KR20230029166A - Brake system for driving lessons with improved leg strength - Google Patents

Abstract

The present invention relates to a brake device for a driving lesson with improved pedal effort. More specifically, in a method for transmitting step effort applied by an instructor to a brake of a driver, the brake device for a driving lesson transmits the step effort through an integrated frame structure not a wire to improve the step effort, and at the same time, be appropriate for a vehicle requiring the large step effort.

Description

Brake system for driving lessons with improved leg force {BRAKE SYSTEM FOR DRIVING LESSONS WITH IMPROVED LEG STRENGTH}

The present invention relates to a brake device for teaching driving with improved leg power, and more particularly, in a method in which the leg force applied by the instructor is transmitted to the driver's brake, it is transmitted through an integrated frame structure rather than a transmission method through a wire. The present invention relates to a brake device for teaching driving that is suitable for vehicles requiring a large pedal force as well as improved leg force.

In general, in order to obtain a driver's license, a driver must practice driving at an academy or training facility. In this driving practice process, an instructor who is proficient in driving rides with the driver.

At this time, it is common that a brake device for driving instruction is installed in the front passenger's seat of the vehicle for driving practice. The brake system for driving lessons interlocks the driver's main brake pedal with the instructor's auxiliary brake pedal, so that when the instructor steps on the auxiliary brake pedal, the pedal force is transmitted to the driver's main brake pedal, even if the driver does not directly step on the main brake pedal. It is a device that applies the brakes to a driving practice vehicle.

This brake device for driving practice applies the brakes to the vehicle for driving practice on behalf of the instructor when an inexperienced driver cannot step on the brake pedal properly, and is a very important essential device in the driving practice process for safety. .

Such a brake device for driving practice is typically designed to have a structure in which an auxiliary brake pedal and a main brake pedal are connected with a wire to transmit a pedal force applied to the auxiliary brake pedal to the main brake pedal.

However, due to the structural characteristics of the conventional brake device for driving practice connected through a wire, the wire is often broken during repeated use. As a result, not only the lifespan problem of the device, but also the safety problem of the driver and the instructor occurred.

Therefore, there is a need to develop a braking device for driving practice that breaks away from the wire method.

Republic of Korea Utility Model Publication No. 1998-056844

The present invention relates to a brake device for teaching driving with improved leg power, and more particularly, in a method in which the leg force applied by the instructor is transmitted to the driver's brake, it is transmitted through an integrated frame structure rather than a transmission method through a wire. The present invention relates to a brake device for teaching driving that is suitable for vehicles requiring a large pedal force as well as improved leg force.

In order to achieve the object of the present invention, a braking device for teaching driving with improved leg force according to the present invention includes a rotatable frame unit; A main brake unit that comes into contact with one end of the frame unit and is engaged with a main pedal; and an auxiliary brake unit that is connected to and interlocked with the other end of the frame unit, and when the instructor presses the auxiliary brake unit to rotate, the frame unit rotates, and the frame unit presses the main brake unit to rotate the frame unit. The main pedal is pressed.

In addition, the frame unit of the braking device for teaching driving with improved leg force according to the present invention includes a first frame part extending in the longitudinal direction and rotating with respect to a first central axis; a second frame part extending in the width direction from one end of the first frame part and rotating up and down in response to the rotation of the first frame part; and a pressing part extending in the longitudinal direction from an end of the second frame part and rotating up and down in response to the rotation of the second frame part, wherein the first frame part is based on the first central axis, When rotating in the direction, the second frame portion and the pressing portion rotate in a downward direction to press the main brake unit.

In addition, the pressing part of the braking device for teaching driving with improved leg power according to the present invention rotates about the second central axis, but in contact with the main brake unit and in the process of pressurizing the main brake unit, the second central axis While rotating in one direction as a reference, the main brake unit is pressed.

In addition, the main brake unit of the braking device for teaching driving with improved leg power according to the present invention includes: a first panel portion in contact with the pressing portion; a second panel unit connected to the first panel unit; a first block portion extending in a vertical direction from a lower portion of the second panel portion; and a second block portion opposite to the first block portion, wherein a groove is formed between the first block portion and the second block portion, and a main pedal arm connected to the main pedal passes through the groove. The main brake unit and the main pedal arm are interlocked.

