WO2003020560A1 - Systeme de freinage par adsorption en surface de route - Google Patents

Systeme de freinage par adsorption en surface de route Download PDF

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Publication number
WO2003020560A1
WO2003020560A1 PCT/KR2002/001437 KR0201437W WO03020560A1 WO 2003020560 A1 WO2003020560 A1 WO 2003020560A1 KR 0201437 W KR0201437 W KR 0201437W WO 03020560 A1 WO03020560 A1 WO 03020560A1
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WO
WIPO (PCT)
Prior art keywords
adsorption plate
vacuum
adsorption
brake system
road surface
Prior art date
Application number
PCT/KR2002/001437
Other languages
English (en)
Inventor
Jong-Sin Jeong
Original Assignee
Jong-Sin Jeong
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020020044775A external-priority patent/KR20030020820A/ko
Application filed by Jong-Sin Jeong filed Critical Jong-Sin Jeong
Publication of WO2003020560A1 publication Critical patent/WO2003020560A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
    • B60T1/14—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action directly on road

Definitions

  • the present invention relates to a brake system of transportation facilities driving on the road. More specifically, the present invention relates to a brake system of transportation facilities with shortened brake distance and braking stability by generating additional braking force using adsorption load interlocked with an existing brake as drivers brake abruptly in emergent and inevitable situations for safety reasons.
  • ABS Anti Lock Brake System
  • the ABS shortens brake distance and improves rotability of vehicles by generating braking force using frictional force between tires and road surface because of thermal conversion owing to friction between wheel and lining in general especially when a driver reduces the speed of the car, namely the speed of an outer circumferential surface of rotating tires in contact with the road surface.
  • ABS is well known to have a very short brake distance and good rotability by adjusting the best slip rate between the road surface and tires and maintaining the biggest earth resistance state
  • drivers still get into car accidents in certain situations, such as, when drivers drive too fast or the road surface is slippery from ice or rain, because the brake distance in those situations are longer than usual.
  • this method of spreading a plate instantly was useful only for highspeed driving.
  • the brake system of the above-described methods is mainly dependent on the weight of the car.
  • the brake systems aforementioned were technically limited in many aspects.
  • This new brake system will improve brake stability of vehicles and save more lives and properties from car accidents. Further, respect for human life that had been lost because of development of transportation facilities will be restored, and economic loss in car accidents will be minimized.
  • an object of the present invention to provide a brake system of road surface adsorption for use of transportation facilities with shortened brake distance and braking stability by generating additional braking force using adsorption load interlocked with an existing brake as drivers brake abruptly in emergent and inevitable situations, such as, when drivers drive too fast or the road surface is slippery from ice or rain.
  • Still another object of the present invention is to provide a brake system of road surface adsorption for use of transportation facilities which can restore and control rotating force of a vehicle when rotation force of a vehicle is weakened owing to excessive adsorption load, by having data from a steering wheel's rotational speed sensor and a sensor for detecting rotation of a vehicle inputted in a central controller (micro computer) where the data is calculated, output and controlled, and regulating degree of vacuum inside of an adso ⁇ tion plate by using an apparatus for adjusting the degree of vacuum, and creating special types of energy and power.
  • a central controller micro computer
  • the brake system of road surface adsorption for use of transportation facilities is enable to shorten brake distance and secure brake stability by inhibiting a vehicle from being slipped horizontally, and keeping a vehicle from being overturned.
  • the brake system is expected to be very effective and practical especially nowadays because most of the roads are paved and designed for high-speed driving, and the surface of the road is very smooth.
  • the brake system of road surface adsorption including: an adsorption plate for forming a ground part with a road surface; a supporting bar for connecting the adsorption plate with a car body; a brush pin for increasing frictional coefficient by producing friction between adsorption load and the road surface; an energy source for driving a power generator; a power generator for converting energy supplied by the energy source to power; a vacuum generator for generating vacuum using the power supplied; a vacuum-degree regulator for regulating degree of vacuum for adjusting/controlling rotating force and an elevating device that makes the adsorption plate go up or down; and a central controller for effectively controlling every operation from the beginning to the end of the system based on a designated value according to data inputted from every kind of sensor.
