JPH02162147A - Double-brake device for automobile - Google Patents
Double-brake device for automobileInfo
- Publication number
- JPH02162147A JPH02162147A JP31499088A JP31499088A JPH02162147A JP H02162147 A JPH02162147 A JP H02162147A JP 31499088 A JP31499088 A JP 31499088A JP 31499088 A JP31499088 A JP 31499088A JP H02162147 A JPH02162147 A JP H02162147A
- Authority
- JP
- Japan
- Prior art keywords
- brake
- double
- friction
- driver
- tire
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- 238000007796 conventional method Methods 0.000 claims 1
- 238000000034 method Methods 0.000 claims 1
- 239000000463 material Substances 0.000 abstract description 3
- 230000035939 shock Effects 0.000 abstract description 2
- 230000000994 depressogenic effect Effects 0.000 abstract 1
- 239000012530 fluid Substances 0.000 abstract 1
- 229910000831 Steel Inorganic materials 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 210000000988 bone and bone Anatomy 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 206010039203 Road traffic accident Diseases 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 238000010408 sweeping Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Landscapes
- Braking Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
発明の目的
本発明は、走行中の自動車の急ブレーキ時のスリップ、
スピン等、制動距離を最小限に短縮させ。[Detailed Description of the Invention] Purpose of the Invention The present invention aims to reduce the slippage caused by sudden braking of a running automobile.
Reduce braking distance to a minimum to reduce spin, etc.
交通事故防止に役立てたいと願うものである。We hope that this will be useful in preventing traffic accidents.
発明の構成
−Ｓｔに、軽自動車、又は普通乗用車の車底から地面ま
での空間は、低く狭い所で１５センチから２０センチ、
平均２３センチメートル位の空間がある０本発明は、こ
の空間のなるべく広い接部に車輪タイヤとは全く別の摩
擦物、つまり複ブレーキを設置する。路面接触部分は、
従来のタイヤゴム様の材質を採用し、これを走行にさし
つかえない様に、地面から１０センチ位の間隔があるよ
うに、平に設計したものを車底に取り付け（図面、第１
図、４Ｕ２＋）、ブレーキ・ペダルを踏み込むと同時に
作動する油圧シリンダ・ピストンで図面３・３′の蝶番
様式折り畳み脚を押し間き、複ブレーキを地面に接触、
圧力を掛けるわけである（第２図・５図）、添付図面は
、車底と地面との間隔の少ない難かしい乗用車を対象に
、作動は人間の足の力で、又、踏み足を離せば、第４図
・５図の４・５の二種のスプリングの短縮力で軽く引き
上げられる様、工夫設計しである。しかし効き目の方は
、はんの−瞬遅れることになる。それは従来の車輪の方
はドラム式もディスク式も、ホイール・シリンダのピス
トンガ、せいぜいｌＯミリ程度の押し出す間隔で車輪の
回転を停止出来るのに対し、本発明の方は、第１図から
２図のピストンの動きでも分かる様に、５０ミリから６
０ミリの移動間隔になるので、複ブレーキが地面に接す
るには、僅かに長く時間がかかるからである。と言うこ
とは、最初は従来の車輪回転停止によるプレーキ、−瞬
遅れて本発明の複ブレーキとなるが、却って此の方が、
衝撃が緩和されて好都合なのである。図は普通の軽、又
は乗用車なら、そのまま使用可能な原理の説明を主体と
した簡略設計図であるが、メーカー・車種の違いによっ
ては、取り付は鋼板から穴の位置まで、工夫変更の必要
が出て来る。例えば重量物を積むトラック、又はトレー
ラ等は、普通乗用車よりは、一般に車底から地面の間隔
が広い個所も有り、又、重量も大なので、スリップも正
比例するから、複ブレーキを大きくするか、又は左右複
数にするか、取り付は骨板、脚の長短、丈夫さ等、いろ
いろ問題が出て来るだろう。すると、それだけ重量も増
えるでくるから作動には力も要るし、又、反応詩間も遅
れるから、こちらの方は油圧式より現在、多用されてい
る、コンプレッサー及びエアー・タンク装備のエアー式
の方が迅速強力で好適であろう。尚、複ブレーキの先端
を、二等辺の角（第６・７・８図の１）にしであるのは
、路上の砂利、又は、雨水等を掃き分け（第８図）、少
しでももブレーキが、効くように工夫したものである。Structure of the invention - St. The space from the bottom of a light vehicle or an ordinary passenger car to the ground is 15 cm to 20 cm in a low and narrow place.
In the present invention, there is a space of about 23 centimeters on average, and a friction object completely different from the wheel tire, that is, a double brake, is installed in the widest possible contact part of this space. The road contact part is
A material similar to conventional tire rubber is used, and a flat design is attached to the bottom of the car at a distance of about 10 centimeters from the ground so that it does not interfere with driving (see the drawing, Part 1).
