KR0149905B1 - Braking device of a vehicle - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a vehicle that enables the braking force of a pair of wheel brakes to be changed by a single actuator, thereby significantly reducing the cost and weight. The present invention relates to a sun gear 24 and a sun gear 24. At the same time, the planetary carrier 34 rotatably supporting the ring gear 25 coaxially enclosing the plurality of planetary gears 26 engaged with the sun gear 24 and the ring gear 25, Planetary gears having intermediate portions of the first and second delivery systems 6 _R and 6 _F individually connected to the first and second components 25 and 34 of those components 24, 25 and 34. The actuator 12 is constituted by the mechanism 14 and the motor 25 connected to the third component 24 of the components 24, 25 and 34.

Description

Brake system

1 is a side view of a souker to which the present invention is applied.

2 is a simplified diagram showing the configuration of the actuator.

3 is a side view showing the connection of the first and second transmission systems to the planetary gear mechanism.

4 is a cross-sectional view taken along line 4-4 of FIG.

Sectional drawing which shows the structure of the damper of FIG.

6 is an operation when interlocking brake operation.

Fig. 7 is a diagram showing the interlocking braking force characteristic when the front wheel brake is operated.

8 is a diagram showing a setting map of assist forces in accordance with a vehicle speed.

9 is a view showing the interlocking braking force characteristics according to the vehicle speed.

FIG. 10 is a diagram showing the interlocking braking force characteristics in the rear wheel brake operation. FIG.

Fig. 11 is an operation diagram showing a braking force depressed state in anti-lock brake control.

Fig. 12 is an operation diagram showing the regravity state in anti-lock brake control.

13 is an explanatory diagram of a procedure for determining the motor rotation direction and the control amount during anti-lock brake control.

Fig. 14 is a diagram showing the configuration of the second embodiment.

Fig. 15 is a longitudinal axial view showing the configuration of the equalizer.

* Explanation of symbols for main parts of the drawings

5 _F : second brake lever as second brake operating member

5 _R : First brake lever as first brake operating member

6 _F , 6 _F ': 2nd delivery system 6 _R , 6 _R ': 1st delivery system

8 _F , 8 _R : Damper 12: Actuator

13 electronic control unit 14 planetary gear mechanism

24: Sun gear as the third component of the planetary gear mechanism

25: Ring gear as the first component of the planetary gear mechanism

34: Planetary carrier as second component of planetary gear mechanism

B _F : Front wheel brake as second wheel brake

B _R : Rear wheel brake as first wheel brake

The present invention provides a first transmission system capable of mechanically transmitting a braking force according to an operation of a first brake operating member to a first wheel brake, and a braking force according to an operation of a second brake operating member to a second wheel brake. A brake device for a vehicle having a second transmission system.

Conventionally, such an apparatus is already known by, for example, Japanese Unexamined Patent Publication No. Hei 4-7973.

In such a brake device, for example, in order to vary the braking force for anti-lock brake control, it is possible to consider using the technique disclosed in Japanese Patent Application Laid-Open No. 2-234869, for example. What is disclosed in -234869 requires an actuator for each pair of wheel brakes. Therefore, it is difficult to apply to low cost vehicles, such as a scooter, because cost and weight increased.

In addition, if the actuator is simply disposed during the delivery system, it is difficult to obtain a good feeling of operation of the brake operating member when the braking force changes according to the operation of the actuator.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and a first aspect of the present invention provides a vehicle brake apparatus that enables the braking force of a pair of wheel brakes to be changed in a single actuator, thereby enabling a significant reduction in cost and weight. For the purpose of.

It is a second object of the present invention to provide a brake apparatus of a vehicle in which a good operating feeling of the brake operating member can be obtained when the braking force is changed by the actuator.

In order to achieve the first object, the invention as set forth in claim 1 relates to a first transmission system capable of mechanically transmitting a braking force according to an operation of a first brake operating member to a first wheel brake, and an operation of a second brake operating member. A brake apparatus for a vehicle having a second transmission system that can mechanically transfer the braking force according to the second wheel brake, comprising: a sun gear, a ring gear coaxially surrounding the sun gear, and a plurality of planetary gears meshing with the sun gear and the ring gear. A planetary gear mechanism having rotatably supported planetary carriers as a component, and an intermediate portion of the first and second transmission systems individually connected to the ring gear and the planetary gear among those components, and a sun gear among the components It characterized in that it comprises an actuator consisting of a motor connected to.

The invention described in claim 2 is the same as the operation direction of the ring gear or the planetary gear according to the brake operation in accordance with the brake operation of one of the first and second brake operating members, in addition to the configuration of the invention according to claim 1. And an electronic control unit for controlling the operation of the motor to operate the sun gear in the direction.