In addition, the auxiliary brake unit of the brake device for teaching driving with improved leg force according to the present invention includes an auxiliary pedal arm extending in a width direction from the other end of the first frame part; and an auxiliary pedal connected to the auxiliary pedal arm and applied pressure by the instructor, wherein when the instructor applies pressure to the auxiliary pedal and the auxiliary pedal arm rotates downward, the first frame part It rotates in one direction with respect to the first central axis, and the second frame portion and the pressing portion rotate in a downward direction to press the main brake unit.

According to the present invention, in the brake device for driving lessons, the life of the device is increased by breaking away from the conventional wire-type leg force transmission method and transmitting the leg force in an integrated frame structure and a rotation method, and it can be applied to vehicles requiring large leg force. There are advantages to being able to

1 shows a brake device for teaching driving according to the present invention.
2 is an exploded perspective view of the main brake unit according to the present invention.
3 is an enlarged view of a pressing unit according to the present invention.
4 (a) and (b) sequentially show a process in which the pressing unit presses the main brake field and the instructor's foot force is transmitted to the main brake device.
5 shows an auxiliary brake unit according to the present invention.
6 is a side view of an auxiliary brake unit according to the present invention.
7 shows a coupling structure near a support according to the present invention.
8(a) and (b) illustrate the appearance of the spring part when the auxiliary pedal arm rotates in order to explain the role of the spring part according to the present invention.

Hereinafter, it will be described in detail with reference to the drawings of the present invention. The embodiments introduced below are provided as examples to sufficiently convey the spirit of the present invention to those skilled in the art. Accordingly, the present invention may be embodied in other forms without being limited to the embodiments described below. And, in the drawings, the size and thickness of the device may be exaggerated for convenience. Like reference numbers indicate like elements throughout the specification.

Advantages and features of the present invention, and methods for achieving them, will become clear with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but will be implemented in various different forms, and only these embodiments make the disclosure of the present invention complete, and the common knowledge in the art to which the present invention belongs It is provided to fully inform the holder of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numbers designate like elements throughout the specification. The sizes and relative sizes of layers and regions in the drawings may be exaggerated for clarity of explanation.

Terms used in this specification are for describing embodiments, and therefore are not intended to limit the present invention. In this specification, singular forms also include plural forms unless specifically stated otherwise in a phrase. As used herein, "comprise" and/or "comprising" means that a stated component, step, operation, and/or element is the presence of one or more other components, steps, operations, and/or elements. or do not rule out additions.

1 shows a brake device for teaching driving according to the present invention. Hereinafter, with reference to FIG. 1, the configuration of a brake device for teaching driving according to the present invention will be described.

A brake device for teaching driving according to the present invention includes a frame unit 100, a main brake unit 200 and an auxiliary brake unit 300.

Before explaining the configuration of the present invention, a main brake device 2 is basically installed in the vehicle 1, and the main brake device 2 has a main pedal 20 and a main pedal arm connected to the main pedal 20. (21). Since this is a known technique, it is mentioned in advance at the beginning of the description of the invention.

The frame unit 100 includes a first frame part 110 , a second frame part 120 and a pressing part 140 .

The first frame portion 110 extends in the longitudinal direction. For example, it is preferably a bar type.

In addition, the first frame unit 110 rotates based on a virtual first central axis that passes through the center of the first frame unit 110 in the longitudinal direction. Rotation is possible in a clockwise or counterclockwise direction, and as will be described later, the rotation of the first frame unit 110 is rotated corresponding to the rotation direction according to the pressing of the auxiliary brake unit 300 .

At this time, the first frame unit 110 passes through at least one bearing unit 500 installed in the vehicle 1 and rotates within the bearing unit 500 . Due to this structure, while rotating clockwise or counterclockwise with respect to the virtual first central axis, the position in the longitudinal direction or the width direction is not changed.

The bearing part 500 is preferably coupled to the vehicle 1 through bolts 511 and 521. At this time, the first bolt 600 and the second bolt 800 coupled to the above-mentioned bolts 511 and 521 and the support part 400 to be described later are distinguished by different reference numerals, and the first bolt 600 and Details of the 2-volt 800 will be described later.

One end of the first frame unit 110 is connected to the second frame unit 120 , and the other end of the first frame unit 110 is coupled to the auxiliary brake unit 300 .

