BRAKE SYSTEM WITH ADAPTED ACTIVATION MECHANISM

Abstract

The brake system with an adapted activation mechanism (100) shown schematically in FIG. 1 solves the problem of efficient, ergonomically simple braking on vehicles such as; cross-country skateboards, classic skateboards, skis, and/or any related means of transport. The entire brake system with a customized activation mechanism (100) represents an advanced solution that, in addition to the primary, innovative solution of effective braking, offers a series of additional solutions that make the mentioned means of transport more efficient, safer, and more user-friendly. The proposed innovative sensory and communication solutions of the invention enable information expansion and enrichment with interesting and easily accessible data for end users.

Description

The subject of the invention is a universal brake system with an adapted activation mechanism for a ‘cross-country skateboard, classic skateboard, ski, inline skates, rollerblades or any related means of transport’ (hereinafter ‘skateboard with wheels’), which is constructed in such a way that it is operatively attached on the frame of the means of transport-e.g. a skateboard with wheels used to move on the ground.

The technical problem solved by the invention is the design of a brake system with an adapted activation mechanism that enables easy braking by pressing or by the vertical inclination of the heel of the shoe to the support plate on which the binding for fastening the shoe of the user is placed. Due to this design, the entire structure is compact, simple, affordable, and insensitive to specific external influences.

FIELD OF THE INVENTION

The present invention relates to a brake assembly for a means of transport with wheels, such as a cross-country skateboard, skis on wheels, skis, inline skates, rollerblades, and similar means of transportation.

BACKGROUND OF THE INVENTION

Movement or mobility is one of the essential activities for humans. The development of human mobility ranges from simple walking as the primary form of movement to travel in spacecraft. A vital role in the development of human mobility was played by technological development, which enabled faster forms of mobility and alternative forms of propulsion. A key breakthrough in mobility development is the bicycle's invention, which enabled a faster and more efficient form of human movement. Due to the primary purpose of mobility and the tendency to make mobility as efficient as possible, development has been directed at the search for various efficient alternative drives for many decades. With the development of human society, and especially with the development of sports activities, the trends in the development of mobility have also changed, and human-powered means of transport have regained popularity. The popularity of cycling, rollerblading, skateboarding, and roller skiing, especially roller running, has increased mainly because they can be practiced as a sporting, leisure activity.

Means of transport intended for movement, which contains wheels, need technical solutions or systems for controlling the speed at which the wheeled vehicle moves. This may include vehicles powered by human interaction or powered by other drives. One of the problems associated with these systems is speed regulation and/or braking of such a means of transport. Many existing systems use primitive braking mechanisms that require the user to make specific movements of individual limbs or body movements. A familiar example of brake mechanism activation is bending the user's leg when operating the brake mechanism. This can be very cumbersome for the user, especially for a beginner with relatively little experience managing a vehicle, which can prove very negative when turning or moving on inclined surfaces. Additionally, many of these existing brake mechanisms operate on the outside of the wheel. They are thus prone to variable performance due to dirt, gravel, water, etc., which may accumulate on the wheels or the brake mechanism.

Several attempts have been made to improve the braking systems of wheeled vehicles, such as inline skates, roller skis, scooters, inline skates, rollerblades, and similar vehicles. Certain heretofore known solutions disclose a skiing emulation device equipped with brake mechanisms adapted to contact one of its wheels and an associated brake lever for operating the brake mechanism. The brake lever is mounted on the ski pole and includes a brake cable that connects the brake lever to the brake mechanism. The user operates the brake lever by directing the braking force to the wheel of the ski emulation device. The solution is ergonomically unfriendly, and the wire connection between the brake lever and the brake mechanism can hinder the user. During use, for example, the wire can become tangled or rub against the user, causing the user to be disturbed or even damaged. Subsequently, solutions have been proposed that solve the aforementioned problem by providing wireless activation of the heel brake pad or brake wheel mechanism, with the activation device placed on the user's wrist. Activated by the user with a wrist flick, the activation device causes the heel brake pad or brake wheel mechanism to engage. The solution eliminates the aforementioned problem of the wired connection. Still, the issue of rather unfriendly ergonomics remains. At the same time, a new problem of the reliability of wireless communication between the activation device and the brake mechanism arises.

The presented invention was created to solve known problems related to existing solutions and, at the same time, as an advanced solution that will enable users to provide a safe, ergonomic, user-intuitive, and reliable solution for braking systems of means of transport with wheels, such as cross-country skateboards, roller skis, scooters, inline skates, rollerblades and similar means of transportation.

