Golf car having disk brakes and single point latching brake

专利摘要:
Golf car 10 according to the present invention is provided with a hydraulic fluid brake system. The hydraulic fluid brake system 50 is realized as a disk brake system, which responds to the hydraulic fluid pressure generated from the master cylinder 60. The brake pedal 80 and associated linkage 42 provide input to the master cylinder 60 to generate hydraulic pressure to control the brake caliper assembly 48. This brake pedal 80 has a range of movement, where the first portion of the range of movement forms the service mode of operation and the second portion of the range of movement forms the parking mode of operation. In the parking mode of operation, the brake pedal 80 and linkage 42 engage with the stops 118 and 120 to maintain the application of the brake, providing a parking mode of operation. The accumulator 62 in the brake system provides an input force to maintain sufficient hydraulic fluid pressure to maintain the parking mode of operation.
公开号:KR20020003197A
申请号:KR1020017011210
申请日:2000-03-02
公开日:2002-01-10
发明作者:조셉 에이. 랭；테리 로우 리스；제임스 엠. 크리스쿠올로；도날드 디. 브라운；제임스 에이. 버클리；스코트 에이. 월터맨
申请人:앤 티. 윌라만；텍스트론, 인크.；추후제출；헤이스 브레이크, 엘엘씨；
IPC主号:

专利说明:

GOLF CAR HAVING DISK BRAKES AND SINGLE POINT LATCHING BRAKE}
[3] Most golf cars, and other small utility vehicles, have a brake system in one or the other. Examples of such systems are disclosed in US Pat. No. 4,867,289, US Pat. No. 5,158,415, and US Pat. No. 5,713,189, the disclosures of which are hereby incorporated by reference for technical teaching. While the above referenced patent documents and other references discuss the application of brakes to utility vehicles and golf cars, the brake systems of small vehicles and golf cars increase the ease of use, feel, performance, maintainability, and the like. May already be improved.
[4] Conventional golf car brake systems include brake pedals and interconnected accelerator pedals. When the brake pedal is pressed a predetermined distance, the brake system operates in normal or service mode. When the brake pedal is further depressed, the parking mode is maintained to keep the golf car in the fixed position. When in parking mode, most brake pedals have multiple mechanical stop positions, allowing for stepwise application of increased braking force. In some golf cars, the first stop position does not apply enough braking force to keep the golf car in a fixed position. However, because each stop position often generates an audible click, the operator may think that the parking brake has been applied sufficiently when the parking brake is still insufficient. In addition, conventional brake systems are mechanically spring-loaded to return the brake pedal to its original position. When the parking brake is released, such brake systems often produce particularly large audible pops that are somewhat painful to the operator.
[5] It is therefore an object of the present invention to provide a brake system which is a significant improvement over conventional brake systems for golf cars.
[6] Lightweight off-load utility vehicles, such as golf cars used as carriers of personnel and cargo, are considerably smaller than conventional cars used on highways. The smaller their tires and wheels, the smaller the space beneath the vehicle body, which results in a significantly smaller room for mounting the braking mechanism on the rear wheels. The brakes used in golf cars have been very satisfactory so far for stopping purposes, but the service interval between changing brake pads and shoes is relatively short, about one year for golf cars used in a wide range of applications. . Increased labor costs for golf course users, etc. Periodic brake service on the vehicle before the pad or shoe has a longer brake system on conventional brakes and is pulled out of service for brake inspection and possible brake pad / brake shoe replacement Reduce the total cost of providing the vehicle and allow the vehicle to be serviced for a longer period of time. In addition, when leaving the service, there is a need to minimize downtime and continuously minimize the difficulty and labor required to replace the brake shoe or pad.
[7] It is therefore a further object of the present invention to provide an improved braking mechanism that will have a long useful life for use on the rear wheels of small off-road utility vehicles such as golf cars with small wheels and wide tires. . A related object is to provide a brake caliper assembly which is easy to service and requires minimal disassembly to replace replaceable brake pads inside the brake caliper assembly. It is a further object of the present invention to considerably provide for a robust hydraulic disc brake assembly that can be fitted inside a confined space in the vicinity of the hub and wheel rim of a small off-road vehicle such as a golf car. Provides a compact configuration. The associated purpose is to provide a fairly compact configuration for a brake caliper assembly that features good parking brake power and a very long useful life between brake pad changes. It is yet another object of the present invention to provide an easily assembled compact brake caliper assembly having a very low profile, whereby on a conventional lightweight utility vehicle having a small diameter wide wheel rim associated with a wide profile as found in a golf car It can be fitted between the central cylindrical housing portion and the small diameter wheel rim.
[1] This application claims the rights under priority of US Provisional Application No. 60 / 122,405, filed March 2, 1999, the entire content of which is hereby incorporated by reference in this application.
[2] FIELD OF THE INVENTION The present invention relates generally to golf cars with disc brakes, and more particularly to golf cars with hydraulically actuated disc brakes, single point latching mechanisms, and integral accelerator pedals and brake pedals of the brake system when in parking mode. It is about.
[14] 1 is a partially cut away elevation of a golf car comprising a brake system arranged in accordance with the principles of the present invention.
[15] 2 is a block diagram of a brake system arranged in accordance with the principles of the invention.
[16] 3 is a perspective view of a golf car support frame and components of a brake system.
[17] 4 is an assembly view of the brake pedal and accelerator pedal assembly.
[18] 5 is an exploded view of the brake pedal and accelerator pedal assembly.
[19] 6 is a top view of the brake pedal and accelerator pedal assembly.
[20] 7 and 8 are partial views of a vertical section of the brake pedal and accelerator pedal assembly.
[21] 9 is a graph showing hydraulic pressure as a function of brake pedal displacement.
[22] 10 is a block diagram of a brake system of the present invention utilizing a drum brake system.
[23] 11 is a block diagram of a brake system of the present invention utilizing a brake band system.
[24] 12 is an internal perspective view of the hub and caliper assembly.
[25] 13 is an external perspective view of the hub and caliper assembly.
[26] 14 is an exploded view of the caliper assembly of FIGS. 12 and 13.
[27] 15 is an exploded perspective view of the caliper assembly.
[28] 16 is a bottom view of the caliper assembly.
[29] 17 is an elevation view of an integral wheel, hub, and rotor assembly.
[8] The present invention relates to a golf car comprising a frame supported on a plurality of wheels. The prime mover provides driving force to the wheel selected to move the golf car. This golf car also includes an operator and passenger area supported by the frame, and an integrated brake pedal and accelerator pedal assembly. The hydraulically actuated brake system receives an input from the brake pedal and generates an output for controlling the hydraulically actuated brake device. The brake system operates in normal mode by partially stepping on the brake pedal and operates in parking mode by further stepping on the brake system. When the brake system is in the parking mode, the brake system may be released by pressing either the brake pedal or the accelerator pedal.
[9] The invention also relates to a brake system for a golf car comprising an integrated brake pedal and an accelerator pedal assembly. The hydraulic brake actuation system receives an input from the brake pedal and generates an output to control the hydraulically actuated braking device. When in parking mode the accumulator stores the braking energy to maintain a predetermined minimum hydraulic pressure throughout the brake system. The brake system operates in normal mode by partially pressing the brake pedal, and in parking mode by further pressing the brake pedal. When the brake system is in the parking mode, the brake system may be released by stepping on either the brake pedal or the brake pedals.
[10] The invention also relates to a golf car comprising a frame supported on a plurality of wheels. The prime mover provides driving force to one of the selected plurality of wheels to move the golf car. The integral brake pedal and accelerator pedal assembly includes a brake pedal having a range of movement. The first portion of the movement range forms the operation of the service mode and the second portion of the movement range forms the operation of the parking mode. The integral brake pedal and accelerator pedal assembly includes a locking position for actuation of the parking position, which generates a single audible sound when stepped into this locking position. The hydraulically actuated brake system receives an input from the brake pedal and generates an output to control the hydraulically actuated braking device. When the brake system is in the parking position, the brake system can be released by stepping on either the brake pedal or the accelerator pedal.
[11] The invention also relates to a golf car comprising a frame supported on a plurality of wheels. The prime mover provides a driving force to a selected one of the plurality of wheels to move the golf car. The integral brake pedal and accelerator pedal assembly includes a brake pedal. The hydraulically actuated brake system receives an input from the brake pedal and generates a hydraulic output signal. A brake rotor is attached to one of the wheels of a golf car. The first caliper assembly has a brake pad that is displaceable according to the hydraulic output signal. The brake pads generate friction in contact with the brake rotor. This friction delays the movement of the wheel connected to the brake rotor. The brake system operates in normal mode by partially pressing the brake pedal. By further depressing the brake pedal, the brake system is activated in parking mode. When the brake system is activated in the parking mode, the brake system can be released by stepping on either the brake pedal or the accelerator pedal.
[12] BRIEF DESCRIPTION OF DRAWINGS For a more complete understanding of the invention, the objects and advantages of the invention, reference numerals are set forth in the following description and the annexed drawings.
[13] BRIEF DESCRIPTION OF THE DRAWINGS The drawings that form a complete part of the description are described in connection with the description, wherein like reference numerals refer to like elements throughout.
[30] 1 shows a golf car 10 having a brake system arranged in accordance with the principles of the invention. The golf car 10 includes a pair of front wheels 12 and a pair of rear wheels 14. The rear wheel 12 preferably operates as a steering wheel to control the direction of movement of the golf car 10. The rear wheel 14 preferably functions as a drive wheel for pushing the golf car 10.
[31] The golf car 10 preferably includes a seat 16 for receiving a driver and a passenger. The golf car 10 also includes a steering wheel 18 that controls the direction of the front wheel 12. The accelerator pedal 82 and the brake pedal 80 allow the operator to control the acceleration and braking of the golf car 10. As explained below, the accelerator pedal 82 and the brake pedal 80 are preferably suspended from the support member hung generally downward from the bottom of the front cowling 24.
[32] Referring again to FIG. 1, the entire brake actuator and release assembly 50 is configured as a modular unit mounted above the bodyboard 26 and at least partially below the front engine cover 24. Thus, there is a lack of any underhanging member that extends below the body floor 26. This configuration is useful for several reasons. For example, there is no risk of damaging any member of the brake system 50 by an obstacle to which the golf car 10 may move above. In addition, the system members are isolated from corrosive materials such as water and fertilizers that the vehicle may move on.
[33] 2 shows the characteristic shape of the golf car 10, namely the brake system 50. The accelerator pedal 82 controls the operation of the electric motor 32 operated by an electrical energy source (not shown). The electric motor 32 includes one or a pair of output shafts 34 that control the drive to each hub 38. Reference numerals in the drawings include the subscripts R or L, which refer to members corresponding to the left side or the driver side or the right side or the passenger side of the golf car 10. Each hub 38 drives the rear wheel 14 to propel the golf car 10. The motor 32 is described herein as an electric motor, but those skilled in the art will understand that the rear wheel 14 may be propelled by a gasoline powered engine and transmission or other suitable power source.
[34] The brake system 50 will generally be described herein as a hydraulically actuated brake system, wherein the movement of the brake pedal 8 generates hydraulic force to actuate a braking member such as a disc, drum or band brake system described below. . The brake system 50 includes a brake pedal 80 connected to the linkage 42 to move the linkage 42. Linkage 42 provides an input to master cylinder 60. The master cylinder 60 generally operates as a conventional master cylinder, which depresses the brake pedal 80 to provide an input to the master cylinder 60 to produce an increase in hydraulic fluid pressure output on the hydraulic control line 46.
