RU3916U1 - STOP SIGNAL OF CAR - Google Patents

Abstract

A car brake light containing a set of red lamps connected to a deceleration sensor of any type or to a pressure sensor in the hydraulic brake system, so that the number of lighted lamps is proportional to the vehicle’s deceleration, characterized in that the main brake lights are connected to a deceleration sensor or pressure, located in the form of a visually easy-to-read geometric figure, mainly a circle, a rectangle, a straight line segment, the contour of which is indicated by a narrow strip consisting of a constant about additional red lights lit, and the relative filling of the outline of this figure with the main brake lights, instantly visually assessed by the driver of the next car behind, corresponds to the relative braking intensity with respect to the maximum possible for this vehicle.

Description

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Car brake light

Utility model --- refers to the field of automotive and automobile operation (& - / m).

3 present Bpeiv p for all vehicles, it is necessary to have a brake light (CC), which is two electric lights installed on both sides of the rear panel of the operating system, it turns on when you press the brake pedal and warns the following / m of drivers about braking. Known SS, consisting of lamps (w-mk non-heating), Elyuchetyk with the help of pressure sensors in the brake hydraulic drive system, and which, to improve road safety, can inform not only about the fact of braking, but also about its intensity, and to inform about braking intensities are offered:

a) the variable brightness of the SS foschears (US patent 12691234 from 1C. Ob, 59); f,; ,

b) variable; the blinking frequency of the SS flashlights (UK patent 2112228A of 07.13.63);

c) the color of the additional SS lights (UK patent No. 2146752A of 04.24.65) ;, d) the number of additional SS lights (patent SNA

To application 05006I72 / II

Pritule. Yuri Grigorievich 60 a 1/44

Ikx

F2946042 from 07.19.60, German applications laid out No. 2637155 from 06.16.76 and Ш51611b from 06.11.86 (Inventions of the world, 1967, ed. 44, viy. 14)).

The closest in technical essence to the claimed L1 / invention analogs are SSs proposed in the patent CM F2946042 from 19,07.60 and in the laid-out applications SHG No. 2637155 from Io.06.76 and Ш516113 from 06.11.86. These brake lights, informing about the intensity of braking (SSIIIG), contain several pairs of lights that, when the force is pressed on the brake pedal, are sequentially turned on or by a pressure sensor installed in the hydraulic brake actuator and configured to different: pressure levels (US patent and SRG application Ш51611С), or by means of a switch mechanically connected to the brake pedal (German application G 2637155). .

The disadvantage of these analogs, as well as all the rest of the above mentioned SIIIG, is that they do not give information about the reference point - about Gurovna of the signal corresponding to a certain braking intensity determined in advance by the driver, which makes it difficult or impossible to extract quantitative information present in the signal about the intensity of braking. Indeed, for the practical application of the above X SSIIIG, the driver of the vehicle following the braking a / m would need to know what brightness (in SSII11G according to item a)), or what blinking frequency (in SSIIIG according to item b)), or what color (in SS14IG according to item c)), or how many lights (in SSJIH according to item g)) corresponds to some predetermined braking intensity (for example, the maximum possible for a given vehicle).

The purpose of this invention is to improve the technical characteristics and consumer qualities of the LSS, in which information about the intensity of braking is transmitted by the number of lighted SS lights.

.; The stated goal is achieved by setting a reference point and taking measures to facilitate the perception of quantitative information about the intensity of braking. (

- The invention consists in the following. SSIIIG consists of the main and additional red lights, (generally accepted for light braking designation). The main lights (SF) are located in the form of a visually easy-to-read geometric figure (circle, rectangle, straight line segment, etc.), the outline of which is indicated by a narrow strip consisting of additional lights (DF).

An indication of a reference point (calibration) in the proposed one is carried out by ensuring that there is a correspondence between the state of the CGMIff, when the entire contour of the figure is completely filled with lit О® ,, and the maximum possible braking intensity for a given vehicle (everyone should know this general property of the proposed SSIIG in advance driver). For any braking intensity of a vehicle from zero to the maximum possible, the relative filling of the figure contour with lit Of corresponds to the relative (relative to the maximum possible) braking intensity.

To facilitate the perception of quantitative information about the braking intensity of vehicles (i.e., to facilitate an assessment of the degree of occupancy of KOHTIVT - a lit OS pattern), the following is proposed:

a) the geometric figure formed by the OF should be as simple as possible;

b) filling the contour of the figure with lit OBs should be carried out by turning on the lights adjacent to the already lit ones, so that the lit OBs always form a solid stick, the length of which (and therefore the degree of filling the figure with lit lamps) varies depending on the intensity of braking;

c) the geometric figure formed by the RP should have mirror symmetry with respect to the longitudinal vertical plane of symmetry of the vehicle,

Under these conditions, the perception of the degree of contour filling with lit Ш can occur subconsciously, and therefore quickly (similarly to the subconscious visual assessment of time by an analogue clock even if there are no numbers on the dial).

