JPS6114022B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a brake cooling device for cooling a brake device provided on a front wheel of an automobile.

Generally, a front skirt of a vehicle body is located in front of a brake device provided on a front wheel of a vehicle. This front skirt has the effect of rectifying the air flow acting on the vehicle body while driving and reducing air resistance, but due to the presence of this front skirt, the front wheel brake system As a result of the air flow around the brake system being obstructed, there has been a problem in that the brake system cannot be cooled sufficiently.

As a countermeasure to this problem, disc brakes in which multiple heat dissipation blades are provided on the disc are already known (Utility Model Opening in 1983).
(Refer to Publication No. 74841). However, in this case, the disk itself must be processed, which poses problems in terms of manufacturing and cost. Also, Utsukai Showa 54-
As described in Publication No. 150218, it is already known that the front skirt is movable in the vertical direction, but in this case, when driving at high speed, by lowering the front skirt from the normal usage state, It is intended to prevent the vehicle body from lifting, and is not intended to cool the brake system.

The present invention enables the air scoop flap provided on the front skirt to be opened.
The purpose is to cool the brake device by actively introducing airflow around the brake device, and in order to achieve this purpose,
There is an air scoop flap located on the front skirt in front of the front wheel that can be opened and closed by an actuator, a vehicle speed switch that detects vehicle speed and outputs a signal when the vehicle speed exceeds a set speed, and detects brake operation. The vehicle is characterized by a structure and operation in which the air scoop flap is opened by controlling the actuator only when the brakes are applied during high-speed driving using the outputs of the two switches.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An automobile brake cooling system according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

A first embodiment of the invention is shown in FIGS. 1-4.

At the front of a vehicle body 1 of a motor vehicle, a front skirt 2 is provided with air scoop flaps 5, 5 at positions in front of front wheels 3, 3 having brake devices 4, 4.

The air scoop flap 5 can be opened and closed about its lower end, and when opened, an opening for air circulation is formed in the front skirt 2.

A motor 7 that functions as an actuator for opening and closing each air scoop flap 5 is installed on a wheel apron 6 that covers above the front wheel 3 and extends forward.

An interlocking mechanism 8 is interposed between the motor 7 and the air scoop flap 5 to transmit the rotational force of the motor 7 as a force for opening and closing the air scoop flap 5.

In this embodiment, the interlocking mechanism 8 includes a motor 7
a crank 9 that converts the rotational motion of the engine into vertical motion while decelerating it by a worm gear or the like;
and a connecting rod 10 that connects the arm portion 5a integrally projecting from the air scoop flap 5.

Thus, when the connecting rod 10 is at the top dead center, the air scoop flap 5 is closed, and when the connecting rod 10 is at the bottom dead center, the air scoop flap 5 is opened. Note that the motor 7 includes a connecting rod 10.
A limit switch 11 (see FIG. 4) is built in, which acts to cut off power to the motor 7 at the top dead center and bottom dead center positions.

The motor 7 is controlled by a vehicle speed switch 12 that detects the vehicle speed and outputs a signal when the vehicle speed is higher than a set speed, and a vehicle speed switch 13 that detects the operation of the brake device 4.

The vehicle speed switch 12 includes a speedometer 14
It is composed of a fixed contact 12a provided on the speed display panel 15 at a position indicating a vehicle speed higher than the set speed, and a movable contact 12b provided on the pointer 16. Therefore, when the vehicle speed becomes equal to or higher than the set vehicle speed, the vehicle speed switch 12 is closed.

The brake switch 13 is connected to close when the brake pedal 17 is depressed.

FIG. 4 shows an electric circuit for controlling the motor 7, in which reference numeral 18 is a time relay connected in series to the brake switch 13 and vehicle speed switch 12, and 19 is a time relay connected in series to the limit switch 11. A relay switch of the relay 18, 20 a relay connected in series to the limit switch 11, 21 a normally open contact of the relay 20 connected in series to the motor 7, and 22 a power source. and,
The relay switch 19 is switched to the terminal 19a side when the time relay 18 is not energized,
On the other hand, at this time, the limit switch 11 is switched to the terminal 11b side connected to the non-conducting terminal 19b of the relay switch 19. That is, motor 7
is not driven unless both brake switch 13 and vehicle speed switch 12 are closed. The time relay 18 has the function of maintaining the energized state for a certain period of time once the vehicle speed switch 12 and the brake switch 13 are closed.

Next, the operation of the automobile brake cooling system according to the illustrated first embodiment will be explained.

When the vehicle is stopped and when the vehicle is running normally, the air scoop flap 5 is in a closed state, and the air flow W flows as shown by the solid line in FIG. 2, so that air resistance to the vehicle body does not deteriorate.

When the brake pedal 17 is depressed to activate the brake device 4 while the vehicle is traveling at a speed higher than the set vehicle speed (for example, 60 km/h), both the vehicle speed switch 12 and the brake switch 13 are closed. The time relay 18 is energized and the relay switch 19 is switched to the terminal 19b side. At this time, the limit switch 11 is connected to the terminal 19.
Since the current is switched to the terminal 11b connected to terminal 11b, the relay 20 is energized and the normally open contact 21 of the relay 20 is closed. Therefore, the motor 7 is driven, the crank 9 rotates, and the connecting rod 1
0 is moved down to the bottom dead center position, and the air scoop flap 5 is opened (as shown by the dotted line in FIG. 3). Then, limit switch 11 switches to terminal 11.
Switching to the a side, energization to the relay 20 is stopped and the normally open contact 21 is opened. Therefore, the motor 7 is stopped in this state, and the air scoop flap 5 is kept open. In this position, the air flow W is as shown by the dotted line in Figure 2.
It will be distributed around the brake device 4,
It is used for cooling the brake device 4.

