Anti-lock brake system with minimization of vehicle stopping distance

Abstract

The braking system of vehicles is a critical aspect of passenger and pedestrian safety. The present application proposes a method to precisely measure the friction ratio of each tire on the road surface, leading to the utilization of each wheel's maximum deceleration potential. With the use of specialized sensors (weight, pressure) in specific brake positions, we can extract and maximize the deceleration ability of each wheel independently, regardless of the conditions. This system can be applied to various types of vehicles, from cars and motorcycles to airplanes and trains, aiming to minimize stopping distances and save lives. In doing so, the braking system becomes more efficient and secure for all users.

Description

[0001] ANTI-LOCK BRAKE SYSTEM WITH MINIMIZATION OF VEHICLE STOPPING DISTANCE

[0002] The invention relates to a system that improves the stopping distance of vehicles.

[0003] In recent years, significant efforts have been made to reduce the stopping distance of vehicles (trains, airplanes, cars, motorcycles, etc.) using various wheel anti-lock systems that aim to achieve the maximum possible deceleration. The problem is that all these systems attempt to solve a problem once it has occurred. That is, when the wheel locks, it unlocks, only to lock again, and this cycle continues over time until the vehicle comes to a stop. Thus, as long as the braking continues, the wheel is in a state of lock, then release, and at some point, it passes through a point of maximum deceleration repeatedly, never achieving the braking distances that would exist if the wheel were controlled by a skilled race driver in terms of braking force.

[0004] This happens because, until now, there was no way for the electronic brake control unit to be aware of the wheel’s maximum friction point at any given moment. The only thing it could know was when the wheel stopped turning so that it could unlock it. Even so, for the sensor to understand that the wheel had indeed stopped moving, some waiting time was required to determine whether the wheel had genuinely stopped or had simply not yet registered the next movement. Consequently, valuable time and crucial braking distance were lost, which, as we all know, can cost lives.

[0005] The new system presented here (Fig, 1) differs from others by having a sensor capable of providing absolute values of tire friction during deceleration instantly and with utmost precision. Responsible for this is the sensor's position (1) and its type (weight or pressure sensor). This signal is then transmitted to the electronic brake control unit (4). With accurate information on wheel friction over time, the control unit adjusts the brake pressure on each wheel using a hydraulic brake pump

[0006] (5) to always: coincide with the wheel’s maximum friction point, Therefore, it can achieve the minimum deceleration distance, enabling a regular vehicle driver to immobilize their vehicle at distances comparable to what a racing driver would achieve, controlling the braking on each wheel of their vehicle during the deceleration phase. The differentiation lies in having a weight or pressure sensor (1) that Connects to the brake caliper (2), the caliper base (11), or the brake drum shoes with their base or any brake type with its fixed base. Any sensor capable of transferring information about the weight or pressure at the stationary point of the vehicle's brake to the electronic brake control unit (4) could be used. This is crucial because, during maximum friction development (braking force), the weight or pressure received by the brake base (11) at the fixed point of the brake provides the quantity of braking force between the wheel (7) and the road surface (10). in this way, during braking, especially in panic situations, the electronic brake unit (4), having maximum friction information for each wheel, instantly adjusts the pressure of the brake fluid through an electronically controlled brake fluid pump (5). it does so by increasing or decreasing the pressure, chasing with an algorithm the maximum value monitored by the sensor at the brake base (1) per wheel until the vehicle comes to a stop. This provides the shortest possible stopping distance for the vehicle. Pressure and weight sensors are common in the industry. The system utilizes brakes and electronic control units already present in the industry, making it reliable and cost-effective.

[0007] In contrast to old technologies, this braking system doesn't have just two corrective actions in the unit of time (on / off, i.e,, locking / unlocking) but as many as allowed by the processing speed of the electronic braking unit, This is because the data it can receive from the specific sensor are not just two but multiple. In this specific system, the braking distances will continuously decrease as technology manufactures faster electronic units, enabling quicker processing of signals from the weight-pressure sensor system and thus saving lives.

[0008] In Figure 1, we observe a typical motorcycle front brake system where

[0009] (7) is the tire, (3) is the disc plate, (2) is the brake caliper, (11) is the front wheel suspension and simultaneously the base for the brake caliper, (1) Is the pressure or weight sensor located between the caliper and its base to read pressure Changes, (4) is the electronic signal processing unit from the sensor and the user, (9) is the road surface, and (10) is the contact point between the tire and the road surface.

[0010] In diagram 2, we observe a two-dimensional graph with two axes (X & ψ ). Axis X represents the weight or pressure on the sensor (Figure 1, (1)), which also denotes the friction values between the tire and the road surface during braking. Axis IP represents the time unit. in (a), we notice a sudden increase in weight or pressure on our sensor within a small time unit, representing a user-initiated panic braking. In (b). there is a sudden decrease in weight on the sensor (1) within the time unit, indicating a loss of traction of the tire (locking or near- locking). In (c), we observe the intervention of our system, detecting a sudden drop in weight through sensor (1), and with a processing algorithm in unit (4) and an instruction to (5), it adjusts the braking force, chasing the maximum friction point of the tire. In (d), this phenomenon is described as recurring (β1, β2, β3, β4, β5, and β6), while the user remains in continuous braking until the vehicle comes to a complete stop fe). This way, our system avoids wheel lock and achieves the absolute minimum stopping distance, utilizing the maximum friction point of the tire during the time unit,

Claims

CLAIMS1.The brake system consists of a weight (1) or pressure (1) sensor that connects the caliper (2) of the disc brake (3)to its base or the base of the system that holds the drum brake shoes or any type of brake with its fixed base (11). Alternatively, it may use any sensor that transfers i5formation to the electronic brake unit of the vehicle(4) regarding the amount of weight or pressure transferred to the stationary point of the brake base (11) during vehicle deceleration.2.The brake system according to claim 1 is characterized by the position of the sensor (1) and how it correlates the wheel friction (10) with the road surface (9) to the pressure or weight applied to the fixed base of the brake (11) during the activation of the brake caliper (2) during deceleration.S.The brake system according to claims 1 and 2 utilizes this sensor (1) to extract data on the maximum wheel friction, which will be used by an electronic brake unit (4). In conjunction with an electro-hydraulic braking force adjustment mechanism (5), it will enforce the maximum braking force without wheel lockup. This is achieved by ensuring that the maximum deceleration of a vehicle occurs at a point where the wheel is not locked but the coefficient of friction is at its highest. These data are extracted from the sensor’s position, resulting in the shortest possible vehicle deceleration and simultaneously preventing wheel lockup. 4.The brake system according to claims 1, 2, and 3 has the capability, through the specific type and arrangement of the sensor, to extract tire condition data (7). It recognizes the maximum friction they have during deceleration for further processing.5.The brake system according to claims 1, 2, 3, and 4 has the ability to operate simultaneously as an anti-lock braking system. This is because the maximum coefficient of friction is never at the point where the wheel is sliding (locked).

Images