  • Fig. la is an exemplary diagram showing how a brake system according to the present invention is installed
  • Fig. 1 b is an exemplary diagram showing how an adsorption according to the present invention operates
  • Fig. 2a is a plane view depicting the brake system according to the present invention
  • Fig. 2b is a bottom view depicting the brake system according to the present invention.
  • Figs. 3a and 3b are longitudinal cross-sectional views of the adsorption plate according to the present invention.
  • Figs. 4a and 4b are partially enlarged views of Figs. 3a and 3b;
  • Fig. 5 is a schematic diagram showing an elevating device according to the present invention.
  • Fig. 6 is a sectional plane view of the adsorption plate according to the present invention.
  • Fig. 7 is an exemplary view of a connecting part of the adsorption plate and a cross-sectional view taken along line X-X';
  • Fig. 8 is an enlarged view of 'A' of Fig. 4b according to the present invention
  • Fig. 9 is a schematic diagram illustrating chemical fly ash energy according to the present invention
  • Figs. 10a and 10b are schematic diagrams depicting a power generator according to the present invention
  • Figs. 1 la and 1 lb diagrammatically illustrate operation principles involved in a vacuum generator and its structure according to the present invention
  • Fig. l ie diagrammatically illustrates operation principles of a fuel supplying multi-stage ejector and its structural sectional view according to the present invention
  • Fig. 12 is an exemplary diagram of a supporting bar and an adsorption plate of the present invention
  • Fig. 13 is a schematic diagram showing a vacuum-degree regulator according to the present invention.
  • Fig. 14 is a block diagram showing the operational procedure of the present invention.
  • Figs. 15a and 15b are operational block diagrams in accordance with energy.
  • Fig. 16 is a block diagram of input and output of a central controller according to the present invention.
  • two-dot supporting bar 30 of the brake system of road surface adsorption is made of advanced material, and has an empty space in the middle part, which consequently improves rigidity.
  • supporting bar 30 improves rigidity by connecting a car body horizontally, making an inversed A shape, i.e., V. Its upper portion is connected to the car body 20 by a car body fixture (or holder) 24 and a car body fixing pin 23 that are coupled by thin rubber bushing, and its lower portion is connected to adsorption plate 50 by single point fixation using an adsorption plate fixing pin 35 to an adsorption plate fixture 34.
  • the installation position is either the center of weight of the car or the rear of the car.
  • the braking force of the present invention balances with the braking force of front and rear wheels, and stability gets improved because four point braking force has been converted to five point braking force while braking force works at the center of the four point braking force.
  • the lowest height of the car goes down even more because the supporting bar 30 is installed in the lowest part of the car. Fortunately, this can be fixed by using ECS (Electronic Controlled Suspension System) that adjusts the lowest height of the car.
  • ECS Electronic Controlled Suspension System
  • the supporting bar 30 is installed in the rear portion of the car, stability is even better because five point braking force in addition to four point braking force is generated, and the rear portion of the car is not easily slipped during sudden stops or sudden rotation. Most of all, the lowest height of the car is high enough to install the supporting bar, and the installed supporting bar can have good connectability to other operating units.
  • adsorption plate 50 of the present invention is fixated at the bottom surface of the car body at ordinary times, getting the elastic force of spring 22. But when a driver brakes abruptly, the central controller is provided with data on recession velocity of accelerator, brake pedal operating speed and master cylindrical pressure, and then the central controller operates the brake system. If so, solenoid 77 of fixture of the elevating device illustrated in Fig. 5 is operated toward an arrow direction, and this releases a fixture 70. Then, the adsorption plate 50 speedily descends to the road surface 100 with help of the elastic force of the spring 22, in which the descending speed is in proportion to the elastic force of the spring 22.
  • wire 74 is connected to the adsorption plate fixture 34 and wire pulley 71 , and the adsorption plate 50 can smoothly descend to the ground without too much resistance with help of sprocket 72.
  • an energy emission signal from the central controller is sent to an energy emission device to emit energy using vapor pressure and combustion pressure of chemical fly ash.
