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CN109715430B - Vehicle brake device - Google Patents

Vehicle brake device Download PDF

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Publication number
CN109715430B
CN109715430B CN201780057498.7A CN201780057498A CN109715430B CN 109715430 B CN109715430 B CN 109715430B CN 201780057498 A CN201780057498 A CN 201780057498A CN 109715430 B CN109715430 B CN 109715430B
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braking force
generator
state
wheel
brake mechanism
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CN109715430A (en
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中山觉
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Denso Corp
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Denso Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A brake device (1) is provided with a first brake mechanism (2), a second brake mechanism (3), a generator (4), and a control unit (5). The first brake mechanism (2) brakes a first wheel (12) which is one of a front wheel and a rear wheel. The second brake mechanism (3) brakes a second wheel (13) that is the other of the front wheel and the rear wheel. The generator (4) is configured to be able to transmit braking force to the second wheel (13). The control unit (5) controls a generator braking force, which is a braking force transmitted by the generator (4) to the second wheel (13). The control unit (5) is configured to perform control for increasing the generator braking force in the first state as compared with the second state.

Description

Vehicle brake device
Cross reference to related applications
This application is based on Japanese application No. 2016-.
Technical Field
The present disclosure relates to a brake device for a vehicle.
Background
As a vehicle brake device, for example, a vehicle brake device disclosed in patent document 1 is known. Patent document 1 discloses a front brake system for braking a front wheel by operating a lever provided on a handle, and a rear brake system for braking a rear wheel by operating a pedal. The front brake system and the rear brake system respectively have a master cylinder that generates hydraulic pressure by operation of a lever or a pedal, a brake unit that generates braking force by supply of the hydraulic pressure, and a conduit that connects the master cylinder and the brake unit. In patent document 1, the braking force distribution between the front wheels and the rear wheels can be set to be optimum by interlocking the respective braking units. That is, the braking force can be distributed to the front wheels and the rear wheels even when only one of the lever and the pedal is operated. Therefore, the lock limit point of each brake unit can be increased, and the posture of the vehicle can be stabilized.
Documents of the prior art
Patent document
Patent document 1: japanese patent No. 2791487
Disclosure of Invention
In the vehicle brake device described in patent document 1, a conduit connecting a master cylinder of a front brake system and a brake unit of a rear brake system and a conduit connecting a master cylinder of the rear brake system and a brake unit of the front brake system are provided in order to interlock the brake units. Further, a hydraulic control valve is provided that optimally sets the braking force distribution between the front wheels and the rear wheels. Therefore, there is a problem that the vehicle weight increases. Further, there is also a problem that the number of parts increases. Therefore, the manufacturing cost of the vehicle is likely to increase.
The present disclosure is intended to provide a vehicle brake device that can reduce the weight of a vehicle and the number of components while stabilizing the posture of the vehicle.
One aspect of the present disclosure is a brake device for a vehicle including front wheels and rear wheels, including:
a first brake mechanism that brakes a first wheel that is one of the front wheel and the rear wheel;
a second brake mechanism that brakes a second wheel that is the other of the front wheel and the rear wheel;
a generator configured to transmit a braking force to the second wheel; and
a control unit that controls a generator braking force that is a braking force transmitted from the generator to the second wheel,
the control unit is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below,
the first state is a state in which a braking force ratio, which is a ratio of a braking force of the first brake mechanism to the first wheel to a total of a braking force of the first brake mechanism to the first wheel and a braking force of the second brake mechanism to the second wheel, exceeds a predetermined threshold value,
the second state is a state where the braking force ratio is equal to or less than the threshold value,
the first wheel is the front wheel, the second wheel is the rear wheel,
the control unit is configured to adjust the generator braking force in accordance with a nose depression amount of the vehicle in at least one of the first state and the second state,
the control unit is configured to perform control to increase the generator braking force as the nose drop amount increases in at least one of the first state and the second state.
Another aspect of the present disclosure is a brake device for a vehicle including front wheels and rear wheels,
the vehicle brake device includes:
a first brake mechanism that brakes a first wheel that is one of the front wheel and the rear wheel;
a second brake mechanism that brakes a second wheel that is the other of the front wheel and the rear wheel;
a generator configured to transmit a braking force to the second wheel; and
a control unit that controls a generator braking force that is a braking force transmitted from the generator to the second wheel,
the control unit is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below,
the first state is a state in which a braking force ratio, which is a ratio of a braking force of the first brake mechanism to the first wheel to a total of a braking force of the first brake mechanism to the first wheel and a braking force of the second brake mechanism to the second wheel, exceeds a predetermined threshold value,
the second state is a state where the braking force ratio is equal to or less than the threshold value,
the first wheel is the front wheel, the second wheel is the rear wheel,
the control unit is configured to perform control to increase the generator braking force as a vehicle speed of the vehicle increases in at least one of the first state and the second state,
the control unit is configured to perform control to increase a rate of change of the generator braking force as the vehicle speed increases in at least one of the first state and the second state.
Yet another aspect of the present disclosure is a brake device for a vehicle including front wheels and rear wheels,
the vehicle brake device includes:
a first brake mechanism that brakes a first wheel that is one of the front wheel and the rear wheel;
a second brake mechanism that brakes a second wheel that is the other of the front wheel and the rear wheel;
a generator configured to transmit a braking force to the second wheel; and
a control unit that controls a generator braking force that is a braking force transmitted from the generator to the second wheel,
the control unit is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below,
the first state is a state in which a braking force ratio, which is a ratio of a braking force of the first brake mechanism to the first wheel to a total of a braking force of the first brake mechanism to the first wheel and a braking force of the second brake mechanism to the second wheel, exceeds a predetermined threshold value,
the second state is a state where the braking force ratio is equal to or less than the threshold value,
the first wheel is the front wheel, the second wheel is the rear wheel,
the generator is coupled to the second wheel via a clutch, and the control unit is configured to perform control to reduce an output of the generator, that is, a generator output, in a non-load state in which the clutch is disengaged, as compared to a load state in which the clutch is engaged.
Effects of the invention
In the vehicle brake device, the control unit is configured to perform control to increase the generator braking force in the first state as compared with the second state. Therefore, the disadvantage that the braking force of the first wheel becomes excessively large with respect to the braking force of the second wheel can be suppressed. In other words, it is possible to suppress a problem that the braking force of the first wheel becomes excessively large with respect to the braking force of the second wheel, for example, a vehicle head sinking, which is a state in which the front end of the vehicle sinks during deceleration, or a lock of the first wheel. This ensures the posture stability of the vehicle.