Thereafter, when either the brake switch 13 or the vehicle speed switch 12 is released, either by releasing the force applied to the brake pedal 17 or by dropping the vehicle speed below the set vehicle speed, the time relay 18 becomes de-energized. , relay switch 1
9 returns to the terminal 19a side. At this time, since the limit switch 11 has been switched to the terminal 11a side, the relay 20 is energized, and the normally open contact 21 of the relay 20 is closed. Therefore, the motor 7 is driven, the crank 9 rotates, and the connecting rod 10
is moved upward to the top dead center position, and the air scoop flap 5 is operated to close. Then, the limit switch 11 is switched to the terminal 11b side, power supply to the relay 20 is stopped, and the normally open contact 21 is opened. Therefore, the motor 7 is stopped in this state, and the air scoop flap 5 is maintained in the closed state.

A second embodiment of the invention is shown in FIG. In this case, a diaphragm device is employed as the actuator 7 for opening and closing the air scoop flap 5. The diaphragm device 7 has a negative pressure chamber 24 partitioned by a diaphragm 23, and the diaphragm 23 includes:
A horizontally extending operating rod 25 is connected. or,
In this embodiment, a lever lever 26 rotatably pivoted relative to the vehicle body 1 is used as the interlocking mechanism 8 interposed between the diaphragm device 7 and the air scoop flap 5. . The lever 26
connects its upper end 26a to the end of the actuating rod 25 of the diaphragm device 7, while its lower end 26b
The diaphragm device 7 and the air scoop flap 5 are connected to the arm portion 5b protruding from the upper end of the air scoop flap 5 through a long hole 27, thereby allowing the diaphragm device 7 and the air scoop flap 5 to be interlocked with each other.

On the other hand, the negative pressure chamber 24 can be selectively communicated with the atmosphere or the intake manifold side of the engine via an electromagnetic three-way valve 28.

The solenoid 29 of the electromagnetic three-way valve 28 is controlled by the vehicle speed switch 12 and the brake switch 13. That is, only when both the vehicle speed switch 12 and the brake switch 13 are closed, the solenoid 29 is energized and the electromagnetic three-way valve 28 is switched so that the negative pressure chamber 24 can communicate with the intake manifold side. (shown by the dotted line in Figure 5), and in other states, the negative pressure chamber 24 is always switched to communicate with the atmosphere (Figure 5).
(shown with solid lines).

Next, to explain the operation of the brake cooling system for the automobile shown in FIG. 5, at least one of the vehicle speed switch 12 and the brake switch 13 is open when the vehicle is stopped and when driving normally, so the electromagnetic three-way valve 28 is in the negative pressure chamber. 24 is switched to communicate with the atmosphere. Therefore, the negative pressure chamber 24 of the diaphragm device 7 is at atmospheric pressure, and the air scoop flap 5 is kept closed.

When the brake device 4 (see FIG. 2) is activated while the vehicle is traveling at a vehicle speed higher than the set vehicle speed, both the vehicle speed switch 12 and the brake switch 13 are closed, and the electromagnetic three-way valve 28 is energized. Then, the negative pressure chamber 24 is switched to communicate with the intake manifold side. Therefore, the negative pressure chamber 24 of the diaphragm device 7 becomes a negative pressure, and the operating rod 25 is operated in the direction of arrow A, causing the lever rod 26 to rotate. Therefore, the air scoop flap 5 is operated to open.

Thereafter, when either the brake switch 13 or the vehicle speed switch 12 is opened either by stopping the operation of the brake 4 (see Fig. 2) or by dropping the vehicle speed below the set vehicle speed, the electromagnetic three-way valve 28 is opened. The current is turned off and the negative pressure chamber 24 is communicated with the atmosphere. Therefore, the diaphragm device 7 and the lever 26 operate in the opposite manner as described above to close the air scoop flap 5.

In each of the above embodiments, if a wind guide plate or duct for guiding air flow is provided between the air scoop flap 5 and the brake device 4, the brake cooling effect can be improved.

Next, the effects of the automobile brake cooling device of the present invention will be described.

According to the present invention, an air scoop flap that can be opened and closed by an actuator is provided on the front skirt portion in front of the front wheel.
Since the air scoop flap can be opened when the brake system is activated, airflow can be actively circulated around the brake system when the brake system is activated, which is an advantage in that it can improve the cooling effect of the brake system. It has a positive effect.

Furthermore, since the actuator for operating the air scoop flap can be controlled only when the brake system is operated while the vehicle is traveling at a vehicle speed higher than the set vehicle speed, when the brake is not operated,
The air scoop flap is kept closed, which has the advantage of preventing air resistance from worsening during driving.

[Brief explanation of the drawing]

FIG. 1 is a front perspective view of an automobile equipped with a brake cooling system according to a first embodiment of the present invention, FIG. 2 is a schematic diagram showing the interior of the automobile of FIG. 1, and FIG. FIG. 4 is an electric circuit diagram of the brake cooling device according to the first embodiment of the present invention, and FIG. 5 is a brake according to the second embodiment of the present invention. FIG. 2 is a schematic structural diagram of a cooling device. 2... Front skirt, 3... Front wheel, 5... Air scoop flap, 7... Actuator, 12... Vehicle speed switch, 13...
Brake switch.

Claims (1)

[Claims] 1. An air scoop flap located on the front skirt in front of the front wheels that can be opened and closed by an actuator, a vehicle speed switch that detects vehicle speed and outputs a signal when the vehicle speed exceeds a set speed, and detects brake operation. and a brake switch for cooling an automobile, the actuator being controlled by the outputs of both switches to open the air scoop flap only when the brakes are applied during high-speed driving. Device.