The second frame part 120 extends from one end of the first frame part 110 .

At this time, it is preferable that the second frame part 120 is orthogonal to the first frame part 110 and extends in the width direction. Accordingly, in response to the clockwise or counterclockwise rotation of the first frame unit 110 , the second frame unit 120 rotates in an upward and downward direction. For example, when the first frame unit 110 rotates counterclockwise, the second frame unit 120 rotates downward, and when the first frame unit 110 rotates clockwise, the second frame unit ( 120) rotates upward. As will be described later, the main brake device 2 can be pressed by such a rotation.

3 is an enlarged view of the pressing unit 140 according to the present invention. Hereinafter, the configuration of the pressing unit 140 will be described with reference to FIGS. 1 and 3 .

The pressing part 140 extends from the end of the second frame part 120 in the longitudinal direction. The pressing portion 140 may come into contact with the main brake unit 200, and pressurize the main brake unit 200 when in contact.

At this time, the pressing unit 140 rotates in a clockwise or counterclockwise direction based on a second imaginary central axis penetrating the center of the pressing unit 140 in the longitudinal direction, and is coupled with the second frame unit 120 at the same time. It rotates in the up and down directions corresponding to the up and down rotation of the second frame unit 120 . Due to this pressing part 140, the stress applied to the entire pressing part 140 and the frame unit 100 is distributed in an operation that presses the main brake device 2 or vice versa, thereby increasing the life of the device. can A detailed description of this will be described later.

2 is an exploded perspective view of the main brake unit 200 according to the present invention. Hereinafter, the configuration of the main brake unit 200 will be described with reference to FIG. 2 .

The main brake unit 200 according to the present invention includes a first panel portion 210, a second panel portion 220, a first block portion 230, a second block portion 240, a through bolt portion 250, and It includes a fixing member 260 .

As the term implies, the first panel unit 210 has a panel shape, and preferably can come into contact with the above-described pressing unit 140 . The second panel unit 220 is connected to the first panel unit 210 and extends in the longitudinal direction, and preferably has a pair of second panel unit holes 221 formed therein.

The first block portion 230 is positioned below the second panel portion 220 and extends in a vertical direction. The second block portion 240 is positioned to face the first block portion 230, and the second block portion 240 also extends in the vertical direction.

At this time, the first block portion 230 is formed with a first block portion concave groove 2311 that is depressed upward in the vertical direction, and the second block portion 240 is formed with a second block portion that is depressed downward in the vertical direction. A groove 2411 is formed. Accordingly, the first block portion concave groove 2311 and the second block portion concave groove 2411 form a circular groove at the contact point between the first block portion 230 and the second block portion 240 . The main pedal arm 21 passes through the above groove, and the main pedal 20 coupled with the main pedal arm 21 protrudes forward of the main brake unit 200.

It is preferable that the through-bolt parts 250 are formed in pairs, and the pair of through-bolt parts 250 are the second block part 240, the first block part 230 and the second panel part 220, respectively. It penetrates the second panel part hole 221 and is coupled with the fixing member part 260.

Due to the detachable structure as described above, the circular shape formed by the first block concave groove 2311 and the second block concave groove 2411 by adjusting the tightening degree of the through bolt portion 250 and the fixing member portion 260. It is possible to adjust the size of the groove of the , and thereby, there is an advantage in that it can be customized to correspond to the size of the main pedal arm 21 . In addition, there is an advantage that the instructor can adjust the degree of pedal force applied to the main pedal arm (21).

4(a) and (b) sequentially show a process in which the pressing unit 140 presses the main brake device 2 so that the instructor's foot force is transmitted to the main brake device 2.

As will be described later, when the instructor applies a foot force through the auxiliary brake unit 300 to be described later, the first frame unit 110 rotates counterclockwise with respect to the virtual first central axis, and in response to this, the second frame unit ( 120) rotates downward. In addition, as described above, as the second frame portion 120 rotates downward, the pressing portion 140 also rotates downward.

Figure 4 (a) is a state before the pressing unit 140 is rotated, Figure 4 (b) is a state after the pressing unit 140 is rotated.

