GB1605152A

GB1605152A - Vehicle safety system

Info

Publication number: GB1605152A
Application number: GB2418178A
Authority: GB
Original assignee: Individual
Current assignee: Individual
Priority date: 1978-05-30
Filing date: 1978-05-30
Publication date: 1982-03-24

Description

(54) VEHICLE SAFETY SYSTEM (71) I, LAU TIN Lol, of Chinese Nation ality,of 55 Yu Chow Street, 1 sot Floor, Kowloon, Hong Kong, do hereby declare the invention, for which I pray that a patent may be granted to me, and the method by which it is to be performed, to be particularly described, in and by the following statement: This invention relates to means for causing vehicles to stop automatically in the event of a collision. The invention has particular but not exclusive reference to automobiles.

In everyday life, it is inevitable that there are traffic accidents resulting in serious injury and damage to drivers, passengers, pedestrians and vehicles. The effects of many of these accidents can be reduced if the vehicles concerned can be brought to a standstill in the shortest possible time. After the initial impact of a collision,the vehicle or vehicles will continue to move in a manner which, depending on the state of the driver or drivers, will either be controlled or uncontrolled. For example,a driver of a vehicle involved in an impact could be unconscious with his foot pressed against the accelerator pedal. In this dangerous situation, the vehicle, if still moving, would be uncontrollable.

According to the present invention, a vehicle is provided with a braking system, a peripheral impact sensor and vehicle control members, said peripheral impact sensor being arranged, on detecting an impact, to actuate automatically the said braking system, and the said vehicle control members, and to effect forcible lowering of brake shoes for interaction with a road surface in such a manner as to bring the vehicle to rest.

The invention is further described with reference to the accompanying drawings, in which: Figure 1 is a schematic view of a vehicle frontend impact sensor and vehicle control means; Figure 2 is a schematic view of a pair of brake shoes; Figure 3 is a perspective view of the vehicle front end sensor and vehicle control means; Figure 4 is a plan view of a vehicle, showing the layout of the vehicle front-end sensor, vehicle control means and braking system; and Figure 5 is a schematic view of a bumper extension.

As shown in Figure 4, a generally conventional car is fitted with a control system which acts on the conventional controls of the car to stop the car if it is involved in a serious impact.

The automatic impact-sensitive control system is shown in more detail in Figures 1 and 3 and includes an impact sensor at the front of the car, which may be a generally conventional bumper 14 mounted to move against springs 15 on impact.

The automatic control system includes a piston 1 located in a piston slide block 2. A piston return spring 3 is positioned on the piston 1. A substantially vee-shaped push rod 5 is connected to the piston by means of a bolt 4. The two limbs of the vee-shaped push rod protrude about 5 - 7 inches from the vehicle front. One limb of the push rod (i.e.

the outer limb) protrudes through a front corner of the vehicle. The other limb of the push rod (i.e. the inner limb) protrudes substantially through the middle of the vehicle front.

A tappet 6 is pivotally connected to the vehicle frame by means of a support 7. The tappet swings free about the support. One end of the tappet is adjacent to an abutment 8 positioned on the inner limb of the push rod.

The other end of the tappet protrudes about 2-3 inches from the vehicle front. The protruding end of the tappet is positioned adjacent to a pressure tappet 9. The pressure tappet has an angled face 10 against which lies the end of the tappet. The end of the tappet 1 OA is angled to provide for close contact between the face of the pressure tappet and the tappet.

A pressure spring 11 is located on the pressure tappet between the pressure tappet and the vehicle body 12. By way of example, the pressure tappet is located in a rectangular shaped hole in the vehicle frame. The pressure tappet is held in place by a retaining pin or cotter 13.

A bumper 14 is secured to the front of the vehicle by means of two bumper front springs 15. When the bumper is hit, the bumper front springs are resiliently compressed, and the bumper is pressed against the pressure tappet 9. The pressure tappet is pressed towards the vehicle body 12. The angled end of the tappet 1 0A slides along the angled face of the pressure tappet. As the tappet is freely pivoted, the other end of the tappet engages the abutrnent 8 positioned on the inner limb of the push rod.

