AUTOMATIC BRAKE ACTUATOR WITH CONTROLLED RELEASE

Abstract: An automatic brake actuator for motor vehicles which operates to activate the vehicle brakes at a pre-determined rate and at a pre-determined amount of force in pre-determined conditions. In a particular embodiment, the brake actuator is controlled by an electrical control system which includes a switch (83) in the driver's seat that automatically senses the weight of the driver when seated. The brake actuator may be connected to the vehicle's vacuum brake system and may be combined therewith by means of a unique electrically operated air control valve (73, 13) that is inserted in the vacuum brake air path. An additional electrically operated constraining air valve (91) may be provided which insures that the brake actuator is activated gradually at (a pre-determined rate) in order to avoid sudden hazardous stopping of the vehicle. The brake actuator control may include access to other vehicle functions such as theft alarm, etc. to prevent unwanted operation of the vehicle. The control circuit includes provision for maintaining the brakes activated after the driver re-enters the vehicle and until he operates the accelerator pedal or corrects the problems activating the system (low oil pressure, engine overheating, anti-theft or other conditions) that would allow the vehicle to move forward or backwards again.

Description: AUTOMATIC BRAKE ACTUATOR WITH CONTROLLED RELEASE FIELD OF THE INVENTION The invention relates to a novel brake arrangement for automatically applying the brakes of a wheeled vehicle at a pre-determined rate with a pre-determined amount of force when the driver leaves the seat of the vehicle, or when other pre-determined conditions exist. More particu¬ larly, the brakes are not again released when the driver re-enters the driver's seat until he or she takes a spe¬ cific action to correct the pre-determined condition that initially activated the brake before again allowing the vehicle to be moved either forward or backward when he or she operates the vehicle's accelerator pedal. BACKGROUND OF THE INVENTION An earlier filed patent application, U.S. Serial No. 06/346,551 entitled Vehicle Brake Actuator Arrangement, by this applicant, disclosed a vehicle brake actuator that automatically energizes a brake actuator mechani- cally coupled to the vehicle's brake actuating linkage under control of a control circuit that is comprised of an electric seat switch positioned in the driver's seat, which operates through an electrically operated air valve to activate the vehicle's brakes, if the driver for some reason should leave his or her seat, so that the vehicle is prevented from moving without the driver at the con¬ trols. Such an arrangement imparts a high degree of safety improvement to the operation of any vehicle, especially if the vehicle were in an accident and the dr'iver were knocked from the driver's seat, or if the driver, being in a hurry, jumps out of the driver's seat without first disengaging the engine from the drive wheels. The present invention is an improvement to the aforesaid patent application Serial No. 06/346,551 by the same applicant. SUMMARY OF THE INVENTION It has been found that there can be circumstances wherein a driver in a vehicle equipped with the above identified Vehicle Brake Arrangement, after leaving the vehicle's driver's seat, and the vehicle brake actuator has engaged and activated the brakes, is returning to the driver's seat and finds the vehicle starting to move at the moment the seat switch has again operated, before he has had time to grab control of the vehicle. The present invention overcomes this problem by providing additional control of the vehicle brake actuator system that operates to "remember" that the brake actuator has been engaged and holds the brake actuator in its locked position, until it is again unlocked by some positive act of the driver, preferably the operation of the accelerator pedal. This arrangement is especially of value to drivers of emergency vehicles, whose drivers often are under pressure to quickly jump out of the vehicle and in the haste of the moment may forget to disengage the engine from the drive wheels. The memory element that serves to "remember" to keep the brake actuator locked in position may take the form of a relay that operates and is latched in its operated position and stays operated even when the driver re-enters the driver's seat, but it may be any arrangement that is capable of "remembering" to hold the brake actuator locked in an operated condition. It may be a purely electronic memory device such as a flip-flop or a bit in a microcomputer memory, or it may be a mechanical latch that is released by the operation of the vehicle's accelerator pedal. The inclusion of a memory element in the brake actu¬ ator operating linkage provides means for the addition of suitable ways to prevent unauthorized or unwanted use of the vehicle by inclusion of suitably placed contacts and switches in the brake actuator control circuit, as de¬ scribed in greater detail in the following disclosure. In the preferred embodiment of the invention as described below, the brake actuator has been combined with the normal vacuum-operated booster so that the two functions