JPH04355604A - Brake unit for vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake system, and more particularly to a vehicle brake system that can reuse braking energy.

0002

2. Description of the Related Art Conventionally, drum-type or disc-type brake devices (hereinafter referred to as "mechanical brake devices") have been used as brake devices for vehicles such as motorcycles and automobiles. In principle, such a mechanical brake device obtains braking force by converting the running energy of the vehicle into thermal energy. The converted thermal energy is dissipated into the atmosphere.

Mechanical brake devices are also used in electric vehicles such as electric motorcycles and electric cars that drive motors using electric power supplied from batteries. For electric vehicles, for example, patent application No. 3-1050
No. 98.

0004

That is, as described above, in mechanical brake devices, the converted thermal energy is simply dissipated into the atmosphere, and energy reuse is not considered.

The present invention has been made to solve the above-mentioned problems, and its purpose is to provide a braking device for a vehicle that can reuse braking energy as energy for driving the vehicle. It is in.

[0006]

[Means for Solving the Problems] In order to solve the above-mentioned problems, in the braking device for a vehicle according to claim 1, a power generation means for generating power when the vehicle is braked is provided, and the battery voltage is lower than or equal to a predetermined voltage. The present invention is characterized in that the generated power is charged to the battery when the battery voltage is higher than the predetermined voltage, and the generated output is consumed using a predetermined impedance element when the battery voltage exceeds the predetermined voltage.

[0007] In the braking device for a vehicle according to the second aspect, a brake opening degree detection means for detecting a brake opening degree set by the driver of the vehicle is provided, and the power generation means is energized by detecting the brake opening degree. It is characterized by the fact that it is made to do so.

[0008] In the braking device for a vehicle according to claim 3, the power generation means includes a field coil and an energization control means for controlling energization to the field coil, and the energization control means The feature is that it is energized when the brake opening is detected.

The braking device for a vehicle according to the fourth aspect is characterized in that the generated electric power is controlled in accordance with the detected brake opening degree.

The braking device for a vehicle according to the fifth aspect is characterized in that a mechanical braking device is provided in addition to the above-mentioned power generating means.

[0011]

According to the first aspect of the invention, braking energy is converted into electrical energy and charged into the battery. At this time, if the battery voltage is high and charging is unnecessary, the converted electrical energy is consumed using the impedance element.

According to the second and third aspects of the invention, power generation is performed by detecting the brake opening degree set by the driver of the vehicle.

[0013] According to the fourth aspect of the invention, braking force can be obtained by generating electricity in accordance with the detected brake opening degree.

According to the fifth aspect of the invention, the braking force of the vehicle is the sum of the braking force obtained by power generation (braking force by the electric brake device) and the braking force by the mechanical brake device.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below as applied to an electric motorcycle with reference to the drawings. FIG. 2 is a side view of an electric motorcycle to which an embodiment of the present invention is applied, and FIG. 3 is a plan view of the steering handle 10 of FIG. 2.

In each figure, the body frame of the electric motorcycle is composed of a front frame 2, a center frame 3, and a rear frame 4 made of steel pipes. The outside of the vehicle body frame is covered with a synthetic resin vehicle body cover that is a combination of a leg shield 5, a step floor 6, a rear cover 7, and an undercover 8.

Head pipe 9 fixed to front frame 2
A steering handle 10 is attached to its upper end, and a front fork 12 that supports a front wheel 11 via a wheel 61 is connected to its lower end. code 3
0 is a brake device for the front wheel 11. This brake device 30 includes a mechanical drum brake device and an electric brake device as described later.

As shown in FIG. 3, the steering handle 10 is provided with a front brake lever 26, a rear brake lever 27, and a throttle grip 28. Reference numeral 88 denotes an opening sensor that detects a displacement angle (brake opening to be described later) ΔS caused by gripping the front brake lever 26.

Returning to FIG. 2, at the rear of the central frame 3,
The front end of the swing-type power unit 1 that supports the rear wheel 13 at its rear end is pivotally connected to a pivot 14 so as to be swingable in the vertical direction, and the upper rear surface of the power unit 1 and the rear frame 4 are connected to each other via a rear cushion 15. are connected. The power unit 1 includes a drive (travel) motor for the electric motorcycle and an appropriate speed reduction device for connecting the motor to drive wheels.