  • vacuum generator depicted in Figs. 11a tlirough l ie generates a vacuum.
  • the vacuum generator 40 and the adsorption plate 50 are connected to each other through a variable pipeline 50. Vacuum force generated by the vacuum generator 40 goes through a filter 61 as a pipe line valve 66 opens, and is tightly adhered to the road surface 100 with help of the elastic force of the sprint 22, as illustrated in Figs, lb, 3a, and 3b.
  • a simple closed space is formed inside of the adsorption plate 50 and the pressure therein is lowered below atmospheric pressure by sucking air inside of the adsorption plate 50 by using contact force added on a circular friction ring tube 54.
  • This operation is done within 0.1 sec.
  • the filter 61 does not have to be a particular kind as long as it can pass fine sand or water.
  • the adsorption plate 50 gets equipped with contact force to the road surface by taking advantage of differential pressure with atmospheric pressure.
  • a woven fabric or steel belt is inserted into the central layer of the plate, and an upper cover 57 of the friction ring tube with elasticity and rigidity is deformed.
  • air pressure in the inner space of the friction ring tube 54 makes the tube sensitive and transformative to the flatness of the road surface, and enables the tube to readily adapt to the curved road surface 100.
  • the circular shape of the friction ring tube 54 usually gets larger after being in contact with the road surface.
  • the upper cover 57 of the friction ring tube makes an angle of K, and is made of material that is easily transformed by tension.
  • the tire tread pressure per unit area is obtained by dividing the pressure of the spring 22 by the circumference of the tube.
  • the friction plate 50 receives vacuum pressure equivalent to the gap between the brush pin 55 and the friction pad 53.
  • the friction pad 53 is soft, it may narrow the tread gap and improve adsorption, but it is easily worn out. Meanwhile, if the friction pad 53 is hard, although it may widen the tread gap, its wear resistance is better. Therefore, using material that is strong at high-seed friction is an important object.
  • adsorption vacuum force can be set up by maintaining the degree of vacuum inside of the circular pipe in 6cm diameter of 38cm/hg for about 2.5 seconds. The degree of vacuum can be changed to an optimal state in consideration with every relation to others. Moreover, as shown in Fig.
  • a core bar 51 is radially installed in the central part of the cross section of the adsorption plate 50, and woven fabric 52 on the adsorption plate 50 prevents the plate from being bent from friction resistance.
  • a plurality of brush pins 55 is projected from the lower surface of the plate, and as Fig. 8 illustrates, the plate is fixated by a fixing belt 59. Since there is no definite way to arrange the pins or fixing the plate, one may optionally select the best one he prefers.
  • adsorption force generates frictional force by causing elastic deformation friction between irregular particles on the road surface and the brush pins 55, and maximizes the efficiency of internal adsorption plate 50 cross section because the braking effect per unit area is greater, compared with the braking effect per unit area of other friction materials, and makes the elastic deformation of the brush pins 55 be properly adaptive to the bends on the road. Since adsorption force is greater than frictional force, sliding friction is maintained, and this operational force is transferred to the supporting bar 30, and then to the car body 20 via fixture 24 connected by a fixing pin 23 in order to create additional braking force with help of adsorption force that is independent on the weight of the car.
  • the operational force results in change of frictional coefficient in accordance with length, thickness, density or elasticity of the brush pins 55.
  • high heat generated on the pins due to friction is cooled down by air that flows in, thereby improving wear resistance.
  • the designated total cross section of the brush pin 55 is about 12% of the cross section for the inner adsorption plate 50. More specifically, the total cross section of the brush pin 55 is 136cm 2 , given that the effective diameter of the plate is 38cm, and the adsorption force is designated as 500kg. If the diameter of the plate is set at 0.4mm, the number of brush pins 55 necessary is approximately 90,000.
  • the frictional coefficient of iron core having diameter of 0.4mm is 0.8 on the normal road surface, and 0.7 on the wet road surface.
  • the result tells that there is not much difference between the frictional coefficients on the normal surface and the wet surface.
  • the friction load on each pin was 4.4g.
  • the pins used in the experiment had the length of 2-2.5cm and they were allowed to have different length in order to improve contact force with the road surface 100.
