DE102008061952A1 - Motorcycle brake system has hydraulically actuated front wheel and rear wheel brake circuit and two main brake cylinders for independent actuation of both brake circuits - Google Patents

Abstract

The motorcycle brake system has a hydraulically actuated front wheel and rear wheel brake circuit and two main brake cylinders (7,13) for independent actuation of both the brake circuits. An electrohydraulically controlled pressurization of a brake caliper (2) arranged on the front wheel is fully drawn depending on the actuation of the latter main brake cylinder. The brake piston (4) of the brake caliper is impinged by the pressure of the pump (9) produced in the rear wheel brake circuit (HA) independent of the actuation of the former main brake cylinder.

Description

The The invention relates to a motorcycle brake system according to the preamble of claim 1

From the EP 1 277 635 A2 is already a motorcycle brake system of the generic type known. A brake force action on the front wheel is transmitted hydraulically by means of manual lever actuation of a master cylinder to two calipers on the front wheel. The braking effect on the rear wheel is usually transmitted hydraulically by means of foot pedal actuation of another master cylinder on a brake caliper on the rear wheel. The specified arrangement of calipers corresponds to today's standard. Furthermore, the indicated motorcycle brake system for brake slip control in the front wheel as well as in the rear wheel brake circuit has electromagnetically activatable intake and exhaust valves and a two-circuit pump drivable by an electric motor. In addition, electrically operable disconnecting and reversing valves are provided in the rear wheel brake circuit in order to establish electrohydraulic and therefore autonomous manual operation of the master brake cylinder connected to the brake circuit and brake pressure in the non-manually operated rear wheel brake, including the pump and the separating and switching valve are activated. As a result, a (partial) integral brake is realized, which converts the hand lever actuation of the master cylinder into an activation of the rear wheel brake with the aid of electronic control signals "by wire".

It The object of the present invention is a motorcycle brake system the type specified to improve so that as possible simple and reliable means both in the operation the front and rear brake improved braking decelerations can be achieved, to achieve max. Braking deceleration values moreover the conditions are to be created, the respective driving conditions to take into account.

These Task is specified for a motorcycle brake system Art solved with the characterizing features of claim 1.

Further Features and advantages of the invention will become apparent from the dependent claims as well as from the following description of several embodiments out.

It demonstrate:

1 a schematic diagram of the motorcycle brake system according to the invention,

2 a functional diagram of the motorcycle brake after 1 .

3 an embodiment of the embodiment of in 1 sketched motorcycle brake system.

In the schematic representation after 1 the proposed motorcycle brake system has three calipers 1 . 2 . 3 on, of which are the first and second caliper 1 . 2 on the front wheel and the third caliper 3 attached to the rear wheel, with the peculiarity that when operating the foot brake lever 6 not just the third caliper 3 hydraulically via the second master cylinder 13 is applied, but also the second caliper 2 independent of the first caliper 1 Electro-hydraulic according to a stored in a control unit map (see reference numerals 8th . 23 in 2 ) is applied to the brake pressure generated by a pump. Here is the second caliper 2 designed so that this only one compared to the first caliper 1 can produce smaller braking effect, as a further special feature of the second caliper 2 in terms of its braking effect approximately to the maximum producible brake pressure level of the rear brake caliper (caliper 3 ) is reduced. The second caliper 2 is at a second exit 14 an anti-lock control unit 11 connected while at the first exit 24 the anti-lock control unit 11 the first caliper 1 and at the third exit 25 the third caliper 3 are connected.

The inventively presented motorcycle brake system thus has in addition to a hand brake lever 5 triggerable, electrohydraulically controlled actuation of the rear wheel brake (so-called "by wire" operation of the third brake caliper 3 ) one of the operation of the foot brake lever 6 dependent, electro-hydraulically controlled actuation of the second brake caliper 2 on the front wheel, whose brake piston 4 regardless of the hydraulic effect of the handbrake lever 5 on the front brake (first caliper 1 ) is hydraulically acted upon, wherein the brake piston 4 a smaller braking effect than the two brake pistons of the first caliper 1 ,

• – bei Betätigung des Handbremshebels 5 infolge der „by wire”-Wirkung am dritten Bremssattel 3 des Hinterrades (Integralwirkung nach hinten) eine größere Bremsverzögerung erreicht wird, obwohl vorne nur ein Bremssattel 1 vom Handbremshebel 5 über den ersten Hauptbremszylinder 7 hydraulisch mitbetätigt wird,
• – bei Betätigung des Fußbremshebels 6 größere Bremsverzögerungen erreicht werden, da nicht nur der am Hinterrad angeordnete dritte Bremssattel 3 fußkraftproportional, sondern auch der am Vorderrad angeordnete zweite Bremssattel 2 nach einem in einem Steuergerät 8 abgelegten Kennfeld (siehe 2) mit Bremsdruck elektrohydraulisch beaufschlagt wird,
• – Fahrzustandsabhängigkeiten zur Sicherheits- und Komforterhöhung über eine geeignete Software zum Beispiel Geschwindigkeitsabhängig im Steuergerät 8 hinterlegt bzw. abgebildet werden können.

This has the advantage compared to the previously known motorcycle brake systems that:

• - When operating the handbrake lever 5 due to the "by wire" effect on the third caliper 3 the rear wheel (integral action to the rear) a greater braking deceleration is achieved, although front only a caliper 1 from the handbrake lever 5 over the first master cylinder 7 hydraulically co-operated,
• - when the foot brake lever is actuated 6 greater braking deceleration can be achieved because not only arranged on the rear third brake saddle 3 proportional to the foot force, but also arranged on the front wheel second caliper 2 after one in a control unit 8th stored map (see 2 ) is applied electrohydraulically with brake pressure,
• - Driving state dependencies for increasing safety and comfort via suitable software, for example speed-dependent in the control unit 8th can be deposited or mapped.

All this can be achieved while maintaining the already known motorcycle brake hydraulic concept and thus with the same external appearance, without additional construction costs for the arranged on the front wheel second caliper 2 , preferably with the third caliper arranged on the rear wheel 3 is completely identical, so the second caliper 2 not be made expensive as a special design.

An essential point of the invention is thus the merging of the operation of the foot brake lever 6 dependent GE, electro-hydraulically controlled actuation of the second brake caliper 2 on the front wheel with the known integral brake function, in which by the operation of the handbrake lever 5 not only the front brake, but at the same time also arranged on the rear brake caliper 3 by activating the anti-lock control unit 11 is applied with brake pressure. Thanks to this system combination, under all operating conditions a significantly higher braking power can be achieved than was previously known.

Since the motorcycle brake system on the anti-lock control unit 1 has two separate hydraulic inputs, namely via an input for each of a front and a rear wheel brake VA, HA, there is a connection between the first output for the front wheel brake 24 the anti-lock control unit 11 and one the handbrake lever 5 having first master cylinder 7 while the rear-wheel brake circuit HA is the second and third output 14 . 25 the anti-lock control unit 11 and with the foot brake lever 6 connected second master cylinder 13 includes.

Inside the anti-lock control unit 11 are electromagnetically actuated pressure control valves and a pump, with respect to the details by way of example to the hydraulic circuit diagram 3 is referenced.

Based on a function diagram after 2 will now be simplified illustrates the basic mode of action of the motorcycle brake system according to the invention.

By operating the first master cylinder 7 is both the front brake caliper arranged first 1 with the pressure of the first master cylinder 7 acted as well as arranged on the rear third caliper 3 according to one in the control unit 8th stored map 23 electrohydraulically pressurized, the brake piston thus independent of the operation of the second master cylinder 13 the generated in the rear wheel brake HA pressure of the pump 9 is exposed.

If the operation of the second master cylinder 13 , then both the third caliper arranged on the rear wheel becomes 3 proportional to the pressure of the second master cylinder 13 acted upon as well as arranged on the front wheel second caliper 2 is corresponding to one in the control unit 8th filed further map 23 electrohydraulically pressurized, the brake piston 4 (please refer 1 ) thus independent of the operation of the first master cylinder 7 the generated in the rear wheel brake HA pressure of the pump 9 is exposed.

With simultaneous actuation of both master cylinder 7 . 13 it comes to the rear brake (caliper 3 ) Total to a superposition of the applied braking forces, as though by the operation of the foot brake lever 6 the brake pressure proportional to the foot force proportional to the third caliper 3 can spread, but due to the operation of the handbrake lever 5 electrohydraulically initiated by the pressure of the pump 9 (see also 3 ) is superimposed.

The 3 shows starting from the schematic diagram in

1 the overall circuit diagram for a detailed designed motorcycle brake system.

The motorcycle brake system consists of a hydraulically actuated front and rear brake VA, HA, each with a connected to the front wheel brake VA, can be actuated by manual power first master cylinder 7 and with a connected to the rear wheel brake HA, fußkraftproportional operable second master cylinder 13 ,

For the brake slip control in the front and rear wheel brake circuit are electromagnetically actuated intake and exhaust valves 10 . 12 arranged, each with an open in the basic position inlet valve 10 is inserted in the brake line of the front and the rear wheel, which the respective master cylinder 7 . 13 connects to the front or rear brake. The outlet closed in basic position Valve 12 is in each case in a return line 15 each brake circuit used, which the front or rear brake, each with a low-pressure accumulator 16 and the suction path of a dual-circuit split pump 9 which works on the return flow principle. The pump 9 is on the pressure side with the brake lines of both brake circuits in conjunction, so that in a brake slip control phase a demand-driven return of each of the front or rear brake fluid brake fluid volume is guaranteed in the brake lines of both brake circuits. The pump pistons of the two pump circuits are driven together by an electric motor.

With a manual operation of the master cylinder connected to the front brake circuit 7 not just a brake pressure build-up in the front brake (brake calipers 1 . 2 ), but at the same time in the sense of an integral brake function, an electro-hydraulic brake pressure build-up in the rear brake (caliper 3 ), by the electric motor the pump 9 in operation, as soon as a result of the rear wheel in the electrically initiated opening position of the switching valve 20 the pump 9 Pressure medium from the master cylinder 13 takes and to the rear brake (caliper 3 ) promotes while the isolation valve 19 in the rear wheel circuit, the pump pressure side of the master cylinder 13 separates.

It follows that when operating the master cylinder 7 the rear wheel brake circuit HA, which is not actuated by the driver, is electrohydraulically and therefore autonomous by the dual-circuit pump 9 is pressurized so that both brake circuits actively contribute to brake deceleration.

For the detection of the master cylinder 7 In the front wheel brake VA applied pressure is usually a pressure sensor 21 used. Also, the monitoring of the manual in the rear brake HA pressure is carried out by means of a near the master cylinder 13 arranged pressure sensor 21 , Furthermore, both brake circuits are additionally provided with two pressure sensors detecting the wheel brake pressure 21 Mistake.

With manual operation of the front wheel brake circuit VA forms the means of the pressure sensor 21 detected in the front brake, master cylinder pressure, the reference variable for elec- tric activation of the effective in the rear and front wheel brake pump 9 , which works in conjunction with the inlet and outlet valve 10 . 12 , the separating and switching valve 19 . 20 an automatic brake pressure control in the rear wheel brake circuit HA according to one in the control unit 8th stored electronic brake force distribution characteristic causes, if only the master cylinder connected to the front wheel brake VA 7 is pressed.

To evaluate the pressure sensor signals is a logic circuit in the electronic control unit 8th provided in which depending on the evaluation result of the pressure sensor signals by means of the electrically actuated pump 9 a hydraulic pressure is generated.

The control unit 8th preferably forms an integral part of an anti-lock control unit comprising the front and rear wheel brake circuits VA, HA 11 , which is structurally designed as a monolithic block. The control unit 8th is in an expedient embodiment for making electrical contact with the in the anti-lock control unit 11 integrated inlet and outlet valves 10 . 12 , Changeover and isolation valves 20 . 19 attached. The anti-lock control unit 11 can thus be attached to a motorcycle frame due to the particularly compact design in the vicinity of a battery.

