JPH11278251A - Safety alarm device for failure of vehicle hydraulic brake - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device which provides safety or alarm signals for a brake at the appropriate time by immediately monitoring the temperature of oil in a tandem master cylinder (separating pump), line pressure, and the like, and monitoring the condition of moisture in brake fluid. SOLUTION: This device includes a lining temperature sensor 110 for detecting the temperature of a lining, a tandem master cylinder temperature sensor 200 for detecting the temperature of the brake fluid of a tandem master cylinder 710, a moisture sensor 40 for detecting the percentage of moisture in the brake fluid, a pressure sensor 300 for detecting the pressure of the brake fluid, and a brake alarm data bank storing several kinds of index signals which serve as indexes for brake failure. The device receives signals obtained from the lining temperature sensor 110, the tandem master cylinder temperature sensor 200, the moisture sensor 40, and the pressure sensor 300, compares the signals with the signals stored in the brake alarm data bank, and outputs brake safety alarm signals.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is provided in a wheeled vehicle having a hydraulic brake, and is caused by problems such as excessive temperature when the brake is operated, improper hydraulic pressure, and deterioration of brake fluid quality. It monitors safety warnings against brake lapses, which are commonly seen, and issues warnings in a timely manner to avoid accidents.

[0002]

2. Description of the Related Art According to the inductive analysis of the present invention, factors that can cause a brake to lose its function mechanically (brake lapse) include brake locking phenomenon, improper brake oil line layout, lining itself or lining stuck. There are improper, brake fluid leakage, brake overheating, and poor brake quality.

Of these factors, brake locks are already on the market for ABS (Anti-lock Brake System).
em) solves this problem. Also, the problem of the brake oil pipe wiring belongs to the design part of each vehicle manufacturer, and the stability and effectiveness of the brake are determined by the design of each manufacturer.

[0004] The problem of the lining itself or the improper application of the lining causes an overheating phenomenon of the brake system with a decrease in the braking efficiency. Furthermore, the problem of brake fluid leakage is
It causes the phenomenon of insufficient hydraulic pressure and loses the effect of the brake. Lining and brake drums or discs
High heat is generated by friction with each other, but such a high temperature phenomenon lowers the braking force of the lining, changes the oil, and cannot obtain the necessary hydraulic pressure at the appropriate time. Cause expiration.

[0005] As for brake oil, good brake characteristics can be ensured because all brake oils which have been accepted in the market now conform to the correlation standards such as SAE, FMVSS and DOT. The quality of the oil will be reduced while it is being used. When this quality deterioration is most remarkable, the moisture contained in the brake oil rises, lowering the boiling point of the oil, causing the oil pressure to be insufficient and causing the oil to expire.

[0006]

SUMMARY OF THE INVENTION Under such circumstances, the present invention solves the above-mentioned problems by providing a brake lining, a hydraulic oil temperature in a tandem type master cylinder (split pump) and a line pressure for a hydraulic brake system. A device that provides instantaneous monitoring and random monitoring of brake fluid moisture status, and provides timely brake safety or warning signals during the vehicle operation process, so that the driver has enough time to avoid danger by giving the driver enough time to avoid danger. It is intended to provide a safety alarm device.

[0007] The present invention also provides a safety warning device for a hydraulic brake lapse of a vehicle, which automatically sprays water according to the temperature of the lining or brake oil, cools the excessively high temperature of the brake drum, and reduces the rate of lapse. The purpose is to provide.

[0008]

SUMMARY OF THE INVENTION An object of the present invention is to provide a brake lapse safety alarm device for a vehicle to solve the above-mentioned problems. To do this, a lining temperature sensor that detects the lining temperature, a tandem master cylinder temperature sensor that detects the brake fluid temperature of the tandem master cylinder, a moisture sensor that detects the moisture content in the brake fluid, and a brake fluid pressure A pressure sensor to detect,
A brake alarm data bank storing several kinds of index signals serving as indicators of brake lapse, and a signal obtained from each of the lining temperature sensor, the tandem type master cylinder temperature sensor, the moisture sensor, and the pressure sensor, And a controller for outputting a brake safety alarm signal in comparison with the brake alarm data bank.

[0009] Another object of the present invention is to provide a safety alarm system for vehicle hydraulic brake expiration, which has a lining temperature sensor whose sensor end contacts the lining, an input end and an output end, and the input end has a lining. Contact the signal output terminal of the temperature sensor, receive the signal measured by the lining temperature sensor, compare the signal with the brake alarm data bank stored in the internal memory or the external memory, and when necessary, from the output terminal And a controller for issuing a safety alarm signal.

[0010] Another object of the present invention is to provide a safety alarm device for invalidating a hydraulic brake of a vehicle. It has a moisture sensor whose sensor end contacts the vehicle brake fluid, an input terminal and an output terminal. The input terminal contacts the signal output terminal of the moisture sensor, receives the signal measured by the moisture sensor, and outputs the signal to the internal. And a controller for comparing with a brake alarm data bank stored in a memory and / or an external memory and outputting a safety alarm signal from its output terminal when necessary.

[0011] Another object of the present invention is to provide a safety alarm device for lapse of safety of a hydraulic brake of a vehicle, comprising: a tandem type master cylinder temperature sensor having a sensor end in contact with brake fluid in a tandem type master cylinder; And the output end, the input end is in contact with the signal output end of the pump temperature sensor, receives the signal measured by the tandem type master cylinder temperature sensor, and stores the signal in the internal storage and / or the external storage. And a controller for comparing with the brake alarm data bank and issuing a safety alarm signal from its output when necessary.

Another object of the present invention is to provide a safety warning device for hydraulic brake lapse of a vehicle, which comprises a pressure sensor having a sensor end located near a tandem type master cylinder inlet of a vehicle brake system and in contact with a brake fluid pressure. Sensors and
There is an input terminal and an output terminal. The input terminal contacts the signal output terminal of the pressure sensor, receives the signal measured by the pressure sensor, and stores the signal in the internal storage and / or the external storage. And a controller for issuing a safety alarm signal from its output when necessary.

[0013] Preferably, the moisture sensor is a resistive moisture sensor.

[0014] Preferably, the temperature sensor is a thermocouple, for example a K-type thermocouple.