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- The geometrical figure formed by the OS can be either a single-contour or a two-contour one, i.e. consisting of two identical contours for the right and left sides of the car.

It is advisable to combine the main lights that are the first to light when braking a vehicle (at a deceleration level corresponding to the threshold h: / of SSIIIG), with the gabbrit lights of a vehicle (i.e. use the generally accepted technical solution).

Commutation (switching on or off) is carried out by commands from the pressure sensor c. the system of the hydraulic brake drive or from the deceleration sensor.

The outline of the figure, on which the 7 / are located (and, therefore, informing the drivers that the vehicle is equipped with SSIIIG), is carried out: in the dark - constantly lit DF, included at the same time as the side light of the vehicle; in. daytime - by external design of the DF (in the daytime it is also possible to turn on the DF at the same time as the PF, which are turned on when braking first).

In FIG. I-S is a rear view of the vehicle with various configuration options: SSIIG facies at various braking intensities. In FIG. 1a, 2a and 3a are presented in such states when all the OSs are on. In Fig. 1, 0 are located in two identical circles on the right and left sides of the car, in Fig. 2 - along the contour of the rectangle, in Fig. 3 - along a straight line segment.

Figure 4 presents the electrical diagram of one of the possible options for the implementation of the proposed SS1ZHG, which uses the signaling device level deceleration.

Geometric, by contact: / ru which is located. lag the OR, indicated by the line DF, shown in figure 1-4 in the form of a strip with double hatching.

The choice of the type of switches, including 0 SSIIIG, is not a fundamental issue. It can be both pressure indicators installed in the hydraulic brake actuator (the approximate pressure value in the hydraulic actuator with maximum braking is 25 atm), and inertial sensors of any type of deceleration (minimum deceleration value

- when emergency braking in accordance with the State Standard of Belarus with GOST 25478-62 is 4-6 m / s, depending on the type of vehicle).

If the breaking capacity of the relay contactor, which is the first E GCIMT, is insufficient (the approximate power required to turn on the one of the SF SSIS is W), then intermediate relays and amplifiers will be required, which will complicate the /: /} circuit but is not a matter of principle an obstacle.

If the SSIIIG scheme is selected using brake pressure sigёё за outers in the brake hydraulic system, then, as such signaling devices, in principle, they can be used by industry (Electrotechnical Handbook. TZ Book I. M., Energy, 1966, p. 324 - 330):

a) RDS-type pressure signaling devices having a tuning range of 3 atm to 25 atm and an breaking capacity of contacts of 300 VA;

b) pressure switch GOST 19486-74;

c) electrocontact pressure gauges of the ECM type;

d) membrane signaling devices of the types ДГ, ДН, СЩр.

However, in terms of size, weight, simplicity and reliability, it would certainly be preferable to specifically develop pressure switches for SSSh, similar to those currently used, for example, in the Volga car, the brake light switch BK-I2 (whose contacts close at a pressure of 3-5 bar, and the housing which is designed for the maximum possible pressure in the hydraulic brake system), but designed to operate at various fixed pressure levels in the range from 5at to 25at. Fundamental difficulties with such a refinement of the brake light switch BK-I2 will not arise. The specific values of the levels at which the pressure signaling devices should be triggered depend on the total number of SSIIG RP.

If a circuit with deceleration sensors is selected, the following can be used as such sensors:

a) rheostatic acceleration sensors of types EA-9, MP-66, EA-19, EA-16a, EA-20 (Electrical reference book. Volume 3, Book I. M., Energy. 1966. p.30d);

o) pendulum sensor (patent of Great Britain 2200504A from 03.Ob.88);

c) mercury inertial switch (patent of Great Britain 2177557 from 01.21.87).

Since, for use in the SSIIIG, the functions of not the deceleration sensors (giving the output signal in the entire range for which they are designed), but the deceleration relays (signaling the achievement of certain deceleration values) are sufficient, it would be expedient to modify any from the above rheostatic sensors, replacing the rheostat in it with individual contacts with the necessary breaking capacity, but retaining the mechanical drive from the inertial mass.