The braking force to the second wheel is adjusted by adjusting the generator braking force. That is, the generator has a function of generating electric power in accordance with the rotation of the second wheel, and also has a function of braking the second wheel in conjunction with the first brake mechanism. In other words, by using the generator mounted on the vehicle, the braking force to the second wheel can be generated without increasing the number of components. Therefore, as described above, it is not necessary to add a new member particularly for achieving the posture stability of the vehicle. Thus, the weight reduction of the vehicle can be achieved, and the number of parts can be reduced.
As described above, according to the above aspect, it is possible to provide a vehicle brake device that can reduce the weight of the vehicle and the number of components while stabilizing the posture of the vehicle.
Drawings
The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The attached drawings are as follows:
fig. 1 is a block diagram showing a configuration of a vehicle brake device according to embodiment 1.
Fig. 2 is a block diagram showing the structure of a brake device of another vehicle according to embodiment 1.
Fig. 3 is a flowchart for explaining the relationship between the first brake mechanism and the second brake mechanism and the instruction value of the generator braking force in embodiment 1.
Fig. 4 is a timing chart of the operation of the first brake mechanism and the second brake mechanism in embodiment 1.
Fig. 5 is a timing chart when only the first brake mechanism is operated in embodiment 1.
Fig. 6 is another timing chart when the first brake mechanism and the second brake mechanism in embodiment 1 are operated.
Fig. 7 is a timing chart when only the second brake mechanism is operated in embodiment 1.
Fig. 8 is a block diagram showing a configuration around the control unit in embodiment 2.
Fig. 9 is a flowchart for explaining switching between the power generation braking and the regenerative braking in embodiment 2.
Fig. 10 is a block diagram showing a configuration of a vehicle brake device according to embodiment 3.
Fig. 11 is a graph schematically showing the relationship between the first and second brake mechanisms and the amount of nose depression in embodiment 3.
Fig. 12 is a graph schematically showing a relational map between the hydraulic pressure ratio of the first brake mechanism to the hydraulic pressure of the second brake mechanism and the amount of nose depression in embodiment 3.
Fig. 13 is a graph schematically showing a relationship map between the stroke amount and the nose depression amount of the bottom link type front fork in embodiment 3.
Fig. 14 is a graph schematically showing a relationship map between the stroke amount and the nose depression amount of the swing arm type suspension in embodiment 3.
Fig. 15 is a graph schematically showing a relationship map of the amount of nose drop and the instruction value of the generator braking force in embodiment 3.
Fig. 16 is a block diagram showing a configuration of a vehicle brake device according to embodiment 4.
Fig. 17 is a block diagram showing a configuration of a brake device of another vehicle in embodiment 4.
Fig. 18 is a graph schematically showing a relationship map between the vehicle speed and the instruction value of the generator braking force in embodiment 4.
Fig. 19 is a graph schematically showing a relational map between the vehicle speed and the change rate of the generator motive power in embodiment 4.
Fig. 20 is a timing chart when only the first brake mechanism is operated in embodiment 4.
Fig. 21 is a block diagram showing a configuration of a vehicle brake device according to embodiment 5.
Fig. 22 is a graph schematically showing the relationship between the instruction values of the clutch and the generator output in embodiment 5.
Fig. 23 is a graph schematically showing the relationship between the change rates of the clutch and the generator output in embodiment 5.
Fig. 24 is a block diagram showing a configuration of a vehicle brake device according to embodiment 6.
Fig. 25 is a graph schematically showing a relationship map of the gear ratio and the instruction value of the generator braking force in embodiment 6.
Fig. 26 is a graph schematically showing the relationship between the gear stage and the instruction value of the generator braking force in embodiment 6.
Fig. 27 is a graph schematically showing a relationship map of the gear ratio and the rate of change in the generator braking force in embodiment 6.
Fig. 28 is a block diagram showing a configuration of a vehicle brake device according to the reference system.
Fig. 29 is a graph schematically showing a relationship map of the amount of nose drop and the indicated value of the generator braking force in the reference system.
Detailed Description
(embodiment mode 1)
Hereinafter, embodiments of the vehicle brake device will be described with reference to the drawings.
As shown in fig. 1, a vehicle having a brake device 1 according to the present embodiment includes front wheels and rear wheels.
The brake device 1 includes a first brake mechanism 2, a second brake mechanism 3, a generator 4, and a control unit 5. The first brake mechanism 2 brakes the first wheel 12, which is one of the front wheel and the rear wheel. The second brake mechanism 3 brakes the second wheel 13 that is the other of the front wheel and the rear wheel. In this embodiment, the first wheel 12 is a front wheel, and the second wheel 13 is a rear wheel. The generator 4 is provided to be able to transmit braking force to the rear wheels 13. The control unit 5 controls a generator braking force, which is a braking force transmitted from the generator 4 to the rear wheel 13. The control unit 5 is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below.
The first state is a state in which the braking force ratio R, which is the ratio of the braking force of the first brake mechanism 2 to the front wheels 12 to the total of the braking force of the first brake mechanism 2 to the front wheels 12 and the braking force of the second brake mechanism 3 to the rear wheels 13, exceeds a predetermined threshold value Vr.
The second state is a state where the braking force ratio R is equal to or less than the threshold value Vr. In this embodiment, the threshold value Vr is, for example, 0.7 to 0.8.
Next, the brake device 1 of the present embodiment will be described in detail.
Vehicles having the brake device 1 of the present embodiment include two-wheeled vehicles such as a scooter type motorcycle, an electric motorcycle, and an electric assist bicycle, and four-wheeled vehicles such as a go-anywhere vehicle (bike). In this embodiment, a scooter type motorcycle will be taken as an example for explanation. The vehicle of the present embodiment includes an engine 14 that drives the rear wheels 13. Power is transmitted from the engine 14 to the rear wheel 13 via the crankshaft 15, the clutch 6, the transmission 7, and the chain 16. The generator 4 is attached to the crankshaft 15, and the rotational energy of the crankshaft 15 can be changed to ac power by the generator 4.
As shown in fig. 1, the first brake mechanism 2 includes a first brake lever 21, a first master cylinder 22, a first brake caliper 23, a first brake disc 24, and a first pipe 25. The first brake lever 21 operates the first master cylinder 22. The first master cylinder 22 and the first brake caliper 23 are connected by a first pipe 25. The first brake caliper 23 is mounted adjacent to the first brake disc 24 so as to sandwich a part of the first brake disc 24. A first brake disc 24 is mounted to the front wheel 12.
In the first brake mechanism 2, the driver operates the first brake lever 21 to generate the hydraulic pressure P1 in the first master cylinder 22. The hydraulic pressure P1 generated in the first master cylinder 22 is supplied to the first brake caliper 23 via the first pipe 25. The brake pads assembled to the first caliper 23 are pressed against the first brake disc 24, and the front wheel 12 can be braked.