Preferably, the brake lapse safety alarm device of the present invention further comprises a watering device, which has a receiving end connected to the controller, and when the controller issues a watering command to the watering device, Water can be sprinkled on the wheels and / or brake drum of the vehicle to reduce its temperature.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In the conventional market, there is no hydraulic brake system itself for wheeled vehicles, and there is no hydraulic brake expiration safety alarm device for monitoring indicators such as lining temperature, brake fluid temperature, pipeline pressure, and brake moisture. Also, there are no similar products or research reports. Through long-term research, the present inventors
We have created a device to monitor the hydraulic brake system of the vehicle immediately with various signal sensors, compare and analyze several index signals that cause brake lapse, and warn before the brake lapse phenomenon occurs to check the effect of safety prevention Obtained.

When the temperature of the lining is too high,
The safety warning device for hydraulic brake expiration of a vehicle according to the present invention further has a function of operating an automatic watering device to cool the temperatures of the wheels and the brake drum (disk), thereby automatically preventing expiration.

As shown in FIG. 19, in the brake expiration safety alarm device 100 of the present invention, the sensor end
A lining temperature sensor 110 that detects the temperature of the lining 170 by contacting the
A pump temperature sensor 200 for detecting the brake fluid temperature of the partition pump in contact with the brake fluid in the zero position, and a pressure sensor 300 whose sensor end is disposed near the partition pump inlet 730 of the vehicle brake system and detects the brake fluid pressure.
And a moisture sensor 40 for detecting the moisture content of the brake fluid by contacting the sensor end with the vehicle brake fluid, and a controller for receiving a signal obtained from each sensor and comparing it with a brake warning data bank to output a brake safety warning signal. 510.

The controller 510 has a control circuit of a CPU or a microprocessor, receives a detection signal input from each of the sensors, calculates and compares it with a brake alarm data bank (not shown), and outputs a brake safety alarm signal. .

The above-mentioned brake alarm data bank is stored in a memory (for example, ROM) included in the controller 510 or is a memory externally provided outside the controller.

The operation method of the vehicle brake system mainly involves the generation of high heat due to the frictional force that presses the lining hydraulically from the divider pump and causes the lining to rub against the drum or disk to slow down the vehicle. The instantaneous temperature of the drum that generates heat reaches 400 to 500 ° C., and this instantaneous temperature is further increased in gravel wheels and linked vehicles having a high load. Such a persistent high temperature phenomenon directly affects the performance of the brake system including the lining and the brake brake.
Therefore, heat dissipation problems are taken into account in the design of the brake brake, for example, in the case of a blank brake disc or a finned design with a heat dissipation effect.

The operation of the brake is performed by slowing down and stopping the vehicle due to friction between the lining and the drum. The high heat generated by friction in this process changes the properties of the lining, that is, the friction coefficient (μ) of the lining decreases as the temperature rises according to the following friction equation, causing a shortage of the braking force and a phenomenon of brake lapse. Wake up.

F = μ × N When the friction coefficient (μ) decreases and the dividing pump force (N) remains unchanged, the friction force F decreases relatively, and the braking force naturally runs short. As a result, the present inventor monitors this phenomenon by placing it in an alarm device. However, since it is difficult to directly measure the friction coefficient (μ), the friction coefficient is indirectly detected based on the temperature of the lining. That is, when the temperature reaches a certain critical value,
The coefficient of friction μ of the lining is reduced until it threatens the safety value of the brake, at which time this temperature is set as an alarm indicator. Further, if the lining is improperly mounted or if there is a defect in the brake and the component, a phenomenon that the temperature of the lining rises rapidly occurs. Therefore, the improper mounting of the lining and the defect of the brake or the component are detected depending on the temperature of the lining.

In general, the temperature range for the operation of the brake of a vehicle is about 100 to 300 ° C., and the instantaneous temperature of the brake drum or disc is 600 to 700 ° C., which is higher.
It has a characteristic that its temperature rises quickly. Therefore, the thermocouple is used as an element of the temperature sensor.

The thermocouples are classified into various types and have different compositions and temperature environments. Among them, in the present embodiment, it is preferable to use a K-type thermocouple as the temperature sensor. The main component of the K-type thermocouple is chrome (10
%) Nickel (90%) alloy, can be used up to a high temperature of about 1200 ° C., has good linearity of EMF, and is characterized by high heat resistance and corrosion resistance, as well as metal vapor, air and oxygen,
EMF in gases such as nitrogen and carbon dioxide is very stable.

In the present invention, the temperature sensor (thermocouple) is placed directly on the lining. However, since the lining is consumed by friction, in order to prevent the thermocouple from being directly destroyed by friction with the drum, the thermocouple is connected to the lining by friction. Place it within a safe thickness at a certain distance from the surface (at a depth of about 2 mm from the root of the friction material).

FIG. 1 shows a mounting method of a thermocouple used as a lining temperature sensor by the present inventors. Lining 170
A recess is provided near the center of the bottom metal piece 160, and the heat transfer metal 140 is placed therein. The temperature is transmitted to the hot junction 120 of the thermocouple 110 by the heat transfer metal 140, and the thermocouple 110 and the heat transfer metal 140 are joined by the silver welding 130. This is a welding method commonly used for general thermocouples. Heat transfer metal 14
The zero tack design is used to prevent the brake friction from being pushed forward toward the lining's friction surface by the vibrations during actuation. Next, the recess is sealed with a plastic 150 to ensure that the thermoconductive metal 140 and the thermocouple 110 do not fall off the lining 170.

Understand the influence of the expression state of the lining temperature in the braking process on the braking efficiency and the relevance of many factors such as vehicle brake torque, pressure, temperature and the like to the brake lapse, find key points of temperature and use them as safety warning indicators. Therefore, some experiments were performed using a dynamic brake simulation tester (Dynamometer Test). In this experiment, a drum type brake of Mitsubishi Delica DET (L) was adopted, and CNS-D3116, CNS-D3107,
JASO-C406-82, JASO-C438-76
The following steps were set with reference to test standards such as

Data obtained during the experiment includes a temperature value, a brake torque value, and a hydraulic pressure value, and includes a torque and a hydraulic pressure. From such data, the brake efficiency BEF and the friction coefficient μ can be calculated.

The BEF = T / A × R × P μ = U × T / P U = 1/2 × A × r f ( wherein, T: torque, A: pump sectional area divided, R: brake drum, P : Hydraulic pressure, r _f : effective braking radius) FIGS. 2, 3, and 4 show the results of the experiment, in which the ordinate represents the temperature measured by the thermocouple and the brake efficiency BEF, and the abscissa represents the brake. It is the graph which took the number of times of operation. In this experiment, the brake (420
Seconds) the brake expires (No Bra)
King) occurs. FIG. 2 shows the measured temperature and the brake efficiency (BEF) in the process of operating the brake.
FIG. FIG. 3 is a graph obtained by converting the braking efficiency curve into a lining friction coefficient curve. The friction coefficient (μ) is a relatively objective standard index, and FIG. 4 is a graph showing the braking efficiency (BEF) and the friction in this experiment. The relationship with the coefficient (μ) is shown.

