and advantageously helps in distributing the force exerted by the flap 60, as best shown in Figures 2 and 8. The spring 78 also advantageously assists in lifting the wedge assembly 26 to its stored, non-operative position after use, as will be further described.
The latch r-c~hAnicm 30 comprises a rod 80 rotatably secured at its end portions by the frames 6 and 8 r as best shown in Figure 1. A pair of latching arms 82 are secured in parallel configuration at their respective upper end portions 84 to the rod 80, best shown in Figures 15 1, 2, 6 and 7.
The arms 82 have lower end portions 86, each of which has a hook 88 adapted to receive and support the rod 80 when the wedge assemblies are in the raised or stored position, as best shown in Figure 6. A downwardly ~ pnsecl 20 slot 90 in a lower end portion of each frames 6 and 8 cou~el~t.e with the hooks 88 to thereby secure the rod 24 and prevent it from accidentally dropping off from the arms 82. A lever arm 92 has one of its end rigidly secured to the rod 80 and its other end pivotally secured to an 25 actuating arm 94 of a pneumatic actuator, such as a piston and cylinder assembly 96, as best shown in Figures 7 and 8.
Pivot connector 98 securing the actuating rod 94 and the lever arm 92 permits rotation of the rod 80 when the actuating a~m 94 is extended to release the wedge WO 95128302 PCT/US94/OJO.'i6 assemblies 2 and 4, as best shown in Figure 6. The actuator 96 is suitably supported by a pivoting support 99 to permit rotational movement during extension and retraction of the actuating arm 94. The actuator 96 is 5 normally energized with air pL~s~uLe or the like when in the holding position, as best shown in Figures 2 and 7.
Relieving the air pLe51:~UL~: will cause the actuating arm 94 to extend and release the wedge assemblies 2 and 4.
An electric solenoid (not shown) may also be used 10 for the actuator 96, with the advantage of being ;nt~ from the hydraulic or pneumatic system of the vehicle. The electric solenoid may be powered from the electrical system of the truck, providing reliable actuation of the emergency brake device R even in the event 15 of total failure of the hydraulic or pneumatic circuit of the vehicle .
Controls (not shown) for actuation of the actuator 96 is advantageously ~ pss-~d within the cab of the vehicle to enable the driver to deploy the: ycll- y 20 brake device R at any time.
A locking -~h~n; e.m 100 to hold the wedges 2 and 4 in the engaged or operztive positions and prevent them from bol~nrin7 forward is disclosed in Figures 8(a) and 8 (b) . A bolt 102 with a square head 104 is secured 25 .1~; LLically through the pipe member 18 at two locations, preferably adjacent the respective bearing sleeves 20 and 22. A plate 106 is rigidly secured to a pivotable rod 107 at one end and biased by spring secured to a stationary support 111 wo 95/28302 2 ~ ~ 8 2 7 5 PCTr[lS94/04056 such that the other end 110 is biased towards the pipe member 18, a6 best shown in Figure 8 (a) . When the wedge as6emblies 2 and 4 are released from their raised or stored position, the rotatable frames 34 drop by gravity toward 5 the wheels 14. The pipe member 18 rotates with the frame 34, since they are rigidly secured together. As the pipe member 18 rotates, the sguare head 104 forces the end portion 110 outwardly. As the frame 34 continues to rotate in the clockwise direction 112, the head 104 goes past the 10 end portion 110, at which time the end portion 110 snaps back towards the pipe member 18, thereby locking the frame 34 against rotation in the counterclockwise direction, as best shown in phantom lines in Figure 8 (b) . A p~lchhAnrll e 113 pivotally connected to a crank arm 115 and actuated in 15 the direction of the arrow 117 provides means for releasing the plate 106 from the bolt head 104, as best shown in Figure 8 (b) . The bolt head 104 acts as a stop in c~u~eL~Ition with the end 110 of the plate 106.