The second brake mechanism 3 includes a second brake lever 31, a second master cylinder 32, a second brake caliper 33, a second brake disc 34, and a second pipe 35. The second brake mechanism 3 also has the same configuration as the first brake mechanism 2. On the other hand, unlike the first brake mechanism 2, the second brake disk 34 is attached to the rear wheel 13. The second brake mechanism 3 can also brake the rear wheel 13 by performing the same operation as that of the first brake mechanism 2.
The generator 4 is electrically connected to the battery 172 via the inverter 171. The ac power generated by the generator 4 is converted into dc power by the inverter 171 and then supplied to the battery 172. The generator 4 can transmit a braking force (i.e., a generator braking force) to the rear wheel 13 via the crankshaft 15, the clutch 6, the transmission 7, and the chain 16. The generator braking force is a braking force generated in accordance with conversion from the rotational energy of the crankshaft 15 to the generated energy in the power generation of the generator 4. The power generation of the generator 4 is controlled by the control unit 5. That is, the magnitude of the generator braking force can be controlled by the control unit 5. The generator braking force can be generated by performing, for example, the generator braking or the regenerative braking described in embodiment 2 described later.
The control unit 5 is electrically connected to a first master cylinder 22 of the first brake mechanism 2 in order to obtain an operating state of the first brake mechanism 2. The control unit 5 calculates the braking force of the first brake mechanism 2 on the front wheels 12 based on the operating state of the first brake mechanism 2. Similarly, the control unit 5 is electrically connected to the second master cylinder 32 of the second brake mechanism 3 in order to obtain the operating state of the second brake mechanism 3. Then, the control unit 5 calculates the braking force of the second brake mechanism 3 on the rear wheels 13 based on the operating state of the second brake mechanism 3. As shown in fig. 2, the operating state of the first brake mechanism 2 and the operating state of the second brake mechanism 3 may be obtained from the ABS unit 18 to which the first master cylinder 22 of the first brake mechanism 2 and the second master cylinder 32 of the second brake mechanism 3 are electrically connected. ABS is short for anti-lock braking system.
In this way, the control unit 5 detects the operating state of the first brake mechanism 2 and the operating state of the second brake mechanism 3, and controls the generator braking force based on these operating states. That is, the generator braking force is controlled by determining the first state and the second state from the operating state of the first brake mechanism 2 and the operating state of the second brake mechanism 3. The control unit 5 is configured to perform control to reduce the generator braking force when the first brake mechanism 2 is not operated and the second brake mechanism 3 is operated, as compared to when both the first brake mechanism 2 and the second brake mechanism 3 are operated.
That is, in this embodiment, the control unit 5 sets the instruction value of the generator braking force to any one of A, B, C according to the flow shown in fig. 3 based on the operating states of the first brake mechanism 2 and the second brake mechanism 3. Here, the indicated value of the generator braking force is a target value of the generator braking force generated by the generator 4. The indication value A, B, C has a size relationship of A > B > C.
First, as shown in fig. 3, in steps S101 and S106, when it is determined that neither the first brake mechanism 2 nor the second brake mechanism 3 is operated, the motor braking force is not particularly generated.
When it is determined in step S101 that the first brake mechanism 2 is operated and it is determined in step S102 that the second brake mechanism 3 is not operated, the instruction value of the generator braking force is set to a.
When it is determined in steps S101 and S102 that both the first brake mechanism 2 and the second brake mechanism 3 are operated, it is determined in step S103 whether or not the braking force ratio R is equal to or less than the threshold value Vr. Then, if R ≦ Vr, the second state, the indication value is set to B. On the other hand, if R > Vr, the first state, the indication value is set to A. Here, the first state also includes a state where R is 1, that is, a state where only the first brake mechanism 2 acts on the braking force of the front wheels 12. On the other hand, the second state does not include a state where R is 0, that is, a state where the braking force of the first brake mechanism 2 on the front wheels 12 is not exerted at all.
In addition, in steps S101 and S106, when it is determined that the first brake mechanism 2 is not operated and the second brake mechanism 3 is operated, the instruction value of the generator braking force is set to C. Hereinafter, this state is referred to as a third state as appropriate.
The following table is a table 1 showing a summary of the first, second, and third states.
[ Table 1]
Figure GDA0001999246460000081
Figure GDA0001999246460000091
Next, the operation of the brake device 1 will be described with reference to the timing charts of fig. 4 to 7. In order to simplify the situation, it is assumed that R ≦ Vr is satisfied when both the first brake mechanism 2 and the second brake mechanism 3 are operated.
As shown in fig. 4, when the first brake lever 21 and the second brake lever 31 are operated and the first brake mechanism 2 and the second brake mechanism 3 are in the ON (ON) state, B is set to the instruction value of the generator braking force in the generator braking force control of the control unit 5. Then, the generator 4 increases the generator motive power until the generator motive power reaches the instruction value B. Thereby, the power generation braking force is transmitted to the rear wheels 13, and the vehicle speed of the vehicle is reduced. On the other hand, when the first brake mechanism 2 and the second brake mechanism 3 are in the OFF (OFF) state, the instruction value is changed to zero, and the generator 4 reduces the generator braking force until it reaches zero. Thus, the rear wheels 13 are no longer transmitted with the generator power, and the vehicle speed of the vehicle is not reduced.
As shown in fig. 5, when only the first brake lever 21 is operated and only the first brake mechanism 2 is in the on state, a is set to the instruction value of the generator braking force in the generator braking force control of the control unit 5. Then, the generator 4 increases the generator motive power until the generator motive power reaches the instruction value a. On the other hand, when the first brake mechanism 2 is in the off state, the instruction value is changed to zero, and the generator 4 reduces the generator braking force until it reaches zero.
As shown in fig. 6, when only the first brake lever 21 is operated and only the first brake mechanism 2 is in the on state, a is set to the instruction value of the generator braking force in the generator braking force control of the control unit 5. Then, the generator 4 increases the generator motive power until the generator motive power reaches the instruction value a. Then, when the second brake lever 31 is operated and the first brake mechanism 2 and the second brake mechanism 3 are in the on state, the instruction value of the generator braking force is changed from a to B in the generator braking force control of the control unit 5. Then, the generator 4 reduces the generator braking force until the generator braking force reaches the instruction value B. When the first brake mechanism 2 and the second brake mechanism 3 are in the off state, the instruction value is changed to zero, and the generator 4 reduces the generator braking force until it reaches zero.
