JP2012117591A - Vehicle braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle braking device which includes a flywheel which can rotate in conjunction with the rotation of a wheel, and which generates a braking force according to a brake operation force.SOLUTION: The vehicle braking device (the main braking device 100) includes: an input shaft connected to the axle of the wheel; an input side planetary gear type speed increaser 30 which is arranged coaxially with the input shaft, and increases speed of the rotation of the input shaft to output it to an output shaft 20; a continuously variable transmission 40 arranged coaxially with the input side planetary gear type speed increaser 30; and the flywheel 70 which is arranged coaxially with the continuously variable transmission 40 and connected to the output part 42 of the continuously variable transmission 40 through a clutch device 50. The continuously variable transmission 40 includes a conversion mechanism part CM which works in order to change speed according to the brake operation force. An electric control device includes: a conversion mechanism part control means which controls the operation of the conversion mechanism part CM; and a clutch control means which controls the intermittent operation of the clutch device 50.

Description

  The present invention relates to a braking device employed for braking a wheel in a vehicle, for example, and more particularly to a vehicle braking device including a flywheel.

  As one of the braking devices for vehicles provided with the flywheel, it is shown by the following patent document 1, for example.

Japanese Patent Laid-Open No. 2008-267339

  In the vehicle braking device described in Patent Literature 1 described above, the flywheel that has been stopped can be rotated in accordance with the brake operation during traveling, and the vehicle can be braked. The rotation of the flywheel described above is determined according to the rotation of the wheel regardless of the brake operation force.

  By the way, in the vehicle braking device described in Patent Document 1 described above, the rotation of the flywheel cannot be controlled according to the brake operation force, and the braking force according to the brake operation force cannot be obtained. For this reason, although the above-described vehicle braking device can be used as a regenerative braking device, it cannot be used as a general braking device (a device that can obtain a braking force corresponding to a brake operation force).

The present invention has been made to solve the above problems,
An input shaft coupled to the wheel axle;
An input side speed increaser that is coaxially disposed on the input shaft and accelerates the rotation of the input shaft to output to the output shaft;
An input unit that is coaxially disposed on the input side speed increaser, is coupled to the output shaft of the input side speed increaser and rotates integrally, and an output unit that rotates separately from the input unit. And a stepping mechanism capable of continuously increasing the rotation of the input unit to the rotation of the output unit in response to an increase in the brake operating force. A transmission,
A flywheel that is coaxially disposed in the continuously variable transmission and connected to the output portion of the continuously variable transmission via a clutch device;
Conversion mechanism control means for controlling the operation of the conversion mechanism according to the brake operating force;
The vehicle braking device includes a clutch control unit that controls the intermittent operation of the clutch device according to the rotational speed of the input shaft and the flywheel and the brake operation force.

  In the braking device for a vehicle according to the present invention, when the vehicle is not braked (when both the wheel and the flywheel are stopped), the clutch device is connected and the power transmission is possible. Is in an initial state and is in an initial shift state (for example, a deceleration state). Therefore, in this state, the rotation of the wheel can be transmitted to the flywheel via the axle, the input shaft, the input side speed increaser, the continuously variable transmission, and the clutch device, and the rotation of the wheel is transmitted at a predetermined ratio (input side (The ratio determined by the speed increasing ratio in the speed increaser and the speed ratio in the continuously variable transmission) can be transmitted to the flywheel, and the wheel and the flywheel are in a synchronized state. For this reason, when a wheel rotates in this state, rotation of the wheel is transmitted to the flywheel at a predetermined ratio, and the flywheel rotates in a state synchronized with the wheel.

  By the way, if the brake is operated while the flywheel is rotating in a state where the wheel rotates and synchronizes with it (the vehicle is in a non-braking traveling state), the conversion mechanism is operated by the continuously variable transmission. The rotation of the input unit is continuously increased to the rotation of the output unit in response to an increase in the brake operation force. As a result, according to the brake operation force, the flywheel rotates at a high speed with a predetermined ratio or more with respect to the rotation of the wheel, and the rotation on the wheel side is stored in the flywheel as the rotational inertial force of the flywheel. Is done.

