JP2000071962A - Brake control device for motor-cycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an antiskid control circuit for a motor-cycle, which can greatly lower the manufacturing cost. SOLUTION: In a brake control device for a motor-cycle, having a first and a third inlet port which are connected to a front wheel master cylinder, a first and a third outlet port which are connected to a front wheel cylinder, a second and a fourth inlet port which are connected to a rear wheel master cylinder, and a second and a fourth outlet port which are connected to a rear wheel cylinder, all of a first to a fourth solenoid supply valve 68a, 68b, 69a, 69b normally fall in an opened condition while all of a first to a fourth solenoid discharge valve 70a, 70b, 71a, 71b normally fall in a closed condition. When one of the front wheel master cylinder 1 or the rear wheel master cylinder 2 is operated while the other one of them is not operated, allocation of a brake force for the front and rear wheels is carried out so as to prevent a wheel as to the other system, from being locked.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a brake control device for a motorcycle.

[0002]

2. Description of the Related Art FIG. 4 is a diagram showing a piping system of a conventional motorcycle. Brake operating devices M / C of a front wheel F and a rear wheel R are independent of each other. It is connected to a cylinder W / C. Therefore, the hydraulic pressure cannot be applied to the wheel cylinder W / C of the rear wheel R by the lever input, and the hydraulic pressure cannot be supplied to the wheel cylinder W / C of the front wheel F by the pedal input.

FIG. 5 is a piping diagram in which an ABS (anti-lock brake system) control circuit is added to the motorcycle of FIG. 4, and the master cylinder M / C of the brake operating device for the front wheel F and the rear wheel R is Each is connected to a front channel (CH) and a rear channel (CH). These are the wheel cylinders W / of the front wheel F and the rear wheel R.
Connected to C. Each of the front channel and the rear channel is composed of an electromagnetic switching valve, and these solenoid parts receive signals of excitation and non-excitation from the control unit ECU. Further, the front wheel F and the rear wheel R are provided with wheel speed sensors FS, RS, which are added to the control unit ECU. If there is a lever input and a pedal input, a front wheel BLSF signal and a rear wheel BLSR signal are applied to the control unit ECU. The braking force of the front wheel F and the rear wheel R is maintained, reduced, and increased by the front channel and the rear channel, and the well-known anti-skid control is performed. Brakes cannot be applied to the vehicle, and the rear wheel brake actuator M
/ C also cannot brake the front wheel F. FIG.
In the piping system of FIG. 5, when braking is performed on the rear wheel system on a high μ road surface, the load transfer causes a decrease in the contact force of the rear wheel R, which is compared with the case where braking is performed on the front wheel system. About 1
Only a deceleration of about / 2 to 2/3 occurs. This difference is particularly significant in motorcycles, where the overall center of gravity is higher with respect to the wheelbase than in motorcycles.

On the other hand, according to the vehicle brake system disclosed in Japanese Patent Application Laid-Open No. 8-133159, the front wheels can be braked in conjunction with the braking operation of the rear wheels, but are linked by one actuator. In connection with this, anti-skid control is also performed by forward / reverse rotation of the motor, but it has a mechanical configuration, a large number of parts, and a complicated structure.

In the motorcycle braking device described in Japanese Patent Application Laid-Open No. 7-329747, when the brake operating device for the rear wheel is operated, the brake is applied to the front wheel without operating the brake operating device for the front wheel. Although it is designed to be hung, a chain, an engaging member, a guide member, a wire, and the like are used, the number of parts is large, and the mechanical structure is complicated.