As shown in fig. 7, when only the second brake lever 31 is operated and only the second brake mechanism 3 is in the on state, C is set to the instruction value of the generator braking force in the generator braking force control of the control unit 5. Then, the generator 4 increases the generator braking force until the generator braking force reaches the instruction value C. On the other hand, when the second brake mechanism 3 is in the off state, the instruction value is changed to zero, and the generator 4 reduces the generator braking force until it reaches zero.
Next, the operation and effect of the present embodiment will be described.
In the brake device 1 of this embodiment, the control unit 5 is configured to perform control for increasing the generator braking force in the first state as compared with the second state. Therefore, a disadvantage that the braking force of the front wheels 12 becomes excessively large with respect to the braking force of the rear wheels 13 can be suppressed. That is, it is possible to suppress a problem that the braking force of the front wheels 12 becomes excessive with respect to the braking force of the rear wheels 13, such as a Nose drop (Nose dive) in which the front end of the vehicle is dropped during deceleration, locking of the front wheels 12, and the like. This ensures the posture stability of the vehicle.
Then, the braking force to the rear wheels 13 is adjusted by adjusting the generator braking force. That is, the generator 4 has a function of braking the rear wheel 13 in conjunction with the first brake mechanism 2, in addition to a function of generating power in accordance with the rotation of the crankshaft 15. In other words, by using the generator 4 mounted on the vehicle, the braking force to the rear wheels 13 can be generated without increasing the number of components. Therefore, it is not necessary to add a new member particularly for achieving the attitude stability of the vehicle. Thus, the weight reduction of the vehicle can be achieved, and the number of parts can be reduced.
The control unit 5 is configured to perform control to reduce the generator braking force when the first brake mechanism 2 is not operated and the second brake mechanism 3 is operated, as compared to when both the first brake mechanism 2 and the second brake mechanism 3 are operated. Therefore, it is possible to avoid excessively reducing the vehicle speed of the vehicle when the driver intentionally operates the second brake mechanism 3 to stabilize the posture of the vehicle. That is, the case where the first brake mechanism 2 is not actuated and the second brake mechanism 3 is actuated is the case where it is intended to apply the braking force only to the rear wheels 13. This situation is generally a situation in which the driver intends to achieve posture stabilization of the vehicle more than braking of the vehicle. Therefore, in this case, the generator power is reduced in order to avoid causing excessive deceleration of the vehicle. This ensures the drivability of the vehicle.
As described above, according to the above aspect, it is possible to provide the vehicle braking apparatus 1 capable of reducing the weight of the vehicle and reducing the number of components while stabilizing the posture of the vehicle.
(embodiment mode 2)
In this embodiment, a specific mode of the generator power is shown with reference to fig. 8 and 9. In particular, in this aspect, control is performed to switch between the generator braking and the regenerative braking as a method of generating the generator braking force.
Here, "power generation braking" means that at least two or more of the plurality of lower arm semiconductor elements 174d in the inverter 171 are turned on to short-circuit the phases, and that the power generation energy from the generator 4 rotating with the rotation of the rear wheel 13 is converted into heat via a resistor (specifically, a coil in the generator 4 and the lower arm semiconductor elements 174d) and is released, thereby generating braking force. "regenerative braking" means that braking force is generated not by discharging the generated energy as heat, but by turning on each of the plurality of upper arm semiconductor elements 174u in the inverter 171 or by recovering (i.e., regenerating) the generated energy as dc power to the battery 172 via a parasitic diode parasitic to the upper arm semiconductor element 174 u.
In the present embodiment, as shown in fig. 9, the electric power generation brake and the regenerative brake are used separately in accordance with the remaining capacity S of the battery 172 and the indicated value of the generator braking force. That is, when the remaining capacity S of the battery 172 is insufficient or the instruction value of the generator braking force is small, the generator braking force is generated by regenerative braking. On the other hand, in cases other than the above, the generator braking force is generated by the generator braking.
As shown in fig. 8, an inverter 171 is provided between the generator 4 and the battery 172. The inverter 171 is configured to convert electric power between the generator 4 and the battery 172. The switching between the power generation braking and the regenerative braking is controlled by appropriately switching the on/off of a plurality of semiconductor devices 174 (for example, MOSFETs) in the inverter 171 by the drive circuit 173. That is, the drive circuit 173 is caused to appropriately turn on and off the plurality of semiconductor elements 174 in response to an instruction from the control unit 5. The control unit 5 includes a power generation braking instruction unit 51 and a regenerative braking instruction unit 52. Then, the semiconductor device 174 is controlled by an instruction from the power generation braking instruction unit 51 to perform power generation braking. Further, the semiconductor device 174 is controlled by an instruction from the regenerative braking instruction unit 52 to perform regenerative braking.
At the time of power generation braking, the generator braking force can be adjusted by switching on/off of two or three of the plurality of lower arm semiconductor elements 174d in the inverter 171 or by changing the on/off Duty ratio (Duty ratio) (that is, by PWM switching). During regenerative braking, each of the plurality of upper arm semiconductor elements 174u in the inverter 171 is turned off or turned on in accordance with the phase of the generated ac voltage under power generation, thereby making it possible to adjust the generator braking force.
The control unit 5 includes a battery state determination unit 53 and a generator braking force calculation unit 54. The battery state determination unit 53 acquires the remaining capacity S of the battery 172 based on the integrated value of the charge/discharge current to the battery 172 and the battery voltage. The generator braking force calculation unit 54 sets the instruction value of the generator braking force, for example, by the same method as in embodiment 1 described above. Then, the control unit 5 switches between the electric power generation braking and the regenerative braking according to the flow shown in fig. 9 based on the instruction value of the generator braking force and the remaining capacity S of the battery 172.
First, as shown in fig. 9, when it is determined in step S201 that the instruction value of the generator braking force is not set, the generator braking or the regenerative braking is not particularly performed.
When it is determined in step S201 that the instruction value of the generator braking force is set and it is determined in step S202 that the remaining capacity S of the battery 172 is equal to or greater than the predetermined threshold value Vs, regenerative braking is performed.
When it is determined in step S202 that the remaining capacity S of the battery 172 is equal to or greater than the threshold value Vs, it is determined in step S203 whether or not the instruction value of the generator braking force is equal to or greater than a predetermined threshold value Vf. Then, if the indicated value of the generator braking force is equal to or greater than the threshold Vf, the electric power generation braking is performed. On the other hand, if the instruction value of the generator braking force is smaller than the threshold Vf, regenerative braking is performed.
The other structures are the same as those in embodiment 1. The same reference numerals as those used in the present embodiment among the reference numerals used in the following embodiment 2 indicate the same components and the like as those used in the present embodiment unless otherwise specifically indicated.
