WO2003020560A1

WO2003020560A1 - Brake system of road surface adsorption

Info

Publication number: WO2003020560A1
Application number: PCT/KR2002/001437
Authority: WO
Inventors: Jong-Sin Jeong
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-09-04
Filing date: 2002-07-30
Publication date: 2003-03-13
Anticipated expiration: 2004-03-04

Abstract

The present invention is related to a brake system of transportation facilities driving on the road, and in particular, to a brake system of road surface adsorption. In general, all moving transportation facilities have inertia, and to stop the motion, drum and lining produce friction each other, and the resulting constraining force on tires produce friction between the tires and the road, thereby stopping the moving transportation facilities within a certain distance. On the other hand, the brake system of road surface adsorption embodying the principles of the present invention works best especially in emergent and inevitable situations because it shortens brake distance and improves brake stability by providing an instance vertical load without kinetic energy by road adsorption upon the moving transportation facilities, which consequently increases anti-inertia and brake force. Further, according to the brake system of road surface adsorption, when an adsorption plate descends to attach this effect until it touches the road, forming a simple airtight space, and at the same time, when high-pressure fluid operates a vacuum generator, maintaining the inner surface of the adsorption plate in a vacuum state, the resulting adsorption force, generated by difference in pressure of atmosphere and vacuum, additionally generates brake force.

Description

BRAKE SYSTEM OF ROAD SURFACE ADSORPTION

Technical Field

The present invention relates to a brake system of transportation facilities driving on the road. More specifically, the present invention relates to a brake system of transportation facilities with shortened brake distance and braking stability by generating additional braking force using adsorption load interlocked with an existing brake as drivers brake abruptly in emergent and inevitable situations for safety reasons.

Background Art

When something unexpected gets in the way, the majority of the drivers makes sudden stops and gets panicked rather than tries to steer to avoid any accident. One of typical brake system being currently used in vehicles is ABS (Anti Lock Brake System) equipped in airplanes and automobiles. The ABS shortens brake distance and improves rotability of vehicles by generating braking force using frictional force between tires and road surface because of thermal conversion owing to friction between wheel and lining in general especially when a driver reduces the speed of the car, namely the speed of an outer circumferential surface of rotating tires in contact with the road surface. Although ABS is well known to have a very short brake distance and good rotability by adjusting the best slip rate between the road surface and tires and maintaining the biggest earth resistance state, drivers still get into car accidents in certain situations, such as, when drivers drive too fast or the road surface is slippery from ice or rain, because the brake distance in those situations are longer than usual. Hence, people tried to use an auxiliary brake system like air resistance to get braking force. However, this method of spreading a plate instantly was useful only for highspeed driving. Some used high-pressure fluid that blew off to opposite direction of driving, but this consumed too much energy and made a lot of noises. Others installed a brake in the bottom part of a vehicle to make grounding area larger during abrupt braking and to increase frictional coefficient. The brake system of the above-described methods is mainly dependent on the weight of the car. In spite of much effort, though, the brake systems aforementioned were technically limited in many aspects. Thus, a new brake system, which can generate adsorptive braking force against inertia in order to shorten brake distance, is necessary. This new brake system will improve brake stability of vehicles and save more lives and properties from car accidents. Further, respect for human life that had been lost because of development of transportation facilities will be restored, and economic loss in car accidents will be minimized.

Disclosure of Invention

It is, therefore, an object of the present invention to provide a brake system of road surface adsorption for use of transportation facilities with shortened brake distance and braking stability by generating additional braking force using adsorption load interlocked with an existing brake as drivers brake abruptly in emergent and inevitable situations, such as, when drivers drive too fast or the road surface is slippery from ice or rain.

Another object of the present invention is to provide a brake system of road surface adsorption for use of transportation facilities, which is capable of shortening brake distance, inhibiting spin phenomenon during sudden stops and sudden swing motions, keeping a vehicle from being overturned, and preventing vehicle's load from being leaned toward front wheels too much during sudden stops, by increasing vertical load (adsorption load) without additional kinetic energy instantaneously and at the same time, forming a brush pin on an adsorption plate, a ground part with specially designed road surface, in order to increase frictional coefficient, and increasing vertical load and frictional coefficient that are absolute constants in a formula, Brake Distance = KE (Kinetic Energy) / Vertical load x Frictional Coefficient, in addition to conventional braking force.

