Claims:We Claim:
1. An additional hydraulic braking system 100for a vehicle which operates when the main braking system of a vehicle fails,
said additional hydraulic braking system100comprises:a front hydraulic brake101;a rear hydraulic brake102;a frontstopper103;a rear stopper104;a button; a frontaxle107;and a rear axle107;
while moving in backward direction said front hydraulic brake101 and said front stopper 103slow down the vehicle speed and said rear hydraulic brake102 and said rear stopper104 stops the vehicle; and
while moving in forward direction said rear hydraulic brake102 and said rear stopper104 slow down the vehicle speed and said front hydraulic brake101 and said front stopper 103stops the vehicle.

2. The additional hydraulic braking system 100as claimed in claim 1, wherein said front hydraulic brake101is mounted on said front axle and rear hydraulic brake 102is mounted on said rear axle.

3. The additional hydraulic braking system as claimed in claim 1, wherein said button is mounted near the steering wheel.

4. The additional hydraulic braking system 100as claimed in claim 1, wherein said additional hydraulic braking system100with electrical system is operating manually using said button.

5. The additional hydraulic braking system 100as claimed in claim 1, wherein said additional hydraulic braking system100 mainly used in vehicle while moving in hill station.

6. The additional hydraulic braking system 100as claimed in claim 1, wherein said additional hydraulic braking system100 can be used in all four or more wheel vehicle.

, Description:FIELD OF THE INVENTION

The present invention generally relates to a hydraulic braking system in automobile for the hill stations. The invention particularly relates to a braking system which comes in action when the actual braking system of a vehicle fails. The system is located on both the axel and come into work when user presses the button.

BACKGROUND OF THE INVENTION

When the vehicle is moving in hill station, it is difficult to balance. In some cases failure of braking system may takes place. When this problem arrives driver loses complete control from the vehicle and accident can happen and cause damage to vehicle as well as to the people who is sitting inside.
Generally riding in hill station is so dangerous thing which cannot control at some point of time. Here are the same criteria for braking loss. The snubbing (pulsing) strategy provides a higher cooling rate than that provided by the dragging strategy. However, the difference is not large. The dragging strategy is more conducive to the formation of hot spots than the snubbing strategy when new linings are installed.

A number of different type of the tools and methods for replacing/changing vehicle braking system in hill station are available in the prior art. For example, the following patents are provided for their supportive teachings and are all incorporated by reference:
Prior art document,US4934492Adiscloses an automatic brake locking system, for locking the brakes of a vehicle having a hydraulic brake system, is operated every time the ignition switch is turned off to apply pressure through an auxiliary brake actuating device to lock the brakes and hold them locked until the auxiliary brake actuating device is released. A safety switch is provided to operate in conjunction with the ignition switch; so that the safety switch and the ignition switch both must be operated to an "on" position to release the auxiliary brake actuating device to allow normal operation of the vehicle. Turning on the ignition switch without operation of the safety switch does not permit movement of the vehicle since the auxiliary brake actuating device continues to be operated. The system is a passive system, which it does not require any separate actions on the part of the vehicle operator to cause the auxiliary brake actuating device to be operated when the vehicle ignition switch is turned off. However, this prior art document does not appear to discuss the additional braking system for the vehicle.

Another prior art document, CN102205839Adiscloses aninvention to simplify a control during regenerative cooperation in a brake control system generating a hydraulic pressure in a master cylinder by displacing a piston with use of an electric actuator according an operation amount of a brake pedal. The brake control systemdisplaces the primary piston by controlling an operation of the electric motor by a master pressure control unit according to the operation amount of the brake pedal, thereby generating a hydraulic pressure in the master cylinder to supply it to wheel cylinders. The master pressure control unit sets a target relative displacement XT between an input piston and the primary piston and a target hydraulic pressure PT in the master cylinder, and appropriately switches which is used to control a brake force. During regenerative cooperation, the master pressure control unit selects the control with use of the target hydraulic pressure PT, which enables easy execution of a hydraulic pressure control including a subtraction of the hydraulicpressure corresponding to a brake effect from the regenerative cooperation.However, this prior art document does not appear to discussdifferent brakes for upslope and downslope.

