Background Art When a driver wants to stop his/her operating vehicle or slow the driving speed of the vehicle, the driver steps on a brake pedal. Particularly, when the driver wants to stop his/her vehicle, the driver must continue stepping on the brake pedal after stoppage of the vehicle, thus feeling fatigue. Further, differing from a vehicle provided with a manual transmission, where a vehicle is provided with an automatic transmission, inertia of continuously driving the vehicle in the earlier direction is exerted on the stopped vehicle. Accordingly, since

the driver must step on the brake pedal more strongly in order to completely stop the vehicle with an automatic transmission, the vehicle provided with the automatic transmission aggravates driver fatigue.

Further, when the driver wants to start the vehicle along a steep ascending slope, the vehicle, even though which having an automatic transmission, is pushed rearward, causing the driver, particularly a beginner, to be confused and be in danger of accident.

Accordingly, in view of the above problems, an applicant of the present invention has proposed a technique, disclosed by Korean Patent Serial No. 27067, in which a vacuum generated by an engine serves to adjust left and right sides of a booster and to operate a brake pedal, a master cylinder, a release cylinder, etc. , so as to achieve a desired purpose. Particularly, using the above technique, the difference of pressures between chambers is generated by air introduced into a gap therebetween, and the master cylinder is operated by the force generated by the difference in pressures. Thereby, the vehicle is stopped.

In case a high-power engine is operated only by the above limited vacuum, the engine reaches an unbalanced state.

Accordingly, it is difficult to substantially apply the above conventional technique to vehicles.

Disclosure of the Invention Therefore, the present invention has been made in view of the above problems, and it is an object of the present invention to provide a brake controlling apparatus for vehicles, which prevents a vehicle stopped on a slope from being pushed in a direction opposite to a vehicle's direction when a vehicle stopped on a slope is started, and maintains a stopped state of the vehicle without continuously applying a force to the brake pedal when the vehicle is temporarily stopped, thereby assisting the driver, particularly a beginner, to safely drive and alleviate driver fatigue.

In accordance with the present invention, the above and other objects can be accomplished by the provision of a brake controlling apparatus for vehicles comprising: an input unit for inputting a set value for setting a driving speed as a standard for judgment; an accelerator pedal manipulation sensor for determining whether or not the accelerator pedal installed at the driver's seat of a vehicle is being manipulated; a driving speed sensor for determining whether or not a driving speed coincides with the set value; an inertia switch for cutting off the current applied to respective control units when the braking controlling apparatus is abnormally operated, the input unit, the accelerator pedal manipulation sensor, the driving speed

sensor and the inertia switch being electrically connected to an input side of a control unit; and a subsidiary braking unit, electrically connected to an output side of the control unit, wherein a control signal is applied to the subsidiary braking unit based on a result, obtained by comparing data from the sensors to the set value from the input unit in a control sequence, so that a brake pedal is moved to a brake position or maintained at the braking position by a power transmission unit of the subsidiary braking unit.

Preferably, the braking power transmission unit may include: a bracket bent in an approximate U shape and installed so as to be rotatable on a hinge shaft on which the brake pedal is installed; and a pedal transferring plate, having a fan shape, provided with a driven gear formed along the circumference and inserted into the bracket so as to be rotatable on the hinge shaft.

Further, preferably, the subsidiary braking unit may include: a driving motor provided with a driving roller at one side thereof and a driving shaft fixed to a central area thereof; first and second magnets movably fitted into the driving shaft; a magnetic plate inserted into the driving shaft at the side surfaces of the first and second magnets, so that the magnetic plate is freely movable; a connection plate provided with a one-way clutch and inserted into the driving

shaft on a side of the magnetic plate ; and a load sensor installed at one side of the driving motor, the driving motor and the first and second magnets being electrically connected to the control unit so that the driving motor and the first and second magnets are switched on/off by a control current applied from the control unit.

Brief Description of the Drawings The above and other objects, features and other advantages of the present invention will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which: Fig. 1 is a block diagram of a brake controlling apparatus for vehicles in accordance with the present invention; Fig. 2 is an exploded perspective view of a subsidiary braking unit of the brake controlling apparatus in accordance with the present invention; Fig. 3 is a schematic cross-sectional view of the subsidiary braking unit of the brake controlling apparatus in accordance with the present invention; Fig. 4 is a schematic view of an inertia switch of the brake controlling apparatus in accordance with the present invention; and

Fig. 5 is a flow chart illustrating operation of the brake controlling apparatus in accordance with the present invention.

Best Mode for Carrying Out the Invention Now, a preferred embodiment of the present invention will be described in detail with reference to the annexed drawings.

Fig. 1 is a block diagram of a brake controlling apparatus for vehicles in accordance with the present invention.