Still another object of the present invention is to provide a brake system of road surface adsorption for use of transportation facilities which can restore and control rotating force of a vehicle when rotation force of a vehicle is weakened owing to excessive adsorption load, by having data from a steering wheel's rotational speed sensor and a sensor for detecting rotation of a vehicle inputted in a central controller (micro computer) where the data is calculated, output and controlled, and regulating degree of vacuum inside of an adsoφtion plate by using an apparatus for adjusting the degree of vacuum, and creating special types of energy and power. To be short, the brake system of road surface adsorption for use of transportation facilities according to the present invention is enable to shorten brake distance and secure brake stability by inhibiting a vehicle from being slipped horizontally, and keeping a vehicle from being overturned. The brake system is expected to be very effective and practical especially nowadays because most of the roads are paved and designed for high-speed driving, and the surface of the road is very smooth.

To achieve the above object, there is provided the brake system of road surface adsorption, including: an adsorption plate for forming a ground part with a road surface; a supporting bar for connecting the adsorption plate with a car body; a brush pin for increasing frictional coefficient by producing friction between adsorption load and the road surface; an energy source for driving a power generator; a power generator for converting energy supplied by the energy source to power; a vacuum generator for generating vacuum using the power supplied; a vacuum-degree regulator for regulating degree of vacuum for adjusting/controlling rotating force and an elevating device that makes the adsorption plate go up or down; and a central controller for effectively controlling every operation from the beginning to the end of the system based on a designated value according to data inputted from every kind of sensor. Brie Description of Drawings

The above objects, features and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which:

Fig. la is an exemplary diagram showing how a brake system according to the present invention is installed;

Fig. 1 b is an exemplary diagram showing how an adsorption according to the present invention operates; Fig. 2a is a plane view depicting the brake system according to the present invention;

Fig. 2b is a bottom view depicting the brake system according to the present invention;

Figs. 3a and 3b are longitudinal cross-sectional views of the adsorption plate according to the present invention;

Figs. 4a and 4b are partially enlarged views of Figs. 3a and 3b; Fig. 5 is a schematic diagram showing an elevating device according to the present invention;

Fig. 6 is a sectional plane view of the adsorption plate according to the present invention;

Fig. 7 is an exemplary view of a connecting part of the adsorption plate and a cross-sectional view taken along line X-X';

Fig. 8 is an enlarged view of 'A' of Fig. 4b according to the present invention; Fig. 9 is a schematic diagram illustrating chemical fly ash energy according to the present invention;

Figs. 10a and 10b are schematic diagrams depicting a power generator according to the present invention; Figs. 1 la and 1 lb diagrammatically illustrate operation principles involved in a vacuum generator and its structure according to the present invention;

Fig. l ie diagrammatically illustrates operation principles of a fuel supplying multi-stage ejector and its structural sectional view according to the present invention; Fig. 12 is an exemplary diagram of a supporting bar and an adsorption plate of the present invention;

Fig. 13 is a schematic diagram showing a vacuum-degree regulator according to the present invention;

Fig. 14 is a block diagram showing the operational procedure of the present invention;

Figs. 15a and 15b are operational block diagrams in accordance with energy; and

Fig. 16 is a block diagram of input and output of a central controller according to the present invention.

Best Mode for Carrying Out the Invention

A preferred embodiment of the present invention will now be described with reference to the accompanying drawings. The following description on the brake system of road surface adsorption embodying the principles of the present invention is based on an assumption that the brake system is mounted on a vehicle.

As illustrated in Figs, la and lb, two-dot supporting bar 30 of the brake system of road surface adsorption is made of advanced material, and has an empty space in the middle part, which consequently improves rigidity. Also, supporting bar 30 improves rigidity by connecting a car body horizontally, making an inversed A shape, i.e., V. Its upper portion is connected to the car body 20 by a car body fixture (or holder) 24 and a car body fixing pin 23 that are coupled by thin rubber bushing, and its lower portion is connected to adsorption plate 50 by single point fixation using an adsorption plate fixing pin 35 to an adsorption plate fixture 34. The installation position is either the center of weight of the car or the rear of the car. If the supporting bar 30 is installed in the center of the car's weight, considering that the center of the car's weight often changes depending on the state of road surface and driving conditions, the braking force of the present invention balances with the braking force of front and rear wheels, and stability gets improved because four point braking force has been converted to five point braking force while braking force works at the center of the four point braking force. However, the lowest height of the car goes down even more because the supporting bar 30 is installed in the lowest part of the car. Fortunately, this can be fixed by using ECS (Electronic Controlled Suspension System) that adjusts the lowest height of the car. On the other hand, if the supporting bar 30 is installed in the rear portion of the car, stability is even better because five point braking force in addition to four point braking force is generated, and the rear portion of the car is not easily slipped during sudden stops or sudden rotation. Most of all, the lowest height of the car is high enough to install the supporting bar, and the installed supporting bar can have good connectability to other operating units.

