FR2958899A1 - Straddle-riding type electric or hybrid motor vehicle e.g. motorcycle, has adjustment unit for adjusting hydraulic fluid quantity and/or pressure between two thresholds to pass quantity and/or pressure to brake - Google Patents

Abstract

The vehicle has a braking control device (10) with an adjustment unit e.g. pressure sensor (21), interposed on a hydraulic braking circuit (3) between a front brake lever (9a) and a front friction brake (15a). The unit adjusts hydraulic fluid quantity and/or pressure between a non-null inlet pressure threshold and an inlet pressure threshold to pass the quantity and/or pressure to a brake. The quantity and/or pressure is lower than pressure received in a pressurized hydraulic fluid inlet (29a) for inducing partial recovery of clearance (L) of the friction brake during electric braking. Independent claims are also included for the following: (1) a method for controlling breaking of a straddle-riding type electric or hybrid motor vehicle (2) a device for controlling breaking of a straddle-riding type electric or hybrid motor vehicle.

Description

The invention relates to a motorized vehicle to ride. It is therefore a motorcycle, scooter, quad, or equivalent, with a handlebar and a saddle.

Among these vehicles, there are electric or hybrid type (electric and thermal motors). Thus, such a vehicle is already known comprising: an electric motor for propulsion of the vehicle, a control unit adapted to operate this electric motor as a generator, for an electric braking of this vehicle, a hydraulic brake circuit and, connected thereto: - a brake lever, - a friction brake having at rest a game to catch up before braking, - a brake control device comprising regulating means interposed on the hydraulic circuit 20 braking between the controller brake, on the input side, and on the output side, the friction brake, for: * to (from) a first non-zero input pressure threshold resulting from a maneuver of the brake lever, to send a signal output to the control unit 25 of the electric motor to run the engine generator, but that is not transmitted to the brake a pressure and / or amount of hydraulic brake fluid, * and, only From a second input pressure threshold greater than the first, transmit to the brake a pressure and / or amount of hydraulic fluid sufficient to generate a brake friction slowing down the vehicle. Among the problems encountered, note the progressiveness of the braking, responsiveness during operation of the brake lever, the excessive use of electronics to manage this braking, including in terms of controlled solenoid valves. An object of the invention is to provide a simple solution to manufacture and implement and which provides an answer to all or some of the above disadvantages. For this, it is proposed to act on a mechanical or hydromechanical basis, allowing a good reactivity and / or progressive braking. In particular, according to a characteristic of the invention, it is proposed that the aforementioned control means are such that, between the first and second thresholds (S1, S2), they cause the brake (via mobile means) to be subjected to pressure and / or quantity of hydraulic fluid: - which, over at least part of this interval, is less than that then received at the inlet (at least then in cumulative quantity if we consider the parameter "quantity of fluid" or in pressure at a given moment, if one considers the parameter "pressure", this being valid for all that follows), and which is adapted to induce, during the electric braking, an at least partial catching of the play of the friction brake. To promote a mechanical or hydromechanical solution, it is recommended that these regulating means comprise valve means whose opening will be effected against the action of a return means to a closed position. In the description the unit "one, one, the ..." indicates that there is at least one such means.

As a complementary or alternative, it is provided that these regulating means comprise one (or more) movable piston in a cylinder or a deformable membrane, the movement of which to move the brake said pressure and / or amount of hydraulic fluid will be effected against the action of one / the said return means. Furthermore, to obtain a fine adjustment, hydromechanical fluid supply of the brake for its pre-tightening, it is recommended in particular: - that the valve means are adapted to occupy: * a closed position up to said first threshold, to minus, * a fully open position from the second threshold, * and a partial opening, intermediate between the closed and fully open positions, for said hydraulic inlet pressure adapted to catch the friction brake play, - and that the closure and the magnitude of the partial opening of the valve means is a function of the position of the piston in the cylinder. According to another feature, it is provided that the valve means are adapted to remain closed for an inlet pressure at least slightly greater than the first threshold.

This will optimize the electric braking (regenerative), then the pre-tightening of the brake (s) friction. In this connection, it is advisable, preferably in conjunction with the foregoing: - that the cylinder has a side wall in which is provided at least one passage for the hydraulic fluid, - the piston is arranged between the inlet side, first chamber and, on the output side, a second, - and that for an inlet hydraulic pressure greater than the second threshold, the first chamber extends at least to the mouth of said passage. The problem of force feedback on the brake lever has also been taken into account. It is thus proposed that, in parallel with said inlet and outlet of the hydraulic fluid, zones located respectively upstream and downstream of the valve means with respect to the direction of the displacement of the hydraulic fluid 20 from the inlet to the outlet are interconnected. by a fluid return circuit adapted to circulate hydraulic fluid to said inlet if the outlet pressure becomes greater than said inlet pressure, beyond a predetermined ratio. In addition to a vehicle having all or part of the foregoing, the invention also provides a method of controlling the braking of a motorized ride-on vehicle provided with an electric propulsion motor adapted to operate as a generator. This method is such that: from a first non-zero threshold of transmitted pressure, by maneuvering a brake lever, in a hydraulic braking circuit, at the input of mobile control means, a signal is sent to a control unit of the electric motor to then operate this engine as a generator and cause electric braking, without these mobile control means transmitting to a friction brake a pressure and / or quantity of hydraulic fluid adapted to cause braking (sensitive ), from a second input pressure threshold greater than the first, said mobile means of regulation (or via these, a first pressure and / or quantity sufficient hydraulic fluid to slow down the vehicle.

