JPS58224503A - Brake unit for electric motor vehicle - Google Patents

Abstract

PURPOSE:To prevent the retard of an electric motor vehicle at the starting time by eliminating a brake from loosening until a power drive torque is generated. CONSTITUTION:When an operating driver operates a brake, three command lines 1-3 are energized according to the magnitude of the command. When an electric motor vehicle is then stopped. A relay SPR which detects the stop and a relay PWR which detects the production of a power drive torque become deenergized state, and the command lines 1-3 are energized via contacts 3, 4. Even if a brake command is loosened so as to again start the vehicle by an operating driver, a pneumatic brake is not loosened, but is loosened after the contact 4 of the relay PWR is opened upon production of the power drive torque. In this manner, the vehicle does not retard even if starting on an ascent slope.

Description

[Detailed description of the invention] This invention relates to an electric vehicle brake device.

Generally speaking, among the brake devices for electric cars, the service brake is usually applied by the operator operating the brake handle to apply the brakes and stop the electric car. It is necessary to release the brake using the brake handle and quickly operate the power running handle.

Furthermore, in the case of a so-called one-handle master controller in which the power and brake handles are integrated, for example, the one in front of the neutral position is used for powering, and actual measurements show that the handle is for brake operation. In case of power running, the trap must be loosened by the brake, and then the handle must be fully operated in the direction of power. Then, even if you operate the steering wheel to go to the forward direction, a forward circuit is actually formed, and there will be a delay of 1 to several seconds due to the sequence configuration of switches, relays, etc. until the electric car goes forward, so the brakes are not applied during this time. For example, when starting on an uphill slope, electric vehicles inevitably back up, which is an unavoidable problem.

In addition, recently, electric cars have appeared in which the speed of the drive AC motor is controlled by a variable voltage, variable frequency type inverter called ■VvF, but this control action causes the electric car to move backward even a little, that is, the electric motor stops running. If you turn in the opposite direction, you will not be able to move forward at that point, so you are absolutely not allowed to back up when starting. was considered impossible.

This invention was made to eliminate the drawbacks of the conventional ones as described above, and even if you apply the brake to stop the electric car and then try to fully release the brake by fully operating the brake handle, a running torque is generated. Until now, our entire purpose is to provide an electric vehicle brake system that prevents the brake from loosening.

The explanation will be given below according to the figures. Figure 1 shows the regular brake command system of a conventional digital electric command brake system, where l is a brake command device consisting of a master controller, brake valve, or brake command device, etc., and k is a brake receiver. This is the brake command line for sending commands to. This command line consists of the normal @03 main lines, and can send a total of G signals. FIG. 2 shows an example of the signal. Here, a circle in the table of Figure 2 indicates that the corresponding command line is (3) energized, and a line without a circle indicates that it is de-energized. Further, the brake command indicates the release of the brake, and the brake cuff indicates the maximum brake for regular use.

FIG. 3 shows the application of this invention to the digital electric control rake system of the type shown in FIG. In Figure 3, 3 is the contact point of relay 8PH that detects the stoppage of the electric car. When the electric car is stopped, it is "closed" as shown in the figure, and the coil of this relay 8PH is not shown. For example, a speed generator attached to the axle of an electric car is energized and demagnetized by receiving a signal from the machine. DA is a contact point of the relay PWH that detects when the operator issues a power running command, a power running circuit is formed, and current flows through the drive motor, that is, power torque is generated. When there is no current, it is "closed" as shown in the figure, and although the coil of this relay PWH is not shown, it is energized and demagnetized depending on the presence or absence of current in the row circuit, for example. Also,
S is a cutout switch, and A is a backflow blocking semiconductor.

(Da) Now, if the driver operates the brakes to bring the electric vehicle to a complete stop, depending on the magnitude of the command, the three command lines 0@■ will be energized as shown in the sequence shown in Figure 2. Then, it stops. Once stopped, both relays 8PR and PWR will be in a non-excited state, so these contacts 3
The ■@0 command line is energized from the power supply through qf and qf, and the maximum regular brake is applied. Next, even when the operator loosens the brake command in order to fully start the electric vehicle again, the air brake does not loosen, and the power running current flows and generates torque, causing the relay PWH contact to open. Only then will the air brake loosen. As a result, the turtle car starts moving as soon as the brake is released, so it does not move backward even when starting on an uphill slope.

Next, another embodiment of the present invention will be described with reference to FIG. 7 and FIG. FIG. 7 shows a service brake command system of a conventional analog electric command brake system, in which a voltage amount corresponding to the strength of the command brake is transmitted through a single command line.

FIG. S shows an embodiment of the present invention applied to an analog electric command brake system of the type shown in FIG. V. The added circuit is the same as that shown in FIG. 3, so a complete explanation will be omitted.

Similarly to the case shown in Fig. 3, when the vehicle is stopped, contacts 3 and 3 of the relays SPR and PWR are closed, and the maximum voltage of the power supply is applied to the brake receiver, so the maximum braking force is obtained. is applied. Even if the operator's cuff brake command is loosened to start the electric vehicle, contacts 3 and DA remain closed, so either the air brake will not loosen or the current will flow and torque will be generated, causing relay PWH contact DA to close. When the brake is opened, the air brake loosens, and at the same time the electric car starts moving. As a result, even when starting on an uphill slope, there is no need to go backwards.

