WO2018051842A1

WO2018051842A1 - Vehicle braking device

Info

Publication number: WO2018051842A1
Application number: PCT/JP2017/031921
Authority: WO
Inventors: 覚中山
Original assignee: 株式会社デンソー
Priority date: 2016-09-19
Filing date: 2017-09-05
Publication date: 2018-03-22
Also published as: JP2018050354A; CN109715430B; JP6759919B2; CN109715430A

Abstract

A braking device (1) has a first braking mechanism (2), a second braking mechanism (3), a generator (4), and a control unit (5). The first braking mechanism (2) brakes a first wheel (12) which is one of the front wheel or the rear wheel. The second braking mechanism (3) brakes a second wheel (13) which is the other of the front wheel and the back wheel. The generator (4) is provided so as to be able to transmit braking power to the second wheel (13). The control unit (5) controls the generator braking force which is the braking force on the second wheel (13) from the generator (4). The control unit (5) is configured so as to control the generator braking force more strongly in a first state than in a second state.

Description

Vehicle braking device

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2016-182462 filed on September 19, 2016, the contents of which are incorporated herein by reference.

This disclosure relates to a vehicle braking device.

As a vehicle braking device, there is one disclosed in Patent Document 1, for example. In Patent Document 1, a front brake system that brakes front wheels by operating a lever provided on a handle and a rear brake system that brakes rear wheels by operating a pedal are provided. Each of the front brake system and the rear brake system includes a master cylinder that generates hydraulic pressure by operating a lever or a pedal, a brake unit that generates braking force by supplying hydraulic pressure, and a conduit that connects the master cylinder and the brake unit. Have In Patent Document 1, the braking force distribution between the front wheels and the rear wheels can be optimally set by interlocking the brake units. That is, even when only one of the lever and the pedal is operated, the braking force can be distributed to the front wheels and the rear wheels. Therefore, it is possible to increase the lock limit point of each brake unit and stabilize the posture of the vehicle.

Japanese Patent No. 2791487

In the vehicle braking device described in Patent Document 1, in order to link each brake unit, a conduit connecting a front brake system master cylinder and a rear brake system brake unit, a rear brake system master cylinder, and a front brake system A conduit connecting the brake system brake unit is provided. In addition, a hydraulic control valve is provided to optimally set the braking force distribution between the front wheels and the rear wheels. Therefore, there is a problem that the vehicle weight increases. There is also a problem that the number of parts increases. Therefore, the manufacturing cost of the vehicle tends to increase.

The present disclosure is intended to provide a vehicle braking device that can reduce the weight of the vehicle and reduce the number of components while allowing the posture of the vehicle to be stabilized.

One aspect of the present disclosure is a braking device for a vehicle including a front wheel and a rear wheel,
A first braking mechanism that brakes a first wheel that is one of the front wheel and the rear wheel;
A second braking mechanism that brakes a second wheel that is the other of the front wheel and the rear wheel;
A generator provided to transmit braking force to the second wheel;
A controller that controls a generator braking force, which is a braking force applied to the second wheel by the generator,
The control unit is configured to perform control to increase the generator braking force when in the following first state than when in the following second state,
The first state is the sum of the braking force of the first wheel by the first braking mechanism and the braking force of the second wheel by the second braking mechanism. The braking force ratio, which is the ratio of the braking force, is in a state exceeding a predetermined threshold,
The second state is a vehicle braking device in which the braking force ratio is not more than the threshold value.

In the vehicle braking device, the control unit is configured to perform control to increase the generator braking force when in the first state than when in the second state. Therefore, it is possible to suppress a problem that the braking force of the first wheel is too large with respect to the braking force of the second wheel. That is, the malfunction caused by the braking force of the first wheel being too large relative to the braking force of the second wheel, for example, the nose dive in which the vehicle is lowered forward when decelerating, the locking of the first wheel, and the like are suppressed. be able to. Thereby, the posture stability of the vehicle can be ensured.

Then, the adjustment of the braking force to the second wheel described above is performed by adjusting the generator braking force. That is, the generator has a function of braking the second wheel in conjunction with the first braking mechanism in addition to the function of generating power according to the rotation of the second wheel. In other words, by using the generator already mounted on the vehicle, the braking force to the second wheel can be generated without increasing the number of parts. Therefore, as described above, it is not necessary to add new parts in order to improve the posture stability of the vehicle. Therefore, the weight of the vehicle can be reduced and the number of parts can be reduced.

As described above, according to the above aspect, it is possible to provide a vehicle braking device that can reduce the weight of the vehicle and reduce the number of components while allowing the posture of the vehicle to be stabilized. .