And to meet all or part of the problems stated above, it is expected that, for an inlet pressure between the first and second thresholds, and for at least part of this interval, it is transmitted to the brake, by the intermediate of said mobile control means, a second pressure and / or amount of hydraulic fluid: - less than the first and that which is then received at the input, - and which is adapted to induce, during electric braking, a catch-up at least partial of the friction brake play. Finally, there is provided a device adapted in particular to the vehicle above and comprising: a hydraulic fluid inlet under pressure, to be connected to a brake lever, an electrical signal output to be connected to a control unit; an electric propulsion motor adapted to generate an electric braking of the vehicle; a hydraulic fluid outlet to be connected to the friction brake of the vehicle; and regulation means adapted for: starting from a first non-zero threshold; input hydraulic pressure, send a signal on said electrical signal output, 10 * and, from a second threshold greater than the first, transmit, at the hydraulic output, a first hydraulic fluid pressure, with the particularity that the The control means will furthermore be adapted for transmitting, at the output of the hydraulic fluid, a pressure and / or a quantity of hydraulic fluid that, on one side, by the first and second thresholds. at least this interval, is less than that then received as input. Other features and advantages of the invention will become apparent from the description which will now follow, with reference to the appended drawings presented, as this description, by way of non-limiting examples and in which Figure 1 schematically represents various elements of the invention. 2 is a schematic representation of different elements of the same vehicle, close to the wheel of FIG. 1, FIGS. 3, 4 show a braking control device. According to the invention according to two functional states, Figures 5 to 12 show some of the alternative embodiments of this control device, and Figures 13, 14, 15 show functional curves. In the figures, the vehicle 1 is an electric powered scooter. It could be 5 hybrid electric / thermal propulsion. It comprises (at least) a front wheel 4a, (at least) a rear front wheel 4b, handlebar 5: an accelerator handle and a front brake handle 9a, and a rear brake pedal 9b, a rear wheel electronic controller / computer 11 forming a control unit of the operation of the vehicle. It also comprises (at least) an electric propulsion motor 17 adapted to operate as a generator, following a maneuvering of the brake lever 9a or 9b, and means 19 on board accumulators of electricity (electrochemical accumulator battery and / or super-capacitors (not shown). Electric motor running in motor, they feed it with energy. In generating operation, they are loaded by this motor 17. A link 18, for example by chain, allows the motor 17 to transmit the drive energy to the wheel concerned, here 4b. Other transmissions are possible: belt, variator ... etc. In 200 is schematically the chassis of the vehicle carrying the whole. In place of the motor 17, it is possible to provide electric wheel motors 15a, 15b respectively on the front and rear wheels (or a motor-wheel only on the rear wheel 4b). In FIG. 2 and following, for simplicity, the handle 9a is shown coupled to a regenerative braking system which makes it possible, via the controller / computer 7, to operate the electric motor as a generator when this handle is depressed. for an electric braking of the vehicle. As shown in particular in FIGS. 1-2, a braking control device 10 is also provided. This device is connected to the braking circuit 3, between the brake handle concerned (handle or pedal), the means 11 for hydraulic pressurization of the circuit and the brake (s) 15a / 15b hydraulically controlled. The means 11 will comprise a master cylinder 110 which can be arranged at the level of the brake levers. These brake levers (handle 9a and pedal 9b) are further respectively connected to the front 15a and rear 15b friction brakes they control during their depression. These brakes present at rest a game L to catch up before braking. The controller / computer 7 is connected to the electric motor 17, the battery 19, the pedal 9b, the throttle grip 4 and the brake handle 9a. This controller / computer controls the operation of the electric motor (s), thus manages the vehicle's propulsion, including its regenerative braking. If the vehicle is hybrid and the electric propulsion is coupled to a heat engine (not shown), the controller / computer 7 also controls the heat engine operably linked to the (x) motor (s) electric (s). According to one aspect of the invention, the braking control device 10 will thus allow a pre-tightening of the brakes 15a and / or 15b, that is to say, an at least partial catching of their game L at rest, this during the electric braking, via the hydraulic circuit 3 and mobile control means (such as at least piston (s) and / or valve (s) and / or deformable membrane (s)). 3, the device 10, connected to the hydraulic braking circuit 3, comprises an inlet 29a of hydraulic fluid under pressure, connected to the lever 9a, via the master cylinder 110, an electrical signal output 211 to be connected to the controller / computer (control unit) 7 of the electric motor (s), an output 270 of hydraulic fluid to be connected to the brake calliper (s), here 15a, and means 13 of regulation. These regulating means 13 comprise moving means (hereinafter 39, 41, 113) regulating the quantity and / or pressure of hydraulic fluid transmitted to the connected brake (s) and transducer means 21, 210 of pressure readings adapted to transmit (at output 211) the electrical signal intended for the control unit 7. In the preferred examples illustrated, these means 13 are, via means, valve means 39 associated with a piston or a deformable membrane adapted for: starting from a first non-zero input hydraulic pressure threshold S1, sending a signal on the output 211, starting from a second threshold S2 greater than the first, transmitting, at the output 270, a first hydraulic pressure P1, - and, on at least part of the interval between the two thresholds S1, S2, transmit at the output (as shown in FIG. 3) a second hydraulic pressure P2 lower than the first P1 and to that PO received in input (zone 29a of the conduit 3 or p first chamber 470 fluidly connected to it). The electrical signal addressed on the output 211 may be based on input hydraulic pressure data (such PO) taken via a pressure sensor 21 (Figure 3 in particular) and / or a potentiometer 210 (Figure 7 in particular). 3 to 9, the piston solutions 41 movable in the cylinder 111 show valve means whose closure and the amplitude of the partial opening are a function of the position of the piston 41. In fact, these valve means will occupy: a closed position up to an inlet hydraulic pressure (such PO) at least equal to the first threshold S1, a fully open position from the threshold S2, and a partial opening, intermediate between the two preceding positions, for an input pressure (such PO) between S1 and S2. In these figures, it can be noted that the cylinder 111 has a side wall in which is provided at least one passage, such 330, for the hydraulic brake fluid. To be effective, in particular in fully open position from the threshold S2, it is recommended that the piston 41 moves in the cylinder so that its free end 410a directed towards the hydraulic fluid inlet 29a can move beyond the mouth 330a of the passage 330 (situation shown fig.4). On the other hand, in the closed position and during the stroke C1 to S1 (and preferably a little beyond), the valve 39 will remain closed by the portion of constant circular section and the piston where it has its largest diameter (411 Figure 3). Mounted on a vehicle such as 1, such control means will thus allow to obtain at least partial retrofitting of the brake clearance (here 15a), as expressed above in the description. In the examples shown, it is noted that the opening of the valve means 39 for passing the brake (s) concerned (s) the pressure and / or amount of hydraulic fluid required is against the the action of at least one means of 410e, 104, 121 of return to a closed position. They may be compression springs. Thus, it is this back pressure that the hydraulic fluid will have to overcome before the piston 41 moves (FIGS. 3-7, 8-11), at least partly (FIGS. 8-11), or that the diaphragm 113 it deforms (FIG. 12) and then causes the game to catch up with the brake concerned.