  In addition, when the brake operation is released in the above-described braking state (the flywheel is rotating at a high speed with a predetermined ratio or more with respect to the rotation of the wheel), the clutch device is switched from the connected state to the disconnected state. If it is set to, the power transmission between the wheel and the flywheel is cut off with the release of the brake operation, and the braking of the wheel is released. If the clutch device is set to switch from the disconnected state to the connected state when the wheel is decelerated to a state where the rotation of the flywheel is synchronized with the rotation of the wheel in a state where the braking of the wheel is released, The vehicle can be in a non-braking running state, and can be prepared for the next braking.

  In carrying out the above-described present invention, the vehicle braking device is disposed coaxially between the clutch device and the flywheel, and is connected to the output portion of the continuously variable transmission via the clutch device. It is also possible to include an output side speed increaser including an element and an output element connected to the flywheel and rotating integrally. In this case, the speed of the flywheel can be increased by the output side speed increaser, so that the flywheel can be rotated at a higher speed than when no output side speed increaser is provided. Therefore, the flywheel can be downsized.

  In carrying out the above-described present invention, the vehicle braking device includes an electric motor having the flywheel as a rotor, motor control means for controlling the operation of the electric motor based on a brake operation and an accelerator operation, It is also possible to provide a power storage device connected to the motor control means. In this case, at the time of braking when the brake operation is performed, it is possible to use the electric motor as a regenerative motor and collect the kinetic energy (inertial energy) of the flywheel as electric energy in the power storage device. When starting and accelerating the operation, it is possible to drive the electric motor using the electric energy collected in the power storage device and reuse it as the kinetic energy of the flywheel.

1 is an overall configuration diagram schematically illustrating an embodiment of a vehicle braking device according to the present invention. FIG. 2 is an enlarged cross-sectional view schematically showing an internal configuration of the main braking device shown in FIG. 1 in a non-braking state. FIG. 2 is an enlarged cross-sectional view schematically showing an internal configuration of the main braking device shown in FIG. 1 in a braking state.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 1 to 3 show an embodiment of a vehicle braking device according to the present invention, and the vehicle braking device of this embodiment is operated at the time of braking when the vehicle speed is equal to or higher than a set vehicle speed (for example, 15 km / h). And a disc brake device 200 as an auxiliary brake device set to operate at the time of braking when the vehicle speed is less than a set vehicle speed (for example, 15 km / h), and a brake pedal BP , A hydraulic control device 300 for controlling the hydraulic pressure supplied to the main braking device 100 and the disc brake device 200 from the brake master cylinder MC that operates in response to the depression operation (braking operation), a storage battery 400, the main braking device 100, and the hydraulic pressure A power supply control circuit 500 connected to the control device 300, the storage battery 400, etc., and the power supply control circuit 500 and the main braking device 100 And and a connected electric control unit ECU to sensor S1 provided in the hydraulic control unit 300 and the accelerator pedal AP.

  As shown in FIGS. 1 to 3, the main braking device 100 is arranged coaxially with the input shaft 10 connected to the axle Wa of the wheel W and increases the rotation of the input shaft 10. An input side planetary gear type speed increaser 30 that outputs the output speed to the output shaft 20, a toroidal continuously variable transmission 40 that is coaxially disposed with respect to the input side planetary gear type speed increaser 30, A flywheel 70 that is coaxially arranged with respect to the step transmission 40 and is connected to the output portion 42 of the continuously variable transmission 40 via the output side planetary gear speed increaser 60 is provided. Yes.