FIGS. 6 to 6g are for explaining still another embodiment, and FIG. 6 completely shows an example of a service brake command system of a conventional air command brake system. In the figure, the brake i command device (l) is composed of a brake valve and an electro-pneumatic controller. The command line is composed of a brake loosening command line 7 and a brake application command line g. FIG. 7 is a diagram showing the brake signal sequence in FIG. 6. As can be seen from FIG. 7, the brake is activated when both command lines 7 and g are energized. There is. FIG. 3 shows an embodiment of the present invention applied to the air command brake system of the type shown in FIG. The added circuit is the same as that shown in FIG. 3, and its operation is also the same as that shown in FIG. 3, so a complete explanation will be omitted.

FIG. 7 shows still another embodiment of the digital electric command brake according to the present invention, in which brake command relays BR, BR, and BR are added to the one shown in FIG. 3. The relays BR, BR, and BR are connected between each command Hisco and 3 and ground,
The contacts 10a, /(7b and 10c are connected in series with the contacts 3 and 10c, and the contacts //a, //b and llc are connected between each command line and the brake receiver. ing.

(7) As can be seen from the configuration of this figure, brake command relay B
R, BR, and BR have the role of commanding the same brake force at the time of stopping as the brake command commanded just before stopping, and these brake command relays suddenly apply the maximum brake force at the moment of stopping. The brake is not applied (the braking force commanded just before stopping is continuously applied even at the moment of stopping, so it has the advantage that there is no shock when stopping.

In the above embodiments, all relays are of the contact relay type, but it goes without saying that these relays may also be of a non-contact logic type such as a transistor relay.

As described above, according to the present invention, by adding a small circuit, when the operator tries to start an electric car, even if the operator loosens the brake command, the air brake does not loosen, and the driver issues a go command. If we provide a braking system in which the air brake automatically releases without any special handling from the driver only when the drive motor actually generates force torque (1), it will be possible to use an electric vehicle, especially when starting on an uphill slope. It has the great advantage of being able to start without having to back up.

[Brief explanation of drawings]

Figure 1 is a circuit diagram showing part of the service brake command system of a conventional digital electric command brake system, and Figure 2 is a circuit diagram showing part of the service brake command system of a conventional digital electric command brake system.
Figure 3 is a circuit diagram partially showing a digital electric command brake system according to an embodiment of the present invention, and Figure 1 is a diagram showing seven examples of electrical signal sequences of the brake system shown in the figure. A circuit diagram showing a part of the service brake command system of an analog electric command brake system, FIG. FIG. 7 is a circuit diagram showing a part of the service brake command system of a conventional air command brake system. FIG. 7 is a diagram showing an example of the electrical signal sequence of the brake system shown in FIG. 6. FIG. 2 is a circuit diagram showing an embodiment in which the present invention is fully applied to the pneumatic command brake system shown in FIG. 2, and FIG. 2 is a complete circuit diagram of a digital electric command brake system according to still another embodiment of the present invention. In the figure, l is the brake command device, c is the brake command line, 3 is the stop detection relay contact, da is the power running torque detection relay contact, 5 is the cutout switch, 6 is the backflow prevention semiconductor, and ri is the brake release command line. ,
Brake action command lines, BR, BR, and BR,
is the brake command relay, /(7a1110b%10c,
//a, i/b and //c are brake command relay contacts. Agent Shin Kuzuno - (11) 114 = v no interpretation

Claims (2)

[Claims] (1) In an electric vehicle brake system that can generate a desired braking force by applying a brake electric signal from a brake command device to a brake mechanism via a brake command line, stop detection detects all stops of an electric vehicle. a relay, and a power torque detection relay for detecting generation of power torque, wherein the stop detection relay detects a stop of the electric vehicle and the mechanical torque detection relay detects generation of power torque. An electric vehicle brake system characterized in that only when no detection is detected, contacts of these internal vertical electric devices cooperate so as to give the brake command *i and give a maximum brake signal to the brake mechanism. (2) The brake command digital electric signal from the brake command device is sent to the brake command m+ of the number corresponding to the number of pits.
In an electric vehicle braking device that enables desired brake handle by applying signals to a brake receiver via a stop detection relay that detects when the electric vehicle has stopped, and a forward torque detector that detects the occurrence of forward torque. a relay, and a plurality of brake command relays connected between each of the brake command lines and ground, wherein the stop detection relay detects a stop of the electric vehicle and the stop torque detection relay detects a stop of the electric vehicle. When the generation of torque is not detected, the stop detection relay is configured to send a brake command signal that maintains at least the state of the brake command before stopping the electric vehicle, and to send the plurality of brake commands IN to the brake receiver. A brake system for an electric vehicle in which each contact point of the power running torque detection relay and the plurality of brake command relays cooperates with each other.