As Fig. l b and Fig. 5 show, adsorption plate 50 of the present invention is fixated at the bottom surface of the car body at ordinary times, getting the elastic force of spring 22. But when a driver brakes abruptly, the central controller is provided with data on recession velocity of accelerator, brake pedal operating speed and master cylindrical pressure, and then the central controller operates the brake system. If so, solenoid 77 of fixture of the elevating device illustrated in Fig. 5 is operated toward an arrow direction, and this releases a fixture 70. Then, the adsorption plate 50 speedily descends to the road surface 100 with help of the elastic force of the spring 22, in which the descending speed is in proportion to the elastic force of the spring 22.

Here, wire 74 is connected to the adsorption plate fixture 34 and wire pulley 71 , and the adsorption plate 50 can smoothly descend to the ground without too much resistance with help of sprocket 72.

In the meantime, as shown in Figs. 14, 15a and 15b, an energy emission signal from the central controller is sent to an energy emission device to emit energy using vapor pressure and combustion pressure of chemical fly ash. At the same time, vacuum generator depicted in Figs. 11a tlirough l ie generates a vacuum. The vacuum generator 40 and the adsorption plate 50 are connected to each other through a variable pipeline 50. Vacuum force generated by the vacuum generator 40 goes through a filter 61 as a pipe line valve 66 opens, and is tightly adhered to the road surface 100 with help of the elastic force of the sprint 22, as illustrated in Figs, lb, 3a, and 3b. Meanwhile, a simple closed space is formed inside of the adsorption plate 50 and the pressure therein is lowered below atmospheric pressure by sucking air inside of the adsorption plate 50 by using contact force added on a circular friction ring tube 54. This operation is done within 0.1 sec. The filter 61 does not have to be a particular kind as long as it can pass fine sand or water. In this manner, the adsorption plate 50 gets equipped with contact force to the road surface by taking advantage of differential pressure with atmospheric pressure. As shown in Figs. 4a and 4b, a woven fabric or steel belt is inserted into the central layer of the plate, and an upper cover 57 of the friction ring tube with elasticity and rigidity is deformed. Moreover, air pressure in the inner space of the friction ring tube 54 makes the tube sensitive and transformative to the flatness of the road surface, and enables the tube to readily adapt to the curved road surface 100.

At this time, the circular shape of the friction ring tube 54 usually gets larger after being in contact with the road surface. To prevent this phenomenon, the upper cover 57 of the friction ring tube makes an angle of K, and is made of material that is easily transformed by tension.

When the transformation takes place, a very small space is made between friction pad 53 and particles of the road surface 100. Through this space, air is continuously Hows in. One thing to be noted here is that the amount of air streamed in should be greater than the amount of air released from the vacuum generator 40. According to Bernoulli's theorem, the faster the air flows in, the lower the pressure becomes and the bigger the degree of vacuum inside of the adsorption plate 50 becomes. As for the adsorption plate 50, given that the above effect is resulted, a friction pad 53 that is exchangeable is bound with the bottom surface of the friction ring tube 54. Therefore, when the friction pad 53 is worn out after a long period of operation, it can be easily exchanged and its price is quite reasonable also. The tire tread pressure per unit area is obtained by dividing the pressure of the spring 22 by the circumference of the tube. When adsorption load is present, the friction plate 50 receives vacuum pressure equivalent to the gap between the brush pin 55 and the friction pad 53. On the other hand, when a driver drives at high speed, high heat is generated by friction with the road surface 100, and this high heat is cooled down by air that flows in between the road surface 100 and the friction pad 53. If the friction pad 53 is soft, it may narrow the tread gap and improve adsorption, but it is easily worn out. Meanwhile, if the friction pad 53 is hard, although it may widen the tread gap, its wear resistance is better. Therefore, using material that is strong at high-seed friction is an important object. For example, suppose that the thread diameter of the adsorption plate 50 is 38cm, and the gap between the road surface 100 and the friction pad 53 due to poor flatness of the road surface is 2mm. At this time, the adsorption cross section is 24cm², and its maximum is at most 28cm² given that the diameter is 6cm. Thus, adsorption vacuum force can be set up by maintaining the degree of vacuum inside of the circular pipe in 6cm diameter of 38cm/hg for about 2.5 seconds. The degree of vacuum can be changed to an optimal state in consideration with every relation to others. Moreover, as shown in Fig. 6, a core bar 51 is radially installed in the central part of the cross section of the adsorption plate 50, and woven fabric 52 on the adsorption plate 50 prevents the plate from being bent from friction resistance. A plurality of brush pins 55 is projected from the lower surface of the plate, and as Fig. 8 illustrates, the plate is fixated by a fixing belt 59. Since there is no definite way to arrange the pins or fixing the plate, one may optionally select the best one he prefers.