  • bundles of pins, each bundle having 20 pins, were fixed on the plate to create brush effect, thereby preventing any damage on the road surface.
  • one of the most difficult yet accomplished object of the present invention is to over the limit of the sliding friction speed of the brush pins 55 with the road surface when the car is running at high speed. Still further researches should be given on this part, but if the above technique were commercialized, it would be based on the safest speed. In fact, the system is withheld at higher speed than the safest speed, and operates only at the safest speed. If the brush pins 55 are worn out, the adsorption plate 50 needs to be replaced, but the adsorption plate is basically recyclable for several times.
  • the ratio of the car body fixture 24, the height (H) of the road surface 100, and the length (/) of the supporting bar 30 is the ratio of the car body fixture 24, the height (H) of the road surface 100, and the length (/) of the supporting bar 30.
  • the reason for that is if the supporting bar 30 is short, the supporting bar 30 is not easily drawn onto the adsorption plate 50 although the supporting force is increased under the lateral force.
  • the central controller When a driver steps off the brake pedal 10 as no risk is present on the road, the central controller outputs operation end and quick return with help of a master cylinder hydraulic detecting sensor, and the pipe line valve 66 is closed and blocks vacuum force to flow into the adsorption plate 50. At this time, only the spring 22 pressing force is present on the adsorption plate 50 while the spring 22 pressing force on the ground is too weak to disturb the driving. Simultaneously, when the elevating device motor 75 of Fig.
  • a wire pulley 71 placed on the same axis with a warm gear 78 that is engaged with the gear 73 takes up a wire 74 connected to the adsorption plate fixture 34 and makes a fixture 70 coupled with a fixture solenoid 77.
  • the adsorption plate 50 returns to the lower surface portion of the car body and removes any interference with driving, maintaining driving ability of the car.
  • the steering wheel's rotational speed sensor and the car body rotation detecting sensor input data in the central controller, and the central controller outputs a command to restore the rotating force.
  • the regulator of the degree of vacuum starts running, and its output electric operation drives the motor as shown in Fig. 13. Then, the motor rotates a motor gear 63 forwardly and • backwardly, rotating the gear of rotating bar 64. By adjusting a valve rotating bar 65.
  • the system of the present invention has a double valve that enables air to flow in the ejector when the valve is closed. If the car is not equipped with the ABS (Anti Lock Brake System), the driver docs not have to worry about the rotating force too much. The more important thing is how to design and set up the adsorption braking force. If the adsorption braking force is set up at low vacuum, the efficiency of the ejector will be increased, but the diameter of the adsorption plate 50 becomes longer instead.
  • the adsorption braking force is 30-40% of the car's rotating force. As a matter of fact, this number is already an improved value by 30-40%, compared to the conventional one. In consequence, the brake distance can be shortened at least 20- 30% and more. Theoretically, the brake distance can be shortened up to 50%.
  • the driver brakes abruptly and rotates the car all of a sudden. In this occasion, the driver tends to steer the wheel too much, namely the over-steering phenomenon occurs.
  • the present invention rather results in the under- steering phenomenon, so a neutral steering can be well maintained. Then, the regulator of the degree of vacuum may not be needed at all because of the pre- designated value of the adsorption braking force.
  • the brake system of the present invention is not usually operated at low-speed driving. However, if the road surface is frozen or icy, the road surface detecting sensor makes the system operate even at low-speed driving. Before this sensor was developed, the driver had to set up the brake system manually to make it operate at low- speed driving. The manual setting was cancelled when the road surface became normal again.
  • liquefied carbon dioxide is preferred as an energy source.
  • 1kg of liquefied carbon dioxide corresponds to 534 liters of gaseous volume at 15°C, and its pressure is in range of from 50 to 60kg/cnr. Therefore, it is possible to withdraw high power instantly, and supply high-speed fluid to the ejector. In addition, the pressure stays constant from the beginning to the end of the operation, and the vessel where the gas is filled in is exchanged.
  • Fig. 16 represents, a shock detecting sensor and a temperature detecting sensor are installed in the system.