Yet another prior art document, DE102005023876A1discloses an assembly assists an automobile drive in the correct coordination of a hill-start. The assembly builds up supplementary hydraulic pressure in one or more of the brake cylinders acting on one or more of the wheels. The supplementary brake pressure is released by a system that is hand or voice-activated command.However, this prior art document does not appear to discussthe additional braking system for the vehicle.

Yet another prior art document, CN201856653Udiscloses an automobile regenerative braking system and hydraulic braking system cooperative control device belongs to the field of vehicle braking systems. A regenerative braking system comprises a front shaft brake motor and a regenerative braking system transmission mechanism. A hydraulic braking system includes a liquid storage chamber, a master brake cylinder, a brake pedal and a hydraulicbraking system transmission mechanism. The cooperative control device comprises a brake mode switching controller, an operating mode switching valve and a pipeline hydraulic simulator, wherein the brake mode switching controller is electrically connected with the operating mode switching valve, the operating mode switching valve is connected with a master brake cylinder hydraulic pipeline and further connected with a pipeline hydraulic simulator hydraulic pipeline, the brake mode switching controller determines regenerative braking moment strength provided by a vehicle according to vehicle speed, power battery charge state and vehicle braking strength requirement signals so as to form brake mode control signals, and the brake mode control signals drive the operating mode switching valve in operation. Automobile motor regenerative brake can be matched with a conventional hydraulic brake, and brake moment and fluctuation of reverse brake pedal force can be eliminated. However, this prior art document does not appear to discuss the additional braking system for the vehicle.
Yet another non-patent literature prior art document discusses new project Automatic brake for hill station which is fully equipped byIR sensors circuit and Pneumatic and Hydraulic braking circuit. It is a genuine project which is fully equipped and designed for Automobile vehicles. This forms an integral part of best quality. This product underwent strenuous test in our Automobile vehicles and it is good. The “Pneumatic and Hydraulic braking circuit” can stop the vehicle within 2 to 3 seconds running at a speed of 50 KM. (see:https://ephjournal.com/index.php/se/article/download/628/428/).
However, above mentioned references and many other similar references has one or more of the following shortcomings: (a) Extra braking system is absent; (b) Different brakes for upslope and downslope is absent; (c) Electric system for braking is absent; (d) Less secure; (e)Button system is absent; (f) Complex; and (g) Expensive;
The present application addresses the above mentioned concerns and shortcomings with regard to providing a vehicle braking system in hill station.

SUMMARY OF THE INVENTION:

In the view of the foregoing disadvantages inherent in the known types of an additional hydraulic braking system now present in the prior art, the present invention provides an improved additional hydraulic braking system for hill station. As such, the general purpose of the present invention, which will be described subsequently in greater detail, is to provide a new and improved additional hydraulic braking system in hill station which has all the advantages of the prior art and none of the disadvantages.
An object of the invention is to provide an additional hydraulic braking system for a vehicle which operates when the main braking system of a vehicle fails; said hydraulic braking system comprises a front hydraulic brake, a rear hydraulic brake, a front stopper, a rear stopper, a button, a front axle, and a rear axle. While moving in backward direction said front hydraulic brake and said front stopper slow down the vehicle speed and said rear hydraulic brake and said rear stopper stops the vehicle; and while moving in forward direction said rear hydraulic brake and said rear stopper slow down the vehicle speed and said front hydraulic brake and said front stopper stops the vehicle.
It is another object of invention that said front hydraulic brake is mounted on said front axle and rear hydraulic brake is mounted on said rear axle.
Yet another object of invention that the button is mounted near the steering wheel.
Yet another object of invention that the additional hydraulic braking system with electrical system is operating manually using said button.
Yet another object of invention is to provide an additional hydraulic braking system mainly used in vehicle while moving in hill station.

In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting.