In the following, the invention is described in more detail based on pictures. In doing so, they show:

FIG. 1 Schematic representation of the basic components of a brake system with an adapted activation mechanism

FIG. 2 schematic diagram of the construction of the braking system with an adapted activation mechanism at rest and while driving: when using the braking method with the carrier plate extension

FIG. 3 schematic illustration of the construction of the braking system with an adapted activation mechanism at the moment of braking: when using the braking method with the extension of the carrier plate

FIG. 4 is a schematic representation of the construction of the brake system with an adapted activation mechanism when using the braking method with a brake pad. disc brake

FIG. 5 Schematic representation of the construction of the braking system with an adapted activation mechanism when using the braking method with the brake wheel

FIG. 6 is a schematic representation of the construction of the brake system with an adapted activation mechanism as part of the implementation with an electronic activation system

The brake system with an adapted activation mechanism according to the presented invention consists of the following components of the system 100: the entire activation brake system 200; which, in the case of the mechanical version, is formed by the rear cushioning element 201, the flexible coupling 202, the load-bearing plate 204 and the front cushioning element 205, and in the case of the electronic version, the electronic activation system 213, consisting of a sensor, battery and actuator component. The listed components 201, 202, 204, 205, and 213 can form a combination of an implementation of the activation mechanism. The activation brake mechanism 200 is connected to brake mechanism 206, which is responsible for triggering and controlling brake mechanism 206. The brake mechanism 206 can also be connected to the sensor system 209, whose task is to measure physical quantities (revolutions, torque, inclination ...) , storing, processing, and transferring data to the user's smart mobile device 300 via a wireless (e.g. Bluetooth) connection 301. The sensor system 209, integrated into the wheel of the skateboard with wheels 208, contains a microcontroller and all other components necessary to measure the revolutions of the wheel, calculation of distance traveled, analysis of torque, acceleration and driving speed, fall detection, use of the ABS braking system and all other similar parameters during driving that are available at this level. The sensor system 209 is connected to the user's smart mobile device 300 via the established wireless Bluetooth connection 301, which, with the help of a mobile application, enables the observation of all currently captured parameters while driving and a review of the history of these parameters of all past drives.

At the same time, the sensor system 209 has a permanent two-way communication connection with the brake mechanism 206 and thus forms an active brake system.

The damping elements 201 and 205 in the implementation can be mechanical springs, hydraulic shock absorbers, pneumatic shock absorbers, flexible parts (e.g. elastomer), or components similar to the above. The purpose of depreciation elements 201 and 205 is more functional. The primary task of the constellation-mounted damping elements 201 and 205 is the activation and control of the brake mechanism 206 when the intention of the user is clearly expressed, which is reflected by the appropriate magnitude and direction of the force. The secondary task of the installed or installed damping elements 201 and 205 is to compensate for the impact of external disturbances, which may result from uneven ground, small obstacles on the ground, and accidental changes in the user's center of gravity during normal movement.

In practice, several implementations and combinations of damping elements are possible: rear 201, front 205, rear 201, and front 205, or a constellation of several. At the same time, it is important to state that the braking system works equivalently in all combinations. The use of the rear 201 and the front 205 shocks absorbing element provides an additional function of a shock absorber, which, in addition to the basic functionality of braking, brings a more comfortable ride on the ground 212. The flexible coupling 202 represents the junction point between the support plate 204 and the means of transport 203, which is movable and thus adjustable according to the user's wishes. The flexible coupling 202 allows setting the braking sensitivity (harder or softer) or the lower limit of the size and direction of the force required to trigger the activation mechanism 201, the setting itself also depends on the user's driving style, the surface, and the slope of the terrain. The physical design of the flexible mounting 202 can be different, it can be entirely mechanically rigid, but it is also possible to design it with an already integrated damping element (example of rubber-elastic mounting). On the upper side of the supporting plate, 204 is a tie for attaching the user's shoe 207. On the lower side of the supporting plate, 204 are attached to the cushioning element 201, the flexible fastening 202, and the cushioning element 205; all of the above are further attached to the means of transport 203. Several versions of the brake mechanism 206 can be distinguished: an example of the version of the brake mechanism with an extension of the supporting plate 204 (FIGS. 2 and 3), an example of the version of the brake mechanism with a disc brake or brake lining 210 (FIG. 4), an example of a brake mechanism with a brake wheel 211 (FIG. 5), an example of a brake mechanism with an electromagnetic brake or an example of a brake mechanism with any other known form of the brake. The implementations are additionally shown in individual pictures.

In the case of the implementation of the activation mechanism 200 with the electronic activation system 213, shown in FIG. 6, the detection of the appropriate magnitude and direction of the user's force is carried out with an electronic sensor (force sensor made with measuring slips or piezo elements, etc.), where the latter's response is appropriately processed and transmitted to an actuator that activates and controls the brake mechanism 206.

Regardless of the type of implementation of the activation mechanism 200, the user experience in terms of characteristic movements is identical, which is an advantage since the user does not need additional training.