When the temperature is constantly increasing, as shown in FIGS. 2, 3, and 4, the relative braking efficiency (BEF) and corresponding lining coefficient of friction (μ) drop rapidly. However, if the braking situation is so bad that it is not possible to provide the required hydraulic pressure (torque) in a timely manner,
The braking distance (time) obviously increases, and the brakes expire because they cannot meet the braking demands. From this experiment, the cause of the 21st brake lapse phenomenon can be interpreted as follows.

Therefore, the expiration alarm device of the present invention should issue an alarm before the brake expires.

As shown in FIG.
During the process of increasing to 30 ° C., the coefficient of friction (μ) decreased from 0.25 to 0.154 (decreased by 42%). Choose a value.

FIG. 4 shows the existence of a corresponding function relationship between the braking efficiency (BEF) and the friction coefficient (μ). Therefore, the μ value cannot be measured online, but is calculated from the braking efficiency (BEF) value obtained during the test. it can. Also, the correspondence between the brake efficiency (BEF) and the friction coefficient (μ) and the brake temperature can be seen from the figure.

The high heat generated by friction between the lining and the drum or the disk during the operation of the brake directly affects the braking characteristics of the lining and the correlated brake brake, and such a sustained high heat quantity is transmitted to the dividing pump, and is generated in the dividing pump. The brake fluid is constantly heated, and the brake fluid is vaporized and boiled, resulting in a shortage of braking force and the brake being invalidated. In other words, the brake fluid has a characteristic that it cannot be compressed by a fluid when it is liquid, but when it reaches a boiling state due to high heat, the local brake fluid is in a gas phase or a gas-liquid coexisting phase, and at this time the compressible characteristic is Yes, hydraulic brakes can not be supplied with sufficient hydraulic pressure, causing expiration. If the brake fluid contains water, this phenomenon is even more pronounced and easily occurs at low temperatures, i.e., a boiling condition of the brake fluid is formed. In order to prevent this phenomenon from occurring, the hydraulic brake invalidation safety alarm device has a monitoring function, and this temperature sensor is mainly mounted near the separate pump.

The temperature sensor employed in the preferred embodiment is a K-type thermocouple, and the temperature detection point is the oil temperature inside the split pump. The temperature value inside the divider pump is important because the divider pump operates the elements of the brake directly and is also closest to the heat source, all of which directly reflects on the safety of the brake. In order to put the sensor as deep as possible into the divider pump and close to the center of the heat source, we set the leading thermometer of the thermocouple to the divider pump drain 73 near the center of the divider 710.
1 (731 in FIG. 18).

As shown in FIG. 5, there is a 120 ° angled pyramid surface 112 at the front end thermometry point of the thermocouple 200, a screw thread 113 is provided at an appropriate distance from the front end, and a split pump oil outlet 731 is provided. The screwing prevents the brake fluid in the split pump from leaking from the split pump drain, and does not interfere with the original oil change function.

When the temperature curve of the brake fluid in the split pump was measured by the split pump temperature sensor together with the dynamic brake simulation test, it was found that the brake fluid temperature increased with the number of brakes, and the heat source was transmitted to the brake split pump. It was proved that the brake fluid temperature increased.

Since the hydraulic brake line is an application of the Pascal principle, there is a certain relation between the total pump output pressure and the hydraulic pressure of the dividing pump under normal operation of the system. However, if the brake leaks due to an oil pipe rupture or the brake temperature is too high, the brake fluid will boil and bubbles will be generated, and if the total pump standing force is divided and the pump does not reach smoothly, the performance will decrease due to insufficient braking force . The pressure is most sensitive in the expression in the hydraulic system, and once the brake has expired, it is directly reflected in the oil pressure.Therefore, a pressure sensor is provided in the hydraulic brake invalidation safety alarm device of the present invention, and the monitoring of the pressure value is used as an index for determining the invalidity. One.

The range of the brake pressure of a general vehicle is about 75
It is 0-2000 psi and the maximum pressure is close to 3000 psi and belongs to a high pressure operating environment. The temperature range of the operating environment is about 80-150 ° C, and when selecting the element for pressure measurement,
The effect on measurement accuracy should be considered. In the present invention, a diffusion sensor is employed as the pressure sensor. Diffusion type sensors have high precision and high reliability characteristics, and are generally applied to pressure and differential pressure transmitters. After receiving pressure, a bridge circuit is a sensor that outputs a voltage signal.

FIG. 6 is a diagram showing a pressure sensor which is provided in the vicinity of the dividing pump inlet of the vehicle and indicates the contact with the brake fluid of the vehicle. Of these, the conversion joint 361 is screwed into the hydraulic pipeline (732 in FIG. 18) with an external thread of M10 × 1.25 provided on the left end. Pressure sensor 30
0 is placed in the conversion seat 362 and fixed by welding with an electron beam. Further, the thread at the right end of the conversion seat 362 is connected to a corresponding thread inside the conversion joint 361. In this combination, the brake fluid does not leak, and the hydraulic pressure is smoothly guided from the pipeline to the pressure sensor 300, and reaches the purpose of measurement.

The hydraulic brake line is an application of the Pascal principle, and the hydraulic brake system includes elements such as a brake total pump, a vacuum booster pump, a high-pressure line, a dividing pump, and various hydraulic valves. In the basic design of the vehicle, the braking forces exerted by the left and right brake split pumps should be the same. That is, the pressure values of the split pumps at both locations are the same. However, if the above-mentioned elements become invalid due to failure, particularly if the valve for adjusting the magnitude of the pressure and the pressure difference becomes ineffective, phenomena such as uneven force between the left and right wheels at the time of braking operation are likely to occur. In such a case, the vehicle loses rotational steering.

Considering that the brake is used to stop the vehicle, this is achieved by the action of frictional force. The frictional force Fb between the lining and the drum (or disk) and the frictional force between the tire and the ground are determined by the brake. Ft. Only under the action of these two frictional forces does the vehicle stop smoothly and the braking operation is completed. The case where Fb = Ft is the most effective brake operation state, and there is no danger of the brake being tightened and losing the steering. In addition, the relationship of Fb> Ft is often seen in the case of emergency braking, that is, the brake is severely depressed and the wheels are locked, causing a phenomenon of slipping to the ground, the effect of Ft is greatly reduced, the braking distance is lengthened, and the vehicle distance is increased. Is difficult to control the traveling direction of the vehicle, and the force that actually stops the vehicle is the frictional force F between the tire and the ground.
This is the effect of t, not the magnitude of Fb.