In view of the above-mentioned problem, the present applicant can apply a brake to the front wheel or the rear wheel in an interlocking manner with a simple configuration even when only the rear wheel or the front wheel brake operating device is operated. An object of the present invention is to provide an anti-skid control device for a motorcycle that can also perform anti-skid control at the same time, and independently operates a front wheel master cylinder and a rear wheel master cylinder to independently operate a front wheel cylinder and a rear wheel. In a motorcycle brake control device capable of supplying a brake pressure fluid to a cylinder, between the rear wheel master cylinder and the front wheel cylinder and between the front wheel master cylinder and the rear wheel cylinder. , Each of which is provided with an interlocking electromagnetic switching valve, and at least the rear wheel master cylinder or the front wheel master cylinder. The state was operated, the said person was operated by driving the interlocking solenoid switching valve, it opens the brake control device for the motorcycle, characterized in that, or,
A front-wheel master cylinder and a rear-wheel master cylinder, a supply electromagnetic switching valve disposed between the front-wheel wheel cylinder and the rear-wheel wheel cylinder, and the front-wheel wheel cylinder and the rear-wheel wheel cylinder, respectively. , A first discharge electromagnetic switching valve respectively connected to the first and second reservoirs, a first reservoir and a second reservoir respectively connected to the discharge electromagnetic switching valve, and a suction port connected to the first reservoir and the second reservoir. A hydraulic pump, a first interlocking electromagnetic switching valve disposed between the front wheel master cylinder and the rear wheel cylinder, and a first interlocking electromagnetic switching valve disposed between the rear wheel master cylinder and the front wheel cylinder. A second interlocking electromagnetic switching valve disposed between the wheel cylinder of the rear wheel and the first reservoir, and between the wheel cylinder of the front wheel and the second reservoir; Between the over server proposed a brake control device, for a motorcycle and a second discharge selector valves disposed respectively (Japanese Patent Application No. 9-205406
issue).

However, in the above configuration, the electromagnetic switching valve for interlocking the front and rear wheels is normally off (closed). That is, it is normally closed, and a piping configuration dedicated to this device must be created. Control is also complicated.

[0008]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, has a simple control, and further provides a motorcycle brake control device capable of obtaining a piping configuration for anti-skid control at low cost. The task is to provide.

[0009]

An object of the present invention is to provide a hydraulic pump having first and second discharge ports and first and second suction ports, respectively connected to the first and second suction ports. The first and second reservoirs, the first inlet is connected to the first outlet via a first supply solenoid valve, and the first outlet is connected to the first reservoir via a first discharge solenoid valve. And the second inlet is connected to the second outlet via a second supply solenoid valve, and the second outlet is connected to the first reservoir via a second discharge solenoid valve. A second pipe system and a third inlet connected to a third outlet through a third supply solenoid valve;
A third conduit system having an outlet connected to the second reservoir via a third discharge solenoid valve, a fourth inlet connected to a fourth outlet via a fourth supply solenoid valve, and the fourth outlet being connected to the fourth outlet. A fourth conduit system connected to the second reservoir via a fourth discharge solenoid valve, a front cylinder master cylinder connected to the first and third inlets, and a first outlet and a third The three outlets are respectively connected to the front wheel cylinders, the rear wheel master cylinders are respectively connected to the second inlet and the fourth inlet, and the second outlet and the fourth outlet are respectively connected to the rear wheel cylinder. In the motorcycle brake control device, the first to fourth supply solenoid valves are all normally open, and the first to fourth discharge solenoid valves are all normally closed. Master cylinder and master for rear wheel A motorcycle wherein a braking force is distributed to the front wheels and the rear wheels so that when one of the Linda is operated and the other is not operated, the wheels of the other system are not locked first. For the brake control device.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 schematically shows a piping system according to an embodiment of the present invention. When input is made to a lever of a front wheel brake actuating device FM, the master cylinder is connected to the lever via a line 100a. , Pressure fluid is applied to the front channel and the rear interlocking channel, and by opening and closing these, the wheel cylinders W / C of the front wheel F and the rear wheel R are opened.
The first port (the number of ports shown is proportional to the friction area of the disc brake) is applied, held, reduced, or increased. The outputs of the wheel speed sensors 105a and 105b are applied to the control unit ECU, and in response to these inputs, these control signals are respectively transmitted to a front channel, a rear channel, and a rear interlocking channel by a known anti-skid control circuit. Channels 103a, 103b,
103c and 103d. The rear wheel brake actuating device RM is similarly connected to the front interlocking channel and the rear channel via the conduit 100b, and further, via the conduits 102b and 101b, the wheel cylinders W of the front wheels F and the rear wheels R. / C.