[35] Hydraulic control line 46 provides fluid pressure to caliper assembly 48. Each caliper assembly 48 includes opposing pads 44. The brake rotor 40 rotates along the hub 38. The pad 44 provides a frictional force to the brake rotor 40 to retard the movement of the brake disc 52, thereby applying a braking force on the wheel 14. Thus, the caliper assembly 48 generally operates as known to those skilled in the art. To maximize the braking force, a pair of optimal second caliper assemblies 54 are arranged to provide additional retardation force to the brake rotor 40. A particularly good feature of using two caliper assemblies on a single brake disc is that it makes up for the space limitations inherent in the generally small wheel 14 of the golf car 10.
[36] As described above, the master cylinder 60 generates hydraulic fluid output on the hydraulic control line 46 by depressing the brake pedal 80, which hydraulic control line 46, if present, has a caliper assembly 48 and Is applied to the caliper assembly 54. The increase in hydraulic fluid pressure causes the brake pads 44 to move toward the brake rotor 40, thereby generating frictional forces that retard the movement of the wheels 14.
[37] The brake system 50 has two modes of operation. The first operating mode, ie service mode, of the brake system 50 reduces the speed of the golf car 10 to prevent unwanted acceleration of the golf car 10 when it is at the lowest speed, stop, or down a hill. The second operating mode, ie the parking mode, of the brake system 50 holds the golf car 10 in a stationary position until the parking mode is released.
[38] The brake pedal 80 has a range of motion that causes the master cylinder 60 to output hydraulic fluid pressure suitable for stopping the golf car 10 or holding the golf car 10 in a stopped position. The first portion of the range of movement of the pedal 80 implements a service mode of operation that reduces the speed of the golf car 10 or prevents unwanted acceleration of the golf car 10 when descending a hill. Further depress the brake pedal 80 to place the brake system 50 in the parking mode. Linkage 42 includes a stop setting for engaging and holding brake pedal 80 in a predetermined position when in parking mode. When in this parking mode, the accumulator 62 provides a supplemental input to compensate for any hydraulic fluid pressure drop through the seal linkage or the like. The accumulator 62 maintains the hydraulic fluid pressure, such that the caliper assembly 48 provides suitable parking braking force on the brake rotor 40 and connected wheels 14.
[39] The brake pedal 80 and the linkage 42 cooperate to include a single stop that is engaged when the brake pedal 80 moves a distance, such that the master cylinder 60 has sufficient hydraulic fluid pressure to prevent the wheel 14 from moving. To output When the brake pedal 80 is locked to form the parking operation position, the brake system 50 can be released from the parking operation mode by stepping on either the brake pedal 80 or the accelerator pedal 82. The accelerator pedal 82 is mechanically connected to the brake pedal 80 to enable release of the brake system 50 from the parking mode of operation.
[40] In particular with reference to FIG. 3, the golf car 10 includes a vehicle frame 56. Frame 56 provides a support to which the brake and acceleration pedal assembly 58 is connected. The rear axle assembly 64 supports the rear position of the frame 56 through suspension (not shown). As shown in FIG. 3, the brake and accelerator pedal assembly 58 is mounted to an upper portion 52 of the frame 56 such that the brake pedal 80 suspends downward on a lever arm 88. And an accelerator pedal 82 is suspended downward on the accelerator arm 172.
[41] Some features of the brake system 50 are now described. When engaged in parking mode, the brake system 50 generates a single audible click or pop sound. This sound indicates that the parking mode has been properly taken by the operator. The advantage of a single audible sound is that it clearly indicates that the parking mode has been taken. This feature improves on a conventional brake system where a plurality of audible sounds may have been produced when engaged in parking mode. In such a system, the operator may be mistaken that only a locking braking force may be applied where the brake pedal generates sufficient braking force.
[42] The brake system 50 inherently has less hysteresis in relation to stiction than the brake system using mechanical parts, in particular hysteresis caused by a cable extending above the contact point. Reduced hysteresis provides a brake system 50 that requires less force to select either service or parking mode for mechanical systems that require more force to adequately engage in service or parking mode. do. Because hysteresis is inherently less in the hydraulic system, and because hysteresis in the mechanical system typically increases the overtime, the hydraulic brake system 50 reduces the hysteresis related problems with respect to the life of the golf car 10.
[43] The hydraulic brake system 50 has a self adjusting system that compensates for wear in the brake pads 44. Self-regulation allows the system to supply additional fluid to the system from the hydraulic reservoir of the master cylinder 60. Using well-known caliper construction shapes, the seal of the hydraulic cylinder in the brake caliper secures constant return of the brake pad 44 with the same distance apart from the brake disc 52. This advantage can also be realized by using a bladder-based hydraulic reservoir which offers some further advantages. The bladder type hydraulic reservoir ensures minimal loss of hydraulic fluid through the top of the reservoir. This prevents the introduction of contaminants such as water, dust, and possible airborne carriers.
[44] The hydraulic brake system 50 utilizes nonabsorbable synthetic fluid. Non-absorbent fluids do not absorb any fluid. On the other hand, conventional brake fluid absorbs moisture directly through the rubber hose and seal and other locations, including reservoirs, where the conventional brake system is open to the atmosphere. This transfer occurs even if the seal is frequently water vapor permeable. Thus, many seals prevent portions in liquid form, while many such seals do not prevent moisture in gas vapor form. Non-absorbent synthetic fluids significantly reduce internal failure of metal brake system components, but absorbent brake fluid also often accelerates internal failure of metal brake system components. Non-absorbent fluids provide nonpolarity, which yields environmentally friendly brake fluids. Most grass plants will not absorb nonabsorbable synthetic fluids, but conventional brake fluid may be absorbed and damage plant life.
[45] Conventional brake fluids that possibly prevent moisture absorption also absorb air. Absorption of air into the brake fluid creates a spongy brake feel, which can lead to other problems such as cavitation and outgassing. Outgassing occurs when the vehicle remains exposed for a long time at high altitude. Bringing the golf car to a lower altitude position causes the air carried in the liquid at higher altitudes to evaporate at lower altitudes due to the higher atmospheric pressure. This causes a change into the hydraulic system.
[46] The hydraulic brake system 50 also provides a pressurized hydraulic brake system that is securely sealed. In the parking mode, the hydraulic brake system 50 generates at least 750 pounds per square inch (PSI). This pressurization exceeds the internal hydraulic fluid pressure used in conventional hydraulic brake systems, in particular at rest. In conventional hydraulic brake systems, the parking mode is engaged via an emergency brake or transmission lock in mechanical form. The brake system 50 utilizes a hydraulic system, which is continuously pressurized when not using a golf car and when the brake system is in parking mode. In order to achieve a secure seal according to the relatively high static hydraulic pressure present in the brake system 50, the elastomeric seal includes air bleeder valves found on the caliper assembly 48. Replace metal-to-metal in contact on all sealing surfaces.
[47] The hydraulic brake system 50 also includes two separate damping systems to provide controlled release of the brake pedal 82. The first damping system is a mechanical damping system implemented by applying damping grease to the pivot shaft stored inside the fixed sleeve. The helical spring returns the brake pedal 82 to the inoperative position. The damping grease has a viscosity that changes with the speed of movement of the pivot shaft. At low speeds, the damping grease acts as a lubricant. At high speeds, the damping grease provides a viscous action between two adjacent faces, retarding the rate at which the pivot shaft can be rotated relative to the stationary sleeve. Thus, the damping grease is applied to both the pivot shaft and the fixed sleeve. As the pivot shaft rotates relative to the stationary sleeve, the viscous action ensures control of the upward movement of the brake pedal 82. This viscous action also reduces the normal multiple vibration pulses occurring at the top of the brake pedal stroke in conventional mechanical systems.
[48] The second damping system uses damped hydraulic fluid flow to maintain controlled return of the parking brake pedal 82 in the inoperative position. This controlled rate of upward movement minimizes the noise inherent in stopping the brake pedal at the top of the movement in conventional brake systems.
[49] Hydraulic fluid travels through the helical groove return path to limit hydraulic fluid flow during pedal return. The hydraulic fluid attenuation path allows fluid flow feedback to properly stimulate the brake pedal upwards to maintain contact with the operator's foot while the operator lifts his foot upward. Thus, the operator feels the brake pedal firmly on the sole of the operator, while the feedback rate is slow enough to prevent the explosion when the brake pedal reaches the top of the movement.
[50] 4 to 8, a preferred mode of implementing the present invention will be described. The brake actuator and release assembly 50 includes 1) master cylinder 60, 2) hydraulic accumulator 62 and 3) integral brake pedal and accelerator pedal assembly 58 as main components. All of these components are mounted on a common support bracket 66 formed from a single metal stamping. As best shown in FIGS. 4-8, this support bracket 66 has an open rear end, inner and outer sidewalls 68, 70, and a front wall 72 connecting sidewalls 68, 70 to each other. It is provided. Mounting flanges 74, 76, 78 extend outwardly from side walls 68, 70 and front wall 72 to connect to a support such as front wall 42 of the operator's compartment.
[51] The integral brake pedal and accelerator pedal assembly 58 and the hydraulic accumulator 62 can be used either in combination or independent of one another, and are applicable to the brake system 50 shown as well as various other systems. Each of these components will be described in turn.
[52] The integral brake pedal and accelerator pedal assembly 58 is available with hydraulic brake system 50 as well as more traditional mechanical cable operated brake systems. The integral brake pedal and accelerator pedal assembly 58 includes a brake pedal 80, an accelerator pedal 82 and a locking mechanism 84. This integral brake pedal and accelerator pedal assembly 58 performs several distinctive functions. Firstly, the brake pedal 80 can be activated to perform a service braking operation. Secondly, the locking mechanism 84 can latch the brake pedal 80 in the locked operating position to maintain the service brake 52 in the engaged position. Third, the brake pedal 80 can be operated by easily connecting the brake pedal latching and the stored energy with the accumulator 62, so that the service brake 52 may be generated in the system despite creep. To ensure that it remains in the locked position. Fourth, the locking mechanism 84 can be released using either the brake pedal 80 or the accelerator pedal 82 without actuating any secondary brake release mechanism.
[53] The brake pedal 80 includes a pivot shaft 86, a lever arm 88 extending downward from the pivot shaft 86, and a pad 90 mounted on the bottom end of the lever arm 88. As best shown in FIGS. 6, 7 and 8, the pivot shaft 86 is rotatably mounted on the firing sleeve 92, which in turn is seated on the main pivot shaft 94. It is mounted on. This pivot shaft 94 is rotatably supported on the support bracket 66 and also acts as a pivot shaft for the accelerator pedal 82 (discussed below). Pivot shaft 86 is lubricated by synthetic damped grease injected into the space between pivot pivot 86 and plastic sleeve 29. Such dampening greases exhibit good lubricating properties at low rotational speeds and preferably comprise one component that acts to actually damp or stop shaft rotation at higher rotational speeds. Preferred grease is NYE PG-44A produced by NYE Lubricants Inc. These greases are fairly stiff density, inorganic gels, waterproof, antirust damping greases based on high molecular weight polymer-based oils. The lever arm 88 is preferably formed of steel wrapped in a plastic sleeve (not shown) to prevent corrosion of the steel. Pad 90 may include any suitable foot actuated pad installed at the end of lever arm 88. A torsion spring 96, which acts as a brake pedal return spring, is mounted to the pivot shaft 86 on one side of the lever arm 88. In addition, the plastic block 98 is installed on the upper surface of the lever arm 88 to form part of the locking mechanism 84 as described in detail below.