According to the invention of claim 3, the first transmission system capable of mechanically transmitting the braking force according to the operation of the first brake operating member to the first wheel brake, and the braking force according to the operation of the second brake operating member to the second wheel brake. A brake device for a vehicle having a second transfer system capable of transmitting a vehicle, comprising: a sun gear, a ring gear coaxially surrounding the sun gear, and a planet carrier for rotatably supporting a plurality of planet gears meshing with the sun gear and the ring gear. At the same time as a component, the planetary gear mechanism connected to the ring gear and the planetary gear and the intermediate part of the first and second transmission systems, respectively, an actuator consisting of a motor connected to the sun gear of each component, and the braking The operating state of the first and second brake operating members is input through the brake operating input detector to determine whether the ring gears or planetary gears The direction of rotation of the motor is controlled to operate the sun gear in the same way as in all directions, and when the anti-lock brake is controlled, the wheel speed is input through a wheel speed detector to increase or decrease the braking force of the ring gear or planetary gear. And an electronic control unit for controlling the operation of the motor to operate the sun gear.

In addition, the invention described in claim 4 to achieve the second object, the first transmission system capable of mechanically transmitting the braking force according to the operation of the first brake operating member to the first wheel brake, and the operation of the second brake operating member A brake apparatus of a vehicle having a second transmission system capable of mechanically transmitting a braking force according to a second wheel brake, the intermediate portion of the first and second transmission systems to vary the braking force of the first and second wheel brakes. And an actuator disposed separately in the damper, and a damper disposed in the first and second transmission systems, respectively, between the actuator and the first and second brake operating members.

According to the invention of claim 5, the first transmission system capable of mechanically transmitting the braking force according to the operation of the first brake operating member to the first wheel brake, and the braking force according to the operation of the second brake operating member to the second wheel brake A brake device for a vehicle having a second transmission system capable of transmitting a vehicle, comprising: an actuator commonly disposed in an intermediate portion of the first and second transmission systems so as to vary braking force of the first and second wheel brakes; And dampers disposed in the first and second transmission systems, respectively, between the first and second brake operating members.

An embodiment of the present invention will be described below with reference to the drawings.

1 to 13 show a first embodiment of the present invention, in which FIG. 1 is a side view of a scooter to which the present invention is applied, FIG. 2 is a simplified view showing the configuration of an actuator, and FIG. 2 is a side view showing the connection to the planetary gear mechanism of the transmission system, FIG. 4 is a sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a view showing the configuration of the damper, FIG. FIG. 7 shows the interlocking braking force characteristics at the time of front wheel brake operation, FIG. 8 is a view showing a setting map of assist forces according to the vehicle speed, FIG. 9 is a view showing the interlocking control force characteristics according to the vehicle speed, and FIG. Figure 11 shows the interlocking braking force characteristics in the rear wheel brake operation, FIG. 11 is an operation diagram showing the braking force depressed state in the anti-lock brake control, and FIG. 12 is an operation diagram showing the braking force re-gravity state in the anti-lock brake control. , FIG. 13 An illustration of the procedure for determining the motor rotation direction and the control amount at the time of anti-lock brake control.

First, in Figs. 1 and 2, the rear wheel W _R of the scooter is conventionally equipped with a conventional mechanical rear wheel brake B _R that exhibits a braking force according to the amount of operation of the operating lever 1 (1 _R ). A conventionally known mechanical front wheel brake B _F , which is mounted as a primary wheel brake and exerts a braking force according to the operating amount of the operating lever 1 _F , is mounted as a second wheel brake on the front wheel W _F. In addition, handles 3 _R and 3 _F are disposed at left and right ends of the steering wheel 3 connected to the front forks 2 supporting the front wheels W _F , and the left end of the steering wheel 3 is disposed. in holding the first brake lever (5 _R), the RHS end portion, and the finger grip _(3-F) of and supported by the shaft, the steering wheel 3 as the first brake operating member can steer the left hand holding the handle portion (3 _R) a second brake lever (5 _F) as a second brake operating member which is operated by the right hand is supported on the side.

The first brake operating lever of the lever (5 _R) with the rear wheel brake (B _R) (1 _R) is the possible transmission of the braking force according to the operation of the first brake lever (5 _R) mechanically to the rear wheel brake (B _R) of claim 1 transmission is connected through a system (6 _R), the second brake lever (5 _F) and a front wheel brake (B _R) operating lever (1 _F) of the second brake lever (5 _F) front wheel brakes a braking force according to the operation of the It is connected via a second delivery system 6 _{F which} is mechanically transferable to B _F.