  • Another method for preparing an energy source involves a mixer that mixes oxygen filled in the tank with fuel. The mixture is injected from the mixer and fired in an igniter, and the high-temperature, high-pressure fluid therefrom can be utilized for energy.
  • Fig. 9 and Fig. 15b illustrate that chemical combustible 90 is output under the control of the central controller, and a current flows along an ignition coil 95 that passes through a fusing pipe 98, so the fusing pipe 98 and an combustion-ignition wire 93 are exploded together at the same time.
  • the high-temperature, high-pressure gas which is generated at the time when chemical combustibles 90 filled in a tube 92 for the combustibles whose internal surface is adiabatic is fired, is induced to the power generator 80 or the multi-stage ejector 40 through the power generator advancing pipe line 97, and the chemical combustible to be fired releases lOOOcc of gas per l g, and l OOOcal energy and high-temperature, high-pressure instantaneous energy at 2500- 6000°C from the combustion.
  • This chemical-ignition method has a number of advantages, for example, high power can be easily withdrawn, and the pressure remains constant from the beginning to the end of the operation, and the combustible is light and has small volume, and the combustible is very stable under impact (shock), and when the car is caught on fire, the combustible is easily fired by the temperature detection sensor 94, securing stability.
  • the inlet of the combustible is tightly sealed by diaphragm to be easily ruptured at gas expansion.
  • the power generator, the pressure hydraulic advancing pipe line 97, and the combustible tube 92 are all screwed up together, so anyone can easily install or replace, and transform their shapes freely, i.e., straight or curved. These reasons explain why most of people prefer the chemical firing material as an energy source.
  • a positive displacement (or volumetric) power generator or turbo power generator should be rotated at very high speed. Also, making a vacuum through this method is pretty complicated and slow, so it is not that attractive way to make the vacuum.
  • Fig. 11a well depicts the vacuum generator 40, in which air flows in a centrifugal pump.
  • a jet pump also known as 'Ejector'
  • Fig. l ib can generate vacuum without using the power generator 40, and its weight is pretty light so it is adaptive to any kind of volume.
  • the multi-stage ejector compared with the single-stage ejector, consumes less energy but is capable of sucking high vacuum and generating an effective vacuum.
  • the multi-stage ejector is effective for generating vacuum when driving fluid is at high temperature and high pressure, and responsive to vacuum formation.
  • the multi-stage ejector employed in the present invention has a gauge pressure of approximately 38cm/hg.
  • Fig. H e explains how to supply fuel to the multi-stage ejector.
  • many people used chemical combustibles because they are light and form high- temperature, high-pressured gas. But, the chemical combustibles are very expensive to use.
  • the multi-stage ejector is being widely used in many industries because it can generate vacuum very easily by using small amount of high-pressured fluid.
  • the multi-stage ejector uses high-temperature, high- pressured fluid for generating power. More specifically, pressured fuel 44 filled in a fuel tank is mixed with gasified or burning fuel 41 in a nozzle at the front end or induced air and supplied through a valve opening 43.
  • the fuel naturally ignites by reacting to oxygen, i.e., mixing, colliding, and binding with oxygen, in the induced air in the high-temperature (about 2500-6000°C) burning gas flow in the nozzle 42, and generates high-temperature, and high-speed burning gas, which slows down the fluid flowing in the nozzle 42 with help of the induced air.
  • oxygen i.e., mixing, colliding, and binding with oxygen
  • the induced air in the high-temperature (about 2500-6000°C) burning gas flow in the nozzle 42
  • the amount of fuel to be supplied is determined depending on the mixing ratio with the anticipated amount of induced air.
  • the expensive chemical combustibles 90 are used as power source, and the fuel 44 is additionally supplied.
  • the braking system of the present invention will be the most effective system for the road surface 100 at any conditions although the efficiency of the multistage ejector will still be remaining as a question.
  • Expected noise produced according to the speed of fluid discharged from the last nozzle of the ejector and the noise produced by the friction between brush pins and the road surface 100 are about 70dB. Considering that it is natural to make noise when the driver tries to brake abruptly, the above noise level is rather insignificant.