[54] With particular reference to FIG. 5, the master cylinder actuating pin support arm 100 is a pivot shaft adjacent to the inboard side of the lever arm 88 to rotate with the lever arm 88. 86). An actuation pin 102 is installed on the support arm 100 to rotate with the pivot shaft 86. Pin 102 is coupled to main piston 104 of master cylinder 60 via roller 103 and strap 105 such that brake pedal 80 and master cylinder piston 104 always move together. The actuating pin 102 includes an eccentric pin installed in an aperture 106 of the support arm 100 and extending laterally towards the brake lever arm 88. The head 108 on the pin 102 can be rotated so that the thick portion of the eccentric pin 102 facing or away from the master cylinder main piston 104 can be rotated to thereby rotate the brake pedal 80 after assembly of all components. ) And the clearance or void space between the master cylinder main piston 104.
[55] The locking mechanism 84 automatically latches the brake pedal 80 in the locked position when the brake pedal 80 descends to the latch point and releases the brake 52 when the brate pedal overtravels beyond the latch point. It is operable to automatically release the brake pedal 80 from the locking position to release. In addition, the locking mechanism 84 is configured to release the brake pedal 80 under the power of the accelerator pedal 82. The locking mechanism 84 allows 1) single point latching performance, 2) the ability to release the brake 52 when the brake pedal is overshifted beyond the latching position, and 3) the accelerator pedal release of the brake pedal 80. It may include any structure having one of a kickoff mechanism. The illustrated locking mechanism 84 includes a block 98 on the brake pedal lever arm 88, a control arm 110 installed to pivot on the brake pedal 80, and a swing arm installed pivotally to the support bracket 66. 112, and coupled to control arm 110 and swing arm 112 to deflect swing arm 112 downward during service braking and deflect swing arm 112 upward during latch and release cycles. Over-center spring 114.
[56] The control arm 110 includes a metal plate installed to pivot on a block 98 of the brake pedal 80 via a pivot pin. The control arm 110 has an inner surface and an outer surface and a front end and a rear end. The rear end is provided with stops 118 and 120, and lugs 122 are installed on the outer surface near the rear end near the axis of the pivot pin. The cushioned stop is installed on the inner surface of the control arm 110 in front of the pivot pin. The stop has first and second arcuate surfaces in which the cushion of block 90 selectively engages with corresponding first and second installed posts during the flake pedal locking and release cycle, as described in detail below. Finally, the post 136 extends outwardly from the front end portion of the outer surface of the control arm 110 for connection to the front end of the over-center spring 114.
[57] Swing arm 112 supports dog 124 and cam 125. Support the cam follower 138 along the cam 140 of the block 98. The entire swing arm 112 is mounted to a pivot tube 142 extending laterally across the support bracket 66 and rotatably supported by the support pin 146. In turn, the support pins 146 are installed in the through holes of the corresponding sidewalls 68 and 70 of the support bracket 66. The pair of cam follower support arms 144 are spaced apart and extend forward from the pivot tube 142. The cam follower 138 is rotatably installed at the front end of the support arm 144, and a cushioned elastomeric bumper 148 is installed at the rear end of the support arm 144. The cam follower 138 includes a roller installed on the support arm 144 by a roll pin. The bumper 148 is a brake pedal (when the brake pedal is in a fully released or stopped position as shown in FIG. 7). Act as a stop for 80). Dog 124 is disposed laterally outward of outboard cam follower support arm 144 and is configured to cooperate with stops 118 and 120 of control arm 110. The cam 125 is formed of a conventional stepped lug with a dog 124 and is arranged to be engaged by the lug 122 of the control arm 110 during the latching operation. A spring support bracket 150 disposed on the outboard of the dog 124 supports the post 152 to which the over-center spring 114 is connected. The positions of the posts 152, 136 of the swing arm 112 are 1) each other, 2) the axis of rotation of the cam follower, 3) the pivot axis of the brake pedal 80, and 4) the pivot axis of the swing arm 112. Is selected for to selectively assist the locking and unlocking of the brake pedal by causing the spring 114 to move across the pivot axis of the swing arm 112 at selected stages of the brake pedal lowering and returning process. In the embodiment described in detail, the over-center spring is 30 ° to 40 ° horizontally down when in the first over-center position and 30 ° to 40 ° horizontally up when in the second over-center position.
[58] The block 98 is installed directly on the upper surface of the brake pedal lever arm 88 and functions as a support structure for several other parts of the locking mechanism 84. It has a cam 140 formed directly on the upper and rear surfaces of the convex. The cam 140 is straight along most of its length but has an arcuate portion 154 at the lower end face formed from the cutout of the block 98. The arcuate portion is sized to cause the cam follower 138 to stop at the arcuate portion 154 in the locking position of the brake pedal 80.
[59] Overall, an L-shaped toggle arm 156 is installed to cover the inner side of the block 98 adjacent to the swing arm 112. Toggle arm 156 includes a second leg 160 extending generally orthogonally from 1) first leg 158 and 2) first leg 158. The first leg 158 is deflected in contact with the post 162 on the convex 98 by the return spring 164. The second leg 160 selectively cooperates with the lug 166 of the swing arm 112 to prevent swing arm pivot movement during the initial phase of brake pedal lowering and the lug 166 to remove the second leg 160. The swing arm 112 subsequently allows it to fall into the locked position allowing only one contact sound to be heard.
[60] Finally, kickoff arm 170 is installed at the inboard end of pivot tube 142 at a position above inboard cam follower support arm 144. Kickoff arm 170 extends outwardly from pivot tube 142 to extend beyond inboard sidewall 70 of support bracket 66 and is engaged by accelerator pedal 82 upon initial accelerator pedal lowering.
[61] An accelerator pedal 82 is installed at the inner distal end of the bibot shaft 94 at an outer position of the inboard sidewall 70 of the support bracket 66. The accelerator pedal includes 1) a lever arm 172 extending downward from the pivot shaft 94 and 2) a pad 174 installed at the distal end of the lever arm 172. A portion of lever arm 172 is disposed closely adjacent kickoff arm 170 to engage kickoff arm 170 upon initial accelerator pedal lowering. In addition, a non-contact accelerator pedal position sensor 178 is disposed inside the lever arm 172 to provide an indication of accelerator pedal operation. The accelerator pedal 82 is deflected to a deactuated position by the return spring 180.
[62] In operation, the integrated brake pedal and accelerator pedal assembly 54 takes the position shown in FIGS. 5-6 when the brake 52 is not engaged. At this time, the brake pedal 80 takes a stop or complete release position in which the front face of the block 98 is pivoted to the maximum rearward engaging the bumper 148 of the swing arm 112. The cam roller 138 of the swing arm 12 is located at the maximum possible distance from the arcuate portion 154 of the cam 140. In addition, the over-center spring 112 is at the first over-center position where the control arm 110 is biased to a position where the center line is below the pivot axis of the swing arm 112.
[63] Next, the operator engages the brake 52 by pressing the pad 90 downward to swing the brake pedal 80 clockwise to the service braking position. This pivoting movement causes the master cylinder actuating pin 102 to drive the roller 103 and the master cylinder main piston 104 to forward the service breaking forward. After the end of the service braking stroke, but before the brake pedal 80 reaches the latch point, the lug 166 on the swing arm 112 extends over the cam surface along the second leg 160 of the toggle arm 156. Holds cam roller 138 spaced apart from 140 and holds dog 124 and cam 125 of swing arm 112 away from the control arm. As a result, brake pedal lowering towards service braking and subsequent latch points can occur without contact between the latching parts of the locking mechanism 84, thereby avoiding the generation of contact sounds that can give false audible indications of pedal locking. . The over-center spring 114 then remains in the first over-center position. The control arm 110 thus remains in a position where it is not possible to latch against the swing arm 112. As a result, the brake pedal 80 returns to the released position when the operator removes the foot from the pad 90 without additional brake pedal lowering.
[64] In and after the service braking stroke, the lug 166 on the swing arm 112 removes the second leg 160 of the toggle arm 156 so that the swing arm 112 is controlled by the cam 125 through the arc. It falls to the position where it is engaged with the lug 122 of the arm 110. This delayed drop of swing arm 112 has several advantages. For example, as described above, the dog 124 and the cam 125 of the swing arm 112 allow the dog 122 and the stops 118 and 120 of the control arm 110 to be removed. Prevents false audible indication of brake pedal locking. Moreover, the swing arm 112 is prevented from swinging toward the locking position until the over-center spring 114 is stretched sufficiently to store enough potential energy to effectively assist swing arm movement to the locking position. In addition, a firm contact between the lug 122 and the cam 125, which occurs when the swing arm 112 falls into place, is distinguished to provide an audible indication to the operator that the brake pedal 80 has moved to a position where it is fixed. It produces a "clicking" sound.
[65] When the operator releases his foot from the brake pedal 80 after the brake pedal has lowered to the locking position, the brake pedal returns a very small amount resulting in the swing arm cam 125 swinging the control arm dog 122. To allow the over-center spring 114 to move above the second over-center position from the first over-center position. As a result of this movement, the control arm 110 quickly pivots from this position to the latching position. Since the dog 122 is located very close to the pivot axis of the control arm 110, a very small range (a few thousandths of an inch) of axial brake pedal movement results in more than 60 ° of control arm pivoting movement. Occurs. This relationship reduces the work required for the over-center spring 114 during the latching process. The second front surface 130 on the stop 126 is now engaged with the second post 134 of the block 98, and the first or lower stop 118 on the control arm 110 is now the swing arm 112. Is engaged with the dog 124 on the swing arm 112 to lock it in place. This movement gives the operator an audible indication that the brake pedal 80 is locked. The brake pedal 80 then remains in the locked position under the latching force of the control arm 110 when the operator releases the brake pedal 80. However, when the spring 114 is in the second over-center position where the centerline is on the pivot axis of the control arm 112, the spring biases the control arm 112 upwards rather than downwards, resulting in subsequent release. The control arm 112 is stimulated.
[66] The holding force applied on the control arm 110 by the over-center spring 114 is then generated through the accelerator pedal 82 by the rough handling by the wrong operator or by the vehicle 30 being pushed during transportation. It must be large enough so that it cannot be overcome by any force that can be put on or inadvertently placed. However, this holding force need not be very large because the moment arm that causes the swing arm 112 to swing from the locked position is very small. As a result, a relatively weak spring (with a spring rod on the order of 8 to 12 lb) can be used as the over-center spring 114.
[67] The brake 52 may be released by operating the brake pedal 80 or the accelerator pedal 82 to unlatch the brake pedal 80 from the locked position. By releasing the brake using the brake pedal 80, all that the operator needs is to lower the pedal 80 beyond the locking position to the overtravel position. This brake pedal movement and subsequent swing arm movement causes the dog on the swing arm 112 to slip from the first stop 118 of the control arm 110, thereby causing the over-center spring 114 to swing arm 112. Is pulled upward so that the dog 124 snaps to the second stopper 120 as shown in FIG. 10. As a result, the brake pedal 80 returns to the rest position under the biasing force of the return spring 96 and the accumulator spring 246 when the operator releases the brake pedal 80.