The first transmission system (6 _R) is a first brake lever (5 _R) one end connected to the brake cable (7 _R) and the brake cable (7 _R) the other end side is connected to the damper (8 _R) at the ends of the the , the operation lever of the other end is connected to the brake cable to the end side (9 _R), and an electric lever (10 _R), and a rear wheel brake (B _R) is connected to the other end of the brake cable (9 _R) of the damper (8 _R) ( 1 _R ) and a brake cable (11 _R ) connecting between the electric lever (10 _R ), the brake cable (9 _R ) (11 _R ) is the electric lever (10) according to the traction operation of the brake cable (9 _R ). _The traction force acts on the brake cable 11 _R by the rotation of _R ) and is connected to the electric lever 10 _R. The second delivery system (6 _F) is the first transmission system (6 _R) and as written as configured, the second brake lever end is connected to the brake cable (7 _F) and the brake cable (5 _F) ( the other end of the 7 _F at the other end on one end side damper (8 _F attached) in) and, with one end connected to the other end of the brake cable (9 _F) of the damper (8 _F), the brake cable (9 _F) connected comprises a transmission lever (10 _F) and the front wheel brake (B _F) the operating lever (1 _F) and the electric lever (10 _F) a brake cable (11 _F) connecting between the.

However, the agent is within 1 degree, the cowling portion 4 which covers the front portion of the scooter as shown in controlling the operation of the damper (8 _R) (8 _F), and the actuator 12, the actuator 12 the electronic control unit 13 is arranged so covered with cowling portion 4, and an intermediate portion, the actuator 12 of the first and the second delivery system _(R 6) _(F 6) is connected.

The actuator 12 is capable of forward and reverse rotation of the planetary gear mechanism 14 and the planetary gear mechanism 14 in accordance with the control signal of the electronic control unit 13, and the axis thereof may be freely rotated. It consists of a motor 15 connected to the planetary gear mechanism 14.

3 and 4 together, the casing 16 of the actuator 12 includes a first case member 17 on which the motor 15 is mounted, and a first case member on the opposite side from the motor 15. And a second case member 18 coupled to the second case member 18 and a third case member 19 coupled to the second case member 18 on the opposite side from the first case member 17. mechanism 14 is accommodated in a gear chamber 21 formed in the casing 16, the first and second electric machine (6 _R), (6 _F), the intermediate portion transmission lever (10 _R) (10 _F) is a third The operation chamber 22 formed between the case member 19 and the cover 20 coupled to the third case member 19 is accommodated to enable the rotation operation. In addition, the motor 15 is coupled to the first case member 17 of the casing 16 by causing the output shaft 23 to rush into the gear chamber 21.

The planetary gear mechanism 14 is a planetary carrier 34 for supporting the sun gear 24, the ring gear 25, the sun gear 24 and the plurality of planetary gears 26 ... engaged with the ring gear 25. By providing the electric lever 10 _R of the first electric starting system 6 _R to the ring gear 25 as the first component, the electric lever 10 _F of the second electric system 6 _F is provided. Is connected to the planetary carrier 34 as the second component, and the output shaft 23 of the motor 15 is connected to the sun gear 24 as the third design element, respectively.

One end of the rotary shaft 27 disposed in the gear chamber 21 is rotatably supported by the first case member 17 of the casing 16 while having an axis parallel to the output shaft 23 of the motor 15. The rotary shaft 27 rotatably penetrates the third case member 19 by causing the other end to enter the operation chamber 22. The intermediate part in the gear chamber 21 of this rotating shaft 27 is provided with the flange part 27a which extended radially outside, and is between the said flange part 27a and the 1st case member 17. As shown in FIG. In the rotary shaft 27, a driven gear 29 meshed with the sun gear 24 and the drive gear 28 disposed on the output shaft 23 of the motor 15 and fixedly connected to the sun gear 24 is connected to the rotary shaft 27. It is mounted to enable relative rotation. Therefore, the motor 15 is connected to the sun gear 24 through the drive gear 28 and the driven gear 29.

The end of the rotary shaft 27 in the operating chamber 22, and an electric lever (10 _F) is fixed, the transmission lever (10 _F), and between the flange portion (27a), the rotating shaft 27 is coaxially An enclosing cylindrical body 30 is disposed, and a bearing 31 is disposed between the cylindrical body 30 and the rotating shaft 27. So it was a cylindrical body 30, the working chamber 22 side end portion, and is fixed to the transmission lever (10 _R) of the gear chamber 21 side end portion of the cylindrical body 30, the ring gear 25 is fixed. Therefore, the electric lever 10 _R is connected to the ring gear 25 via the cylindrical body 30. Further, the ring gear 25 and the transmission lever (10 _R) has a spacer (32) having a cylindrical shape surrounding the cylindrical body 30 coaxially sandwiched between, between the spacer 32 and the third case member 19 has The bearing 33 is disposed.