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 drawing
FIG. 1 is a block diagram illustrating a configuration of a vehicle braking device in Embodiment 1. FIG. 2 is a block diagram illustrating a configuration of a braking device for another vehicle according to the first embodiment. FIG. 3 is a flowchart for explaining the relationship between the first braking mechanism and the second braking mechanism and the instruction value of the generator braking force in the first embodiment. FIG. 4 is a timing chart when the first braking mechanism and the second braking mechanism operate in the first embodiment. FIG. 5 is a timing chart when operating only the first braking mechanism in the first embodiment. FIG. 6 is another timing chart when the first braking mechanism and the second braking mechanism operate in the first embodiment. FIG. 7 is a timing chart when operating only the second braking mechanism in the first embodiment. FIG. 8 is a block diagram showing a configuration around the control unit in the second embodiment. FIG. 9 is a flowchart for explaining switching between dynamic braking and regenerative braking in the second embodiment. FIG. 10 is a block diagram illustrating a configuration of a vehicle braking device according to the third embodiment. FIG. 11 is a graph schematically showing the relationship between the first braking mechanism and the second braking mechanism and the nose dive amount in the third embodiment. FIG. 12 is a graph schematically showing a relationship map between the ratio of the hydraulic pressure of the first braking mechanism to the hydraulic pressure of the second braking mechanism and the nose dive amount in the third embodiment. FIG. 13 is a graph schematically showing a relationship map between the stroke amount of the bottom link type front fork and the nose dive amount in the third embodiment, FIG. 14 is a graph schematically showing a relationship map between the stroke amount of the swing arm type suspension and the nose dive amount in the third embodiment; FIG. 15 is a graph schematically showing a relationship map between the nose dive amount and the indicated value of the generator braking force in the third embodiment, FIG. 16 is a block diagram illustrating a configuration of a vehicle braking device according to the fourth embodiment. FIG. 17 is a block diagram illustrating a configuration of a braking device for another vehicle according to the fourth embodiment. FIG. 18 is a graph schematically showing a relationship map between the vehicle speed and the indicated value of the generator braking force in the fourth embodiment. FIG. 19 is a graph schematically showing a relationship map between the vehicle speed and the change rate of the generator braking force in the fourth embodiment. FIG. 20 is a timing chart when operating only the first braking mechanism in the fourth embodiment. FIG. 21 is a block diagram illustrating a configuration of a vehicle braking device according to a fifth embodiment. FIG. 22 is a graph schematically showing the relationship between the clutch and the indicated value of the generator output in the fifth embodiment. FIG. 23 is a graph schematically showing the relationship between the clutch and the change rate of the generator output in the fifth embodiment. FIG. 24 is a block diagram illustrating a configuration of a vehicle braking device according to the sixth embodiment. FIG. 25 is a graph schematically showing a relationship map between the gear ratio and the indicated value of the generator braking force in the sixth embodiment. FIG. 26 is a graph schematically showing the relationship between the gear stage and the indicated value of the generator braking force in the sixth embodiment. FIG. 27 is a graph schematically showing a relationship map between the gear ratio and the change rate of the generator braking force in the sixth embodiment. FIG. 28 is a block diagram illustrating a configuration of a vehicle braking device according to the seventh embodiment. FIG. 29 is a graph schematically showing a relationship map between the nose dive amount and the generator braking force command value in the seventh embodiment.

(Embodiment 1)
Hereinafter, embodiments of the vehicle braking device described above will be described with reference to the drawings.
As shown in FIG. 1, the vehicle having the braking device 1 of the present embodiment includes front wheels and rear wheels.

The braking device 1 includes a first braking mechanism 2, a second braking mechanism 3, a generator 4, and a control unit 5. The first braking mechanism 2 brakes the first wheel 12 that is one of the front wheel and the rear wheel. The second braking 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 so that a braking force can be transmitted to the rear wheel 13. The control unit 5 controls a generator braking force that is a braking force applied to the rear wheel 13 by the generator 4. The controller 5 is configured to perform control to increase the generator braking force when in the following first state than when in the following second state.

The first state is the ratio of the braking force of the front wheel 12 by the first braking mechanism 2 to the sum of the braking force of the front wheel 12 by the first braking mechanism 2 and the braking force of the rear wheel 13 by the second braking mechanism 3. This is a state in which the braking force ratio R 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 braking device 1 of this embodiment will be described in detail.
As a vehicle having the braking device 1 of this embodiment, there are two-wheeled vehicles such as a scooter, an electric motorcycle and an electric assist bicycle, and a four-wheeled vehicle such as a buggy. In this embodiment, a scooter will be described as an example. The vehicle of this embodiment has an engine 14 that drives the rear wheel 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. And the generator 4 is attached to the crankshaft 15, and it is comprised so that the rotational energy of the crankshaft 15 can be changed into alternating current power in the generator 4. FIG.

The first braking 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, as shown in FIG. 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 attached adjacent to the first brake disc 24 so as to sandwich a part of the first brake disc 24. The first brake disc 24 is attached to the front wheel 12.

In the first braking mechanism 2, when the driver operates the first brake lever 21, a hydraulic pressure P1 is generated in the first master cylinder 22. The hydraulic pressure P 1 generated in the first master cylinder 22 is supplied to the first brake caliper 23 via the first pipe 25. Then, the brake pads incorporated in the first brake caliper 23 are pressed against the first brake disc 24, whereby the front wheels 12 can be braked.

The second braking 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 braking mechanism 3 also has the same structure as the first braking mechanism 2. On the other hand, unlike the first braking mechanism 2, the second brake disc 34 is attached to the rear wheel 13. Also in the second braking mechanism 3, the rear wheel 13 can be braked by performing the same operation as the operation of the first braking mechanism 2 described above.

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 (that is, 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 association with the 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, for example, by performing power generation braking or regenerative braking described in Embodiment 2 described later.