In order to facilitate understanding of the present invention, an anti-skid hydraulic pressure control circuit for a four-wheeled vehicle that can be applied commonly to the present embodiment will be described with reference to FIG.

In FIG. 3, two hydraulic pressure generating chambers are defined in a cylinder body 63 of a tandem master cylinder 61 with a booster, and when a brake pedal 64 is depressed, hydraulic pressure is generated in these through a booster section 62. I do. These pass through the pipes 65a and 65b and the inlet valve 68
a, 69a to the wheel cylinders of the right rear wheel RR and the left front wheel FL. In addition, the left rear wheel RL and the right front wheel FR via the inlet valves 68b and 69b.
Of the wheel cylinder. The wheel cylinders of these wheels are respectively outlet valves 70a,
Loosening lines 72a, 7a via 71a and 70b, 71b
2b. This further reduces the low pressure reservoir 73a, 7
3b. It has a known construction, in which a piston biased by a relatively weak spring is slidably fitted in a casing, and this brake fluid storage chamber is connected to the suction side of a hydraulic pump 74. I have.

The hydraulic pump 74 is constructed in a known manner,
It comprises a motor 75, an eccentric mechanism 76, check valves 77a, 78b and 77a, 78b, and a pair of plungers reciprocate in opposite directions to check valves 77a, 77b.
b, the brake fluid is sucked from the reservoirs 73a and 73b, and the check valves 78a and 78b are opened.
It is configured to supply the pressurized liquid to the dampers 79a, 79b and the throttles 80a, 80b.

The wheels RR, FL, FR, RL are provided with wheel speed sensors 82a, 82b, 82c, 82d, which detect the rotational speed of these wheels when a vehicle equipped with this device is running. These detection signals are supplied to the ABS control circuit 85. The ABS control circuit 85 has a known configuration, evaluates the skid state of these wheels, and evaluates the above-described inlet valves 68a, 68b, 6
9a, 69b and outlet valves 70a, 70b,
The solenoids 71a and 71b are selectively excited.

FIG. 2 shows a first embodiment of the present invention. In the figure, the same reference numerals are given to portions corresponding to FIG. 3, and detailed description is omitted.

In FIG. 2, a front wheel brake operating device 1 (corresponding to FM in FIG. 1) includes a lever 1a and a master cylinder 1b.
This is connected to the pipeline 4 and further to the first ports 6a, 6a of the wheel cylinder of the front wheel 6 via the pipeline 3 and the electromagnetic switching valve 68a. Further, this wheel cylinder is connected to the pipeline 7 and the reservoir 73a via an electromagnetic switching valve 70a. The reservoir 73a is also called a low pressure reservoir, and includes a cylinder body, a slidable piston with a seal ring attached thereto, and a spring for urging the piston upward in the figure, as is well known. A reservoir reservoir is defined above the piston. This reservoir 73a is connected to the suction side of the hydraulic pump 74. The hydraulic pump 74 includes an electric motor 75, a cam fixed to the rotating shaft, and the plungers 11a and 11b which reciprocate in FIG.
a, 11b, a hydraulic chamber formed between the end wall of the cylinder body and a check valve 77a, 7 connected thereto.
7b, 78a, 78b, and further, the check valve 78a, 78b on the discharge side is provided with dampers 79a, 79b and throttles 80a, 80b, and the front wheel brake operating device 1
And a rear wheel brake operating device 2 (corresponding to RM in FIG. 1). The rear wheel brake actuating device 2 comprises a pedal 2a and a master cylinder 2b, which is connected via line 16 to an electromagnetic switching valve 69a, which is further connected to line 1
7 is connected to a first port 19 a of a wheel cylinder of the rear wheel 19. This is connected to a reservoir 73b via a discharge electromagnetic switching valve 71a and a pipe line 20, and this reservoir 73b is also connected to a suction port of the hydraulic pump 74.

The front wheel brake actuating device 1 further includes a line 21
Is connected to the electromagnetic switching valve 68b for interlocking, and is further connected to the second port 19b of the wheel cylinder of the rear wheel 19 via the conduit 22. Similarly, the rear wheel brake actuating device 2 is connected via line 24 to an electromagnetic switching valve 69b, also for interlocking, which is further connected to line 2
5 through the second port 6 of the wheel cylinder of the front wheel 6
b.

The second port 6 of the wheel cylinder of the front wheel 6
b and the second port 19b of the wheel cylinder of the rear wheel 19
Via the second discharge electromagnetic switching valves 71b, 70b,
Lines 26 and 23 are connected to reservoirs 73a, 7
3b.

Electromagnetic switching valves 68a, 69b, 68b, 69
the a is connected to a check valve g to the direction of the master cylinder side in parallel with the forward direction, the electromagnetic switching valve 68a to 73b solenoid portion S _{1 of, S 2, S 3, S} 4, S 5,
S ₆ , S ₇ and S ₈ are connected to a control unit (not shown). Although not shown, the front wheel 6 and the rear wheel 19 are provided with wheel speed sensors for detecting the wheel speeds thereof, and the outputs thereof are input to the control unit. According to the present embodiment, the supply solenoid valve 68
a, 68b, 69a, and 69b are all normally open.

The brake control device for a motorcycle according to the embodiment of the present invention is configured as described above. Next, this operation will be described.

When the driver now applies a brake to the front wheel 6 and the rear wheel 19, the driver operates the lever 1a and the pedal 2a of the front wheel brake operating device 1 and the rear wheel brake operating device 2. Thereby, each master cylinder 1
The hydraulic pressure from b, 2b passes through the lines 3, 16 and further through the now open electromagnetic switching valves 68a, 69b, the first port 6a, 6a, the second port 6b of the wheel cylinder of the front wheel 6, and the rear wheel. The front wheel 6 and the rear wheel 19 are supplied to a first port 19a and a second port 19b of the wheel cylinder 19 respectively.
Is braked.

As described above, the first input port 6a of the wheel cylinder of the front wheel 6, the second input port 6b
As described above, the brake pressure fluid is applied to the first input port 19a and the second input port 19b of the rear wheel 19 by driving the lever 1a or the pedal 2a, respectively, as described above. For example, these ports are set so as to press the disk against the rotor with the same contact area. Accordingly, when the same hydraulic pressure is applied to all of the ports 6a, 6b, 19a, and 19b, a braking force of "3" is applied to the front wheels and a braking force of "2" is applied to the rear wheels 19. Will be done. As is well known, the rear wheels tend to lock faster, so
The rear wheel is configured not to be easily locked by the braking force of two pairs.

When a control unit (not shown) determines that the brake should be held for anti-skid control, the electromagnetic switching valves 68a, 68b and 69
The solenoids S ₁ , S ₂ , S ₅ and S _{6 of} a and 69b are excited. To make the explanation easier to understand,
It is assumed that the rear wheels are in the same skid state. As a result, the first ports 6a, 6a,
The brake fluid pressure applied to the port 6b and the first port 19a and the second port 19b of the wheel cylinder of the rear wheel 19 is kept constant. When the control unit determines that the brake should be released, the solenoid units S of the electromagnetic switching valves 70a, 70b, 71a, 71b
₃ , S ₄ , S ₇ , S ₈ are also excited, and they are in communication with each other, so that the first ports 6 a, 6
a, the second port 6b and the brake pressure fluid applied to the first port 19a and the second port 19b of the wheel cylinder of the rear wheel 19 are supplied to the electromagnetic switching valves 70a, 70b, 71a, 7
1b, and is discharged to reservoirs 73a, 73b, and these brakes are released. With this brake release,
The driving of the motor 75 of the hydraulic pump 74 is started, and the brake fluid discharged to the reservoirs 73a, 73b is sucked up and added to the master cylinders 1b, 2b via the dampers 79a, 79b and the throttles 80a, 80b. Although the discharge pressure of the hydraulic pump 74 is pulsating,
These pulse pressures are suppressed by a, 79b and throttles 80a, 80b. Therefore, the kickback force transmitted to the driver's hands and feet is attenuated.

