KR102041738B1 - Emergency braking system for vehicles - Google Patents

Abstract

The present invention blocks the inflow of air required for driving the engine when the vehicle is suddenly started due to mechanical and electrical errors of the vehicle and the engine is malfunctioning, so that the driver can respond appropriately to the sudden phenomenon of the vehicle and the emergency situation. It is to provide a braking device.
Emergency braking apparatus for a vehicle of the present invention is disposed between the throttle valve and the intake fold of the vehicle and disposed on one side of the main body and the flow path is formed therein, the flow control unit for opening and closing the flow path of the main body and the emergency situation of the vehicle It determines whether or not, and comprises a control unit for driving the flow rate adjusting unit.
The present invention has the effect of blocking the accident caused during sudden start of the vehicle by gradually stopping the driving of the engine by blocking the air supplied to the engine when the flow rate of the vehicle suddenly occurs.
In addition, when an engine abnormality occurs while the vehicle is running, the abnormal operation of the engine may be controlled by controlling the rotation speed of the engine by cutting off the supply of air supplied to the engine.

Description

Emergency braking system for vehicles {EMERGENCY BRAKING SYSTEM FOR VEHICLES}

The present invention relates to an emergency braking apparatus for a vehicle, and more particularly, to an emergency braking apparatus for a vehicle capable of emergency braking of the vehicle in case of rapid start and emergency of the vehicle.

In general, the vehicle is driven by the air sucked through the throttle valve (burning fuel) to drive the engine.

The throttle valve refers to a valve that opens and closes in order to control the amount of air passing through a carburetor or a throttle body in an automobile or the like. When the driver slightly presses the accelerator pedal, the air flow rate through the flow path is reduced.

When the air flow rate through the flow path increases, an electronic control unit (ECU) detects an increase in the air flow rate of the flow path, thereby increasing the amount of fuel injected or sucked into the engine.

On the other hand, Sudden Unintended Acceleration (SUA) accidents in which the engine rotates excessively even when the driver does not press the accelerator pedal have recently increased. The conventional throttle valve has a problem that cannot be prepared for an accident of automobile acceleration.

In recent years, the engine system, the brake system, and the transmission are being applied by an electronic control method.

In particular, the electronically controlled vehicle can obtain the engine output desired by the driver by injecting fuel so as to have an appropriate air-fuel ratio based on the amount of air flowing into the engine.

However, in an electronic control vehicle, the engine and the automatic transmission are electronically controlled, and if a malfunction occurs during the signal transmission process between the ECU and the automatic transmission control unit (TCU), it may lead to a sudden start of the vehicle or control the vehicle. There was a problem that was disabled.

Patent Registration No. 10-0815162 (2008. 3. 19.) Registered Patent No. 10-1278688 (Jun. 24, 2013)

The technical problem to be achieved by the present invention is to prevent the driver from responding to the sudden start of the vehicle and the emergency situation by blocking the inflow of the air required for driving the engine during the sudden start of the vehicle and the engine failure of the vehicle caused by the mechanical and electrical errors of the vehicle An object of the present invention is to provide an emergency braking device for a vehicle.

The emergency braking device for tooth weight according to an embodiment of the present invention is disposed between a throttle valve and an intake manifold of a vehicle and has a flow path formed therein, and a flow rate disposed on one side of the main body to open and close the flow path of the main body. Determining whether or not the emergency state of the control unit and the vehicle, and includes a control unit for driving the flow rate accordingly,

The flow rate control unit is coupled to the flow passage inside the main body through the main body and a part of the rotating shaft is provided to protrude out of the main body, and installed on the rotating shaft, one end is fixed to one side of the fixing bracket and the other end is the rotating body With an elastic body fixed to one side of,

A rotating disk coupled to the rotating shaft to open and close the flow path, a rotating body connected through the elastic body to rotate the rotating shaft and the rotating disk by an elastic force of the elastic body, and connected to the rotating body, Actuator for restraining and at the same time to release the restraint and disposed on the side of the rotating shaft, and comprises a sensing unit for detecting the opening and closing state of the flow path in accordance with the operating state of the rotating body.