Fig. 2 is an exploded perspective view of a subsidiary braking unit of the brake controlling apparatus in accordance with the present invention. Fig. 3 is a schematic cross-sectional view of the subsidiary braking unit of the brake controlling apparatus in accordance with the present invention. The brake controlling apparatus of the present invention comprises an input unit 3 for inputting a set value for setting a driving speed as a standard of judgment, an accelerator pedal manipulation sensor 5 for determining whether or not an accelerator pedal installed at a driver's seat of a vehicle is manipulated, a driving speed sensor 7 for determining whether or not the driving speed of the vehicle coincides with the set value, an inertia switch 9 for switching off a current applied to control units when the braking controlling apparatus is

abnormally operated, and a subsidiary braking unit. The input unit 3, the accelerator pedal manipulation sensor 5, the driving speed sensor 7 and the inertia switch 9 are electrically connected to an input side of a control unit 1, and the subsidiary braking unit is electrically connected to an output side of the control unit 1.

The subsidiary braking unit is provided with a braking power transmission unit installed adjacent to a brake pedal 15 installed at the driver's seat, and a subsidiary braking unit connected to the braking power transmission unit. The subsidiary braking unit is electrically connected to the inertia switch 9 installed at a designated position of the vehicle.

Here, the braking power transmission unit includes a bracket 22 bent in an approximate U shape and installed so as to be rotatable on a hinge shaft 20, on which the brake pedal 15 is installed, and a pedal transferring plate 28, having a fan shape, provided with a driven gear 24 formed along a circumference and inserted into the bracket 22 so as to be rotatable on the hinge shaft 20. A known push rod 30, a brake booster 32 and master cylinder 34 are connected to the brake pedal 15. When the brake pedal 15 is pushed by a driver's foot, it is rotated on the hinge shaft 20 and the push rod 30 presses the brake booster 32, thereby allowing the master cylinder 34 to be operated and generating braking power.

The subsidiary braking unit includes a driving motor 42 provided with a driving roller 40 at one side thereof and a driving shaft 41 fixed to a central area thereof, first and second magnets 44 and 46 movably fit into the driving shaft 41, a magnetic plate 48 inserted into the driving shaft 41 at side surfaces of the first and second magnets 44 and 46 so that the magnetic plate 48 is freely movable, a connection plate 52 provided with a one-way clutch 50 and inserted into the driving shaft 41 at a side of the magnetic plate 48, and a load sensor 54 installed at one side of the driving motor 42. Here, the driving motor 42, the first magnet 44 and the second magnet 46 are electrically connected to the control unit 1, thus being switched on/off by a control current applied from the control unit 1.

The driving roller 40 includes a driving gear 58 installed at a central area of a main body (not shown) thereof and connected with the driven gear 24 of the pedal transferring plate 28. Accordingly, when the driving motor 42 is rotated, the pedal transferring plate 28 is moved by rotating power generated by the rotation of the driving motor 42 so that the brake pedal 15 is moved into a braking position.

As shown in Fig. 4, the inertia switch 9 includes a switch box 60 installed so as to have a designated shape, a supporting shaft 63 fixed to the side of a main body 62

contained by the switch box 60, and a supporting spring 66 connected to the supporting shaft 63 and provided with an inertia rod'64 at one end.

A rubber supporting plate 68 is installed at one side of the switch box 60 so that one end of the inertia rod 64 freely contacts the rubber supporting plate 68. A switch 74 provided with a switch lid roller 70 and a switch main body 72 is installed at a designated position inside a rotational radius of the inertia rod 64 in the switch box 60. The switch 74 is electrically connected to the input side of the control unit 1.

Here, the inertia rod 64 is located at the rear portion in the switch box 60, and the switch 74 is located at a front portion in the switch box 60. The above arrangement of the inertia rod 64 and the switch 74 allows the inertia switch 9 to effectively sense the abnormal operation of the subsidiary braking unit.

Hereinafter, operation of the brake controlling apparatus in accordance with an embodiment of the present invention will be described in detail.

When a vehicle provided with the brake controlling apparatus of the present invention is stopped, the control unit 1 of the brake controlling apparatus senses the stoppage of the vehicle and switches on a controlling power directed to the driving motor 42 and the first and second magnets 44 and 46, thereby operating the driving motor 42 and magnetizing the first

and second magnets 44 and 46 so that the brake pedal 15 is moved into a braking position. Then, the movement of the brake pedal is momentarily fixed to the braking position by a magnetic force. When a driver presses the accelerator pedal by his/her foot so as to start the vehicle, the accelerator pedal manipulation sensor 5 senses the pressing of the accelerator pedal and switches off the controlling power through the control unit 1, thereby returning the brake pedal. 15 to its earlier position so that the vehicle moves in a normal state. On the other hand, when the brake controlling apparatus of the present invention is operated due to abnormal driving of the vehicle, the inertia switch 9 repeatedly performs switching on and off of the power applied to controlling units, thereby allowing the vehicle to be safely and slowly stopped in sufficient time.