These together with other objects of the invention, along with the various features of novelty which characterize the invention, are pointed out with particularity in the disclosure. For a better understanding of the invention, its operating advantages and the specific objects attained by its uses, reference should be had to the accompanying drawings and descriptive matter in which there are illustrated preferred embodiments of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood and objects other than those set forth above will become apparent when consideration is given to the following detailed description thereof. Such description makes reference to the annexed drawings wherein:
Fig.1depicts an additional hydraulic braking system mounted on the axis according to one of the embodiments of the present invention.
Fig.2depicts front hydraulic braking system mounted on the axis according to one of the embodiments of the present invention.
Fig.3 depicts the rear hydraulic braking system mounted on the axis according to one of the embodiments of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

In the following detailed description, reference is made to the accompanying drawings which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that the embodiments may be combined, or that other embodiments may be utilized and that structural and logical changes may be made without departing from the spirit and scope of the present invention. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is defined by the appended claims and their equivalents.

References will now be made in detail to the exemplary embodiment of the present disclosure. Before describing the detailed embodiments that are in accordance with the present disclosure, it should be observed that the embodiments reside primarily in combinations arrangement of the system according to an embodiment herein and as exemplified in FIG 1 – FIG 3.

Fig. 1depicts an additional hydraulic braking system 100 mounted on the axis 107according to one of the embodiments of the present invention. The additional hydraulic braking system 100comprises: a front hydraulic brake101; a rear hydraulic brake 102; a front stopper103; a rear stopper 104; a button; a front axle 107; and a rear axle 107. The additional hydraulic braking system 100 comes into action when the main braking system of the vehicle fails or breakdown while driving the vehicle. So, it is working as an emergency brake for a vehicle and can reduce the number of accident. The front hydraulic brake 101and the rear hydraulic braking system 103are mounted on both the axles close to all the tires.
The additional hydraulic brake system 100can be implemented in all the vehicles like cars, buses, trucks etc. as an additional brake which comes into action when the main brake of the vehicle fails.
The additional hydraulic brake system 100 operates manually with the help of an electrical system which is mounted near the steering wheel. At the times of emergency when the main brakes of the vehicle fails or breakdown while roaming in hills, mountains or highways, the driver of the vehicle will press the button mounted near the steering wheel and the additional hydraulic braking system 100 comes into action to stop the vehicle suddenly and prevent the vehicle from any accident. The button is connected with the additional hydraulic braking system 100 through the electric system.
Fig. 2 depicts front hydraulic braking system 101mounted on the axis 107according to one of the embodiments of the present invention. When the vehicle is moving in backward direction, the front hydraulic brake 101is used to slow down the vehicle with the help of front stopper103 and the rear hydraulic brake102 is used to stop the vehicle with the help of rear stopper104.

Fig. 3 depicts the rear hydraulic braking system 102mounted on the axis 107according to one of the embodiments of the present invention. When the vehicle is moving in forward direction, the rear hydraulic brake102 is used to slow down the vehicle with the help of rear stopper104 and the front hydraulic brake 101is used to stop the vehicle with the help of front stopper103.

The use of a snubbing strategy for mountain descents will not cause a common type of automatic slack adjuster to perform improperly. These findings all support the use of the snubbing strategy. The findings from the mountain descent testing describe the following:

• The overall level of brake temperature per pound of brake drum will be nearly the same regardless of whether a constant dragging or a snubbing pulsing strategy is used. The test data did not indicate that one strategy provided significantly better cooling than the other.

• The snubbing strategy involves higher pressures than the dragging strategy and thereby tends to provide a more uniform temperature distribution from brake to brake and from axle to axle. Through this mechanism, the snubbing strategy aids in making each brake do its fair share of the work even if there is a gross pneumatic imbalance.

• Very high brake temperatures result if some brakes are not doing much work. Tractors and trailers need to be matched through pressure and temperature balances if high temperatures are to be avoided in mountain descents. (The grade severity rating system is not conservative in this respect since it lumps all of the brakes together as if each brake were doing approximately a fair share of the work.)

• Significant losses in stopping capability can be attributed to misadjustment combined with pneumatic imbalance. Particularly poor stopping performance will occur after mountain descents when the tractor's brakes are misadjusted and the trailer's brakes are very hot due to pneumatic imbalance, or vice versa with hot tractor brakes due to pneumatic imbalance and the trailer's brakes misadjusted.