At this time, adsorption force generates frictional force by causing elastic deformation friction between irregular particles on the road surface and the brush pins 55, and maximizes the efficiency of internal adsorption plate 50 cross section because the braking effect per unit area is greater, compared with the braking effect per unit area of other friction materials, and makes the elastic deformation of the brush pins 55 be properly adaptive to the bends on the road. Since adsorption force is greater than frictional force, sliding friction is maintained, and this operational force is transferred to the supporting bar 30, and then to the car body 20 via fixture 24 connected by a fixing pin 23 in order to create additional braking force with help of adsorption force that is independent on the weight of the car. Also, the operational force results in change of frictional coefficient in accordance with length, thickness, density or elasticity of the brush pins 55. On the other hand, high heat generated on the pins due to friction is cooled down by air that flows in, thereby improving wear resistance. The designated total cross section of the brush pin 55 is about 12% of the cross section for the inner adsorption plate 50. More specifically, the total cross section of the brush pin 55 is 136cm², given that the effective diameter of the plate is 38cm, and the adsorption force is designated as 500kg. If the diameter of the plate is set at 0.4mm, the number of brush pins 55 necessary is approximately 90,000. According to the experiment conducted by the inventor, the frictional coefficient of iron core having diameter of 0.4mm is 0.8 on the normal road surface, and 0.7 on the wet road surface. The result tells that there is not much difference between the frictional coefficients on the normal surface and the wet surface. Also, when the frictional coefficient was set at 0.8, the friction load on each pin was 4.4g. The pins used in the experiment had the length of 2-2.5cm and they were allowed to have different length in order to improve contact force with the road surface 100. In addition, bundles of pins, each bundle having 20 pins, were fixed on the plate to create brush effect, thereby preventing any damage on the road surface. As aforementioned, one of the most difficult yet accomplished object of the present invention is to over the limit of the sliding friction speed of the brush pins 55 with the road surface when the car is running at high speed. Still further researches should be given on this part, but if the above technique were commercialized, it would be based on the safest speed. In fact, the system is withheld at higher speed than the safest speed, and operates only at the safest speed. If the brush pins 55 are worn out, the adsorption plate 50 needs to be replaced, but the adsorption plate is basically recyclable for several times.

As depicted in Fig. 7, when the car rotates, an angle displacement, K', occurs to left and right directions of the car because of centrifugal force. Hence, upper and lower spaces are formed between the adsorption plate fixture 34 and the adsorption plate fixing pin 35 or a ball joint is used to make the adsorption plate 50 have perfect contact force with the road surface 100 despite the angular changes to left and right directions of the car. As shown in Fig. 12, sometimes the front of the adsorption plate 50 rises into the air due to the frictional force at the front side. To prevent this phenomenon, the adsorption plate fixture 34 can be installed in the front side. One more thing to be considered is the ratio of the car body fixture 24, the height (H) of the road surface 100, and the length (/) of the supporting bar 30. The reason for that is if the supporting bar 30 is short, the supporting bar 30 is not easily drawn onto the adsorption plate 50 although the supporting force is increased under the lateral force.

When a driver steps off the brake pedal 10 as no risk is present on the road, the central controller outputs operation end and quick return with help of a master cylinder hydraulic detecting sensor, and the pipe line valve 66 is closed and blocks vacuum force to flow into the adsorption plate 50. At this time, only the spring 22 pressing force is present on the adsorption plate 50 while the spring 22 pressing force on the ground is too weak to disturb the driving. Simultaneously, when the elevating device motor 75 of Fig. 5 rotates a gear 73, a wire pulley 71 placed on the same axis with a warm gear 78 that is engaged with the gear 73 takes up a wire 74 connected to the adsorption plate fixture 34 and makes a fixture 70 coupled with a fixture solenoid 77. In consequence. the adsorption plate 50 returns to the lower surface portion of the car body and removes any interference with driving, maintaining driving ability of the car.

