KR850002595Y1 - Device preventing from reverse moving - Google Patents
Device preventing from reverse moving Download PDFInfo
- Publication number
- KR850002595Y1 KR850002595Y1 KR2019840000085U KR840000085U KR850002595Y1 KR 850002595 Y1 KR850002595 Y1 KR 850002595Y1 KR 2019840000085 U KR2019840000085 U KR 2019840000085U KR 840000085 U KR840000085 U KR 840000085U KR 850002595 Y1 KR850002595 Y1 KR 850002595Y1
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- South Korea
- Prior art keywords
- reverse
- planar
- braking
- high pressure
- pedal
- Prior art date
Links
- 238000006073 displacement reaction Methods 0.000 claims description 21
- 238000004804 winding Methods 0.000 claims description 3
- 230000000149 penetrating effect Effects 0.000 claims 1
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 3
- 230000005611 electricity Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000010445 mica Substances 0.000 description 1
- 229910052618 mica group Inorganic materials 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
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- 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/103—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices
- B60T11/105—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever
- B60T11/106—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever locking and release of the brake by the clutch
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- 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
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/18—Braking system
- B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
- B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
- Regulating Braking Force (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
내용 없음.No content.
Description
제1도는 본 고안의 평상시 제동페달작동시의 종단면도.1 is a longitudinal sectional view of the normal braking pedal operation of the present invention.
제2도는 본 고안의 클러치페달 작동시의 종단면도.Figure 2 is a longitudinal sectional view of the clutch pedal operation of the present invention.
제3도는 본 고안의 클러치페달 작동후 제동페달을 작동한 상태의 종단면도.Figure 3 is a longitudinal cross-sectional view of the brake pedal is operated after the clutch pedal of the present invention.
제4도는 본 고안의 클러치 페달을 놓았을때 파스칼의 원리를 이용하여 작동하는 상태의 종단면도.Figure 4 is a longitudinal cross-sectional view of the operation state using the principle of Pascal when the clutch pedal of the present invention is released.
제5도는 본 고안의 유로부 일부와 전자석 일부를 절단한 횡단면도.Figure 5 is a cross-sectional view cut a portion of the flow path portion and the electromagnet of the present invention.
* 도면의 주요부분에 대한 부호의 설명* Explanation of symbols for main parts of the drawings
1 : 제동유로조절장치 2 : 플란자실린더1: Braking flow control device 2: Planar cylinder
3 : 코일 4 : 캡체3: coil 4: cap body
5 : 원추형역지변 6 : 역지봉5: cone-shaped reverse region 6: inverted jibong
7 : 전자석철심 8 : 플란자7: electromagnet iron core 8: flanza
9 : 역지변스프링 9a : 플란자스프링9: Reverse displacement spring 9a: Planar spring
10,11 : 연결구 12 : 밸브시이트10,11 connector 12: valve seat
13,13a : 유로 21 : 고유압평형봉13,13a: Euro 21: High pressure balance bar
22 : 고유압평형봉첨단 24 : 고유압평형유로22: high pressure balance bar 24: high pressure balance path
본 고안은 고갯길을 상향하던중 정지하였다가 다시 출발할때 운전술 미숙으로 전진 직전에 차량이 후진하려는 현상으로 인해 엔진이 꺼지거나 차량이 후진되는 현상을 방지코져 제안된 본인의 특허출원제 81-5211호에 파칼스의 원리를 이용하여 유로조절이 더욱 용이하게 되는 자동차용 제동유로 조절장치에 관한 것이다.The present invention prevents the engine from turning off or reversing due to a phenomenon in which the vehicle is about to retreat just before moving forward due to immaturity of driving when the vehicle is stopped while starting up a hill, and then restarted. No. 5211 relates to a braking flow path adjusting device for automobiles, which makes it easier to adjust the flow path using the principle of Pacals.