An alternative: -'ir ~ for a latch -- Ani =~n 20 114 is disclose in Figure 9 . The latch AhAni ~"- 114 comprises a pair of pins 116 slidably received within bearing sleeves 118 supported hy frames 6 and 8. The pins 116 are actuated by a linkage -- AniC-n 120 comprising a plurality of pivotally Annne~Ated linkage arms 122, 124 and 25 126. A stationary support 128 is pivotally connected to an ;nt~ ';Ate portion of the linkage arm 124, as best shown in Figure 9. A spring 130 connected between the frame 6 and one end of the linkage arm 124 biases the pins 116 in their ~YtPn~ d positions to thereby support the members 36 of the respective wedge assemblies 2 and 4. An actuator 132, such as a pneumatic piston and cylinder assembly or an airbrake actuator, when actuated causes the pins 116 to move inwardly, thereby permitting the frames 36 to drop 5 downwardly by gravity.
The wedge assemblies 2 and 4 may also be locked down in place after deployment by a pair of pins 134 that are actuated in similar fashion as illustrated for the latching - -niF~ 114. The pins 134 are flush with the 10 frames 6 and 8 and under - ~ession against the adjacent sides of the frames 36. When the wedge assemblies 2 and 4 are released from their raised or stored positions, the respective frames 36 and an extension plate 136 will slide against the pins, keeping the pins 134 depressed. As soon 15 as the pins 134 clear the ends of the extension plates 136, the pins 134 will pop out due to the biasing force of the spring 130, thereby locking the wedge assemblies 2 and 4 in the down position, as best shown in Figure 6.
The wedge assemblies 2 and 4 may be equipped with 20 a removable chain mat 138, as best shown in Figure 10. The chain mat is removably secured with a plurality of bolts 140 secured to angle steel member 142. The chain mat 138 may be ~Tl;rP~cl with gripping members 144 that are welded to the chain links of the chain mat 138, as best shown in 25 Figure 10. The gripping members 144 are advant~o~lcly saw-tooth shaped in plan view to promote a digging action into snow or glare ice.
A pair of mounting brackets 146 and 148 are rigidly secured to the respective bearing sleeves 2 0 and w095/28302 2i,'aa275 PCT/US94/04056 22, as best shown in Figures 1 and 2. The mounting brackets 146 and 148 are rigidly secured to respective spring hangers (not shown) of the wheel axle assembly 150, shown schematically in Figure 6. The wheel axle assembly 5 150 are selectively positionable along the truck frame members 10 and 12 by means of removable pins 152 that are received in a pair of respective holes 154 in the frame members 10 and 12 and in the wheel axle assembly 150. The other ends of the frames 6 and 8 are removably secured to 10 the respective truck frame members 10 and 12 by means of co~e,~lting holes 154 and 156 receiving removable pins 158, as best shown in Figures 6 and 7. Thus, when the position of the wheel assembly 14 is adjusted along the truck frame members 10 and 12 to better support the weight of the 15 freight being hauled, the emergency brake device R
advantageously moves with it.
By securing the device R to the wheel axle assembly, braking forces generated during the braking action are advant ~q~ollc] y transmitted to the wheel axle 20 assembly, which is designed to withstand ~,, 'OllC forceS
without damage. During braking action, the forces tending to pull the wedge assembly 2 downwardly are transmitted to the wheel axle which then tend to push the wheels downwardly to the ground, thereby generating increased 25 frict~nn~ forces compared to vehicles using regular brakes .