Then, once this game is caught and thus the electric braking widely used, the mechanical braking (friction) will be all the more effective if the cylinder 111 has at least one lateral passage 330 (which defines here the fluid outlet), with a piston 41 disposed between said first chamber 470 and a second chamber 471, the first chamber 470 communicating with the inlet passage 29a. This can be applied to all solutions with lateral passage (s) braking.

In particular to trigger the electrical braking threshold S1, the pressure sensor 21 can raise the pressure in the chamber 470 and the potentiometer 210 be mounted in the second chamber 471 being subjected to the effect of at least a part of the means movable 13 of regulation, in particular the piston 41, as illustrated.

In the context of the solutions of the figures concerned, it is advisable that the valve means 39 are, as a function of the position of the piston 41 in the cylinder: - closed at least up to the threshold S1, - fully open from the second threshold S2 - and partially open if the inlet hydraulic pressure (such PO) is that adapted to catch the play of the brake considered. By adapting the resistance of the spring (or other means of resistance to opening) 410e, 121, it will be possible, as preferred, to keep closed the valve means 39 for an inlet hydraulic pressure (such PO) at least slightly greater than the threshold S1. To allow more or less access to the lateral passage 330 for the fluid present at the inlet 29a / 470, FIGS. 3, 4, 6, 7 show solutions where the piston 41 has (at least) a portion 410 with variable section. This partial opening is then a function of the position, relative to the passage 330, of the portion 410 of the piston. Beyond this, zone 411 allows the created valve to be closed. Under these conditions, it is understood that the portion of variable section 410 of the piston will have a priori a section which will decrease in a direction opposite to that 420 in which the piston moves to open the passage 330.