In the brake device 1 of this embodiment, the control unit 5 can switch between the electric power generation braking and the regenerative braking. Therefore, the control unit 5 can charge the battery 172 while ensuring the generator braking force when the vehicle is decelerating. This can stop the power generation of the generator 4 in the steady running state, thereby improving the fuel consumption performance of the vehicle.
Except for this, the same effects as those of embodiment 1 can be obtained.
(embodiment mode 3)
In the brake device 1 of this embodiment, as shown in fig. 10 to 15, the control unit 5 is configured to adjust the generator braking force in accordance with the amount of nose depression of the vehicle in each of the first state, the second state, and the third state. That is, the control unit 5 first obtains the nose depression amount of the vehicle. In this case, for example, any one of the graphs of fig. 11 to 14 described later is used. The control unit 5 is configured to be able to adjust the instruction value of the generator braking force based on the acquired nose depression amount.
Here, the nose depression amount refers to the degree of the forward tilting posture of the vehicle at the time of deceleration. For example, the bottom link type front fork 112 coupled to the front wheel 12 contracts, and the swing arm type suspension 113 coupled to the rear wheel 13 expands, so that the amount of nose sinking becomes large.
Next, the acquisition of the nose depression amount will be described with reference to the graphs of fig. 11 to 14.
Fig. 11 is a graph in which the operating states of the control mechanisms 2 and 3 are divided into three states, and the amount of nose sinking is specified in three stages. Here, the three states are the first state, the second state, and the third state described in embodiment 1, respectively. As shown in the figure, the nose depression amount becomes maximum in the first state, and the nose depression amount becomes minimum in the third state.
Fig. 12 is a graph in which the horizontal axis represents the hydraulic pressure ratio P1/P2, the vertical axis represents the nose depression amount, and the relationship map M1 between the hydraulic pressure ratio P1/P2 and the nose depression amount is schematically shown. Here, the hydraulic pressure ratio P1/P2 is the ratio of the hydraulic pressure P1 of the first master cylinder 22 to the hydraulic pressure P2 of the second master cylinder 32. The relationship map M1 is obtained in advance as a relationship between the hydraulic pressure ratio P1/P2 and the amount of nose sinking. Further, the control unit 5 can obtain the amount of nose depression from the hydraulic pressures P1 and P2 generated by the master cylinders 22 and 32 of the respective control mechanisms 2 and 3 based on the relationship map M1.
Fig. 13 is a graph in which the stroke amount L1 of the bottom link type front fork 112 is plotted on the horizontal axis and the head sinking amount is plotted on the vertical axis, schematically showing a relationship map M2 between the stroke amount L1 and the head sinking amount. The relationship map M2 is obtained in advance as a relationship between the stroke amount L1 and the amount of nose depression. Here, as shown in fig. 10, the control unit 5 of the present embodiment is electrically connected to the bottom link type front fork 112 in order to obtain the stroke amount L1. Further, the control unit 5 can acquire the nose depression amount from the stroke amount L1 based on the relationship map M2. The control unit 5 is electrically connected to the swing arm type suspension 113 as shown in fig. 10, and can acquire the amount of nose depression from the stroke amount L2 of the swing arm type suspension 113 based on the relationship map M3 as shown in fig. 14.
As shown in fig. 15, the control unit 5 of the present embodiment is configured to perform control to increase the generator braking force as the amount of nose depression increases in each of the first state, the second state, and the third state. The control unit 5 controls the generator braking force so as not to exceed the predetermined braking force limit value Lr. The braking force limit value Lr is a variable that decreases as the amount of nose sinking increases. The relationship between the amount of nose depression and the generator braking force will be described in detail below together with fig. 15.
Fig. 15 is a graph in which the abscissa axis represents the amount of nose drop and the ordinate axis represents the command value A, B, C of the generator braking force, and schematically shows a relationship map M4 between the amount of nose drop and the command value A, B, C. Here, the instruction value A, B, C is the instruction value in the first state, the second state, and the third state described in embodiment 1. The relationship map M4 is obtained in advance as a relationship between the amount of nose depression and the instruction value A, B, C.
Indication value A, B, C is set so that indication value A, B, C increases as the amount of nose sinking increases. Each of the instruction values is set so as not to exceed the braking force limit value Lr. The braking force limit value Lr suppresses each indicated value when the nose depression amount becomes excessively large. That is, if the amount of nose sinking becomes too large, the frictional force between the rear wheels 13 and the ground is reduced, and the rear wheels 13 lock due to the generator braking force, so that the generator braking force is suppressed instead. Therefore, by setting the braking force limit value Lr, each instruction value is suppressed. Each instruction value is set so as not to exceed the braking force limit value Lm. The braking force limit value Lm is a limit value of the generator braking force in the generator 4.
The other structures are the same as those in embodiment 1.
In the brake device 1 of this embodiment, the control unit 5 is configured to perform control to increase the generator braking force as the amount of nose sinking increases in each of the first state, the second state, and the third state. Then, the generator power is transmitted to the rear wheel 13 via the crankshaft 15, the clutch 6, the transmission 7, and the chain 16, and the torque reaction force thereof acts in a direction to contract the swing arm type suspension 113 connected to the rear wheel 13, and the vehicle is lowered rearward. Therefore, the forward tilting posture of the vehicle at the time of deceleration of the vehicle can be suppressed, and the nose sinking can be suppressed.
The control unit 5 controls the generator braking force not to exceed the braking force limit value Lr. Therefore, it is possible to suppress a problem that the generator braking force becomes excessively large with respect to the amount of nose sinking, for example, slip due to locking of the rear wheels 13. This ensures the posture stability of the vehicle.
Except for this, the same effects as those of embodiment 1 can be obtained.
Further, the control described above may be performed only in the first state, for example.
(embodiment mode 4)
As shown in fig. 16 to 20, in the brake device 1 according to the present embodiment, the control unit 5 is configured to perform control to increase the generator braking force as the vehicle speed of the vehicle increases in each of the first state, the second state, and the third state. That is, the control unit 5 first obtains the vehicle speed of the vehicle. In this case, for example, a vehicle speed sensor 19 described later is used. The control unit 5 is configured to be able to increase the instruction value of the generator braking force in accordance with the acquired vehicle speed.
As shown in fig. 16, the vehicle of the present embodiment includes a vehicle speed sensor 19. A vehicle speed sensor 19 is mounted adjacent to the rear wheel 13. The vehicle speed sensor 19 is configured to generate an output signal according to the rotation speed of the rear wheel 13. The control unit 5 of the present embodiment is electrically connected to the vehicle speed sensor 19 to obtain an output signal of the vehicle speed sensor 19. The control unit 5 calculates the vehicle speed of the vehicle based on the output signal of the vehicle speed sensor 19.