  The input side planetary gear type speed increaser 30 is a speed increaser having a carrier 31 as an input element, a sun gear 32 as an output element, and a ring gear 33 as a fixed element, and includes a support pin 34 and a planetary gear 35. . The carrier 31 is integrally connected to the input shaft 10. The sun gear 32 is formed integrally with the output shaft 20. The ring gear 33 is integrally assembled to a housing 90 (cross-sectional display omitted) that is assembled to a vehicle body (not shown). The support pin 34 is provided integrally with the carrier 31. The planetary gear 35 is rotatably attached to the support pin 34 and meshes with the sun gear 32 and the ring gear 33.

  As shown in FIGS. 2 and 3, the continuously variable transmission 40 includes an input unit 41, an output unit 42, and a conversion mechanism unit CM, and outputs rotation of the input unit 41 according to an increase in brake operation force. The speed of the unit 42 can be increased steplessly. The input unit 41 is connected to the output shaft 20 of the input side planetary gear type speed increaser 30 and rotates integrally. The output unit 42 is disposed to face the input unit 41 and rotates separately from the input unit 41. The conversion mechanism section CM operates to change the speed according to the brake operation force, and includes a ball 43 that frictionally engages with the input section 41 and the output section 42, and a support shaft 44 that rotatably supports the ball 43. The pair of support arms 45, 46 connected to the respective ends of the support shaft 44 and the inner ends of the support arms 45, 46 are movable in the radial direction (the ball 43 and the support shaft 44 are in the state shown in FIG. (A deceleration state) and a carrier 47 that can be tilted between the state of FIG. 3 (acceleration state), a rod 48 that is connected to the carrier 47 and moves the carrier 47 in the axial direction, and the rod A hydraulic cylinder 49 is provided for driving 48 in the axial direction (from the state of FIG. 2 to the state of FIG. 3). The operation of the hydraulic cylinder 49 (conversion mechanism unit CM) is controlled by a hydraulic cylinder (conversion mechanism unit) control means provided in the electric control unit ECU, and is supplied from the hydraulic control unit 300 in accordance with an increase in brake operation force. The hydraulic pressure is increased so that the carrier 47, the rod 48, etc. (conversion mechanism section CM) are driven toward the state shown in FIG. 3 (acceleration state). A return spring (not shown) for returning to the state (initial state) is provided.

  The clutch device 50 is an electromagnetic clutch device for intermittently transmitting power between the output portion 42 of the continuously variable transmission 40 and the input carrier 61 as an input element of the output side planetary gear speed increaser 60. The intermittent operation is configured so that the rotational speeds of the input shaft 10 and the flywheel 60 (each rotational speed is detected by a rotation sensor (not shown)) and input to the electrical control unit ECU by clutch control means provided in the electrical control unit ECU. And a brake operating force (configured to be detected by a hydraulic pressure sensor S2 provided in the hydraulic pressure control device 300 and input to the electric control device ECU). .

  The output side planetary gear type speed increaser 60 increases the rotation of the output part 42 in the continuously variable transmission 40 at a speed increase ratio larger than the speed increase ratio of the input side planetary gear type speed increaser 30, thereby providing the flywheel 70. An input carrier 61 as an input element that is coaxially disposed between the clutch device 50 and the flywheel 70 and is connected to the output portion 42 of the continuously variable transmission 40 via the clutch device 50. And an output shaft 62 as an output element connected to the flywheel 70 and rotating integrally therewith. Further, the output side planetary gear type speed increaser 60 includes an input side planetary gear 64 that is rotatably mounted on an input carrier 61 via a support pin 63, an output side carrier 65 as a fixed element, and the output side An output side planetary gear 67 that is rotatably assembled to the carrier 65 via a support pin 66, a ring gear 68 that meshes with the input side planetary gear 64 and the output side planetary gear 67, and the output shaft 62. An input-side sun gear 69a that is provided and meshes with the input-side planetary gear 64 and an output-side sun gear 69b that meshes with the output-side planetary gear 67 are provided.