When Fb <Ft, the vehicle is running normally and the brake is gently depressed, and the magnitude of Fb indicates an effective braking effect. The braking distance at this time can be arbitrarily controlled, and if the driver wants to stop earlier, he / she must press the pedal harder.

As described above, the frictional forces Fb and Ft play an important role in the braking operation process. Of which F
b is closely correlated with brake fluid pressure, split pump operation, design of brake floor plate mechanism, transmission parts, lining, etc. Influence variables of Ft include tire groove condition, road surface condition, tire pressure, etc. There is. Therefore, it is important to note that the factors influencing the brake friction force are quite complex, and that mutation of one of these factors affects the braking effect, especially if these abnormal phenomena affect the braking safety. At this time, a situation occurs in which the brake is invalid or the braking forces of the left and right vehicles are imbalanced.

Based on the above points, the inventors monitored the pressures on the left and right wheels when the vehicle applied the brake,
In addition to being able to directly detect the danger situation in which the vehicle control is not effective due to insufficient pressure due to an abnormality in the brake hydraulic system itself and turning, the system monitors the imbalance in pressure between the left and right wheels due to variations in the braking factor obtained by the pressure sensor. This phenomenon of pressure imbalance responds sharply to the state of the brake hydraulic pressure, and the phenomenon of pressure imbalance between the left and right wheels appears. The present inventors have designed and manufactured a device for detecting a pressure imbalance between left and right wheels using the principle of a communication pipe.

FIG. 7 is a diagram showing an apparatus for detecting pressure imbalance between the left and right wheels. The illustrated device includes a pressure balance sensor 610, a ratio valve 620, a differential pressure valve 630, a metering valve 640, a power brake unit 811, a front disc 812, a rear drum 813, a brake alarm lamp 81
There are four.

FIG. 8 shows a pressure balance sensor 610.
It has an observation cylinder 611, a communication line 613, and wheels 750, a brake line 760, and a hydraulic direction indicated by an arrow. As shown in FIGS. 7 and 8, the oil pressure in the left and right wheel split pumps is introduced into the pressure balance sensor 610 from the split pump oil outlet via a high-pressure line, and the cylinder 6 is actuated freely.
If the differential pressure is generated in the left and right brakes due to pressure imbalance, the cylindrical body 611 moves, and it can be determined that the brake pressure imbalance phenomenon has occurred in the braking process, which is safe for operating personnel. Alerts are provided in a timely manner to avoid loss of steering.

Brake fluid is a chemical substance with high water affinity.
It has high boiling point characteristics due to organic compounds mainly containing glycol groups. However, it has a structure having hydrogen bonds and has high water affinity. Therefore, when water enters, the boiling point is remarkably lowered, and it is easy to boil immediately at a low temperature. In this case, the braking force is reduced, causing a phenomenon of brake lapse. Therefore, the amount of water in the brake fluid is one indicator of the alarm device. As the moisture sensor of the present invention, any known moisture sensor such as an electric resistance type moisture sensor can be adopted. As shown in FIG. 9, the electrodes 410 and 420 are immersed in brake fluid to measure the resistance. The mounting position of the moisture sensor is a hydraulic pipeline 733 in FIG.

Brake fluid is a substance having low conductivity, and the conductivity increases when water is contained. Therefore, the relative moisture content is determined by measuring the resistance value and determining the relative moisture content based on the correlation between the resistance value of the brake fluid and the moisture content. I understand. In order to understand the correlation between the resistance value of the brake fluid, the water content, and other factors, the inventors designed the following experiments.

The experimental equipment is as shown in FIG.
0, thermometer 920, cooling pipe 930, resistance meter 940, detection probe 941, zeolite 950, and uniform heating plate 96
It has 0.

(1) Experimental Items Experiment 1: The change between the resistance value and the temperature of oil samples having different water contents is recorded, and the relation between the three is examined. Experiment 2: From the experimental process of heating and cooling, it is investigated whether the boiling fluctuation phenomenon in the heating process affects the reliability of the resistance value. Experiment 3: Under the same experimental conditions, the resistance values of different brands of brake oil were recorded, and the expression state of the resistance value between oil samples of the same grade (DOT4) was examined to confirm whether it was disciplined.

(2) Experimental process Experiment 11 1. Preparation of experimental sample Eight sets of samples were obtained by titration with biuret:
T3) Moisture 0%, 3%, 5%, 7% (wt) and She
11 (DOT4) moisture 0%, 3%, 5%, 7% (wt)
Are established and mixed well evenly, and the bottle mouth is sealed with a membrane to prevent the ingress of moisture. 2 Installation of Experimental Equipment The equipment was installed according to the SAE equilibrium reflux boiling point (ERBP) measurement standard, and the experimental sample was injected into a specially made three-neck flask. 3. Heating and measuring resistance value A heater was attached, and the resistance value was measured and recorded once every 20 ° C. until reaching the equilibrium reflux boiling point.

Experiment 2 1 Using pure Shell (DOT4) as an experimental standard
Placed in a heated flask. 2 Experimental facilities similar to those in Experiment 1 were installed. 3 A heater was attached, and the resistance value was measured and recorded in units of 20 ° C. 4 When the equilibrium reflux boiling point was reached, the heating was stopped, the temperature was gradually cooled at room temperature, and the resistance value was measured and recorded sequentially at the same temperature measured in Step 3.

Experiment 31 Preparation of Experimental Samples 27 sets of samples were titrated with biuret: Agip
(DOT4), Mobil (DOT4), Shell
(DOT4) and three kinds of oil sample
%, 0.5%, 1.0%, 1.5%, 2.0%, 2.5
%, 3.0%, 4.0%, 5.0% samples were prepared. 2. The resistance was measured and recorded at room temperature (27 ° C.) using an insulation resistance tester. 3 Installation of experimental equipment Titration tube 50ml x 1 graduated cylinder 200ml x 1, graduated cylinder 100m
l One, flask and several burettes One cooling tube, three-neck heating flask, two heaters, one variable resistor, several probes, insulation of probe with glass tube by blowing glass to withstand temperature reaching 260 ° C One insulation resistance tester that covers the part to be covered.