In addition, the flange portion (27a) of the transmission lever (10 _F), the rotary shaft 27 which is secured is fixed the planetary carrier 34. Accordingly, the electric lever 10 _F is connected to the planetary carrier 34 through the rotation shaft 27.

In FIG. 5, the damper 8 _R has a bottomed cylindrical body 36 to which the brake cable 7 _R is connected, and a bottomed cylindrical body 36 to which the brake cable 9 _R is connected. The bottomed cylindrical body 36 is a bottomed cylindrical shape having a shaft 37 coaxially inserted therein and a sliding hole 38a for inserting the shaft 37 in the axial direction so as to be movable in the axial direction. Is formed in a disk shape having a receiving member 38 which is slidably fitted into the disk), and a sliding hole 39a for inserting the shaft 37 in the axial direction so as to be movable in the axial direction. A sheet plate 39 slidably fitted therein, a damping spring 40 constructed between the receiving member 38 and the sheet plate 39 in the bottomed cylindrical body 36, and the receiving member 38. Fixed to the shaft 37 so as to restrict movement in the opposite direction from the sheet plate 39 of (41) and the fixed wheel 42 attached to the shaft 37 so as to restrict the movement in the opposite direction from the receiving member 38 of the sheet plate 39 is housed in the housing 43, The brake cable 7 _R is movably inserted into one end of the housing 43 and connected to the bottomed cylindrical body 36, and the brake cable 9 _R is movable to the other end of the housing 43. It is inserted and connected to the shaft 37. Further, the spring load of the damper spring 40 is therefore is set so do not contract the damper _(R 8) a normal brake operation input of a first brake lever (5 _R).

Further, the damper (8 _F) having the same structure as the damper (8 _R) is arranged between the brake cable _{(7 F) (9 F)} .

The electronic control unit 13 is provided with a first brake operation for detecting the brake operating input from the brake lever (5 _R) input detector (44 _R), the second brake lever, the brake for detecting a brake operation input by the (5 _F) assistant detection of the input detector (44 _F), rear-wheel wheel speed detector (45 _R), a front wheel (W _F) the wheel speed detector (45 _F) for detecting a rotational speed of detecting the rotational speed of the (W _R) value is inputted and, the electronic control unit 13 controls the operation of the motor 15 as follows on the basis of the detection value of them, the detector _{(44 R) (44 F)} (45 R) (45 F).

First, as shown in Figure 6, by performing a brake operation of a first brake lever (5 _R), the second brake lever (5 _F) in a state that is not a brake operation of the direction the planetary carrier 34 is indicated by the arrow The front wheel brake B _F is braked by the brake operating force transmitted through the second transmission system 6 _F , but the sun gear 24 is free to rotate when the motor 15 is in the non-energized state. The rear wheel brake B _R remains inactive. Thereafter, when the motor 15 is operated in the forward rotation side, the sun gear 24 rotates in the same direction as the planet carrier 34 so that the ring gear 25 rotates in the opposite direction, and the rear wheel brake B _R operates. At the same time, assist force from the motor 15 is applied to the front wheel brake B _F.

That is, the toned soon as exerted by the second brake lever (5 _F) braking force the front wheel brake (B _F) was added to the assist force according to operation of the motor 15, the operating force of as shown at the same time, the motor ( 15) The braking force of the linkage according to the operation is exerted by the rear wheel brake B _R , and the total braking force indicated by the straight line A is obtained as a vector value.

At this time, the reduction ratio from the input to the sun gear 24 to the output of the ring gear 25 is iR, and the reduction ratio from the input to the sun gear 24 to the output of the planetary gears 26... Is iC and the ring gear 25. When the number of teeth is ZR and the number of teeth of the sun gear 24 is ZS, the inclination tanθ of the straight line B indicating the assist force is determined by the following equations 1 to 3.

tan θ = iR / iC... ①

iR = ZR / ZS... ②

iC = (ZR + ZS) / ZS... ③

When the output torque of the motor 15 is set to iS as the reduction ratio from the motor 15 to the sun gear 24, the rear wheel braking force is obtained by (T x iS X ZR / ZS), and the assist force of the front wheel braking force is obtained. Is obtained by (T × iS × (ZR + ZS) / ZS).