  In the flywheel 70, when the continuously variable transmission 40 is in the decelerating state of FIG. 2 and the clutch device 50 is in the connected state and is in a state where power can be transmitted, the rotation of the wheels W (input shaft 10) has a predetermined ratio ( The speed is increased by a speed increase ratio determined by the input side planetary gear speed increaser 30, the speed change ratio of the continuously variable transmission 40, and the speed increase ratio of the output side planetary gear speed increaser 60). Is configured to do. The flywheel 70 is a magnet rotor that rotates in a coil 80 assembled to the housing 90, and the coil 80 constitutes an electric motor EM. The electric motor EM is connected to the power supply control circuit 500 by three wires, and the power supply control circuit 500 is braked (detected by the sensor S2) and accelerator operation (detected by the sensor S2) by the motor control means of the electric control unit ECU. And a function of a regenerative motor when the brake is operated, and a function of a drive motor when the accelerator is operated.

  The electric control unit ECU includes the clutch control unit and the motor control unit described above, and also includes a hydraulic cylinder control unit, a well-known brake hydraulic control unit (for example, an ABS control program), and the like. The clutch control means includes a control program for setting the clutch device 50 in a connected state when the vehicle is not braked (when the wheel W and the flywheel 70 are both stopped), and in a braking state (rotation of the wheel W). Control program for switching the clutch device 50 from the connected state to the disconnected state when the brake operation is released, and the braking of the wheels W. When the flywheel 70 is decelerated to a state in which the flywheel 70 is synchronized with the wheels W in a state where the is released, the clutch device 50 is provided with a control program for switching from the disconnected state to the connected state.

  The motor control means includes a control program for causing the electric motor EM to function as a regenerative motor and recovering the kinetic energy of the flywheel 70 as electric energy to the storage location 400, and starting the accelerator operation when braking is performed. A control program is provided that uses the electric energy collected in the storage area 400 by causing the electric motor EM to function as a drive motor during acceleration, and uses the kinetic energy of the flywheel 70 as a kinetic energy. The hydraulic cylinder (conversion mechanism unit) control means includes a control program that causes the hydraulic pressure corresponding to the brake operation force to be supplied from the hydraulic control device 300 to the hydraulic cylinder 49 when the brake operation is performed.

  In the vehicle braking device of this embodiment configured as described above, when the vehicle is not braked (the state where both the wheel W and the flywheel 70 are stopped), the clutch device 50 is connected and the power is increased. Since the transmission is enabled, the continuously variable transmission 40 is in the initial state shown in FIG. 2 and in the initial shift state (for example, the deceleration state). Therefore, in this state, the rotation of the wheel W is caused through the axle Wa, the input shaft 10, the input side planetary gear type speed increaser 30, the continuously variable transmission 40, the clutch device 50, and the output side planetary gear type speed increaser 60. The rotation of the wheel W can be transmitted to the flywheel 70 at a predetermined ratio (speed ratio at the input side planetary gear speed increaser 30, speed change ratio at the continuously variable transmission 40, and output side planetary gear speed increase. The speed W can be transmitted to the flywheel 70 at a speed increasing ratio determined by the speed increasing ratio of the speed device 60, and the wheel W and the flywheel 70 are in a synchronized state. Therefore, when the wheel W rotates in this state, the rotation of the wheel W is transmitted to the flywheel 70 at a predetermined ratio, and the flywheel 70 is synchronized with the wheel W (at a predetermined ratio with respect to the wheel W). Rotate at increased speed).

  By the way, if the brake pedal BP is depressed and the brake operation is performed in a state where the wheel W is rotated and the flywheel 70 is rotated in synchronization with the wheel W (the vehicle is not braked), the continuously variable transmission 40 is operated. Thus, the conversion mechanism unit CM is operated to shift according to the brake operation force, and the rotation of the input unit 41 is steplessly increased to the rotation of the output unit 42 according to the increase of the brake operation force. As a result, according to the brake operation force, the flywheel 70 rotates at a high speed at a predetermined ratio or more with respect to the rotation of the wheel W, and the rotation on the wheel W side is stored in the flywheel 70 as the rotational inertia force of the flywheel 70. Thus, the wheel W is braked. At the time of braking, since the electric motor EM functions as a regenerative motor, the kinetic energy of the flywheel 70 is recovered as electric energy in the storage location 400.