(4) Analysis of Experimental Results (Experiment 1) FIG. 11 is an experimental data curve of Kukko brake fluid (DOT3), and FIG. 12 is an experimental data curve of Shell (DOT4). The following points are summarized. A The resistance value relatively decreases as the moisture increases, and decreases as the temperature increases. B The equilibrium reflux boiling point (ERBP) of the brake fluid also clearly decreases with increasing water content. At the beginning of the rise in the C temperature, the resistance value tends to drop sharply, and the rate of change becomes gradual as the temperature rises. Between 0 and 3%, Shell has a clear change compared to Kukko. Shell's resistance is also much higher than Kunimitsu. D There is a large difference between DOT3 and DOT4 in different oil products, and there is no clear discipline in the correlation between the two oil products during the process of changing the temperature, and the curves of the portions are close to the equilibrium reflux boiling point. It tends to increase in resistance, increasing the complexity of the decision.

The results of this experiment show that the resistance value of the brake fluid changes depending on the moisture of the oil product and the temperature of the oil product itself. That is, the moisture and the temperature are important factors affecting the resistance of the oil product. Therefore, the change in the resistance indicates the moisture and the temperature of the brake fluid. However, the relationship between temperature and resistance in the same oil product and the differences between non-classified oil products make the problem even more difficult. For simplicity, the temperature factor is eliminated, that is, the temperature is set to room temperature and the resistance value is measured and analyzed. In this simplified process, the brake safety alarm system resistance value measurement part is measured when the vehicle is activated and the oil temperature has not yet risen, and since the water content of the brake fluid occurs gradually over the long term, there is no need to monitor at any time. This shows that the operation for simplifying such a problem can be performed rationally.

(Experiment 2) In order to determine the reliability of Experiment 1 and to understand whether the turbulence phenomenon during heating affects the resistance value, the brake fluid was heated and then cooled again. Measure the resistance value with. The entire process from heating to cooling takes about 3 hours. The data of this experiment are as follows. The newly opened Kokumitsu (DOT3) moisture of 0% was used as a test sample, and the obtained data is shown in FIG.

From the data in FIG. 13, it can be seen that the heating and cooling curves do not match, and there is still a large difference in regression to the room temperature resistance. However, the overall change tendency is not so different, and the activity of the oil product increases as the temperature rises, so that the conductivity increases as the temperature rises, and reaches saturation with the successive rise in temperature. At this time, a phenomenon occurs in which the resistance value increases. The reason why the resistance value differs between heating and cooling is that water is lost during the entire process (moisture of the sample is 0%).
However, there is still a small amount of water and it cannot really be absolutely anhydrous.) Although the heating and cooling equipment is an open system, the actual vehicle hydraulic system is hermetically closed, so such a phenomenon does not occur.

When the results of Experiments 1 and 2 were summarized and the temperature factor was removed and the measurement was performed at room temperature, the results were obtained using the Kokumin brake fluid (DOT).
3) and Shell (DOT4) are two kinds of unequal grade oil products, but the difference is very large, but the former data distribution is close and difficult to discriminate, and DOT4 is the majority of brake fluid on the market. Therefore, in Experiment 3 below, a DOT Class 4 oil product is used as an experimental sample.

(Experiment 3) This experiment was performed by Mobil, Shel
l Two types of oil products are each 0% moisture, 0.5%, 1.0%
%, 1.5%, 2.0%, 2.50%, 3.0%, 4.
The results of the experiment, which was tested on a total of 18 sets of 0% and 5.0%, are shown in FIG. Referring to the results of the above experiments, it is the same DOT grade oil, but the situation corresponding to the moisture of the same resistance is also the same. If the moisture is low, the difference in the resistance of oil products of different brands is large, The higher the value, the closer they match. In this way, the resistance value and the change of moisture of different oil products are not the same and there is no single criterion, but to set a safety index and limit the moisture state of brake fluid,
It is possible if you select a place where the curve difference is small.

(5) Conclusion Based on the results obtained in the above three experiments, it is a direction in which efforts should be made to establish the general rules for the brake fluid. The phenomenon that the water content of the brake fluid causes the oil product to have a low boiling point and affects the brake lapse is known. FIG. 11 and FIG. 12 obtained from the data of Experiment 1 also reflect the degree of the effect of the brake fluid on the reduction of the equilibrium reflux boiling point. This is a non-negligible index. Know the moisture content of the oil product from the resistance value, and study the law of unity applicable to various oil products.

After establishing the method for measuring the water content of the brake fluid, the inventors designed a system for an alarm monitor for mounting on a vehicle. Inspection of the brake fluid moisture is a safety indicator of vehicle regular maintenance.According to the conclusions obtained in the brake fluid moisture calibration experiment, the detection method is performed at room temperature, and the moisture proportion of the oil product is set once and exceeds the safety alarm value If this happens, an alarm is issued and a request is made to replace the brake fluid anew to ensure safety. Oil product moisture detection is obtained indirectly by resistance value detection, and in the experimental operation, a glass-coated probe is blended with the insulation resistance tester to perform detection, but it can be attached to an alarm system for actual application to vehicles If you design a small detection probe yourself and you are not used to designing new circuits, you will not meet the demands for system downsizing and cost reduction.

1 Probe (1) There are the following considerations in the design and manufacture of the detection probe. 1 Since it is under a hydraulic operating environment, the sealing problem of design and manufacture should be considered. The distance between the two probes directly affects the data of the detection. To secure the reproducibility and reliability of the detection, a fixed seat for inserting the probes at a constant interval should be manufactured. Since the resistance value of the three oil products is obtained from the voltage difference between both ends of the probe immersed in the brake fluid, the insulation design of the probe seat is very important to secure an accurate detection value. (4) Avoid that the reliability of detection is affected by deformation of the probe due to hydraulic pressure. (5) Since the brake fluid is a corrosive liquid, the material of the probe and the sealing material should be selected to withstand the erosion of the brake fluid. 6 Under the demand for miniaturization of the detection system, the probe maximizes the contact surface with the brake fluid as much as possible in a limited design space.
Sensitivity of detection should be increased.