[0020] Stand 16 provided on the central frame 3
covers the lower front surface of the power unit 1 in the storage position (not shown) and also serves as a protection member for the drive motor housed inside.

A storage compartment 19 is provided between the power unit 1 and the seat 17 inside the rear cover 7 for storing a helmet 18 and the like. The storage compartment 19 is made of a material that shields magnetism so that the stored items, such as floppy disks, are not affected by the magnetism generated by the drive motor.

A battery box 20 for storing a battery as a power source for driving the motor is provided in the central frame 3 inside the undercover 8. Further, in front of the head pipe 9, a controller 21 for controlling the drive motor and a charger 22 for charging the battery are provided inside a front cover 23, and a charging cord 24 connected to these is connected to the front cover. It is possible to connect to an external commercial power source by opening a lid (not shown) 23.

Note that the controller 21 and the charger 22 can be housed in various locations, either integrally or separately. For example, the controller 21 can be installed at the position A or B shown in imaginary lines at the rear of the vehicle body, The charger 22 can also be provided at position C at the rear of the vehicle body or at position D at the center of the vehicle body. In the case of the D position, a lid 25 that can be opened and closed is provided in a part of the step floor 6, and the charging cord 24 can be inserted and removed from the lid 25.

FIG. 4 is a cross-sectional view of the brake device 30 shown in FIG. 2, FIG. 5 is a cross-sectional view of section A in FIG. 4, and FIG. 6 is a cross-sectional view of section B of FIG. In each figure, the same reference numerals represent the same or equivalent parts. Also, in Fig. 4, the wheel 6
1 and a portion that is configured to be freely rotatable are not shown. Furthermore, in FIG. 4, the mechanical drum brake device and the electric brake device are arranged in areas designated M and E, respectively.

First, the wheel shaft 31 and the brake panel 32 provided at the end of the wheel shaft 31 are fixed to the front fork 12 (FIG. 2) by an appropriate method. Reference numeral 33 indicates a rotation stopper provided on the brake panel 32. A pin 34 and a brake cam 35 are connected to the wheel shaft 31 on the brake panel 32.
are arranged symmetrically with each other. The brake cam 35 has a prismatic shape and is rotatably provided by a brake shaft 35A.

As shown in FIG. 5, the pair of brake shoes 36 are attached via the pin 34 and the brake cam 35 so as to be displaced toward each other by a spring 36B. Therefore, when the brake cam 35 is rotated, the pair of brake shoes 36 are pushed outward around the pin 34 against the elastic force of the spring 36B. Hereinafter, the "operation" of the brake shoe 36 will refer to the fact that the brake shoe 36 is pushed outward.
That's what it means. Reference numeral 36A is a brake lining.
A brake drum 37 fixed to the wheel 61 is disposed on the outer periphery of the brake shoe 36, and as a result, the brake lining 36A is formed in a first cylindrical shape on the outer periphery of the brake drum 37 by the rotation of the brake cam 35.
It contacts the contact portion 37A and presses the contact portion. The above is the configuration of the mechanical drum brake device. Note that the width of the brake shoe 36 is larger than the width of the first contact portion 37A.

The lock-up drum 45 has a cylindrical second contact portion 45A formed on its outer periphery that is connected to the first contact portion 37.
It is rotatably provided on the wheel shaft 31 so as to be disposed adjacent to A. Said second contact part 45
The inner diameter of A is approximately the same as the inner diameter of the first contact portion 37A, and as a result, when the brake shoe 36 is operated, a portion of the brake lining 36A is connected to the second contact portion 4.
5A and press the contact part. A portion of the brake shoe 36 facing the lock-up drum 45 and the second contact portion 45A is a clutch device that connects an electric brake device made of an ACG 81 (described later) to the rotational force of the front wheel 11.

The sun gear 41 is connected to the wheel shaft 3
1, and a boss 41A is provided on the side opposite to the lock-up drum 45. The planetary gear 42 meshes with the sun gear 41, and its center is
A shaft 42 fixed to the lockup drum 45
It is rotatably attached to A. The internal gear 38 is a sun gear that has teeth on its inner periphery and meshes with the planetary gear 42, and is fixed to the brake drum 37.

