ES2349978A1 - Inertia reduction brake. (Machine-translation by Google Translate, not legally binding) - Google Patents
Inertia reduction brake. (Machine-translation by Google Translate, not legally binding) Download PDFInfo
- Publication number
- ES2349978A1 ES2349978A1 ES200701285A ES200701285A ES2349978A1 ES 2349978 A1 ES2349978 A1 ES 2349978A1 ES 200701285 A ES200701285 A ES 200701285A ES 200701285 A ES200701285 A ES 200701285A ES 2349978 A1 ES2349978 A1 ES 2349978A1
- Authority
- ES
- Spain
- Prior art keywords
- motor
- wheel
- pedal
- engine
- car
- 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.)
- Granted
Links
- 239000002184 metal Substances 0.000 claims description 4
- 239000010426 asphalt Substances 0.000 description 5
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000003213 activating effect Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
Description
Freno de reducción de inercia.Inertia reduction brake.
El principal objetivo de la presente invención es la de hacer que un coche pueda reducir su velocidad sin necesidad de utilizar los frenos que son habituales en los coches y que están situados en las ruedas. Con la presente invención, el coche se frenará reduciendo muy rápidamente su inercia gracias a un motor eléctrico (8), y, a un pedal (5) que se une a la rueda de giro (6) de este motor (8). De esta manera, al unir las posibilidades de los frenos habituales en las ruedas de los coches, con el freno de reducción de inercia, se puede conseguir que el coche mantenga en perfectas condiciones los frenos de las ruedas (4), y, además, que el espacio que el coche recorre durante la frenada sea muy inferior al que recorre en la actualidad utilizando sólo los frenos de las ruedas. Esto podrá evitar muchos accidentes.The main objective of the present invention is to make a car reduce its speed without needing of using the brakes that are common in cars and that are located on the wheels. With the present invention, the car is it will slow down reducing its inertia very quickly thanks to an engine electric (8), and, to a pedal (5) that joins the turning wheel (6) of this engine (8). In this way, by uniting the possibilities of usual brakes on the wheels of cars, with the brake of inertia reduction, you can get the car to keep on perfect condition the wheel brakes (4), and also that the space that the car travels during braking is much lower who is currently traveling using only the brakes of the wheels. This can avoid many accidents.
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Existen en la actualidad los frenos que se sitúan en las ruedas de los coches -y, de los vehículos de tracción en general-, que se activan desde el pedal de freno que se localiza en la cabina del piloto. Estos frenos son de varias clases -frenos de pastilla de caucho, frenos de carbono, sistema ABS, etc...-, que no voy a comentar porque todos giran alrededor de un mismo sistema de funcionamiento que siempre trata de detener al completo el movimiento de giro de las ruedas. Lo que sucede cuando se activan estos frenos es que las ruedas se detienen totalmente y el coche sigue avanzando por la inercia debida a la energía que llevaba. Así, al activar los frenos, el coche sigue recorriendo un número determinado de metros que dependen del peso del coche y de la velocidad que lleve en el momento en que se activan.There are currently the brakes that are placed on the wheels of cars -and, of traction vehicles in general-, which are activated from the brake pedal that is located in the cockpit. These brakes are of various kinds - brakes rubber pad, carbon brakes, ABS system, etc ...-, which I will not comment because they all revolve around the same system of operation that always tries to completely stop the spinning wheel movement. What happens when they are activated these brakes is that the wheels stop completely and the car continues to advance due to the inertia due to the energy it carried. So, when activating the brakes, the car continues to run a number determined from meters that depend on the weight of the car and the speed you carry when they are activated.