The power lifting ;~n; cm 32 may be used in lieu of manually lifting the wedge assemblies 2 and 4 after use. The lifting ---h~ni e~m 32 comprises a lever arm 160 wo g~/2830~ --15-- PCTA~S94/040~6 that is rigidly secured to the tube member 18, as best shown in Figure 1. An actuator 162, such as pneumatic cylinder and piston assembly, is pivotally connected to the lever arm 160 with pivot connector 164, as best shown in 5 Figure 1. Actuation of the actuator 162 will cause the rotation of the pipe member 18 in a counter-clockwise direction to thereby lift the wedge Aq~ 1;PC 2 and 4, as best shown in Figures 1 and 2. The actuator 162 is supported by a bracket 166 by means of a pivot connPrt~r 10 168, as best shown in Figures 1 and 2. Additional bearing sleeves 170 and 172 rotatably support the intP --iAte portion of the pipe member 18 through a pair of brackets 174 and 176, as best shown in Figures 1 and 2.
In operation, the wedge A'- ' 1 ies 2 and 4 are 15 stored in their raised or stored positions by means of the latch ~- Ani~m 30. When 2n emergency arises, requiring the use of the emergency brake device R, the operator deactivates the actuator 96 by releasing the air ~JL-:S~UL~:
within its chamber, causing the rod 80 and the connected 20 latching arms 82 to rotate counterclockwise, thereby releasing the rod 24 and causing the wedge ~cspmhl ies 2 and 4 to immediately drop downwardly due to gravity. The trailing end 71 of the flaps 60 are then caught lln-lPrnPAth the wheels 14, thereby pulling the respective wedges 26 25 against the wheels. The projections 74 of the wedges 26, being located at about half the height of the tires, would tend to absorb squarely the forces of impact with the tires, generating reaction forces that are substantially horizontally rl;cposed~ thereby minimizing any upwardly wo 95/28302 2 ~ 8 8 2 7 5 PCT/US9~104056 directed forces that would tend to lift the tires and thereby decrease the downward forces responsible for generating friction forces. In addition, the location of the projections 74, being relatively closer to the 5 rotatable bearing sleeves 20 and 22 acting as fulcrum, advantageously make for a relatively shorter lever arm with respect to the fulcrum, thereby generating smaller torques that would tend to push the wedge assemblies 2 and 4 away from the tires.
Friction forces are generated in the general vicinity indicated at 178, which is adv~ J--o~cl y half a tire closer to the center of gravity of the vehicle. The center of gravity is located at some point between the front and rear wheels of the truck. A person of ordinary 15 skill in the art will understand that the portion of the truck weight being supported by the rear wheels will increase if the frictional point of contact with the ground is moved closer to the center of gravity of the truck.
Thus, during use of the device R, the point of contact with 20 ground is shifted from the tires to the wedge assemblies 2 and 4 generally at the point 178 closer to the center of gravity of the truck, thereby increasing the normal (vertical) forces at that point and increasing the frictional forces available, which are clep~n~-~nt on the 25 normal forces.
Because the wedges 26 and 28 are made of a resilient material, the projections 74 will deform, thereby absorbing the impact forces with the tire and providing a relatively gradual deformation of the wedges 26 and 28 as Wo 95l28302 2 l 8 8 2 7 ~ PCT/~TS94/04056 their contact surfaces 72 eventually engage the tires. In the process, normal forces are shifted toward the area 178, where most of the wear occurs.
The forward ends 61 of the flaps 60 being secured at the vertical planes of the wedges 26 and the trailing ends being caught lln~ rn~ath the tires pull the wedges downwardly and horizontally into the tires, promoting effective contact between the wedges and the tires. The pipe me_bers 56 secured to the bearing plate 44 and 10 ~ ` - 'ed across the wedge 26 provide vertical support for the wedges 26 as they are pulled down by the action of the f laps 6 0 .
After the vehicle has come to a stop, the driver backs up the vehicle a short distance, causing the spring 15 78 to pull the flaps 60 clear of the tires. The wedge assemblies 2 and 4 could then be lifted manually. If the lifting r~-h~n;c~ 32 is used, then actuating the actuator 162 causes the pipe member 18 to be rotated counterclockwise, carrying with it the wedge assemblies 2 20 and 4, as best shown in Figure 2.