The housing 39 is fixed to the internal gear 38 and the brake drum 37, and is connected to the boss 41A.
is rotatably attached to. This housing 39
A stator core 51 is attached inside the stator core 51 as shown in the figure. Further, a field core 52 is attached to a portion of the boss 41A provided on the sun gear 41 that faces the stator core 51. Stator coils 81A to 81C and a field coil 81D (FIG. 7) are wound around the stator core 51 and field core 52, and these constitute an AC generator (hereinafter referred to as "ACG") 81. .

Reference numeral 53 indicates the ACG 81 and the sun gear 41.
, is a shielding plate that shields the gear device consisting of the planetary gear 42 and the internal gear 38, and is fixed to the housing 39.
It is rotatably attached to the boss 41A. This shielding plate 53 prevents lubricating oil etc. of the gear device from being removed from the ACG8.
Does not scatter to the first side. In addition, the code|symbol 62 is a wheel hub to which the front wheel 11 is attached.

In the brake device 30 having the above configuration, when the electric motorcycle is running, the planetary gear 4
2 and sun gear 41 rotate with the ring gear 38 and there is little relative rotational movement between them.

[0032] Next, when the brake shaft 35A is rotated to operate the brake shoe 36, the brake lining 36A contacts the first contact portion 37A and the second contact portion 45A.
contact both sides.

Here, the planetary gear 42 is a sun gear 41 rotatably attached to the wheel shaft 31.
The torque required to stop the rotation of the lock-up drum 45 supporting the planetary gear 42 is much smaller than the torque required to stop the brake drum 37, that is, the front wheel 11. . Therefore, the operation of the brake shoe 36 first stops the rotation of the lockup drum 45.

When the rotation of the lock-up drum 45 is decelerated and stopped (the center position of the planetary gear 42 is fixed with respect to the electric motorcycle), the front wheel 11 (internal gear 38) is still rotating. , the sun gear 41 rapidly starts rotating in a direction (for example, in the direction of arrow D in FIG. 6) opposite to the rotational direction of the internal gear 38 (for example, in the direction of arrow C in FIG. 6).

Therefore, at this time, the field core 5
If the field coil wound around 2 is energized, the ACG
81 generates electricity. As a result, the brake lining 36
In addition to the mechanical braking force obtained by the contact between A and the first contact portion 37A, an electrical braking force is applied to the electric motorcycle.

If the vehicle's running motor is used as it is, the electrical braking force will be insufficient and the power generation capacity will not be sufficient, but if a gear system is used as in this embodiment, the ACG
When rotating the motor 81 rapidly, the electrical braking force and power generation capacity will be sufficient.

FIG. 7 is an electrical circuit diagram of an embodiment of the present invention using the ACG81. In the same figure, ACG81
One end of the field coil 81D is connected to the electronic control device 89.
, and is connected to the battery 83 via a main switch 87. Further, the other end is connected to the first transistor Tr1.
It is connected to the. The operation of the first transistor Tr1 is controlled by an electronic control device 89.

[0038] Stator coils 81A to 81 of ACG81
C is connected to the + and - electrodes of the battery 83 via a diode 82 forming a three-phase full-wave rectifier circuit.

A resistor 85 and a second transistor Tr2 connected in series are also connected to the + and - electrodes of the battery 83. The + electrode of the battery 83 is connected to a battery voltage detection terminal 89A of the electronic control unit 89.

The opening sensor 88 (see FIG. 3) that detects the displacement angle ΔS due to the gripping operation of the front brake lever 26 can be a potentiometer, a pressure sensor, a load sensor, etc., and is connected to the electronic control device 89. has been done.

The electronic control device 89 includes a microcomputer and performs various controls on the first transistor Tr1, the second transistor Tr2, and the vehicle. The control of the first transistor Tr1 and the second transistor Tr2 is performed, for example, every predetermined time period.

FIG. 8 is a flowchart showing a control routine for the first transistor Tr1. In the figure, in step S1, the displacement angle Δ of the front brake lever 26 is
It is determined whether S is detected, that is, whether ΔS exceeds 0. If not detected, the process ends.