The alternative of FIG. 6 shows a piston 41 in which the portion of variable section 410 has, in the outer periphery, generally the shape of an open channel 413 of section increasing towards the free end 410a of the piston directed towards the inlet 29a of hydraulic fluid. This helical channel has an effect comparable to the frustoconical shape above. 5, the cylinder 111 communicates with the hydraulic fluid outlet to the brake, as 15a in the example, through several passages, such as 330 and 331, 332, 333, 334 (smaller sections, decreasing to against the direction of 420) formed in a side wall of the cylinder and that the piston 41 discovers as it is moved under an increasing inlet pressure (such PO) (direction 420). The piston can then be cylindrical of constant section so as to slide with a small clearance in the cylinder 111. FIG. 8 shows a solution where the piston 41 carries an internal valve. This piston comprises a first hollow outer piston 41a slidably mounted with a small clearance in the cylinder 111, between the chambers 470, 471 and which encloses a second piston 41b crossed by a conduit (axial axis 10a) 67 which can communicate the chamber aforementioned inlet 470 with an internal chamber 69, itself in fluid communication with the passage 330 in the side wall 111a of the cylinder 111. In addition to the return means 410e which acts against the displacement of the first piston 41a in the direction 420, the return means 71 mounted in the inner chamber 69 acts against the displacement in the same direction of the second piston 41b. This chamber 69 communicates with the lateral outlet 330 through a conduit 70 which opens out on the annular space 690 surrounding the central piston 41b and in which the outer annular piston 41a can slide. The (axial) duct 67 carries a valve 73, such as a ball whose displacement opposes a spring 75.

This is a fluid return circuit to the brake lever, when you stop pushing this lever, the image of the return circuit 61 presented below. Figure 9, we see another solution where the piston 41 comprises a first hollow outer portion 41c slidably mounted (axis 10a) with a small clearance in the cylinder 111, between the chambers 470, 471, around a second portion 41d crossed by a duct (here in "T") 77 which can communicate the lateral passage 330 with an internal chamber 79 between the parts 41c and 41d. In addition to the return means 410e which, again in the second chamber 471, acts axially (according to 10a) against the displacement of the second piston portion 41d in the direction 420, the return means 81 mounted in the internal chamber 79 acts against this same displacement in the same direction of the first part 41c. On this braking system, but also that of FIGS. 3-5, may further be mounted the circuit 61 which allows an oil return to the brake lever, here the handle 9a, if it is no longer operated for braking (released). Thus, in parallel with the fluidic circuit passing through the control means 13 and the inputs 29a and the output 270 of the brake fluid, this circuit 61 is provided which is adapted to allow hydraulic fluid to flow to the inlet 29a, if the pressure of outlet becomes greater than said inlet pressure, beyond, for example with an overpressure of 20x102Pa.

Thus, the zones 29a and 330 located respectively upstream and downstream of the piston 41 (with respect to the direction of displacement of the hydraulic fluid from the inlet to the outlet when there is friction braking) will be interconnected by this circuit 61. Figure 3 for example, the circuit 61 comprises a valve 63 which opens against the action of a means 65 to return to its closed position. It is the pressure of the hydraulic brake fluid, when we release the brake lever (here 9a), which opens it. 7, the hydraulic input pressure (such PO) is thus raised via the potentiometer 210 which is here mounted in the second chamber 471. This potentiometer comprises a movable rod 210a and a fixed body 210b around which is disposed the spring (or other means of recall) 410e. The movable rod 210a may possibly extend in a bore of the piston 41 which is hollow here. In the other figures, the pressure sensor 21 communicates for example with the chamber 470 to raise the pressure P0. 10, the control means 13 comprise the piston 41 slidably mounted and with a small clearance, between the chambers 470, 471, in the cylinder 111 associated with an expansion chamber 100. Instead of the lateral passage 330 (axis 10a of sliding of the piston), this cylinder is provided with an axial passage 85 communicating, via the second chamber 471, with the outlet 270 to the (s) brake (s) friction (s), as here 15a. Room side 471, the piston 41 decreases in section. Connected via connection 106 upstream of (or over) the chamber 470, on the inlet 29a of hydraulic fluid, the expansion chamber 100 encloses a means, such as a piston 103, which is, in the direction of its filling, movable against the biasing means 105. The chamber 471 encloses the biasing means 410e. In addition, the piston 41 contains a valve 39. This valve may comprise a ball 123 closing or opening an axial passage 125 between the chambers 470, 471. The passage opens against the return means 121. A circuit 122 oil return, ball 117 and spring 119, may also exist, for example image of the aforementioned valve 73 (Figure 8). 11, the control means 13 comprise a valve system 39 associated with the expansion chamber 100 and a piston 41. The valve 39 and the piston 41 are respectively disposed in the bores provided on a body 103 mounted in the cylinder 111, which thus has the aforesaid chambers 470, 471 communicating respectively with said inlet 29a and outlet 270. For the valve 39, its opening is effected, in the direction already mentioned 420, against the return means 104 mounted in the corresponding bore. The sliding of the piston 41 under the inlet pressure (in the chamber 470), so in the direction 420, is effected against the return means 102 mounted in the other bore.