The wedge ~cr ' lies 2 and 4 are locked in their down or operative positions by the locking - ~n; Cm 100 or the pins 134, thereby preventing the wedge assemblies from repeatedly bouncing upwardly and making effective contact 25 between the wheels and wedges 26 and 28. During the braking operation, the stress developed is advantageously transmitted through the wheels and axle assembly which are the :~LLullgc~ parts of the vehicle.
wo 95/28302 21 3 3 27 5 PCTIUS94/04056 The actuator 96 is in the latched position, as best shown in Figure 2, when there is air pressure in the system. When the air pressure falls below a desired minimum level, the actuating arm 94 will automatically 5 extend, thereby releasing the wedge assemblies 2 and 4.
The driver will then be unable to operate the vehicle until the air ~I~5:~UL~ problem is fixed. If the vehicle happens to be moving when the air ~t ~:5-uL~: falls below a desired minimum level, the ~ .y brake device R will there~ore 10 automatically deploy. As ~liqCI~c~ in the foregoing, an electric solenoid or another actuator powered from an independent source may be used.
Since the wedges 26 and 28 are connected together by the rod 24, they both fall at the same time and engage 15 the rear wheels at the same time, thereby allowing controlled, straight and even 5topping. Also, since the emergency brake device R provides substantially greater stopping forces at the rear wheels, the tendency of a trailer to jack-knife during an emergency stop is avoided.
20 Emergency stops are straight. The driver is able to stay in one lane of traffic and stop in an e~LL~ -ly short distance. Because the emergency brake device R acts against both rear wheels at the same time, it can be applied while the vehicle is going around a turn or 25 otherwise engaged in maneuvers. Stopping distances using the present invention have been ~ound to be about one-half the normal braking distances for heavy trucks.
While this invention has been described as having preferred design, it is understood that it is capable of wo 9~/28302 --19-- PCT/US94/040~6 further modification, uses and/or adaptations following in general the principle of the invention and including such - departures from the present disclosure as come within known or customary practice in the art to which the invention S pertains, and as may }~e applied to the essential features set forth, and fall within the scope of the invention or the limits of the ~rppnrl~d claims.
Claims (27)
1. An emergency brake device for stopping the rear wheels of a vehicle, comprising:
a) a support adapted for securing to an underside of the vehicle ahead of a rear wheel;
b) a wedge assembly including a frame and a resilient wedge carried by said frame operably secured to said support;
c) said wedge assembly being movable from a stored position to an operative position such that said wedge is disposed between the rear wheel and the ground thereby to stop the vehicle;
d) said wedge having an arcuate surface for engaging against the wheel;
e) said wedge having horizontal and vertical planar surfaces when said wedge assembly is in said operative position, said arcuate surface being disposed between said horizontal and vertical planar surfaces; and f) said arcuate surface and said vertical planar surface terminating into a longitudinal projection portion at an upper end portion of said wedge adapted to engage the wheel when said wedge assembly is in said operative position.
a) a support adapted for securing to an underside of the vehicle ahead of a rear wheel;
b) a wedge assembly including a frame and a resilient wedge carried by said frame operably secured to said support;
c) said wedge assembly being movable from a stored position to an operative position such that said wedge is disposed between the rear wheel and the ground thereby to stop the vehicle;
d) said wedge having an arcuate surface for engaging against the wheel;
e) said wedge having horizontal and vertical planar surfaces when said wedge assembly is in said operative position, said arcuate surface being disposed between said horizontal and vertical planar surfaces; and f) said arcuate surface and said vertical planar surface terminating into a longitudinal projection portion at an upper end portion of said wedge adapted to engage the wheel when said wedge assembly is in said operative position.
