JP5747671B2 - Brake energy regeneration device for vehicles - Google Patents

Description

  The present invention relates to a vehicle braking energy regeneration device that includes an axle connected to wheels, an electric motor that drives the axle, and a brake device that brakes the wheels, and that regenerates kinetic energy using the electric motor during braking. .

In recent years, there has been a strong demand for reducing CO ₂ emissions from vehicles from the viewpoint of preventing global warming. For this reason, instead of the conventional internal combustion engine or together with the internal combustion engine, an electric motor has been used as a vehicle drive device. For example, vehicles such as an electric vehicle and a hybrid vehicle that include an axle connected to wheels and a traveling motor that is an electric motor that drives the axle are known.

  In such a vehicle, in order to drive the traction motor and efficiently recover, that is, regenerate, the kinetic energy of the vehicle during braking by the traction motor, a storage battery that is a battery such as a lithium ion battery, or an electric double layer Electric energy is stored in a power storage unit such as a capacitor. In a large vehicle, a flywheel battery using the rotational kinetic energy of a disk is also used for energy regeneration. Note that there are Patent Documents 1 to 4 as prior art documents related to the present invention.

JP-A-6-156218 JP-A-11-170990 Japanese Patent Laid-Open No. 5-240278 JP 2008-190559 A

  However, for the reasons such as battery deterioration prevention and insufficient capacity of the quick charger, it is conventionally expected that a lot of kinetic energy is regenerated by the driving motor during vehicle braking in the low and medium speed range, and a large amount of energy regeneration is expected. In a high speed range where a large amount of kinetic energy is dissipated by a friction brake using friction, a method is adopted. On the other hand, there is a need to reduce the size and weight of friction brakes in order to reduce the size and weight of vehicles, but in order to obtain a large braking force at high speeds, it is necessary to increase the capacity. It has become. In recent years, hybrid vehicles, which have gained widespread popularity, are equipped with both an internal combustion engine and a traction motor. Therefore, the weight of the vehicle increases, and the braking force required in the high speed range becomes even greater. It is becoming more difficult to reduce the size and weight.

  On the other hand, it is also conceivable that the energy during braking is accumulated with hydraulic pressure or the like, and the pressure accumulated during starting or acceleration is used as a driving force for a hydraulic motor or the like. For example, Patent Document 1 describes that a driving force of a vehicle is transmitted to a shaft of a hydraulic pump motor during braking, and the hydraulic pump motor pumps hydraulic oil to an accumulator to accumulate hydraulic pressure. Further, the nitrogen gas in the accumulator is compressed, and the kinetic energy of the vehicle is stored in the accumulator as the static pressure energy of the nitrogen gas. The energy accumulated in the accumulator is supposed to be used when starting and accelerating.

  In Patent Document 2, a hydraulic pump motor is operated as a pump at the time of braking, the kinetic energy at the time of braking is collected in the accumulator, and the energy collected in the accumulator is supplied to the hydraulic pump motor or the hydraulic brake unit. Thus, it is used for braking operation and acceleration operation.

  In addition, in order to cool the disc brake, as described in Patent Document 3 and Patent Document 4, it is considered to inject water into the brake using a pump or a compressor.

  However, any of the above cited references 1 to 4 includes an electric motor that drives the axle and a brake device that brakes the wheels, and the vehicle braking energy regeneration that regenerates kinetic energy using the electric motor during braking. The device efficiently collects braking energy at high speeds where it is difficult to regenerate with an electric motor to reduce the size and weight of brake devices such as friction brakes, and at the same time energy regeneration efficiency at high speeds. There is no description of a technique for improving.

  It is an object of the present invention to reduce the size and weight of a brake device and to improve the energy regeneration efficiency at a speed including a high speed range in a vehicle braking energy regeneration device that regenerates kinetic energy using an electric motor during braking. It is to improve.

  A vehicle braking energy regeneration device according to the present invention includes an axle connected to a wheel, an electric motor that drives the axle, and a brake device that brakes the wheel. A braking energy regeneration device for a vehicle that performs regeneration of the compressor, which is driven by power transmitted from the axle during braking, compresses air or refrigerant, a pressure accumulating unit connected to the compressor, and a preset value A controller that controls the operation of the compressor so as to accumulate air or refrigerant in the accumulator using the compressor when braking in a high speed region that is equal to or higher than a predetermined speed. This is a braking energy regeneration device for a vehicle.

  According to the braking energy regeneration device of the present invention, the driving force of the compressor becomes a load of the driving force of the wheel at the time of braking in the high speed region, and the ratio of the braking force by the brake device in the entire braking force can be reduced. . Therefore, since the capacity of the brake device can be reduced, the brake device can be reduced in size and weight. Further, the energy regeneration efficiency at a speed including a high speed range can be improved.

  In the vehicle braking energy regeneration device according to the present invention, preferably, the compressor compresses air, and further, a brake temperature monitoring unit that monitors the temperature of the brake device, and a temperature of the brake device are set in advance. And a jetting unit that jets a jet or dry mist from the high-pressure air accumulated in the pressure accumulating unit when the first condition that is equal to or higher than the predetermined brake temperature is established, and cools the brake device.

  According to the said structure, when a brake device becomes more than predetermined brake temperature, a brake device can be cooled more effectively. For this reason, the brake device can be further reduced in weight. Further, without providing an external pump separate from the compressor, the jet device or the dry mist can be ejected to the brake device by using the pressure of the air stored in the pressure accumulation tank during braking, so the brake device is cooled. Therefore, the energy loss can be reduced.

  In the vehicular braking energy regeneration device according to the present invention, preferably, the compressor compresses air, and further monitors a temperature of the electric motor, and a temperature of the electric motor is preset. And a jetting unit that jets a jet or dry mist of high-pressure air accumulated in the pressure accumulating unit to the electric motor and cools the electric motor when the second condition that is equal to or higher than the predetermined motor temperature is satisfied.

  According to the said structure, when an electric motor becomes more than predetermined motor temperature, an electric motor can be cooled more effectively. In addition, since the jet motor or the dry mist can be ejected to the electric motor by using the pressure of the air in the pressure accumulating tank accumulated during braking without providing an external pump separate from the compressor, the electric motor is cooled. Therefore, the energy loss can be reduced.

  In the vehicle braking energy regeneration device according to the present invention, preferably, the compressor compresses air, and further monitors a temperature of the electric motor and a brake temperature monitoring unit that monitors the temperature of the brake device. One of a motor temperature monitoring unit, a first condition where the temperature of the brake device is equal to or higher than a predetermined brake temperature set in advance, and a second condition where the temperature of the electric motor is equal to or higher than a predetermined motor temperature set in advance or When both are established, a jet or dry mist of high-pressure air accumulated in the accumulator is ejected to one or both of the brake device and the electric motor, and one or both of the brake device and the electric motor are cooled. And an ejection part.

  According to the above configuration, one or both of the brake device and the electric motor can be effectively cooled. Further, without providing an external pump separate from the compressor, the jet flow or dry mist can be ejected to one or both of the brake device and the electric motor using the pressure of the air in the pressure accumulation tank accumulated during braking. Therefore, energy loss for cooling the brake device and the electric motor can be reduced.

  In the vehicular braking energy regeneration device according to the present invention, preferably, the ejection side of the liquid tank is connected to an ejection path connecting the pressure accumulating section and the ejection nozzle of the ejection section.

  In the braking energy regeneration device for a vehicle according to the present invention, preferably, the ejection portion includes one or a plurality of ejection nozzles connected to the pressure accumulating portion, provided in the brake device, and coupled to the wheel. Along with the rotation of the brake disk, the air jetted from the jet nozzle generates a spiral jet directed radially outward at the periphery of the brake disk.

  In the vehicular braking energy regeneration device according to the present invention, preferably, the compressor compresses air, and further, an air provided in an air suspension device or an air cylinder provided in the suspension device. The chamber is provided with a supply unit that can supply the air pressure-fed by the compressor.

  According to said structure, it becomes unnecessary to produce | generate the compressed air for air suspension apparatuses using the air compressor only for an air suspension apparatus.