Figure 4U2+), the hydraulic cylinder piston that operates at the same time as the brake pedal is pressed between the hinge-style folding legs shown in Figures 3 and 3', and the double brake contacts the ground.
This applies pressure (Figures 2 and 5).The attached drawings are intended for difficult passenger cars with a small distance between the bottom of the car and the ground. For example, it is designed so that it can be pulled up easily by the shortening force of the two types of springs 4 and 5 in Figures 4 and 5. However, the effectiveness will be delayed by an instant. This is because conventional wheels, both drum type and disc type, can stop the rotation of the wheel at an interval of at most 10 millimeters from the piston of the wheel cylinder. As you can see from the movement of the piston, from 50 mm to 6
This is because the travel distance is 0 mm, so it takes a slightly longer time for the multiple brakes to come into contact with the ground. This means that at first the brake brake is applied by stopping the rotation of the wheels in the conventional way, and then the double brake of the present invention is applied after an instant, but on the contrary, this brake is better.
This is convenient because the shock is alleviated. The diagram is a simple design drawing mainly explaining the principle that can be used as is for a normal light or passenger car, but depending on the manufacturer and car model, installation may require modification from the steel plate to the hole position. comes out. For example, trucks or trailers that carry heavy objects generally have a wider distance from the bottom of the vehicle to the ground than a normal passenger car, and since they are also heavy, slippage is directly proportional to that. Or, there will be various issues such as whether to install more than one on the left and right, the mounting of the bone plate, the length of the legs, the strength, etc. This increases the weight and requires more force to operate, and the reaction time is delayed, so the pneumatic type equipped with a compressor and air tank, which is currently more commonly used, is preferable to the hydraulic type. It would be faster and more powerful. In addition, the tip of the multi-brake should be placed at an isosceles corner (1 in Figures 6, 7, and 8) to sweep away gravel or rainwater on the road (Figure 8), and to avoid using the brake as much as possible. However, it has been devised to be effective.
尚、シリンダえの注油個所は屈伸出来る金属管にし、全
体は水に強い錆の出ない金属は勿論、蝶番脚はいつも滑
らかに動く様、製作に注意する。又骨板９と１Ｏ１９と
１１の接着は図では溶接採用だが、ボルト・ナツトでの
締め付け、又は−個の鋳型の作りに変えても目的は同じ
である。In addition, the lubricating point of the cylinder is made of a metal tube that can be bent and expanded, and the entire body is made of water-resistant and rust-free metal, and the hinge legs are manufactured with care so that they always move smoothly. Although the bone plates 9, 10, 19 and 11 are bonded together by welding in the figure, the purpose is the same even if they are tightened with bolts and nuts or by making separate molds.
発明の効果
自動車のタイヤは、高速走行の場合は、スタンディング
・ウェーブ現象防止の為、空気圧を少々高めてやるのが
常識とされている。しかし、それではタイヤの摩擦面積
が、小さくなるわけで、いざブレーキと言う時には、余
計スリップがしやすくなり、制動距離が長くなる欠点が
生ずることになる。又、前、後輪にブレーキがかかるの
は、場合によっては、スピン、横転しやすいわけで、も
し接部の方が摩擦力が強く、引っ張られる形態なら物理
的にも横滑りはしにくくなるのである。高速道路での接
続追突等、悲惨な事故は全てスリップ及びスピンに起因
してるから、本発明は此の盲点を重視し、複ブレーキを
なるべく１麦部に取り付けることにより、従来のスリッ
プ・スピンを、大幅に防止せんとするもので、物理的に
は意外に可能なのである。ちなみに、普通乗用車のタイ
ヤ１個の地面に接する面積は、
１１ Ｘ １５ ＝ １６５ｃｊ から １２Ｘ１
８ ＝２１６ｃ−位であるから、此の４倍が着地面積と
なる。図面は、実物の１０分の１に設計してみたもので
、接地摩擦面積は、 ４フＸ１６＋４７Ｘ８÷２＝９３
４ｃｄ であり、仮に、高速時の普通タイヤの接地面積
を、２００平方センチとみても、上記の比較から、別に
タイヤ接地面４個以上のブレーキがかかる計算になるか
ら、制動距離の短縮は確実なのである。Effects of the Invention It is common knowledge that when driving at high speeds, the air pressure of automobile tires should be slightly increased to prevent the standing wave phenomenon. However, in this case, the friction area of the tire becomes smaller, and when it comes time to brake, it becomes more likely to slip and the braking distance becomes longer. Also, applying the brakes to the front and rear wheels may make it easier to spin or roll over, but if the contact area has stronger friction and is pulled, it will physically be less likely to skid. be. All tragic accidents such as rear-end collisions on highways are caused by slips and spins, so the present invention focuses on this blind spot and installs multiple brakes as close as possible to avoid conventional slips and spins. , which we are trying to prevent to a large extent, is physically possible. By the way, the area of one regular passenger car tire in contact with the ground is 11 x 15 = 165cj to 12 x 1
8 = 216c-, so the landing area is four times this. The drawing is a one-tenth of the actual design, and the ground friction area is 4 feet x 16 + 47 x 8 ÷ 2 = 93
4cd, and even if we assume that the ground contact area of regular tires at high speeds is 200 square centimeters, from the above comparison, it is calculated that the brakes will be applied to four or more tire contact surfaces, so it is certain that the braking distance will be shortened. That's why.