share the apparatus housing and most of the brake actuating apparatus as described below. Means have also been provided to assure a smooth operation of the brake actuator from the moment the seat switch is deactivated in order to avoid a sudden and possibly hazardous deceleration of the vehicle. ' In one of the preferred embodiments, the invention is capable of being retrofitted to an existing brake booster system with only a moderate amount of modifica¬ tion- to the existing power brake system. OBJECTS OF THE INVENTION It is a primary object of the invention to provide an improved brake system with a seat-switch controlled brake actuator that automatically actuates the vehicle's master brake cylinder the moment the driver leaves the seat and so that the brake actuator is not immediately released the moment the driver re-enters the driver's seat. It is another primary object to provide an improved brake system with brake actuator that may be added to an existing brake booster system with a minimum of modifi¬ cation to the booster system. It is still another object to provide an improved brake system with brake actuator that is arranged so that the brake actuator applies a gradually increasing brake action when it operates in order to avoid a sudden hazard¬ ous deceleration of the vehicle. It is still another object to provide an improved brake system with brake actuator and a control system that incorporates switches and contacts which serve to prevent driving the vehicle by an unauthorized person or under unauthorized conditions. It is-still another object to provide an improved brake system with a brake actuator that can be actuated automatically by a speed sensor at low speeds which pre- vents the vehicle from creeping forwards or rolling back¬ wards even with an automatic transmission lever set in the "Drive" or "Reverse" position as when the driver is waiting at a traffic light, bridge opening, etc. It is still another object to provide an improved brake system with brake actuator that has extended brake holding time by means of increased vacuum storage capacity, and one-way check valve. It is still another object to provide an improved brake system with brake actuator that is failsafe, in that the actuator will operate upon engine start-up to make it impossible to move the vehicle if there is a failure in the brake actuator system. It is still another object to provide an improved brake system with brake actuator that is capable of being produced from readily available components and materials and with methods of fabrication that lend themselves readily to production at a reasonable cost. Further objects and advantages of this invention will be apparent from the following detailed description of presently preferred embodiments which are illustrated schematically in the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is an elevational view of the invention showing a combined brake booster and brake actuator in a combined housing attached to a master cylinder assembly; Figure 2 is an elevational part cross-sectional view of the invention showing the combined brake and actuator housing with part of the housing wall removed to show in¬ ternal components of the combined brake booster and actuator; Figure 3 is an elevational cross-sectional fragmen¬ tary enlarged detail view of the invention showing details of the combined booster and actuator control mechanism with the actuator in its energized non-active condition; Figure 3a is an enlarged axial cross-sectional view of the brake actuator valve showing details of its inner construction; Figure 3b is an enlarged transverse view of the brake actuator valve seen along the line 3b-3b of Figure 3a; Figure 4 is an elevational cross-sectional fragmen¬ tary enlarged detail view of the invention showing the details of Figure 3, but with the actuator control mechan¬ ism in its non-energized active condition; Figure 5 is an elevational part cross-sectional view of the invention showing an embodiment with two diaphragms, and some"of the control components. Figure 6 is a schematic circuit diagram of the inven¬ tion showing the electrical control circuit. Figure 7 is a plan diagrammatic view of the invention showing a combined booster and actuator with a combined housing attached to a master cylinder assembly with hy- draulic lines to the wheels. DESCRIPTION OF THE PREFERRED EMBODIMENTS Before explaining the disclosed embodiment of the present invention in detail, it is to be understood that the invention is not limited in its application to the de- tails of the particular arrangements shown, since the in¬ vention is capable of other embodiments. Also, the termin¬ ology used herein is for the purpose of description and not of limitation. Figure 1 shows an automatic brake actuator with con- trolled release according to the present invention, wherein 15 is a combined power brake booster and an automatic brake actuator combined into a single unitary assembly with a housing 12. The housing has on its right hand side a brake control assembly 13 with a brake shaft 17 entering the brake control assembly from the right hand side. The brake shaft 17 is connected to the brake pedal 51, seen in the brake diagrammatic view of Figure 7. Two hydraulic lines are