JP2829718B2 - Anti-lock brake that recovers braking energy using a continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-lock brake for shortening a braking distance by accelerating the start of braking and recovering braking energy by using a continuously variable transmission for recovering braking energy.

[0002]

2. Description of the Related Art An anti-lock brake repeatedly reduces the brake pressure and prevents the occurrence of tire lock due to excessive brake pressure when the brake is depressed.

[0003] However, since the braking starts when the brake pedal is depressed, the braking start is delayed by the time until the accelerator pedal is released and the brake pedal is depressed. Further, when the accelerator pedal is released according to the gear ratio, the engine brake operates, but the fuel efficiency is reduced.

Therefore, the present invention hastens the start of braking by applying a braking force by rubber at the same time when the accelerator pedal is released,
At the same time, it is possible to accumulate the kinetic energy of the tire in the rubber and to perform braking without lowering the fuel efficiency as much as possible, and to perform anti-lock braking using a continuously variable transmission. It is an object of the present invention to provide an anti-lock brake that recovers braking energy by using a simple continuously variable transmission.

[0005]

The gist of the present invention will be described with reference to the accompanying drawings.

When the driver releases his foot from the accelerator pedal ,
Change the gear ratio and the braking mechanism that acts as a braking force by the torsional resistance of rubber or other torsion elastic material on the tire
A continuously variable transmission that changes the braking force on the tires
The moment of the torsional elastic material of the braking mechanism is
This acts as a braking force on the tires via the step transmission,
By changing the gear ratio of the step transmission, the braking force changes
The elastic material is twisted while the tire is rotating.
The braking force is increased and the tires are
Reduce the braking force of this elastic material so that it does not lock
In order, the those of the anti-lock brakes and <br/> configured kite so as to vary the gear ratio of the continuously variable transmission with a continuously variable transmission, wherein the recovery of braking energy .

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION A preferred embodiment of the present invention (how to implement the invention), which is considered to be the best, will be briefly described with reference to the drawings, showing its operational effects.

[0008] moment M necessary for rotating the shaft 1 in mechanism of Figure 1, when the stiffness k _t torsional rubber, {M
= (1-r) × k t × (θ 1 -θ 2) it is (Equation 1)}. The moment M acts as a braking force on the wheels, and the braking force changes by changing the gear ratio r, so that the wheel can be used as a braking device.

Immediately before the wheels are locked, the gear ratio r is quickly changed to reduce the braking force so as not to lock the wheels.

At the same time, the rubber is twisted and the rotation of the tire is stored as elastic energy of the rubber.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Specific embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows the structure of this embodiment.

The rotation is transmitted to the shaft 1 via the electromagnetic clutch by the V pulley or the mechanism for transmitting the rotation from the wheels in FIG.

The electromagnetic clutch is connected when the accelerator pedal is released, and the rotation is transmitted to the shaft 1.

Hooks 1, 2, 3, and 4 are provided with rubber. Hook 1 is attached to shaft 1, and hook 4 is connected to the output shaft of a continuously variable transmission having shaft 2, which rotates in reverse by gear pair 1, as an input. Since it is attached, the rotation speed of the hook 4 changes depending on the gear ratio.

In this continuously variable transmission, the gear ratio r is as shown in FIGS.
4 (c) and FIG. 5 (b) .

The rotation of the hooks 2 and 3 is free, but the hooks 2 and 3 are rotated in opposite directions by the gear pair 2.

The hooks 1 and 4 are provided with rotary encoders for detecting the rotation angles θ ₁ and θ ₂ .

The gear ratio r is calculated from the angular velocities ω ₁ and ω ₂ by Δr = ω ₂
/ Ω ₁ (Equation 2)}.

It is assumed that the continuously variable transmission can be shifted by a stepping motor.

The wheel cylinder is connected to a conventional ABS device.

FIG. 2 (a) shows the rotational motion equation of the wheel by the force acting on the wheel. If α is the angular acceleration of the wheel, ｛Iα =
μ _B WR-M _G ··· (Equation 3) becomes}.

[0023] Figure 3 after the present invention releases the accelerator pedal, (hereinafter referred to as a Gomutoruku) torque by rubber when used in the same manner as the engine braking without a foot brake only M _G acts as a braking force .

The companion no wheel decelerates slip rate Gomutoruku M _G is increased to reach to increased diagram 2b.

Mu _B WR to reach the [0025], the rotation angle theta ₁ of the shaft, theta _2, a Motomari is M from because the gear ratio r is found (Equation 1) M = M _G, alpha is seen from theta ₁ From (Equation 3), it is obtained by {μ _B WR = Iα + M _G (Equation 4)}.

[0026] In the mu _B WR but becomes the maximum value, M _G is increased wheels from continuing to the exceed the slip ratio continued deceleration mu _B WR is decreased wheel begins to lock (in FIG. 2b,
Time t _{1 in} FIG. 3b).

[0027] The M _G after the maximum value can be determined for mu _B WR at this point may if we rotational angle theta _1, in accordance with the theta ₂ to change the speed change ratio r so that this value.

[0028] However the time points to be set to the maximum value of significantly mu _B WR a M _G in (time t ₁₎ does not lock because the wheel is further lock M _G size, zero wheel acceleration is negative until it turns sharply reduced (to surge the speed ratio), the rotation angle theta ₁ to the size of M _G at that time when the acceleration becomes zero (time t _2), to change the gear ratio r in accordance with the theta ₂ Hold by.