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El Freno de reducción de inercia, se caracteriza por ser un sistema de frenado que no está situado en las ruedas de un coche sino en el motor del mismo. Para dejar clavado en el asfalto a un coche que lleva determinada velocidad, -sin que siga en movimiento rozando contra el asfalto, tal como sucede cuando se activan los frenos y las ruedas se bloquean-, hay que transmitir la energía, no desde el motor hacia las ruedas y éstas hacia el asfalto, sino en sentido inverso, o sea, la energía que llevan las ruedas debe dirigirse hacia dentro, hacia la rueda principal del motor.. Esta forma de frenar, en un coche, sería diferente que la de activar los frenos de las ruedas para que éstas rozasen el asfalto y acabasen deteniendo al vehículo. En estos casos, la tuerza de inercia hace que el coche siga su camino hasta que se agote esta fuerza, y sólo cuando se ha reducido a cero, el coche se para totalmente. La forma de frenar que se propone ahora es algo distinta, -en la medida en que no son las ruedas las que frenan por fricción con el asfalto-, sino que lo que frena al coche es el motor mismo, -más allá de que se utilice también el freno clásico de las ruedas-. Lo que se reduce con este sistema nuevo es la fuerza de inercia del coche. En un motor habría que poner algo que absorbiese la fuerza que el motor le ha transmitido a la rueda principal, pero, ahora, en sentido inverso. Habría que poner "unas piernas" artificiales en los pedales de la rueda, que, como en una bicicleta, pedaleasen todo el tiempo, y, que, a la hora de frenar resistiesen sobre esas "piernas" la fuerza que les transmite la energía en sentido contrario que lleva la frenada. Éstas "piernas artificiales" serían las del pedal (5) que está unido a la rueda (6) del segundo motor eléctrico (8). Describiré ahora la figura nº 1. Encontramos en ella un eje del chasis de un coche, con dos ruedas de tracción (4) en los extremos. En el centro, este eje, tiene una rueda dentada (3) que recibe el giro de la rueda dentada (2) de un motor (1) -que es eléctrico o de gasolina-. Por la parte posterior de éste motor (1), su eje se prolonga y se curva igual que se curvan los pedales (5) de una bicicleta. El eje, por tanto, forma un pedal (5) de bicicleta que se une, -o, está pegado-, a una rueda metálica sin dientes (6) que es la rueda del eje (7) de un segundo motor eléctrico (8). El pedal (5) y la rueda (6) son la misma pieza. Así, cuando el motor (1), gira en aceleración, la rueda (6) y el pedal (5) giran libremente con él. Cuando el piloto pisa el freno, se desactiva el motor (1) y se activa el segundo motor eléctrico de freno (8) que girará en sentido contrario que el motor (1). Esto hará que, ahora, el eje del motor de tracción (1) y su rueda (2), tiendan a girar en sentido contrario, después de absorber la fuerza y la energía que llevaba este motor (1). Entonces, el coche reducirá su velocidad muy rápidamente y las ruedas de caucho (4) acabarían por girar en sentido contrario, después de eliminar toda la energía que llevaban, con lo que el coche empezará a ir hacia atrás, reduciendo mucho la distancia que recorren los coches en la frenada, lo que servirá para evitar, en muchas ocasiones, el choque con el obstáculo. Más sencillo que todo este asunto del pedal (5) y de la rueda (6), sería poner una rueda (6), dentada, -la del motor eléctrico posterior (8)-, en contacto directo con una rueda dentada situada en la parte posterior del motor (1). Este coche necesitaría, tal vez, llevar seis ruedas. El motivo es que, tal como está dispuesto el motor (1) y su rueda (2) en conexión con la rueda (3) del eje de las ruedas de caucho (4), estas ruedas (4) no podrían llevar el sistema de freno habitual porque, al frenar, se detendrían y no tendría sentido alguno el sistema de Freno de reducción de inercia. Se trataría de que la frenada clásica se produjese en las ruedas de caucho delanteras -y, en el cilindro de freno alternativo del que he hablado poco antes-, mientras que las ruedas traseras de caucho (4), -las ruedas encargadas de la tracción del vehículo-, llevarían el nuevo sistema de Reducción de Inercia.The Inertia Reduction Brake is characterized by a braking system that is not located on the wheels of a car but on the engine of the same. To leave a car with a certain speed stuck in the asphalt, - without moving on rubbing against the asphalt, as it happens when the brakes are activated and the wheels are blocked -, the energy must be transmitted, not from the engine towards the wheels and these towards the asphalt, but in the opposite direction, that is, the energy carried by the wheels must be directed inwards, towards the main motor wheel. This way of braking, in a car, would be different than that of Activate the wheel brakes so that they touch the asphalt and end up stopping the vehicle. In these cases, the inertia nut causes the car to continue its path until this force is exhausted, and only when it has been reduced to zero, the car stops completely. The way of braking that is proposed now is somewhat different, - to the extent that it is not the wheels that brake by friction with the asphalt - but that what slows the car is the engine itself, - beyond that also use the classic wheel brake. What is reduced with this new system is the inertia force of the car. In an engine it would be necessary to put something that absorbs the force that the engine has transmitted to the main wheel, but, now, in the opposite direction. It would be necessary to put "artificial legs " on the pedals of the wheel, which, as in a bicycle, pedaled all the time, and, that when braking resisted on those " legs " the force that transmits the energy in opposite direction that takes the braking. These " artificial legs " would be those of the pedal (5) that is attached to the wheel (6) of the second electric motor (8). I will now describe Figure 1. We find in it an axle of the chassis of a