connected to the wheel brakes 52, 53 which are rear wheel drum brakes and the front wheel brakes 54 and 56 which are usually of the disc brake type in present day construction practice. Figure 2 is an enlarged elevational part cross- sectional view of the combined brake booster and brake actuator assembly with part of the outer wall broken away to show the internal construction of the brake con¬ trol assembly, generally at 13. The housing 12 is a generally cylindrical shell 12 containing the elements of the brake booster and the actuator. A generally planar circular diaphragm 19 is disposed inside the housing 12 and concentrically therewith. The diaphragm 19 is constructed from a strong, flexible, air- tight .material which is attached airtightly to the inside perimeter of- the housing 12 and is also attached along its left hand surface to a rigid, generally planar brake plate 20, which also, is disposed concentrically with the housing 12, yieldable, and movable in axial direction in- side said housing 12. The diaphragm 19 with the brake plate 20 divides the space inside the housing into two spaces, namely the left hand space generally at 52 facing the front of the vehicle and the right hand space, generally at 53, facing the rear. The left hand space 52 is connceted via a conduit (not shown) to a vacuum- source which is conventional and usually consists of an engine driven vacuum pump if on a diesel engine or to the intake manifold of a gasoline engine. The right hand space generally at 53 is vented to the at- mosphere through a vent, not shown. The vacuum in the left hand, space 52 is connected to the atmosphere through an air leakage channel which allows a moderate amount of vacuum — typically 7-8 pounds per square inch ("psi") to exist on the left hand side of the diaphragm 19. The diaphragm is maintained in its normal, not braking, right hand position as shown in the figures by a sturdy helical, partially compressed return spring 61, a part of which is seen in Figure 2. The partially compressed return spring 61, disposed coaxially with the brake housing 12, rests with its left hand end against the left hand inner sur¬ face of the brake housing and with its right hand end against the diaphragm plate 20, and exerts enough pressure thereon to overcome the moderate vacuum in the space 52 on the left hand side of the diaphragm, which urges the dia¬ phragm toward the left, against the helical spring 61. The helical spring 61 is positioned in a manner similar to that of the helical spring 62 seen in Figure 5. The leakage path for the vacuum in the space 52 to the left of the diaphragm is controlled by the brake con¬ trol components seen in greater detail in Figure 3, such that when the flow of air into space 52 is reduced, the vacuum will increase, and pull the diaphragm to the left, with the diaphragm plate 20, which is in turn connected with the brake rod 56, and operates the piston(s) *in the -master cylinder 11 and produces hydraulic pressure which is in the conventional manner connected to the wheel brakes by the hydraulic brake lines 14 and 15. The right hand end of the brake rod is flared to form an extended brake rod shoe 56a which rests against the diaphragm plate 20 at the circular recess 57. The diaphragm plate 20 (Figure 3) extends as a cylin- drical tubular projection 48 slidably through a correspond¬ ing circular opening, 59, disposed concentrically in the right hand side of the brake housing 12. The brake shaft 17, disposed concentrically inside said tubular projection, consists of two parts, the outer part 17a and the inner part 17b, said parts joined in a threaded connection 44. An electrical solenoid 31, containing many turns of insu¬ lated wire and terminated in two terminating wires 32 and 33 is positioned concentrically with said brake shaft 17 and contained rigidly between an outer collar 63 at the left hand end of the outer brake rod 17a and an inner collar 64 at the right hand end of the inner brake shaft 17b. The inner collar 64 is sealed airtightly against the inside, larger tubular wall 65 of the tubular projection 48 with the sealing O-ring 39 positioned in a circular groove in said inner collar 64. The entire brake shaft 17 is axially slidable inside tubular projection 48 with the solenoid 31 rigidly attached to said brake shaft 17 but slidable in aforesaid inside larger tubular wall 65. The shaft 17 is shown in its most right hand position with the brakes, not activated, in their normal position. Pressure on the brake pedal 51 (Figure 7) moves the brake shaft axially to the left against the pressure of the helical brake shaft return spring 36, which, at its right hand end rests against the left hand inside surface of the inner collar 64, and at its left hand end against the return spring stop ring 67 and spring retainer ring 68. A cylindrical, disc-shaped, generally planar poppet valve 37 is rigidly attached to the inner brake -shaft section 17b, and axially slidable, snugly fitting against the inside smaller tubular wall 64 of the tubular projec- tion 48. A circular flexible poppet seal 66 is attached to the forward facing surface of the poppet valve 37 ' and meets the rearward facing side of spacer ring 69, which again fits axially slidably on a forward facing