At this time, before the pressing part 140 rotates, the pressing part 140 is spaced apart from the surface of the first panel part 210 at a predetermined interval, and when viewed from a plane, the surface of the first panel part 210 It is preferable to be located above. Due to this structure, when the pressing part 140 is rotated and comes into contact with the first panel part 210, the pressing part 140 presses the first panel part 210 and simultaneously presses the first panel part 210. This is because a structure moving in a downward direction along the surface of can be formed.

When the instructor applies a foot force, the pressing unit 140 rotates downward, thereby pressurizing the first panel unit 210 . In addition, the first panel portion 210 is pressed downward as shown in FIG. 4(b). At this time, the second panel portion 220, the first block portion 230, and the second block portion 240 connected to the first panel portion 210 are also pressed downward. Due to this, the main pedal arm 21 sandwiched between the first block part 230 and the second block part 240 is also pressed downward, so that the vehicle is braked.

At this time, if the pressing part 140 rotates clockwise or counterclockwise with respect to the imaginary second central axis, the stress applied to the pressing part 140 can be dispersed, and as a result, the pressing part 140 ) and the stress applied to all connected components can be minimized to minimize impact and extend the life of the equipment.

For example, as shown in FIG. 4(b) , the pressing part 140 comes into contact with the surface of the first panel part 210 to press the first panel part 210 downward, and at the same time, the first panel part 210 Since it rotates counterclockwise along the surface of ), the stress applied to the pressing part 140 is distributed more than when it does not rotate.

At this time, as will be described later, when the first panel portion 210 rotates upward in the opposite direction, the pressing portion 140 rotates in a clockwise direction in response to this and is gradually spaced apart from the surface of the first panel portion 210. Even during operation, the stress applied to the pressurizing portion 140 may be dispersed to minimize impact.

In addition, as described above, when viewed from a plane, the position of the pressing unit 140 before transmitting the leg force is preferably located above the surface of the first panel unit 210 . In the process of pressing the first panel part 210 by transmitting the leg force to the pressing part 140, the first panel part 210 is moved downward when viewed from a plane, so the pressing part 140 is the first panel part 210. It is possible to reduce the possibility of being separated from the unit 210, thereby improving safety.

Please refer to Figures 5 and 6. Figure 5 shows an auxiliary brake unit according to the present invention, Figure 6 is a side view of the auxiliary brake unit according to the present invention.

The auxiliary brake unit 300 includes an auxiliary pedal arm 310 , an auxiliary pedal 320 and a fastening part 330 .

The auxiliary pedal 320 is connected to the auxiliary pedal arm 310, and the instructor first applies a pedal force.

The sidewalk pedal arm 310 is connected to the other end of the first frame unit 110 and extends in the width direction. Also, like the second frame part 120 , it is connected to the first frame part 110 at right angles. As a result, the instructor's foot force transmitted from the auxiliary pedal 320 rotates the auxiliary pedal arm 310 in the up and down directions, and the rotation of the auxiliary pedal arm 310 in the up and down directions causes the first frame part ( 110) in a clockwise or counterclockwise direction.

Therefore, when looking at the brake device according to the present invention as a whole, the instructor's effort transmitted to the auxiliary pedal 320 is the auxiliary pedal arm 310 - the first frame part 110 - the second frame part 120 - the pressing part (140) - It is transmitted to the main brake device 2 via the main brake unit 200.

At this time, when the instructor presses the auxiliary pedal 320, the auxiliary pedal arm 310 rotates downward, and the first frame part 110 rotates in a counterclockwise direction based on the imaginary first central axis. In addition, a power transmission structure in which the second frame portion 120 rotates downward and the pressing portion 140 presses the main brake unit 200 downward to press the main brake device 2 is formed.

Conversely, as will be described later, when the auxiliary pedal 320 returns to its original state due to the elastic restoring force of the spring part 700, the auxiliary pedal arm 310 rotates upward, and the first frame part 110 rotates clockwise. It rotates based on the virtual first central axis. In addition, the second frame portion 120 rotates upward, and the pressing portion 140 separates from the main brake unit 200 and no longer presses the main brake device 2, so that the vehicle is not braked.

Therefore, the driver's main brake device and the instructor's auxiliary brake device are not connected through wires as in the prior art, but are integrated (more specifically, bars are connected by welding), driving lessons There is an effect of extending the life of the brake device for use, and also has an effect of increasing safety.