  In the vehicular braking energy regeneration device according to the present invention, preferably, the electromagnetic clutch is provided between the axle and the compressor and switches connection / disconnection of a power transmission portion between the axle and the compressor. Is provided.

  In the vehicular braking energy regeneration device according to the present invention, preferably provided on the inlet side of the compressor or the pressure accumulating unit, and when the valve is opened, further accumulator to the pressure accumulating unit by the compressor is prevented. An open valve is provided.

  In the vehicular braking energy regenerative device according to the present invention, preferably, the compressor compresses the refrigerant, and further pumps the refrigerant accumulated in the pressure accumulating unit to the vehicle interior air conditioner. Cooling of the passenger compartment by the air conditioner is assisted by the pressure of the pressure accumulating unit.

  According to the said structure, the motive power of the compressor provided in a vehicle interior air conditioner can be saved, and the efficiency of air-conditioning performance can be improved by interlocking a vehicle interior air conditioner and a pressure accumulation part.

  In the vehicular braking energy regeneration device according to the present invention, preferably, the compressor compresses the refrigerant, and is further connected between the vehicle interior air conditioner and the compressor, and the liquid refrigerant evaporates inside. A motor-side evaporator that cools one or both of the electric motor and the brake device by flowing, a bypass path that bypasses the motor-side evaporator, and an air-conditioning-side evaporator provided in the vehicle interior air conditioner. A second bypass path that bypasses the compressor, the compressor compresses the refrigerant discharged from the motor-side evaporator, and when braking, when there is no cooling request for the electric motor or the brake device, from the axle From the compressor or pressure accumulator driven by the power of the engine, the refrigerant sent through the bypass path is pumped to the vehicle interior air conditioner, and the electric motor is used during braking. Alternatively, when there is a cooling request for the brake device, the compressor driven by the power from the axle and the vehicle interior air conditioner are operated, and the vehicle interior air conditioner is sent through the second bypass path. The refrigerant is pumped by an air conditioning compressor provided in the vehicle interior air conditioner.

  According to the above configuration, the power of the air-conditioning side compressor can be reduced, the efficiency of the air-conditioning performance can be improved by linking the vehicle interior air-conditioning device and the compressor or accumulator, and the electric motor or brake device during high-speed traveling The temperature can be further lowered.

  According to the vehicle braking energy regeneration device of the present invention, in a configuration in which kinetic energy is regenerated using an electric motor during braking, the brake device can be reduced in size and weight, and energy at a speed including a high speed region can be achieved. Regeneration efficiency can be improved.

It is a figure which shows the structure of the braking energy regeneration apparatus for vehicles of the 1st Embodiment of this invention provided in the drive part of the one-side wheel. It is a figure which shows the bench-top test result for confirming the effect by injecting dry mist to the disc rotor of a brake device, and is a figure showing temperature change of a disc rotor in an idling state and a dry mist injection state. . It is a figure which shows the structure of the comparative example of the drive part of a one-side wheel. It is a conceptual diagram which shows one example of the share of the braking force with respect to the vehicle speed in the comparative example of FIG. It is a figure which shows the structure of the braking energy regeneration apparatus for vehicles of the 2nd Embodiment of this invention provided in the drive part of the one-side wheel. In the structure of FIG. 5, it is a schematic perspective view which cuts and shows a jet nozzle and a cylindrical cover partially. It is a figure which shows the structure of the braking energy regeneration apparatus for vehicles of the 3rd Embodiment of this invention provided in the drive part of the one-side wheel. It is a schematic perspective view of the motor case which comprises the braking energy regeneration apparatus for vehicles of the 4th Embodiment of this invention. It is a figure which shows the structure of the braking energy regeneration apparatus for vehicles of the 5th Embodiment of this invention provided in the drive part of the one-side wheel. It is a figure which shows the structure of the braking energy regeneration apparatus for vehicles of the 6th Embodiment of this invention provided in the drive part of the one-side wheel when there is no cooling request | requirement of a driving motor. It is a figure which shows the structure of FIG. 10 when there exists a cooling request | requirement of the motor for driving | running | working.

[First Embodiment]
FIG. 1 is a diagram showing a configuration of a vehicular braking energy regenerative device according to a first embodiment of the present invention provided in a driving unit of one wheel. A vehicle braking energy regeneration device (hereinafter simply referred to as a “braking energy regeneration device”) 10 shown in FIG. 1 uses an in-vehicle battery (not shown) such as a nickel hydride battery or a lithium ion battery as a power source, for example. The driving motor 12 that is an electric motor is driven and mounted on an electric vehicle such as an electric vehicle that drives the wheels 14 connected to the driving motor 12. In the illustrated example, the traveling motor 12 is accommodated together with other elements such as the transmission 18 in a motor case 16 at least partially disposed on the inside of the wheel 14. Such a traveling motor 12 may be called an in-wheel motor. In the braking energy regeneration device 10 of the present embodiment, another power storage unit such as an electric double layer capacitor can be used instead of the in-vehicle battery. The braking energy regeneration device 10 of the present embodiment can also be used by being mounted on an electric vehicle other than an electric vehicle, for example, a hybrid vehicle including an engine and a travel motor as a vehicle drive source.

  The braking energy regeneration device 10 of the present embodiment is used by being incorporated in the front wheels or rear wheels of the vehicle or the front wheels and the rear wheels. In FIG. 1, the braking energy regeneration apparatus 10 provided in the drive part of the one-side wheel 14 among the right and left wheels of the front wheel or the rear wheel is shown.

  The braking energy regeneration device 10 includes an axle 20 connected to one wheel 14, a traveling motor 12 that drives the axle 20, and a friction brake 22 that is a brake device that brakes the wheel 14. That is, the braking energy regeneration device 10 includes a disk rotor 24 that is a braking disk constituting the friction brake 22 and a hub 26 that are provided on the inner side in the axial direction of the one-side wheel 14 (left side in FIG. 1). The disc rotor 24 and the hub 26 are fixed coaxially with the one-side wheel 14 on the inner side in the axial direction of the one-side wheel 14 by a bolt or the like (not shown).

  A hub 26 is rotatably supported via a bearing 28 inside a cylindrical portion (not shown) provided at the outer end portion (right end portion in FIG. 1) of the motor case 16. The axle 20 is connected to the inside of the hub 26 so as not to rotate relative to each other by a spline engaging portion or the like. For this reason, the axle 20 is connected to the one-side wheel 14.

  A caliper 30 constituting the friction brake 22 is supported on the outer peripheral surface of the outer end portion of the motor case 16 so as to be capable of relative displacement in the axial direction with respect to the motor case 16. For this purpose, the shaft portion fixed to the motor case 16 is inserted into the support portion 32 integral with the caliper 30 so that the support portion 32 can slide in the axial direction of the shaft portion. A part of the disk rotor 24 in the circumferential direction is arranged between a claw portion 34 provided at the tip of the caliper 30 and a piston arranged in the cylinder 36 facing the claw portion 34, and hydraulic pressure is introduced into the cylinder 36. Thus, braking can be performed by pressing pads provided on the claw portion 34 and the piston on both side surfaces of the disk rotor 24, respectively. The motor case 16 is supported by a vehicle body (not shown) or a part of a suspension device 38 (see FIG. 3 described later) supported by the vehicle body. A caliper 30 and a disc rotor 24 are arranged inside a wheel 40 constituting the one-side wheel 14.

  A traveling motor 12 and a transmission 18 are provided inside the motor case 16. The traveling motor 12 includes a stator 42 fixed to the inside of the motor case 16 and a rotor 44 disposed to face the inside of the stator 42 in the radial direction. The rotor 44 is fixed to a rotor shaft 46 disposed coaxially with the axle 20, and the rotor shaft 46 is rotatably supported by a bearing inside the motor case 16. The transmission 18 is provided between the rotor shaft 46 and the axle 20 and decelerates the power of the rotor shaft 46 to transmit it to the axle 20. As the traveling motor 12, various configurations such as a synchronous motor with a permanent magnet and an induction motor can be adopted. When electric power is supplied to the driving motor 12 from the vehicle-mounted battery and driven, the driving force is transmitted to the tire 20, which forms the axle 20, the hub 26, the wheel 40, and the wheel 14, and the vehicle moves forward or backward. Further, at the time of braking, the electric power generated by the traveling motor 12 by causing the traveling motor 12 to act as a generator by the rotation of the axle 20 when a predetermined condition such that the charge amount of the on-vehicle battery is equal to or less than the predetermined amount is satisfied. Is supplied to the in-vehicle battery, that is, is charged. For this reason, kinetic energy can be regenerated using the traveling motor 12 during braking.