As shown in fig. 17, the control unit 5 may be electrically connected to a first vehicle speed sensor 192 attached adjacent to the front wheel 12 and a second vehicle speed sensor 193 attached adjacent to the rear wheel 13. The control unit 5 can calculate the vehicle speed of the vehicle more reliably based on the output signal of the first vehicle speed sensor 192 and the output signal of the second vehicle speed sensor 193.
Next, a relationship between the vehicle speed and the instruction value of the generator braking force will be described with reference to the table of fig. 18. The graph schematically shows a relationship map M5 of the vehicle speed and the instruction value, in which the vehicle speed is plotted on the horizontal axis and the instruction value is plotted on the vertical axis. The relationship map M5 is obtained in advance as a relationship between the vehicle speed and the instruction value. The instruction value is set to be larger as the vehicle speed is larger.
The control unit 5 is configured to perform control to increase the rate of change of the generator braking force as the vehicle speed increases in each of the first state, the second state, and the third state. Here, the rate of change of the generator braking force refers to an absolute value of the rate of increase of the generator braking force and an absolute value of the rate of decrease of the generator braking force.
Next, the relationship between the vehicle speed and the change rate of the generator braking force will be described with reference to the graph of fig. 19. The graph schematically shows a relationship map M6 of vehicle speed and rate of change, in which the vehicle speed is plotted on the horizontal axis and the rate of change is plotted on the vertical axis. The relationship map M6 is obtained in advance as a relationship between the vehicle speed and the rate of change. The rate of change is set to be larger as the vehicle speed is larger.
Next, the operation of the brake device 1 in the first state will be described with reference to the timing chart of fig. 20. As shown in this figure, when only the first brake lever 21 is operated and only the first brake mechanism 2 is in the on state, a is set to the instruction value of the generator braking force in the generator braking force control of the control unit 5. Here, the instruction value a is an instruction value in the first state described in embodiment 1. Then, the generator 4 increases the generator braking force until the generator braking force reaches the instruction value a. The rate of change of the generator braking force (i.e., the absolute value of the rate of increase) at this time is set to a large value in accordance with the magnitude of the vehicle speed.
Then, the generator braking force is generated and the vehicle speed is reduced, so that the instruction value a gradually decreases. Therefore, the generator 4 reduces the generator power in accordance with the instruction value a.
Finally, when the first brake mechanism 2 is in the off state, the instruction value is changed to zero. Then, the generator 4 reduces the generator braking force until it reaches zero. The rate of change of the power generation braking force (i.e., the absolute value of the rate of decrease) at this time is set to a value smaller than the absolute value of the rate of increase described above.
The control described above is also the same in the second state and the third state.
The other structures are the same as those in embodiment 1.
In the brake device 1 of this embodiment, the control unit 5 is configured to perform control to increase the generator braking force as the vehicle speed of the vehicle increases in each of the first state, the second state, and the third state. Therefore, the nose sinking during deceleration of the vehicle can be suppressed. That is, when the vehicle speed is high, when only the first brake mechanism 2 is operated, the load may move forward of the vehicle, and the vehicle may be in a forward tilting posture and the head may sink. Therefore, in order to suppress the nose drop, the generator braking force acting on the rear wheels 13 is increased. This ensures the posture stability of the vehicle.
The control unit 5 is configured to perform control to increase the rate of change of the generator braking force as the vehicle speed increases in each of the first state, the second state, and the third state. Therefore, the generator power at the time of deceleration of the vehicle can be rapidly increased to suppress the nose drop. This ensures the posture stability of the vehicle. In addition, the generator braking force when the deceleration of the vehicle is released can be rapidly reduced. This ensures the drivability of the vehicle.
Except for this, the same effects as those of embodiment 1 can be obtained.
(embodiment 5)
As shown in fig. 21 to 23, the brake device 1 of the present embodiment is configured to perform control for switching the output of the generator 4, i.e., the generator output, in a loaded state in which the clutch 6 is connected to the clutch 6 in a non-loaded state in which the clutch 6 is disengaged.
As shown in fig. 21, the generator 4 is coupled to the rear wheel 13 via the clutch 6. The control unit 5 is configured to perform control to reduce the output of the generator 4, that is, the generator output, in comparison with the loaded state in which the clutch 6 is engaged in the unloaded state in which the clutch 6 is disengaged.
That is, as shown in fig. 22, the instruction value of the generator output is decreased in the no-load state, and the instruction value of the generator output is increased in the load state. Here, the instruction value of the generator output refers to a target value of the generator output generated by the generator 4.
The control unit 5 is configured to perform control to reduce the rate of change of the generator output when the load is not applied, as compared with when the load is applied. That is, as shown in fig. 23, the rate of change of the generator output is reduced in the no-load state, and the rate of change of the generator output is increased in the load state. Here, the rate of change of the generator output is an absolute value of the rate of increase of the generator output and an absolute value of the rate of decrease of the generator output.
The other structures are the same as those of embodiment 1.
In the brake device 1 of this embodiment, the control unit 5 is configured to perform control to reduce the generator output in the no-load state as compared with the load state. Therefore, the load of the engine 14 in the no-load state can be reduced. That is, in the no-load state, the engine 14 and the rear wheel 13 are not coupled, and therefore, in this state, the braking force of the generator output amount becomes the load of the engine 14. Therefore, in the no-load state, if a generator output having the same magnitude as that of the generator output in the load state is generated, there is a fear that the load of the engine 14 becomes excessively large and the engine stops. Therefore, in the no-load state, the generator output is reduced to ensure the stability of the engine 14.
The control unit 5 is configured to perform control to reduce the rate of change of the generator output when the load is not applied, as compared with when the load is applied. Therefore, the vibration of the engine 14 caused by the rapid load variation can be reduced.
Except for this, the same effects as those of embodiment 1 can be obtained.
(embodiment 6)
As shown in fig. 24 to 27, the brake device 1 of the present embodiment is configured to perform control for changing the generator power in accordance with the Gear ratio (Gear ratio) of the transmission 7.
As shown in fig. 24, the generator 4 is coupled to the rear wheel 13 via the transmission 7. The control unit 5 is configured to perform control to reduce the generator braking force as the gear ratio of the transmission 7 is increased when the load state is established.
Next, a relationship between the gear ratio of the transmission 7 and the instruction value for the generator braking force will be described with reference to the table of fig. 25. The graph schematically shows a relationship map M7 of the gear ratio and the instruction value by taking the gear ratio on the horizontal axis and the instruction value on the vertical axis. The relationship map M7 is obtained in advance as a relationship between the gear ratio and the instruction value. The larger the set gear ratio is, the smaller the instruction value is.