종래에는 자동차를 운전하던중 고갯길을 오르다가 정지 필요시 정차했다가 재차 출발코져 전진 저속기어를 넣고 클러치페달을 놓는순간 엔진에 과부하가 걸리므로서 엔진시동이 꺼지는 경우가 허다했으며 또한 가속페달을 밟으면서 브레이크 페달을 놓고 클러치페달을 놓는 순간 즉 동력이 전달되지 않았을 경우 차체의 하중에 의해 차량이 고갯길에서 상향치 못하고 하향 후진되는 경우가 발생되어 뒤를 따르던 차량과의 접촉사고가 빈번하였던 것으로 요즈음과 같이 마이카붐이 일고있는 현시점에서는 더욱더 그Conventionally, while driving a car, the engine is turned off because the engine is overloaded as soon as it stops and stops when it needs to stop. When the brake pedal is released and the clutch pedal is released, that is, when the power is not transmitted, the vehicle may not back up and down from the path due to the load of the body, causing frequent accidents with the vehicle following the mica. At the present time of boom is more and more
본 고안은 상기한 바와같은 문제점을 시정코져 제안된 것으로서 마스터실린더에서 휠실린더로 유동되는 유로를 전자석 작용에 의해 작동되는 플란자의 중심에 관착된 역지봉의 역지변에 의해 개페케 구성되어져 있어 이클러치페달만 밟고 있으면 전자석에 의해 작동된 역지변이 유로를 차단시켜주어 브레이크 페달을 놓아도 제동이 풀리지 않고 계속 제동되어져 있어 고갯길 주행시 제차 주행코자 할때에도 파스칼의 원리를 이용한 원활한 역지변의 상승으로 제동유로를 유통시켜 후진되거나 엔진이 꺼지는 문제점The present invention is proposed to correct the problems described above, the flow path flowing from the master cylinder to the wheel cylinder is configured by the reverse displacement of the stationary rod attached to the center of the planar that is operated by the electromagnet action. If only the pedal pedal is pressed, the reverse shift operated by the electromagnet blocks the flow path, and the brake is not braked even after the brake pedal is released. To reverse the engine or turn off the engine
본 고안의 구체적인 구성장치를 상세히 설명하면 다음과 같다. 즉, 제동유로 조절장치(1)를 구성하는 플란자 실린더(2)의 외주연부에 코일(3)을 권회하여 캡체(4)를 복개한 중심부에 원추형 역지변(5)을 가진 역지봉(6)이 전자석철심(7)을 관통시켜 선단을 플란자(8)에 관착고정하며 역지봉(6)의 외주연부에는 직경이 작은 역지변스프링(9)과 직경이 큰 플란자스프링(9a)을 각각 권회시켜 주며 하부에는 마스터실린더와 연결되는 연결구(10)와 휠실린더와 연결되는 연결구(11)를 대향연결되도록 각각 형성되는 것에 있어서, 역지변이 접하는 밸브시이트(12)직하방에 형성되는 고유압평형 유로(24)내에 고유압평형(21)을 위치시켜 제동해제시 고유압평형봉첨단(22)이 역지변(5)의 선단에 맞닿아 압력평형을 유지하도록 되는 것을 특징으로 하는 파스칼의 원리를 이용한 자동차유로 조절장치인 것이다.Referring to the specific configuration of the present invention in detail as follows. That is, a reverse rod 6 having a conical reverse edge 5 at the center of the cap body 4 wound around the coil 3 by winding the coil 3 at the outer circumference of the planar cylinder 2 constituting the braking flow path adjusting device 1. ) Penetrates the electromagnet iron core (7) to fix the tip to the planar (8), and a small reverse deflection spring (9) and a large diameter planar spring (9a) In each of the windings and the lower portion is formed so as to be connected to the connector 10 connected to the master cylinder and the connector 11 connected to the wheel cylinder, respectively, the high side formed directly below the valve seat 12 in contact with the reverse displacement Pascal, characterized in that by placing the high pressure balance 21 in the hydraulic balance passage 24, the high pressure balance bar tip 22 is in contact with the tip of the reverse side (5) to maintain the pressure balance when the brake is released. It is a device for adjusting vehicle flow path using the principle.
미 설명부호 14는 클러치페달, 15는 리미트 스위치, 18은 접지선, 19은 스위치(15)의 착설레버(15a)탄지스프링, 20은 리미트스위치 위치조정볼트, 23은 "O"링을 각각 표시한다.Reference numeral 14 denotes a clutch pedal, 15 a limit switch, 18 a ground wire, 19 a mounting lever 15a of the switch 15, a finger spring, 20 a limit switch positioning bolt, and 23 an "O" ring. .