  An electromagnetic clutch 50 and an air compressor 52 as a compressor are provided inside the motor case 16. Further, a pressure accumulating tank 54 that is a pressure accumulating portion is provided outside the motor case 16. The electromagnetic clutch 50 is provided between the transmission 18 and the air compressor 52, and its connection / disconnection state is controlled by an ECU (Electronic Control Unit) 56 that is a control unit. That is, the electromagnetic clutch 50 is provided between the axle 20 and the air compressor 52 and switches connection / disconnection of the power transmission unit between the axle 20 and the air compressor 52.

  The ECU 56 includes a microcomputer having a CPU, a memory, and the like. When the electromagnetic clutch 50 is connected, the power of the axle 20 is increased by the transmission 18 and then transmitted to the rotating shaft of the air compressor 52, and the air compressor 52 is driven. The air compressor 52 compresses air by driving, and the compressed air pressurized by the air compressor 52 is supplied to the pressure accumulation tank 54. That is, the outlet of the air compressor 52 is connected to the pressure accumulation tank 54.

  When the electromagnetic clutch 50 is disconnected, the air compressor 52 is not driven even if the axle 20 is rotating, and compressed air is not supplied to the pressure accumulation tank 54. A check valve (not shown) is provided at the inlet of the pressure accumulating tank 54 or at a part of the connection path 58 that connects the pressure accumulating tank 54 and the air compressor 52 to each other. Although air is supplied to the air, air is prevented from being discharged from the pressure accumulation tank 54 to the air compressor 52.

  The transmission 18 is installed in consideration of the maximum torque and the maximum number of rotations of the traveling motor 12 and desired vehicle motion performance. However, the transmission 18 may be omitted, and the axle 20 and the rotor shaft 46 may be integrated into a single shaft. In this case, the electromagnetic clutch 50 is provided between the axle 20 and the air compressor 52, and the power of the axle 20 is transmitted to the air compressor 52 by connecting the electromagnetic clutch 50.

  Further, the pressure accumulation tank 54 is provided with one or a plurality of chamber spaces that can be elastically deformed to store energy, and can store the pumped air up to the maximum allowable pressure.

  On the outside of the motor case 16, there are provided an ejection path 62 that connects the pressure accumulation tank 54 and the ejection nozzle 60, and a control valve 64 that is provided at an intermediate portion of the ejection path 62. A jet outlet of the jet nozzle 60 provided at the downstream end of the jet passage 62 is directed to a gap space between the outer peripheral portion of the inner side surface of the wheel 40 and the caliper 30. Further, an ejection side of a liquid tank 66 provided with a coolant such as water is connected to a downstream side of the control valve 64 of the ejection path 62 via a connection path 68. A control valve 70 is provided at an intermediate portion of the connection path 68. Opening and closing of the control valves 64 and 70 is controlled by the ECU 56.

  The braking energy regeneration device 10 is provided with a brake temperature sensor (not shown) that is provided in the caliper 30 or the like and monitors the temperature of the friction brake 22. The detected temperature of the brake temperature sensor is input to the ECU 56. Further, the braking energy regeneration device 10 is provided with a vehicle speed sensor 74 that detects the speed of the vehicle, and the detected speed of the vehicle speed sensor 74 is also input to the ECU 56.

  The ECU 56 has an air compressor control unit and a jet flow control unit. When the vehicle is braked, the air compressor control unit determines whether or not to brake in a high speed range equal to or higher than a predetermined speed set in advance from the detection speed of the vehicle speed sensor 74, and brakes in a high speed range equal to or higher than the predetermined speed. When the determination is made, the operation of the air compressor 52 is controlled by controlling the connection and disconnection of the electromagnetic clutch 50 so that the compressed air is accumulated in the accumulator tank 54 using the air compressor 52. That is, the ECU 56 controls the operation of the air compressor 52 so as to accumulate air in the pressure accumulating tank 54 using the air compressor 52 when braking in a high speed range equal to or higher than a predetermined speed set in advance. For example, when the brake pedal is depressed during traveling in a predetermined high speed range, such as when the braking force by the traveling motor 12 is smaller than the braking force by the friction brake 22 out of the entire braking force. A braking signal representing that is acquired by the ECU 56, and it is determined that braking is performed in a high speed range equal to or higher than a predetermined speed. When it is determined that braking is performed in the high speed range, the air compressor 52 connected to the transmission 18 is driven at high speed by the electromagnetic clutch 50, and the compressed air is pumped to the pressure accumulation tank 54.

  Further, the braking energy regeneration device 10 is configured so that when the first condition that the temperature of the friction brake 22 is equal to or higher than a first temperature that is a predetermined brake temperature set in advance is satisfied, A dry mist is ejected from the ejection nozzle 60 to the friction brake 22, and an ejection portion 76 that cools the friction brake 22 is provided. The ejection part 76 includes an ECU 56, an ejection path 62, an ejection nozzle 60, and control valves 64 and 70.

  The jet flow control unit of the ECU 56 is a jet flow of high-pressure air accumulated in the pressure accumulation tank 54 when the temperature of the friction brake 22 is equal to or higher than a first temperature which is a predetermined brake temperature set in advance, or a particle size of 30 μm, for example. The following dry mist is ejected from the ejection nozzle 60 to the friction brake 22, and the opening and closing of the control valves 64 and 70 is controlled so as to cool the friction brake 22.

  When the control valve 64 is opened, the compressed air in the pressure accumulating tank 54 is ejected as a jet from the outlet of the jet nozzle 60 through the jet flow path, and flows through the wheel 40 so that the constituent members of the friction brake 22 such as the disk rotor 24 are moved. Cooling. When the control valve 64 is opened while the control valve 70 is open, cooling liquid such as water is sucked out from the liquid tank 66 by the negative pressure of the compressed air, dry mist is ejected from the ejection nozzle 60, and the disk rotor. 24 is sprayed on the outer surface. For this reason, the disk rotor 24 is cooled more effectively.

  Note that one or both of the jet flow and the dry mist may be sprayed on the outer surface of the motor case 16 instead of the friction brake 22 or together with the friction brake 22 to cool the traveling motor 12. it can. In this case, the braking energy regeneration device 10 is provided with a motor temperature sensor 72 that monitors the temperature of the traveling motor 12. For example, in the case where one or both of the jet flow and the dry mist are sprayed only on the traveling motor 12, the ejection portion 76 has a temperature of the traveling motor 12 equal to or higher than a second temperature that is a predetermined motor temperature set in advance. When the second condition is satisfied, the jet or dry mist of the high-pressure air accumulated in the pressure accumulation tank 54 is ejected from the ejection nozzle 60 to the motor case 16 so that the traveling motor 12 is cooled. In addition, the braking energy regeneration device 10 may be provided with both a brake temperature sensor that monitors the temperature of the friction brake 22 and a motor temperature sensor 72 that monitors the temperature of the traveling motor 12. In this case, the ejection part 76 has a first condition in which the temperature of the friction brake 22 is equal to or higher than a first temperature that is a predetermined brake temperature set in advance, and a predetermined motor temperature in which the temperature of the traveling motor 12 is set in advance. When one or both of the second conditions at which the temperature is equal to or higher than the second temperature is satisfied, the jet flow or dry mist generated by the high-pressure air accumulated in the pressure accumulation tank 54 is ejected to one or both of the friction brake 22 and the motor case 16. And one or both of the friction brake 22 and the traveling motor 12 are cooled.