In addition, a rotation limiting jaw recessed inwardly is formed at one side of the rotating body, and restrains the rotating body in contact with the rotating limiting jaw, and includes an operating rod for releasing the restraining of the rotating body when the actuator is driven. do.

In addition, the actuator is electrically connected to the operation button of the vehicle interior to enable the driver to drive the actuator in the emergency situation of the vehicle, the actuator is further provided with a manual cable for manually operating the actuator in the emergency situation of the vehicle do.

The sensing unit may include a contact terminal elastically contacting the rotating shaft according to the rotation state of the rotating body, and a sensing switch disposed on the side of the rotating shaft and disposed to face the contact terminal, and on one side of the outer circumferential surface of the rotating shaft. Spaced grooves are formed to be stepped inward.

In addition, the control unit determines that the emergency state of the vehicle when the contact terminal and the sensing switch of the sensing unit contacts to drive the emergency light and the horn.

In addition, the control unit determines that the open voltage is detected by the electronic control unit even when the driver does not operate the accelerator pedal, and determines the emergency state of the vehicle to drive the flow control unit.

In addition, an adjustment bolt provided on an outer circumferential surface of the main body, the auxiliary main body having a bypass flow path, and the auxiliary main body is screwed from the upper portion to the lower portion of the auxiliary main body so as to manually close the bypass flow path. Included.

According to the vehicle emergency braking apparatus of the present invention, by stopping the air supplied to the engine when the flow rate of the vehicle suddenly occurs, there is an effect that can prevent the accident caused during sudden start of the vehicle by gradually stopping the driving of the engine.

In addition, when an engine abnormality occurs while the vehicle is running, the abnormal operation of the engine may be controlled by controlling the rotation speed of the engine by cutting off the supply of air supplied to the engine.

In particular, when a sudden increase in the number of revolutions due to the engine failure, the flow rate control unit blocks the air supplied to the engine, it is possible to prevent the accident of the vehicle due to the engine failure.

1 is a perspective view showing a state in which an emergency braking apparatus for a vehicle, which is an embodiment of the present invention, is disposed between a throttle valve and an intake manifold;
Figure 2 is a state diagram showing a state in which the flow path of the body in the emergency braking device for a vehicle according to an embodiment of the present invention.
Figure 3 is a perspective view showing a closed state of the flow path of the body in the emergency braking apparatus for a vehicle according to an embodiment of the present invention.
4 is a cross-sectional view and a partially enlarged view taken along line AA of FIG. 3.

DETAILED DESCRIPTION Hereinafter, exemplary embodiments will be described in detail with reference to the accompanying drawings, and the same or corresponding components will be given the same reference numerals regardless of the reference numerals, and redundant description thereof will be omitted.

1 is a perspective view showing a state in which an emergency braking device for a vehicle, which is an embodiment of the present invention, is disposed between a throttle valve and an intake manifold, and FIG. 2 is an emergency braking device for a vehicle, which is an embodiment of the present invention. Figure 3 is a state diagram showing the state, Figure 3 is a perspective view showing a closed state of the flow path of the body in the emergency braking apparatus for a vehicle according to an embodiment of the present invention, Figure 4 is a cross-sectional view and a partially enlarged view along the line AA of FIG.

1 to 4, the emergency braking device 1 for an exemplary embodiment of the present invention includes a main body 100, a flow rate adjusting unit 200, and a controller (not shown).

The main body 100 is disposed between the throttle valve 10 and the intake manifold 20 of the vehicle. Specifically, the main body 100 may supply and block air supplied from the throttle valve 10 to the intake manifold 20.

To this end, the flow path 110 is formed inside the main body 100. The flow rate adjusting unit 200 may open and close the flow path 110 of the main body 100. That is, the flow rate adjusting unit 200 is disposed on one side of the main body 100.

On the other hand, the outer peripheral surface of the main body 100 is provided with an auxiliary main body 120 having a bypass flow passage 121, the bypass flow passage 121 is the engine drive when the flow rate control unit 200 closes the flow path 110 It is formed in the auxiliary body 120 to supply the minimum air required for the purpose.