cylindrical projection 71 of the inner brake shaft 17b. The forward facing projection 71 is terminated in a spheri¬ cal knob 72 which engages a matching rearward facing con¬ cave cavity in a link ' 63, which in turn abutts against the rearward facing surface 57 of the brake rod 56. Operation of the brake booster when initiated by the driver, operating the brake pedal 51, takes place in a manner which is generally conventional for vacuum assisted brake boosters used in automobiles and trucks, and takes place as follows: The driver operates the brake pedal 51, (Figure 7) which is pivotally attached to the eye 18 of the brake shaft 17. As a result the entire brake shaft 17 moves forward (to the left) against the return spring 36, pushing with it in forward direction the poppet valve 37 with the' poppet seal 66 and the spacer ring 69, which pushes against the rearward facing surface 72 of the in¬ side smaller tubular wall 64 of the tubular projection 48. The tubular projection 48, being part of the diaphragm plate 20, resists the forward directed force with the rear¬ ward directed force of the diaphragm return spring 62. The difference in the two forces causes the flexible poppet seal 66 to be "squeezed" between the spacer ring 69 and the poppet valve 37. As a result, the poppet seal expands towards the inside wall 64 and thereby restrains the air flow from the atmosphere through the vent 34 in the outer brake shaft 17a through the brake actuator cavity 41 and vent 43, the details of which are described below, by the spacer ring 69 and through the vent 21 into the vacuum of the left hand chamber 52 (Figure 2) . As soon as the air flow is restrained, the degree of vacuum in the chamber 52 increases, in other words the air ' pressure goes lower, resulting in reduced pressure on the left hand side of the diaphragm 19 causing the diaphragm to move axially forward with its plate 20. The forward motion relieves the pressure on the poppet seal 66 just enough to ensure that the diaphragm plate is moved forward a distance cor¬ responding to the displacement of the brake shaft 17, caused by the driver depressing the brake pedal 51 (Figure 3) It follows that complete stoppage of the air flow, described above, would cause the vacuum in chamber 52 to develop to its full force, since air is continuously withdrawn from the chamber 52 by the vehicle's vacuum source, and thereby develop the maximum, full braking force on the diaphragm plate 20, which is, as described above, coupled to the master cylinder 11 through the brake rod 56. The brake actuator, according to the present invention, operates on the principle of stopping the air flow through the vent 34 by means of an actuator valve, controlled by the solenoid 31, when the actuator control apparatus senses a need for stopping the vehicle. The brake actuator valve seen as parts of Figures 3 and 4 and in enlarged detail view in Figures 3a and 3b, comprises a cylindrical elongated plunger 73 made from magnetic material and positioned coaxially with aforesaid bra e . shaft 17, inside and axially slidable in a matching cylindrical cavity 41, which forms part of the vacuum leakage passage beginning with the air inlet vent 34 and the air outlet vent 43. The plunger 73 has, as better seen in Figures 3a and 3b, a circular flange 81 at the right hand end of the plunger. The plunger body has axially oriented, circumferentially disposed grooves 74 which extend as circular apertures 74a through the flange 81. A helical spring 42 is positioned coaxially with the body of the plunger 73 and attached, at its right hand end, to the leftward facing surface of the flange 81 and at its left hand end it is attached to the rightward fac¬ ing surface of an extended cylindrical space 79, which is an extension of the cylindrical space 41 containing the plunger body 73 and serves to provide space for the spring 42. The helical spring 42, being attached at both ends, operates to exert a pulling force in leftward direction on the plunger 73; at the same time the solenoid 31, when en¬ ergized, exerts a still stronger rightward force on the plunger which is shown in its most right hand position on Figure 3 and in the enlarged Figures 3a and 3b, and in its most left hand position in Figure 4, with the left hand end surface of the plunger 73 abutted against the left hand end, to the right facing inside end surface 41a of the cavity 41. The plunger, in its right hand position, with the solenoid 31 energized, provides for air passage from the vent inlet 34 through vent opening 77 and through the groove holes 74a in the plunger flange 81, through the grooves 74 and through the vent 76 and from there, as ex- plained above, to the vacuum space 52 (Figure 2) . Con¬ versely, when the plunger is at its most left hand posi¬ tion, as shown in phantom lines in Figure 3b, the plunger body 73 is blocking the flow of air, and therefore, pro¬ vides for complete activation of the brakes, which as explained above, takes place when the solenoid 31 is de- energized. The blocking of the air flow in the plunger's most left hand position is effected by the left hand, leftward facing surface 73a of the plunger body 73 being urged by the spring 42 against the right facing mouth 76 of the vent pipe 43, shown in phantom line