When the braking force is applied to the tires when the car rotates, it resultantly weakens the rotating force. However, this rotation resistance should be excessive because when it is too big, the driver cannot drive the car more safely. Therefore, as illustrated in Fig. 16, the steering wheel's rotational speed sensor and the car body rotation detecting sensor input data in the central controller, and the central controller outputs a command to restore the rotating force. In response to the command, the regulator of the degree of vacuum starts running, and its output electric operation drives the motor as shown in Fig. 13. Then, the motor rotates a motor gear 63 forwardly and • backwardly, rotating the gear of rotating bar 64. By adjusting a valve rotating bar 65. one can open/close the pipe line valve 66 inside of the pipe line 60, and adjust the degree of vacuum inside of the adsorption plate 50 occasionally or instantly. As a result, the highest braking force and the optimal rotating force are obtained at the same time. In addition, the system of the present invention has a double valve that enables air to flow in the ejector when the valve is closed. If the car is not equipped with the ABS (Anti Lock Brake System), the driver docs not have to worry about the rotating force too much. The more important thing is how to design and set up the adsorption braking force. If the adsorption braking force is set up at low vacuum, the efficiency of the ejector will be increased, but the diameter of the adsorption plate 50 becomes longer instead. One may set a more logical and reasonable relationship among them and make the adsorption braking force almost equal to the weight of the car. However, it is determined according to the rotating force of the total weight of the car. Preferably, the adsorption braking force is 30-40% of the car's rotating force. As a matter of fact, this number is already an improved value by 30-40%, compared to the conventional one. In consequence, the brake distance can be shortened at least 20- 30% and more. Theoretically, the brake distance can be shortened up to 50%. Sometimes the driver brakes abruptly and rotates the car all of a sudden. In this occasion, the driver tends to steer the wheel too much, namely the over-steering phenomenon occurs. However, the present invention rather results in the under- steering phenomenon, so a neutral steering can be well maintained. Then, the regulator of the degree of vacuum may not be needed at all because of the pre- designated value of the adsorption braking force.

The brake system of the present invention is not usually operated at low-speed driving. However, if the road surface is frozen or icy, the road surface detecting sensor makes the system operate even at low-speed driving. Before this sensor was developed, the driver had to set up the brake system manually to make it operate at low- speed driving. The manual setting was cancelled when the road surface became normal again.

To explain on an energy source, it should be reminded that the amount of air flowing in between the friction pad 53 and the road surface's particles should be less than the amount of air flowing out of the vacuum generator 40. More specifically speaking, to obtain adsorption force required of the internal adsorption plate 50, very high power should be withdrawn instantly for about 2.5 seconds. As depicted in Fig. 15a, gas is compressed and filled in a pressure tank, and a valve opening/closing solenoid is used to open the pressure tank. To make the pressure tank vacuum, the vacuum generator 40 is put into the valve. In general, stable gas like air could be compressed for energy, but a big vessel is needed, and pressure difference is rather large between the pressure at the beginning of the operation and the pressure at the end of the operation. Moreover, when air is installed in the car, it will probably occupy large volume, and the weight of the tank naturally becomes heavier. For these reasons, liquefied carbon dioxide is preferred as an energy source. Normally, 1kg of liquefied carbon dioxide corresponds to 534 liters of gaseous volume at 15°C, and its pressure is in range of from 50 to 60kg/cnr. Therefore, it is possible to withdraw high power instantly, and supply high-speed fluid to the ejector. In addition, the pressure stays constant from the beginning to the end of the operation, and the vessel where the gas is filled in is exchanged. As Fig. 16 represents, a shock detecting sensor and a temperature detecting sensor are installed in the system. Therefore, in case of emergency, the liquefied carbon dioxide is discharged into air to secure safety of driving. Another method for preparing an energy source involves a mixer that mixes oxygen filled in the tank with fuel. The mixture is injected from the mixer and fired in an igniter, and the high-temperature, high-pressure fluid therefrom can be utilized for energy.

Fig. 9 and Fig. 15b illustrate that chemical combustible 90 is output under the control of the central controller, and a current flows along an ignition coil 95 that passes through a fusing pipe 98, so the fusing pipe 98 and an combustion-ignition wire 93 are exploded together at the same time. The high-temperature, high-pressure gas, which is generated at the time when chemical combustibles 90 filled in a tube 92 for the combustibles whose internal surface is adiabatic is fired, is induced to the power generator 80 or the multi-stage ejector 40 through the power generator advancing pipe line 97, and the chemical combustible to be fired releases lOOOcc of gas per l g, and l OOOcal energy and high-temperature, high-pressure instantaneous energy at 2500- 6000°C from the combustion. This chemical-ignition method has a number of advantages, for example, high power can be easily withdrawn, and the pressure remains constant from the beginning to the end of the operation, and the combustible is light and has small volume, and the combustible is very stable under impact (shock), and when the car is caught on fire, the combustible is easily fired by the temperature detection sensor 94, securing stability. The inlet of the combustible is tightly sealed by diaphragm to be easily ruptured at gas expansion. The power generator, the pressure hydraulic advancing pipe line 97, and the combustible tube 92 are all screwed up together, so anyone can easily install or replace, and transform their shapes freely, i.e., straight or curved. These reasons explain why most of people prefer the chemical firing material as an energy source.