The control unit 5 is electrically connected to the first master cylinder 22 of the first braking mechanism 2 in order to acquire the operating state of the first braking mechanism 2. Then, the control unit 5 calculates the braking force of the front wheels 12 by the first braking mechanism 2 according to the operating state of the first braking mechanism 2. Similarly, the control unit 5 is electrically connected to the second master cylinder 32 of the second braking mechanism 3 in order to acquire the operating state of the second braking mechanism 3. Then, the control unit 5 calculates the braking force of the rear wheel 13 by the second braking mechanism 3 according to the operating state of the second braking mechanism 3. As shown in FIG. 2, the operating state of the first braking mechanism 2 and the operating state of the second braking mechanism 3 are the first master cylinder 22 of the first braking mechanism 2 and the second master cylinder of the second braking mechanism 3. 32 may be obtained from the ABS unit 18 electrically connected to the H.32. ABS is an abbreviation for anti-lock brake system.

Thus, the control unit 5 detects the operating state of the first braking mechanism 2 and the operating state of the second braking mechanism 3, and controls the generator braking force according to 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 braking mechanism 2 and the operating state of the second braking mechanism 3. Further, the control unit 5 is configured such that when the first braking mechanism 2 is not activated and the second braking mechanism 3 is activated, both the first braking mechanism 2 and the second braking mechanism 3 are activated. Also, it is configured to perform control to reduce the generator braking force.

That is, in this embodiment, the control unit 5 changes the instruction value of the generator braking force according to the operation state of the first braking mechanism 2 and the second control mechanism 3 according to the flow shown in FIG. Set to either. Here, the instruction value of the generator braking force is a target value of the generator braking force generated by the generator 4. The instruction values A, B, and C have a magnitude relationship of A> B> C.

First, as shown in FIG. 3, when it is determined in steps S101 and S106 that neither the first braking mechanism 2 nor the second control mechanism 3 is operating, no generator braking force is generated.
When it is determined in step S101 that the first braking mechanism 2 is operating, and in step S102, it is determined that the second control mechanism 3 is not operating, the instruction value for the generator braking force is set to A.

When it is determined in steps S101 and S102 that both the first braking mechanism 2 and the second control mechanism 3 are operating, whether or not the braking force ratio R is equal to or less than the threshold value Vr in step S103. Judging. If R ≦ Vr, that is, in the second state, the instruction value is set to B. On the other hand, if R> Vr, that is, the first state, the indicated value is A. Here, the first state includes a state where R = 1, that is, a state where only the braking force of the front wheels 12 by the first braking mechanism 2 acts. On the other hand, the second state does not include a state where R = 0, that is, a state where the braking force of the front wheels 12 by the first braking mechanism 2 does not act at all.

In Steps S101 and S106, when it is determined that the first braking mechanism 2 is not operating and the second braking mechanism 3 is operating, the instruction value for the generator braking force is set to C. Hereinafter, this state is referred to as a third state as appropriate.
A table summarizing the first state, the second state, and the third state is shown below as Table 1.

Next, the operation of the braking device 1 will be described with reference to the timing charts of FIGS. In order to simplify the situation, these timing charts are based on the premise that R ≦ Vr is satisfied when both the first braking mechanism 2 and the second braking 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 braking mechanism 2 and the second braking mechanism 3 are turned on, the generator braking force control of the control unit 5 is performed. , B is set as the instruction value for the generator braking force. Then, the generator 4 increases the generator braking force until the generator braking force reaches the instruction value B. Thereby, the generator braking force is transmitted to the rear wheel 13, and the vehicle speed is reduced. On the other hand, when the first braking mechanism 2 and the second braking mechanism 3 are turned off, the indicated value is changed to zero, and the generator 4 decreases the generator braking force until it reaches zero. As a result, the generator braking force is not transmitted to the rear wheel 13, and the vehicle speed does not decrease.

Further, as shown in FIG. 5, when only the first brake lever 21 is operated and only the first braking mechanism 2 is turned on, in the generator braking force control of the control unit 5, A is indicated as the instruction value of the generator braking force. Is set. Then, the generator 4 increases the generator braking force until the generator braking force reaches the instruction value A. On the other hand, when the first braking mechanism 2 is turned off, the indicated value is changed to zero, and the generator 4 decreases the generator braking force until it reaches zero.

Further, as shown in FIG. 6, when only the first brake lever 21 is operated and only the first braking mechanism 2 is turned on, in the generator braking force control of the control unit 5, A is indicated as the instruction value of the generator braking force. Is set. Then, the generator 4 increases the generator braking force until the generator braking force reaches the instruction value A. After that, when the second brake lever 31 is operated and the first braking mechanism 2 and the second braking mechanism 3 are turned on, in the generator braking force control of the control unit 5, the instruction value of the generator braking force is from A Is changed to B. Then, the generator 4 decreases the generator braking force until the generator braking force reaches the instruction value B. Thereafter, when the first braking mechanism 2 and the second braking mechanism 3 are turned off, the indicated value is changed to zero, and the generator 4 decreases the generator braking force until it reaches zero.

Further, as shown in FIG. 7, when only the second brake lever 31 is operated and only the second braking mechanism 3 is turned on, in the generator braking force control of the control unit 5, C is set as the instruction value of the generator braking force. Is set. 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 braking mechanism 3 is turned off, the indicated value is changed to zero, and the generator 4 decreases the generator braking force until it reaches zero.

Next, the effect of this embodiment is demonstrated.
In the braking device 1 of the present embodiment, the control unit 5 is configured to perform control to increase the generator braking force when in the first state than when in the second state. Therefore, it is possible to suppress a problem that the braking force of the front wheel 12 is too large with respect to the braking force of the rear wheel 13. That is, it is possible to suppress problems caused by the braking force of the front wheels 12 being too large relative to the braking force of the rear wheels 13, for example, nose diving in a state where the vehicle is lowered forward during deceleration, locking of the front wheels 12, and the like. it can. Thereby, the posture stability of the vehicle can be ensured.