The auxiliary main body 120 further includes an adjustment bolt 130 screwed from the upper part of the auxiliary main body 120 to the lower part so as to manually adjust the opening degree of the bypass flow path 121.

On the other hand, since the minimum amount of air required for driving the engine is also different according to the displacement of the vehicle, the indicator line 131 may be further displayed on the outer circumferential surface of the adjustment bolt 130 so as to appropriately adjust the amount of air.

That is, the degree of opening of the bypass flow passage 121 may be adjusted by adjusting the adjustment bolt 130 as much as indicated on the leader line 131.

The flow rate adjusting unit 200 includes a rotating shaft 210, an elastic body 220, a rotating disk 230, a rotating body 240, an actuator 250, and a sensing unit 260.

The rotating shaft 210 and the rotating disk 230 are installed inside the main body 100, and the elastic body 220, the rotating body 240, the actuator 250, and the sensing unit 260 are one side of the main body 100. It is mounted through a fixing bracket (b) that is fixed to.

The rotating shaft 210 is coupled to the flow path 110 inside the main body 100 through the main body 100, and a part of the rotating shaft 210 protrudes outside the main body 100.

The elastic body 220 is installed on the rotating shaft 210, one end is fixed to one side of the fixing bracket (b) and the other end is fixed to one side of the rotating body 240 is a rotational force to the rotating body 240 by its elastic force Grant.

The rotating disk 230 is formed in a disc shape and disposed on the flow path 110 of the main body 100 and coupled to the rotation shaft 210, and linked to the movement of the rotation shaft 210 to open and close the flow path 110.

The rotating body 240 is rotated by the elastic force of the elastic body 220, and when the rotating body 240 rotates, the rotating shaft 210 and the rotating disk 230 coupled to the rotating body 240 also rotate.

The actuator 250 restrains the rotating body 240 to which the rotational force is initially applied, and serves to release the restraint.

The actuator 250 may be electrically connected and driven through an electrical signal. Between the actuator 250 and the rotating body 240 in contact with the rotation limiting jaw 241 of the rotating body 240 to restrain the rotating body 240, the actuator 250 when driving the actuator 250 Moving to include an operating rod 251 to release the constraint of the rotating body 240.

Specifically, the operating rod 251 protrudes from the upper surface of the actuator 250 to be in contact with the rotating body 240, thereby restraining the state in which the rotating body 240 is freely rotated through the elastic body 220.

When the operating rod 251 is driven through the electrical signal of the actuator 250, the operating rod 251 is lowered to the lower portion of the actuator 250, thereby releasing the restraint of the rotor 240 to enable the rotation of the rotor 240. .

Specifically, the actuator 250 may be driven up and down by the driving rod 251 with an electromagnet to the rotating body 240 side between the actuator 250 and the rotating body 240.

On the other hand, one side of the rotating body 240 is formed with a rotary limiting jaw 241 recessed inward. The rotation limiting jaw 241 may restrict the rotation of the rotating body 240 when the operating rod 251 contacts the rotating body 240.

In detail, when the operating rod 251 contacts the rotation limiting jaw 241, the rotation of the rotating body 240 may be limited. On the other hand, the operating rod 251 is separated inside the rotational jaw 241, it is possible to rotate the rotating body 240.

As shown in FIG. 2, in the state in which the operating rod 251 is in contact with the rotation limiting jaw 241, rotation of the rotation shaft 210 is constrained to maintain a flow path 110.

Meanwhile, referring to FIG. 3, when the operating rod 251 is separated from the rotation limiting jaw 241, the rotating shaft 210 rotates to close the flow disk 110.

The actuator 250 may be electrically connected to an operation button (not shown) of the vehicle interior so that the driver may drive the actuator 250 during the emergency driving of the vehicle due to the sudden start of the vehicle and the abnormal operation of the engine.

Specifically, when the driver drives the operation button of the vehicle interior, the actuator 250 separates the rotating body 240 and the operating rod 251 by pulling the operating rod 251 coupled to the rotation limiting jaw 241 with an electromagnet. To rotate the rotating body 240.