By the way, the abnormal braking force distribution area having the allowable width for the ideal braking force distribution line C, in which the front wheel W _F and the rear wheel W _R do not lock together at the time of braking, is set as indicated by the oblique line in FIG. , the output torque of the motor 15, for example, the brake operation input brake force point (P) finally obtained on the basis of the brake operation input which is detected by the detector (44 _F), wherein the at least are in close proximity control on the braking force distribution area .

Instead of the output control of the motor 15 based on the brake operation input as described above, the output of the motor 15 to obtain the assist force as shown in FIG. 8 based on the vehicle speed at the time of brake operation, for example. In this case, the interlocking braking force characteristic as shown by the broken line of FIG. 9 is obtained at low vehicle speed, while the interlocking braking force characteristic as shown by the solid line of FIG. 9 is obtained at high vehicle speed. .

Switching from what described above On the other hand, the second and not the brake operation of the brake lever (5 _F) conditions, and subjected to a brake operation of a first brake lever (5 _R) state operate the motor 15, to a 10 degree As shown, the braking force that applies the assist force according to the operation of the motor 15 to the brake operating force of the first brake lever 5 _R is exerted on the rear brake B _R , and the interlocking portion according to the operation of the motor 15 is applied. The braking force is exerted on the front wheel brake B _F.

At least one of the rear wheel W _R and the front wheel W _F is wheeled at least on the basis of the wheel speed obtained by the wheel speed detector 45 _R (45 _F ) during the brake operation by the second brake lever 5 _F. When it is determined that the possibility of causing a lock is increased, the motor 15 is operated in the opposite direction as in the case of interlocking braking as shown in FIG. 11, and the sun gear 24 is rotated in the direction indicated by the arrow in FIG. Accordingly, the planetary gears 26 ... rotate while rotating the ring gear 25 in the direction indicated by the arrow, that is, in the direction of loosening the braking force of the rear wheel brake B _R , and the reaction force from the ring gear 25 side. Thus, the planetary carrier 34 also rotates in the direction indicated by the arrow, that is, in the direction in which the braking force of the front wheel brake B _F is loosened. As a result, the braking force of the rear wheels W _R and front wheels W _F is reduced to prevent the wheels trying to enter the locked state from falling into the locked state. At this time, the traction force from the planetary gear mechanism 14 acts on the dampers 8 _R and 8 _{F in} the first and second electric systems 6 _R and 6 _F. ) Are each compressed.

In addition, when the braking force is increased again during the anti-lock brake braking, the motor 15 is in a non-energized state. Accordingly, as shown in the Figure 12, and demonstrate the damper spring (40 ...), the spring force of the damper _(R 8) (8 _F), a collection of the spring force from the compressed state, the damper spring (40 .. Spring load will give braking force to the rear brakes (B _R ) and front brakes (B _F ).

In this way, the anti-lock brake braking of the rear brake B _R and the front wheel brake B _F is collectively controlled by one channel, but at this time, the convergence, pressure, and stress are based on the front wheel side and rear wheel slip ratio distribution. Control is executed. Further, before and after increasing or decreasing power allocation of the planetary gear mechanism 14, the reduction ratio, and the planetary gear mechanism 14, the first electric machine (6 _R), the second electric machine (6 _F), and the motor 15 of each element of It is determined according to the connection situation. By setting the inclination? Of the assist force appropriately, it is possible to effectively suppress the effect drop compared to the case of performing individual control in two channels.

By the way, in executing the anti-lock brake control, as shown in FIG. 13, the straight line L connecting the slip ratios λ _OF and λ _OR set in advance on the front wheel side and the rear wheel side, respectively, is set on the map as the procedure level. The upper right side of the straight line L is determined as the sensitive region, and the lower left side of the straight line L is determined as the gravity region. In this case the detected front wheel as the side-slip rate (λ _F) and the coordinates determined by the slip ratio (λ _R) of the rear wheel is in a sense ryeokcheuk region as indicated by D is gamryeok control, and the slip ratio (λ _OF, When the coordinate determined by λ _OR ) is in the boosting side region as indicated by E, the boost control is executed. At this time, the rotation direction and the operation amount of the motor 15 are determined as follows. That is, the length Sλ of the vertical line from the coordinates D or E to the straight line L is calculated by the following equation.

Sλ = (λ _OR .λ _F + λ _OF .λ _R -λ _OR ) / (λ _OR ² + λ _OF ² ) ^1/2

Here, the rotational direction of the motor 15 is determined as the pressure-sensitive side when Sλ0 and the boosting side when Sλ0, and | Sλ | of Sλ is determined as the control amount of the motor 15. As shown in FIG.