And the adjustment of the braking force to the rear wheel 13 is performed 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 braking mechanism 2 in addition to the function of generating power according to the rotation of the crankshaft 15. In other words, by using the generator 4 already mounted on the vehicle, the braking force to the rear wheel 13 can be generated without increasing the number of parts. Therefore, it is not necessary to add any new parts in order to improve the posture stability of the vehicle. Therefore, the weight of the vehicle can be reduced and the number of parts can be reduced.

Further, the control unit 5 is configured such that when the first braking mechanism 2 is not activated and the second braking mechanism 3 is activated, both the first braking mechanism 2 and the second braking mechanism 3 are activated. Also, it is configured to perform control to reduce the generator braking force. Therefore, when the driver consciously operates the second braking mechanism 3 to stabilize the posture of the vehicle, it is possible to avoid excessively reducing the vehicle speed of the vehicle. That is, the scene where the first braking mechanism 2 is not operated and the second braking mechanism 3 is operated is a scene where the braking force is applied only to the rear wheel 13. Such a scene is generally a scene where the driver intends to stabilize the posture of the vehicle rather than braking the vehicle. Therefore, in such a scene, the generator braking force is reduced so as not to lead to excessive deceleration of the vehicle. Thereby, the controllability of the vehicle can be ensured.

As described above, according to the above aspect, it is possible to provide the vehicle braking device 1 that can reduce the weight of the vehicle and reduce the number of parts while allowing the posture of the vehicle to be stabilized. it can.

(Embodiment 2)
In this embodiment, a specific mode of the generator braking force is shown with reference to FIGS. 8 and 9. In particular, in this embodiment, control for switching between power generation braking and regenerative braking is performed as a method of generating the generator braking force.

Here, “power generation braking” is a method of generating power by the generator 4 rotating with the rotation of the rear wheel 13 by turning on at least two of the plurality of lower arm semiconductor elements 174d in the inverter 171 to short-circuit each other. The energy is converted into heat through a resistor (specifically, the coil and the lower arm semiconductor element 174d in the generator 4) and released, thereby generating a braking force. “Regenerative braking” does not release the above-described power generation energy as heat, but turns on each of the plurality of upper arm semiconductor elements 174u in the inverter 171, or a parasitic diode parasitic on the upper arm semiconductor element 174u. The braking force is generated by collecting (that is, regenerating) the battery 172 as direct current power via the.

In this embodiment, as shown in FIG. 9, power generation braking and regenerative braking are selectively used according to the remaining capacity S of the battery 172 and the instruction value of the generator braking force. That is, when the remaining capacity S of the battery 172 is insufficient or when 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 power generation 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 perform power conversion between the generator 4 and the battery 172. Switching between power generation braking and regenerative braking is controlled by appropriately switching on / off of a plurality of semiconductor elements 174 (for example, MOSFETs) in the inverter 171 by the drive circuit 173. That is, the drive circuit 173 appropriately controls on / off of the plurality of semiconductor elements 174 according to instructions from the control unit 5. The control unit 5 includes a dynamic braking instruction unit 51 and a regenerative braking instruction unit 52. And according to the instruction | indication from the dynamic braking instruction | indication part 51, the semiconductor element 174 is controlled and dynamic braking is performed. Further, in response to an instruction from the regenerative braking instruction unit 52, the semiconductor element 174 is controlled to perform regenerative braking.

During dynamic braking, the generator control is performed by switching on or off two or three of the plurality of lower arm semiconductor elements 174d in the inverter 171, or by varying the on / off duty ratio (ie, PWM switching). The power can be adjusted. Further, at the time of regenerative braking, the generator braking force is adjusted by turning off each of the plurality of upper arm semiconductor elements 174u in the inverter 171 or by turning on according to the phase of the AC voltage generated by power generation. It can be carried out.

Further, 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 charge / discharge current value to the battery 172 and the battery voltage. The generator braking force calculation unit 54 sets an instruction value for the generator braking force, for example, by the same method as in the first embodiment. Then, the control unit 5 switches between power generation braking and regenerative braking according to the flow shown in FIG. 9 according to 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 for the generator braking force is not set, no power generation braking or regenerative braking is performed.
When it is determined in step S201 that an instruction value for the generator braking force is set, and in step S202, it is determined that the remaining capacity S of the battery 172 is not 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 greater than or equal to the threshold value Vs, it is determined in step S203 whether or not the indicated value of the generator braking force is greater than or equal to a predetermined threshold value Vf. If the indicated value of the generator braking force is equal to or greater than the threshold value Vf, the generator braking is performed. On the other hand, if the indicated value of the generator braking force is less than the threshold value Vf, regenerative braking is performed.

Other configurations are the same as those in the first embodiment. Of the reference numerals used in the second and subsequent embodiments, the same reference numerals as those used in the above-described embodiments represent the same components as those in the above-described embodiments unless otherwise indicated.

In the braking device 1 of the present embodiment, the control unit 5 can switch between dynamic braking and regenerative braking. Therefore, the control unit 5 can charge the battery 172 while ensuring the generator braking force when the vehicle decelerates. Thereby, the power generation of the generator 4 can be stopped in the steady running state, and the fuel efficiency of the vehicle can be improved.
In addition, the same effects as those of the first embodiment can be obtained.