As shown in fig. 26, the instruction value of the generator braking force may be set according to the gear stage of the transmission 7. Here, the gear stage of the transmission 7 is set to six stages in total from the first gear stage to the sixth gear stage. As shown in the drawing, the first gear instruction value is set to the minimum, and the sixth gear instruction value is set to the maximum.
As shown in fig. 27, the control unit 5 is configured to perform control to decrease the rate of change of the generator power as the gear ratio of the transmission 7 increases in the loaded state. Fig. 27 is a graph schematically showing a relationship map M8 of gear ratio and change rate, in which the horizontal axis represents the gear ratio and the vertical axis represents the change rate. The relationship map M8 is obtained in advance as a relationship between the gear ratio and the change rate. The rate of change is set to be smaller as the gear ratio is larger.
The other structures are the same as those of embodiment 5.
In the brake device 1 of this embodiment, the control unit 5 is configured to perform control to reduce the generator braking force as the gear ratio of the transmission 7 is increased when the brake device is in the loaded state. Generally, the larger the gear ratio, the larger the braking force (i.e., engine braking) to the rear wheels 13 by the engine 14. Therefore, the larger the gear ratio, the smaller the assist by the generator braking force. Therefore, by increasing the gear ratio, the generator braking force can be reduced.
The control unit 5 is configured to perform control to decrease the rate of change of the generator power as the gear ratio of the transmission 7 increases when the vehicle is in the loaded state. Therefore, an abrupt change in the posture of the vehicle due to an abrupt load variation can be prevented.
Except for this, the same effects as those of embodiment 5 can be obtained.
(reference mode)
In the vehicle having the brake device 1 of the present embodiment, as shown in fig. 28, the first wheel 120 is a rear wheel, and the second wheel 130 is a front wheel. That is, in the present embodiment, the generator 4 is provided to be able to transmit the braking force to the front wheels 130. The control unit 5 controls the generator braking force, which is the braking force of the generator 4 to the front wheels 130. The control unit 5 is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below.
The first state is a state in which the braking force ratio R, which is the ratio of the braking force of the first brake mechanism 2 to the rear wheels 120 to the total of the braking force of the first brake mechanism 2 to the rear wheels 120 and the braking force of the second brake mechanism 3 to the front wheels 130, exceeds a predetermined threshold value Vr.
The second state is a state where the braking force ratio R is equal to or less than the threshold value Vr. In this embodiment, the threshold value Vr is, for example, 0.2 to 0.3.
Here, the first state in the present embodiment is a state in which the ratio of the braking force of the first brake mechanism 2 to the rear wheels 120 is excessively large, unlike the first state in embodiment 1.
The control unit 5 of the present embodiment is configured to apply the generator braking force to the front wheels 130 when the proportion of the braking force to the rear wheels 120 is too large.
Unlike embodiment 1, the generator 4 of this embodiment is mounted on the front wheel 130 instead of the crank shaft 15. The generator 4 is configured to be able to convert the rotational energy of the front wheels 130 into ac power.
On the other hand, the first brake disk 24 of the first brake mechanism 2 of the present embodiment is attached to the rear wheel 120. In this embodiment, the rear wheels 120 can be braked by performing the same operation as that of the first brake mechanism 2 in embodiment 1. The second brake disk 34 of the second brake mechanism 3 of the present embodiment is attached to the front wheel 130. The second brake mechanism 3 is also capable of braking the front wheels 130 by performing the same operation as that of the first brake mechanism 2.
The control unit 5 calculates the braking force of the first brake mechanism 2 on the rear wheels 120 based on the operating state of the first brake mechanism 2, and calculates the braking force of the second brake mechanism 3 on the front wheels 130 based on the operating state of the second brake mechanism 3. In addition, the control unit 5 can set the instruction value of the generator braking force to any one of A, B, C according to the operation states of the first brake mechanism 2 and the second brake mechanism 3 by the same method as that of embodiment 1. Here, the instruction value a is an instruction value in the first state, the instruction value B is an instruction value in the second state, and the instruction value C is an instruction value in the third state. The third state is a state in which the first brake mechanism 2 is not operated and the second brake mechanism 3 is operated. That is, the third state refers to a state in which only the front wheels 130 are braked by the second brake mechanism 3.
Next, a relationship between the amount of nose drop and the instruction value of the generator braking force in the present embodiment will be described with reference to a table of fig. 29. Further, the control unit 5 can acquire the amount of nose sinking of the vehicle by the same method as that of embodiment 3. The braking force limit value Lr of the present embodiment is a variable that increases as the amount of nose drop increases.
Fig. 29 is a graph schematically showing a relationship map M9 between the amount of nose drop and the instruction value A, B, C, in which the amount of nose drop is plotted on the horizontal axis and the instruction value A, B, C of the generator braking force is plotted on the vertical axis. The relationship map M9 is obtained in advance as a relationship between the amount of nose depression and the instruction value A, B, C.
The instruction value A, B, C is set so that the larger the amount of forward sinking, the larger the instruction value A, B, C. Each of the instruction values is set so as not to exceed the braking force limit value Lr. The braking force limit value Lr suppresses an increase in each instruction value when the nose depression amount becomes excessively large. That is, this is because there is a risk that: there are problems such as sinking of the vehicle head, locking of the front wheels 130, and the like, which are caused by the braking force of the front wheels 130 becoming excessively large with respect to the frictional force generated between the front wheels 130 and the ground. In addition, the greater the amount of sinking of the vehicle head, the greater the above-mentioned friction force.
The other structures are the same as those in embodiment 1.
In the brake device 1 of the present embodiment, the first wheel 120 is a rear wheel, and the second wheel 130 is a front wheel. The control unit 5 is configured to perform control to increase the generator braking force in the first state as compared with the second state. Therefore, it is possible to suppress a problem that the braking force of the rear wheel 120 becomes excessively large with respect to the braking force of the front wheel 130. That is, it is possible to suppress a problem that the braking force of the rear wheel 120 becomes too large with respect to the braking force of the front wheel 130, for example, slippage due to locking of the rear wheel 120, or the like. This ensures the positional stability of the vehicle.
In addition, as in embodiment 1, the present invention has the operational effects that the vehicle weight can be reduced and the number of components can be reduced.
The present invention is not limited to the above embodiments, and various embodiments can be configured without departing from the scope of the present invention. For example, the control unit 5 can appropriately change the threshold value Vr according to the state of the road surface on which the vehicle is traveling. In embodiment 3, the bottom link type front fork 112 and the swing arm type suspension 113 are combined, but for example, a telescopic type front fork and a unit swing type suspension may be combined. In embodiment 3, the reference mode, and the like, the embodiment has been described in which the braking force limit value Lm is set to be larger than the braking force limit value Lr, but the braking force limit value Lm may be set to be smaller than the braking force limit value Lr. In this case, the control unit 5 can limit the generator braking force so as not to exceed the braking force limit value Lm regardless of the braking force limit value Lr.