in Figure 3b. The circumference of the mouth 76, as seen, is completely in¬ side the cross section of the grooves 74 in the plunger body 73, and therefore it follows, no air can pass through the valve when the solenoid 31 is de-energized. The invention as described above is based on its use in combination with a conventional hydraulic master brake cylinder using a vacuum assisted power brake canister. There are other versions of power brakes, and in all cases wh'ere a power air brake is provided and where the brake may be activated at a point in the flow of air connected with the brake by means of a controlled valve, it follows that the present inventive concept may be applied to attain the objects listed above. Figure 5 shows in an elevational, cross-sectional view a power vacuum brake constructed by the Bendix Corpor- ation which uses two coordinated diaphragms. The following description thereof is based on a service bulletin pub¬ lished by that Corporation. The use of two diaphragms has the advantage of providing twice the braking power, com¬ pared with the brake booster described with Figure 2, in a single compact housing. In order to avoid repetitious description, the elements of the brake booster shown in Figure 5 are shown with the same reference number as the corresponding elements in Figure 2, except an "8" has been prefaced to those ele- ments relating to the front diaphragm and a "9" has been prefaced to those elements relating to the rear diaphragm. The elements of the brake control assembly 13 that are similar have been given the same reference numbers. The arrow F points to the front of the vehicle. In Figure 5, the front diaphragm 819 is connected with front plate 820 which engages the brake rod 56 as described above with Figure 2. The rear space 952 is connected to the vehicle's vacuum source through an elec¬ trically controlled air valve 91 known as a "Skinner Valve", but other types of air valves are known and suitable for this application. An interior wall 96 divides the space inside the housing into the two spaces 852 and 952 which both are connected to the vacuum source. A vent 97 in the wall 48 of tubular projection 848 extending from the front plate 820 transmits vacuum from the space 852 to the space 952. The Skinner valve 91, which is conventional, contains a solenoid which is energized from two terminal leads 94 such that when the solenoid (98 in Figure 6) .is energized, the flow of air through the valve from the inlet 92 to the outlet 93 is constrained. -The Skinner valve serves to reduce the rate of air flow from the chambers 852 and 952 to the vacuum source when the actuator is operated in order to provide a gradual application of the brakes rather than an abrupt sudden application which may be hazardous. The Skinner valve is operated simultaneously with the brake actuator control 13, but not during normal brake actuation which is initiated by the driver depressing the brake pedal 51. . It follows that the Skinner valve may be applied also to the single diaphragm version of the brake booster shown in Figure 2, in which case it would be attached at a con¬ venient point of access to the left hand space 52. The electrical control mechanism for the brake actua¬ tor described herein, is shown in the schematic circuit diagram in Figure 6. In the diagram 87 is the vehicle's battery, usually with its negative terminal connected to the vehicle frame and the positive terminal connected to the ignition switch 82. A seat switch 83 is installed in the driver's seat and operates so that its contacts are closed when the driver is seated and open when-he is not seated. The seat switch is connected to the coil of a first relay Rl having a make contact rl also connected to the seat switch. The make contact rl continues to the upper terminal of the coil of a second relay R2 wh-ich has two make contacts r2' and r2" (86 and 85 respectively) . Contact r2" is connected between the lower terminal of coil R2 and frame and is parallel-connected with a gas pedal connected switch 84 with a make contact. The con¬ tact r2' (86) continues to the operating solenoid 31 of the brake actuator and to the operating coil 98 of the Skinner valve 91, if used. OPERATION The automatic brake actuator operates as follows: A driver sits on the driver's seat which closes the seat switch 83. He turns the ignition switch 82 to the "run" position in preparation for starting the engine. He starts the engine. The seat switch energizes the coil Rl of the first relay, which, operating its make contact rl, allows positive battery power to flow to the coil R2 of the second relay, which not yet operates because gas pedal contact 84 is open and make contact 85 is open. When the driver depresses the accelerator pedal (51 of Figure 7) , contacts 84 make and complete the operating cir¬ cuit for the second relay R2, which operates and closes its make contacts r2" (85) , which, in turn extends posi¬ tive battery power to coil 31 of the brake actuator and to the coil 98 of the Skinner switch if provided. The driver can now operate the vehicle since the positive battery power has operated brake actuator coil 31 which takes the pressure off the brake shaft actuator 17 and re¬ moves braking action from the wheels as described