  For example, the jet flow control unit of the ECU 56 has a first temperature at which the temperature of the friction brake 22 is equal to or higher than a first temperature that is a predetermined brake temperature that is set in advance, and the temperature of the traveling motor 12 is a predetermined motor temperature that is set in advance. The control valve 64, so that the jet or dry mist of the high-pressure air accumulated in the accumulator tank 54 is ejected from the ejection nozzle 60 to one or both of the friction brake 22 and the traveling motor 12 when the temperature becomes two or more. 70 can also be controlled.

  In addition, when only one of the motor temperature sensor 72 and the brake temperature sensor is provided and the temperature detected by one of the temperature sensors is equal to or higher than a predetermined temperature, the jet flow control section The control valves 64 and 70 can also be controlled so that the mist is ejected from the ejection nozzle 60 by the traveling motor 12 or the friction brake 22.

  Further, when dry mist is sprayed on one or both of the friction brake 22 and the traveling motor 12, the mist particle size is small, so that the heat of vaporization is generated without excessively wetting the outer surfaces of the friction brake 22 and the traveling motor 12. By depriving it, the temperature of the friction brake 22 and the traveling motor 12 can be lowered. Dry mist changes its phase from a liquid to a gas due to heat of vaporization and is released to the outside.

  In FIG. 1, only the driving unit for the one-side wheel 14 is shown among the left and right wheels, but the left and right wheels on the opposite side (not shown) are different from the driving unit for the one-side wheel 14 only in the left and right arrangement. It is the same. In this case, the ECU 56, the liquid tank 66, and the like can use the same configuration on the left and right.

  According to the braking energy regeneration device 10 described above, in the configuration in which the kinetic energy is regenerated using the traveling motor 12 during braking, the air compressor 52 is used when braking in a high speed region that is equal to or higher than a predetermined speed set in advance. The operation of the air compressor 52 is controlled so as to accumulate the compressed air in the accumulator tank 54. For this reason, the driving force of the air compressor 52 becomes a load of the driving force of the wheel 14 at the time of braking in the high speed region, and the ratio of the braking force by the friction brake 22 in the entire braking force can be reduced. Accordingly, since the capacity of the friction brake 22, that is, the maximum heat storage capacity can be reduced, the size and weight of the friction brake 22 can be reduced by reducing the size and weight of the disk rotor 24, caliper 30, and the like. Further, the energy regeneration efficiency at a speed including a high speed range can be improved. For this reason, the improvement of the fuel consumption of a vehicle and the improvement of the maneuverability are realizable.

  Furthermore, when the temperature of the friction brake 22 becomes equal to or higher than a predetermined temperature set in advance, a jet or dry mist that is cooling air generated by the high-pressure air accumulated in the pressure accumulation tank 54 is ejected from the ejection nozzle 60 to the friction brake 22. A jetting part 76 for cooling the friction brake 22 is provided. For this reason, the friction brake 22 can be cooled more effectively when the friction brake 22 reaches a predetermined temperature or more during traveling or stopping of the vehicle. Therefore, the weight of the friction brake 22 can be further reduced. Further, when the temperature of the traveling motor 12 becomes equal to or higher than a predetermined temperature set in advance, a jet or dry mist that is cooling air generated by the high-pressure air accumulated in the pressure accumulating tank 54 is ejected from the ejection nozzle 60 to the traveling motor 12. In the case where the jetting part 76 that cools the traveling motor 12 is provided, the traveling motor 12 can be cooled more effectively when the traveling motor 12 reaches a predetermined temperature or more during traveling or when the vehicle is stopped. Further, without providing an external pump separate from the air compressor 52, the air pressure in the pressure accumulation tank 54 accumulated during braking is used to remove the jet or dry mist from the friction brake 22 (or the traveling motor 12 or the friction brake). 22 and the traveling motor 12), the energy loss for cooling the friction brake 22 (or the traveling motor 12, or both the friction brake 22 and the traveling motor 12) is sufficiently small. it can.

  It should be noted that whether the mere high-pressure air jet or the dry mist is jetted from the jet nozzle 60 can be determined by the selection unit of the ECU 56. For example, when there is a temperature rise when braking in a region where the vehicle speed is high, dry mist can be ejected, and when there is a temperature rise when braking in a region where the vehicle speed is low, a simple jet can be ejected.

  In the present embodiment, since regenerative energy is not used for starting and accelerating the vehicle as described in Patent Documents 1 and 2, a large-scale configuration that excessively increases weight and cost is used. Therefore, it is possible to provide a lightweight and small device that can be provided near the traveling motor 12 and the friction brake 22. Further, unlike the present embodiment, in a configuration that has been conventionally considered that energy during braking is hydraulically accumulated and the pressure accumulated during start-up or acceleration is used as the driving force of the hydraulic motor, for example, driving efficiency May be as low as about 30%. In this case, in order to ensure a sufficient driving force with this configuration, the compressor and the pressure accumulator that serve as both the motor and the pump are considerably increased in size and the cost may be increased.

  In addition, as in the techniques described in Patent Documents 3 and 4 above, when a mist or water for cooling is simply ejected to the friction brake, it is necessary to equip a dedicated pump and drive it by a power source or an engine. And cost may rise excessively. In addition, if a motor such as an in-wheel motor is arranged close to the brake device and water or mist is sprayed on the motor regardless of the temperature of the brake device or motor, water droplets remain attached to the motor. The electrical system may break down. On the other hand, in this embodiment, all of such inconveniences can be solved.

  FIG. 2 is a diagram showing a bench test result for confirming the effect of injecting the dry mist to the disc rotor of the brake device, and shows the temperature change of the disc rotor between the idling state and the dry mist injection state. FIG. In FIG. 2, the horizontal axis indicates time, and the vertical axis indicates the temperature of the disk rotor. In FIG. 2, a solid line a indicates that dry mist is ejected after a predetermined time has elapsed, and a broken line b indicates that dry mist is not ejected even after a predetermined time has elapsed. From the test results of FIG. 2, it was found that when dry mist is ejected, the gradient of temperature decrease can be increased by about 4 to 5 times compared to the case of idling without dry mist, and cooling performance can be improved. .

  FIG. 3 is a diagram illustrating a configuration of a comparative example of the driving unit of the one-side wheel for comparison with the present embodiment. In the configuration shown in FIG. 3, the electromagnetic clutch 50, the air compressor 52, the pressure accumulation tank 54, the ejection path 62, the liquid tank 66, the temperature sensor 72, and the vehicle speed sensor 74 are all omitted in the embodiment shown in FIG. Yes. The motor case 16 is supported by an upper arm 78 and a lower arm 80 that constitute a suspension device (suspension device) 38, like a knuckle arm that is normally used.

  In such a configuration of the comparative example, at the time of braking, energy dissipation by the friction brake 22 and energy recovery by regeneration of the traveling motor 12 are performed in combination. FIG. 4 is a conceptual diagram showing an example of a sharing ratio of braking force to vehicle speed in the comparative example of FIG. In the following description of FIG. 4, description will be made using reference numerals attached to elements shown in FIG. 3. Of the braking force, the share by regeneration of the traveling motor 12 gradually increases from 0 in the extremely low speed range, becomes maximum in the low and medium speed range, and gradually increases in the middle of the low and medium speed range. Along with this, the share of the braking force by the friction brake 22 gradually decreases from the maximum value in the extremely low speed range, becomes minimum in the low and medium speed range, and gradually increases from the middle of the low and medium speed range. . That is, the ratio of the braking force due to motor regeneration is large in the low and medium speed range, and the braking force by the friction brake 22 is dominant in the extremely low speed range and the high speed range near the vehicle stop.

  As described above, in the comparative example, the regeneration of the kinetic energy of the vehicle by the traveling motor 12 is effectively performed in the low and medium speed ranges, but may be hardly performed in the high speed range. For this reason, the share of the friction brake 22 in the high speed region is large, and it is difficult to reduce the weight of the friction brake 22. On the other hand, in the embodiment shown in FIG. 1 described above, energy regeneration is performed by the air compressor 52 in a high speed range where the motor regeneration is insufficient, and further, it is used for cooling the friction brake 22 and the traveling motor 12. Thus, improvement in regeneration efficiency and reduction in size and weight of the friction brake 22 can be realized at the same time.