(2) The design method of the inventors is as follows. 1 Probe material: In order to improve electrical conductivity, a copper bar probe whose surface is gold-plated is manufactured as a material. 2 Probe fixing seat: To improve strength and withstand hydraulic pressure,
It is made of metal material and fixed to a small machine with a screw method, and it tries to achieve the purpose of fixing and preventing hydraulic leakage, but since the metal fixing seat is conductive, it becomes pierced when the probe is attached, Since the voltage difference of the brake fluid could not be accurately measured, the fixed seat was anodized, that is, the surface layer was plated with aluminum oxide having a thickness of about 0.05 mm. The resistance value of the treated metal fixing seat reaches 30 kΩ, which effectively separates the probe from the metal part. 3 Fixing the probe The seal between the probe and the fixed seat can be fixed with a seal. First, the probe is polished in a tapered shape, and a half angle is inserted into the cavity of the fixed seat.
When the probe is subjected to positive hydraulic pressure, it supports it firmly,
The cavity is further sealed with epoxy resin. Epoxy resin has strong adhesion, is non-conductive, and is not easily corroded.
Since it is resistant to temperatures of 50 ° C. or more, it can be applied to this.

FIG. 15 is a diagram for explaining the moisture sensor 40. Reference numeral 41 denotes an aluminum alloy fixing seat, which is subjected to surface oxidation treatment to form a non-conductive aluminum oxide plating film (including a hole 42). Reference numeral 43 denotes a copper rod probe whose surface is plated with gold, which goes deep into the hole 42 of the fixed seat 41, and the protruding cross section of the probe 43 presses the fixed seat 41 and does not come off by hydraulic action. Next, both ends of the fixed seat are sealed with epoxy resin 44. Finally, the probe 43 is screwed into the hydraulic line 733.

2 Detection Circuit The basic method of moisture detection is based on the fact that when water enters the brake fluid, the resistance value of the fluid decreases, that is, the higher the moisture, the better the conductivity of the brake fluid. A liquid moisture detection circuit was designed.

(1) Signal processing method 1 The brake fluid is regarded as a simulation resistance, a manufactured probe is inserted, and the resistance value at both ends is measured. 2 FIG. 9 shows a circuit. Since the brake fluid is a high resistance fluid, the circuit should be specially designed to improve the discrimination rate and stability. 3. According to the conclusion obtained in the experiment of the resistance value of the brake fluid, the resistance value decreases as the moisture increases, that is, the voltage at both ends of the probe changes. (4) A comparison circuit for adjusting the reference point is designed, and the brake fluid containing no water is used as a reference point and compared with a portion containing water. 5 Amplification of the measurement signal and signal stability are important in circuit design.

(2) Circuit Design FIG. 16 shows a moisture detection circuit according to the present invention.
The points are the endpoints of the probe and the break-in steps are
It is shown below. 1 Place the probe in anhydrous pure brake fluid and measure the voltage at point A. 2 Adjust the variable resistor VR2 so that the voltage value at the point C is equal to the value of the step 1. 3 At this time, if the probe is placed in the brake fluid containing water,
The voltage value at point A changes. This value is subtracted by the circuit and the voltage value at the point C determined in step 2, and the signal is further amplified and output from the point D. 4 Therefore, if the water content of the brake fluid is different, the voltage signal at point A changes accordingly. The relative voltage reference without moisture is compared and finally the signal is identified.

The brake operation process always involves a high temperature. Currently, all the brake drums and discs of each type of vehicle are designed to dissipate heat. However, if the brakes are used too frequently, they will continue to be sharply reduced. A temperature rise is encouraged. Furthermore, if the brakes are used improperly or the load is heavy, the temperature is often high and does not drop. The rate at which brake lapses occur is extremely high, and the heavy load of trucks, connected vehicles and other large vehicles in Taiwan is particularly severe, and often causes accidents where braking does not work on downhills on mountain roads. To prevent this situation, many large heavy-duty vehicles are now often equipped with a cooling water sprinkler.

The water sprinkling method mainly uses the water stored in the tank when the vehicle is traveling or when the brake is applied to the surface of the brake drum or the tires to effectively generate the high heat generated without relying only on air cooling. Cool with water. In the operation method of this watering system, water in a tank is pushed out by air pressure, and cooling water is injected into a heat source through a pipe. The operation method includes intermittent watering, in which the driver presses the watering control button at an uncertain time depending on the situation, and watering, and when the driver starts marching, the watering device is activated, and the brake drum or the There are two types of continuity sprinkling spraying on the tire.

Basically, both of these two methods are operated by an artificial method, so that the inconvenience in use and the efficiency are low,
It is necessary to perform very strict man-made management. For example, an unreasonable decision at the time of watering or an insufficient amount of water due to excessive watering affects safety.

The present invention refers to the conventional concept of watering control, that is, determines whether water is sprayed depending on the brake temperature.
FIG. 17 is a diagram showing a watering device. In FIG. 17, 11
0 is a lining temperature sensor, 510 is a controller, 520
Is an electromagnetic valve, 530 is a pressure source, 540 is a cooling water tank, 550 is a nozzle, 750 is wheels, and 813 is a brake drum. The lining temperature sensor 110 monitors the lining temperature at any time, and outputs a temperature signal to the controller 51.
0, constantly discriminate, and when the watering start temperature is reached, the electromagnetic valve 520 is driven.
30, the water in the tank 540 sprays water from the nozzle 550 to the wheels 750 and the brake drum 813, and when the brake temperature has cooled, the signal obtained from the lining temperature sensor 110 returns to the controller 510 to stop watering. . This belongs to the active watering control system of the feedback control function, and achieves more effective brake safety protection effect. In addition, a liquid level sensor will be installed in the cooling water tank to serve as an alarm monitor for water shortage.

In the present invention, hardware parts such as the hydraulic pipeline and the arrangement of the detecting device need to be newly designed and manufactured in consideration of the miniaturization of the alarm system. Factors to consider in the design or manufacturing process include space layout, joint strength and hydraulic tightness, and ease of operation and maintenance. Also, since the brake system is in a high-pressure operating environment, the tightness of the joints is even more important.Besides, vibrations during vehicle operation and external interference also affect the operation of the alarm system, and should be considered together. . The design and manufacturing method of this part will be described below.

(1) Design Considerations 1 The volume should be reduced to a square of 10 ³ cm ³ or less. 2 Consider the joining method between the element and the main body. 3. Consider the overall spatial arrangement of each sensing element. 4 Connecting system and fixing device between the main unit and the dividing pump. 5 Consider the sealing design of each joint. 6. Consider the convenience of operation and maintenance. 7. Additional design based on the principle of not changing the original vehicle brake system.