The rotating body 240 rotates the rotating disk 230 to close the flow path 110.

More specifically, when the rotating disk 230 closes the flow path 110, the air supplied to the intake manifold 20 and the engine (not shown) is cut off, so that combustion of fuel is stopped in the engine, thereby rotating the engine. The number will decrease.

As a result, the driving of the engine can be gradually stopped in the sudden start and stop state, which is the emergency state of the vehicle, and the vehicle can be controlled by the driver.

In addition, a manual cable 270 for manually operating the actuator 250 in an emergency situation of the vehicle may be further provided. The manual cable 270 forcibly drives the operating rod 251 of the actuator 250 by the driver directly pulling the manual cable 270 in a vehicle emergency situation.

On the other hand, after pulling the manual cable 270, the rotating shaft 210 and the rotating disk 230 rotates to close the flow path 110, the process after the flow path 110 is closed as described above in detail The description will be omitted.

The detector 260 is disposed on the side of the rotation shaft 210 and detects an open / closed state of the flow path 110 according to the operating state of the rotating body 240.

To this end, the sensing unit 260 includes a contact terminal 261 and a sensing switch 262.

The contact terminal 261 is elastically contacted with the rotating shaft 210 according to the rotational state of the rotating body 240, and between the rotating shaft 210 and the sensing switch 262 to detect an open state of the rotating disk 230. Is placed on.

The sensing switch 262 is disposed on the side of the rotation shaft 210 so as to check the rotation state of the rotation shaft 210, and is disposed to face the contact terminal 261.

On the other hand, one side of the outer peripheral surface of the rotating shaft 210 is formed to be stepped inward, so that the contact unit 261 and the detection switch 262 is spaced so that the detection unit 260 can detect the open state of the rotating disk 230. A spacing groove 211 is provided.

Referring to FIG. 2, when the contact terminal 261 is positioned in the separation groove 211 formed in the rotation shaft 210, the sensing switch 262 is spaced apart from the contact terminal 261 at a predetermined interval.

3, when the contact terminal 261 is positioned on the outer circumferential surface of the rotating shaft 210, the sensing switch 262 contacts the contact terminal 261.

That is, the sensing unit 260 may detect the open and closed states of the flow path 110 as the sensing switch 262 is separated and in contact with the contact terminal 261.

Specifically, as shown in FIG. 2, when the flow path 110 is in an open state, the contact terminal 261 is positioned in the separation groove 211 so that the contact terminal 261 is separated from the sensing switch 262.

On the other hand, as shown in FIG. 3, when the flow path 110 is in a closed state, the contact terminal 261 is positioned on the outer circumferential surface of the rotation shaft 210 such that the contact terminal 261 contacts and pushes the sensing switch 262. It becomes a state.

Meanwhile, when the contact terminal 261 of the sensing unit 260 and the sensing switch 262 are in contact with each other, the controller may determine an emergency situation of the vehicle and drive an emergency light and a horn that can be notified to the outside. It is possible to prevent secondary accidents caused by collision with a subsequent vehicle that occurs while driving.

On the other hand, when the driver operates the vehicle's accelerator pedal, the throttle valve 10 is opened and a voltage of approximately 5V (hereinafter referred to as "opening voltage") is sensed through an electronic control unit (not shown).

If the open voltage is detected by the electronic control unit even though the driver does not operate the accelerator pedal, the controller determines this as an emergency situation of the vehicle and drives the flow control unit 200 to rotate the engine speed. Can be lowered and the vehicle stopped gradually.

As described above, the operation state of the emergency braking apparatus 1 for a vehicle, which is the same as the state in which the flow rate control unit 200 operates in an emergency state of the vehicle, as described above, will not be described in detail.

As described above, the emergency braking device 1 for a vehicle according to an exemplary embodiment of the present invention reduces the engine speed by blocking the air supplied to the engine by the flow rate adjusting unit 200 when a sudden start of the vehicle occurs. Can prevent accidents caused by sudden start.