  In the embodiment of FIG. 1 described above, the electromagnetic clutch 50 is provided between the transmission 18 and the air compressor 52 in order to operate the air compressor 52 to control the connection / disconnection of the electromagnetic clutch 50. However, without providing the electromagnetic clutch 50, an opening valve as an electromagnetic valve is provided on the inlet side of the air compressor 52 or the pressure accumulating tank 54 so that the inlet is opened to the atmosphere by operation. It is possible to prevent compressed air from being introduced into the pressure accumulation tank 54 even when the compressor 52 is operated. In this case, the release valve is provided on the inlet side of the air compressor 52 or the pressure accumulation tank 54, and prevents further pressure accumulation in the pressure accumulation tank 54 by the air compressor 52 when the valve is opened.

  In addition, the pressure accumulation tank 54 is not limited to a configuration provided separately from the motor case 16 as in the present embodiment, but is configured to be incorporated as a structural material that reinforces the strength of the motor case 16. You can also.

[Second Embodiment]
FIG. 5 is a diagram showing a configuration of a vehicular braking energy regenerative device according to a second embodiment of the present invention, which is provided in a driving unit of one wheel. FIG. 6 is a schematic perspective view showing a part of the ejection nozzle and the cylindrical cover in the configuration of FIG.

  As shown in FIG. 5, in the present embodiment, in the first embodiment shown in FIG. 1, the ejection path 62 connected to the pressure accumulation tank 54 is branched into two branch paths 82 at the intermediate portion, A downstream portion of each branch path 82 is disposed inside the motor case 16. Moreover, the ejection nozzle 60 is provided in the downstream end of each branch path | route 82, and the ejection nozzle 60 is arrange | positioned so that an ejection port may become mutually non-parallel.

  One end of a cylindrical cover 84 is fixed to the inner wall of the motor case 16, and the cylindrical cover 84 is disposed coaxially with the axle 20 around the bearing 28 on the friction brake 22 side. In FIG. 5, each branch path 82 is illustrated so as to pass through the rotor 44 in the axial direction. However, actually, each branch path 82 is arranged so as to pass through the fixed stator 42 in the axial direction. It arrange | positions so that the motor 12 for driving | running | working may be avoided.

  As shown in FIG. 6, the cylindrical cover 84 has two spiral guide vanes 86 and 88 fixed to the inner peripheral surface thereof, and is arranged so as not to overlap each other. Further, the ejection nozzles 60 corresponding to the guide vanes 86 and 88 are inclined with respect to the axial direction of the cylindrical cover 84 so that the respective jets have velocity components in the substantially tangential direction of the inner peripheral surface of the cylindrical cover 84. Are arranged. And the jet flow from each jet nozzle 60 flows along one side from one end part of each guide vane 86, 88 toward the other end part. The guide vanes 86 and 88 are configured so that a spiral flow in the same direction (arrow β direction in FIG. 5) as that of the disk rotor 24 (FIG. 5) is formed when the vehicle moves forward. Yes. That is, the ejection part 76 shown in FIG. 5 includes two ejection nozzles 60 connected to the pressure accumulation tank 54.

  In this embodiment, when a jet or dry mist is jetted from each jet nozzle 60, a spiral flow is formed inside the cylindrical cover 84 as shown by an arrow β in FIG. Through the inner part of the bearing 28, it is ejected radially from the axially outer end (the right end in FIG. 5) radially outward and blown onto the disk rotor 24. Further, since the disk rotor 24 rotates during traveling, the air around the disk rotor 24 flows outward by centrifugal force. That is, a spiral jet that is provided on the friction brake 22 and goes radially outward at the periphery of the disk rotor 24 by the air ejected from the two ejection nozzles 60 as the disk rotor 24 coupled to the wheel 14 rotates. Can be generated. For this reason, a jet or dry mist can be allowed to flow radially outward while cooling the disk rotor 24 and effectively discharged to the outside of the wheel 40. Therefore, when the dry mist is ejected from each ejection nozzle 60, the dry mist can be prevented from staying in the wheel 40, and the cooling effect of the friction brake 22 can be enhanced. Further, if dry mist stays in the wheel 40, water is less likely to evaporate, so the gap between the wheel 40 and the friction brake 22 is increased, and a plurality of fins are formed on the inner surface of the wheel 40. Then, the heat in the wheel 40 can be effectively discharged to the outside by the rotation of the wheel 40.

  Note that only one guide vane 86, 88 and one ejection nozzle 60 may be provided to form a spiral jet. The guide vanes can be omitted to form a spiral jet. For example, a spiral groove may be formed on the inner peripheral surface of the cylindrical cover 84 instead of the guide vane. Other configurations and operations are the same as those of the first embodiment shown in FIG.

[Third Embodiment]
FIG. 7 is a diagram illustrating a configuration of a vehicle braking energy regenerative device according to a third embodiment of the present invention provided in a driving unit of one wheel. In the present embodiment, the jet or dry mist flows from the outer peripheral portion of the wheel 40 toward the inner peripheral portion in the first embodiment shown in FIG. For this purpose, a flange 90 in the radial direction is formed on the inner peripheral surface of the wheel 40, and a donut-shaped, that is, an annular disk rotor 24 is fixed to the flange 90. Further, the claw portion 34 of the caliper 30 is led out from the inner peripheral side of the disk rotor 24 to the opposite side of the cylinder 36, and the piston and the claw portion 34 disposed on the cylinder 36 are connected to both side surfaces of the disk rotor 24 through pads. Is pressed against.

  In addition, in order to allow the jet flow to be discharged out of the wheel 40 at a portion near the inner periphery of the wheel 40, a hole portion penetrating both sides in the axial direction can be formed at the portion near the inner periphery of the wheel 40. A rectifying fin is formed on the inner peripheral surface or inner side surface of the wheel 40 so that a spiral jet is formed in the rotation direction of the wheel 40, and the jet deprived of heat from the disk rotor 24 is discharged out of the wheel 40. It can also be made. Other configurations and operations are the same as those of the first embodiment shown in FIG.

  In each of the above-described embodiments shown in FIGS. 1 and 5 to 7, in order to effectively discharge wear powder such as pads generated by braking near the disk rotor 24, the ejection port of the ejection nozzle 60 is connected to the pad on the disk rotor 24. The abrasion powder can be effectively removed from the disk rotor 24 by the jet flow jetted from the jet nozzle 60 toward the outlet side.

[Fourth Embodiment]
FIG. 8 is a schematic perspective view of the motor case 16 constituting the vehicle braking energy regeneration device of the fourth embodiment of the present invention. In the following description, elements equivalent to those shown in FIG. In the present embodiment, in order to enhance the cooling effect of the traveling motor 12 in the first embodiment shown in FIG. 1 described above, a plurality of branch paths 82 are provided on the downstream side of the ejection path 62 and 1 An ejection nozzle provided at the downstream end of one branch path (not shown) is used as an ejection nozzle for cooling the friction brake 22, and an ejection nozzle 60 provided at the downstream end of another one or more branch paths 82 is used for cooling the motor. use. In the illustrated example, the number of motor-cooling jet nozzles 60 is two, but may be one or three or more.

  Further, a plurality of guide fins 92 are formed on the outer peripheral surface of the motor case 16, and the downstream side of the guide fins 92 is set to the upstream side in the direction in which the disc rotor 24 rotates (the direction of arrow γ in FIG. 8) when the vehicle moves forward. Arranged on the front side. The ejection nozzle of each ejection nozzle 60 is directed to one end portion (left end portion in FIG. 8) of the flow path 94 formed between the guide fins 92. Other configurations and operations are the same as those of the first embodiment shown in FIG.

  In the present embodiment, a spiral guide fin is provided on the outer peripheral portion of the motor case 16 so that the jet flow from the jet nozzle 60 for cooling the motor is formed in a spiral shape on the outer peripheral portion of the motor case 16. It is also possible to form the jet outlet of the jet nozzle 60 at the upstream end of the guide fin.

  In each of the above embodiments, in order to enhance the cooling effect of the friction brake 22 and the traveling motor 12, the surfaces of the motor case 16 and the wheel 40 that are in contact with the jet flow from the jet nozzle 60 are etched with a corrosive fluid, A minute uneven shape can also be formed on the surface by making it a pseudo fractal or the like. In this case, the contact area between the motor case 16 and the wheel 40 and the jet can be increased, and the cooling effect is enhanced.