Speaking of the power generator 80, as Fig. 10a and Fig. 10b show, a positive displacement (or volumetric) power generator or turbo power generator should be rotated at very high speed. Also, making a vacuum through this method is pretty complicated and slow, so it is not that attractive way to make the vacuum.

As for the vacuum generator 40, Fig. 11a well depicts the vacuum generator 40, in which air flows in a centrifugal pump. However, this method turned out to be problematic because of its large volume, heavy weight, slow vacuum forming response, and low vacuum formation. On the other hand, a jet pump (also known as 'Ejector') shown in Fig. l ib can generate vacuum without using the power generator 40, and its weight is pretty light so it is adaptive to any kind of volume. The multi-stage ejector, compared with the single-stage ejector, consumes less energy but is capable of sucking high vacuum and generating an effective vacuum. Especially, the multi-stage ejector is effective for generating vacuum when driving fluid is at high temperature and high pressure, and responsive to vacuum formation. Particularly, the multi-stage ejector employed in the present invention has a gauge pressure of approximately 38cm/hg.

Fig. H e explains how to supply fuel to the multi-stage ejector. Previously, many people used chemical combustibles because they are light and form high- temperature, high-pressured gas. But, the chemical combustibles are very expensive to use. In the meantime, the multi-stage ejector is being widely used in many industries because it can generate vacuum very easily by using small amount of high-pressured fluid. As described above, the multi-stage ejector uses high-temperature, high- pressured fluid for generating power. More specifically, pressured fuel 44 filled in a fuel tank is mixed with gasified or burning fuel 41 in a nozzle at the front end or induced air and supplied through a valve opening 43. Then, the fuel naturally ignites by reacting to oxygen, i.e., mixing, colliding, and binding with oxygen, in the induced air in the high-temperature (about 2500-6000°C) burning gas flow in the nozzle 42, and generates high-temperature, and high-speed burning gas, which slows down the fluid flowing in the nozzle 42 with help of the induced air. This stops at the end of the nozzle because nozzles in the middle and the latter parts have large diameters and generate high suction power. One should be careful with the spreading speed of flame and anticipated amount of induced air. The amount of fuel to be supplied is determined depending on the mixing ratio with the anticipated amount of induced air. Generally, the expensive chemical combustibles 90 are used as power source, and the fuel 44 is additionally supplied. These two actually generate a great amount of energy, and form vacuum. From the economic perspective, they are very practical and lower fuel expenses several tens of times. For example, suppose that the chemical combustibles 90 weigh 50g, and produce 50kcal when burned, and produce 50kcal o^'f gas energy. If the weight of the combustible fuel 44 weighs 50g, its calorific power amounts to about 500kcal (calorific power of hydrocarbons: 11 ,000 - 1 1 , 500kcal/kg), and the total thereof reaches 600kcal. If this value is converted to power, given that 0.1757kcal is generated per second, 3,415ps is resulted from 600kcal. In other words, based on the assumption that the fuel burns for 2.5 seconds, about l ,365ps energy is created every second. To produce that amount of energy from chemical combustibles, about 600g of the chemical combustibles are necessary. If the aforementioned energy is produced, the braking system of the present invention will be the most effective system for the road surface 100 at any conditions although the efficiency of the multistage ejector will still be remaining as a question. Expected noise produced according to the speed of fluid discharged from the last nozzle of the ejector and the noise produced by the friction between brush pins and the road surface 100 are about 70dB. Considering that it is natural to make noise when the driver tries to brake abruptly, the above noise level is rather insignificant.

An air intake port 45 of the multi-stage ejector can be formed of several paths. Usually, dirt, sand, or water on the road surface 100 is taken into the air intake port 45 by the brush pins 55. The pipe line of the air intake port 45 is both straight and circular. The straight line is for objects with a large inertia, and the circular line is for separating fluid with small inertia and then sucking the same by using inertia dependent on the speed of intake. For instance, sand or water having a heavy weight flows in through the latter part of the nozzle with a large diameter, thereby preventing the intake port from being clogged.