FIG. 18 is a diagram showing an arrangement of the present invention.
The main body 700 made of stainless steel is used to form three-way hydraulic conduit holes in the main body 700 and communicate with each other. Outlets 732, 733, 720, and 730 are respectively provided with a pressure sensor (not shown) and an ohmmeter (not shown). (Not shown), connecting to the dividing pump 710 and the brake fluid pipe (not shown) to ensure the strength and sealing of the main body part, cut off unnecessary parts and reach weight reduction, after design processing The thermocouple (not shown) is attached to the split pump drain port 731 of the direct split pump 710 and goes deep into the split pump 710,
Accurate temperature can be measured.

In the present embodiment, an example using a tandem type master cylinder is described.
It is also possible to apply to a normal master cylinder.

[0078]

According to the present invention, the brake lining, the oil temperature in the tandem type master cylinder, the instantaneous monitoring of the line pressure and the like and the random monitoring of the state of the brake fluid moisture are performed for the hydraulic brake system, and the operation is performed in the vehicle operation process. A device that provides a timely brake safety or warning signal can provide a vehicle hydraulic brake lapse safety warning device that gives the driver enough time to avoid danger.

The present invention also provides a hydraulic brake lapse safety alarm device for a vehicle which automatically sprays water according to the temperature of the lining and brake oil, cools the excessively high temperature of the brake drum, and dynamically reduces the rate of lapse. Can be provided.

[Brief description of the drawings]

FIG. 1 is a diagram showing a lining temperature sensor of the present invention.

FIG. 2 is a diagram showing the relationship between temperature and lining.

FIG. 3 is a diagram showing a relationship between a temperature and a coefficient of friction.

FIG. 4 is a diagram showing the relationship between lining efficiency and friction coefficient.

FIG. 5 is a diagram showing a thermocouple that is a split pump temperature sensor according to an embodiment of the present invention.

FIG. 6 is a diagram showing joining of a pressure sensor according to an embodiment of the present invention.

FIG. 7 is a diagram showing a left and right wheel pressure imbalance monitoring device.

FIG. 8 is a diagram showing details of the left and right wheel pressure imbalance monitoring device.

FIG. 9 is a diagram showing measurement of brake fluid resistance.

FIG. 10 is a diagram showing experimental equipment for measuring and calibrating brake fluid resistance.

FIG. 11 is a diagram showing the relationship between the temperature of Kunkoku brake fluid and the resistance value.

FIG. 12 is a diagram showing a relationship between the temperature of a Shell brake fluid and a resistance value.

FIG. 13 is a diagram showing a change curve of a resistance value in a heating and cooling process of the brake fluid.

FIG. 14 is a diagram showing a relationship between a brake fluid and a resistance value corresponding to moisture at normal temperature.

FIG. 15 is a diagram showing a resistance detection probe of the moisture sensor according to one embodiment of the present invention.

FIG. 16 is a diagram showing a circuit for measuring a resistance value of a brake fluid.

FIG. 17 is a view showing a watering device according to an embodiment of the present invention.

FIG. 18 is a diagram showing a combination of a brake expiration safety alarm device according to an embodiment of the present invention.

FIG. 19 is a diagram showing a block diagram of a brake invalidation safety alarm device according to one embodiment of the present invention.

[Explanation of symbols]

40: Moisture sensor 100: Brake expiration safety alarm device 110: Lining temperature sensor 170: Lining 200: Dividing pump temperature sensor (tandem type master cylinder temperature sensor) 300: Pressure sensor 510: Controller 700: Main body 710: Dividing pump (tandem) Mold master cylinder) 731… Split pump oil outlet

────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] May 13, 1999

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claims

[Correction method] Change

[Correction contents]

[Claims]

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0006

[Correction method] Change

[Correction contents]

[0006]

BRIEF Problem to be Solved] Under these circumstances the present invention is to solve the above problems, the brake lining as a target hydraulic brake system temperature, partial only the pump oil temperature, such as line pressure A device that provides immediate monitoring and random monitoring of brake fluid moisture and provides a timely brake safety or warning signal during the vehicle operation process, so that the driver has enough time to avoid danger by giving the driver sufficient time to avoid danger. It is intended to provide a device.

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction contents]

[0008]

SUMMARY OF THE INVENTION An object of the present invention is to provide a brake lapse safety alarm device for a vehicle to solve the above-mentioned problems. To do this, detect the temperature of the lining
For this purpose, heat transfer metal is installed on the bottom
The lining temperature sensor provided inside the heat transfer metal and the center of the split pump that directly operates the brake element
Provided thermometry point near the oil discharge port, and divided pump temperature sensor for detecting the brake fluid temperature inside該分only pumps oil
A moisture sensor that detects the moisture content of the brake fluid in the pressure line, a pressure sensor that is installed near the inlet of the split pump to detect the brake fluid pressure, and a pressure imbalance between the left and right wheels
A pressure balance sensor to know, a brake alarm data bank storing several kinds of index signals as indicators of brake lapse, and each of the lining temperature sensor, the split pump temperature sensor, the moisture sensor, and the pressure sensor. receiving a signal, a controller for outputting a brake safety alarm signal is compared with the brake alarm database, the
Receives the signal from the pressure balance sensor and applies the brake pressure to the left and right wheels.
Brake alarm that issues an alarm if pressure imbalance occurs
And a pump .

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0009

[Correction method] Change

[Correction contents]

Another object of the present invention is to provide a safety alarm device for invalidating a hydraulic brake of a vehicle . To do this, the lining
To detect the temperature, the bottom of the lining is tacked
Arranging the embedded heat transfer metal, inside the heat transfer metal
There is a lining temperature sensor provided , an input terminal and an output terminal, the input terminal is in contact with the signal output terminal of the lining temperature sensor, receives a signal measured by the lining temperature sensor, and stores the signal in an internal storage or an external storage. And a controller for comparing with a body stored brake alarm data bank and issuing a safety alarm signal from its output when needed.

[Procedure amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction contents]

[0010] Another object of the present invention is to provide a safety alarm device for invalidating a hydraulic brake of a vehicle. To do this, the hydraulic conduit
And moisture sensor Oite sensor end is in contact with the vehicle brake fluid, there is the input and output terminals, the input terminal is in contact with the signal output end of the moisture sensor, it receives a signal in which the moisture sensor is measured, the signal And a controller for comparing with a brake alarm data bank stored in an internal memory or an external memory and outputting a safety alarm signal from its output terminal when necessary.

[Procedure amendment 6]

[Document name to be amended] Statement

[Correction target item name] 0011

[Correction method] Change

[Correction contents]

Another object of the present invention is to provide a safety alarm device for invalidating a hydraulic brake of a vehicle . To do that, the sensor end
A divided pumping temperature sensor in contact with the pump inside the brake fluid divided, there are input and output terminals, the input terminal is the classification
In contact with the signal output end of the pump temperature sensor, the divided Po
A controller that receives the signal measured by the pump temperature sensor, compares the signal with the brake alarm data bank stored in the internal memory and / or the external memory, and issues a safety alarm signal from its output terminal when necessary. Is included.