above. In driving the vehicle, the driver can remove his foot from the accelerator and open contact 84 of the gas pedal switch, but the second relay R2 will stay operated locked to its own make contact r2" . If, however, the driver leaves his seat, R2 will immediately release since the seat switch 83 contact will open, and the brake actuator coil 31 will be de-energized and actuate the brakes. In order to avoid momentary releases of the relays Rl and R2 if the vehicle bounces over some obstacle, allowing the driver's weight to leave the seat and the seat switch momentarily to open, capacitor (C) in series with a current limiting resistor R serves to keep relay Rl operating for some time, typically a few seconds, in order to avoid unwanted repeated application of the brake actuator. Other means may be used to effect slow release of the relays such as specially constructed armatures or other suitable means. When the driver leaves the seat, if he should neglect to stop or disconnect the engine, the seat switch 83 will open, and the relays Rl and R2 drop, de-energizing the brake actuator solenoid 31, the valve plunger 73 is released and is thrown to its left hand,- braking position, causing the vacuum to operate the brake actuating arm 56 which will apply pressure to the master cylinder and bring the vehicle to a halt. When the ' driver later re-enters the seat, the brakes remain locked or "on"; that is, the brake actuator sole¬ noid 31 stays de-energized, and the vehicle is prevented from moving forward until the driver actuates the acceler¬ ator pedal 51, which causes the accelerator switch 84 to momentarily close and the relays Rl and R2 to operate. The control system described above is well suited to implement means for preventing unauthorized use of the vehicle. Such means may consist of a normally closed con¬ tact in a convenient place in the circuit. A break con¬ tact 70 is shown in series with the coil of the first re¬ lay Rl which may represent a contact connected with a theft alarm connected to the vehicle, or could be used in connection with some device to require the driver to pass a sobriety test in the form of a breath-analyzer test or the like before releasing the brakes. An anti-collision system could also be incorporated. A make contact 75 may be a push contact at the driver's seat which a driver may conveniently operate momentarily in order to prevent the vehicle from creeping forward when stopped at a traffic signal, bridge opening, etc. In cases where it .is desirable to maintain the vehicle braked with the brake actuator for any length of time with¬ out the engine operating, it .us possible to add a vacuum tank 66 (Figure 7) and a one-way check valve to the ve- hide's vacuum system. The larger volume of vacuum thus attained can maintain the brakes operated for a long time depending on the volume of the tank and leakage in the system. In case a tank is used, a one-way check valve 67 may be inserted in the vacuum line 69 to the pump 68 or manifold in order to prevent the vacuum in the tank from leaking from the tank through the vacuum pump or intake manifold when the engine is stopped. Braking action by means of the brake power booster operates as follows: The brake pedal 51 is depressed by the driver in order to start braking. The brake shaft 17, attached to the brake pedal at the brake shaft eyelet 18, is driven to the left, as best seen in Figure 3. In the invention as disclosed above, the forces of the vacuum acting on the diaphragm is the force used to ac- tivate the brakes through the master cylinder and piston, and a return spring (62 in Figure 5) is acting against the force of the vacuum. This is the mode of operation usual¬ ly provided in power brakes for automobiles. In a differ¬ ent mode of operation ' , the two forces are reversed such that the spring force is used to activate the brakes while the force of vacuum acts against the spring to release the brakes. Such an arrangement has the advantage that the spring force may hold the brakes operated indefinitely with a pre-determined amount of force — unlike the pres- sure created by the vacuum force that may be lost as the vacuum is lost through leakage. The linkage between the brake pedal and the brake ac¬ tuator is described above using a brake shaft directly connected as a push rod between the brake actuator and the brake pedal. It follows that such linkage could in¬ clude pulling force elements, directly from the brake pedal to an externally mounted diaphragm operated vacuum cannis- ter, such as with steel cable or section of chain. The brake actuator control is described using two interacting relays Rl and R2. It follows that there are many other ways in which such an actuator could be con¬ trolled, while still attaining the same results. As examples, solid state components and logic circuits such as "Flip-Flops", "And" and "Or" gates may be used, or stored program control using a dedicated micro-computer or a general micro-computer as now used in many automobiles for engine controls and so forth. It follows that the brake actuator control may be coupled to vehicle alarms, such as horns or lights in order to indicate the vehicles unauthorized use. The system is capable of multiple functions and mul¬ tiple applications.

