JPS6030578B2 - vehicle braking system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a copper braking device for vehicles such as motorcycles and automobiles.

A suction plate linked to the brake pedal slides with an electromagnet fixed to the floor of the car whip. When the brake pedal is depressed and the vehicle stops, the electromagnet is activated to fix the suction plate, and then the accelerator is moved. A braking device has been proposed in which the brake remains applied until the pedal is depressed, even if the brake pedal is released.

This device was useful because it made it easier to operate the vehicle when starting on a hill, and it could prevent collisions caused by rear-end collisions when the vehicle was stopped. ,
Because it was detecting the rotation of the cable that drives the speedometer,
There was an inconvenience in that it was troublesome to attach the rotation detection sensor to the wheel. Also, due to hydroplaning while driving at high speed in the rain, the wheels may lock up when applying the brakes.
This had the drawback that the brake would not be released until the accelerator pedal was pressed, resulting in an extremely dangerous situation. In order to overcome this drawback, the applicant previously proposed a safety device in which when the brake pedal is pressed down hard, the power circuit of the electromagnet is cut off and the brake is released, but this device was not necessarily easy to operate. . In view of the above, it is an object of the present invention to propose a braking device, particularly a brake holding device, which is easy to attach to a vehicle cocoon, easy to operate, and highly reliable.

The following description will be made based on the embodiments shown in the drawings.

In FIG. 1, 1 is a brake pedal, 2 is a brake lever, and 3 is a swinging fulcrum of the brake lever 2, which is fixed to the steel floor of the vehicle.

4 is a connecting member that transmits the movement of the brake lever 2 to a brake master cylinder (not shown); 5 is a mounting plate fixed to the vehicle body; 6 is an arm that can swing around a pin 7 fixed to the mounting plate 5; It is connected to a member 9 via a pin 8 fixed to the end 6a.

The member 9 has a deformed hole 9a, into which the pin 8 is fitted, and is always pulled to one side by a compression spring S as shown in FIG. A member 10 is welded to the member 9,
A U-shaped connecting punch 11 is generally attached to this member 10, and a plate 12 is fixed to the connecting hole 11 with nuts 13 so as to sandwich the brake lever 2 therebetween. An actuator 14a of a microswitch 14 fixed to another movable head 6b of the arm 6 is engaged with the front end 9b of the member 9.
Microswitch 14 is open when and pin 8 are in the relative positions shown in FIG. When the fin magnet 20 (described later) is not operating, that is, when the suction plate i8 is not attracted, the brake pedal! When you step on the brake lever 2 moves to arrow A.
direction, the member 9 is moved in the A direction, and while there is a gap x, the material 9 pulls the movable end of the arm 6 in the A direction via the compression spring S and the pin 8, and the arm 6 moves around the pin 7. to rotate the suction plate 18 clockwise. When the electromagnet 20 is activated and attracts the adsorption plate 18, the brake pedal 1
When you step on the button, the microswitch 14 is set to close when the compression spring S is compressed by half of x.
By simply stepping on the brake pedal slightly, the microswitch 14 closes, the electromagnet 20 becomes de-energized by the action of an electric circuit to be described later, the suction plate 18 becomes free, the compression spring S returns, and the microswitch 14 opens. Reference numeral 6c is a cam surface provided on the arm 6, and is set so that the microswitch 15 is switched when the brake pedal is depressed beyond the level that the brake is applied.

6b is another cam surface provided on the arm 6, which is set to close the microswitch 16 when the brake pedal is fully depressed.

6e has rack-like teeth cut into the arm 6 and meshes with a pinion 19 fixed to a circular suction plate 18 that can rotate around the shaft 17, and when the brake pedal is depressed, the arm 6 moves around the pin 7. The suction plate 18 can be rotated counterclockwise around the shaft 17.