(Embodiment 3)
In the braking device 1 of the present embodiment, as shown in FIGS. 10 to 15, the control unit 5 is in accordance with the nose dive amount of the vehicle in each of the first state, the second state, and the third state. The generator braking force is adjusted. That is, the control unit 5 first acquires the nose dive amount of the vehicle. At this time, for example, any of the graphs of FIGS. 11 to 14 described later is used. And the control part 5 is comprised so that the instruction | indication value of generator braking force can be adjusted according to the acquired nose dive amount.
Here, the nose dive amount refers to the degree of forward leaning posture of the vehicle during deceleration. For example, the bottom link type front fork 112 connected to the front wheel 12 is contracted and the swing arm type suspension 113 connected to the rear wheel 13 is extended, so that the nose dive amount is increased.

Next, acquisition of the nose dive amount will be described with reference to the graphs of FIGS.
FIG. 11 is a graph that divides the operating states of the

control mechanisms

2 and 3 into three states and defines the nose dive amount in three stages. Here, the three states are the first state, the second state, and the third state described in the first embodiment, respectively. As shown in the figure, the nose dive amount is the largest in the first state, and the nose dive amount is the smallest in the third state.

FIG. 12 is a graph schematically showing a relation map M1 between the hydraulic ratio P1 / P2 and the nose dive amount, with the hydraulic ratio P1 / P2 on the horizontal axis and the nose dive amount on the vertical axis. Here, the hydraulic pressure ratio P1 / P2 is a ratio of the hydraulic pressure P1 of the first master cylinder 22 to the hydraulic pressure P2 of the second master cylinder 32. This relationship map M1 is obtained in advance as the relationship between the hydraulic pressure ratio P1 / P2 and the nose dive amount. Then, the control unit 5 can acquire the nose dive amount from the hydraulic pressures P1 and P2 generated in the

master cylinders

22 and 32 of the

control mechanisms

2 and 3 based on the relationship map M1.

FIG. 13 is a graph schematically showing a relationship map M2 between the stroke amount L1 and the nose dive amount, with the horizontal axis representing the stroke amount L1 of the bottom link type front fork 112 and the vertical axis representing the nose dive amount. This relationship map M2 is obtained in advance as the relationship between the stroke amount L1 and the nose dive amount. Here, as shown in FIG. 10, the control unit 5 of this embodiment is electrically connected to the bottom link type front fork 112 in order to acquire the stroke amount L1. And the control part 5 can acquire the nose dive amount from the stroke amount L1 based on the relationship map M2. As shown in FIG. 10, the control unit 5 is electrically connected to the swing arm suspension 113. As shown in FIG. 14, the control unit 5 determines the stroke amount L2 of the swing arm suspension 113 based on the relationship map M3. The amount of nose dive can also be acquired.

As shown in FIG. 15, the control unit 5 of this embodiment performs control to increase the generator braking force as the nose dive amount increases in each of the first state, the second state, and the third state. It is configured. Further, the control unit 5 performs control so that the generator braking force does not exceed a predetermined braking force limit value Lr. The braking force limit value Lr is a variable that decreases as the nose dive amount increases. Hereinafter, the relationship between the nose dive amount and the generator braking force will be described in detail with reference to FIG.

In FIG. 15, the horizontal axis represents the nose dive amount, the vertical axis represents the generator braking force command values A, B, and C, and a relationship map M4 between the nose dive amount and the command values A, B, and C is schematically shown. It is a graph to show. Here, the instruction values A, B, and C are instruction values in the first state, the second state, and the third state described in the first embodiment, respectively. The relationship map M4 is obtained in advance as the relationship between the nose dive amount and the instruction values A, B, and C.

The instruction values A, B, and C are all set so as to increase as the nose dive amount increases. However, each indication value is set so as not to exceed the braking force limit value Lr. The braking force limit value Lr suppresses each instruction value when the nose dive amount becomes too large. That is, if the nose dive amount becomes too large, the frictional force between the rear wheel 13 and the ground decreases, and the rear wheel 13 may be locked by the generator braking force. There is. Therefore, each indicated value is suppressed by providing the braking force limit value Lr. Each indicated 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.
Other configurations are the same as those of the first embodiment.

In the braking device 1 of the present embodiment, the control unit 5 is configured to perform control to increase the generator braking force as the nose dive amount increases in each of the first state, the second state, and the third state. Has been. The generator braking force is transmitted to the rear wheel 13 via the crankshaft 15, the clutch 6, the transmission 7, and the chain 16, so that the torque reaction force is connected to the rear wheel 13. It acts in the direction of shrinking 113 and tries to sink the back of the vehicle. Therefore, it is possible to suppress the nose dive by suppressing the forward leaning posture of the vehicle when the vehicle decelerates.

Further, the control unit 5 performs control so that the generator braking force does not exceed the braking force limit value Lr. Therefore, it is possible to suppress a problem that the generator braking force becomes too large with respect to the nose dive amount, for example, slip caused by locking of the rear wheel 13. Thereby, the posture stability of the vehicle can be ensured.
In addition, the same effects as those of the first embodiment can be obtained.
Note that the above-described control may be performed only in the first state, for example.

(Embodiment 4)
In the braking device 1 of the present embodiment, as shown in FIGS. 16 to 20, the control unit 5 generates power as the vehicle speed increases in each of the first state, the second state, and the third state. It is configured to perform control to increase the machine braking force. That is, the control unit 5 first acquires the vehicle speed of the vehicle. At this time, for example, a vehicle speed sensor 19 described later is used. And the control part 5 is comprised so that the instruction | indication value of generator braking force can be enlarged according to the acquired vehicle speed.