car, with two drive wheels (4) at the ends. In the center, this axle has a cogwheel (3) that receives the rotation of the cogwheel (2) of an engine (1) -which is electric or gasoline-. On the rear of this engine (1), its axis is extended and curved just as the pedals (5) of a bicycle are curved. The axle, therefore, forms a bicycle pedal (5) that joins -or is attached- to a metal wheel without teeth (6) which is the axle wheel (7) of a second electric motor (8). ). The pedal (5) and the wheel (6) are the same piece. Thus, when the motor (1) rotates in acceleration, the wheel (6) and the pedal (5) rotate freely with it. When the pilot presses the brake, the motor (1) is deactivated and the second electric brake motor (8) is activated, which will turn in the opposite direction than the motor (1). This will now make the drive motor shaft (1) and its wheel (2) tend to rotate in the opposite direction, after absorbing the force and energy that this motor (1) carried. Then, the car will reduce its speed very quickly and the rubber wheels (4) would turn in the opposite direction, after eliminating all the energy they carried, so that the car will start to go back, greatly reducing the distance they travel the cars in braking, which will serve to avoid, in many occasions, the collision with the obstacle. Simpler than all this matter of the pedal (5) and the wheel (6), it would be to put a wheel (6), toothed, -the one of the rear electric motor (8) -, in direct contact with a gearwheel located in rear of the engine (1). This car would need, perhaps, to carry six wheels. The reason is that, as the motor (1) and its wheel (2) are arranged in connection with the wheel (3) of the rubber wheel axle (4), these wheels (4) could not carry the system of usual brake because, when braking, the inertia reduction brake system would stop and make no sense. It would be that the classic braking took place in the front rubber wheels - and, in the alternative brake cylinder that I talked about shortly before - while the rubber rear wheels (4), - the wheels in charge of traction of the vehicle-, would carry the new Inertia Reduction system.
- 1). one).
- Motor eléctrico (o, de gasolina) de tracción de las ruedas del cocheElectric motor (or, gasoline) traction of the car wheels
- 2). 2).
- Rueda dentadaCogwheel
- 3). 3).
- Rueda dentada del eje de las ruedas del cocheToothed wheel axle car
- 4). 4).
- Ruedas del cocheCar wheels
- 5). 5).
- PedalPedal
- 6). 6).
- Rueda metálica unida al pedalMetal wheel attached to the pedal
- 7). 7).
- Eje del motor eléctrico de frenoElectric motor brake shaft
- 8). 8).
- Motor eléctrico de frenadoElectric braking motor
El Freno de reducción de inercia, se caracteriza por ser un sistema de frenado alternativo en un vehículo, que tiene el objetivo de detener su marcha por los propios elementos unidos a su motor, sin necesidad de utilizar los frenos instalados en las ruedas, y, que sustituye a este sistema de frenado habitual conocido. Consiste, el nuevo sistema, en añadir al motor de tracción (1), -y, por su parte posterior-, un segundo motor, eléctrico (8), de manera que sus respectivos ejes son, en realidad, el mismo eje, en la medida en que lo que hay entre la parte posterior del motor (1) delantero y lo que hay en la parte anterior del motor posterior (8) es una misma pieza que adquiere la forma determinada que se va a describir a continuación. Ponemos, -en la parte anterior del eje (7) del motor (8) posterior-, una rueda metálica, -no dentada-, (6), que se une a una forma de pedal (5) -un pedal parecido al de una bicicleta-, -doblado éste en ángulo recto- que se une con el eje que sobresale por la parte posterior del motor (1), que puede ser un motor eléctrico, (como el de la figura nº 1), o un motor de gasolina. Podemos decir, también, que, la parte posterior del eje del motor de tracción (1) se dobla en ángulo recto y se prolonga en una forma de pedal de bicicleta (5), y que se pega, por su extremo, o, que es la misma pieza que la rueda (6) del eje (7) del motor (8) de reducción de inercia. Aunque, en realidad, sería más sencillo que todo esto, sustituir a la pieza (5, 6) que forma un pedal (5) unido a una rueda (6), poniendo, a la rueda dentada (6), en contacto directo con la rueda dentada (2) situada en la parte anterior del motor (1) y haciendo que gire en sentido contrario cuando se activa el freno.The Inertia Reduction Brake is characterized for being an alternative braking system in a vehicle, which has the goal of stopping its march by the elements attached to its engine, without using the brakes installed in the wheels, and, which replaces this usual braking system known. It consists, the new system, in adding to the traction motor (1), -and, on the back-, a second motor, electric (8), so that their respective axes are, in reality, the same axis, to the extent that what is between the rear of the engine (1) front and what is in the front of the rear engine (8) is the same piece that acquires the determined form that is going to describe below. We put, -in the front part of the axis (7) of the rear engine (8) - a metal wheel, - not toothed -, (6), which joins a pedal shape (5) - a pedal similar to that of a bicycle-, bent at a right angle, which joins the axis that protrudes from the rear of the engine (1), which can be a electric motor, (like the one in figure 1), or a motor of gasoline. We can also say that the back of the shaft of the traction motor (1) bends at a right angle and extends in a form of bicycle pedal (5), and that sticks, at its end, or, which is the same part as the wheel (6) of the motor shaft (7) (8) of inertia reduction. Although, in reality, it would be easier than all this, replace the piece (5, 6) that forms a pedal (5) attached to a wheel (6), putting the sprocket (6) in contact direct with the gearwheel (2) located in the front part of the motor (1) and causing it to turn in the opposite direction when activated the brake.