  • An air intake port 45 of the multi-stage ejector can be formed of several paths. Usually, dirt, sand, or water on the road surface 100 is taken into the air intake port 45 by the brush pins 55.
  • the pipe line of the air intake port 45 is both straight and circular. The straight line is for objects with a large inertia, and the circular line is for separating fluid with small inertia and then sucking the same by using inertia dependent on the speed of intake. For instance, sand or water having a heavy weight flows in through the latter part of the nozzle with a large diameter, thereby preventing the intake port from being clogged.
  • the flatness of the road surface 100 varies for different places. Nevertheless, once the car passes the worst road surface 100, the degree of vacuum is immediately restored.
  • the groove of the concrete paved street normally has a depth of 2.5-3cm, and a width of 2-3mm. But its sectional area is 1.8cm 2 at most, so it rarely affects the adsorption power of the braking system since the intake vacuum power is designed to meet the worst road surface.
  • Fig. 16 illustrates the central controller.
  • the central controller receives data from an accelerator returning speed measuring sensor, a brake pedal operating speed measuring sensor, a master cylinder fluid pressure detecting sensor, a car speed measuring sensor, a steering wheel's rotational speed measuring sensor, a car rotation detecting sensor, a vacuum degree detecting sensor, a temperature detecting sensor, a shock detecting sensor, and a road surface state detecting sensor. Then, the central controller compares the data from those sensors to the prefixed standard values, and displays the result of the calculation.
  • the central controller enables the motor to effectively control the degree of vacuum inside of the adsorption plate 50 by rotating forward/backward, based on the electric signals output from the central controller in connection with the start and end of the system, no operation at low speed, opening the gas tank valve, ignition of combustibles, proper valve angle of the regulator of the degree of vacuum. In this way, the car can have the best braking force and rotation force.
  • the accelerator returning speed measuring sensor, the brake pedal operation speed measuring sensor, and the master cylinder fluid pressure detecting sensor are already commercialized in brake assist system (BAS), and the steering wheel rotational speed measuring sensor, if a designated angle displacement is allowed to the steering wheel, outputs displacement of the angle to an electronic signal.
  • BAS brake assist system
  • the car rotation detecting sensor detects actual rotating amount of the car body and outputs an electronic signal based on how much the car body rotated against the angle displacement of the steering wheel.
  • the road surface state detecting sensor finds out the state of the road surface, e.g., whether the road is frozen or icy, and outputs the result thereof into an electronic signal.
  • Other sensors are already in technical use, and depending on the energy source, some of the above sensors and mechanic members may not be needed. Also, since many kinds of sensors are available for automobile, people may use ones they prefer.
  • the rear part of the car should be specially designed to improve the visual effects and prevent any rear-end collision from the shortened brake distance.
  • the braking system of road surface adsorption according to the present invention is especially advantageous for preventing car accidents and saving people's lives and properties from the accidents in viewpoints that it shortens brake distance during sudden stops by increasing additional vertical load and frictional coefficient of the tires to the road surface, helping the drivers to actively deal with the inertia; prohibits the car, e.g., a SUV whose center of gravity is high, from being overturned; control the car not to spin; prevents car accidents due to unskillful steering during a high-speed drive; improves braking stability on icy and slippery road surface; and improves braking force and braking stability by distributing the vertical load leaned on the front wheels to the rear wheels.
  • the present invention can be put into practice for any one. With help of the advanced technologies at present, the braking system of road surface adsorption in accordance with the present invention can be commercialized within a short period of time.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de freinage d'unités de transport circulant sur une route et concerne, en particulier, un système de freinage par adsorption en surface de route. En général, tous les moyens de transport possèdent une inertie et, afin de stopper le déplacement, une garniture et un tambour produisent une friction l'un contre l'autre, et la force de contrainte résultante produit une friction entre les pneumatiques et la route, ce qui permet d'arrêter une unité de transport en mouvement selon une certaine distance. En revanche, le système de freinage par adsorption en surface de route utilisant les principes de la présente invention fonctionne mieux, particulièrement dans des situations inévitables et d'urgence, par le fait qu'il permet de raccourcir la distance de freinage et améliore la stabilité de freinage par mise en oeuvre instantanée d'une charge verticale, sans énergie cinétique additionnelle, par adsorption sur la route de l'unité de transport en déplacement, ce qui diminue l'inertie et augmente la force de freinage. En outre, selon ce système de freinage par adsorption en surface de route, lorsqu'une plaque d'adsorption descend vers le sol afin de provoquer cet effet, pour former un espace étanche à l'air, un générateur de vide fonctionnant au moyen d'un fluide haute pression permet de maintenir sous vide la surface interne de la plaque d'adsorption. La force d'adsorption qui en résulte, produite par la différence de pression entre l'atmosphère et le vide, fournit une force de freinage supplémentaire.