Also, when the vehicle is large (for example, large), more foot force must be applied to the main brake device 2 than on a small vehicle. However, conventional wire devices have limitations in applying a large leg force. Since the present invention is integrated in the step of transmitting the leg power, it is possible to apply a larger leg force than conventional devices, and thus has the advantage of providing a stable large leg force even when the size of the vehicle increases.

The fastening part 330 is formed at one point of the auxiliary pedal arm 310 . The fastening part 330 includes a buffer frame 331 , a first spring coupling hole 332 and a buffer part 333 .

The buffer frame 331 protrudes and is coupled at one point of the auxiliary pedal arm 310, and particularly preferably protrudes upward. The buffer unit 333 is coupled to the buffer frame 331 and has the advantage of mitigating the impact applied to the auxiliary pedal arm 310 when it comes into contact with the support unit 400 to be described later. This will be explained in detail later.

The first spring coupling hole 332 is preferably coupled to the side of the auxiliary pedal arm 310, and is preferably formed in a pair. One end of the spring part 700 is coupled to the first spring coupling hole 332 , and the other end of the spring part 700 is coupled to the support part 400 . Due to this, the elastic restoring force of the spring unit 700 can be transmitted to the auxiliary pedal arm 310, which will be described in detail later.

7 shows a coupling structure near a support according to the present invention. Hereinafter, with reference to FIG. 7, the configuration of the support part 400 according to the present invention and the coupling structure around the support part 400 will be described.

The support part 400 according to the present invention includes a first support part 410, a second support part 420, and a third support part 430.

The first support portion 410 preferably has a panel shape extending in the longitudinal direction. Also, the first support part 410 is preferably located behind the first frame part 110 and the auxiliary pedal arm 310 .

A first support hole 411 is formed on one side of the first support part 410 , and a second support hole 412 is formed on the other side of the first support part 410 . The first bolt 600 is inserted into the first support hole 411 and the second bolt 800 is inserted into the second support hole 412 .

As described above, holes are formed in the plurality of bearing parts 500 surrounding the first frame part 110, and bolts 511 and 521 pass through the holes and are coupled to the body of the vehicle 1. Due to this, the position of the first frame part 110 can be set at the same time that the bearing part 500 is fixed to the body of the vehicle 1 .

At this time, a pair of holes 5211 are formed in the bearing part 520 located near the support part 400 among the bearing parts 500 surrounding the first frame part 110, and the front of the pair of holes 5211 The above-described bolt 521 penetrates the hole 5211 located at the rear, and the second bolt 800 penetrates the hole 5211 located at the rear.

More specifically, the second support hole 412 of the first support portion 410 is positioned above the hole 5211 of the bearing portion 520, and the second bolt 800 moves from the bottom to the top of the bearing. The hole 5211 of the part 520 and the second support hole 412 are sequentially passed through, and a structure fixed through the coupler 801 is formed. Due to this structure, since the bearing part 520 and the first support part 410 are connected, the entire bearing part 520 and the support part 400 are connected. In addition, since the bearing part 520 is coupled to the body of the vehicle 1, the entire support 400 is coupled to the body of the vehicle 1.

In addition, the first bolt 600 penetrates the first support hole 411 and is coupled to the vehicle body, thereby improving the fixing force of the support portion 400 with the vehicle body.

The second support part 420 has a panel shape and is orthogonal to the first support part 410 and extends in the vertical direction, and the third support part 420 has a panel shape and is orthogonal to the second support part 420 in the longitudinal direction. extension is formed.

At this time, it is preferable that a pair of second spring coupling holes 431 are formed in the third support part 420 . One end of the spring unit 700 is coupled to the first spring coupling hole 332 formed in the auxiliary pedal arm 310, and the other end is coupled to the second spring coupling hole 431 formed in the third support portion 420. Due to this, not only the auxiliary pedal arm 310 and the support 400 are connected, but also elastic restoring force can be applied to the auxiliary pedal arm 310 .

To explain this, reference is made to FIG. 8 . 8(a) and (b) show the appearance of the spring part 700 when the auxiliary pedal arm 310 rotates in order to explain the role of the spring part according to the present invention.