본 고안의 실시에 있어서 연결구(11)를 플란자의 상측에 위치할수도 있고 역지변은 원추형 이외에 원구형으로 변형할수도 있으며 스위치의 형태를 임의로 변형 및 보강사용할수도 있고 평상시는 작동이 되지않게 스위치장치를 추가할 수도 있다.In the practice of the present invention, the connector 11 may be located on the upper side of the planar, and the reverse displacement may be transformed into a spherical shape in addition to the conical shape, and the shape of the switch may be arbitrarily modified and reinforced, and the switch may not be operated normally. You can also add devices.
또한 고유압 평형봉(21)은 역지변(5)과 동일체로 제작될수도 있으며 다른 곳에 장치할수도 있으며, 플란자(8)의 작동을 기계식 또는 유압식으로 변형할 수도 있고 전원스위치를 추가 연결하여 작동 또는 작동되지 않게도 할 수 있다.In addition, the high-pressure balance bar 21 may be manufactured in the same body as the reverse side (5), may be installed elsewhere, the operation of the planar (8) can be transformed mechanically or hydraulically, or by connecting the power switch additionally Or it can be disabled.
본 고안의 작동상태를 설명하면 예시도면 제1도에서 보는 바와같이 평상제동시에는 브레이크 페달을 밟게 되면 브레이크 마스터실린더의 오일이 연결구(10)로부터 유입되어져 일측유로(13)를 통과하여 벨브시이트(12)를 거쳐 다시 타측 유로(13a)로 유입되어져 타측 윌실린더 연결구(11)로 유압이 유동되면서 가압되므로 정상적으로 제동되어지는 것이다. 이렇게 제동된 상태에서 엔진을 계속 가동시키기위하여 클러치페달(14)을 가압하면 그 하측에 위치하여 반클러치 시나에 작동될수 있게 위치조정볼트(20)를 조정할 리미트스위치(15)가 반클러치 위치로부터 작동되어 접점되면 릴레이스위치(26)가 작동되어 축전기(17)의 전기가 전선을 타고 흘러 양극선(16)을 통해 플란자실린더의 외부코일(3)을 통과 접지선(18)에 접지되므로 플란자 실린더(2)내에는 전자력이 발생되므로 전자석 철심(7)과 플란자(8)는 전자석이 되어 플란자스프링(9a)을 압축하면서 플란자(8)가 하강되어 밸브시이트(12)와 밀착 폐쇄된다.Referring to the operating state of the present invention, as shown in Figure 1 of the exemplary drawings, during normal braking, when the brake pedal is pressed, the oil of the brake master cylinder is introduced from the connector 10 and passes through the one side passage 13 to the valve seat ( 12) flows back into the other side flow path 13a and is normally braked since the hydraulic pressure is flowed into the other side of the wheel cylinder connector 11. When the clutch pedal 14 is pressed in order to keep the engine running in this braking state, the limit switch 15 to adjust the positioning bolt 20 to be positioned below and actuated by the half clutch thinner is operated from the half clutch position. And the relay switch 26 is operated when the electricity of the capacitor 17 flows through the electric wire, and is grounded to the ground wire 18 through the outer coil 3 of the planar cylinder through the anode wire 16 to the ground wire 18. 2) Since the electromagnetic force is generated in the inside, the electromagnet iron core 7 and the planar 8 become electromagnets, and the planar 8 is lowered while compressing the planar spring 9a to close and close the valve seat 12.
이때 브레이크 마스타실린더측의 일측유로(13)에는 유압이 없어지고 타측유로(13a)에는 150㎏/㎠ 이상의 고유압이 작용되므로 브레이크페달을 놓아도 역지변(5)이 계속 유로를 폐쇄하고 있기 때문에 제동은 풀리지 않게된다. 즉 클러치 페달만 밟고 있어도 제동상태를 그대로 유지하게 되는 것이다.At this time, one side flow path 13 of the brake master cylinder side has no hydraulic pressure, and a high pressure of 150 kg / cm 2 or more is applied to the other flow path 13a, so that the brake valve 5 keeps closing the flow path even when the brake pedal is released. Will not be solved. That is, even if only the clutch pedal is pressed, the braking state is maintained as it is.