2. An emergency brake device as in Claim 1, wherein:
a) said wedge assembly includes a flap secured to said wedge such that when said wedge assembly is in said operative position, said flap is disposed between said horizontal planar surface of said wedge and the ground:
b) said flap includes a trailing end portion extending beyond an end portion of said wedge adapted to be disposed underneath the wheel thereby to pull said wedge horizontally; and c) said flap includes a leading end portion secured to said vertical planar surface of said wedge thereby to pull said wedge downwardly.
a) said wedge assembly includes a flap secured to said wedge such that when said wedge assembly is in said operative position, said flap is disposed between said horizontal planar surface of said wedge and the ground:
b) said flap includes a trailing end portion extending beyond an end portion of said wedge adapted to be disposed underneath the wheel thereby to pull said wedge horizontally; and c) said flap includes a leading end portion secured to said vertical planar surface of said wedge thereby to pull said wedge downwardly.
3. An emergency brake device as in Claim 1, wherein:
a) said support is removably secured to the vehicle.
a) said support is removably secured to the vehicle.
4. An emergency brake device as in Claim 1, wherein:
a) said support includes a rear end for securing to a wheel axle assembly of the rear wheel and a front end removably secured to a frame of the vehicle.
a) said support includes a rear end for securing to a wheel axle assembly of the rear wheel and a front end removably secured to a frame of the vehicle.
5. An emergency brake device as in Claim 1, wherein:
a) said frame includes a first end portion rotatably secured to said support rear end and a second end portion secured to said wedge.
a) said frame includes a first end portion rotatably secured to said support rear end and a second end portion secured to said wedge.
6. An emergency brake device as in Claim 4, wherein:
a) said second end portion includes a slot;
and b) said wedge is slidably secured to said slot.
a) said second end portion includes a slot;
and b) said wedge is slidably secured to said slot.
7. An emergency brake device as in Claim 5, wherein:
a) said wedge assembly includes a spring for biasing said wedge upwardly toward said first end portion.
a) said wedge assembly includes a spring for biasing said wedge upwardly toward said first end portion.
8. An emergency brake device as in Claim 1, wherein:
a) said wedge is polyurethane.
a) said wedge is polyurethane.
9. An emergency brake device as in Claim 1, wherein:
a) said arcuate surface is substantially complementary to the shape of the wheel.
a) said arcuate surface is substantially complementary to the shape of the wheel.
10. An emergency brake device as in Claim 1, wherein:
a) said projection is disposed at a distance above the ground at least equal to the radius of the wheel when said wedge assembly is in said operative position.
a) said projection is disposed at a distance above the ground at least equal to the radius of the wheel when said wedge assembly is in said operative position.
11. An emergency brake device as in Claim 2, wherein:
a) said flap includes a plurality of grooves disposed along the direction of travel of the vehicle.
a) said flap includes a plurality of grooves disposed along the direction of travel of the vehicle.
12. An emergency brake device as in Claim 2, wherein:
a) said wedge assembly includes a bearing plate secured to said wedge vertical planar surface;
b) a box member secured to said bearing plate and disposed across the width of said wedge; and c) said box member is disposed within a complementary slot in said wedge.
a) said wedge assembly includes a bearing plate secured to said wedge vertical planar surface;
b) a box member secured to said bearing plate and disposed across the width of said wedge; and c) said box member is disposed within a complementary slot in said wedge.
13. An emergency brake device as in Claim 12, wherein:
a) said wedge assembly includes a plurality of "T"-shaped bolts for securing said wedge to said bearing plate.
a) said wedge assembly includes a plurality of "T"-shaped bolts for securing said wedge to said bearing plate.
14. An emergency brake device as in Claim 13, wherein:
a) said flap includes a leading edge portion;
b) said wedge assembly includes a bar plate: and c) said flap leading edge portion is compressed between said bearing plate and said bar plate.
a) said flap includes a leading edge portion;
b) said wedge assembly includes a bar plate: and c) said flap leading edge portion is compressed between said bearing plate and said bar plate.
15. An emergency brake device as in Claim 1, and further comprising:
a) a latch assembly for holding said wedge assembly in said stored position.
a) a latch assembly for holding said wedge assembly in said stored position.