The push rod is thereby pushed against the piston return spring 3 in order to move the piston 1. The piston return spring is resiliently compressed and the piston is pushed down the piston filter bowl 2. In this way, an external force is transmitted via the tappet and the push rod to the piston 1.

It will be appreciated that an external force can be transmitted via the push rod to the piston, since as the two limbs of the push rod extend beyond the vehicle body, any movement of the bumper towards the vehicle will automatically push the two limbs of the push rod against the piston return spring.

A recess or chute 16 is located in the periphery of the piston. The recess can be located in a side or an upper portion of the piston (as shown in Figure 3). When the piston return spring is fully compressed, the recess 16 in the piston is positioned adjacent to a hole in the block 2.

A latch plunger 17 sits in the said hole in the block 2. When the recess 16 is adjacent to the hole e.g. when the recess is immediately below the hole the plunger is forced out of the hole by a plunger spring 18 to engage the recess in the piston. The plunger and the recess have the same profile, so that there is a secure fit of the plunger in the recess. When the plunger has been pushed into the recess by the plunger spring, the piston is locked in a retracted position.

The plunger is connected to a rod 19 by a moving pivot 20. The rod is also pivotally connected to a stationary support 21.The rod resets the automatic control system after the latter has been activated. By moving the rod in a direction towards the piston 1, the plunger 17 will be withdrawn from the recess 16, and the piston 1 will be returned by the springs 3 and 15 to a position used in normal traffic conditions.

The head of the piston 1 acts on conventional vehicle control members - accelerator 22, brake 23, clutch 24 and hand brake 25.

These control members are connected to an accelerator pedal A, brake pedal B, clutch pedal C and hand brake control D respectively. The clutch can be operated by either a mechanical control or a fluid-pressure actuated control e.g. hydraulic or air control or a vacuum control.

Figure 1 shows the vehicle control members arranged in a staggered manner, with the accelerator linkage closest to the head of the piston 1, followed by the brake linkage, clutch linkage and hand brake linkage respectively.

In the event of a collision, the piston 1 will be pushed back through the block 2. After a certain distance of travel the plunger 17 will be forced into the recess 16 in the piston by means of the plunger spring 18. By way of example, the piston will move about four inches before the plunger is engaged in the recess, thereby locking the piston 1.

The linkages for the accelerator, brake, clutch and hand brake are all located within four inches of the piston head. By way of example, the accelerator linkage is located 1 inch from the piston head; the brake linkage is located 1% inches from the piston head; the clutch linkage is located 2 inches from the piston head and the hand brake linkage is located 2 - 4 inches from the piston head.

It can therefore be seen that as the piston moves back through the block 2, it will progressively engage the control mechanisms of the accelerator, brake, clutch and hand brake respectively.

The accelerator control is engaged before the other control members so that the engine speed will be reduced quickly in the event of a collision. By raising the accelerator pedal, the fuel supply to the engine is reduced by closing a fuel supply valve 26. The valve is connected by a linkage 27 to the accelerator control mechanism 22.

The engagement of the clutch control helps to prevent the engine from stalling. The engagement of the brake control helps in giving some initial braking, whilst the engagement of the hand brake control enables the vehicle to be brought to a complete standstill.

When the hand brake control is engaged, a shoe tappet 28 (Figures 1 and 2) is pushed in a direction towards the rear of the vehicle. The shoe tappet is supported from the vehicle frame by a support 29 (Figure 2), The support is attached to the vehicle frame by, for example, welding. The end piece of the shoe tappet 30, furthest from the hand brake control, is substantially tee-shaped. The apex of a substantially vee-shaped brake arm 31 rests against the tee-shaped end piece of the shoe tappet. The brake arm is also attached to the tee-shaped end piece of the shoe tappet by, for example, springs 32.

Each limb of the brake arm is pivotally supported about a support 33; the two supports are in the same transverse plane relative to the longitudinal axis of the car. The two supports are attached to the vehicle frame by, for example, welding. The brake arm is located at the rear of the vehicle near the sides of the two rear wheels.

A brake shoe 34 is attached to the end of each limb of the brake arm. The brake shoe on each limb is attached so that when in use the brake shoe is in contact with the road surface at approximately 600.