또한 본 고안은 차량이 고갯길을 오르다가 정차한 후 다시 출발하려할때 변속기어를 제1단에 놓고 클러치페달(14)을 놓으면 반클러치 위치에서 접점 및 차단될수 있게 조정볼트(20)로 조정된 리미트스위치(15)를 가압했던 것이 풀리면서 반클러치 위치에서 리미트 스위치(15)의 접점이 차단되어 전기회로가 단락되므로서 코일(3)에 흐르던 전기가 소면되어 전자석철심(7)과 플란자(8)에 전자력이 상실되므로서 플란자스프링(9a)의 탄발력에 의해 플란자(8)가 상승되고 따라서 역지봉(6)이 상승되어 역지변(5)이 밸In addition, the present invention is adjusted to the adjustment bolt 20 so that the vehicle can be blocked and contacted at the anti-clutch position when the transmission gear is placed in the first stage and the clutch pedal 14 is placed when the vehicle is going up and then stops again. As the pressurizing of the limit switch 15 is released, the contact of the limit switch 15 is cut off at the half-clutch position and the electric circuit is short-circuited, so that the electricity flowing in the coil 3 is burned down, and the electromagnet core 7 and the planar ( 8) As the electromagnetic force is lost, the planar 8 is lifted by the elastic force of the planar spring 9a, and thus the stationary rod 6 is lifted so that the reverse displacement 5 becomes
그런데 플란자(8)가 상승하며 그 중심에 관착된 역지봉(6)을 상승시키려할때 유로(13a)에 150㎏/㎠ 이상의 고유압이 역지변(5)에 가압되므로 플란자스프링(9a)의 탄발력으로 역지변(5)이 시이트(12)로부터 떨어져 상향하려면 플란자 스프링의 탄발력이 커야하며 그렇게 하려면 코일(3)에도 많은 전류가 흘러야 하므로 이를 감소키 위해 예시도면 제4도에 표시한 바와같이 역지변(5)이 밸브시이트(12)에 하강 밀착되는 면적과 역지변(5)을 상승시키려는 고유압 평행봉(21)의 밀면의 면적이 동일하여 알렵균형을 형성하는 파스칼의 원리를 이용한 고유압 평형봉(21)에 의해서 역지변(5)에 가해지는 유압과 동일한 유압이 가해져서 힘의 평형을 유지하므로 약한 플란자 스프링(9a)의 탄발력에도 역지변(5)이 시이트(12)로부터 떨어져 상승하게 되는 것이다.However, when the planar 8 rises and tries to raise the stationary rod 6 attached to the center thereof, the natural pressure of 150 kg / cm 2 or more is applied to the stationary edge 5 by the flow path 13a, so the planar spring 9a The repulsive force of the planar spring has to be large in order for the reverse displacement 5 to rise away from the sheet 12 due to the resilience force of (). In order to reduce this, a large amount of current must also flow through the coil 3. As indicated, Pascal's principle is that the area where the reverse displacement (5) comes into close contact with the valve seat (12) and the area of the push surface of the high pressure parallel bar (21) to raise the reverse displacement (5) are the same to form a balanced balance. Since the hydraulic pressure equal to the hydraulic pressure applied to the reverse displacement 5 is applied by the high pressure balancing rod 21 using the high pressure balance rod 21, the reverse displacement 5 is also applied to the elastic force of the weak planar spring 9a. Will rise away from (12).
한편 마스터 실린더 연결구(10)를 통해 휠실린더를 제동하는 도중이나 브레이크 페달보다 클러치페달(14)을 먼저 밟았을때 즉, 휠실린더 내에 오일이 완전히 충압되지 않을때 역지변(5)이 하강되어 유로(13)(13a)가 폐쇄되어 있는 상태에서는 휠실린더의 제동력이 약하므로 제동력을 강화시키고저 할때에는 브레이므 페달을 재차 밟으면 예시도면 제3도에 표시한 바와같이 유로(13)에서 역지변(5)을 상승시켜 역지변스프링(9)을 압축시키면서 시이트(12)와 유로(13a)를 통해 브레이크 마스터실린더외 오일을 추가로 압입시킬 수가 있는 역지변스프링(9)과 역지변(5)으로 구성된 제동유로 조절장치로 인해 제동중 클러치 페달만 밟고 있어도 클러체페달에 의해 반클러치 위치 이하에서 접점이 접촉되게 장착된 리미트스위치(15)가 계속 작용되어 전류를 코일(3)에 계속 흐르게하므로 역지변(5)은 역지변스프링(9)의 탄발력에 의해서 밸브시이트(12)에 밀착되어 제동오일이 유로(13)로 역류되는 일이없이 정확하고 안전하게 제동되어지는 것이다.On the other hand, when braking the wheel cylinder through the master cylinder connector 10 or pressing the pedal pedal 14 earlier than the brake pedal, that is, when the oil is not completely filled in the wheel cylinder, the reverse displacement 5 is lowered. (13) Since the braking force of the wheel cylinder is weak in the closed state, when the braking pedal is reinforced when the braking force is reinforced, as shown in FIG. 5) by raising the reverse deflection spring (9) to the reverse deflection spring (9) and the reverse deflection (5) which can additionally press the brake master cylinder and other oil through the seat 12 and the flow path (13a). Due to the configured brake flow control device, even if only the clutch pedal is pressed during braking, the limit switch 15 mounted to contact the contacts below the half-clutch position by the clutch pedal continues to operate to transmit current to the coil 3. Since the reverse displacement 5 is brought into close contact with the valve seat 12 by the elastic force of the reverse displacement spring 9, the braking oil is accurately and safely braked without being flowed back into the flow path 13.