The present disclosure has been described in terms of embodiments, but it is to be understood that the disclosure is not limited to the embodiments and constructions. The present disclosure also includes various modifications and equivalent arrangements. In addition, various combinations and modes, and further, other combinations and modes including only one element, more than one element, or less than one element among them also fall within the scope and spirit of the present disclosure.

Claims (13)

1. A braking device (1) for a vehicle provided with front wheels and rear wheels,
the vehicle brake device (1) comprises:
a first brake mechanism (2) that brakes a first wheel (12, 120) that is one of the front wheel and the rear wheel;
a second brake mechanism (3) that brakes a second wheel (13, 130) that is the other of the front wheel and the rear wheel;
a generator (4) that is provided so as to be able to transmit a braking force to the second wheel; and
a control unit (5) for controlling a generator braking force, which is a braking force transmitted from the generator to the second wheel,
the control unit is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below,
the first state is a state in which a braking force ratio (R), which is a ratio of a braking force of the first brake mechanism to the first wheel to a total of the braking force of the first brake mechanism to the first wheel and the braking force of the second brake mechanism to the second wheel, exceeds a predetermined threshold value (Vr),
the second state is a state where the braking force ratio is equal to or less than the threshold value,
the first wheel is the front wheel, the second wheel is the rear wheel,
the control unit is configured to adjust the generator braking force in accordance with a nose depression amount of the vehicle in at least one of the first state and the second state,
the control unit is configured to perform control to increase the generator braking force as the nose drop amount increases in at least one of the first state and the second state.
2. The braking device of a vehicle according to claim 1,
the control unit controls the generator braking force so as not to exceed a predetermined braking force limit value, which is a variable that decreases as the nose drop amount increases.
3. The braking device of a vehicle according to claim 1,
the control unit is configured to control the generator braking force to increase as the vehicle speed of the vehicle increases in at least one of the first state and the second state.
4. The braking device of a vehicle according to claim 3,
the control unit is configured to perform control to increase a rate of change of the generator braking force as the vehicle speed increases in at least one of the first state and the second state.
5. A braking device (1) for a vehicle provided with front wheels and rear wheels,
the vehicle brake device (1) comprises:
a first brake mechanism (2) that brakes a first wheel (12, 120) that is one of the front wheel and the rear wheel;
a second brake mechanism (3) that brakes a second wheel (13, 130) that is the other of the front wheel and the rear wheel;
a generator (4) that is provided so as to be able to transmit a braking force to the second wheel; and
a control unit (5) for controlling a generator braking force, which is a braking force transmitted from the generator to the second wheel,
the control unit is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below,
the first state is a state in which a braking force ratio (R), which is a ratio of a braking force of the first brake mechanism to the first wheel to a total of the braking force of the first brake mechanism to the first wheel and the braking force of the second brake mechanism to the second wheel, exceeds a predetermined threshold value (Vr),
the second state is a state where the braking force ratio is equal to or less than the threshold value,
the first wheel is the front wheel, the second wheel is the rear wheel,
the control unit is configured to perform control to increase the generator braking force as a vehicle speed of the vehicle increases in at least one of the first state and the second state,
the control unit is configured to perform control to increase a rate of change of the generator braking force as the vehicle speed increases in at least one of the first state and the second state.
6. The braking device of a vehicle according to any one of claims 1 to 5,
the generator is coupled to the second wheel via a clutch (6), and the control unit is configured to perform control for reducing a generator output, which is an output of the generator, in a non-load state in which the clutch is disengaged, as compared to a load state in which the clutch is engaged.
7. A braking device (1) for a vehicle provided with front wheels and rear wheels,
the vehicle brake device (1) comprises:
a first brake mechanism (2) that brakes a first wheel (12, 120) that is one of the front wheel and the rear wheel;
a second brake mechanism (3) that brakes a second wheel (13, 130) that is the other of the front wheel and the rear wheel;
a generator (4) that is provided so as to be able to transmit a braking force to the second wheel; and
a control unit (5) for controlling a generator braking force, which is a braking force transmitted from the generator to the second wheel,
the control unit is configured to perform control for increasing the generator braking force in a first state described below as compared with a second state described below,
the first state is a state in which a braking force ratio (R), which is a ratio of a braking force of the first brake mechanism to the first wheel to a total of the braking force of the first brake mechanism to the first wheel and the braking force of the second brake mechanism to the second wheel, exceeds a predetermined threshold value (Vr),
the second state is a state where the braking force ratio is equal to or less than the threshold value,
the first wheel is the front wheel, the second wheel is the rear wheel,
the generator is coupled to the second wheel via a clutch (6), and the control unit is configured to perform control for reducing a generator output, which is an output of the generator, in a non-load state in which the clutch is disengaged, as compared to a load state in which the clutch is engaged.
8. The braking device of a vehicle according to claim 7,
the control unit is configured to perform control to increase the generator braking force as a vehicle speed of the vehicle increases in at least one of the first state and the second state.
9. The braking device of a vehicle according to claim 7 or 8,
the control unit is configured to perform control to reduce a rate of change of the generator output when the load is not applied to the generator than when the load is applied to the generator.
10. The braking device of a vehicle according to claim 7 or 8,
the generator is coupled to the second wheel via a transmission (7), and the control unit is configured to perform control to reduce the generator braking force as the gear ratio of the transmission is increased when the vehicle is in the loaded state.
11. The braking device of a vehicle according to claim 10,
the control unit is configured to perform control to decrease a rate of change of the generator braking force as the gear ratio of the transmission increases when the transmission is in the loaded state.
12. The braking device of a vehicle according to any one of claims 5, 7, and 8,
the control unit is configured to adjust the generator braking force in accordance with a nose depression amount of the vehicle in at least one of the first state and the second state.
13. The braking device of a vehicle according to any one of claims 1 to 5, 7, and 8,
the control unit is configured to perform control to reduce the generator braking force when the first brake mechanism is not operated and the second brake mechanism is operated, as compared to when both the first brake mechanism and the second brake mechanism are operated.
CN201780057498.7A 2016-09-19 2017-09-05 Vehicle brake device Active CN109715430B (en)

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JP2016182462A JP6759919B2 (en) 2016-09-19 2016-09-19 Vehicle braking device
PCT/JP2017/031921 WO2018051842A1 (en) 2016-09-19 2017-09-05 Vehicle braking device

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