16. An emergency brake device as in Claim 14, wherein:
a) said latch assembly includes an arm selectively positionable between a latching position adapted to support said wedge assembly in said stored position and a release position adapted to permit said wedge assembly to drop to said operative position.
a) said latch assembly includes an arm selectively positionable between a latching position adapted to support said wedge assembly in said stored position and a release position adapted to permit said wedge assembly to drop to said operative position.
17. An emergency brake device as in Claim 15, wherein:
a) said support includes a first slot directed downwardly;
b) said wedge assembly includes a rod adapted to be received within said slot when said wedge assembly is in said stored position; and c) said arm includes a second slot disposed upwardly adapted to receive said rod when said wedge assembly is in said stored position such that said rod is positively locked in place.
a) said support includes a first slot directed downwardly;
b) said wedge assembly includes a rod adapted to be received within said slot when said wedge assembly is in said stored position; and c) said arm includes a second slot disposed upwardly adapted to receive said rod when said wedge assembly is in said stored position such that said rod is positively locked in place.
18. An emergency brake device as in Claim 14, wherein:
a) said latch assembly includes an actuator operably connected to said rod for operating said arm; and b) said actuator is energized when said arm is in said latching position and de-energized when said arm is in said release position.
a) said latch assembly includes an actuator operably connected to said rod for operating said arm; and b) said actuator is energized when said arm is in said latching position and de-energized when said arm is in said release position.
19. An emergency brake device as in Claim 14, wherein:
a) said latching assembly includes a retractable pin.
a) said latching assembly includes a retractable pin.
20. An emergency brake device as in Claim 1, and further comprising:
a) an actuator operably connected to said wedge assembly for lifting said wedge assembly to said stored position after being deployed.
a) an actuator operably connected to said wedge assembly for lifting said wedge assembly to said stored position after being deployed.
21. An emergency brake device as in Claim 1, and further comprising:
a) a lock mechanism for holding said wedge assembly in said operative position after being deployed.
a) a lock mechanism for holding said wedge assembly in said operative position after being deployed.
22. An emergency brake device as in Claim 20, wherein:
a) said lock mechanism includes a stop operably secured to said wedge assembly and a plate operably secured to said support; and b) said plate includes an edge that locks against said stop after said wedge assembly is in said operative position.
a) said lock mechanism includes a stop operably secured to said wedge assembly and a plate operably secured to said support; and b) said plate includes an edge that locks against said stop after said wedge assembly is in said operative position.
23. An emergency brake device as in Claim 20, wherein:
a) said lock mechanism includes a retractable pin.
a) said lock mechanism includes a retractable pin.
24. An emergency brake device as in Claim 2, and further comprising:
a) a chain mat removably secured to said flap such that said chain mat is interposed between said flap and the ground when said wedge assembly is in said operative position.
a) a chain mat removably secured to said flap such that said chain mat is interposed between said flap and the ground when said wedge assembly is in said operative position.
25. An emergency brake device as in Claim 23, and further comprising:
a) gripping members secured across the width of said chain mat, each of which is saw-toothed shaped in plan view.
a) gripping members secured across the width of said chain mat, each of which is saw-toothed shaped in plan view.
26. An emergency brake device for stopping the rear wheels of a vehicle, comprising:
a) a support adapted for securing to an underside of the vehicle ahead of a rear wheel;
b) a wedge assembly including a frame and a resilient wedge carried by said frame operably secured to said support;
c) said wedge assembly being movable from a stored position to an operative position such that said wedge is disposed between the rear wheel and the ground thereby to stop the vehicle;
d) said wedge having an arcuate surface for engaging against the wheel;
e) said wedge having horizontal and vertical planar surfaces when said wedge assembly is in said operative position, said arcuate surface being disposed between said horizontal and vertical planar surfaces;
f) said wedge assembly including a flap secured to said wedge such that when said wedge assembly is in said operative position, said flap is disposed between said horizontal planar surface of said wedge and the ground;
g) said flap having a trailing end portion extending beyond an end portion of said wedge adapted to be disposed underneath the wheel thereby to pull said wedge horizontally;
h) said flap having a leading end portion secured to said vertical planar surface of said wedge thereby to pull said wedge downwardly; and i) said vertical planar surface being disposed ahead of the wheel at a distance at least equal to the radius of the wheel when said wedge assembly is in said operative position, whereby the portion of the weight supported by the rear wheel is shifted forward to said wedge approximately the distance of the radius of the wheel to increase the available frictional forces during braking.