본 고안은 차량이 주행중 클러치(14) 페달만 먼저 밟고 브레이크페달을 나중에 밟아 정차하는 경우에도 전술한 바와같이 클러치페달을 밟으면 리미트스위치(15)가 작동되어 코일(3)에 전류가 흘러서 전자석이된 플란자(8)가 하강하므로 역지변스프링(9)의 탄발력에 의해 역지변(5)이 하강되어 양측 유로(13)(13a)를 역지변(5)에 의해 차단 폐쇄시켜 주는 것이다.According to the present invention, even when the vehicle stops only by stepping on the clutch pedal 14 first and then brake pedal later, the limit switch 15 is operated by stepping on the clutch pedal as described above so that current flows in the coil 3 to become an electromagnet. Since the planar 8 descends, the reverse displacement 5 is lowered due to the repulsive force of the reverse displacement spring 9 to block and close both the flow paths 13 and 13a by the reverse displacement 5.
이때에도 나중에 밟는 브레이크페달의 작용에 의해 브레이크 마스터 실린더의 압입오일은 고유압이므로 고압이 되어 양측유로(13)(13a) 사이에 위치한 역지변(5)을 밸브시이트(12)로부터 상승시켜 주므로서 압입오일은 연결구(10)와 휠실린더 연결구(11)를 통해 휠실린더로 압입되어 제동력은 증가되며 클러치페달만 밟고 있으면 역지변(5)이 밸브시이트(12)와 계속 밀착되어 있게되므로 제동상태는 브레이크페달을 놓더라고 계속 제동이 유지되게 되는 것이다.At this time, the pressurized oil of the brake master cylinder is high pressure due to the action of the brake pedal to be stepped on at a later time, so that the reverse displacement 5 located between the two flow paths 13 and 13a is raised from the valve seat 12. The pressurized oil is pressurized into the wheel cylinder through the connector 10 and the wheel cylinder connector 11 so that the braking force is increased. When the clutch pedal is stepped on, the reverse displacement 5 keeps in close contact with the valve seat 12. When you release the brake pedal, the braking continues.
그러나 클러치페달을 놓으면 반클러치 위치에서 리미트스위치(15)의 접점이 차단되므로 릴레이(15)접점이 떨어져서 전원이 차단되어 전자석 코일(3)에 자력이 상실되며 플란자(8)의 자력도 상실되므로 플란자스프링(9a)의 탄발력에 의해 플란자가 상승된다. 그리고 150㎏/㎠ 이상의 고유압에 의거 원추형 역지변(5)이 밸브시이트(12)에 접촉된 면적의 압력으로 하향 밀착되는 것과 동일한 고유압 평형봉(21)의 하부면적 압력으로 상향하려는 파스칼의 원리에 따라 고유압 평형봉 선단(22)과 접촉되어 있는 역지변(5)과의 유압의 균형상태에서 플란자스프링(9a)의 추가탄발력에 의해 원추형 역지변(5)이 쉽게 상승되므로 각유로(13)(13a)는 연통되어져 제동이 해제되게되어 차량은 가속페달을 밟는 가압도에 따라 엔진의 동력에 의해 주행할수가 있게되는 것이다.However, when the clutch pedal is released, the contact of the limit switch 15 is cut off at the half-clutch position, and thus the relay 15 is disconnected from the power source, thereby causing the magnetic force to be lost in the electromagnet coil 3 and the magnetic force of the planar 8. The flanza is raised by the elasticity of the planar spring 9a. And based on the high pressure of 150 kg / cm 2 or more, the pascal of the pascal to be raised to the lower area pressure of the high pressure balancing bar 21 which is the same as the downward contact with the pressure of the area in contact with the valve seat 12. According to the principle, the cone-shaped reverse displacement 5 is easily lifted by the additional elasticity of the planar spring 9a in the balance of the hydraulic pressure with the reverse displacement 5 in contact with the high pressure balancing rod tip 22. The flow paths 13 and 13a communicate with each other so that braking is released so that the vehicle can be driven by the power of the engine according to the degree of pressurization of the accelerator pedal.