• 1. Eine Blockierneigung des Vorder- bzw. des Hinterrades wird mittels Raddrehzahlsensoren und deren Signalauswertung im Steuergerät 8 sicher erkannt. Das im Vorderrad- bzw. im Hinterradbremskreis angeordnete Einlassventil 10 wird über das Steuergerät 8 elektromagnetisch geschlossen, um einen weiteren Druckaufbau im Vorderrad- bzw. Hinterradbremskreis zu unterbinden.
• 2. Sollte zur Reduzierung der Blockierneigung zusätzlich ein weiterer Druckabbau im Vorderrad- bzw. Hinterradbremskreis VA, HA erforderlich sein, so wird dies durch das Öffnen des jeweils mit dem Niederdruckspeicher 16 verbindbaren, normalerweise stromlos geschlossenen Auslassventils 12 erreicht. Das Auslassventil 12 wird geschlossen, sobald die Radbeschleunigung wieder über ein bestimmtes Maß hinaus anwächst. In der Druckabbauphase bleibt das entsprechende Einlassventil 6 geschlossen, so dass sich der im Vorderrad- bzw. Hinterradbremskreis erzeugte Hauptbremszylinderdruck nicht auf den Vorderrad- bzw. Hinterradbremskreis fortpflanzen kann.
• 3. Wenn die ermittelten Schlupfwerte wieder einen Druckaufbau im Vorderrad- bzw. Hinterradbremskreis erlauben, wird das Einlassventil 10 entsprechend der Anforderung des im Steuergerät 8 integrierten Schlupfreglers zeitlich begrenzt geöffnet. Das für den Druckaufbau erforderliche Hydraulikvolumen wird von der Pumpe 9 zu Verfügung gestellt.

Basically, for a slip-controlled braking:

• 1. A blocking tendency of the front and the rear wheel is by means of wheel speed sensors and their signal evaluation in the control unit 8th safely recognized. The inlet valve arranged in the front wheel or in the rear wheel brake circuit 10 is via the control unit 8th electromagnetically closed to prevent further pressure build-up in the front wheel or rear wheel brake circuit.
• 2. Should be required to reduce the blocking tendency in addition to further pressure reduction in the front and rear brake VA, HA, this is done by opening the respective low-pressure accumulator 16 connectable normally normally closed exhaust valve 12 reached. The outlet valve 12 is closed as soon as the wheel acceleration increases again beyond a certain level. In the pressure reduction phase, the corresponding inlet valve remains 6 closed, so that the master cylinder pressure generated in the front and rear brake circuit can not propagate to the front and rear brake circuit.
• 3. If the detected slip values again allow a pressure build-up in the front and rear brake circuit, the inlet valve 10 according to the requirement of the control unit 8th integrated slip control open for a limited time. The hydraulic volume required for pressure buildup is provided by the pump 9 made available.

How out 3 it can be seen, is the opening in the basic position isolation valve 19 , the switching valve closed in basic position 20 , the inlet valve opened in basic position 10 and the exhaust valve closed in the basic position 12 designed as electrically operated 2/2-way valve, which remain in the simplest way in each case by a spring in its illustrated basic position. Furthermore, it is parallel to each of the two isolation valves 19 a non-return valve opening in the direction of the wheel brake 18 arranged, which regardless of the isolation valve position at any time on the connected master cylinder 7 . 13 a manual brake pressure supply can be made, regardless of whether now in one of the two brake circuits electro-hydraulically controlled braking takes place.

In the embodiment of the invention, the front wheel brake has a first and a second caliper 1 . 2 with each of three brake pistons, of which five of six brake piston of the front brake can be acted upon by the brake pressure in the front wheel brake VA, while one of the six brake pistons in analogy to that 1 known brake piston 4 can be acted upon only by the brake pressure in the rear wheel brake circuit HA.

In the embodiment according to 3 are thus five of six brake pistons of the two attached to the front brake calipers 1 . 2 via the inlet valve used in the front-wheel brake circuit 10 directly with the first master cylinder 7 connected while the sixth brake piston (brake piston 4 ) of the front wheel brake via one of the rear wheel brake circuit HA of the anti-lock control unit 11 arranged second connection 14 only on the second master cylinder 13 is connected so that the maximum braking power of the sixth brake piston (brake piston 4 ) is correspondingly lower compared to the other brake pistons. To also about the brake piston connected to the rear wheel HA 4 of the second caliper 2 a brake slip control on the front brake 5 to enable, is similar to the already mentioned intake and exhaust valves 10 . 12 both brake circuits in a brake line branch an electromagnetically lockable inlet valve 10 as well as in another, return line 15 an electromagnetically switchable outlet valve 12 , In its open position, pressure medium from the brake caliper connected to the rear brake caliper HA 2 to the following low-pressure accumulator 16 the rear wheel brake circuit releases.