[Fifth Embodiment]
FIG. 9 is a diagram showing a configuration of a vehicle braking energy regenerative device according to a fifth embodiment of the present invention, which is provided in a driving portion of one wheel. In the following description, elements equivalent to those shown in FIG. In the present embodiment, in the first embodiment shown in FIG. 1, the ejection path 62, the control valves 64 and 70, the liquid tank 66 and the ejection nozzle 60 connected to the pressure accumulation tank 54 are omitted, and the pressure accumulation tank is omitted. 54 is provided inside the motor case 16. However, the pressure accumulation tank 54 can also be provided outside the motor case 16 as in the first embodiment. Similarly to the configuration of the comparative example shown in FIG. 3, the motor case 16 is supported by the upper arm 78 and the lower arm 80 that constitute the suspension device 38. An air suspension device 96 constituting the suspension device 38 is provided on the upper side of the motor case 16 and the upper portion of the air suspension device 96 is supported by a vehicle body (not shown).

  The air suspension device 96 is an air cylinder type in which an air chamber (not shown) is provided, and the entire length of the air suspension device 96 can be expanded and contracted by supplying and discharging air. The lower part of the air suspension device 96 is supported on the upper part of the motor case 16 by a universal joint or the like.

  The air suspension device 96 can be extended and contracted by connecting the upper part of the shock absorber to a diaphragm provided in the upper cover and supplying and discharging air into the air chamber partitioned by the diaphragm in the cover. It can also be set as the structure.

  The air chamber in the air suspension device 96 is connected to the pressure accumulating tank 54 through a supply / discharge connection path 98 serving as a supply unit. A control valve 100 whose opening / closing is controlled by the ECU 56 is provided at an intermediate portion of the supply / discharge connection path 98. In the supply / discharge connection path 98, an exhaust path 102 is connected between the pressure accumulation tank 54 and the control valve 100, and an exhaust valve 104 whose opening / closing is controlled by the ECU 56 is provided in the exhaust path 102. For this reason, the supply / discharge connection path 98 can supply the air pressure-fed by the air compressor 52 to an air chamber provided inside the air suspension device 96. The supply / discharge connection path 98 allows air to be discharged from the air chamber through the exhaust valve 104.

  In this embodiment, the ECU 56 has an air compressor control unit, as in the first embodiment shown in FIG. When the vehicle is braked, the air compressor control unit determines whether or not to brake in a high speed range equal to or higher than a predetermined speed set based on the speed detected by the vehicle speed sensor 74. When the determination is made, the operation of the air compressor 52 is controlled by controlling the connection / disengagement or release valve of the electromagnetic clutch 50 so that the compressed air is accumulated in the accumulator tank 54 using the air compressor 52.

  In addition, the braking energy regeneration device 10 includes the supply / discharge connection path 98 that enables the air pressure-fed by the air compressor 52 to be supplied to an air chamber provided inside the air suspension device 96. The ECU 56 includes an expansion / contraction control unit that expands and contracts the air suspension device 96 by controlling the control valve 100 and the exhaust valve 104.

  Further, when the air accumulated during braking is supplied to the air chamber of the air suspension device 96, the rigidity of the air suspension device 96 can be increased. For example, when the present embodiment is used for front wheels, Anti-dive that prevents the front part of the vehicle from sinking excessively becomes possible.

  In addition, the rigidity of the air suspension device 96 that is on the outside of the turn at the time of turning can be increased, and the roll at the time of turning can be reduced. Furthermore, by adjusting the phase of the pressure in the air chamber of the air suspension device 96, it is possible to suppress the vibration of the vehicle.

  In addition, in the present embodiment, an air compressor 52 that is driven by using energy during braking to generate compressed air may be used. For this reason, it is not necessary to generate compressed air for the air suspension device using an air compressor dedicated to the air suspension device driven by a power source such as another motor. For this reason, the fuel consumption improvement and weight reduction of a vehicle can be aimed at. In addition, according to the present embodiment, air is supplied to and exhausted from the air chamber, so that the rigidity and damping characteristics of the suspension device 38 can be temporarily changed according to traveling conditions such as braking and turning. .

  The control valve 100 can also be provided closer to the pressure accumulation tank 54 than the connection portion of the exhaust passage 102 of the supply / discharge connection passage 98. Further, the lower portion of the air suspension device 96 can be supported by an arm constituting the suspension device 38 such as the upper arm 78. Other configurations and operations are the same as those of the first embodiment shown in FIG.

  In the present embodiment, similarly to the first embodiment described above, the pressure accumulation tank 54 is connected to an ejection path in which an ejection nozzle is provided at the downstream end. When the temperature of the traveling motor 12 reaches a predetermined high temperature, a jet flow or dry mist can be ejected from the ejection nozzle 60 to the friction brake 22 or the traveling motor 12. Although not shown, in the present embodiment, instead of the air suspension device 96, an air cylinder is provided in the suspension device, and the air compressor 52 is pressure-fed to an air chamber provided inside the air cylinder. It is also possible to provide a supply / discharge connection path that is a supply unit that enables supply of air stored in the pressure storage tank 54 and discharges air from the air chamber through the exhaust valve 104. In this case, an air cylinder can be provided together with the coil spring constituting the suspension device.

[Sixth Embodiment]
FIG. 10 is a diagram showing a case where there is no cooling request for the traveling motor 12 (see FIG. 1) in the configuration of the vehicle braking energy regenerative device according to the sixth embodiment of the present invention provided in the driving unit of one wheel. It is. FIG. 11 is a diagram illustrating the configuration of FIG. 10 when there is a cooling request for the traveling motor 12. In the following description, elements equivalent to those shown in FIG.

  In the present embodiment, in the first embodiment shown in FIG. 1 described above, a motor-side compressor 106 that compresses refrigerant gas is provided instead of the air compressor 52 (FIG. 1). Similarly to the case of the air compressor 52, the motor side compressor 106 is connected to the axle 20 via the electromagnetic clutch 50 so that power can be transmitted. That is, the motor side compressor 106 is driven by the power from the axle 20.

  Further, a motor-side evaporator 108 is provided outside or inside the motor case 16 so as to be in contact with the motor case 16, i. The motor-side evaporator 108 allows a liquid refrigerant to flow inside, and takes the heat of the motor case 16 inside to evaporate the liquid refrigerant, thereby changing the phase to a gaseous refrigerant. The gaseous refrigerant discharged from the outlet of the motor-side evaporator 108 is sent to the motor-side compressor 106, and after being pressurized, is sent to the accumulator tank 110 through the three-way valve V1. The accumulator tank 110 and the motor side evaporator 108 are provided in the motor side path 112. The motor side path 112 is connected to the air conditioning circuit 116 of the vehicle interior air conditioner 114 for adjusting the temperature of the vehicle interior space of the vehicle.

  That is, the motor-side evaporator 108 is connected between the vehicle interior air conditioner 114 and the motor-side compressor 106, and cools the traveling motor 12 by flowing the liquid refrigerant while evaporating inside. The motor side path 112 includes a motor side main path 118 including the motor side evaporator 108 and a bypass path 120 connected in parallel to the motor side main path 118 to bypass the motor side evaporator 108, that is, bypass the motor side evaporator 108. . The downstream end of the bypass path 120 is connected to the inlet of the motor side compressor 106.

  The motor-side main path 118 includes a three-way valve V1 provided on the downstream side of the motor-side compressor 106, and a tank path 122 connected to the downstream side of the three-way valve V1. The tank path 122 is provided with a pressure accumulation tank 110 at an intermediate portion. The downstream end of the tank path 122 is connected to the inlet side of the condenser 124 in the air conditioning circuit 116 constituting the vehicle interior air conditioner 114. A tank bypass path 126 is provided in parallel with the tank path 122. The upstream end of the tank bypass path 126 is connected to the three-way valve V1, and the downstream end is connected to the inlet side of the condenser 124. In the three-way valve V1, the ECU 56 controls the communication state between the motor side main path 118, which is the three paths connected, the motor side compressor 106 side, the tank path 122, and the tank bypass path 126.