Connected to the inlet 29a of hydraulic fluid, there are the same means 100, 103, 105 and the same assembly as above. 12, the control means 13 comprise a valve system 39 and deformable membrane 113 mounted on the fixed body 103. The valve 39 and the deformable membrane 113 are interposed in the cylinder 111, between the chambers 470 and 471.

The opening of the valve 39 is effected, in the direction 420, against the return means 104, and the movement in the same direction of the deformable membrane 113 is effected against the return means 115 .

Starting from the particulars of the beginning of description, it will be understood that the invention relates not only to a vehicle to ride provided with a device 10 for controlling its braking type of those who are presented in different embodiments (that we can if necessary panacher), but also the device 10 alone, not mounted. The latter then extends between the end pieces 120, 130 respectively marked on the inlet side 29a and on the outlet side 270 and adapted for easy connection at one point of the hydraulic braking circuit 3.

What has been presented above for the vehicle is therefore valid for the device. Furthermore, the operation of this device 10 mounted on the vehicle concerned, as 1, is generally as follows: Consider for example the embodiment of Figures 3-4. To brake, the brake lever, such as 9a, first has a first race Cl and then a second race C2. These strokes are set so that the first input pressure threshold S1 (in 29a) is reached shortly after the start of the first stroke Cl, and the second threshold S2 is reached at the beginning of the second stroke C2. At (from) the threshold S1, the transducer means 21 or 210 output 211 a signal to the unit 7 to trigger the operation of the electric motor 17 as a generator. Electric braking begins. The regulation means 13 are then non-conducting. The pressure and / or amount of hydraulic fluid output 270 is zero. From threshold S2 (stroke C2), a significant frictional braking of the vehicle is ensured: a pressure and / or quantity of hydraulic fluid sufficient to slow down the vehicle is received by the brake (s) concerned (s). As for the situation between the two thresholds S1, S2, it is therefore such that, for an inlet pressure between these thresholds, and on at least part of this interval S1-S2, is transmitted to the (x) brake ( s) concerned (s) via said mobile control means (39, 41, 113), a pressure and / or quantity of hydraulic fluid: - which is adapted to induce, during the electric braking, at least partial catch-up sought 15] eu L brake, - and is less than both the one providing braking and that which is then received in input (pressure PO). The tables below, brought closer to the curves of FIGS. 13 and 14, respectively, provide values. Handle side pressure Brake side pressure Brake 29a (x105Pa) brakes / regenerative output (%) 270 (x105Pa) 0 0 0% (Threshold S1) 2.5 0 25% 5 1.5 50% 7.5 5 75% ( Threshold S2) 10 10 100% 12.5 12.5 100% 15 100% 17.5 17.5 100% 20 100% 22.5 22.5 100% 25 100% 27.5 27.5 100% 30 100 % 32,5 32,5 100% Pressure on the brake lever, oil volume in oil volume at 29a (x105 inlet 29a (x10-3 outlet 270 (x10-3 Pa) m3) m3) 0 0 0 (Threshold S1 ) 2.5 120 5 250 8 7.5 370 25 (Threshold S2) 10 490 90 12.5 497 97 15 504 104 17.5 511 111 20 518 118 22.5 525 125 25 532 132 27.5 539 139 30 546 146 32,5 553 153 The pressure side brake lever 29a is that raised by 21 or 210. At the beginning of Cl, the passage 330 is still completely closed by the portion 411 of constant section 5 of the piston 41. No catching game brake does not operate. At the threshold S1 (which is not zero, 2.5 × 10 5 Pa of pressure PO in the example), the electric braking has begun, following the detection of this pressure by the sensor 21 and the generator operation of the electric motor, as described in FIG. At an inlet pressure for example just slightly greater than P0, the piston is sufficiently pushed in the direction 420, by this inlet pressure, against its return means 410e, so that its part 410 of variable section gradually clears the passage 330 (fig.3). The valve opens partially. The quantity of hydraulic fluid arriving at 470 is less than that at 471, and the same for the pressures, as indicated in the table below, the angle A and the axial length of the cone 410 in particular being adapted so that the stirrup the brake concerned catches its rest game L just before the inlet pressure corresponding to the threshold S2. Inlet pressure Output pressure 270 or brake caliper (x105 Pa) 29a (x105 Pa) 0 0 (Si) 2.5 0 1.5 7.5 5 (S2) 10 10 12.5 12.5 15 15 17.5 17.5 20 20 22.5 22.5 25 25 27.5 27.5 32.5 32.5 32.5 This table is to be compared with the curve of FIG. it can be noted that up to 7-10 x105 Pa pressure side brake lever (input 29a), the user has a real feeling of braking, without there is significant braking. 4, from the beginning of C2, the passage 330 is fully open: the end 410a is (almost) to the right of 330. The friction brake, here brake 15a, operates smoothly: a priori progressively, the game L has already been overtaken and the pressure is mounted in the brakes. The pressure then becomes the same side lever (input 29a) that side brake (output 270). Upon release of the brake lever, during the return stroke of C2, the fluid can pass through the passage 330 and partly by the valve 63. The downstream pressure is then strong enough for that.