Out 3 shows that the rear brake is designed as a multi-piston caliper brake. This third caliper 3 has the same construction as the second brake caliper 2 three brake pistons, which in contrast to the second caliper 2 all via the brake line of the rear brake circuit HA on the second, through the foot brake lever 6 actuated master cylinder 13 are connected.

1

caliper

2

caliper

3

caliper

4

brake pistons

5

handbrake lever

6

Brake pedal

7

Master Cylinder

8th

control unit

9

pump

10

intake valve

11

Anti-skid control unit

12

outlet valve

13

Master Cylinder

14

connection

15

Return line

16

Low-pressure accumulator

17

Pressure retention valve

18

check valve

19

isolation valve

20

switching valve

21

pressure sensor

22

surge tank

23

map

24

output

25

output

VA

front axle

HA

rear-axle

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - EP 1277635 A2 [0002]

Claims (7)

Motorcycle brake system with a hydraulically actuated front and rear brake, with two master cylinders for independent actuation of both brake circuits, preferably with a hand brake lever for actuating the first brake master cylinder connected to the first master cylinder and preferably with a foot brake lever for operating the rear brake connected to the second master cylinder, with at least one brake pressure control in each brake circuit provided brake pressure control valve, with a pump for pressure supply of the front and rear brake circuit, which preferably operates on the Rückförderprinzip, as well as with a brake caliper connected to the first brake caliper and a brake caliper connected to the rear brake caliper, characterized in that depending on the operation of the second master cylinder ( 13 ) an electro-hydraulically controlled pressurization of a front wheel arranged on the second brake caliper ( 2 ) is executable, the brake piston ( 4 ) regardless of the operation of the first master cylinder ( 7 ) of the pressure which can be generated in the rear wheel brake circuit (HA) ( 9 ) is acted upon, wherein the maximum transferable braking power both arranged on the front wheel calipers ( 1 . 2 ) are designed unequal. Motorcycle brake system according to claim 1, characterized in that the maximum transferable braking power of the second caliper ( 2 ) is smaller than the maximum braking power of the front wheel also arranged on the first caliper ( 1 ). Motorcycle brake system according to claim 1, characterized in that the maximum transferable braking power of the second caliper ( 2 ) is comparable or identical to the maximum transmissible braking power of the third caliper (HA) connected to the rear brake 3 ). Motorcycle brake system according to one of the preceding claims, characterized in that the brake piston ( 4 ) of the second caliper ( 2 ) has a smaller effective diameter than a brake piston of the first brake caliper ( 1 ). Motorcycle brake system according to one of the preceding claims, characterized in that the brake piston ( 4 ) of the second caliper ( 2 ) a comparable or identical effective diameter as a brake piston of the third brake caliper ( 3 ) having. Motorcycle brake system according to claim 1, characterized in that depending on the operation of the first master cylinder ( 7 ) both of the front wheel arranged first caliper ( 1 ) with the pressure of the first master cylinder ( 7 ) can be acted upon as well as an electro-hydraulically controlled pressurization of the arranged on the rear third caliper ( 3 ) is executable, the brake piston regardless of the operation of the second master cylinder ( 13 ) can be generated in the rear wheel brake circuit (HA) pressure of the pump ( 9 ) is exposed. Motorcycle brake system according to claim 1, characterized in that depending on the operation of the second master cylinder ( 13 ) both arranged on the rear wheel third caliper ( 3 ) with the pressure of the second master cylinder ( 13 ) can be acted upon as well as an electro-hydraulically controlled pressurization of the arranged on the front wheel second caliper ( 2 ) is executable, the brake piston ( 4 ) regardless of the operation of the first master cylinder ( 7 ) can be generated in the rear wheel brake circuit (HA) pressure of the pump ( 9 ) is exposed.