According to the present embodiment, even when only the front wheel or rear wheel brake operating device is driven, the braking force of the other rear wheel or front wheel can be increased. In this case, the electromagnetic switching valve 6 for interlocking
8b and 69b are usually in a communication state,
Through conduit 22 or 25, rear wheel 19 or front wheel 6
The brake fluid pressure is applied to the second port 19b or 6b of the wheel cylinder. The brake force is also applied to the rear wheel 19 or the front wheel 6 in conjunction with the brake actuation device of the other system without actuating the brake actuation device of the corresponding system.

Further, according to the present embodiment, the electromagnetic switching valves 68b and 69b for interlocking are provided, and these are normally open, but the system of the system in which the braking force distribution of the front wheels and the rear wheels is not driven. The wheels are set not to lock ahead. That is, now, the master cylinder 1 of the front wheel
Of the rear wheel master cylinder 2 which is a brake device for the rear wheel, without driving the lever 2a.
In other words, when not in operation, the port 6 of the front wheel 6
a, 6a, and 6b, hydraulic pressure is supplied to the first ports 6a, 6a to apply a braking force of "2" to the front wheels 6,
Since the brake pedal 2a is not depressed at this time, the hydraulic pressure at the first port 19a is not supplied to the rear wheel 19, and the handle lever 1a of the front wheel master cylinder 1 is supplied to the first port 19b. By operating
The hydraulic pressure is applied to the second port 19b through the route of the electromagnetic switching valve 68. The ratio of the braking force distributed between the front wheel 6 and the rear wheel 19 is 2: 1. Since the braking force is sufficiently reduced for the rear wheel, the brake pedal 2a of the master cylinder 2 for the rear wheel is used. Is not driven, the rear wheel 19 does not lock ahead. Therefore, the driving of the driver is not disabled, and safe driving can be guaranteed.

Next, when the brake pedal 2a of the rear wheel master cylinder 2 is depressed, but the hand lever 1a of the front wheel master cylinder is deactivated, no hydraulic pressure is supplied to the ports 6a, 6a of the front wheel 6. But the second port 6
b is a switching valve 69b interlocked with the rear wheel master cylinder 2.
Is opened, hydraulic pressure is supplied. On the other hand, rear wheel 1
9, the hydraulic pressure is supplied to the first port 19a by depressing the brake pedal 2a, and the hydraulic pressure is not supplied to the second port 19b because the front wheel master cylinder 1 is not operated. . Therefore, the distribution of the braking force applied to the front wheel 6 and the rear wheel 19 is one-to-one.
Therefore, the hydraulic pressure for the rear wheel is higher than when both master cylinders are operated. However, in this system, the hydraulic pressure is positively increased by depressing the brake pedal 2a of the master cylinder 2 for the rear wheel. Since the lock tendency is exhibited, the lock can be prevented by exciting the solenoid of the electromagnetic switching valve 69a and the associated switching valve 68b of this system from a control unit (not shown) which indicates a locking tendency. Note that the hand lever 1a of the front wheel master cylinder is used.
Is not operating, but the electromagnetic switching valve 69b linked with the rear wheel master cylinder 2b is normally open. If the front wheels show a locking tendency, the switching valve 69b is closed to prevent the locking.

As is apparent from the above configuration, according to the present invention, the first pipeline system includes the pipeline 66a and the electromagnetic switching valve 6 for supply.
8a, a discharge electromagnetic switching valve 70a, the second conduit system further comprises a conduit 67a, a supply electromagnetic switching valve 69a, and a discharge electromagnetic switching valve 71a, and the third conduit system is a conduit 67b, supply electromagnetic switching valve 69b, discharge electromagnetic switching valve 7
1b, and the fourth pipeline system includes a pipeline 66b, a supply electromagnetic switching valve 68b, and a discharge electromagnetic switching valve 70b. In each of the first to fourth pipe systems, a connection point between the discharge electromagnetic switching valve and the supply electromagnetic switching valve is connected to the wheel cylinder of the front wheel 6 or the wheel cylinder of the rear wheel 19.