That is, when a driving vehicle is stopped, the accelerator pedal manipulation sensor 5 senses the stoppage of the vehicle, and applies a signal for the stoppage to the control unit 1. After a designated time (approximately 1.5 seconds in this embodiment) from the condition that a driving speed of the vehicle sensed by the driving speed sensor 7 is Okm/h elapses, the control unit 1 applies the control current to the driving motor 42 and the first and second magnets 44 and 46.

Accordingly, the driving motor 42 rotates the driving shaft 41, and then rotates the driving roller 40. Thereafter, the

driving gear 58 is rotated'in a counterclockwise direction and the pedal transferring plate 28 is moved in a clockwise direction so that the brake pedal 15 presses the brake booster 32, thereby operating the brake controlling apparatus.

. Further, the first and second magnets 44 and 46 are magnetized, and magnetically fix the connection plate 52 through the magnetic plate 48. Thereby, the one-way clutch 50 restricts the opposite rotation of the driving roller 40. When the pressure of the push rod 30 reaches its limit and the load sensor 54 senses this pressure state of the push rod 30, the operation of the driving motor 42 is stopped. However, since the pressure of the push rod 30 prevents the brake pedal 15 from being returned to its earlier position due to a restoring force in the counterclockwise direction (shown by a dotted line), the braking state of the brake pedal 15 is continuously maintained without additional pressing of the brake pedal 15.

Although a designated time (approximately 6 seconds in this embodiment) from the condition that the accelerator pedal is pressed elapses, in case that the driving speed of the vehicle sensed by the driving speed sensor 7 remains at Okm/h, it is identified that the driving speed sensor 7 is abnormally operated. Accordingly, the control unit 1 determines whether or not the driving speed sensor 7 is abnormally operated. When it is determined that the driving speed sensor 7 is abnormally

operated, the control unit 1 switches off the brake controlling apparatus. Thereby, it is possible to prevent accidents caused by the abnormal operation of the controlling elements.

When a driver presses the accelerator pedal 15 with his/her foot so as to start the vehicle, the accelerator pedal manipulation sensor 5 senses the pressing of the accelerator pedal by the driver's foot, and applies a control signal to the control unit 1. Then, the control unit 1 switches off a current to be applied to the driving motor 42 and the first and second magnets 44 and 46.

Accordingly, the momentary fixing state of the connection plate 52 by means of the magnetic force of the first and second magnets 44 and 46 is released and changed to a free state, and the pedal transferring plate 28 is moved along a dotted line so that the brake pedal 15 is returned to its earlier position, thereby being released from the braking state and allowing the vehicle to start.

On the other hand, when the brake controlling apparatus is abnormally operated so that the vehicle is momentarily stopped and an inertia force is generated, the inertia switch 9 senses this state and repeatedly performs the on/off switching operations, thereby allowing the vehicle to be slowly stopped.

That is, when the inertia force is exerted on the vehicle, the inertia rod 64 pushes the switch lid roller 70 due to the

inertia force, thereby allowing the switch 74 to be switched on.

That is, the inertia rod 64 provided with the supporting spring 66 has a certain amount of elasticity and the rubber supporting plate 68 is installed at one side of the main body 62. Accordingly, when an inertia force is exerted on the vehicle, the inertia rod 64 is rotated frontward by the elastic force of the supporting spring 66, and turns on the switch 74, rotated backward by the elastic force of. the supporting spring 66, and is then rotated frontward again by means of the elasticity of the rubber supporting plate 68. By the repeated reciprocation movement of the inertia rod 64 frontward and backward in a designated number, the switch 74 is repeatedly switched on and off, thus intermittently supplying a control current. Further, since the switch 74 is switched on again after a lapse of at least 1.5, it is possible to guarantee a time for controlling the repeated movement.

Further, the inertia switch 9 is designed such that the inertia switch 9 is immediately operated only by the inertia force exerted on the vehicle regardless of the above-described determination order, thus effectively preventing accidents caused by the abnormal operation of the brake controlling apparatus.

Although a control current is applied simultaneously to the first and second magnets 44 and 46 in this embodiment of the

present, the control current may be applied only to one of the first and second magnets 44 and 46 and the other one of the first and second magnets 44 and 46 may serve as a subsidiary magnet, which can be substituted for a defective main magnet.

Further, the above-described controlling units may be collectively controlled by the control unit 1, or manually controlled by means of a known remote control unit. Moreover, a switch for controlling the on and off state of. the brake controlling apparatus may be installed in a transmission lever (not shown) so that the braking state of the brake controlling apparatus is momentarily released by the switch when the vehicle is driven backward.

Industrial Applicability As apparent from the above description, the present invention provides a brake controlling apparatus for vehicles, which senses the stoppage of a vehicle without manipulation of a brake pedal by a driver so as to brake the vehicle, prevents the vehicle stopped on a slope from being pushed in a direction opposite a vehicle's traveling direction when the vehicle stopped on a slope is started, and maintains a stopped state of the brake pedal without continuously applying a force to the brake pedal when the vehicle is temporarily stopped, thereby

assisting the driver, particularly a beginner, to safely drive and alleviate driver fatigue.- Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.