Next, it will be described for the first embodiment of operation, a first intermediate portion of the brake lever (5 _R) the first transport system (6 _R) deliverable braking force in accordance with the operation mechanically in the rear wheel brake (B _R) of the planetary is connected to the ring gear 25 of the gear mechanism 14, and a second brake lever (5 _F), the second transmission system (6 _F) can pass the mechanical braking force according to the operation to the front wheel brake (B _F) of Since the intermediate portion is connected to the planetary carrier 34 supporting the planetary gears 26... Of the planetary gear mechanism 14, the motor 15 is connected to the sun gear 24 of the planetary gear mechanism 14. Both front and rear wheel brakes B _R (B) by one of the first and second brake levers 5 _R and 5 _F , for example, by operating the motor 15 when the second brake lever 5 _F is braked. _While exerting the braking force by applying the assist force to one of the wheels, for example, the front wheel brake B _F with the brake operating force, the other The interlocking braking force according to the assist portion can be exerted on the wheel brakes B _R.

When the possibility of wheel lock occurs, the braking force of both wheel brakes B _R (B _R ) can be weakened by operating the motor 15 in a direction opposite to that of the interlocking operation. By operating in the same direction as in the interlocking operation, it is possible to increase the braking force of both wheel brakes B _R (B _F ) again, and to the single aero actuator 12 composed of the planetary gear mechanism 14 and the motor 15. This makes it possible to execute anti-lock brake control of both wheel braves B _R (B _F ).

In addition, in the first and second transmission systems 6B and _6F , the connection portion to the ring gear 25 and the planet carrier 34 in the planetary gear mechanism 14 and the first and second brake levers ( The dampers 8 _R and 8 _F are respectively disposed between 5 _R ) and 5 _F , and the repulsive force accumulated in those dampers 8 _R and 8 _F is applied when the braking force is re-powered in the anti-lock brake control. It becomes possible to use, and the anti-lock brake control is executed the first brake lever (5 _R) or a second brake lever satisfactory operation feeling to avoid locked directly to the force from the actuator 12 side (5 _F) in You can get it.

In this way, the operation of the motor 15 is controlled by the electronic control unit 13 to enable the interlocking and anti-lock operation of the rear brake B _R and the front brake B _F , and the distribution of the operating force is a planetary gear. Adjustment of the gear ratio in the mechanism 14 can be performed suitably. This makes it possible to alleviate the braking force drop, which is considered to be a problem of the collective control of the anti-lock brake operation. As a result, the actuator 12 and the electronic control unit 13 can be simplified to one channel, so that the cost and weight can be greatly reduced, and application to a vehicle such as a low cost skater is easy.

14 and 15 show a second embodiment of the present invention, in which parts corresponding to the first embodiment are denoted by the same reference numerals.

First, the first brake lever (5 _R) with the rear wheel brake (B _R) of the operating lever (1 _R) is a first brake lever (5 _R) rear-wheel brake (B _R) of the braking force according to the operation of the method according to claim 14 also to be connected via a possible first transmission system (6 _R ') transmitted to the mechanical, a second brake lever (5 _F) and the front wheel operation of the brake (B _F) the lever (1 _F) is a second brake lever (5 _F) The braking force according to the operation of is connected to the front wheel brake (B _F ) through a second transmission system (6 _F ') that can be mechanically transmitted.

The first transmission system 6 _R ′ has a brake cable 7 _R connected at one end to the first brake lever 5 _R and a damper 8 _R connected at one end to the other end of the brake cable 7 _R. and, one end thereof connected to the brake cable on the other end side of the damper (8 _R) (9 _R), and the brake cable end is connected to the brake cable to the other end of the (9 _R) via the equalizer (46 _R) (47 _R) and a ring gear 25 of the planetary gear mechanism 14 in the brake cable (47 _R), one end thereof through the equalizer (48 _R) to the other end of the connected brake cables (49 _R) and an actuator (12) Through one end is connected to the other end of the brake cable (49 _R ) and the other end is made of a brake cable (50 _R ) is connected to the operating lever (1 _R ) of the rear wheel brake (B _R ). In a second transmission system (6 _F ') is the first pass written by structured as a system (6 _R), the second brake lever, one end is connected to the brake cable (7 _F) and the brake cable (5 _F) ( 7 _F ) a damper 8 _F connected at one end to the other end of the other end, a brake cable 9 _{F at} which one end is connected to the other end of the damper 8 _F , and the other of the brake cable 9 _F. and the end equalizer (46 _F) one end connected to the brake cable (47 _F) which via a brake which one end is connected via the equalizer (48 _F) at the other end of said brake cable (47 _F) cable (49 _F) and One end is connected to the other end of the brake cable 47 _F via the planet carrier 34 supporting the planet gears 26... Of the planet gear mechanism 14 in the actuator 12. The end consists of a brake cable 50 _F which is connected to the actuating lever 1 _F of the front wheel brake B _F. It is broken.