Claims: I CLAIM: 1. An improved vehicle brake actuator arrangement comprising: a vacuum source; a vacuum brake actuator in fluid communication with said vacuum source- a housing containing at least one movable vacuum responsive member; said movable vacuum responsive member opera- tively engaging linkage means operatively connecting said movable vacuum responsive member with said vehicle's brakes; brake actuator control means comprising a sensor and an air valve operatively communicating with said movable vacuum responsive member to actuate said vehicle's brakes when said sensor is operated; the improvement comprising: memory means having a brake-actuated and a brake-released state, said brake actuated and said brake-released states mutually exclusive, said memory means operatively communicating with said brake actuator control means; switch means operatively responsive to a pre¬ determined condition; said memory means operatively responsive to said sensor and to said switch means, such that said sensor operates to set said memory means to said brake-actuated state which remains in that state until the driver again operates said switch means subse¬ quently causing said memory means to be set to said brake-released state. 2. An improved vehicle brake actuator arrangement as recited in claim 1 wherein said brake actuator control means further comprises: a first relay and a second relay, having two mutually exclusive states, namely a brake-actuated and a brake-released state; said first relay operatively responsive to said sensor, and operatively engaging said second relay to said brake-released state; said second relay further operatively responsive to said switch means, said se¬ cond relay having a first and a second set of make contacts, said second set of make contacts operating to provide a self-holding path for holding said second relay in said brake-released state, said first set of make contacts operatively communicating with said brake actuator control means. 3. An improved vehicle brake actuator arrangement as recited in claim 1 wherein said vacuum brake actuator is combined with a vehicle brake power booster to form a unitary assembly, said brake power booster having a dia- phragm. 4. An improved vehicle brake actuator arrangement as recited in claim 3 wherein said brake actuator arrange¬ ment is combined with said vehicle brake power booster to form a unitary assembly both contained in said housing. 5. An improved vehicle brake actuator arrangement as recited in claim 4 wherein said brake actuator is com¬ bined with said brake power booster such that said movable vacuum responsive member is combined with said brake power booster diaphragm to form a unitary combined brake booster and actuator diaphragm, said unitary diaphragm operatively responsive to said brake actuator control means. 6. An improved vehicle brake actuator arrangement as recited in claim 2 wherein said brake actuator control means further comprises an actuator valve, said valve operatively communicating with said movable vacuum re- sponsive member, and operatively responsive to said brake actuator control means; said actuator valve having two mutually ex¬ clusive states, namely a brake-actuated state and a brake-released state, said mutually exclusive states correspond¬ ing to and operatively responsive to said mutually exclusive brake-actuated and said brake-released states of said second relay. 7. An improved vehicle brake actuator arrangement as recited in claim 6 wherein said actuator valve further comprises: a valve plunger; a solenoid; a valve plunger return spring; said valve plunger constructed of a magnetic material and operatively responsive to said solenoid, said solenoid operatively communicating with and responsive to said second relay; said valve plunger having two mutually exclu¬ sive positions, namely a brake-released position and a brake-actuated position, _ such that said solenoid, when activated by said second relay, draws said valve plunger to its brake-released position against said valve plunger return spring and further such that said solenoid when not activated by said second relay allows said return spring to move said valve plunger to its brake- actuated position. 8. An improved vehicle brake actuator arrangement as recited in claim 7 wherein said movable vacuum respon¬ sive member is a generally planar, circular diaphragm having a front and a rear side; said diaphragm front side in fluid communication with said vacuum source; said diaphragm rear side in fluid communication with atmospheric air through an air channel; said actuator valve interposed between .