The vehicle of this embodiment has a vehicle speed sensor 19 as shown in FIG. The vehicle speed sensor 19 is attached adjacent to the rear wheel 13. The vehicle speed sensor 19 is configured to generate an output signal corresponding to the rotational speed of the rear wheel 13. In addition, the control unit 5 of this embodiment is electrically connected to the vehicle speed sensor 19 in order to acquire an output signal of the vehicle speed sensor 19. Then, the control unit 5 calculates the vehicle speed of the vehicle according to the output signal of the vehicle speed sensor 19.

As shown in FIG. 17, the control unit 5 is 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. It may be. The control unit 5 can calculate the vehicle speed of the vehicle more reliably according to the output signal of the first vehicle speed sensor 192 and the output signal of the second vehicle speed sensor 193.

Next, the relationship between the vehicle speed and the indicated value of the generator braking force will be described with reference to the graph of FIG. The figure is a graph schematically showing a relationship map M5 between the vehicle speed and the instruction value, with the vehicle speed on the horizontal axis and the instruction value on the vertical axis. This relationship map M5 is obtained in advance as the relationship between the vehicle speed and the instruction value. The instruction value is set so as to increase as the vehicle speed increases.

Further, the control unit 5 is configured to perform control to increase the change rate 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 change rate of the generator braking force refers to the absolute value of the increase rate of the generator braking force and the absolute value of the decrease rate 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. This figure is a graph schematically showing a relationship map M6 between the vehicle speed and the rate of change, with the vehicle speed on the horizontal axis and the rate of change on the vertical axis. This relationship map M6 is obtained in advance as the relationship between the vehicle speed and the rate of change. The rate of change is set to increase as the vehicle speed increases.

Next, the operation of the braking device 1 in the first state will be described with reference to the timing chart of FIG. As shown in the figure, when only the first brake lever 21 is operated and only the first braking mechanism 2 is turned on, A is set as the instruction value of the generator braking force in the generator braking force control of the control unit 5. The Here, the instruction value A is the instruction value in the first state described in the first embodiment. Then, the generator 4 increases the generator braking force until the generator braking force reaches the instruction value A. The change rate of the generator braking force (that is, the absolute value of the increase rate) at this time is set to a large value with the magnitude of the vehicle speed.

Next, as the generator braking force is generated and the vehicle speed decreases, the instruction value A gradually decreases. Therefore, the generator 4 reduces the generator braking force according to the instruction value A.
Finally, when the first braking mechanism 2 is turned off, the indicated value is changed to zero. Then, the generator 4 reduces the generator braking force until it reaches zero. At this time, the change rate of the generator braking force (that is, the absolute value of the decrease rate) is set to a value smaller than the absolute value of the increase rate.
The above-described control is the same in the second state and the third state.
Other configurations are the same as those of the first embodiment.

In the braking device 1 of 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. Has been. Therefore, nose diving can be suppressed when the vehicle decelerates. That is, when only the first braking mechanism 2 is operated when the vehicle speed is high, the load moves in front of the vehicle, the vehicle may be tilted forward, and nose diving may occur. Therefore, in order to suppress the nose dive, the generator braking force acting on the rear wheel 13 is increased. Thereby, the posture stability of the vehicle can be ensured.

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, it is possible to suppress the nose dive by rapidly increasing the generator braking force when the vehicle decelerates. Thereby, the posture stability of the vehicle can be ensured. Further, the generator braking force when the vehicle deceleration is released can be rapidly reduced. Thereby, the controllability of the vehicle can be ensured.
In addition, the same effects as those of the first embodiment can be obtained.

(Embodiment 5)
As shown in FIGS. 21 to 23, the braking device 1 of the present embodiment has a generator output that is an output of the generator 4 in a no-load state where the clutch 6 is disengaged and a loaded state where the clutch 6 is connected. It is comprised so that control which switches may be performed.
As shown in FIG. 21, the generator 4 is connected to the rear wheel 13 via the clutch 6. The control unit 5 is configured to perform control to reduce the generator output, which is the output of the generator 4, in the no-load state in which the clutch 6 is disengaged, compared to the loaded state in which the clutch 6 is connected. .

That is, as shown in FIG. 22, the instruction value for the generator output is decreased in the no-load state, and the instruction value for the generator output is increased in the loaded state. Here, the indicated value of the generator output is a target value of the generator output generated by the generator 4.
Moreover, the control part 5 is comprised so that the change rate of a generator output may be made smaller when it is in a no-load state than when it is in a loaded state. That is, as shown in FIG. 23, the change rate of the generator output is reduced in the no-load state, and the change rate of the generator output is increased in the loaded state. Here, the change rate of the generator output is the absolute value of the increase rate of the generator output and the absolute value of the decrease rate of the generator output.
Other configurations are the same as those of the first embodiment.

In the braking device 1 of the present embodiment, the control unit 5 is configured to perform control to make the generator output smaller in the no-load state than in the loaded state. Therefore, the load on the engine 14 in the no-load state can be reduced. That is, since the engine 14 and the rear wheel 13 are not connected in the no-load state, the braking force corresponding to the generator output becomes the load on the engine 14 in this state. Therefore, in the no-load state, if a generator output having the same magnitude as the generator output in the loaded state is generated, the load on the engine 14 may be too large and stall. Therefore, in the no-load state, the generator output is reduced to ensure the stability of the engine 14.