Let us present briefly the operation of the other embodiments which are, in principle, identical to the one above.

FIG. 5, during Cl, the piston moves along 420 and progressively opens the passages of least sections 331, 332, 333, 334. At the opening of the last, 331, or the opening start of 330, the set L is (almost) caught up. Beyond (travel C2 clamping the handle), the inlet pressure 29a is strong enough to induce frictional braking (threshold S2 above). 8, during the stroke Cl, the internal piston 41b moves along 420. What it transmits at the output 270 then corresponds to the catching of the game L and that which is received at the input 29a. Once abutted, it causes the displacement in the same direction of the outer piston 41a which then compresses the spring 410e, without the passage 330 is open. And nothing is transmitted at the output 270. At the end of the race Cl, just before the threshold S2, the overall volume of oil displaced (by the two pistons) at the output 270, to the brake 15a, between S1 and S2, is less than the total volume of oil received as input during this same stroke. Towards the beginning of the stroke C2, the free end 410a of the piston 41a is already at the right of the passage 330 for the braking pressure to act. Upon release of the brake lever, it is the central valve 73 which opens, for a return of the brake fluid to this lever.

Figure 9, the operation is similar: during Cl and from the threshold S1, the outer portion 41c of the piston 41 moves along 420, along the free space 690 which then extends peripherally between 41d and the inner wall of the cylinder 111 and communicates with 330 and 77. The chamber 79 is empty. Then, as previously, the two pistons 41c, 41d move together along 420, against the biasing means 410e, without yet opening the passage 330. The effect is then as before. At the beginning of C2, the two parts 41c, 41d continuing to be pushed along 420, the access to the lateral passage 330 is released entirely from the second threshold S2. Upon release of the brake lever, a return of the brake fluid to the brake lever is permitted by the bypass 61 which opens on 29a. 10, during Cl and from the threshold S1, the pistons 41 (along 10a, in the direction 420) and 103 (possibly one then the other, regardless of the order) are pushed by the hydraulic fluid received in input 29a. The valve 39 remains closed. The volume then displaced by the sliding of the piston 41 against its elastic return means 410e corresponds to the volume just necessary and sufficient to catch the game L of the brake concerned (here 15a). It is advisable that the maximum volume of the expansion chamber 100 corresponds to the volume of oil moved on the lever side by the stroke Cl, here at the output of the master cylinder 110, volume of oil used to catch the set L deduced. If the user continues to act on the lever 9a and engages the stroke C2, the valve 39 then opens under the inlet pressure, which causes the frictionally sensitive braking of the brake which, his game caught up, now receives fully the braking pressure. Upon release of the brake lever, a return of the brake fluid to this brake lever is enabled by the valve circuit 117/122.

11, and as above, during Cl and from the threshold S1, the pistons 41 and 103 are pushed by the hydraulic fluid. The valve 39 remains closed (opposition of the spring 104). At the end of Cl, the volume which has been displaced by the sliding of the piston 41 against its elastic return means 102 has again corresponded to the volume necessary and sufficient to compensate for the clearance L of the brake concerned (here 15a ). In addition, the indications of the preceding tables continue to apply: for example 490 xlO-3 m3 received at the input 29a at the end of Cl, induced 90 xlO-3 m3 output 270. At the beginning of C2, once the pistons 41,103 at the end of the stroke, the valve 39 opens under the inlet pressure, which causes the friction-sensitive braking of the brake which, when its game is caught, now fully receives all the braking pressure (during C2). 12, the difference with respect to FIG. 11 is that the axial piston 41 and its elastic return means 102 are replaced by the deformable membrane 113 and its axial elastic return means 115. In principle, the operations are identical. The volume induced above at 85 and corresponding to the only pre-tightening (still 90 × 10 -3 m 3 in the example) corresponds here to the volume displaced by the movement of the membrane 113 between its positions successively in solid lines and dotted on this fig.12. From the foregoing and the accompanying figures, it will further be understood that a braking control device 10 to be mounted on a hydraulic braking circuit 3 of a motorized vehicle to ride 1, which device comprises: a brake lever 9a, 9b movable over a certain stroke and operable from an action of a user, - timing means (10, 13, 39, 41, 330 ...) functionally linked to this lever brake and adapted for, under its control, trigger first a first effect, in connection with a first operation (Cl) of the joystick, and a second effect, in connection with a second maneuver (C2) of the lever that follows the first (Cl). Thus, when the user will operate the brake lever, the application to the vehicle of a brake via the friction brake (s) will be delayed, after a first period of operation of the electric motor generator and therefore action of dynamic braking. Favorably, these delay means will comprise, as explained: - valve means (39, 41, 330) responsive to an inlet pressure and adapted: • to close a communication (85, 330) from the input to the output as long as the inlet pressure is below a predetermined threshold (Si), • to open this communication if the inlet pressure becomes greater than said threshold, - a sensor means (21, 210) sensitive to the inlet pressure or to a movement and adapted to transform this pressure or this movement into electrical data, to trigger the expected electric braking. As already indicated, the valve means will comprise or will be associated with a piston (41, 103). A valve may be disposed on the piston to open and close said communication 85, 330.