Then, the slip ratio changes at μ _B WR constant from FIG.

[0030] This corresponds to a change in wheel acceleration from time t ₂ in FIG. 3b to t _3.

T ₃ is the time when the acceleration changes from positive to zero (FIG. 2b), but at this time the gear ratio is reduced (FIG. 3c) and M
_{If G} is set to the maximum value of μ _B WR and thereafter this value is maintained, braking can be performed with the maximum frictional force between the road surface and the tire.

FIG. 4 shows a control state in the case where the road surface condition changes when braking is performed only with rubber.

It is assumed that the control is performed before time t ₅ so that the braking is performed with the maximum frictional force as shown in FIG.

[0034] when it becomes easier time t ₆ before in the slip road, because the M _G is acting on the wheel angular acceleration begins to a little lock sharply.

[0035] Once reduced so angular acceleration t ₆ becomes positive to increase the (time t ₇₎ M _G until the acceleration becomes negative again (time t
₈ ) Hold.

FIG. 2C shows the change in the slip ratio. Reducing the gear ratio r at time t ₈ to increase the M _G.

At time t ₉ when the wheel angular acceleration suddenly decreases.
Do until.

From t ₈ to t ₉ , μ _B WR is calculated to find the maximum value (FIG. 2c shows the change in the slip ratio).

[0039] The gear ratio r to the angular acceleration positively increased at time t ₉ to reduce the M _G (time t _10).

[0040] and retain the M _G until the angular acceleration again becomes negative (time t _11, also shows the 1011 changes its slip ratio in FIG. 2c).

Next, μ _B W required to reduce the gear ratio r
This value is maintained thereafter after setting the maximum value of R.

[0042] Next, at time t ₁₃ and the coefficient of friction of the road surface and the tire in the previous is increased, and the reason the wheel angular acceleration becomes positive increases (time t _13).

At this time, μ _B WR before time t ₁₃ is maintained again until the angular acceleration becomes negative again (1213 in FIG. 2B indicates a change in the slip ratio).

The gear ratio from the time t ₁₄ in which the acceleration is negative r
It reduces to increase the M _G.

At time t ₁₅ when the wheel angular acceleration suddenly decreases.
Do until.

From t ₁₄ to t ₁₅ , μ _B WR is calculated to determine the maximum value (131415 in FIG. 2d indicates the change in the slip ratio).

[0047] The gear ratio r to positive angular acceleration at time t ₁₅ is increased to reduce the M _G (time t _16).

[0048] and retain the M _G until the angular acceleration again becomes negative (time t _17, also shows the change 151,617 of its slip ratio in FIG. 2d).

Next, μ _B W required to reduce the gear ratio r
This value is maintained thereafter after setting the maximum value of R.

FIG. 5 shows a case where both rubber and foot brake are used. In this case, the conventional ABS control is used.

[0051] In the conventional time the ABS control is started in FIG. 5a, holds the M _G at that time to release the foot brake. Figure 5b shows how the speed ratio is increased little by little to hold the M _G.

[0052]

Since the present invention is constructed as described above, the continuously variable transmission and rubber are used for braking, and the kinetic energy of the tires is stored, so that the fuel consumption can be reduced by using the energy stored for acceleration and power generation. .

By constantly detecting the rotational angle of the rubber, the gear ratio, and the wheel angular acceleration, the maximum frictional force between the road surface and the tire can be calculated, and the braking distance can be shortened because braking can be performed with the frictional force. When the accelerator pedal is released, braking starts, so that the braking distance can be further reduced until the foot brake is depressed.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of the present embodiment.

FIG. 2A is an explanatory diagram showing a force acting on a wheel in the embodiment, and FIGS. 2B, 2C, and 2D are diagrams showing changes in a slip ratio in the embodiment.

[3] the wheel speed in the present embodiment, Gomutoruku M _G,
FIG. 4 is an explanatory diagram showing a time change of a wheel angular acceleration and a speed ratio r.

FIG. 4 shows the wheel speed, rubber torque M _G ,
FIG. 9 is a second explanatory diagram illustrating a time change of the wheel angular acceleration and the speed ratio r.

FIG. 5 shows the wheel speed, rubber torque M _G ,
FIG. 10 is a third explanatory diagram illustrating a time change of the wheel angular acceleration and the speed ratio r.

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁶ , DB name) B60T 1/10

Claims (1)

(57) [Claims] 1. The driver releases his / her foot from the accelerator pedal
And a braking mechanism that acts as a braking force on the tire by using the torsional resistance of a torsional elastic material such as rubber as the braking force.
Variable transmission with variable braking force on the tires
The moment of the torsion elastic material of the braking mechanism is
Acts as a braking force on the tires via a continuously variable transmission,
Changing the transmission ratio of the continuously variable transmission changes the braking force.
The elastic material is screwed while the tire is rotating.
The braking force increases and the braking force increases
The braking force of this elastic material is reduced to prevent locking.
In order to change the speed ratio of the continuously variable transmission.
Anti-lock brakes to recover braking energy by using a continuously variable transmission which is characterized by a kite configuration.