• In some circumstances, with combined misadjustment and imbalance, the snubbing strategy has been found to lead to hotter brakes for the misadjusted brakes, which in turn leads to an additional increment in stopping distance after a mountain descent.

The findings from the mountain descent tests favor the snubbing strategy in that the hottest brake will be cooler if snubbing is used rather than dragging. However, the differences in average brake temperature are not large enough or consistent enough to favor either strategy. The snubbing strategy appears to have an advantage over the dragging strategy because the snubbing strategy causes each brake to come closer to doing its fair share of the work, particularly if there is a pressure imbalance at low brake pressure.

It is interesting to observe that a pressure imbalance can result in a situation that warns the driver that the brakes are overheating. If the brakes are imbalanced and the driver is proceeding at too high of a speed, the brakes doing more than their fair share of the work will heat up first. If the driver sees smoke or smells these hot brakes, the driver can use the other brakes (the ones that have not overheated) to stop the vehicle safely. This situation was observed in practice many times on the mountain, the highway has broad shoulders. On many runs down the mountain with the test vehicle, other heavy trucks with one set of smoking brakes were seen stopped on the shoulder. The drivers had apparently learned that they did not need to pull into the runoff ramps and get stuck. (The mountain has two runoff ramps, one at the middle and one at the bottom. The one in the middle has been used about once a week since it was built.) The drivers chose to pull over, stop, and wait on the shoulder for about 40 min for their brakes to cool.

There is a danger that a tire might explode at the bead due to the nature of the heat flow while the vehicle is stopped. This is a particularly dangerous situation in that it may take about 10 min for the wheel to explode after the vehicle has stopped. The driver should stay clear of the wheels with hot brakes. The point to be made is that there may be circumstances in which some brakes overheat and the other brakes can easily stop the vehicle. This situation can be used as a safety warning if the road has plenty of shoulder room to stop in. However, there is a significant loss of time while waiting for the brakes to cool. Nevertheless, drivers of vehicles with some (but not all) brakes overheated should stop to let the brakes cool before proceeding. With regard to instructions in the Commercial Driver’s License Manual, the results of this study do not show that dragging is superior to pulsing. With respect to the overall average temperature, the results indicate that either strategy is as good as the other. For a given vehicle on a particular mountain, the total heat retained by the brakes after descending the mountain will be nearly the same regardless of whether a pulsing or dragging strategy is used. The important issue is to use a control speed that is appropriate for the slope of the downgrade, the length of the downgrade, the weight of the vehicle, and the balance of the braking system.

A snubbing strategy that allows for approximately some mph speed variation about the control speed has been found to be reasonable and practical. The owners and operators of commercial vehicles should be made aware that the snubbing strategy will produce more uniform temperatures throughout the vehicle, thereby leading to less brake wear overall and less frequent need for readjustment and relining. They should also be made aware that after mountain descents misadjustment on one set of brakes can lead to long stopping distances, particularly if the brake system has a large pressure imbalance tending to reduce the work done by the misadjusted brakes.

Although the snubbing strategy has been found to have advantages over the dragging strategy, the main conclusion from this investigation of downhill braking is that heavy trucks should proceed down the mountain at a speed (a controlled speed) that will be low enough to prevent the brakes from overheating regardless of the braking strategy employed. Given that a prudent control speed is used by the driver, the benefits of a snubbing strategy can be safely attained. These conclusions support the recommended wording of advice for commercial vehicle drivers. Specifically, that advice is to go slowly in the proper gear and remember that a snubbing strategy can aid in making each brake do its fair share of the work and reducing the tendency for hot-spotting of brake drums.

Our Invention Provides a system to stop a vehicle without making any accident at any point of time with the manual or automatic effort by installed of some mechanisms.

The benefits and advantages which may be provided by the present invention have been described above with regard to specific embodiments. These benefits and advantages, and any elements or limitations that may cause them to occur or to become more pronounced are not to be construed as critical, required, or essential features of any or all of the embodiments.

While the present invention has been described with reference to particular embodiments, it should be understood that the embodiments are illustrative and that the scope of the invention is not limited to these embodiments. Many variations, modifications, additions and improvements to the embodiments described above are possible. It is contemplated that these variations, modifications, additions and improvements fall within the scope of the invention.