a) a support adapted for securing to an underside of the vehicle ahead of a rear wheel;
b) a wedge assembly including a frame and a resilient wedge carried by said frame operably secured to said support;
c) said wedge assembly being movable from a stored position to an operative position such that said wedge is disposed between the rear wheel and the ground thereby to stop the vehicle;
d) said wedge having an arcuate surface for engaging against the wheel;
e) said wedge having horizontal and vertical planar surfaces when said wedge assembly is in said operative position, said arcuate surface being disposed between said horizontal and vertical planar surfaces;
f) said wedge assembly including a flap secured to said wedge such that when said wedge assembly is in said operative position, said flap is disposed between said horizontal planar surface of said wedge and the ground;
g) said flap having a trailing end portion extending beyond an end portion of said wedge adapted to be disposed underneath the wheel thereby to pull said wedge horizontally;
h) said flap having a leading end portion secured to said vertical planar surface of said wedge thereby to pull said wedge downwardly; and i) said vertical planar surface being disposed ahead of the wheel at a distance at least equal to the radius of the wheel when said wedge assembly is in said operative position, whereby the portion of the weight supported by the rear wheel is shifted forward to said wedge approximately the distance of the radius of the wheel to increase the available frictional forces during braking.
27. An emergency brake device as in Claim 25, wherein:
a) said arcuate surface and said vertical planar surface of each wedge terminate into a longitudinal projection portion at an upper end portion of said wedge adapted to engage the wheel approximately about a point above the ground equal to the radius of the wheel.
a) said arcuate surface and said vertical planar surface of each wedge terminate into a longitudinal projection portion at an upper end portion of said wedge adapted to engage the wheel approximately about a point above the ground equal to the radius of the wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002188275A CA2188275A1 (en) | 1994-04-19 | 1994-04-19 | Emergency brake device for trucks and the like |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002188275A CA2188275A1 (en) | 1994-04-19 | 1994-04-19 | Emergency brake device for trucks and the like |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2188275A1 true CA2188275A1 (en) | 1995-10-26 |
Family
ID=4159109
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002188275A Abandoned CA2188275A1 (en) | 1994-04-19 | 1994-04-19 | Emergency brake device for trucks and the like |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2188275A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104192100A (en) * | 2014-09-28 | 2014-12-10 | 汪风珍 | Vehicle brake |
| CN105221605A (en) * | 2015-09-29 | 2016-01-06 | 赵明 | A kind of transport rubber-tired cart safety catch |
| CN112576649A (en) * | 2020-12-08 | 2021-03-30 | 俞志强 | Mechanical symmetric externally-driven built-in locking mechanism |
-
1994
- 1994-04-19 CA CA002188275A patent/CA2188275A1/en not_active Abandoned
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104192100A (en) * | 2014-09-28 | 2014-12-10 | 汪风珍 | Vehicle brake |
| CN104192100B (en) * | 2014-09-28 | 2016-06-29 | 汪风珍 | vehicle brake |
| CN105221605A (en) * | 2015-09-29 | 2016-01-06 | 赵明 | A kind of transport rubber-tired cart safety catch |
| CN112576649A (en) * | 2020-12-08 | 2021-03-30 | 俞志强 | Mechanical symmetric externally-driven built-in locking mechanism |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |