JPH11210485A - Regenerative brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simply mount a regenerative brake device on an existing vehicle by connecting an energy recovery means with a propeller shaft to recover and supply excess kinetic energy. SOLUTION: A propeller shaft 1 is provided by exposing to a bottom face side of a vehicle body, and a drive gear 2 is attached to this propeller shaft 1. A driven gear 3 is meshed with the drive gear 2, and a dry single plate type clutch 4 is connected with the driven gear 3. The drive gear 2, the driven gear 3, and the clutch 4 are equivalent to a transmission means 30. The clutch 4 consists of a clutch disc 4a rotating at all times and a pressure plate 11b. A generator as an energy recovery means 5 is connected with an output rotary shaft of the pressure plate 4b. An output end of this generator 5 is connected with a battery 14 through a charging and discharging part 13.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a regenerative braking device, and more particularly, to a device for converting speed energy during deceleration into storable energy.

[0002]

2. Description of the Related Art In recent years, automobiles have been required to be improved from the viewpoint of environmental problems such as global warming and energy problems.

[0003] Therefore, the development of a gasoline direct injection engine for saving fuel consumption and the development of an electric vehicle or a hybrid vehicle for the purpose of reducing exhaust gas have been continued. In addition, there has been proposed an apparatus that collects energy generated during braking of a vehicle, converts the energy into electrical energy or mechanical energy, and stores the energy.

In most cases, as disclosed in Japanese Patent Application Laid-Open No. Hei 5-231201, the mainstream is to rotate a generator using the rotational energy of wheels and charge the battery with the generated power. In most cases, a traveling motor also serves as a generator for electric vehicles.

[0005]

However, except for a complete electric vehicle, it is necessary to newly attach auxiliary equipment such as a generator to the vehicle. Therefore, a power take-out is provided in the transmission housing to drive these devices, and when a generator is incorporated, a drastic change in the design of the housing is required, resulting in an increase in cost.

[0006] In addition, in order to attach the auxiliary equipment to a vehicle,
Since it is necessary to fundamentally change the design of the drive train, it is difficult to apply it to retrofitting or production vehicles. As a regenerative braking device, there is a regenerative braking device described in JP-A-6-2562. In this technology, a hydraulic pump is provided on a rigid axle-type drive shaft so that energy can be recovered and the engine can be assisted. The hydraulic pump is attached to a differential gear via a clutch.

However, in the structure described in Japanese Patent Application Laid-Open No. 6-2562, an auxiliary machine is attached to a differential gear. For this reason, the unsprung weight (unsprung weight) of the vehicle is significantly increased, so that the road surface following ability of the wheels is deteriorated, and the fuel efficiency and the riding comfort are deteriorated.

SUMMARY OF THE INVENTION The present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a regenerative brake device that can retrofit an auxiliary device such as a generator to an existing vehicle at low cost. .

It is another object of the present invention to provide a regenerative brake device that suppresses an increase in unsprung load of a vehicle.

[0010]

SUMMARY OF THE INVENTION The present invention relates to a regenerative braking device for recovering kinetic energy when the vehicle is decelerating and supplying kinetic energy when the vehicle is accelerating. It is configured as follows.

That is, the transmission means 30 for transmitting the rotational force of the propeller shaft 1 is attached to the propeller shaft 1,
The energy recovery means 5 for recovering and supplying the kinetic energy is connected to the transmission means 30 to form a regenerative braking device.

Hereinafter, important components of the present invention will be further described. [Propeller Shaft 1] The propeller shaft 1 has a function of transmitting the power of the engine to the differential gear, and is made of, for example, a hollow electric resistance welded steel pipe.

It is desirable that the propeller shaft 1 be exposed to the outside. The exposed propeller shaft 1 means that it is not sealed in the housing, and may be covered with a mere detachable cover.

Usually, in a front engine front drive (FR) vehicle, the propeller shaft 1 is connected via a transmission from an engine provided at a front portion of the vehicle, and a power is transmitted to a differential gear provided at a rear wheel side. Is transmitted. Further, since the long propeller shaft 1 has a low rigidity and is liable to generate vibration, there is a type in which the propeller shaft is divided into two parts and the relay point is pivotally supported on the propeller shaft housing of the chassis. [Transmission Means 30] The transmission means 30 includes the propeller shaft 1
Is transmitted to the energy recovery means 5 separately from the drive system for driving the drive shaft (drive axle). For example, the drive gear 2 attached to the transmission side of the propeller shaft 1 and the drive gear 2 A configuration including a driven gear 3 coupled to the drive gear 2 and a clutch 4 coupled to the driven gear 3 and having an output shaft coupled to the energy recovery means 5 can be provided.

The clutch 4 may control the on / off of the clutch 4 in accordance with a command from the control unit 8. [Drive Gear 2] The drive gear 2 uses the propeller shaft 1 as it is as a shaft. For example, the drive gear 2 may be a type in which the propeller shaft 1 is detached and attached, or a split type, and the propeller shaft 1 is attached without detaching. [Driven gear 3] Driven gear 3 is drive gear 2
It is a gear that meshes with. The drive gear 2 and the driven gear 3 include not only gears such as pinions and helical gears but also gears driven via a chain. The chain includes not only a metal chain such as a silent chain but also a non-ferrous belt such as a timing belt reinforced with aramid fiber or the like. [Clutch 4] The clutch 4 is an intermittent machine of rotational force, and a dry single plate with good clutch disengagement is preferable. It is also possible to use an electromagnetic clutch. The connection and disconnection of the clutch 4 is performed by the control unit 8, and the connection and disconnection of the clutch 4 is controlled in accordance with various conditions such as an accelerator opening, a brake depression force, a vehicle speed, and acceleration / deceleration. [Energy recovery means 5] The energy recovery means 5 converts the traveling energy of the vehicle into recoverable energy, and specific examples thereof include a generator and a hydraulic pump motor. The generator is connected to the storage battery via a current control circuit or the like, and the energy converted into electric power is charged in the storage battery. The hydraulic pump motor outputs energy as hydraulic pressure, and the hydraulic pressure is controlled by the switching valve 6 and stored in the pressure tank 7. [Control unit 8] An information processing device mainly composed of a microprocessor, which controls the on / off state of the clutch 4 by obtaining information such as the accelerator opening, brake pedal force, vehicle speed, acceleration / deceleration, and wheel slip rate from a sensor. Things. Further, when a generator is used as the energy recovery means 5, it controls not only the clutch control but also the circuit for controlling the charging current.

On the other hand, when a hydraulic pump motor is used as the energy recovery means 5, the clutch control and
The switching valve 6 can be controlled to perform intermittent hydraulic pressure (bypass) and control the amount of oil.

The suspension attached to the vehicle is
As the front suspension, a strut type or wishbone type suspension can be exemplified.

As the rear suspension, a link type or a swing arm type can be exemplified, but a swing arm type which does not increase unsprung load is desirable.

Further, as a swing arm type,
Semi trailing type and full trailing type rear suspensions can be exemplified.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a regenerative braking device according to the present invention will be described in more detail with reference to the embodiments shown in FIGS. This regenerative braking device recovers energy radiated at the time of braking, and is configured to perform power assist during acceleration or the like as necessary. [Embodiment 1] Embodiment 1 will be described with reference to FIGS.

The propeller shaft 1 is provided to be exposed on the bottom side of the vehicle body, and a drive gear 2 is attached to the propeller shaft 1. The mounting position of the drive gear 2 is near the transmission 11 integrated with the engine 10.

The drive gear 2 is meshed with a driven gear 3 supported on a shaft (not shown). And
A dry single-plate clutch 4 is connected to the driven gear 3. The drive gear 2, the driven gear 3, and the clutch 4 correspond to the transmission means 30.

The clutch 4 comprises a clutch disk 4a which rotates at all times, and a pressure plate 4b. The pressure plate 4b is pressed against the clutch disk 4a by a diaphragm spring and a clutch cover (both not shown). I have. The pressure plate 4b is supported by the spline shaft so as to be able to advance and retreat, and can be detached from the clutch disk 4a by a release fork (not shown).

The release fork is driven by the actuator 12, and the on / off of the clutch is controlled by an external signal. A generator as an energy recovery device (energy recovery means) 5 is connected to the output rotation shaft of the pressure plate 4b. The output end of the generator 5 is connected to a storage battery 14 via a charge / discharge unit 13.

The actuator 12 and the charge / discharge unit 13
Are connected to the control end of the control unit 8, and their operations are controlled respectively. The control unit 8 includes a microprocessor, a memory, a power amplifier, and the like, and receives various signals from outside. The signals input to the control unit 8 are input from a potentiometer 15 for sensing the opening of the accelerator pedal, a first pressure sensor 16 for sensing the strength of the brake, and a rotary encoder 17 for sensing the vehicle speed. It is.

The propeller shaft 1 is connected to a differential gear 25 for adjusting the differential between the drive shaft 23a (left side) and the drive shaft 23b (right side) on the rear wheel side.

The differential gear 25 is
It is connected to the drive shaft 23a via a universal joint 20a and to the drive shaft 23b via a universal joint 20b.

The control section 8 controls the on / off state of the clutch 4 and the state of charge of the storage battery 14 in accordance with the driving state of the vehicle. The operation will be described with reference to FIG.
FIG. 2 shows, from above, the on-off state of the clutch 4, the amount of charging current,
Shows the level of vehicle speed, accelerator opening, and brake pedaling force, respectively.

First, the accelerator is depressed (A1), the vehicle body is accelerated (V1), and then the brake pedal is depressed (B
In case 1), the clutch 4 is connected (C1) at the same time as the vehicle speed decreases (current flows through the actuator 12). Then, the generator 5 starts rotating and charging of the storage battery 14 is started (R1). At this time, the charging current increases in proportion to the depression force of the brake pedal. This is because the resistance in the charge / discharge unit 13 is controlled by a command from the control unit 8 according to the depression force of the brake pedal. That is, when the driver intends to apply a strong brake (when the brake pedal has a large depression force), the charging current to the storage battery 14 is increased, and the mechanical resistance is increased.

Subsequently, it is assumed that the accelerator is depressed again (A2), and thereafter, a weak brake is applied (B2). In this case, the control unit 8 controls the charge / discharge unit 13 to charge the storage battery 14 with a weak current (R2). Therefore, the charge / discharge unit 13
Has low resistance and low mechanical resistance.

As described above, the mechanical resistance to the propeller shaft 1 is adjusted in accordance with the depression force of the brake pedal, so that the driver does not feel uncomfortable, such as excessive braking, during the driving operation. .

The charging current to the storage battery 14 may simply be increased in proportion to the vehicle speed (the amount of rotation of the propeller shaft 1). Although a slight shock may occur when the clutch 4 is connected, power is supplied to the generator 5 immediately before the clutch 4 is connected, and the rotation speed of the generator 5 is synchronized with the rotation speed of the clutch 4. With this arrangement, there is no shock when the clutch 4 is connected, and it is possible to prevent a decrease in riding comfort.

When the clutch 4 is connected, the charge / discharge unit 13
If the circuit of is cut off, the generator 5 is in a free state,
Shock can be reduced. Embodiment 2 Embodiment 2 will be described with reference to FIGS. The same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

In this embodiment, a hydraulic pump motor 5 is connected to the clutch 4 instead of a generator as an energy recovery device.
0 is connected. The hydraulic pump motor 50 pumps oil by rotating a rotating shaft.
The pressure-resistant pipes 50a and 50b are connected. The pressure-resistant pipes 50 a and 50 b are connected to a pressure tank (accumulator) 7 and a reservoir 18 via a switching valve 6.

The control section 8 is connected to a pressure sensor 19 for detecting the accumulated pressure state of the pressure tank 7. The switching valve 6 operates in three modes.
That is, in the first mode 1, the pressure-resistant pipes 50a, 50b
And the state where the pressure tank 7 and the reservoir 18 are cut (the state of FIG. 3). In the second mode 2, the pressure-resistant pipes 50a and 50b are connected to the pressure tank 7 and the reservoir 18 in a corresponding manner. In addition, the third mode 3
Indicates a state in which the mode 2 is reverse connected.

Thus, a state in which the hydraulic fluid in the pressure tank 7 is pressurized by the operation of the hydraulic pump motor 50 (hereinafter referred to as AB mode) and a state in which the hydraulic pump motor 50 is operated by the pressurized hydraulic fluid (hereinafter BA) Mode)
Two operating states are obtained.

Next, the operation of the control unit 8 will be described with reference to FIG. FIG. 4 shows, from the top, the engaged / disengaged state of the clutch, the assist amount of the engine, the valve mode, the vehicle speed, the accelerator opening, and the brake pedal force.