이와같이 본 고안의 고갯길을 주행하던중 정차시 브레이크 페달을 밟고 클러치페달을 계속 밟고 있어야 했던 불편을 해소할수 있으므로 일단 제동정차후에는 클러치 페달만 밟고 있으면 될뿐만아니라 추가 제동압력이 필요할 때에는 클러치페달을 밟고 있는 상태에서 브레이크 페달만 밟았다가 놓으면 되는 것이다.As such, the inconvenience of having to step on the brake pedal and continue to press the clutch pedal while driving on the pass of the present invention can be eliminated. Just step on and release the brake pedal.
또한 본 고안은 고갯길을 주행하다 정차후 재차 출발하고져할때에 가속페달을 밟으면서 동시에 클러치페달과 브레이크페달을 적당히 조절하면서 운전해야했던 운전상의 복잡한 운전과정을 생략하고 클러치 페달과 브레이크페달은 완전히 밟아 정지된 상태에서 브레이크페달을 놓고있다가 출발시 단지 가속페달만 밟으면서 클러치페달을 놓으면 차량은 후진치 않고 전진하게 되어 안전하게 운행할수가 있는 것이며, 이때 고유압평형 봉첨단(22)이 역지변(5)의 선단에 접하게 되므로 역지변(5)이 밸브시이트(12)를 압착 밀폐하던 힘이 평형을 이루게 되고 작은 플란자 스프링(9a)의 탄발력으로도 역지변(5)의 상승이 확실히 보장되는 것이다.In addition, the present invention eliminates the complicated driving process that had to be operated while appropriately adjusting the clutch pedal and the brake pedal while stepping on the accelerator pedal at the time of starting again after stopping at the pass, and completely clutched the pedal pedal and the brake pedal. When the brake pedal is released in the stopped state and the clutch pedal is released while only the accelerator pedal is pressed at the start, the vehicle moves forward without reversing, so that the inherent pressure balance peak 22 can be reversed. 5), the force that the reverse valve 5 press-sealed the valve seat 12 is in equilibrium, and the rising force of the reverse valve 5 is surely ensured even by the elasticity of the small planar spring 9a. Will be.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019840000085U KR850002595Y1 (en) | 1982-06-22 | 1984-01-07 | Device preventing from reverse moving |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019820002778A KR840000405A (en) | 1982-06-22 | 1982-06-22 | Braking Flow Control Device for Automobile Using Pascal's Principle |
| KR2019840000085U KR850002595Y1 (en) | 1982-06-22 | 1984-01-07 | Device preventing from reverse moving |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019820002778A Division KR840000405A (en) | 1982-06-22 | 1982-06-22 | Braking Flow Control Device for Automobile Using Pascal's Principle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR840005992U KR840005992U (en) | 1984-11-10 |
| KR850002595Y1 true KR850002595Y1 (en) | 1985-10-24 |
Family
ID=19224965
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019820002778A KR840000405A (en) | 1982-06-22 | 1982-06-22 | Braking Flow Control Device for Automobile Using Pascal's Principle |
| KR2019840000085U KR850002595Y1 (en) | 1982-06-22 | 1984-01-07 | Device preventing from reverse moving |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019820002778A KR840000405A (en) | 1982-06-22 | 1982-06-22 | Braking Flow Control Device for Automobile Using Pascal's Principle |
Country Status (12)
| Country | Link |
|---|---|
| JP (1) | JPS58224841A (en) |
| KR (2) | KR840000405A (en) |
| AU (1) | AU1273783A (en) |
| BE (1) | BE896237A (en) |
| BR (1) | BR8301970A (en) |
| CA (1) | CA1200264A (en) |
| DE (1) | DE3243293A1 (en) |
| ES (1) | ES523511A0 (en) |
| FR (1) | FR2528771A1 (en) |
| GB (1) | GB2122709B (en) |
| IT (1) | IT1161019B (en) |