In addition, when an engine abnormality occurs while the vehicle is running, the abnormal operation of the engine may be controlled by controlling the rotation speed of the engine by cutting off the supply of air supplied to the engine.

In particular, when the number of revolutions due to the engine abnormally increases, the flow rate control unit 200 blocks the air supplied to the engine, it is possible to prevent the accident of the vehicle due to the engine abnormality.

Although the embodiments of the present invention have been described above, those skilled in the art will be able to design changes to the present invention without departing from the spirit and scope of the present invention.

And differences relating to such design changes should be construed as equivalents within the scope of the invention described in the claims.

1: Vehicle emergency braking device 10: Throttle valve
20: intake manifold 100: main body
110: Euro 120: auxiliary body
121: bypass flow path 130: adjustment bolt
131: leader line 200: flow control unit
210: rotating shaft 211: separation groove
220: elastomer 230: rotating disk
240: rotating body 241: rotation limit jaw
250: actuator 251: operating rod
260: detection unit 261: detection switch
262: contact terminal 270: passive cable

Claims (7)

A main body 100 disposed between the throttle valve 10 and the intake manifold 20 of the vehicle and having a flow path 110 formed therein;
Is disposed on one side of the main body 100, determines the flow rate control unit 200 for opening and closing the flow path 110 of the main body 100 and whether the emergency situation of the vehicle, and accordingly the flow rate control unit 200 It is configured to include a control unit for driving,
The flow rate adjusting unit 200 is coupled to the flow path 110 inside the main body 100 through the main body 100 and a part of the rotating shaft 210 is provided to protrude out of the main body 100,
Is installed on the rotating shaft 210, one end is fixed to one side of the fixing bracket (b) and the other end is an elastic body 220 is fixed to one side of the rotating body 240,
A rotating disk 230 coupled to the rotating shaft 210 to open and close the flow path 110;
A rotating body 240 connected through the elastic body 220 to rotate the rotating shaft 210 and the rotating disk 230 by an elastic force of the elastic body 220;
It is connected to the rotating body 240, the actuator 250 for restraining and at the same time restraining the rotating body 240 is disposed on the side of the rotating shaft 210, the rotation of the rotating body 240 Emergency braking device for a vehicle, characterized in that it comprises a detection unit for detecting the opening and closing state of the flow path (110) according to the operating state. The method of claim 1,
One side of the rotating body 240 is formed with a rotation limiting jaw recessed inwardly,
And a working rod 251 that contacts the rotation limiting jaw 241 to restrain the rotor 240 and release the restraint of the rotor 240 when the actuator 250 is driven. Emergency braking system for vehicles. The method of claim 2, wherein the actuator 250 is electrically connected to the operation button of the vehicle interior to enable the driver to drive the actuator 250 in the emergency situation of the vehicle,
The actuator 250 is a vehicle emergency braking device further comprises a manual cable 270 for manually operating the actuator 250 in the emergency situation of the vehicle. The method of claim 1, wherein the detection unit 260 is a contact terminal 261 in elastic contact with the rotary shaft 210 in accordance with the rotation state of the rotating body 240 and the side of the rotary shaft 210 A sensing switch 262, positioned to face the contact terminal 261,
Emergency braking device for a vehicle, characterized in that the one side of the outer peripheral surface of the rotating shaft 210 is provided with a separation groove 211 is formed to be stepped inward. The vehicle emergency of claim 1, wherein the control unit determines that the emergency state of the vehicle is in contact with the contact terminal 261 of the sensing unit 260 and the sensing switch 262 to drive the emergency light and the horn. Braking system. The method of claim 1, wherein the control unit determines that the open voltage is detected by the electronic control unit even when the driver does not operate the accelerator pedal, and determines the emergency state of the vehicle to drive the flow control unit 200. Emergency braking system for vehicles. According to claim 1, It is provided on the outer circumferential surface of the main body 100, and further comprises an auxiliary main body 120 having a bypass flow path 121, The auxiliary main body 120 to the bypass flow path 121 Emergency braking device for a vehicle, characterized in that it comprises a control bolt (130) screwed from the top to the bottom of the auxiliary body 120 to be closed manually.

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