The flatness of the road surface 100 varies for different places. Nevertheless, once the car passes the worst road surface 100, the degree of vacuum is immediately restored. For example, the groove of the concrete paved street normally has a depth of 2.5-3cm, and a width of 2-3mm. But its sectional area is 1.8cm² at most, so it rarely affects the adsorption power of the braking system since the intake vacuum power is designed to meet the worst road surface.

Fig. 16 illustrates the central controller. As depicted in the drawing, the central controller receives data from an accelerator returning speed measuring sensor, a brake pedal operating speed measuring sensor, a master cylinder fluid pressure detecting sensor, a car speed measuring sensor, a steering wheel's rotational speed measuring sensor, a car rotation detecting sensor, a vacuum degree detecting sensor, a temperature detecting sensor, a shock detecting sensor, and a road surface state detecting sensor. Then, the central controller compares the data from those sensors to the prefixed standard values, and displays the result of the calculation. The central controller enables the motor to effectively control the degree of vacuum inside of the adsorption plate 50 by rotating forward/backward, based on the electric signals output from the central controller in connection with the start and end of the system, no operation at low speed, opening the gas tank valve, ignition of combustibles, proper valve angle of the regulator of the degree of vacuum. In this way, the car can have the best braking force and rotation force. To explain more about the sensor, first of all, the accelerator returning speed measuring sensor, the brake pedal operation speed measuring sensor, and the master cylinder fluid pressure detecting sensor are already commercialized in brake assist system (BAS), and the steering wheel rotational speed measuring sensor, if a designated angle displacement is allowed to the steering wheel, outputs displacement of the angle to an electronic signal. When the steering wheel is allowed to displace the angle to the designated value, the car rotation detecting sensor detects actual rotating amount of the car body and outputs an electronic signal based on how much the car body rotated against the angle displacement of the steering wheel. Lastly, the road surface state detecting sensor finds out the state of the road surface, e.g., whether the road is frozen or icy, and outputs the result thereof into an electronic signal. Other sensors are already in technical use, and depending on the energy source, some of the above sensors and mechanic members may not be needed. Also, since many kinds of sensors are available for automobile, people may use ones they prefer.

When the braking system of the present invention is put into action, the rear part of the car should be specially designed to improve the visual effects and prevent any rear-end collision from the shortened brake distance.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Industrial Applicability

Now that every one values time, more drivers tend to drive faster to do every thing they need to do within limited time. The braking system of road surface adsorption according to the present invention is especially advantageous for preventing car accidents and saving people's lives and properties from the accidents in viewpoints that it shortens brake distance during sudden stops by increasing additional vertical load and frictional coefficient of the tires to the road surface, helping the drivers to actively deal with the inertia; prohibits the car, e.g., a SUV whose center of gravity is high, from being overturned; control the car not to spin; prevents car accidents due to unskillful steering during a high-speed drive; improves braking stability on icy and slippery road surface; and improves braking force and braking stability by distributing the vertical load leaned on the front wheels to the rear wheels. Although more studies should be provided, the present invention can be put into practice for any one. With help of the advanced technologies at present, the braking system of road surface adsorption in accordance with the present invention can be commercialized within a short period of time.

Claims

What Is Claimed Is:

1 . A brake system of road surface adsorption, comprising: at least one sensor for detecting operational status of a car; a central controller for receiving measurements of the censors, and comparing/calculating the measurements with prefixed reference values; if the car runs faster than a prefixed speed, an adsorption plate equipped with an adsorption plate fixture and an adsorption plate fixing pin for maintaining a degree of vacuum inside of an enclosed space under a command from a user, the enclosed space being formed as wheels of the vehicle contact with a road surface, under a command of a user; a supporting bar for connecting the adsorption plate through a car body fixture and a car body fixing pin formed on a body of the car; an elevating device for elevating the adsorption plate in accordance with controlling of the central controller; a spring for speedily descending the adsorption plate in accordance with controlling of the central controller; a hydraulic pressure driven-vacuum generator 40 for sucking up air at an inner surface of the adsorption plate in accordance with controlling of the central controller; a pipe line for connecting the vacuum generator to the adsorption plate; a filter mounted on a specific part of the pipe line for filtering extraneous matters in an air that is inhaled to or exhausted from the pipe line; and a regulator of a degree of vacuum mounted on a specific part of the pipe line for regulating the degree of vacuum of an inner space of the adsorption plate, in which when the user operates the central controller, a fixture of the elevating device is released; the adsorption plate connected to the adsorption fixture by the adsorption fixing pin speedily descends to the supporting bar with help of an elastic force of the spring and then closely adheres to a road surface, the adsorption plate being connected to the car body fixture of the car body through the car body fixing pin; as soon as the vacuum generator operates with help of the hydraulic pressure, a vacuum force generated by the vacuum generator passes the filter mounted in the pipe line and the regulator of the degree of vacuum and vacuums an inside of the adsorption plate; a vertical pressure onto the adsorption plate transforms a friction ring tube and an upper cover of the friction ring tube with help of a differential pressure between an air pressure and the vacuum force, resulted from keeping a pressure of the enclosed space formed between the adsorption plate and the road surface by a friction ring rube under the air pressure; and a plurality of brush pins mounted on the adsorption plate are elastically transformed when the pins contact with the road surface for thus generating an additional brake force.