[68] The brake pedal 80 exerts a significant moment on the swing arm 112 during the return stroke of the brake pedal 80. The dog 124 on the swing arm 112 generates a corresponding moment on the top surface of the significant stop 120 to pivot the control arm 110 counterclockwise. Thus, the over-center spring 114 moves back to the first over-center position and deflects the swing arm 112 downward again. In addition, the lug 166 on the medial lateral surface of the swing arm 112 returns to pivot the toggle arm 156 clockwise to allow unobstructed movement of the lug 168 past the toggle arm 156. Engage in second leg 160 of toggle arm 156 during stroke. The toggle arm 156 then descends back into its initial position under the biasing force of the spring 164 to stimulate the next service breaking cycle.
[69] The brake pedal release using the accelerator pedal 82 occurs in a similar order. The operator presses the accelerator pedal 82 downward to engage the lever arm 172 with the kickoff arm 170. This engagement is driven to force the swing arm 112 to swing clockwise relative to the pivot tube 142 to pivot the control arm 110 as described above. As before, this movement causes the swing arm 112 to unlatch from the control arm 110 and the brake pedal 80 to return from the stop position under the biasing force of the brake pedal return spring 96 and the accumulator spring 246. do. Also as before, this movement forces the control arm 110 and the over-center spring 114 back to the initial position. Since the cutout 154 of the cam surface 140 is tangential to the swing arm pivot arc, the cam roller 138 is initially brake pedal 80 by the brake pedal return spring 96 and the accumulator spring 246. It simply moves circumferentially along the cam surface 140 during the accelerator pedal imposing step of the unlatching operation without resistance from the rather significant return force imposed on Thus, brake pedal unlatching does not transfer resistance with accelerator pedal movement, and the brake 52 is released after the first to three inches of accelerator pedal stroke with minimal operator effort. As a result, the operator can "feathering" the accelerator pedal movement so that the brake 52 can be released without overlying the accelerator pedal 82. This eliminates rapid start or jerky motion, often associated with golf carts and other low-tax vehicles.
[70] The master cylinder 60 and the hydraulic accumulator 62 firstly engage the mechanical actuation force generated by the brake pedal lowering with the brake 52 and resist additional energy for holding the brake 52 in the engaged state. It is formed to change with hydraulic pressure. This energy storage offers several advantages. For example, it allows the brake system 50 to compensate for fluid pressure loss or “creep” that can cause a due such as relaxation of the elastomeric component of the present system. Furthermore, the brake pedal 80 can be assisted to collapse to a stop position following the release of the locked brake pedal.
[71] 4, 5, 7, and 8, the master cylinder 60 is generally universal. The master cylinder includes a housing 200 having an inner horizontal bore 202 formed therein. The reservoir 204 is formed on the bore 202 for storing hydraulic fluid. Bore 202 has an upper fill inlet 206 and a rear outlet 208. Inlet 206 cooperates with reservoir 204. Rear outlet 208 opens into accumulator chamber 210 as described in detail. The master cylinder main piston 104 is slidably installed in the bore 202 and extends rearward from the rear end of the bore 202 to contact the roller 103. As a result of this arrangement, 1) the lowering of the brake 80 and the subsequent swinging movement of the roller 103 and the actuator pin 102 are carried out through the bore 206 to pressurize the outlet 208. 2) release of the brake pedal 80 allows the main piston 104 to move rearward through the bore 202 to depressurize the outlet 208.
[72] Referring to FIG. 7, the accumulator chamber 210 as well as the rest of the accumulator 62 may be located at a predetermined pressure point of the braking system 50. However, in the illustrated embodiment, the chamber 210 is formed in the extension 210 of the master cylinder housing 200 which necessarily extends linearly with the bore 202 to reduce the number of parts of the accumulator 62. And facilitate assembly. The accumulator chamber 210 includes a second orifice 220 of the upper wall in communication with the brake supply orifice 224 of the master cylinder housing extension 212 and the bleeder port 222, and the master cylinder outlet ( 208 has a first orifice 218 of the back wall that opens directly into. The orifice 224 is connected to the front and / or rear vehicle brakes via the associated brake line 46 of FIG. 2.
[73] An accumulator drive piston 214 and a one-way restrictor valve 216 are installed in the accumulator chamber 210. The accumulator drive piston 214 is slidably installed in the chamber 210 and extends beyond the rear end of the master cylinder extension 212 and contacts the accumulator spring assembly 58. The one-restrictor valve is disposed in front of the accumulator drive piston 214 and is forward of the chamber 210 by a return spring that is placed in the accumulator drive piston 214 at the rear end and one retractor valve 216 at the front end. Is deflected towards.
[74] The purpose of the one-restrictor valve 216 is to weaken the return fluid flow from the accumulator chamber 210 into the master cylinder 60 upon release of the brake 52, thereby holding a brake system of this type and exhibited by all the parks. The apparent brake pedal snapback effect appears. The energy stored in accumulator 62 and brake 52 is released more gradually, allowing a smoother brake pedal return.
[75] The hydraulic accumulator 62 performs several beneficial functions. For example, the effort required by the operator to press the brake pedal 80 to the locked position is reduced. After the brake pedal 80 is locked, the energy generated during manual pressurization of the hydraulic fluid of the type which can then be used to hold the brake 32 in the engaged position is stored. Thus, this assists the brake pedal 80 to return when the brake pedal is released in the release position. A preferred accumulator structure is a structure that is attachable to the rest of the brake assembly 50 by an unskilled person because it has minimal components and can be assembled substantially as a unit offsite. For this purpose, the hydraulic accumulator 62 is a spring type that takes the form shown optimally in FIG. 7. It includes a retainer 240, a movable compression plate 242 disposed at the rear end of the retainer 240, a cap 244 attached to the front end of the retainer 240, and a compression plate 242 and the cap. And a compression spring 246 captured between 244.
[76] The retainer 240 includes a front mounting plate 248 and a plurality of (preferably two) straps 250 extending rearward therefrom. The mounting plate 248 has a threaded post 254 on its inner surface and a pair of tangs 254 radially outwardly of the post 252 and bent in opposite directions. The threaded center post 252 is fastened with an external thread 256 on the master cylinder housing extension 212, and the tang 254 is fully tightened to the master cylinder housing extension 21 when the post 252 is fully tightened into the master cylinder housing extension 21. It is locked with a slot 258 in the front wall 72 of the support bracket 66. As a result, the accumulator 62 can only be released from the master cylinder housing extension 212 by overtorking the accumulator 62 counterclockwise so that the tang 254 is released from the slot 258. The strap 250 serves to install on the cap 244 and is configured to guide and support the spring 246 and the compression plate 242. Each strap 250 extends rearward from the mounting plate 248 and terminates at the distal end of the hook 26. The body of the strap 250 supports and guides the compression plate 242 and the spring 246. Hook 260 firmly holds cap 244 to secure the cap in place as described below.
[77] The compression plate 242 includes a posterior annular spring support 262 and a cup portion 264. The cup portion 264 extends axially forward from the rear spring support 262 to the front nut portion 266. Spring support 262 represents the seat for the rear end of accumulator spring 246. The cup portion 264 is configured around the end of the master cylinder housing extension 212 and around the front end of the accumulator drive piston 214. An aperture 268 is formed in the spring support 262 for the passage of the strap 250. In assembly, this relationship between the strip 250 of the retainer 240 and the opening 268 in the compression plate 242 causes the compression plate 242 to move axially with respect to the retainer 240 but not the compression plate ( Prevent relative rotational movement between 242 and retainer 240.
[78] The cap 244 includes a metal annular ring having an axial circular front end 27 and inner and outer circular flanges 272, 274. The flanges 272, 274 extend rearward from the front end 270 to form grooves that serve as second sheets for the spring 246. A pair of hook receiving openings is formed in the front end 270 around the corresponding notch 278. Notch 278 is configured to receive strap 250 and hook 260 of retainer 240, thereby locking cap 244 onto retainer 240.
[79] The spring 246 is subjected to a significant amount of precompression as a result of the preassembly process. According to a more detailed discussion later, this spring precompression is applied to the storage of energy in the accumulator and the low initial pressure in substantially all operations performed by the master cylinder 60 applied by fluid compression. Adjust the high initial pressure during the main work performed by The amount of linear pressure required for a particular compression initial level will vary depending on the spring rate of the spring and the height contained therein. The spring 246 of the illustrated embodiment has a free length of about 9 inches and a spring rate of 25 lbs / in. The pre-compressed installation length during the assembly process, with an initial pressure of about 800-850 psi, is approximately 4 inches.
[80] The precompression of the accumulator spring 246 is much longer than the lockup point of the brake 52 and much lower than the single latch point of the brake pedal 80. Selected to be adjusted. In the system, the brake pedal is latched within the 8-inch position of the stroke, and service braking is performed within the first two to three inches of the brake pedal stroke, even in a sudden stop. Typical lock-up points of the ground and unpolished brakes as a whole are shown as in FIG. 8.
[81] The auxiliary brake pedal deterioration will pressurize the accumulator spring 246 past the initial point 286, thus storing master cylinder motion in the form of potential energy in the spring 246. System pressure increases at a fairly slow rate, as indicated by the shallow point of curve 282, while the pedal is in this state. This effect is a result of the fact that the increase in input force required to compress the spring 246 is substantially lower than the increase in input force required for the substantially assisted hydraulic fluid. As a result, the resistance to brake pedal movement while the brake pedal actuation is in this second state increases at a significantly slower rate than during the first state.
[82] In the illustrated embodiment, the transition point 286 between the first and second states of brake pedal actuation occurs at approximately 800-850 psi of fluid pressure. The pressure then increases gradually to about 900-950 psi when the brake pedal 80 is latched in its locked position and at the end position of the second state of its operating stroke. Compression spring 246 is compressed about 1/2 inch at this time. The entire pedal stroke required to latch the brake pedal 80 to a position that is locked at least 50% and possibly at least 65% or more is consumed during the second state of brake pedal actuation. As a result, at the end of this state, more than enough energy is stored in the accumulator 62 to maintain the brake 52 and to return the brake pedal 80 which is subjected to a slight additional influence by the operator ( The amount of energy stored in the accumulator 62 is represented by hatch area 292 below curve 282 in FIG. 9).