  In addition, when the brake operation is released in the above-described braking state (the state where the flywheel 70 is rotating at a high speed with respect to the rotation of the wheel W), the clutch device 50 is switched from the connected state to the disconnected state. As a result, the power transmission between the wheel W and the flywheel 70 is interrupted and the braking of the wheel W is released. When the braking of the wheel W is released, when the speed of the flywheel 70 is decelerated to a state in which the rotation of the flywheel 70 is synchronized with the rotation of the wheel W, the clutch device 50 is switched from the disconnected state to the connected state. Thus, it is possible to prepare for the next braking.

  In the vehicle braking device of this embodiment, the output-side planetary gear speed increaser 60 is coaxially disposed between the clutch device 50 and the flywheel 70. For this reason, the rotation of the flywheel 70 can be increased by the output side planetary gear type speed increaser 60, and the flywheel is compared with the case where the output side planetary gear type speed increaser 60 is not provided. 70 can be rotated at high speed, and the flywheel 70 can be downsized.

  In the vehicle braking device of this embodiment, an electric motor EM using the flywheel 70 as a magnet rotor, and motor control means (electric control device) for controlling the operation of the electric motor EM based on a brake operation and an accelerator operation. And a storage battery 400 connected to the motor control means via a power supply control circuit 500. For this reason, when braking is performed, the electric motor EM can be used as a regenerative motor, and the kinetic energy (inertia energy) of the flywheel 70 can be recovered in the storage battery 400 as electric energy. At the time of start / acceleration when the operation is performed, it is possible to drive the electric motor EM using the electric energy collected in the storage battery 400 and reuse it as the kinetic energy of the flywheel 70.

  In the above-described embodiment, the electric motor EM having the flywheel 70 as the magnet rotor is provided, and the motor control means, the power supply control circuit 500, the storage battery 400, and the like that control the operation of the electric motor EM based on the brake operation and the accelerator operation. However, it is also possible to carry out without these. In the above-described embodiment, the output planetary gear type speed increaser 60 is provided between the clutch device 50 and the flywheel 70. However, the output side planetary gear type speed increaser 60 is omitted (fly It is also possible to implement the configuration in which the wheel 70 is connected to the output portion 42 of the continuously variable transmission 40 via the clutch device 50. In the above-described embodiment, the toroidal continuously variable transmission 40 is employed as the continuously variable transmission. However, other types of continuously variable transmissions (for example, using planetary gears) are used as the continuously variable transmission. It is also possible to implement by adopting a continuously variable transmission).

  Further, in the above-described embodiment, the main braking device 100 operates during braking when the vehicle speed is equal to or higher than the set vehicle speed (for example, 15 km / h), and the auxiliary braking device is used during braking when the vehicle speed is less than the set vehicle speed (for example, 15 km / h). The disc brake device 200 is set to operate (when the kinetic energy that can be recovered as rotational inertia force by the flywheel 70 is small, a friction brake such as the disc brake device 200 is operated), but the vehicle speed is If the main braking device 100 is set to operate even during braking at a speed lower than the set vehicle speed (for example, 15 km / h), it is possible to implement without providing the disc brake device 200 as the auxiliary braking device.