First, in FIG. 8(a), the spring part 700 is contracted in a state where the instructor does not apply a pedal force to the auxiliary pedal 320. As shown in FIG. 8 (b), when the instructor applies a pedal force to the auxiliary pedal 320 and the auxiliary pedal arm 310 rotates downward, the gap between the auxiliary pedal arm 310 and the third support 430 widens. However, both ends of the spring portion 700 are coupled to the second spring coupling hole 431 and the first spring coupling hole 332 of the third support portion 430, so that the spring portion 700 is tensioned.

At this time, if the learner no longer applies a pedal force to the auxiliary pedal 320, due to the elastic restoring force of the spring part 700, it returns to the state shown in FIG. 8(a). Due to the nature of the braking device, it must be restored, and conventionally, a separate hydraulic device for restoration was required. However, according to the present invention, there is an advantage in that the auxiliary pedal 320 and the auxiliary pedal arm 310 can return only with the elastic restoring force of the spring unit 700 without providing a separate device for returning. As a result, there is an advantage in that economic feasibility is improved due to cost reduction and fatigue of the instructor is reduced.

At this time, the auxiliary pedal arm 310 may collide with the third support part 430 in the process of returning the auxiliary pedal 320 and the auxiliary pedal arm 310 to one another. Therefore, in the present invention, the shock applied to the auxiliary pedal arm 310 can be alleviated by making the buffer part 333 coupled to the upper part of the auxiliary pedal arm 310 come into contact with the third support part 430, thereby alleviating the shock applied to the auxiliary pedal arm 310. This has the effect of prolonging the life of the device.

Although the detailed description of the present invention described has been described with reference to preferred embodiments of the present invention, those skilled in the art or those having ordinary knowledge in the art will find the spirit and spirit of the present invention described in the claims to be described later and It will be understood that the present invention can be variously modified and changed without departing from the technical scope. Therefore, the technical scope of the present invention is not limited to the contents described in the detailed description of the specification, but should be defined by the claims.

100: frame unit,
200: main brake unit,
300: auxiliary brake unit,
400: support,
500: bearing part,
600: first bolt,
700: spring part,
800: second bolt.

Claims (5)

In the brake device for driving instruction located in the driver's seat and passenger seat of a vehicle,
a rotatable frame unit;
A main brake unit that comes into contact with one end of the frame unit and is engaged with a main pedal; and
An auxiliary brake unit connected to and interlocked with the other end of the frame unit; includes,
When the instructor rotates by pressing the auxiliary brake unit, the frame unit rotates,
The frame unit presses the main brake unit so that the main pedal is pressed.
Brake device for driving lessons with improved leg power.
According to claim 1,
The frame unit,
A first frame portion extending in the longitudinal direction and rotating with respect to a first central axis;
a second frame part extending in the width direction from one end of the first frame part and rotating up and down in response to the rotation of the first frame part; and
A pressing part extending in the longitudinal direction from an end of the second frame part and rotating up and down in response to the rotation of the second frame part;
When the first frame portion rotates in one direction with respect to the first central axis, the second frame portion and the pressing portion rotate in a downward direction to press the main brake unit.
Brake device for driving lessons with improved leg power.
According to claim 2,
The pressing part rotates based on the second central axis, but comes into contact with the main brake unit,
In the process of pressurizing the main brake unit,
Pressing the main brake unit while rotating in one direction relative to the second central axis
Brake device for driving lessons with improved leg power.
According to claim 3,
The main brake unit,
a first panel portion in contact with the pressing portion;
a second panel unit connected to the first panel unit;
a first block portion extending in a vertical direction from a lower portion of the second panel portion; and
A second block portion opposite to the first block portion; includes,
A groove is formed between the first block part and the second block part, and the main pedal arm connected to the main pedal passes through the groove so that the main brake unit and the main pedal arm are interlocked.
Brake device for driving lessons with improved leg power.
According to claim 4,
The auxiliary brake unit,
an auxiliary pedal arm extending in a width direction from the other end of the first frame unit; and
An auxiliary pedal connected to the auxiliary pedal arm and applied with pressure by the instructor;
When the instructor applies pressure to the auxiliary pedal and the auxiliary pedal arm rotates downward,
The first frame portion rotates in one direction with respect to the first central axis, and the second frame portion and the pressing portion rotate in a downward direction to press the main brake unit.
Brake device for driving lessons with improved leg power.

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