20 is an electromagnet having a solenoid installed in the same direction as the shaft 17, and has a bottomed cylindrical iron case fixed to the mounting plate 5, and the end face of the case has a magnetic pole face facing the adsorption plate 18. form the foundation

The suction plate 18 rotates while moving along with this magnetic pole surface. When the brake pedal 1 is depressed, the suction plate 18 rotates by an amount corresponding to the amount of depression, but in this state, the electromagnet 2
0 operates, the adsorption plate 18 is adsorbed and fixed to the magnetic pole surface of the electromagnet case. The brake pedal is then held in that position, and the brake remains applied even if you take your foot off the brake pedal. In FIG. 3, 21 is a switch linked to the accelerator pedal of a vehicle, which closes when the foot is removed from the accelerator pedal and opens when the foot is depressed. Reference numeral 22 denotes a circular permanent magnet attached to a pendulum 24 that can swing around a shaft 23. Its outer periphery is multi-pole magnetized, and a reed switch 25 is disposed close to the outer periphery. 25 constitute a swing sensor 26.

The rocking sensor 26 is supported by a bearing fixed to the wheel so that the ball 23 is perpendicular to the longitudinal direction of the axle and horizontal. Therefore, the pendulum 24 swings by detecting negative acceleration during deceleration of the vehicle neck, and the reed switch 25 opens and closes to generate electric pulses. When key switch S is closed now, voltage is supplied from battery E to the circuit, and when both the accelerator and brake pedals are removed, switches 15 and 21 are in the state shown, so the second winding One coil of latching relay K is excited and switched, and voltage is supplied to point a. The latching relay K remains in that state until the other coil is energized. 2
7 is a pulse oscillator using a 55-base type IC28 made by Signetics, and the terminal 2 is connected to a diode D,
The oscillation stops when the foot is connected to the ground via the terminal 21 and 15.As shown in the figure, when the foot is away from the accelerator, brake pedals, and each pedal 21 and 15, the terminal 2 is not grounded, so the oscillation is relatively short and the pulses are generated at regular intervals. The oscillator 27 oscillates and its output pulses are generated at terminal 3 of the IC 28 in an oscillation equal to the fin voltage.

VR is a variable resistor that sets the oscillation frequency. 29
is a timer, which produces an output after a certain period of time (for example, 1.9 seconds) after the pulse signal becomes alarmed.

In the embodiment, the pulse signal is received from the pulse oscillator 27, the swing sensor 26, and the switch 14 linked to the brake. For example, when the brake pedal is slightly depressed, the switch 14 closes, so that the charging current of the capacitor C flows to the base of the transistor Q, and the capacitor C4 is instantly charged from the collector of the transistor Q through the low resistance R. This charge flows to the base of the transistor Q2 via the variable resistor VR2, sets the output end b of the timer 29 to L level, and cuts off the transistor Q3. After the switch 14 is opened, the charge in the capacitor C4 is discharged through the resistor R and the variable resistor VR2, which has a relatively larger value.
The transistor Q2 remains conductive for a while (for example, 1.5 seconds) even after the pulses from the switch 14, the swing sensor 26, and the pulse oscillator 27 disappear, and then becomes cut off, and the output terminal b becomes H level. Therefore, transistor Q3 becomes conductive. The reed switch 25 of the swing sensor 26 is connected to the base of the transistor Q through the diode and capacitor C2, and the output terminal 3 of the IC 28 of the pulse oscillator 27 is connected to the base of the transistor Q through the diode and capacitor C3. If a pulse is received from either the swing sensor 26 or the pulse oscillator 27,
Capacitor C4 is charged and transistor False conducts a certain time after all pulses have disappeared. When the accelerator pedal is depressed and the car starts, switch 21 opens, but
The switching point of the latching relay K is at the position shown in the figure. When the vehicle is running, when the driver takes his or her foot off the accelerator pedal and depresses the brake pedal, the switch 15 is first switched from the position shown, and the brakes are applied. The switch 21 returns to the illustrated position when the foot is released from the accelerator pedal.
In this state, the terminal 2 of the IC 28 of the pulse oscillator 27 is grounded via the diode D, so oscillation is stopped.
Then, due to the deceleration of the tactician, the swing sensor 26 is activated and the I
Since the J-domain switch 25 is intermittent, the pulse is applied to the base of the transistor Q through the capacitor C2 in an alternating current manner, so even if the pulse oscillator 27 stops oscillating without the switch 14 closing, the pulse is applied to the base of the transistor Q2. is conductive). When the wheel stops and the pendulum of the swing sensor recovers and comes to rest, the pulse from the swing sensor to the timer 29 disappears, and after a certain period of time, transistor Q3 becomes conductive and relay K2 is activated.