  Further, the above-described embodiment is an embodiment of the present invention, and the present invention can be appropriately modified within the scope of the description of the claims, and is limited to the configuration of the above-described embodiment. is not. For example, as a configuration in which the coil 80 of the above embodiment is not provided (a configuration in which the electric motor EM having the flywheel 70 as a rotor is not provided), the brake operation is released and the accelerator operation is performed immediately after the brake operation. If the device 50 is set to switch from the shut-off state to the connected state, the non-transmission transmission 40 switches from the acceleration state to the deceleration state (initial state) with the release of the brake operation, and with the accelerator operation. The wheel W and the flywheel 70 are connected so that power can be transmitted, and the kinetic energy of the flywheel 70 can be used as the driving force (starting / acceleration force) of the wheel W.

  In the above embodiment, if the electric energy recovered when the electric motor EM operates as a regenerative motor during braking when the brake operation is performed is set to be small, the kinetic energy of the flywheel 70 is not greatly reduced. As described above, if the clutch device 50 is set to immediately switch from the disconnected state to the connected state when the brake operation is released and the accelerator operation is performed after the brake operation, the same operation as described above can be obtained. Thus, the kinetic energy of the flywheel 70 can be used as the driving force (start / acceleration force) of the wheel W.

  Further, when the above embodiment is implemented, the flywheel 70 is connected to the flywheel 70 in response to the accelerator operation while the flywheel 70 is rotating at a high speed at a predetermined ratio or more with respect to the rotation of the wheel W. This inertia energy may be used for rotational driving of the wheel W, and the wheel W may be driven by the electric motor EM only when the inertia energy of the flywheel 70 is insufficient. For this reason, immediately after the braking of the wheel W is released, the electric control unit ECU, for example, in a state where the accelerator operation is performed and acceleration of the wheel is required, the clutch device 50 switches from the disconnected state to the connected state. A control program may be provided. Moreover, it is good also as a structure which controls the continuously variable transmission 40 to the predetermined | prescribed ratio which can rotationally drive the wheel W with the flywheel 70 with cancellation | release of brake operation.

DESCRIPTION OF SYMBOLS 100 ... Main braking device, 10 ... Input shaft, 20 ... Output shaft, 30 ... Input side planetary gear type speed increaser, 40 ... Toroidal type continuously variable transmission, 42 ... Output part of continuously variable transmission, CM ... Continuously Transmission mechanism, 50 ... clutch device, 60 ... output side planetary gear speed increaser, 70 ... flywheel, 80 ... coil, 90 ... housing, EM ... electric motor, 200 ... disc brake device, 300 ... hydraulic Control device, 400 ... Storage battery, 500 ... Power supply control circuit, ECU ... Electric control device, BP ... Brake pedal, AP ... Accelerator pedal, W ... Wheel, Wa ... Axle

Claims (3)

An input shaft coupled to the wheel axle;
An input side speed increaser that is coaxially disposed on the input shaft and accelerates the rotation of the input shaft to output to the output shaft;
An input unit that is coaxially disposed on the input side speed increaser, is coupled to the output shaft of the input side speed increaser and rotates integrally, and an output unit that rotates separately from the input unit. And a stepping mechanism capable of continuously increasing the rotation of the input unit to the rotation of the output unit in response to an increase in the brake operating force. A transmission,
A flywheel that is coaxially disposed in the continuously variable transmission and connected to the output portion of the continuously variable transmission via a clutch device;
Conversion mechanism control means for controlling the operation of the conversion mechanism according to the brake operating force;
A vehicle braking device comprising: clutch control means for controlling the intermittent operation of the clutch device according to the rotational speed of the input shaft and the flywheel and the brake operation force. The vehicle braking device according to claim 1,
An input element that is coaxially disposed between the clutch device and the flywheel and is connected to the output portion of the continuously variable transmission via the clutch device, and is integrally connected to the flywheel and rotates. A braking device for a vehicle including an output side speed increaser including an output element. The vehicle braking device according to claim 1 or 2,
An electric motor having the flywheel as a rotor;
Motor control means for controlling the operation of the electric motor based on a brake operation and an accelerator operation;
A vehicle braking device comprising a power storage device connected to the motor control means.

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