[83] The main operation is performed when the input force that is required to perform the same amount of operation (and storage of the same amount of energy) over a short stroke rather than the length of the brake pedal operating stroke of the second state is very low. In fact, transition point 286 is reached when the operator inputs about 35 lbs of force, and only an additional 25 lbs of input force is required as the latch point to depressurize the brake pedal 80. This is in contrast to the high input force where a fairly high level of compressed fluid is required when the operator presses the brake pedal 80 to its latch point without an accumulator in the system (shown in the imaginary curve 290 of FIG. 9). In stark contrast. Thus, the accumulator 62 greatly eases the latching of the brake pedal and allows the operator to easily stroke the pedal over large distances, thereby reducing the accuracy required to reach the latch point.
[84] When the brake pedal is released, the one-way restrictor valve 216 is quickly positioned with respect to the front end of the chamber 210 under the force of the return spring 230, thereby preventing rapid decompression of the accumulator chamber 210. The damping effect provided by this limited fluid flow imparts a relatively low return speed on the brake pedal 80 to continue for a period of time. The brake pedal 80 consequently returns to its initial position without any undesirable rapid recoil, which otherwise creates the risk of serious wear and tear of the system and even harm the operator. The damping grease between the brake pedal pivot shaft 86 and the fixed sleeve 92 then adds additional damping to the brake pedal return movement. However, the combined damping effect and damping grease provided by the one-way restrictor valve 216 does not cause excessive damping of the brake pedal return. Instead, the brake pedal 80 is biased by the springs 96 and 246 to quickly follow without quickly pressing the operator's foot upwards. The small recoil impact force due to the rest of this moderate return speed is substantially no noise and vibration of the small pedal return by the rubber bumper 148 on the swing arm 112 when the brake pedal reaches a partially or wholly released position. Is absorbed while
[85] 10 shows a hydraulic brake system 310 arranged similarly to the hydraulic brake system 50 of FIGS. 1-3. The hydraulic brake system 310 uses a drum brake system rather than a disk brake system to apply braking force to the wheels. Components of the hydraulic system 310 similar to those described with respect to FIGS. 1-3 will be referred to using the same reference numerals.
[86] The particular understanding of FIG. 10 is that the brake system 310 is embodied as a drum brake system comprising a brake cylinder and a shoe assembly 312 and operates in response to fluid pressure applied through the hydraulic control line 46. . The brake cylinder and shoe assembly 312 includes a brake cylinder that presses the brake shoe radially outward with respect to the brake drum 314. The brake drum 314 on the outboard is connected to the wheel 14. Hydraulic application of the fluid causes pressurization of the brake cylinder and shoe assembly 312 against the brake drum 314 via the hydraulic control line 46, thereby generating a frictional force that slows the movement of the wheel 14. Thus, the application of the braking pressure of the hydraulic brake system 310 operates as described above, except that it occurs through the drum brake system rather than the disc brake system.
[87] In another embodiment of the invention, FIG. 11 shows a hydraulic brake system 320 in which a band brake system is used to slow the movement of drive shaft 34. FIG. 11 is generally aligned as described above with respect to FIGS. 1 to 3 and 10, with the exception of the brake mechanism which will be described with respect to the band brake system rather than the disc or drum brake system. Therefore, the symbols referenced from the above figures will be used in FIG. 11 for similar components.
[88] The hydraulic brake system 320 utilizes the displacement of the brake pedal 80 and the linkage 42 such that hydraulic fluid pressure is generated from the master cylinder 60 to the hydraulic control line 46. Hydraulic control line 46 actuates band brake assembly 322. The band brake assembly 322 includes a brake cylinder 324 rigidly connected to the drive shaft 34. The brake cylinder 324 is surrounded by the brake band 326. Response to fluid hydraulic pressure is limited around the brake cylinder 324 such that the brake band 326 generates a frictional force. The frictional force delays the movement of the drive shaft 34 and produces a braking force by limiting the movement of the corresponding wheel 14. When the fluid hydraulic pressure in the hydraulic control line 46 is reduced, the brake band 326 reduces the braking force by reducing the peripheral bondage.
[89] 12-17 show a preferred embodiment of the caliper assembly 48 and the assembly connected to a golf car. FIG. 12 shows a left brake assembly 500L comprised of a rotor assembly 502 having a complete hub and rotor portion 504 and a wheel hub portion 505. The brake assembly 500L also has a caliper assembly 506 attached to the attachment flange 510 rigidly installed in the rear axle housing 511 by two through bolts 508.
[90] The caliper assembly 506 has a caliper outboard half subassembly 512 and a caliper inboard half subassembly 514. The caliper inboard half 514 has a fluid inlet 516 for receiving fluid from the hydraulic brake line 521 and a fluid outlet 517 for providing fluid to the right brake system 500R (see FIG. 13). Have The caliper inboard half assembly 514 has a bleder valve 518 for bleeding air from the brake line 521 during repair or installation.
[91] FIG. 13 shows a right brake system 500R, which is configured symmetrically in the same manner as the components shown in the left brake assembly 500L of FIG. The caliper assembly 506 holds a pair of brake pads 518, 519 around the integral hub and rotor assembly 502. Pads 518 and 519 move in response to hydraulic forces by fluid under pressure applied to inlet 516R. The complete hub and rotor assembly 502 is held on the drive shaft 536 by a hex castle nut 538 and a cotter pin 540.
[92] 14 shows an exploded view of the caliper assembly 506, showing that each of the caliper inboard half assembly 514 and the caliper outboard half assembly 512 has a pair of piston actuators 520. Each actuator has a conventional polymer outer seal 52, which elastically deforms as the piston moves forward to press the brake pads 518, 519, and from the rotor portion 504 when fluid pressure is removed. The piston is not deformed to push away. Between the middle of the caliper 506 is a conventional elastic rubber material that functions to help prevent the leakage of hydraulic fluid moving through the inner passage between the inside of each half subassembly 512, 514 and the middle of the caliper 506. O-ring. Around the O-ring 225 a pair of through holes 528 is arranged to receive the through mounting bolts 530 (not shown) (FIG. 14). Also shown is a through bolt 532 that functions to properly align and secure the brake pads 519, 518 to the rotor portion 504. Also generally wire spring clips 542 and 544 are provided to hold the brake pad in position.
[93] 15 is a perspective view of a caliper assembly 506 of the present invention. A through bolt 530 is shown that functions to secure caliper inboard half subassembly 514 and caliper outboard half subassembly 516 simultaneously. Also shown is a through bolt 532 that holds the brake pads 518, 519 in a proper position between the piston actuators 520.
[94] 16 shows a bottom view of the caliper brake assembly 500. The relationship of the pads 518, 519 with the movable piston 520 is shown. As shown, the pads 518 and 519 form a space in which the rotor portion 504 is located.
[95] 17 is a diagram of a rotor assembly with a caliper disposed within the small diameter of the complete wheel hub and golf cart wheel 542. As shown, the low profile can fit inside the small diameter of the golf cart wheel. The low profile of the caliper 506 allows the disc brake system to be incorporated into a golf cart.
[96] A more detailed description of the brake caliper assembly 506 is described later. Subassembly 512 preferably comprises a metal caliper housing fabricated by metal or aluminum alloy casting, and subassembly 514 includes a metal caliper housing similarly fabricated. Each of these caliper housings has been machined to ensure typical tolerances with a flat outer mating surface, through holes and substantially cylindrical pockets for receiving brake pistons, which are sized appropriately in FIGS. 12-15. It is formed and shown. Using conventional techniques, an internal passage for hydraulic fluid is formed inside the caliper housing to supply hydraulic fluid from the inlet to the rear side of the corresponding brake piston pocket. The flat machined surface on the end of the caliper housing of one of the subassemblies 512 is sub-assembly when the two mounting bolts 530 are loosened against the rigid mounting flange 510 which allows the entire assembly to be rigidly installed. It is coordinated with and bears against a correspondingly machined corresponding surface on the caliper housing of 514. The side of the mounting flange 510 in contact with the caliper housing of the assembly 512 is parallel to the rotor 504. The through hole in the caliper housing for the mounting bolt 530 is orthogonal to this machined surface, so that the surface of the brake caliper piston substantially opposes the rotor 504 so as to ensure uniform wear of the brake pads 518, 519. Be sure to parallel enough with the surface.
[97] Each through bolt is substantially centered with respect to the flat machined opposing surface of the end of the caliper housing of the caliper subassembly 512, 514. In this way, the tightening bolt 530 ensures gradual compression of the o-ring 525 to exclude the possibility of any hydraulic leakage between the peripheral housings. Since only two bolts are required to install the caliper assembly 512 to the flange 510, minimal effort on the final assembly is required on the vehicle axle. This means that the brake caliper assembly 512 for the functionally tested small useful vehicle can be assembled entirely from a position away from the final assembly plant, so that if desired, the hydraulic fluid can be shipped while it is being filled. Can be.
[98] The caliper assembly 506 has a low compact profile when viewed from the lateral top. As best shown in FIG. 17, the clearance between the radially outermost point of the caliper housings of the subassemblies 512 and 514 and the rim surface of the inner cylindrical wheel is preferably about 3 mm (about 0.1 inch) to about 20 mm (about 8/10 inch) and a range of about 5 mm (about 2/10 inch) to about 12 mm (about 2 inch) is practically preferred. This tight clearance uses two high-quality mounting bolts 530 and sufficient rigid mounting flanges with sufficient thickness and hardness, so that the entire rotor / wheel, including lock-ups, can cause further severe lateral or radial warping during violent braking. Alternatively, the caliper housing can also be rigid and stable in part to avoid distortion of the caliper assembly. In this regard, the outer end of the caliper housing penetrates through which the through bolt 530 is placed, and appears thicker (ie, radially outwardly from the axis of the vehicle rear axle) than the overall height (ie, rear axle of the vehicle). In the axial direction).
[99] The use of two sets of opposing pistons in the opposing half caliper subassemblies 512 and 514 also provides additional benefits. Firstly, the opposing piston arrangement provides a balanced opposing force on the opposing side of the rotor, thus enabling the application of a high hydraulic braking force. Secondly, the two piston actuators 520 in the subassembly 512 are gradually angularly separated from each other. By using two spaced brake pistons in each caliper subassembly, an overall oval, kidney shaped, relatively thick brake pad can be used as shown, thereby maximizing the size of the surface area of the brake pad. This large size helps to minimize the wear rate of the brake pads during repeated braking over month and year cycles. The cylindrical brake pad is preferably made in any conventional or suitable way, and reinforces the rear plate portion as shown so that even between the rotor surface and the brake pad surface, even in the central region of the brake pad between the two brake pistons. Helps to ensure contact and minimal deformation. The low profile dual piston brake caliper assembly of the present invention with a long life brake pad, shown in the present embodiment and designed and compacted in design and compact construction, requires no further explanation, which is of great design and construction, This is because conventional two piston and four piston brake caliper assemblies of low space efficiency are fully understood and can be understood in detail from its construction and design, where space and compactness are not critical and are easily suited for a given environment. Applicable
[100] Although the present invention has been described in its preferred form, it should be understood that there are a variety of applications and implementations of the invention. Accordingly, the invention is capable of modifications and variations without departing from the basic spirit of the invention in accordance with the appended claims.