And the sensor means will advantageously comprise a pressure sensor (21) adapted to transmit the pressure input pressure that it has noted, or a linear potentiometer (210) on which the piston will preferably act. As for this piston, it is advised that it is mounted so as to act against a biasing means (410e ...) when it slides under the effect of the operation of the brake lever.

Claims (15)

REVENDICATIONS1. Motorized riding vehicle comprising: an electric motor (17) for propelling the vehicle, a control unit (7) adapted to operate this electric motor as a generator, for an electric braking of this vehicle (1), - a hydraulic circuit of braking (3) and connected to it. - a brake lever (9a, 9b), - a friction brake (15a, 15b) having at rest a play to catch up before braking, - a braking control device (10) comprising control means (21, 210, 39,41,113) interposed on the hydraulic brake circuit (3) between the brake lever (9a, 9b), on the input side, and on the output side, the friction brake (15a, 15b), for: * at a first threshold non-zero (S1) input pressure from a maneuver of the brake lever, send an output signal to the control unit (7) of the electric motor (17) to operate this engine generator, while by then blocking a transmission to the brake (15a, 15b) of a pressure and / or quantity of hydraulic brake fluid, * and, only from a second threshold (S2) of inlet pressure greater than the first, to transmit to the brake a pressure and / or quantity of hydraulic fluid sufficient to generate a brake friction slowing down the vehicle ule, characterized in that the means (21,210,39,41,113) of regulation are such that, between the first and second chairs (S1, S2), they pass to the brake a pressure and / or quantity of hydraulic fluid: * which, on at least part of this interval, is less than that then received at the input, * and which is adapted to induce, during the electric braking, an at least partial catching of the play (L) of the friction brake (15a, 15b) . Vehicle according to Claim 1, characterized in that the regulating means (21, 210, 39, 41, 111) comprise valve means (39), the opening of which for applying the pressure (15a, 15b) to the brake and / or amount of hydraulic fluid is effected against the action of a return means (410e) to a closed position. 3. Vehicle according to claim 1 or 2, characterized in that the control means (21,210,39,41,113) comprises a piston (41) movable in a cylinder (111) or a deformable membrane (113), and whose movement to pass to the brake (15a, 15b) said pressure and / or amount of hydraulic fluid is effected against the action of a biasing means (410e). 4. Vehicle according to claims 2 and 3, characterized in that: the valve means (39) are adapted to occupy: * a closed position up to said first threshold (Si), at least, * a fully open position from of the second threshold (S2), * and a partial opening, intermediate between the closed and fully open positions, for said hydraulic inlet pressure adapted to catch the play (L) of the friction brake (15a, 15b), and the closing and the amplitude of the partial opening of the valve means (39) are a function of the position of the piston (41) in the cylinder (111). 5. Vehicle according to claim 2 or 4, or claims 2 and 3, characterized in that the valve means (39) are adapted to remain still closed for an inlet pressure at least slightly greater than the first threshold (Si) . 6. Vehicle according to one of claims 3 or 4, or 3 and 5, characterized in that: - the cylinder (111) has a side wall (111a) in which is formed at least one passage (330,331,332,333,334) for the fluid hydraulic, - the piston (41) is disposed between the inlet side, a first chamber (470) and, on the output side, a second (471), and, for an inlet hydraulic pressure (PO) greater than the second threshold ( S2), the first chamber (470) extends at least to the mouth (330a) of said passage (330, 331 ...). 7. Vehicle according to one of claims 3,4 or 6, or 3 and 5, characterized in that: - the cylinder (111) has a side wall (111a) in which is formed an outlet passage (270) for the hydraulic fluid to the brake (15a, 15b), and the piston (41) has at least one variable section portion (410) so as to more or less open and close access to said passage (330, 315) for the fluid present at the inlet (29a), depending on the position, with respect to this passage, of the variable section portion (410) of the piston. 8. Vehicle according to claim 7, characterized in that the variable section portion (410) of the piston (41) has a section which decreases in a direction opposite to that along which the piston moves to open the passage (330, 331 ...). 9. Vehicle according to claim 7 or 8, characterized in that the variable section portion of the piston (41) has, in the outer periphery generally in the form of an open channel (413) section increasing in the direction of the free end (410a) of the piston directed towards the inlet (29a) of hydraulic fluid. 