16. The method of claim 15 also, the equalizer (46 _R) is a brake cable (9 _R), the supporting member 51 rotatably supports the sprocket hotter 52, both end portions and the brake cable (47 _R) and the interlocking cable connected to ( each connected at the same time to 53), been made in the chain 54 which is wound around the engagement with the sprocket hotter (52) is housed into the housing (55), the traction of the brake cable (9 _R), the brake cable (47 _R) and the interworking It is possible to act on the cable 53.

The equalizer (46 _F) is composed similarly to the equalizer (46 _R), it is possible to effect the traction of the brake cable _(F 9) in the brake cable _(F 47) and interlock cable 56.

In addition, the equalizer (48 _R) is configured to make it possible to effect a pulling force acting in the one end of the brake cable (47 _R) and the interlocking cable 56 to the brake cable (49 _R), equalizer (48 _F) is a brake a pulling force acting in the one end of the cable (47 _F) and the interlocking cable 53 is configured to make it possible to act on the brake cable (49 _F).

According to the second embodiment of the present invention, place it to the state of the motor (not shown) non-passing connected to the sun gear 24 of the planetary gear mechanism 14, the first and second brake lever (5 _R), (5 _By braking one side of _F ), the braking force can be exerted on both the rear brake B _R and the front wheel brake B _F. That is, the rear wheel brake B _R and the front wheel brake B _F can be interlocked with each other.

In the anti-lock brake control, the sun gear 24 of the planetary gear mechanism 14 may be operated. In the same way as in the first embodiment, the braking force of the rear brake B _R and the front brake B _F is collectively reduced. You can do it, and you can do it again. Accordingly, the rear brake B _R and the front wheel brake B _F are merely added to the planetary gear mechanism 14 and the motor applying the input to the planetary gear mechanism 14 to enable the interlocking operation. It is possible to carry out anti-lock brake control.

As mentioned above, although the Example of this invention was described above, this invention is not limited only to the said implementation, It is possible to make a various design change without deviating from this invention described in the claim.

As described above, the apparatus according to the present invention includes a sun gear, a ring gear coaxially surrounding the sun gear, and a planet carrier for rotatably supporting a plurality of planet gears meshing with the sun gear and the ring gear. At the same time, an actuator composed of a planetary gear mechanism having an intermediate portion of the first and second transmission systems individually connected to the first and second components of those components, and a motor connected to the third component of the respective components, In addition, the braking force of the pair of wheel brakes can be changed in addition to enabling a significant reduction in cost and weight.

Further, the apparatus according to the invention described in claim 2, in addition to the configuration of the invention described in claim 1, operates the first or second component according to the brake operation in accordance with one brake operation of the first and second brake operating members. Since the electronic control unit controls the operation of the motor to operate the third component in the same direction as the direction, both wheel brakes can be interlocked by controlling the motor according to one operation of both brake operating members.

The apparatus according to the invention of claim 3 includes a first transmission system capable of mechanically transmitting a braking force according to the operation of the first brake operating member to the first wheel brake, and a braking force according to the operation of the second brake operating member to the second wheel. A brake device for a vehicle having a second transmission system that can be mechanically transmitted to a brake, the brake device comprising: a sun gear, a ring gear coaxially surrounding the sun gear, and a planetary body rotatably supporting a plurality of planetary gears engaged with the sun gear and the ring gear. At the same time as the carrier as a component, the planetary gear mechanism connected to the ring gear and the planetary gear and the intermediate part of the first and second transmission systems, respectively, an actuator consisting of a motor connected to the sun gear of the respective components, and during braking The ring gear or the operation state of the first and second brake operation member is received through a brake operation input detector Control the rotational direction of the motor to operate the sun gear in the same direction as the rotational direction of the planet gear, and increase the braking force of the ring gear or planetary gear or braking force by receiving the wheel speed through the wheel speed detector during anti-lock brake control. Since the electronic control unit controls the operation of the motor to operate the sun gear in the reduction direction, braking control and anti-lock brake control of both wheel brakes can be collectively performed by the motor control.

In addition, the apparatus according to the present invention as claimed in claim 4 or 5 includes an actuator individually or commonly disposed in an intermediate portion of the first and second transmission systems with the braking force of the first and second wheel brakes varied, and the actuator and Since a damper disposed in the first and second transmission systems, respectively, between the first and second brake operating members, a good operating feeling can be obtained according to the operation of the actuator.