If ΔS exceeds 0, the duty ratio of the current to be applied to the first transistor Tr1 according to ΔS is read out from a storage device stored in the electronic control unit 89 in advance. This duty ratio is set to increase as ΔS increases, for example. Then, in step S3, the first transistor Tr1 is controlled according to the duty ratio, and then the process ends.

In this way, the front brake lever 26
When the front brake lever 26 is pressed to enter a braking state, the ACG 81 generates electricity according to the displacement angle ΔS of the front brake lever 26. Moreover, the power generation according to the displacement angle ΔS becomes an electrical braking force.

FIG. 9 is a flowchart showing a control routine for the second transistor Tr2. In the figure, in step S11, it is determined whether the first transistor Tr1 is under control, that is, whether the ACG 81 is generating power. If power generation is being performed by the ACG 81, the voltage of the battery 83 is detected in step S12.

In step S13, it is determined whether or not the battery voltage has reached a predetermined voltage.If the battery voltage is below the predetermined voltage, charging is performed, and if it exceeds the predetermined voltage, charging is not performed. judge.

When charging is to be performed, the second transistor Tr2 is turned off in step S14, and the battery 83 is charged with the power generated by the ACG 81. In addition, if charging is not performed, step S1
5, the second transistor Tr2 is turned on, and the AC
Electric power generated by G81 is consumed by resistor 85 (FIG. 7).

If it is determined in step S11 that the first transistor Tr1 is not under control, that is, the ACG 81 determines that power generation is not being performed, the process directly proceeds to step S14. As a result, when the ACG 81 is not generating power, the battery 83 and the resistor 8
5 is not directly connected.

In this way, the electric power generated by the ACG 81 during braking of the electric motorcycle is transferred to the battery 83.
When the voltage is below a predetermined voltage, the battery 83 is charged, and when it exceeds the predetermined voltage, it is consumed by the resistor 85 without being charged.

FIG. 10 shows the speed of the vehicle, the displacement angle ΔS of the brake lever, the braking force of the electric brake (the braking force generated by the power generation of ACG81), the braking force of the mechanical brake (the braking force of the drum type brake device in FIG. 4), It is a time chart showing the relationship between the deceleration (braking force) of the vehicle, the power generated by the ACG 81, and time.

As is clear from the figure, if the displacement angle ΔS of the brake lever is approximately constant (see figure (b)),
The braking force of mechanical brakes increases as the vehicle speed decreases (
(d) in the same figure), but the braking force of the electric brake decreases ((c) in the same figure). Therefore, the braking force of the electric motorcycle (FIG. 2(e)), which is the sum of the braking forces, is approximately constant regardless of the vehicle speed. Note that the hatched area in FIG. 8(c) indicates the inertial mass of the ACG 81.

FIG. 11 is a sectional view of another example of the brake device shown in FIG. 4. In this figure, the same reference numerals as those in FIG. 4 represent the same or equivalent parts, so the explanation thereof will be omitted.

As is clear from the comparison between FIG. 11 and FIG. 4, the brake device 130 shown in FIG.
The inner diameter of the second contact portion 145A, which is the outer peripheral portion of the lock-up drum 145 to which the lock-up drum 145 is attached, is smaller than the inner diameter of the first contact portion 37A. Further, the outer peripheral portion of the brake shoe 136 also includes the first contact portion 37A and the second contact portion 1.
It is formed to have a step according to the inner diameter dimension of 45A. Brake linings 136A and 136B are attached to the step portions, respectively.

In this example, since the inner diameter of the second contact portion 145A is smaller than the example shown in FIG. 145A, the lockup drum 14 has a smaller diameter than the brake device 30 shown in FIG.
As the braking torque applied to the lock-up drum 145 becomes smaller, the time it takes for the lock-up drum 145 to stop rotating becomes longer. Therefore, for example, as shown by the symbol H in FIG. 10(c), the rise of the braking force (generated power) by the electric brake becomes small, and the braking force of the vehicle decreases as shown in FIG. 10(e).
can be controlled as shown by the symbol I.