- • ; ' •: said diaphragm rear side and the atmosphere in said air channel. 9. An improved vehicle brake actuator arrangement as recited in claim 8 wherein said actuator valve is physically combined with said unitary brake assembly of said brake actuator and said brake power booster. 10. An improved vehicle brake actuator arrangement as recited in claim 1 wherein said brake actuator control means further comprises means for activating said brake actuator arrangement to brake said vehicle in cases of un- desired operation of the vehicle. 11. An improved vehicle brake actuator arrangement as recited in claim 10 wherein said means for activating said brake actuator arrangement further comprises a ve¬ hicle theft deterrent system. 12. An improved vehicle brake actuator arrangement as recited in claim 10 wherein said means for activating said brake actuator arrangement further comprises means for detecting driver sobriety or proximity to another vehicle or object. 13. An improved vehicle brake actuator arrangement as recited in claim 10 wherein said means for activating said brake actuator arrangement further comprises a push¬ button at the driver's seat that operates to activate said brake actuator. 14. An improved vehicle brake actuator arrangement as recited in claim 10 wherein said means for activating said brake actuator arrangement further comprises a vehicle speed sensing element, set to activate said brake actuator when the vehicle reduces its speed to a preselected low value. 15. An improved vehicle brake actuator arrangement as recited in claim 1 wherein said vacuum source further comprises: a vacuum tank; a one-way check valve, said vacuum tank in fluid communication with said vacuum source, said one-way check value inter¬ posed between said vacuum tank and said vacuum source such that air can move only in the direction from said vacuum source to said vacuum tank, said vacuum tank in fluid communication with said vacuum brake actuator. 16. An improved vehicle brake actuator arrangement as recited in claim 8 further comprising an air flow con¬ straining valve interposed in the air flow channel be¬ tween said vacuum source and said front side of said dia- phragm, , said air flow constraining valve comprising: constraining valve control solenoid; constraining valve inlet side; constraining valve outlet side; constraining valve air flow control member re- sponsive to said constraining valve con¬ trol solenoid, said air flow control member having an air flow open position and an air flow constraining position; said air flow constraining position operating to limit the air flow from said constraining valve inlet side to said valve outlet side when said valve control solenoid is not energized and conversely operating to not limit the air flow when said solenoid is energized; said air flow constraining valve control solenoid electrically connected with said brake actu¬ ator control means such as to operate in correspondence with said brake actuator control means and such as to operate in correspondence with said brake actuator. 17. An improved vehicle brake actuator arrangement as recited in claim 1 further comprising at least one movable vacuum responsive member. 18. An improved vehicle brake actuator arrangement as recited in claim 16 wherein said at least two movable vacuum responsive members are combined with said vehicle brake power booster to form a unitary assembly contained in said housing. 19. An improved vehicle brake actuator arrangement as recited in claim 1 wherein said linkage means further comprises at least one link interposed between said mov¬ able vacuum responsive member and said brakes. 20. An improved vehicle brake actuator arrangement as recited in claim 19 wherein at least one of said links exerts a pulling force between said movable vacuum re¬ sponsive member and said brakes. 21. An improved vehicle brake actuator arrangement as recited in claim 1 wherein said vacuum source exerts a pulling force on said movable vacuum responsive member against a compression spring, said compression spring ex¬ erting a repelling force on said movable vacuum responsive member, said repelling force operatively engaging said linkage means to operate said vehicle brakes.

Inventors: FONTAINE WILLIAM G, FONTAINE, WILLIAM, G.
Applicants: FAIL SAFE BRAKE CORP, FAIL SAFE BRAKE CORPORATION
Application year: 1985
Main classification: B60T7
IPC codes: B60T7, B60T13