Moreover, the control part 5 is comprised so that the change rate of a generator output may be made smaller when it is in a no-load state than when it is in a loaded state. Therefore, vibrations of the engine 14 due to sudden load fluctuations can be reduced.
In addition, the same effects as those of the first embodiment can be obtained.

(Embodiment 6)
As shown in FIGS. 24 to 27, the braking device 1 of the present embodiment is configured to perform control to change the generator braking force in accordance with the gear ratio of the transmission 7.
As shown in FIG. 24, the generator 4 is connected 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 larger when in a loaded state.

Next, the relationship between the gear ratio of the transmission 7 and the indicated value of the generator braking force will be described with reference to the graph of FIG. The figure is a graph schematically showing a relationship map M7 between the gear ratio and the instruction value, with the gear ratio on the horizontal axis and the instruction value on the vertical axis. This relationship map M7 is obtained in advance as the relationship between the gear ratio and the indicated value. The indicated value is set so as to decrease as the gear ratio increases.

Further, as shown in FIG. 26, the instruction value of the generator braking force can be set according to the gear stage of the transmission 7. Here, the gear stage of the transmission 7 is a total of 6 stages from 1st to 6th. As shown in the figure, the instruction value is minimized when the speed is first, and the instruction value is maximized when the speed is sixth.

Further, as shown in FIG. 27, the control unit 5 is configured to perform control to reduce the change rate of the generator braking force as the gear ratio of the transmission 7 is larger when in a loaded state. FIG. 27 is a graph schematically showing a relationship map M8 between the gear ratio and the change rate, with the gear ratio on the horizontal axis and the change rate on the vertical axis. The relationship map M8 is obtained in advance as the relationship between the gear ratio and the change rate. The rate of change is set so as to decrease as the gear ratio increases.
Other configurations are the same as those of the fifth embodiment.

In the braking device 1 of the present embodiment, the control unit 5 is configured to perform control to reduce the generator braking force as the gear ratio of the transmission 7 increases when in a loaded state. In general, the greater the gear ratio, the greater the braking force (ie, engine brake) applied to the rear wheel 13 by the engine 14. Therefore, the larger the gear ratio, the smaller the assist by the generator braking force. Therefore, the generator braking force can be reduced by increasing the gear ratio.

Further, the control unit 5 is configured to perform control to reduce the change rate of the generator braking force as the gear ratio of the transmission 7 is larger when in a loaded state. Therefore, a sudden posture change of the vehicle due to a sudden load change can be prevented.
In addition, the same effects as those of the fifth embodiment can be obtained.

(Embodiment 7)
In the vehicle having the braking 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 this embodiment, the generator 4 is provided so as to be able to transmit a braking force to the front wheels 130. The control unit 5 controls a generator braking force that is a braking force applied to the front wheel 130 by the generator 4. The controller 5 is configured to perform control to increase the generator braking force when in the following first state than when in the following second state.

The first state is the ratio of the braking force of the rear wheel 120 by the first braking mechanism 2 to the sum of the braking force of the rear wheel 120 by the first braking mechanism 2 and the braking force of the front wheel 130 by the second braking mechanism 3. A certain braking force ratio R 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, unlike the first state in the first embodiment, the first state in the present embodiment is a state in which the ratio of the braking force of the rear wheel 120 by the first braking mechanism 2 is too large.
The control unit 5 of the present embodiment is configured to cause the generator braking force to act on the front wheel 130 when the ratio of the braking force to the rear wheel 120 is too large.

Unlike the first embodiment, the generator 4 of this embodiment is attached to the front wheel 130 instead of the crankshaft 15. And it is comprised so that the rotational energy of the front wheel 130 can be changed into alternating current power in the generator 4. FIG.

On the other hand, the first brake disc 24 of the first braking mechanism 2 of the present embodiment is attached to the rear wheel 120. Also in this embodiment, the rear wheel 120 can be braked by performing an operation similar to the operation of the first braking mechanism 2 in the first embodiment described above. Further, the second brake disk 34 of the second braking mechanism 3 of this embodiment is attached to the front wheel 130. Also in the second braking mechanism 3, the front wheel 130 can be braked by performing the same operation as the operation of the first braking mechanism 2 described above.

The control unit 5 calculates the braking force of the rear wheel 120 by the first braking mechanism 2 according to the operating state of the first braking mechanism 2, and the second braking mechanism 3 according to the operating state of the second braking mechanism 3. The braking force of the front wheel 130 by is calculated. Then, the control unit 5 changes the instruction value of the generator braking force to any one of A, B, and C according to the operating states of the first braking mechanism 2 and the second control mechanism 3 in the same manner as in the first embodiment. Can be set to Here, the instruction value A is the instruction value in the first state, the instruction value B is the instruction value in the second state, and the instruction value C is the instruction value in the third state. The third state is a state in which the first braking mechanism 2 is not operated and the second braking mechanism 3 is operating. That is, the third state is a state in which only the front wheel 130 is braked by the second braking mechanism 3.

Next, the relationship between the nose dive amount and the indicated value of the generator braking force in this embodiment will be described with reference to the graph of FIG. Note that the control unit 5 can acquire the nose dive amount of the vehicle by the same method as in the third embodiment. Further, the braking force limit value Lr of the present embodiment is a variable that increases as the nose dive amount increases.