As the shoe tappet is pushed towards the rear of the vehicle, the shoe tappet pushes the brake arm such that the brake arm pivots about the two supports. The centre of gravity of the brake arm about the two supports is such that the brake shoes drop onto the road surface. In this way, additional braking can be obtained.

Once the automatic braking system has been reset, so that the vehicle can move, the shoe tappet will move in a forward direction relative to the vehicle (on release of the hand brake).

The brake shoes 34 will be raised off the road surface, since the brake arm is connected to the tee-shaped end piece of the shoe tappet. As the shoe tappet moves the brake arm will pivot to a position for normal traffic conditions.

When the front bumper is not high enough, an extension, as shown in Figure 5, can be attached to the bumper.

An alternative design for the piston movement is that the piston moves back through the block 2 by 4-7 inches. In this particular design, the hand brake control 25 and the shoe tappet 28 have to be installed together.

The invention can also be applied to other vehicles, such as buses, coaches and commerical vehicles. However, in commerical vehicles, the fuel supply is sometimes controlled manually from the vehicle cab using a linkage 35 connected to the fuel supply valve 26 (see Figure 1). It is therefore not necessary in these vehicles to control the accelerator or clutch.

In the case of a vehicle with an automatic transmission, the piston 1 may be arranged to cut off the fuel supply to the engine, select the neutral state of the automatic transmission, and apply the brakes.

WHAT WE CLAIM IS: 1. A vehicle comprising a braking system, a peripheral impact sensor and vehicle control members, said peripheral impact sensor being arranged, on detecting an impact, to actuate automatically the said braking system, and the said vehicle control members and to effect forcible lowering of brake shoes for interaction with a road surface in such a manner as to bring the vehicle to rest.

2. A vehicle as claimed in Claim 1, wherein the impact sensor includes a pressure tappet mounted externally to and at the front of the vehicle body.

3. A vehicle as claimed in Claim 2, wherein the pressure tappet is positioned adjacent to a tappet, said tappet being positioned adjacent to an abutment located on a push rod, said push rod being connected via a piston to the vehicle control members.

4. A vehicle as claimed in Claim 1,2 or 3, wherein the vehicle control members comprise an accelerator, a brake, a clutch, and a handbrake.

5. A vehicle as claimed in Claim 4, in which the sensor is arranged to operate the named control members in the named sequence.

6. A vehicle substantially as herein described with reference to the accompanying drawings.

7. A method of automatically stopping a vehicle having a braking system, a peripheral impact sensor and vehicle control means, in which method the impact sensor, on detecting an impact, transmits the impact mechanically to the said vehicle control means thereby operating said vehicle control members and braking system and effecting forcible lowering of brake shoes onto the road surface to automatically stop the vehicle.

8. A method of automatically stopping a vehicle, substantially as herein described with reference to the accompanying drawings.

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. this way, additional braking can be obtained. Once the automatic braking system has been reset, so that the vehicle can move, the shoe tappet will move in a forward direction relative to the vehicle (on release of the hand brake). The brake shoes 34 will be raised off the road surface, since the brake arm is connected to the tee-shaped end piece of the shoe tappet. As the shoe tappet moves the brake arm will pivot to a position for normal traffic conditions. When the front bumper is not high enough, an extension, as shown in Figure 5, can be attached to the bumper. An alternative design for the piston movement is that the piston moves back through the block 2 by 4-7 inches. In this particular design, the hand brake control 25 and the shoe tappet 28 have to be installed together. The invention can also be applied to other vehicles, such as buses, coaches and commerical vehicles. However, in commerical vehicles, the fuel supply is sometimes controlled manually from the vehicle cab using a linkage 35 connected to the fuel supply valve 26 (see Figure 1). It is therefore not necessary in these vehicles to control the accelerator or clutch. In the case of a vehicle with an automatic transmission, the piston 1 may be arranged to cut off the fuel supply to the engine, select the neutral state of the automatic transmission, and apply the brakes. WHAT WE CLAIM IS:

1. A vehicle comprising a braking system, a peripheral impact sensor and vehicle control members, said peripheral impact sensor being arranged, on detecting an impact, to actuate automatically the said braking system, and the said vehicle control members and to effect forcible lowering of brake shoes for interaction with a road surface in such a manner as to bring the vehicle to rest.