[Procedure amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0012

[Correction method] Change

[Correction contents]

Another object of the present invention is to provide a safety alarm device for invalidating a hydraulic brake of a vehicle. To do this, the pressure of the left and right wheels
Pressure balance sensor that detects force imbalance and the pressure balance
In response to the sensor signal, there is no pressure
Includes a brake warning lamp that issues a warning if an equilibrium occurs .

[Procedure amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0039

[Correction method] Change

[Correction contents]

Since the hydraulic brake line is an application of the Pascal principle, there is a certain relation between the total pump output pressure and the hydraulic pressure of the dividing pump under normal operation of the system. However, if the brake is leakage or brake fluid brake temperature is too high does not reach the well to the pump divided total pump pressure force boiling bubbles occurs by the oil pipe rupture, performance decreases by shortage of the brake . The pressure is most sensitive in the expression in the hydraulic system, and once the brake has expired, it is directly reflected in the oil pressure.Therefore, a pressure sensor is provided in the hydraulic brake invalidation safety alarm device of the present invention, and the monitoring of the pressure value is used as an index for determining the invalidity. One.

[Procedure amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0040

[Correction method] Change

[Correction contents]

The range of the brake pressure of a general vehicle is about 75
It is 0-2000 psi and the maximum pressure is close to 3000 psi and belongs to a high pressure operating environment. The temperature range of the operating environment is about 80-150 ° C, and when selecting the element for pressure measurement,
The impact against the measurement accuracy should be a considered Omonbakasu. In the present invention, a diffusion sensor is employed as the pressure sensor. Diffusion type sensors have high precision and high reliability characteristics, and are generally applied to pressure and differential pressure transmitters. After receiving pressure, a bridge circuit is a sensor that outputs a voltage signal.

[Procedure amendment 10]

[Document name to be amended] Statement

[Correction target item name] 0077

[Correction method] Deleted

[Procedure amendment 11]

[Document name to be amended] Statement

[Correction target item name] 0078

[Correction method] Change

[Correction contents]

[0078]

According to the present invention, the hydraulic brake system is used to immediately monitor the temperature of the brake lining, the oil temperature in the dividing pump , the line pressure, and the like, and to randomly monitor the state of the brake fluid moisture. timely provide safety or warning signal of the brake, it is possible to provide a hydraulic brake revocation safety warning device for a vehicle sufficiently give time to avoid danger to the driver.

[Procedure amendment 12]

[Document name to be amended] Statement

[Correction target item name] Explanation of sign

[Correction method] Change

[Correction contents]

[Description of Reference Numerals] 40 ... moisture sensors 100 ... brake revocation safety alarm device 110 ... lining temperature sensor 170 ... lining 200 ... divided pump temperature Sensor 300 ... pressure sensor 510 ... controller 700 ... body 710 ... pump 731 ... divided divided Pump drain

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Lin Ke Feng

Claims (12)

[Claims] A lining temperature sensor for detecting a lining temperature; a tandem master cylinder temperature sensor for detecting a tandem master cylinder brake fluid temperature; a moisture sensor for detecting a moisture content in the brake fluid; A pressure sensor that detects pressure, a brake alarm data bank that stores several types of index signals that are indicators of brake lapse, each of the lining temperature sensor, the tandem-type master cylinder temperature sensor, the moisture sensor, and the pressure sensor And a controller for receiving a signal obtained from the controller and outputting a brake safety warning signal in comparison with the brake warning data bank. 2. The warning device according to claim 1, wherein the lining temperature sensor is a thermocouple. 3. The warning device according to claim 2, wherein the lining temperature sensor is a K-type thermocouple. 4. The alarm device according to claim 1, wherein the moisture sensor is a resistance type moisture sensor. 5. The brake lapse safety alarm device according to claim 1, wherein the tandem type master cylinder temperature sensor is a thermocouple. 6. The brake lapse safety alarm device according to claim 5, wherein the tandem type master cylinder temperature sensor is a K-type thermocouple. 7. A water sprinkler, wherein the water sprinkler has a receiving end connected to the controller, and when the controller issues a water sprinkling command to the water sprinkler, a wheel of the vehicle is provided. The brake expiration safety alarm device according to claim 1, wherein water can be sprayed on the brake drum to lower its temperature. 8. A lining temperature sensor having a sensor end in contact with the lining, an input end and an output end, wherein the input end contacts a signal output end of the lining temperature sensor and receives a signal measured by the lining temperature sensor. And a controller for comparing the signal with a brake alarm data bank stored in an internal memory or an external memory and outputting a safety alarm signal from an output terminal when necessary. Revocation safety alarm device. 9. A moisture sensor having a sensor end in contact with the vehicle brake fluid, an input end and an output end, wherein the input end contacts a signal output end of the moisture sensor and receives a signal measured by the moisture sensor. And a controller for comparing the signal with a brake alarm data bank stored in an internal memory or an external memory and outputting a safety alarm signal from an output terminal when necessary. Safety alarm device. 10. A tandem master cylinder temperature sensor having a sensor end in contact with brake fluid in a tandem master cylinder, an input end and an output end, and the input end is connected to a signal output end of the tandem master cylinder temperature sensor. Touches, receives the signal measured by the master cylinder sensor, compares the signal with the brake alarm data bank stored in the internal memory and / or the external memory, and outputs the safety alarm signal from the output terminal when necessary. A safety alarm device for invalidating a hydraulic brake of a vehicle, comprising: 11. A pressure sensor having a sensor end disposed near a master cylinder inlet of a vehicle brake system and in contact with brake fluid pressure, an input end and an output end, and the input end is in contact with a signal output end of the pressure sensor. Receiving a signal measured by the pressure sensor, comparing the signal with a brake alarm data bank stored in an internal memory and / or an external memory, and issuing a safety alarm signal from its output terminal when necessary. A safety warning device for invalidating a hydraulic brake of a vehicle, comprising: 12. A watering device, further comprising a receiving end connected to a controller, wherein the controller issues a watering command to the watering device, the wheel or the vehicle of the vehicle. Water can be sprayed on the brake drum to reduce the temperature of the vehicle wheels or the brake drum.
A brake invalidation safety alarm device according to any one of claims 10 and 11.