Claims (1)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES200701285A ES2349978B1 (en) | 2009-05-21 | 2009-05-21 | INERTIA REDUCTION BRAKE. |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES200701285A ES2349978B1 (en) | 2009-05-21 | 2009-05-21 | INERTIA REDUCTION BRAKE. |
Publications (2)
Publication Number | Publication Date |
---|---|
ES2349978A1 true ES2349978A1 (en) | 2011-01-14 |
ES2349978B1 ES2349978B1 (en) | 2011-11-07 |
Family
ID=43466800
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
ES200701285A Withdrawn - After Issue ES2349978B1 (en) | 2009-05-21 | 2009-05-21 | INERTIA REDUCTION BRAKE. |
Country Status (1)
Country | Link |
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ES (1) | ES2349978B1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2020160718A1 (en) * | 2019-02-07 | 2020-08-13 | Schaeffler Technologies AG & Co. KG | Method for carrying out an emergency braking function of a vehicle |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2395904A (en) * | 1942-05-02 | 1946-03-05 | Warner Electric Brake Mfg Co | Method of and mechanism for braking heavy-duty automtive vehicles |
JPH0481347A (en) * | 1990-07-20 | 1992-03-16 | Toyota Autom Loom Works Ltd | Brake device for engine type vehicle |
US5172006A (en) * | 1987-02-18 | 1992-12-15 | Hino Jidosha Kogyo Kabushiki Kaisha | Electric braking and auxiliary engine mechanism for a motor vehicle |
DE19615742C1 (en) * | 1996-04-20 | 1997-05-07 | Daimler Benz Ag | Motor vehicle drive train with electric machine providing compensatory torque during gear changes |
EP1264748A1 (en) * | 2001-06-08 | 2002-12-11 | South West Research Patents Pty Ltd | Vehicle retarder system |
CN1931627A (en) * | 2005-09-15 | 2007-03-21 | 李永平 | Integrated efficient pollution-free vehicle |
-
2009
- 2009-05-21 ES ES200701285A patent/ES2349978B1/en not_active Withdrawn - After Issue
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2395904A (en) * | 1942-05-02 | 1946-03-05 | Warner Electric Brake Mfg Co | Method of and mechanism for braking heavy-duty automtive vehicles |
US5172006A (en) * | 1987-02-18 | 1992-12-15 | Hino Jidosha Kogyo Kabushiki Kaisha | Electric braking and auxiliary engine mechanism for a motor vehicle |
JPH0481347A (en) * | 1990-07-20 | 1992-03-16 | Toyota Autom Loom Works Ltd | Brake device for engine type vehicle |
DE19615742C1 (en) * | 1996-04-20 | 1997-05-07 | Daimler Benz Ag | Motor vehicle drive train with electric machine providing compensatory torque during gear changes |
EP1264748A1 (en) * | 2001-06-08 | 2002-12-11 | South West Research Patents Pty Ltd | Vehicle retarder system |
CN1931627A (en) * | 2005-09-15 | 2007-03-21 | 李永平 | Integrated efficient pollution-free vehicle |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2020160718A1 (en) * | 2019-02-07 | 2020-08-13 | Schaeffler Technologies AG & Co. KG | Method for carrying out an emergency braking function of a vehicle |
Also Published As
Publication number | Publication date |
---|---|
ES2349978B1 (en) | 2011-11-07 |
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