  The air conditioning circuit 116 includes an air conditioning main path 128 and a second bypass path 130. The air conditioning main path 128 includes an air conditioning compressor 132, a condenser 124, an expansion valve 134, and an air conditioning evaporator 136. The second bypass path 130 is connected to the air conditioning main path 128 so as to bypass the air conditioning side evaporator 136, that is, bypass the air conditioning side evaporator 136. In the main air conditioning path 128, the space between the expansion valve 134 and the air conditioning side evaporator 136 and the upstream side of the second bypass path 130 are upstream of the motor side evaporator 108 of the motor side main path 118 and the bypass path. It is connected to the upstream side of 120. Further, the motor side main path 118 upstream of the motor side evaporator 108, the bypass path 120, the tank path 122 downstream of the pressure accumulation tank 110, the tank bypass path 126, and the expansion valve of the air conditioning main path 128. Control valves S1 and S2 controlled to be opened and closed by the ECU 56 between the air conditioner 134 and the air conditioner side evaporator 136, between the air conditioner side compressor 132 and the condenser 124 of the air conditioning main path 128, and the second bypass path 130. Is provided.

  The ECU 56 controls the operation of the motor-side compressor 106 so that the refrigerant is accumulated in the accumulator tank 110 using the motor-side compressor 106 when braking is performed in a high speed region that is equal to or higher than a predetermined speed set in advance. The motor-side compressor 106 compresses the refrigerant discharged from the motor-side evaporator 108 or the refrigerant sent through the bypass path 120.

  The motor-side evaporator 108 may be brought into contact with the components constituting the friction brake 22 such as the caliper 30 for cooling the friction brake 22 instead of the motor case 16. Further, in order to cool the motor case 16 and the friction brake 22, the motor side evaporator 108 can be brought into contact with the motor case 16 and the friction brake 22 directly or via another heat transfer member.

  With this configuration, when normal indoor cooling is performed, all of the control valves S1 provided in the motor side path 112 are closed. In this case, in the vehicle interior air conditioner 114, as in the operation of the conventional air conditioner, the gaseous refrigerant is compressed by the air conditioning side compressor 132, and heat is exchanged with the air passing outside by the condenser 124 to reduce the temperature. After becoming the liquid refrigerant and passing through the expansion valve 134, it is sent to the air conditioning side evaporator 136 provided in an air conditioning duct (not shown). The air-conditioning side evaporator 136 exchanges heat with the air sent into the air-conditioning duct and lowers the temperature of this air. The air whose temperature has decreased can be blown out into the passenger compartment after the air volume and the like are adjusted appropriately. On the other hand, the liquid refrigerant that has passed through the air-conditioning side evaporator 136 evaporates by heat exchange with air to become a gaseous refrigerant, and is sent again to the air-conditioning side compressor 132, which is repeated and the refrigerant circulates in the air-conditioning circuit 116. .

  When only one or both of the traveling motor 12 and the friction brake 22 are cooled, all the control valves S2 provided in the air conditioning circuit 116 are closed. In this case, the motor-side compressor 106 is driven by the connection of the electromagnetic clutch 50, the refrigerant is compressed by the motor-side compressor 106, and heat is exchanged with the air passing outside by the condenser 124, resulting in a low temperature, and the expansion valve 134. Is passed to the motor-side evaporator 108. In the motor side evaporator 108, the liquid refrigerant evaporates, and the temperature of the motor side evaporator 108 is lowered. Therefore, the motor-side evaporator 108 can cool the traveling motor 12, the friction brake 22, or both the traveling motor 12 and the friction brake 22 through the motor case 16. On the other hand, the refrigerant evaporated in the motor side evaporator 108 and turned into a gaseous state is sent again to the motor side compressor 106, and this is repeated.

  When cooling both the vehicle interior and the motor side ("motor side" refers to one or both of the traveling motor 12 and the friction brake 22; the same applies hereinafter), the entire control valves S1, S2 are cooled. By adjusting the opening degree, the priority of cooling in the passenger compartment and the motor side can be adjusted.

  Further, when cooling the passenger compartment with the pressure of the accumulator tank 110, the refrigerant is circulated through the air conditioning circuit 116 as described above, and the high-pressure refrigerant accumulated in the accumulator tank 110 during braking is used. In this case, for example, the vehicle interior air conditioner 114 is not operated during braking in the high speed range, the motor side compressor 106 side of the motor side main path 118 and the tank path 122 are connected by the three-way valve V1, and the tank path 122 is connected. The control valve S1 provided in is closed. In this case as well, as in the above embodiments, the ratio of the braking force by the friction brake 22 to the entire braking force can be reduced during braking in the high speed range, and the friction brake 22 can be reduced in size and weight. Energy regeneration efficiency at speeds including high speed ranges can be improved. In addition, when the vehicle interior air conditioner 114 is operated, the power of the air conditioning side compressor 132 can be assisted by the pressure of the pressure accumulating tank 110, the power of the air conditioning side compressor 132 is saved, and the pressure accumulating tank 110 is air conditioned in the vehicle interior. In conjunction with the device 114, the efficiency of the air conditioning performance can be increased. In this case, the refrigerant stored in the pressure accumulating tank 110 is pressure-fed to the vehicle interior air conditioner 114 to assist cooling of the vehicle interior by the vehicle interior air conditioner 114 with the pressure of the pressure accumulator tank 110.

  Further, when cooling the passenger compartment with the pressure of the motor-side compressor 106, the refrigerant is circulated through the air-conditioning circuit 116 as described above, and the refrigerant is allowed to flow through the bypass path 120 that bypasses the motor-side evaporator 108. The high-pressure refrigerant pressurized by the motor-side compressor 106 driven at 20 is used.

  For example, when there is no cooling request for the traveling motor 12 during braking, that is, the ECU 56 determines that the traveling motor 12 is below a predetermined temperature and a cooling command signal indicating a cooling request for the traveling motor 12 is not output. In this case, as shown in FIG. 10, the ECU 56 controls the opening and closing of the corresponding control valves S1 and S2 and the three-way valve V1, and the motor-side compressor 106 causes the refrigerant sent through the bypass path 120 to pass through the vehicle interior. Pumped to the air conditioner 114. In this case, the control valve S1 upstream of the motor-side evaporator 108 in the motor-side main path 118 is closed, and the control valve S1 in the bypass path 120 is opened. The tank bypass path 126 is connected to the motor side compressor 106 side of the motor side main path 118.

  Further, the control valve S2 of the second bypass path 130 is closed, and the control valve S2 provided in the air conditioning main path 128 is opened. The air conditioning compressor 132 is driven by a power source (not shown) such as an electric motor or an engine. For this reason, the vehicle interior air conditioner 114 is activated, and the refrigerant flows through the route marked with a circle in FIG.

  In this case, the pressurized refrigerant from the motor-side compressor 106 is sent to the condenser 124. For this reason, the power of the air-conditioning side compressor 132 can be saved, and the efficiency of the air-conditioning performance can be increased by linking the motor-side compressor 106 with the vehicle interior air conditioner 114.

  On the other hand, when the cooling on the motor side is assisted by the vehicle interior air conditioner 114, the refrigerant sent through the second bypass path 130 that bypasses the air conditioning side evaporator 136 is pumped by the air conditioning side compressor 132. In this case, the motor side compressor 106 and the air conditioning side compressor 132 are used in combination. For example, when there is a cooling request for the traveling motor 12 during braking, that is, the ECU 56 determines that the traveling motor 12 is at a predetermined temperature or higher and a cooling command signal indicating the cooling request for the traveling motor 12 is output. In this case, as shown in FIG. 11, the ECU 56 controls the opening and closing of the control valves S1 and S2 and the three-way valve V1, the air-conditioning compressor 132, and the electromagnetic clutch 50 to control the motor-side compressor 106 and the vehicle. The air conditioner 114 is operated, and in the vehicle interior air conditioner 114, the refrigerant sent through the second bypass path 130 is pressure-fed by the air conditioning side compressor 132. In this case, the control valve S1 upstream of the motor side evaporator 108 in the motor side main path 118 is opened, and the control valve S1 in the bypass path 120 is closed. The tank bypass path 126 is connected to the motor side compressor 106 side of the motor side main path 118.