First, the accelerator is depressed (A3) to accelerate the vehicle (V2). At this time, if there is pressure in the pressure tank 7, the clutch 4 is connected and the BA mode is set, and the hydraulic pump motor 50 enters a mode of assisting the engine 10, but the pressure is initially accumulated in the pressure tank 7. Since this is not present, this is detected and the clutch 4 is not connected.

Subsequently, when the brake is applied (B3), the clutch 4 is connected (C3) and the switching valve 6 is connected.
Is in the AB mode (M1), and the hydraulic pump motor 50 is operated to accumulate pressure in the pressure tank 7.

In a normal running state, the clutch 4 is released (C4). If you step on the accelerator here (A
4), the clutch 4 is connected again (C5),
The switching valve 6 is set to the BA mode (M2), and the pressure in the pressure tank 7 activates the hydraulic pump motor 50 to operate the clutch 4
(P1).

Subsequently, when the brake is applied (B4), the clutch 4 is connected (C6), and the switching valve 6 is connected.
Is in the AB mode (M3), and the hydraulic pump motor 50 is operated to accumulate pressure in the pressure tank 7.

As described above, according to the regenerative braking device of this embodiment, energy can be recovered when the vehicle is decelerated, and the recovered energy can be supplied when the vehicle is accelerated. Can be reduced.

Further, since the regenerative braking device is attached to the propeller shaft 1, the weight of the regenerative braking device is added to the vehicle as a sprung weight, so that an increase in unsprung load is suppressed. Can be. Therefore, the regenerative braking device can be provided on the vehicle without deteriorating the vehicle's kinetic performance, riding comfort, and the like, because the road surface following ability of the wheels is not deteriorated.

Further, since the regenerative braking device is attached to the propeller shaft 1 as described above, retrofitting the regenerative braking device to the vehicle can be easily performed at low cost.

Further, the structure in which the regenerative brake device is mounted on the propeller shaft 1 allows the regenerative brake device to be mounted near the center of gravity of the vehicle, unlike the conventional case, so that the stability of the vehicle can be improved.

In the above embodiment, an example of application to a vehicle has been described. However, it is needless to say that the invention can be applied to an industrial machine or the like that operates substantially in the same manner as a vehicle.

[0047]

According to the present invention, since the energy recovery means is connected to the propeller shaft to recover the excess kinetic energy, the regenerative braking device can be easily retrofitted to an existing vehicle. .

Further, the components of the regenerative braking device can be retrofitted without significant changes in the design of the vehicle being produced, and energy can be saved easily and at low cost.

Further, since the regenerative braking device is mounted on the propeller shaft side, the unsprung load of the vehicle does not increase, and there is no fear that fuel efficiency and riding comfort will deteriorate. Further, since the regenerative braking device can be mounted near the center of gravity of the vehicle, it is possible to prevent the stability of the vehicle from deteriorating.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a first embodiment of a regenerative brake device of the present invention.

FIG. 2 is a time chart for explaining the operation of the first embodiment of the regenerative braking device of the present invention.

FIG. 3 is a configuration diagram showing a second embodiment of the regenerative braking device of the present invention.

FIG. 4 is a time chart for explaining the operation of a second embodiment of the regenerative braking device of the present invention.

[Explanation of symbols]

 Reference Signs List 1 propeller shaft 2 drive gear 3 driven gear 4 clutch 4a clutch disc 4b pressure plate 5 energy recovery device (energy recovery means) 6 switching valve 7 pressure tank 8 control unit 10 engine 11 transmission 12 actuator 13 charging / discharging unit 14 storage battery 15 potentiometer ( Accelerator sensor) 16 first pressure sensor (brake sensor) 17 rotary encoder (vehicle speed sensor) 18 reservoir 19 second pressure sensor 20a, 20b universal joint 23a, 23b drive shaft 25 differential gear 30 transmission means

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/06 F02D 29/06 D F03C 2/00 F03C 2/00 A F16D 61/00 F16D 61/00

Claims (3)

[Claims] 1. A regenerative braking device for recovering kinetic energy when the vehicle decelerates and supplying kinetic energy when accelerating the vehicle, wherein a transmission means for transmitting the rotational force of the propeller shaft is mounted on the propeller shaft. An energy recovery means for recovering and supplying the kinetic energy is connected to the means. 2. The regenerative braking device according to claim 1, wherein said energy recovery means is a generator. 3. The regenerative braking device according to claim 1, wherein said energy recovery means is a hydraulic pump motor, and a pressure tank is connected to said hydraulic pump motor via a switching valve.