When braking is not required during driving, the shock-absorbing elements at the back 201 and the front 205 are in the rest position. The brake mechanism 206 and the wheel of the skateboard with the wheels 208 are not in contact. The positions of the components in the rest position are shown in FIG. 2. At the moment of need to brake, the user presses the heel of the shoe 207 on the support plate 204 and thereby indirectly activates the brake mechanism 206, which starts sliding on the skateboard wheel with wheels 208. braking is activated. The damping element 201 is in the lower position, and the damping element 205 is in the upper position. Depending on the size and direction of the force of the heel of shoe 207 on the support plate 204, the size and direction of the braking force depend. The positions of the components in the braking phase are shown in FIG. 3. When using a brake mechanism with a disc brake or brake lining 210, it presses the brake caliper against the skateboard wheel with wheels 208 and starts braking (FIG. 4). A similar thing happens when using a brake mechanism with a brake wheel 211, where it begins to slide on the rear wheel 208 and causes braking (FIG. 5).

In the case of using the braking mechanism 206 shown in FIG. 3, the user with a slight inclination of the shoe 207 in the spatial-geometrical direction ‘Z’, where a sufficient amount of force is generated, the rear wheel of the skateboard with wheels 208, in connection with the activation mechanism 200, comes into direct contact with the brake mechanism 206. In this way, the braking action occurs. The front wheel positioned in front of the actuation mechanism 200 may, but not necessarily, be connected to the brake mechanism 206 and remain in full contact with ground 212, preventing skidding in the event of full braking. In this way, a more efficient and stable braking effect is achieved with an appropriate gesture or movement of the user's limb, which is transferred to the inclination of the user's shoe 207, so that (at least) the front wheel remains in full contact with the base 212. When the clearly expressed intention of the user after braking ceases, the inclination of the shoe returns the wearer 207 to the starting position shown in FIG. 2, releasing the operation of the brake mechanism 206.

In the case of using the brake mechanism 206 with a disc brake or brake lining 210 shown in FIG. 4, the user with a slight tilt of the shoe 207 in the spatial-geometrical direction ‘Z’ causes a sufficient amount of force to be generated, which, via the activation mechanism 200, causes the brake mechanism 206 to press the brake shoe against the wheel and start by braking, wherein the magnitude of the braking force is directly proportional to the magnitude of the pressure force of the user's shoe 207. Similar to the previous example, the front wheel placed in front of the actuation mechanism 200 may, but not necessarily, be connected to braking mechanism 206 and remain in full contact with base 212, which prevents sliding in case of full braking. In this way, we achieve a more efficient and stable braking effect with an appropriate gesture or movement of the user's limb, which is transferred to the inclination of the user's shoe 207, so that (at least) the front wheel remains in full contact with the base 212. Upon partial or complete cessation of the clearly expressed intention of the user after braking, which is represented by the inclination of the user's shoe 207, the braking force decreases in direct proportion until the user's shoe 207 returns to the starting position, whereby the operation of the braking mechanism 206 is completely released.

In the case of using the brake mechanism 206 with the brake wheel, 211 shown in FIG. 5, the user with a slight inclination of the shoe 207 in the spatial-geometrical direction ‘Z’ causes a sufficient amount of force to be generated, which, via the activation mechanism 200, causes the brake mechanism 206 squeezes the brake wheel against the wheel 208 and begins braking, the magnitude of the braking force being directly proportional to the magnitude of the pressure force of the user's shoe 207. Similar to the previous examples, the front wheel placed in front of the activation mechanism 200 may, but not necessarily, be connected to the brake mechanism 206 and remains in full contact with the base 212, preventing sliding in the event of full braking. In this way, we achieve a more efficient and stable braking effect with an appropriate gesture or movement of the user's limb, which is transferred to the inclination of the user's shoe 207, so that (at least) the front wheel remains in full contact with the base 212. Upon partial or complete cessation of the clearly expressed intention of the user after braking, which is represented by the inclination of the user's shoe 207, the braking force is reduced in direct proportion until the user's shoe 207 returns to the starting position, releasing the operation of the brake mechanism 206 to the initial setting. A specific feature of the brake mechanism 206 with the brake wheel 211 is that it can be set to permanent operation, whereby the user feels this as an additional burden to overcome (e.g., driving on a flat surface behaves like driving uphill).

In the case of using the activation mechanism 200 with the electronic activation system, 213 and various braking mechanisms shown in FIG. 6, the user with a slight inclination of the shoe 207 in the spatial-geometrical direction ‘Z’ causes a sufficient amount of force to be generated, which via the activation mechanism 200 causes controlled operation of the brake mechanism 206 via electronic detection of the appropriate magnitude and direction of the user's force. The braking force of the braking mechanism 206 is always directly proportional to the measured force of the electronic activation system 213. Upon partial or complete cessation of the user's clearly expressed intention to brake, which is represented by the inclination of the user's shoe 207, the braking force decreases in direct proportion until the user's shoe 207 does not return to the starting position, fully releasing the operation of the brake mechanism 206 to the initial setting.