  Further, the control valve S2 of the second bypass path 130 is opened, and the control valve S2 provided between the air conditioning side compressor 132 and the condenser 124 of the air conditioning main path 128 is opened. Further, the control valve S2 provided between the air conditioning side evaporator 136 and the expansion valve 134 in the air conditioning main path 128 is closed. In addition, the air conditioning compressor 132 is driven. For this reason, the vehicle interior air conditioner 114 is activated, and the refrigerant flows through the route marked with a circle in FIG.

  In this case, in the vehicle interior air conditioner 114, since the refrigerant does not pass through the air conditioning side evaporator 136, the air whose temperature has decreased cannot be blown into the vehicle interior, but the liquid refrigerant passes through the motor side evaporator 108 accordingly. Then, the liquid refrigerant evaporates in the motor-side evaporator 108, so that the temperature of the traveling motor 12 can be lowered or the temperature of the friction brake 22 can be lowered through the motor case 16 provided in the motor-side evaporator 108. . The refrigerant evaporated in the motor-side evaporator 108 and turned into a gaseous state is compressed by the motor-side compressor 106, condensed in a liquid state by the condenser 124, and lowered in temperature. The refrigerant is also compressed by the air-conditioning side compressor 132, and when traveling at high speed, the temperature of the refrigerant can be lowered to a lower temperature by the condenser 124 for the passenger compartment air conditioner 114. 12 and the friction brake 22 can be further reduced in temperature by the motor-side evaporator 108 that can be downsized. Other configurations and operations are the same as those of the first embodiment shown in FIG.

  DESCRIPTION OF SYMBOLS 10 Vehicle braking energy regeneration device, 12 Traveling motor, 14 Wheel, 16 Motor case, 18 Transmission, 20 Axle, 22 Friction brake, 24 Disc rotor, 26 Hub, 28 Bearing, 30 Caliper, 32 Support part, 34 Claw Parts, 36 cylinders, 38 suspensions, 40 wheels, 42 stators, 44 rotors, 46 rotor shafts, 48 tires, 50 electromagnetic clutches, 52 air compressors, 54 accumulator tanks, 56 ECUs, 58 connection paths, 60 ejection nozzles, 62 ejections Path, 64 control valve, 66 liquid tank, 68 connection path, 70 control valve, 72 motor temperature sensor, 74 vehicle speed sensor, 76 jetting part, 78 upper arm, 80 lower arm, 82 branch path, 84 cylindrical cover, 86, 88 guide vanes, 90 buttocks, 92 guide fins, 9 4 flow path, 96 air suspension device, 98 supply / discharge connection path, 100 control valve, 102 exhaust path, 104 exhaust valve, 106 motor side compressor, 108 motor side evaporator, 110 pressure accumulation tank, 112 motor side path, 114 cars Indoor air conditioner, 116 air conditioning circuit, 118 motor side main path, 120 bypass path, 122 tank path, 124 condenser, 126 tank bypass path, 128 air conditioning main path, 130 second bypass path, 132 air conditioning side compressor, 134 expansion Valve, 136 Air conditioning side evaporator.

Claims (11)

An axle connected to a wheel; an electric motor that drives the axle; and a brake device that brakes the wheel;
A braking energy regeneration device for a vehicle that regenerates kinetic energy using the electric motor during braking,
A compressor that is driven by power transmitted from the axle during braking and compresses air or refrigerant;
A pressure accumulator connected to the compressor;
A controller that controls the operation of the compressor so as to accumulate air or refrigerant in the accumulator using the compressor when braking in a high speed region that is equal to or higher than a predetermined speed set in advance. A braking energy regenerative device for a vehicle. The braking energy regeneration device for a vehicle according to claim 1,
The compressor compresses air;
Furthermore, a brake temperature monitoring unit that monitors the temperature of the brake device;
When a first condition is reached in which the temperature of the brake device is equal to or higher than a predetermined brake temperature set in advance, a jet or dry mist generated by the high-pressure air accumulated in the pressure accumulator is ejected to the brake device, and the brake device is A vehicular braking energy regenerative device comprising: an ejection portion for cooling. The braking energy regeneration device for a vehicle according to claim 1,
The compressor compresses air;
A motor temperature monitoring unit for monitoring the temperature of the electric motor;
When the second condition in which the temperature of the electric motor is equal to or higher than a predetermined motor temperature set in advance is established, a jet or dry mist generated by the high-pressure air accumulated in the pressure accumulating unit is ejected to the electric motor, and the electric motor is A vehicular braking energy regenerative device comprising: an ejection portion for cooling. The braking energy regeneration device for a vehicle according to claim 1,
The compressor compresses air;
Furthermore, a brake temperature monitoring unit that monitors the temperature of the brake device;
A motor temperature monitoring unit for monitoring the temperature of the electric motor;
When one or both of a first condition in which the temperature of the brake device is equal to or higher than a preset predetermined brake temperature and a second condition in which the temperature of the electric motor is equal to or higher than a preset predetermined motor temperature are satisfied And a jet part or a dry mist accumulated in the pressure accumulating part, ejected to one or both of the brake device and the electric motor, and a jet part for cooling one or both of the brake device and the electric motor. A braking energy regeneration device for a vehicle characterized by the above. In the braking energy regeneration device for vehicles given in any 1 paragraph of Claims 2-4,
A braking energy regeneration device for a vehicle, wherein an ejection side of a liquid tank is connected to an ejection path connecting the pressure accumulating section and an ejection nozzle of the ejection section. The braking energy regeneration device for a vehicle according to any one of claims 2 to 5,
The ejection part includes one or more ejection nozzles connected to the pressure accumulating part,
As the braking disk provided in the brake device and coupled to the wheel rotates, the air jetted from the ejection nozzle generates a spiral jet directed radially outward at the periphery of the braking disk. A braking energy regenerative device for a vehicle. The braking energy regeneration device for a vehicle according to claim 1,
The compressor compresses air;
The vehicle further includes a supply unit that can supply air compressed by the compressor into an air chamber provided in the air suspension device or in an air cylinder provided in the suspension device. Braking energy regeneration device. In the braking energy regeneration device for vehicles according to any one of claims 1 to 7,
A braking energy regeneration device for a vehicle, comprising: an electromagnetic clutch provided between the axle and the compressor and switching connection / disconnection of a power transmission portion between the axle and the compressor. In the braking energy regeneration device for vehicles according to any one of claims 1 to 7,
A braking energy regeneration device for a vehicle, comprising: an opening valve that is provided on an inlet side of the compressor or the pressure accumulating unit and prevents further pressure accumulation on the pressure accumulating unit by the compressor when the valve is opened. The braking energy regeneration device for a vehicle according to claim 1,
The compressor compresses the refrigerant;
Further, the refrigerant stored in the pressure accumulating unit is pumped to the vehicle interior air conditioner, so that the cooling of the vehicle interior by the vehicle interior air conditioner is assisted by the pressure of the pressure accumulating unit. apparatus. The braking energy regeneration device for a vehicle according to claim 1,
The compressor compresses the refrigerant;
Further, a motor-side evaporator connected between the vehicle interior air conditioner and the compressor and cooling one or both of the electric motor and the brake device by flowing a liquid refrigerant while evaporating inside,
A bypass path for bypassing the motor-side evaporator;
A second bypass path for bypassing the air conditioning side evaporator provided in the vehicle interior air conditioner,
The compressor compresses the refrigerant discharged from the motor-side evaporator, and is a compressor or pressure accumulator driven by power from the axle when there is no cooling request for the electric motor or the brake device during braking. Compressor that pumps refrigerant sent through the bypass path to the vehicle interior air conditioner and that is driven by power from the axle when there is a cooling request for the electric motor or the brake device during braking And the vehicle interior air conditioner are operated, and in the vehicle interior air conditioner, the refrigerant sent through the second bypass path is pumped by an air conditioning side compressor provided in the vehicle interior air conditioner. Brake energy regeneration device for vehicles.

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