One of the possible SSIIG options, the electric circuit of which is shown in Fig. 4, includes the main lights 1-5 and the deceleration level switch 6, made on the basis of the standard MP-bb deceleration sensor. The resistor node of the MP-bb sensor consists of a rheostat, the slider of which is mechanically connected with the inertial mass, as a result of which its movement is determined by the movement of the inertial mass during decelerations. In the slowdown level switch (a modified acceleration sensor MP-bb), the resistor assembly is replaced by a contact group consisting of contacts 7, 8, 9 and 10, placed on a fixed board, and their corresponding contacts II, 12, 13 and 14, located on the slider 15 associated with the inertial mass 16. The number of pairs of contacts of the signaling device of the deceleration level is determined by the number of OSH SSIIIG. The contact group is designed in such a way that the on state of the main lamp is maintained at all deceleration levels exceeding the deceleration level at which this RP turns on. When the pairs of contacts 7 and II, 8 and 12, 9 and 13, 10 and 14 are closed, the main lights 2, 3, 4 and 5, respectively, light up. Flashlights with the same numbers 2, 3 and 4 in the upper and lower parts of the secondary rail are connected in parallel and light up simultaneously. When using the MP-bb head unit, the further development of its rheostatic unit would have to additionally include an amplifier and intermediate relays, including Ш (which does not encounter any fundamental difficulties) in the circuit.

but complicates the scheme). As part of the GGiM, the brake light switching system 17, which is mandatory for use on modern automobiles, is also fully used. It is connected with the hydraulic or fifth brake actuator. Power SSIIG is carried out from the Varietal car network (battery 18).

The proposed SIIIT works as follows. Already with a slight pressure on the brake pedal, as in all modern vehicles, the contacts of the standard brake light switch 17 are closed (Fig. 4), and the main lights I, combined with the parking lights of the vehicle, light up. Upon reaching the levels of braking intensity corresponding to 1/4, 1/2, 3/4 and I from the maximum possible braking intensity, due to the displacement of the inertial mass 16 and the associated slider 15 (in Fig. 4, in the direction: from top to bottom) relative to shown in figure 4 of the zero position (with uniform movement) is the closure of pairs of contacts 7 and II, 8 and 12, 9 and 13, 10 and 14 and the inclusion of the main lights 2, 3, 4 and 5, respectively. In this case, the relative filling of the contour of the geometric figure formed by the SSIIIG OS, with the ignited OSh, will be 1/4 (Fig. 16.26 and 3b), 1/2 (Fig. IB, 2c and Sv), 3/4 (Fig. 1d, 2d and 3g) and I (a completely filled circuit - the maximum possible braking - figa, 2a and 3a), which is quantitative information about the braking intensity, visually perceived by the driver of the next car behind.

A variant of the SSIIIG circuit with a deceleration level indicator has the following advantage that is absent in circuits using pressure switches installed in the hydraulic brake actuator: it informs not only about the braking caused by pressing the brake pedal, but also about the engine braking and related to the intentions of the driver and occurring either as a result of a technical malfunction of the vehicle, which sharply reduces its speed (for example, a tire break, a cardan shaft break, etc.), or when hitting an obstacle or collision. This information is transmitted by turning on the pairs of lights 2, 3, 4 and 5. (depending on the intensity of deceleration) when the lights I are off (Fig. 4).

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 Ъ It is advisable to use the proposed SSIIIG on all types of automobile transport - cars, trucks, and buses.

The proposed SSIIIG can be incorporated into the vehicle design, or made in the form of separate mounted blocks of lights for installation on the rear panel of the car or in the passenger compartment (along the rear window contour) in cars produced with conventional brake lights.

The proposed SIIIG will not only provide new opportunities in developing the appearance of the designed cars, but will also make it possible to partially change the appearance of already produced cars with the help of various hinged blocks of SIIIG lights.

Claim.

A car brake light containing a set of red lamps connected to a deceleration sensor of any type or to a pressure sensor in the hydraulic brake system, so that the number of lighted lamps is proportional to the vehicle deceleration, characterized in that in order to indicate a reference point (calibration) and facilitate perception quantitative information about the intensity of braking, brake lights connected to a pressure or deceleration sensor (main lights) are located in the form of spectators about an easily readable geometric fi gura (circle, rectangle, straight line segment, etc.), the contour of which is indicated by a narrow strip consisting of constantly lit additional red lights, and the relative filling of the contour of this figure with the main brake lights, instantly visually evaluated by the driver of the next car behind, corresponds to the relative (in relation to the maximum possible for a given vehicle) braking intensity.

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- Author: Yu.G. Pritula

Claims (1)

A car brake light containing a set of red lamps connected to a deceleration sensor of any type or to a pressure sensor in the hydraulic brake system, so that the number of lighted lamps is proportional to the vehicle’s deceleration, characterized in that the main brake lights are connected to a deceleration sensor or pressures are arranged in the form of a visually easy-to-read geometric figure, mainly a circle, a rectangle, a straight line segment, the outline of which is indicated by a narrow strip consisting of a constant about additional red lights lit, and the relative filling of the outline of this figure with the main brake lights, instantly visually assessed by the driver of the next car behind, corresponds to the relative braking intensity with respect to the maximum possible for this vehicle.