Braking of the rear wheel 208 in connection with the activation brake mechanism 200 is achieved by providing vertical pressure of the brake 206 on the rear wheel 208. In this way, the wheel is loaded only during the braking phase since the wheel comes into contact with the brake 206 with the inclination of the user's shoe 207.

The advantage of the described braking implementations is the indirect self-regulation of the braking effect. Namely, he leans back slightly so that the user does not lose his balance when braking and starts braking. The more it leans back, the greater the braking effect. The reverse happens when the user leans forward again. This reduces the braking effect, restores balance, and continues driving. The force with which the brake mechanism 206 acts on the wheel 208 is transmitted directly to the base 212. Thus, the force exerted by the brake mechanism 206 on wheel 208 is directly proportional to the force of wheel 208 on the surface of the base 212. With a large braking force, there will also be a large ground force of 212, representing effective and rapid braking.

As noted, a large braking effect will occur with a greater backward inclination of the user's shoe 207 and a lesser braking impact with a smaller inclination of shoe 207. During braking, the force applied by the braking mechanism 206 to the wheel 208 is transferred to the base 212. This creates an increased frictional force between the base 212 and the wheel of the wheeled skateboard 208, thereby preventing the user from slipping and consequently falling to a greater extent.

Such a method enables easy, controlled, and consistent brake use. In the described manner, the braking force can be easily adjusted by tilting shoe 207. In this way, the activation brake mechanism enables comfortable use of the brake with ergonomic force metering.

Claims

1. A braking system with an adapted activation mechanism, comprising:

a sensor system with enabled wireless communication to a mobile communication device, a braking mechanism, and an activation mechanism, which can be realized mechanically, electrically or electromechanically and which is intended to the controlled release of the brake and thus the braking of the means of transport which is powered by a person or a motor.

2. The brake system, according to claim 1, wherein the activation mechanism is triggered by the user's foot and can be realized mechanically, electrically, or electromechanically, whereby the human mechanics of use are the same, which activates the controlled operation of the braking mechanism.

3. The brake system, according to claim 1, wherein the activation mechanism, which, in the case of a mechanical design, consists of a supporting plate, at least one or more shock-absorbing elements, and at least one movable adjustable coupling movably connected to the means of transport.

4. The brake system, according to claim 1, wherein the activation mechanism, which, in the mechanical design, is with at least one shock absorber element or several shock absorber elements and a movable adjustable coupling with at least one movably connected to the means of transport, where the size is set and the direction of the activation force, which the user must provide as a combination of the number of cushioning elements, their elasticity and the position of the junction between at least one movable adjustable clamp movably connected to the means of transport.

5. The brake system, according to claim 1, wherein the activation mechanism, where, in the mechanical version, only under the influence of the user's weight, at least one shock absorber element or several shock absorber elements keeps the supporting plate in a neutral equilibrium position and does not activate the brake mechanism without clear intentions of the user by changing the direction of force action.

6. The brake system, according to claim 1, wherein the activation mechanism, which in the case of an electric version consists of a force sensor installed on the support plate, a battery storage unit, and an electric actuator installed on the means of transport.

7. The brake system, according to claim 1, wherein the activation mechanism can be connected to any implementation of the braking system, which can be purely mechanical, such as, e.g., direct brake with increasing resistance to the wheel, brake with mechanical calipers and disc, or mechanical brake with drum, as electric or magnetic brake or electromechanical brakes, such as brake with mechanical calipers and disc and ABS system.

8. The brake system, according to claim 1, wherein the activation mechanism is activated continuously depending on the magnitude and direction of the activation force caused by the user or discretely if a certain magnitude of the activation force is exceeded.

9. The brake system, according to claim 1, wherein the activation mechanism can be set to hold the brake mechanism in a partially engaged state, thereby creating additional resistance to be overcome by the user.

10. The brake system, according to claim 1, wherein the-sensor system enables the measurement, partial processing, storage, and transmission of speed, torque, and other physical quantities of the means of transport.

11. The brake system, according to claim 1, wherein the sensor system enables a direct and two-way communication connection with the brake mechanism.

12. The brake system, according to claim 1, wherein the sensor system enables a wireless communication connection with the user's mobile device and encrypted data transmission in both directions.

13. The brake system, according to claim 1, wherein the sensor system enables a wireless communication connection with a mobile device and thus activation and control of security protection against unauthorized use.

14. The brake system, according to claim 1, wherein the sensor system enables the collection, processing, and storage of data on the wear of the brake mechanism and the wheels of the skateboard and the transfer of the collected data to a mobile device via a communication link.