| NL (1) | NL8300968A (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2161875B (en) * | 1984-07-25 | 1988-02-17 | Kia Ind Co | Automatic vehicle brake control system e g for hill starts |
| JPS6137561A (en) * | 1984-07-27 | 1986-02-22 | 起亜産業株式会社 | Automatic braking control system |
| KR870000862B1 (en) * | 1984-08-10 | 1987-04-30 | 김연근 | Brake-action using cluch |
| JPH062828Y2 (en) * | 1985-04-12 | 1994-01-26 | 三菱自動車工業株式会社 | Shift control device for automatic transmission |
| JPH0519237Y2 (en) * | 1985-09-24 | 1993-05-20 | ||
| KR920006441B1 (en) * | 1989-09-01 | 1992-08-06 | 남영희 | Anti-skid apparatus for vehicle |
| EP0445282A1 (en) * | 1989-09-28 | 1991-09-11 | Kia Motors Corporation | Electronic control system for automobile |
| KR20030025485A (en) * | 2001-09-21 | 2003-03-29 | 주식회사 만도 | Solenoid valve for brake system |
| CN111853099B (en) * | 2020-07-13 | 2021-06-25 | 哈尔滨工业大学 | Moving-coil type two-position three-way high-speed switch valve for vehicle |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2220465A (en) * | 1937-01-19 | 1940-11-05 | Chester A Spotz | Retaining means for an automotive vehicle brake system |
| US2262842A (en) * | 1938-03-03 | 1941-11-18 | Bendix Prod Corp | Brake |
| US2183803A (en) * | 1938-08-15 | 1939-12-19 | Wagner Electric Corp | Brake control mechanism |
| US2585711A (en) * | 1948-09-07 | 1952-02-12 | Guy H Whitney | Hydraulic brake control |
| US2638118A (en) * | 1949-11-05 | 1953-05-12 | Minnesota Automotive Inc | Control mechanism for preventing motor vehicles from creeping with provision for maintaining a constant restraining force |
-
1982
- 1982-06-22 KR KR1019820002778A patent/KR840000405A/en unknown
- 1982-10-06 GB GB08228515A patent/GB2122709B/en not_active Expired
- 1982-11-10 CA CA000415317A patent/CA1200264A/en not_active Expired
- 1982-11-23 DE DE19823243293 patent/DE3243293A1/en not_active Withdrawn
- 1982-11-24 JP JP57205910A patent/JPS58224841A/en active Pending
-
1983
- 1983-01-11 FR FR8300341A patent/FR2528771A1/en active Pending
- 1983-02-25 IT IT19776/83A patent/IT1161019B/en active
- 1983-03-17 NL NL8300968A patent/NL8300968A/en not_active Application Discontinuation
- 1983-03-22 BE BE0/210376A patent/BE896237A/en not_active IP Right Cessation
- 1983-03-23 AU AU12737/83A patent/AU1273783A/en not_active Abandoned
- 1983-04-18 BR BR8301970A patent/BR8301970A/en unknown
- 1983-06-22 ES ES523511A patent/ES523511A0/en active Granted
-
1984
- 1984-01-07 KR KR2019840000085U patent/KR850002595Y1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| BE896237A (en) | 1983-07-18 |
| BR8301970A (en) | 1984-04-17 |
| IT1161019B (en) | 1987-03-11 |
| NL8300968A (en) | 1984-01-16 |
| KR840000405A (en) | 1984-02-22 |
| IT8319776A0 (en) | 1983-02-25 |
| KR840005992U (en) | 1984-11-10 |
| GB2122709B (en) | 1986-03-19 |
| JPS58224841A (en) | 1983-12-27 |
| ES8405321A1 (en) | 1984-06-01 |
| GB2122709A (en) | 1984-01-18 |
| DE3243293A1 (en) | 1984-02-16 |
| AU1273783A (en) | 1984-01-05 |
| CA1200264A (en) | 1986-02-04 |
| ES523511A0 (en) | 1984-06-01 |
| FR2528771A1 (en) | 1983-12-23 |
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