Prior to this, when the brake pedal is depressed and switch 15 is switched from the state shown in the figure, current flows from the normally closed contact of relay K2 to the coil of relay K3, and relay K
3 is self-held due to a self-holding circuit. Therefore, when the transistor Q becomes conductive and the relay K2 is activated, a fly current flows through the solenoid 20a of the electromagnet 20, and the suction plate 18 is suctioned, and the brake pedal is held in that position, and the brake remains applied. At this time, the green light emitting diode D2 lights up to notify the driver that the holding electromagnet 20 is operating. At this time, the relay is activated and its contacts are closed, activating a headlamp switching circuit (not shown) to switch the headlamp downward.

Note that the red light emitting diode D3 notifies the driver that the key switch S is closed. Double light emitting diode D
2 and D3 are mounted side by side on the steering shaft cover so that the driver can easily see them. When the electromagnet 20 attracts the adsorption plate 18 and holds the brake in this way,
The brakes remain applied even when you take your foot off the brake pedal. If you want to apply more brakes or loosen the brakes, if you press the brake pedal slightly, the switch 14 will close and the output point b of the timer 29 will go to the L level, and the relay K2 will recover, so the electromagnet 2
0 solenoid 20a is cut off, the brake is no longer held, and the brake pedal can be pressed more freely.
(With conventional models, unless you press the accelerator pedal to release the brake and then press the brake pedal, the adsorption plate remains held by an electromagnet.) (This made it difficult to operate.) By the way, with this device, it is extremely dangerous for the brake pedal to be held in a state where the wheels are locked by pressing down on the brake pedal as hard as possible, but the switch 16 prevents this from happening. That is, when the brake pedal is fully depressed, the switch 16 closes and the switching contact of the latching relay K returns to the illustrated position, cutting off the current to the electromagnet 20 and preventing the above-mentioned danger. Relay K5 is intended to eliminate inconveniences in the event that a failure occurs in the pulse generation means. When key switch S is closed and there is no pulse input to timer 29, transistor Q3 conducts and "relay K2 is activated. In order to energize relay K5, the power supply to the coil of headlamp switching relay K4 is cut off, and a lamp circuit is placed in the operation of a normal headlamp switching circuit without the circuit shown in Fig. 3.Switch S2
is a switch that closes when the driver's door is opened, and if the driver leaves the car without applying the handbrake and overconfident that the brake will be held by the electromagnet, buzzer B will sound to warn the driver.

When the handbrake is applied, the switch S is linked to it.
3 closes and buzzer B stops sounding.

Note that L is an indoor light. As mentioned above, according to the invention, when the electromagnet is activated to hold the brake,
If you want to apply the brake even harder or loosen it, simply pressing the brake pedal will close the switch 14 and input the pulse to the timer 29, allowing you to release the electromagnet from holding the brake for a certain period of time. You can press the brake more or less by pressing the brake pedal (while keeping your foot on the brake pedal), and after a certain period of time after the car has stopped, the brake is automatically held by an electromagnet, and the brake remains applied even if you take your foot off the brake pedal. A highly reliable braking device that is easy to install and operate can be realized.

Further, if the additional foot is released within the time set by the timer 29, the brake pedal returns to its original position. Therefore, the brake pedal can be released freely, which has the advantage of high driving safety. The rocking sensor 26 and the pulse oscillator 27 each operate as a pulse generating means together with the switch 14 linked to the brake pedal, and mutually perform complementary operations when the other pulse generating means fails.