PCT/KR2002/001437 2001-09-04 2002-07-30 Systeme de freinage par adsorption en surface de route WO2003020560A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
KR20010054261 2001-09-04
KR2001-54261 2001-09-04
KR1020020044775A KR20030020820A (ko) 2001-09-04 2002-07-29 노면 흡착 브레이크 시스템
KR2002-44775 2002-07-29

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WO2003020560A1 true WO2003020560A1 (fr) 2003-03-13

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2311695A1 (fr) * 2009-10-15 2011-04-20 Werner Fuchs Système de freinage d'urgence pour véhicules, notamment des véhicules automobiles
WO2014168529A1 (fr) 2013-04-10 2014-10-16 Autoliv Development Ab Dispositif de frein basse pression de véhicule
EP3243714A1 (fr) * 2016-05-11 2017-11-15 Autoliv Development AB Système de freinage de véhicule à basse pression
CN114932887A (zh) * 2022-07-25 2022-08-23 长春职业技术学院 一种新能源汽车用制动装置
EP4071369A1 (fr) * 2021-04-09 2022-10-12 Zhejiang University Mécanisme d'expansion et de flux radiatif

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Publication number Priority date Publication date Assignee Title
US4325465A (en) * 1980-04-25 1982-04-20 Ronald Lemon Auxiliary brake for tractor-trailer rig
JPS5889444A (ja) * 1981-11-20 1983-05-27 Yasuyuki Fujii 自動車等用の緊急用ブレ−キ
US4825978A (en) * 1988-08-04 1989-05-02 Frank Verano Emergency braking system
KR910004266A (ko) * 1989-08-25 1991-03-28 원본미기재 금속피복시스템
JPH05170063A (ja) * 1991-03-11 1993-07-09 Sab Wabco Holdings Bv ブレーキブロツクホルダを備える車両ブレーキ作動器

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4325465A (en) * 1980-04-25 1982-04-20 Ronald Lemon Auxiliary brake for tractor-trailer rig
JPS5889444A (ja) * 1981-11-20 1983-05-27 Yasuyuki Fujii 自動車等用の緊急用ブレ−キ
US4825978A (en) * 1988-08-04 1989-05-02 Frank Verano Emergency braking system
KR910004266A (ko) * 1989-08-25 1991-03-28 원본미기재 금속피복시스템
JPH05170063A (ja) * 1991-03-11 1993-07-09 Sab Wabco Holdings Bv ブレーキブロツクホルダを備える車両ブレーキ作動器

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2311695A1 (fr) * 2009-10-15 2011-04-20 Werner Fuchs Système de freinage d'urgence pour véhicules, notamment des véhicules automobiles
WO2014168529A1 (fr) 2013-04-10 2014-10-16 Autoliv Development Ab Dispositif de frein basse pression de véhicule
EP2983953A4 (fr) * 2013-04-10 2016-11-16 Autoliv Dev Dispositif de frein basse pression de véhicule
US9656638B2 (en) 2013-04-10 2017-05-23 Autoliv Development Ab Vehicle low pressure brake arrangement
EP3243714A1 (fr) * 2016-05-11 2017-11-15 Autoliv Development AB Système de freinage de véhicule à basse pression
EP4071369A1 (fr) * 2021-04-09 2022-10-12 Zhejiang University Mécanisme d'expansion et de flux radiatif
CN114932887A (zh) * 2022-07-25 2022-08-23 长春职业技术学院 一种新能源汽车用制动装置

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