10. Vehicle according to one of claims 3,4,6 or 7, or 3 and 5, characterized in that the cylinder (111) communicates with the outlet (85,270) of hydraulic fluid to the brake (15a, 15b) by through several passages (331,332,333,334) formed in a side wall (111a) of the cylinder (111) and that the piston (41) discovers as it is moved under increasing inlet pressure. 11. Vehicle according to one of the preceding claims, characterized in that in parallel control means (21,210,39,41,113) established between said inlet (29a) and outlet (85,270) of the hydraulic fluid, areas respectively located in upstream and downstream of the piston (41) relative to the direction of displacement of the hydraulic fluid from the inlet (29a) to the outlet (85, 270) are connected to each other by a fluid return circuit (61) adapted to allow the circulation of fluid. hydraulic fluid to said inlet if the outlet pressure becomes greater than said inlet pressure, beyond a predetermined ratio. 12. A method of controlling the braking of a motorized ride-on vehicle provided with an electric propulsion motor (17) adapted to operate as a generator, this method being such that: - from a first threshold (Si) not zero pressure transmission, by operation of a brake lever (9a, 9b), in a hydraulic braking circuit (3), at the input of movable control means (39,41,113), a signal is sent to a control unit (7) the electric motor (17) to then operate the engine as a generator and cause electrical braking, without these mobile control means transmit to a friction brake (15a, 15b) a pressure and / or quantity of fluid hydraulic system adapted to cause a substantial braking of the vehicle, - from a second threshold (S2) of inlet pressure greater than the first, is transmitted to the brake (15a, 15b), through said regulating means, a first pressure and / or amount of fluid sufficient hydraulic power to slow down the vehicle (1), characterized in that, for an inlet pressure between the first and second thresholds (S1, S2), and for at least part of that interval, the vehicle is transmitted to brake, through said movable means of regulation, a second pressure and / or amount of hydraulic fluid: - less than the first and that which is then received at the input (29a), - and which is adapted to induce, during the electric braking, at least partial catching of the play (L) of the friction brake. 13. Brake control device (10) for the vehicle according to one of claims 1 to 11, this device (10) comprising: - a hydraulic fluid inlet under pressure, to be connected to a brake lever (9a, 9b) of the vehicle (1), - an electrical signal output to be connected to a control unit (7) of an electric propulsion motor (17) adapted to operate as a generator, for an electric braking of the vehicle, - hydraulic fluid outlet to be connected to a friction brake (15a, 15b) of the vehicle having, at rest, a clearance (L) to be caught before braking, and - regulation means (21, 210, 29, 41, 111) adapted for, to from a first non-zero input hydraulic pressure threshold (Si), send a signal to said electrical signal output (211) and, from a second threshold (S2) greater than the first, transmit, output (85,270) of hydraulic fluid, a first hydraulic fluid pressure, characterized in the regulating means (21, 210, 29, 41, 111) are furthermore suitable for, between the first and second thresholds (S1, S2), outputting (85, 270) hydraulic fluid a pressure and / or quantity of hydraulic fluid which at least part of this interval is less than that received at the input (29a). 14. Device according to claim 13, characterized in that: - the control means (21,210,39,41,113) comprise a piston (41) movable in a cylinder (111) to define valve means (39) adapted to occupy a closed position up to an inlet hydraulic pressure at least equal to said first pressure threshold (Si), a fully open position from said second pressure threshold (S2), and a partial, intermediate opening between said closed and fully open positions, for an inlet hydraulic pressure between the first and second thresholds (S1, S2), and the closing and the amplitude of the partial opening of the valve means (39) are depending on the position of the piston in the cylinder (111). 15. Device according to claim 13, for the vehicle according to one of claims 4 to 11, characterized in that: - the regulation means (21,210,39,41,113) comprise a piston (41) movable in a cylinder ( 111) having a side wall (111a) in which at least one passage (330) is provided for the hydraulic fluid, and the piston is movable in the cylinder (111) so that its free end (410a) is directed towards the hydraulic fluid inlet can move beyond the mouth (330a) of said passage.