权利要求:
Claims (41)
[1" claim-type="Currently amended] As a golf car,
A frame supported on the plurality of wheels,
A prime mover that provides driving force to a selected wheel of the plurality of wheels to move the golf car;
An integral brake pedal and accelerator pedal assembly, and
A hydraulically actuated brake system that receives an input from the brake pedal and generates an output for controlling the hydraulic brake device,
The brake system operates in the normal mode by partially pressing the brake pedal and in the parking mode by further pressing the brake pedal, and the golf car is released by stepping on one of the brake pedal and the accelerator pedal when in the parking mode. .
[2" claim-type="Currently amended] 3. The golf car of claim 2, further comprising an accumulator for storing brake energy when in the parking mode, the accumulator maintaining a predetermined minimum hydraulic pressure throughout the brake system during the parking mode or operation.
[3" claim-type="Currently amended] The system of claim 1 wherein the hydraulically actuated system is
A brake rotor attached to at least one of the wheels of the golf car, and
And a first caliper assembly having a brake pad in contact with the brake rotor in response to the output of the brake system to generate frictional forces that slow the movement of the brake rotor and associated wheels.
[4" claim-type="Currently amended] 4. The apparatus of claim 3, further comprising a second caliper assembly having a brake pad in contact with the brake rotor in response to an output of the brake system to generate frictional forces that slow the movement of the brake rotor and associated rotor. The second caliper assembly cooperates with each other to slow the movement of the brake rotor.
[5" claim-type="Currently amended] The brake pedal of claim 1, wherein the brake pedal has a movement range, the first movement range is smaller than the second movement range, the first movement range corresponds to a normal mode, and the second movement range corresponds to a parking mode. Golf car.
[6" claim-type="Currently amended] 6. A golf car according to claim 5, wherein a substantial portion of the total braking force is applied when the brake pedal moves over the first range of motion.
[7" claim-type="Currently amended] The golf car of claim 1, wherein the brake pedal has a range of movement, the range of movement has a stop, the stop defining a lock position for the parking mode, and only one stop position is in the parking mode.
[8" claim-type="Currently amended] The golf car of claim 1, further comprising a brake to relieve the release of the brake pedal from the normal mode and the parking mode.
[9" claim-type="Currently amended] 2. The golf car of claim 1, further comprising an accumulator that stores energy for maintaining braking force in the parking mode.
[10" claim-type="Currently amended] 10. A golf car according to claim 9, wherein the accumulator comprises a mechanical spring.
[11" claim-type="Currently amended] 10. A golf car according to claim 9, wherein the accumulator comprises a gas spring.
[12" claim-type="Currently amended] The brake system of claim 1 wherein the hydraulically actuated brake system
A brake drum attached to one or more of the wheels of the golf car, and
And a first shoe assembly having a brake shoe in contact with the brake drum in response to the output of the brake system to generate frictional forces that slow down the movement of the brake drum and associated wheels.
[13" claim-type="Currently amended] 13. The apparatus of claim 12, further comprising a second shoe assembly having a brake pad in contact with the brake drum in response to an output of the brake system to generate frictional forces that slow the movement of the brake drum and associated wheels. And the second shoe assembly cooperates with each other to slow the movement of the brake drum and associated wheel.
[14" claim-type="Currently amended] The method of claim 1,
And a drive shaft connected between the prime mover and at least one selected wheel of the plurality of wheels,
The hydraulic brake system further includes a brake cylinder coupled to the drive shaft, and a band brake that applies frictional force to the brake cylinder in response to the output of the brake system to slow the movement of the drive shaft.
[15" claim-type="Currently amended] As a brake system for a golf car,
An integral brake pedal and accelerator pedal assembly,
A hydraulically actuated brake system that receives an input from the brake pedal and generates an output for controlling the hydraulic brake device, and
An accumulator that maintains a predetermined minimum hydraulic pressure throughout the brake system and stores brake energy when in the parking mode,
The brake system operates in the normal mode by partially pressing the brake pedal and in the parking mode by further pressing the brake pedal, and is released by stepping on one of the brake pedal and the accelerator pedal when in the parking mode. .
[16" claim-type="Currently amended] 16. The system of claim 15, wherein the hydraulically actuated brake system
A first main friction member attached to at least one of the wheels of the golf car, and
Further comprising a first auxiliary friction member in contact with the first main friction member to generate a friction force,
And the first auxiliary friction member is operable by the hydraulic brake actuation system to selectively generate a frictional force that slows the movement of the associated wheel between the first primary friction member and the first auxiliary friction member.
[17" claim-type="Currently amended] The brake system of claim 16, wherein the first primary friction member comprises a brake rotor and the first auxiliary friction member comprises a brake pad.
[18" claim-type="Currently amended] 17. The brake system of claim 16 wherein the first primary friction member comprises a brake drum and the first auxiliary friction member comprises a brake shoe.
[19" claim-type="Currently amended] 17. The hydraulic brake system of claim 16 wherein
A second main friction member attached to at least one of the wheels of the golf car, and
A second auxiliary friction member contacting the second main friction member to generate a frictional force,
The first auxiliary friction member may be actuated by the hydraulic brake actuation system to selectively generate a frictional force that slows the movement of the associated wheel between the second primary friction member and the second auxiliary friction member, wherein the first and The second primary friction member and the secondary friction member selectively cooperate to slow the movement of the associated wheel.
[20" claim-type="Currently amended] The brake pedal of claim 15, wherein the brake pedal has a movement range, the first movement range is smaller than the second movement range, the first movement range corresponds to a normal mode, and the second movement range corresponds to a parking mode. Brake system.
[21" claim-type="Currently amended] 21. The brake system of claim 20 wherein a substantial portion of the braking force is applied when the brake pedal moves over the first range of motion.
[22" claim-type="Currently amended] 16. The brake system of claim 15 wherein the brake pedal has a range of movement, the range of movement has a stop, the stop defining a lock position for the parking mode, and only one stop position is in the parking mode.
[23" claim-type="Currently amended] 16. The brake system of claim 15 further comprising a brake to relieve the release of the brake pedal from the normal mode and the parking mode.
[24" claim-type="Currently amended] 16. The brake system of claim 15 wherein the accumulator comprises a mechanical spring.
[25" claim-type="Currently amended] The brake system of claim 15 comprising a gas spring.
[26" claim-type="Currently amended] As a golf car,
A frame supported on the plurality of wheels,
A prime mover that provides driving force to a selected wheel of the plurality of wheels to move the golf car;
An integral brake pedal and accelerator pedal assembly, and
A hydraulically actuated brake system that receives an input from the brake pedal and generates an output for controlling the hydraulic brake device,
The brake pedal has a movement range, the first movement range defines a service operation mode and the second movement range defines a parking operation mode, the integral brake pedal and accelerator pedal assembly includes a lock position for the parking operation mode; Generates a single audible sound when stepped into the lock position,
And the brake system is released by stepping on one of the brake pedal or the accelerator pedal when the brake system is in the parking mode of operation.
[27" claim-type="Currently amended] 27. The golf car of claim 26, further comprising an accumulator that stores brake energy when in parking mode, the accumulator maintaining a predetermined minimum hydraulic pressure throughout the brake system.
[28" claim-type="Currently amended] 27. The golf car of claim 26, wherein the first travel range is less than the second travel range.
[29" claim-type="Currently amended] 27. The golf car of claim 26, wherein a substantial portion of the total braking force is applied when the brake pedal moves over the first range of motion.
[30" claim-type="Currently amended] 27. A golf car according to claim 26, wherein said lock position has a stop, said stop defining a lock position for a parking mode, wherein only one stop position is in the locked position.
[31" claim-type="Currently amended] 27. The golf car of claim 26, further comprising a brake to relieve the release of the brake pedal from the normal mode and the parking mode.
[32" claim-type="Currently amended] As a golf car,
A frame supported on the plurality of wheels,
A prime mover that provides driving force to a selected wheel of the plurality of wheels to move the golf car;
An integral brake pedal and accelerator pedal assembly,
A hydraulically actuated brake system for receiving an input from said brake pedal and generating a hydraulic output signal;
A brake rotor attached to at least one of the wheels of the golf car, and
A first caliper assembly displaceable according to the hydraulic output signal and having a brake pad in contact with the brake rotor in response to the output of the brake system to generate frictional forces that slow the movement of the brake rotor and associated wheels,
The brake system operates in the normal mode by partially pressing the brake pedal and in the parking mode by further pressing the brake pedal, and the golf car is released by stepping on one of the brake pedal and the accelerator pedal when in the parking mode. .
[33" claim-type="Currently amended] 33. The golf car of claim 32, wherein the caliper is arranged between the brake rotor and one or more of the plurality of wheels.
[34" claim-type="Currently amended] 34. The golf car of claim 33, wherein the caliper has a low profile displaceable between the brake rotor and a selected one of the plurality of wheels.
[35" claim-type="Currently amended] 34. The golf car of claim 33, further comprising an accumulator for storing brake energy when in the parking mode of operation, wherein the accumulator maintains a predetermined minimum hydraulic pressure throughout the brake system when in the parking mode of operation.
[36" claim-type="Currently amended] 33. The apparatus of claim 32, further comprising a second caliper assembly having a brake pad in contact with the brake rotor in response to an output of the brake system to generate frictional forces that slow the movement of the brake rotor and associated rotor. The second caliper assembly cooperates with each other to slow the movement of the brake rotor.
[37" claim-type="Currently amended] 37. A golf car according to claim 36, wherein said second caliper assembly is arranged between said brake rotor and a selected one of the plurality of wheels.
[38" claim-type="Currently amended] 38. The golf car of claim 37, wherein the second caliper has a low profile displaceable between the brake rotor and a selected one of the plurality of wheels.
[39" claim-type="Currently amended] The brake pedal of claim 32, wherein the brake pedal has a movement range, the first movement range is smaller than the second movement range, the first movement range corresponds to a normal mode, and the second movement range corresponds to a parking mode. Golf car.
[40" claim-type="Currently amended] 40. The golf car of claim 39, wherein a substantial portion of the total braking force is applied when the brake pedal moves over the first range of motion.
[41" claim-type="Currently amended] 33. The golf car of claim 32, wherein the brake pedal has a range of movement, the range of movement has a stop, the stop defining a lock position for the parking mode, and only one stop position is in the parking mode.