In FIG. 29, the horizontal axis represents the nose dive amount, the vertical axis represents the generator braking force command values A, B, and C, and the relationship map M9 between the nose dive amount and the command values A, B, and C is schematically shown. It is a graph to show. The relationship map M9 is obtained in advance as the relationship between the nose dive amount and the instruction values A, B, and C.
The instruction values A, B, and C are all set so as to increase as the nose dive amount increases. However, each indication value is set so as not to exceed the braking force limit value Lr. The braking force limit value Lr suppresses an increase in each indicated value when the nose dive amount becomes too large. In other words, there is a risk that the braking force of the front wheel 130 becomes too large with respect to the frictional force generated between the front wheel 130 and the ground, for example, a nose dive, the locking of the front wheel 130, or the like. The frictional force increases as the nose dive amount increases.
Other configurations are the same as those of the first embodiment.

In the braking device 1 of the present embodiment, the first wheel 120 is a rear wheel and the second wheel 130 is a front wheel. And the control part 5 is comprised so that it may perform control which enlarges a generator braking force when it exists in a 1st state rather than when it is in a 2nd state. Therefore, it is possible to suppress a problem that the braking force of the rear wheel 120 is too large with respect to the braking force of the front wheel 130. That is, it is possible to suppress problems caused by the braking force of the rear wheels 120 being too large relative to the braking force of the front wheels 130, for example, slipping due to the rear wheels 120 being locked. Thereby, the posture stability of the vehicle can be ensured.
In addition, similar to the first embodiment, the vehicle weight can be reduced and the number of parts can be reduced.

The present invention is not limited to the above-described embodiment, and various embodiments can be configured without departing from the scope of the 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 travels. In the third embodiment, the bottom link type front fork 112 and the swing arm type suspension 113 are combined. However, for example, a telescopic type front fork and a unit swing type suspension may be combined. Further, in the third embodiment, the seventh embodiment, etc., the embodiment in which the braking force limit value Lm is set larger than the braking force limit value Lr is shown, but the braking force limit value Lm is set smaller than the braking force limit value Lr. May be. In this case, the control unit 5 can limit the generator braking force so as not to exceed the braking force limit value Lm without considering the braking force limit value Lr.

Although the present disclosure has been described based on the embodiment, it is understood that the present disclosure is not limited to the embodiment or the structure. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims

A braking device (1) for a vehicle having a front wheel and a rear wheel,
A first braking mechanism (2) for braking the first wheel (12, 120) which is one of the front wheel and the rear wheel;
A second braking mechanism (3) for braking the second wheel (13, 130) which is the other of the front wheel and the rear wheel;
A generator (4) provided to transmit a braking force to the second wheel;
A control unit (5) for controlling a generator braking force, which is a braking force to the second wheel by the generator,
The control unit is configured to perform control to increase the generator braking force when in the following first state than when in the following second state,
The first state is the sum of the braking force of the first wheel by the first braking mechanism and the braking force of the second wheel by the second braking mechanism. The braking force ratio (R), which is the ratio of the braking force, is in a state exceeding a predetermined threshold (Vr),
The second state is a vehicle braking device in which the braking force ratio is equal to or less than the threshold value.
The vehicle braking device according to claim 1, wherein the first wheel is the front wheel and the second wheel is the rear wheel.
When the first braking mechanism is not activated and the second braking mechanism is activated, the control unit is more effective than when both the first braking mechanism and the second braking mechanism are activated. The vehicle braking device according to claim 2, wherein the vehicle braking device is configured to perform control to reduce the generator braking force.
The control unit is configured to adjust the generator braking force in accordance with a nose dive amount of the vehicle in at least one of the first state and the second state. A braking device for a vehicle according to the description.
5. The control unit according to claim 4, wherein the control unit is configured to perform control to increase the generator braking force as the nose dive amount increases in at least one of the first state and the second state. Vehicle braking system.
The control unit performs control so that the generator braking force does not exceed a predetermined braking force limit value, and the braking force limit value is a variable that decreases as the nose dive amount increases. A braking device for a vehicle according to the description.
The control unit is configured to perform control to increase the generator braking force as the vehicle speed of the vehicle increases in at least one of the first state and the second state. The braking device for a vehicle according to any one of the above.
8. The control unit according to claim 7, wherein the control unit is configured to perform control to increase a change rate of the generator braking force as the vehicle speed increases in at least one of the first state and the second state. A braking device for a vehicle according to the description.
The generator is connected to the second wheel via a clutch (6), and the control unit is more in a no-load state in which the clutch is disengaged than in a loaded state in which the clutch is connected. The vehicle braking device according to any one of claims 2 to 8, wherein the vehicle braking device is configured to perform control to reduce a generator output that is an output of the generator.
The vehicle according to claim 9, wherein the control unit is configured to perform control to reduce a change rate of the generator output when the load is in the no-load state than when the load is in the load state. Braking device.
The generator is connected to the second wheel via a transmission (7). When the control unit is in the loaded state, the generator braking force increases as the gear ratio of the transmission increases. The vehicle braking device according to claim 9, wherein the vehicle braking device is configured to perform control to reduce the vehicle speed.
12. The control unit according to claim 9, wherein the control unit is configured to perform control to reduce a change rate of the generator braking force as the gear ratio of the transmission increases when the load is in the load state. The vehicle braking device according to claim 1.
The vehicle braking device according to claim 1, wherein the first wheel is the rear wheel, and the second wheel is the front wheel.