On the other hand, when the inner diameters of the first contact part and the second contact part are the same and the braking force of the vehicle has a characteristic as shown by the symbol J in FIG. By reducing the inner diameter of the brake, the vehicle braking force can be kept constant.

[0056] In this way, by changing the diameters of the first contact portion and the second contact portion, the braking force of the vehicle can be controlled. Of course, the diameter of the second contact part may be set larger than the diameter of the first contact part, if necessary.

FIG. 1 is a functional block diagram of an embodiment of the present invention. In the figure, the same reference numerals as in FIG. 7 represent the same or equivalent parts. In FIG. 1, the brake opening degree detection means 151 detects the brake opening degree, which is the opening degree of a brake lever, brake pedal, etc. operated by the driver of the vehicle. The duty ratio setting means 152 is
A duty ratio is set according to the detected brake opening degree and outputted to the driver 153. The driver 153 controls the first switching means 154 according to the input duty ratio to control power generation. The battery voltage is detected by voltage determining means 155 and compared with a predetermined voltage. If the battery voltage is below the predetermined voltage, the driver 156 is deenergized, thereby turning off (opening) the second switching means 157, and charging the battery 83 when the ACG 81 is generating power. . Further, when the battery voltage exceeds the predetermined voltage, the driver 156 is energized, and the second switching means 15
7 is on (closed) and the ACG 81 is generating power, the generated power is consumed by the resistor 85.

Now, when applying a brake device as shown in FIG. 4 or FIG. 11 to an electric motorcycle, the brake device may be disposed on at least one of the front wheel and the rear wheel. When the brake devices are arranged on both the front wheels and the rear wheels, the electric brakes may be controlled individually using the displacement angles of the front brake lever 26 and the rear brake lever 27.
Both electric brakes may be controlled using one of the displacement angles of 6 and 27.

[0059] Furthermore, when the above-mentioned brake device is applied to an electric vehicle, the brake device may be provided only one on the same axis as the driving motor of the vehicle, or may be provided for each wheel. Also good.

Furthermore, when a plurality of brake devices are provided, the mechanical brake portion may be removed from at least one of the brake devices.

Furthermore, the structure of the brake device shown in FIGS. 4 and 11 can be modified as follows.

(A) The brake device shown in FIGS. 4 and 11 includes a pair of brake shoes 36, 136, and two contact portions (a first contact portion 37A, a second contact portion 45A,
145A), but since the torque applied to each contact portion is different, the degree of wear of the brake lining in contact with each contact portion is different. Therefore, for example, in the configuration of FIG. 11, the brake lining (brake lining 136A or 13
6B) and the brake shoe 136 may be arranged to absorb uneven wear. Also in the structure shown in FIG. 4, the brake lining 36A is separated from the part that contacts the first contact part 37A and the second contact part 45A.
Similarly to the above, a spring may be placed between the brake lining and the brake shoe 36, which are subject to greater wear.

(B) The locking mechanism of the planetary gear 42 for rotationally driving the ACG 81 is an electromagnetic clutch, and the position lock of the lockup drums 45, 145 is electrically controlled using the signal detected by the brake opening detection means 151. Do it on purpose.

(C) The mechanical brake of the brake device is a disk type instead of a drum type as shown in FIGS. 4 and 11.

(D) The ACG 81 is disposed at a location other than the center of the wheel, and is rotationally driven using a transmission device that increases the rotation speed of the wheel.

(E) The ACG 81 is kept rotating at all times (that is, the planetary gear 42 is always fixed to the vehicle), and the brake opening degree information is detected by the brake opening degree detection means 151, and the field coil 81D is Start energizing and generate electricity.

[0067] Since the brake device according to the present invention generates electricity and charges during braking, it is natural that it can be applied not only to electric vehicles but also to vehicles equipped with internal combustion engines.

[0068]

Effects of the Invention (1) According to the braking device for a vehicle according to claim 1, braking energy is converted into electrical energy and charged to the battery, so that the braking energy is reused as energy for driving the vehicle. becomes possible. This allows the cruising distance of the electric vehicle to be extended. Furthermore, when the power generation means generates power, when the battery voltage exceeds a predetermined voltage, the battery is not charged and the power is consumed using other means, so that the performance of the battery is not affected. Furthermore, since the braking force for the vehicle is obtained by the power generation, the braking force can be obtained efficiently. The braking force generated by this power generation is not affected by temperature changes, environmental changes, etc. unlike mechanical brake devices, so it is possible to exhibit stable braking characteristics.