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同族专利:

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公开号 | 公开日

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MXPA01008862A|2004-08-12|

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JP2002538042A|2002-11-12|

---

US6457568B2|2002-10-01|

---

WO2000051860A3|2000-12-21|

---

US20030010581A1|2003-01-16|

---

WO2000051860A2|2000-09-08|

---

PL350459A1|2002-12-16|

---

AU3248800A|2000-09-21|

---

KR100615747B1|2006-08-25|

---

US20010040074A1|2001-11-15|

---

AU3511800A|2000-09-21|

---

EP1173353A4|2005-03-16|

---

US6648105B2|2003-11-18|

---

WO2000051866A9|2001-10-25|

---

US20040104085A1|2004-06-03|

---

CA2370513C|2007-06-26|

---

EP1173353A1|2002-01-23|

---

US6223865B1|2001-05-01|

---

CA2370513A1|2000-09-08|

---

WO2000051866A1|2000-09-08|

---

US7389859B2|2008-06-24|

引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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法律状态:
1999-03-02|Priority to US12240599P

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1999-03-02|Priority to US60/122,405

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2000-03-02|Application filed by 앤 티. 윌라만, 텍스트론, 인크., 추후제출, 헤이스 브레이크, 엘엘씨

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2002-01-10|Publication of KR20020003197A

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2006-08-25|Application granted

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2006-08-25|Publication of KR100615747B1

优先权:

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申请号 | 申请日 | 专利标题

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US12240599P| true| 1999-03-02|1999-03-02|

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US60/122,405|1999-03-02|