Therefore, even if up to two of the three pulse generating means, the switch 14, the swing sensor 26, and the pulse oscillator 27, fail, the remaining pulse generating means can somehow function, and the three pulse generators The reliability of the system is improved by connecting the generating means like an OR circuit. In the above embodiment, a suction plate and an electromagnet were used to hold the brake, but as proposed by the applicant in Japanese Patent Publication No. 47-27649, a hydraulic circuit connecting the brake master cylinder and the wheel cylinder may be used. The present invention can also be applied to a braking system in which a solenoid valve is provided in the wheel cylinder, and the hydraulic pressure is applied to the wheel cylinder by energizing the solenoid valve to maintain the hydraulic pressure applied to the wheel cylinder.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a perspective view of the brake holding mechanism, FIG. 2 is a sectional view showing the main parts thereof, and FIG. 3 is an electric circuit. 1..."Brake pedal, 14...Switch activated by slightly depressing the brake pedal, 1
5... Switch activated when the brake pedal is depressed beyond a certain level, 18... Adsorption plate, 20
...Fin magnet that attracts the adsorption plate 18 and holds the brake, 22 ... Permanent magnet, 26 ... Rocking sensor,
27...Pulse oscillator, 29...Timer. GA/Illustration 2 Koji Urame

Claims (1)

[Scope of Claims] 1. In a vehicle that brakes by depressing the brake pedal, means for maintaining the brake applied when the brake pedal is depressed beyond a certain level, and said holding means after a certain period of time after pulse input is removed. A switch 14 is provided, which is provided in conjunction with the brake pedal and is activated by slightly depressing the brake pedal, as a pulse generating means for applying a pulse input to the timer. braking system for vehicles. 2 The above timer is a variable resistor VR_ that adjusts the set time.
2. A braking device for a vehicle according to claim 1, comprising: 2. 3. In a vehicle that brakes by depressing the brake pedal, there is a means for maintaining the brake applied when the brake pedal is depressed beyond a certain level, and a state in which the holding means can be activated after a certain period of time after pulse input is removed. a timer that applies a pulse input to the timer, a switch 14 that is provided in conjunction with the brake pedal and is activated by slightly depressing the brake pedal, and a switch 14 that is activated by the rocking of the vehicle. A vehicle braking device equipped with a vibration sensor that generates pulses. 4. The braking device for a vehicle according to claim 3, wherein the rocking sensor includes a magnet attached to a pendulum. 5. In a vehicle that brakes by depressing the brake pedal, means for maintaining the brake applied when the brake pedal is depressed beyond a certain level, and a state in which the holding means can be activated after a certain period of time after pulse input is removed. a timer that applies a pulse input to the timer, a switch 14 that is provided in conjunction with the brake pedal and is activated by slightly depressing the brake pedal; A braking device for a vehicle that is equipped with a pulse oscillator whose oscillation and stop are controlled by a switch that is activated during the period of time, and which stops oscillation when the brake pedal is depressed beyond a certain level. 6. A braking device for a vehicle according to claim 5, wherein the two pulse generating means are connected to a timer in an OR circuit. 7. In a vehicle that brakes by depressing the brake pedal, means for maintaining the brake applied when the brake pedal is depressed beyond a certain level, and a state in which the holding means can be activated after a certain period of time after pulse input is removed. a timer for applying a pulse input to the timer; a switch 14 that is provided in conjunction with the brake pedal and is activated by slightly depressing the brake pedal; and a switch 14 that is activated by the rocking of the vehicle. Braking of a vehicle equipped with a vibration sensor that generates pulses when the brake pedal is depressed, and a pulse oscillator whose oscillation and stopping are controlled by a switch that is activated when the brake pedal is depressed, and which stops oscillating when the brake pedal is depressed beyond a certain level. Device. 8. A braking device for a vehicle according to claim 7, wherein the three pulse generating means are connected to a timer in an OR circuit.