(2) According to the braking device for a vehicle according to claims 2 and 3, power generation is performed by detecting the brake opening degree set by the driver of the vehicle, so power generation is effectively performed during braking. be able to.

(3) According to the braking device for a vehicle according to claim 4, since braking force is obtained by generating electricity according to the detected brake opening degree, it is convenient for the driver of the vehicle.
Good braking feeling can be obtained when braking.

(4) Generally, when the operating force of the brake lever or brake pedal is constant during braking, it is desirable that the braking force is also constant. However, in a mechanical brake system, even if the operating force of the brake lever or brake pedal is constant, the braking force may increase somewhat as the vehicle speed decreases (Figure 10
(See (d)) Therefore, the operating force of the brake lever or brake pedal may be reduced when braking is finished, if necessary. On the other hand, the braking force of the electric brake device decreases as the vehicle speed decreases, as shown in FIG. 2(c). Therefore, if the braking force of the vehicle is the sum of the braking force from the electric brake device and the braking force from the mechanical brake device, the braking force will not change much even if the vehicle speed changes. That is, according to the braking device for a vehicle according to the fifth aspect, good braking characteristics can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a functional block diagram of an embodiment of the present invention.

FIG. 2 is a side view of an electric motorcycle to which an embodiment of the present invention is applied.

3 is a plan view of the steering handle 10 of FIG. 2. FIG.

4 is a sectional view of the brake device 30 shown in FIG. 2. FIG.

FIG. 5 is a sectional view of section A in FIG. 4.

FIG. 6 is a cross-sectional view of section B in FIG. 4.

FIG. 7 is an electrical circuit diagram of an embodiment of the present invention using ACG81.

FIG. 8 is a flowchart showing a control routine for the first transistor Tr1.

FIG. 9 is a flowchart showing a control routine for the second transistor Tr2.

[Fig. 10] The speed of the vehicle, the displacement angle ΔS of the brake lever, the braking force of the electric brake, the braking force of the mechanical brake, the deceleration of the vehicle, and the power generated by the ACG 81,
It is a time chart showing the relationship with time.

11 is a sectional view of another example of the brake device shown in FIG. 4. FIG.

[Explanation of symbols]

26... Front brake lever, 30, 130... Brake device, 35... Brake cam, 36, 136... Brake shoe, 37... Brake drum, 37A... First contact part,
38... Internal gear, 41... Sun gear, 42... Planetary gear, 45
, 145... Lockup drum, 45A, 145A... Second contact portion, 51... Stator core, 52... Field core, 81... ACG, 83... Battery, 85... Resistor, 88...
Opening sensor, 89... Electronic control device, 151... Brake opening detection means, 152... Duty ratio setting means, 154...
First switching means, 155... Voltage determination means, 157
...Second switching means

Claims (5)

[Claims] 1. In a braking device for a vehicle equipped with a battery, a series circuit comprising a power generating means connected to the battery and generating power when the vehicle is braked, and an impedance element and a switching means connected in parallel to the battery. and voltage determination means for determining whether the voltage of the battery is below a predetermined voltage, and the switching means is configured to conduct when the voltage of the battery exceeds the predetermined voltage. A vehicle brake device characterized by: 2. The vehicle further comprises a brake opening degree detection means for detecting a brake opening degree set by the driver of the vehicle, and the power generating means is energized by the detection of the brake opening degree to generate electricity. The vehicle brake device according to claim 1, characterized in that: 3. The power generation means includes a field coil and an energization control means for controlling energization to the field coil, and the energization control means is configured to be energized when the brake opening degree is detected. The vehicle brake device according to claim 2, characterized in that: 4. Further comprising: duty ratio setting means for setting a duty ratio according to the detected brake opening degree, wherein the energization control means is configured to energize the field coil according to the set duty ratio. 4. The vehicle braking device according to claim 3, wherein a current value is controlled. 5. The vehicle brake system according to claim 1, further comprising a mechanical brake system.