第１図は車体下部に取り付けたシリンダ切開の前面図。
第２図は摩擦物がｎ地した場合の油圧シリンダと蝶番脚
の作動状態説明前面図。第３図は第２図と第５図の着地
場面の上面図。第４図は、第１図の柄面図。第５図は第
２図の場合、引き上げスプリングの伸びた状態の側面図
。第６図は摩擦物の構造説明の上面図。第７図は、本発
明の摩擦物下面図。第８図は滑り安い砂利、水等の掃き
分ける状態の上面図。第９図は本発明の摩ｔｌ物、裸の
本体側面図。
ｌは複ブレーキになる本体摩擦物。１′は滑り止め溝、
１″は複ブレーキ押えカバー。２は油圧シリンダ。２′
はピストン。３・３′は蝶番様脚。
４は引き上げスプリング。４′はスプリングの通し穴、
５は補助引き上げスプリング、６は差し込みスプリング
止め。７は摩擦物押え通し棒ボルト。
８は油圧油送管。８′は接続した屈伸管。
９・９′はシリンダ首振り軸の支え鋼板。１０は３の軸
受けも兼ねる総体纏め鋼板。１１・１１′は歪み止めも
兼ねる車底への取り付Ｃブ鋼板。１２も取り付は板。１
２′は取り付は穴。１３は車底。
１４は地面。１４’は雨水、砂利、塵等、、斜線とギザ
ギザ線は断面、点線は透視、両端矢印は同じ物、片矢印
は方向。接続個所はボルト・ナツト、又は溶接。回転輪
具の他の付帯物は説明を省く。Figure 1 is a front view of the cylinder cutout installed at the bottom of the vehicle body. FIG. 2 is a front view illustrating the operating state of the hydraulic cylinder and hinge leg when the frictional object is on the ground. FIG. 3 is a top view of the landing scene in FIGS. 2 and 5. FIG. 4 is a pattern view of FIG. 1. FIG. 5 is a side view of the pull-up spring shown in FIG. 2 in an extended state. FIG. 6 is a top view illustrating the structure of the friction object. FIG. 7 is a bottom view of the friction article of the present invention. Figure 8 is a top view of the state of sweeping away slippery gravel, water, etc. FIG. 9 is a side view of the naked main body of the polished product of the present invention. l is the main body friction object that becomes a double brake. 1' is a non-slip groove,
1" is a double brake presser cover. 2 is a hydraulic cylinder. 2'
is a piston. 3 and 3' are hinge-like legs. 4 is the lifting spring. 4' is the spring through hole,
5 is an auxiliary lifting spring, and 6 is an insert spring stopper. 7 is the friction object holding rod bolt. 8 is a hydraulic oil pipe. 8' is the connected bending tube. 9 and 9' are steel plates supporting the cylinder swing shaft. 10 is a steel plate that also serves as the bearing for 3. 11 and 11' are C-shaped steel plates that are attached to the bottom of the car and also serve as distortion prevention. 12 is also mounted on a board. 1
2' is a hole for installation. 13 is the bottom of the car. 14 is the ground. 14' is rainwater, gravel, dust, etc. Diagonal lines and jagged lines are cross sections, dotted lines are perspective lines, arrows at both ends are the same thing, and single arrows are directions. Connection points are bolts/nuts or welded. The explanation of other accessories of the rotating ring tool will be omitted.
Claims (1)
ーキ時に、従来の車輪回転停止によるタイヤ面と地面と
の摩擦の方法以外に、本発明の複ブレーキの摩擦によっ
て道路面そのものにも、直接ブレーキをかけようとする
ものである。In addition to the conventional method of friction between the tire surface and the ground by stopping the rotation of the wheels, when a car is running at high speed and suddenly brakes suddenly, the present invention also applies friction to the road surface itself by using the multi-brake method of the present invention. It attempts to apply the brakes directly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31499088A JPH02162147A (en) | 1988-12-15 | 1988-12-15 | Double-brake device for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31499088A JPH02162147A (en) | 1988-12-15 | 1988-12-15 | Double-brake device for automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02162147A true JPH02162147A (en) | 1990-06-21 |
Family
ID=18060083
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP31499088A Pending JPH02162147A (en) | 1988-12-15 | 1988-12-15 | Double-brake device for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02162147A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH061067U (en) * | 1992-06-20 | 1994-01-11 | 秀治 上田 | Auxiliary braking system for automobiles |
-
1988
- 1988-12-15 JP JP31499088A patent/JPH02162147A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH061067U (en) * | 1992-06-20 | 1994-01-11 | 秀治 上田 | Auxiliary braking system for automobiles |
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