That is, the hydraulic pressure control circuit H of the conventional four-wheeled vehicle
In the above, the above-mentioned first to fourth pipeline systems are configured, but these first to fourth inlets A, B, C, and D are commonly used in a motorcycle, and the first to fourth inlets are used. The first to fourth outlets A ′, B ′, C ′, and D ′ of the four-pipe system are connection points between the supply electromagnetic switching valve and the discharge electromagnetic switching valve, and these are also commonly used. . Instead of the master cylinder 61 with booster in the case of a four-wheeled vehicle, and both front wheels F
Instead of R, FL and both rear wheels RL, RR, the front and rear wheels having the first and second ports as described above can be safely controlled by simply changing the connection at these entrances and exits. Circuit can be performed.

As described above, the anti-skid control circuit for four wheels can be applied to the anti-skid control circuit of a motorcycle without any change, as is apparent from comparison with the circuit of FIG. It is only necessary to connect the inlet and outlet to the front and rear wheels of the motorcycle to the first and second ports of the wheel cylinder and to the first and second ports of the rear wheel as specified. Therefore, the manufacturing cost can be greatly reduced as compared with the related art.

Although the embodiment of the present invention has been described above, the present invention is, of course, not limited to this, and various modifications can be made based on the technical idea of the present invention.

For example, in the above-described embodiment, the anti-skid control circuit for four wheels shown in FIG. 3 is used. However, the present invention is not limited to this. Applicable to the invention.

[0032]

As described above, according to the motorcycle brake control device of the present invention, the anti-skid control circuit for four wheels can be used as it is, and the manufacturing cost can be greatly reduced.

[Brief description of the drawings]

FIG. 1 is a schematic piping system diagram of a brake control device for a motorcycle according to an embodiment of the present invention.

FIG. 2 is a detailed piping system diagram.

FIG. 3 is a diagram of a conventional anti-skid piping system for a four-wheeled vehicle used to assist understanding of the present invention.

FIG. 4 is a piping diagram for a motorcycle of a conventional example.

FIG. 5 is a piping diagram of another motorcycle.

[Explanation of symbols]

 1 Front Wheel Master Cylinder 2 Rear Wheel Master Cylinder 68a Supplying electromagnetic switching valve 68b Supplying electromagnetic switching valve 69a Supplying electromagnetic switching valve 69b Supplying electromagnetic switching valve 70a Discharging electromagnetic switching valve 70b Discharging electromagnetic switching valve 71a Discharging Solenoid switching valve 71b Solenoid switching valve for discharge

Claims (2)

[Claims] 1. A hydraulic pump having first and second discharge ports and first and second suction ports, and first and second reservoirs respectively connected to the first and second suction ports. A first conduit system having a first inlet connected to a first outlet via a first supply solenoid valve and connecting the first outlet to the first reservoir via a first discharge solenoid valve; A second conduit system having a second inlet connected to a second outlet via a second supply solenoid valve and connecting the second outlet to the first reservoir via a second discharge solenoid valve; A third conduit system having an inlet connected to a third outlet via a third supply solenoid valve and connecting the third outlet to the second reservoir via a third discharge solenoid valve; The fourth outlet is connected to a fourth outlet via a fourth supply solenoid valve, and the fourth outlet is connected to the second reservoir via a fourth discharge solenoid valve. A four-cylinder system, a front-wheel master cylinder is connected to the first and third inlets, and the first and third outlets are respectively connected to front-wheel wheel cylinders. A motorcycle brake control device connected to the second inlet and the fourth inlet, respectively, and the second outlet and the fourth outlet respectively connected to a wheel cylinder of the rear wheel; The solenoid valves are all normally open, the first to fourth discharge solenoid valves are all normally closed, and one of the front wheel master cylinder and the rear wheel master cylinder is operated and the other is not operated. Wherein the braking force is distributed to the front wheels and the rear wheels so that the wheels of the other system do not lock first. 2. The brake control device for a motorcycle according to claim 1, wherein the first to fourth supply solenoid valves and the discharge solenoid valve are two-port two-position solenoid switching valves.