Claims (5)

A first transmission system 6 _R (6 _R ′) capable of mechanically transmitting a braking force according to the operation of the first brake operating member 5 _R to the first wheel brake B _R , and the second brake operating member 5. _In the brake device of a vehicle provided with a second transmission system (6 _F ) (6 _F ') capable of mechanically transmitting the braking force according to the operation of _F ) to the second wheel brake (B _F ), the sun gear (24), the A ring gear 25 coaxially encircling the sun gear 24, and a planet carrier 34 rotatably supporting the sun gear 24 and a plurality of planetary gears 26 engaged with the ring gear 25 as components. At the same time, the first and second transmission system 6 _R (6 _R ′); 6 _F ) to the ring gears and planetary gears 25, 34 of those components 24, 25, 34; An actuator 12 composed of a planetary gear mechanism 14 connected to an intermediate portion of _6F 'separately and a motor 15 connected to the sun gear 24 among the components 24, 25 and 34, respectively. Characterized by including The brake system of the vehicle. The method of claim 1 wherein operation of said first and second brake operating members (5 _F) (5 _F), the ring gear or the planetary gear 25, 34 according to the brake operation of the one corresponding to the brake operation of the direction And an electronic control unit (13) for controlling the operation of the motor (15) to operate the sun gear (24) in the same direction as the vehicle brake device. A first transmission system 6 _R (6 _R ′) capable of mechanically transmitting a braking force according to the operation of the first brake operating member 5 _R to the first wheel brake B _R , and the second brake operating member 5. _In the brake device of a vehicle provided with a second transmission system (6 _F ) (6 _F ') capable of mechanically transmitting the braking force according to the operation of _F ) to the second wheel brake (B _F ), the sun gear (24), the A ring gear 25 coaxially encircling the sun gear 24, and a planet carrier 34 rotatably supporting the sun gear 24 and a plurality of planetary gears 26 engaged with the ring gear 25 as components. At the same time, the planetary gear connected to the ring gear and the planetary gears 25 and 34, respectively, have intermediate portions of the first and second transmission systems 6 _R and 6 _R '; and 6 _F and 6 _F ', respectively. An actuator 12 composed of a mechanism 14 and a motor 15 connected to the sun gear 24 among the components 24, 25 and 34, and the first and second brake operations during braking. a member (5 _R) (5 _F) The motor (15 so as to be identical to the rotating direction operating the sun gear 24 of the motion state of brake operation input detector (44 _R) for receiving through (44 _F), the ring gear or the planetary gear 25 (34) Control the direction of rotation, and receive the wheel speed through the wheel speed detector (5 _R ) (5 _F ) during anti-lock brake control, and increase the braking force or decrease the braking force of the ring gear or planetary gear (25) (34). And an electronic control unit (13) for controlling the operation of the motor (15) to operate the sun gear (24) in the direction. A first transmission system 6 _R (6 _R ′) capable of mechanically transmitting a braking force according to the operation of the first brake operating member 5 _R to the first wheel brake B _R , and the second brake operating member 5. A brake device for a vehicle having a second transmission system ( _6F ) ( _6F ') that can mechanically transmit a braking force according to the operation of _F ) to a second wheel brake ( _BF ), wherein the first and second Actuators individually disposed in the middle of the first and second transmission systems 6 _R (6 _R '); (6 _F ) (6 _F ') to vary the braking force of the wheel brakes B _R (B _F ) 12 and a first and second transfer system 6 _R (6 _R ') between the actuator 12 and the first and second brake operating members 5 _R and 5 _F ; 6 _F (6 _F ') of a vehicle brake device comprising a respective damper excretion (8 _R) (8 _F) to. A first transmission system 6 _R (6 _R ′) capable of mechanically transmitting the braking force according to the operation of the first brake operating member 5 _R to the first wheel brake B _R , and the second brake operating member ( In the brake device of a vehicle provided with a second transmission system (6 _F ) (6 _F ') capable of mechanically transmitting the braking force according to the operation of 5 _F ) to the second wheel brake (B _F ), the first and second Commonly disposed in the middle of the first and second transmission system 6 _R (6 _R '); (6 _F ) (6 _F ') to vary the braking force of the two-wheel brake B _R (B _F ) A first and second transmission system 6 _R (6 _R ') between the actuator 12 and the actuator 12 and the first and second brake operating members 5 _R (5 _F ); (6 _F A brake device (8 _R ) (8 _F ) disposed in each of the (6 _F ').