2. The brake system according to claim 1, wherein the central controller comprises: a sensor for detecting a start/end of the brake system of the road surface adsorption and restoration of a rotational force of the brake system, an accelerator returning speed measuring sensor, a brake pedal operational speed measuring sensor, a master cylinder hydraulic pressure detecting sensor, a car speed sensor, and a steering wheel's rotational speed sensor; when the vehicle rotates makes a left or right turn, a car body rotation detecting sensor for comparing the rotational speed of a steering to a speed reference for the steering wheel's rotational speed; and a vacuum degree detecting sensor for detecting a degree of vacuum of the inner surface of the adsorption plate.

3. The brake system according to claim 1, further comprising: a hydraulic pressure generator equipped with an ignition coil for boosting a voltage of an electric current, an ignition wire for penetrating inside of a combustible tube, a fusing pipe that explodes by the electric current, and a combustion-ignition wire for firing chemical combustibles, wherein the hydraulic pressure generator generates a high-temperature and high-pressure hydraulic fluid because when the brake system of the road surface adsorption is operated, the boosted current by the ignition coil flows in the ignition wire and explodes the fusing pipe, a heat from the explosion burns the combustion-ignition agent, consequently insulating the inner surface of the fusing pipe, and the chemical combustibles filled in the combustible tube that is made of an explosive diaphragm produces a lot of hit when they are fired.

4. The brake system according to claim 1, wherein the vacuum generator comprises: a plurality of nozzles for passing the hydraulic fluid; a fuel tank valve for providing fuel to an air being sucked into the vacuum generator; and an air intake port for inhaling air on the inner surface of the adsorption plate by using a vacuum force generated by the vacuum generator, wherein when the valve is opened, an atomized or gasified fuel is provided to a front end portion of the nozzle or an inhaled air, thereby mixing the inhaled air with oxygen in the air and then igniting the mixture, an additionally formed hydraulic fluid produces a speed energy that consequently increases a temperature and speed of a fluid being operated in a middle end portion and a rear end portion of the nozzle having been cooled down by the inhaled air and forms a high and plenty of vacuum, and discharges extraneous matters from the rear end portion of the nozzle with help of an inhalation inertia yielded by the straight and circular shaped air intake port.

5. The brake system according to claim 1 , wherein the elevation device comprises: a elevation device motor for providing a driving force of the system; a wire connected to a wire pulley, which decelerates a rotational force generated by using a warm gear mounted on the elevation device through a gear mounted on the elevation device and drags up the adsorption plate using the decelerated rotational force; a fixture solenoid for releasing the fixture that causes the adsorption plate to be pulled down; and a sprocket for transferring a driving force only in one direction in order to reduce a rotation resisting force of the gear and the warm gear as the adsorption plate descends.

6. The brake system according to claim 1 , wherein the regulator of degree of vacuum comprises: a steering wheel's rotational speed detecting sensor for detecting a displacement amount of the steering wheel of the car; a car body rotation detecting sensor for detecting a degree of rotation of the car body in response to the displacement amount of the steering wheel; and a vacuum degree detecting sensor for detecting a degree of vacuum of an inner surface of the adsorption plate, wherein the motor under the control of the central controller regulates the degree of vacuum of the inner surface of the adsorption plate.

7. The brake system according to claim 1, wherein the adsorption plate comprises: a core bar that is radially installed in a central part of the adsorption plate and a woven fabric on the adsorption plate; a friction ring tube for coupling a friction pad with a lower peripheral surface of the adsorption plate and a plurality of brush pins that are protruded to be fixated in a fixing belt mounted on a lower surface portion of the adsorption plate; an iron plate connected through the pipe line located at the central part of the adsorption plate that is fastened with a rivet having a connecting unit with the adsorption plate; and an adsorption plate fixture with a displacement angle, K', wherein the friction pad and the brush pin have different heights from each other, the upper cover of the friction tube forms an angle, K, and an outward form of the adsorption plate is a circular shape.