DE102006053143A1 - Motor cycle brake system e.g. for motor cycles, has pressure storage device which compensates for adverse pressure changes during braking pressure both from pumps as well as from master cylinder - Google Patents

Abstract

The hydraulic brake equipment has a pressure storage device (23) which compensates for adverse pressure changes during the braking pressure both from the pumps, as well as from the master cylinder. Depending on the master and pump pressure, the volume of the pressure storage device is adjustable. The pressure storage device (23) is located upstream from an isolating valve (19), and the master and pressure pumps.

Description

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

From the JP 2000071963 A Such a motorcycle brake system is already known. The brake system has a hydraulically actuated front and rear brake, in which can be constructed together and independently of each other via a foot and hand operated master cylinder brake pressure in the wheel brakes. For brake slip control, electromagnetically activatable intake and exhaust valves and a two-circuit pump drivable by an electric motor are used in the front and in the rear wheel brake circuit. Furthermore, in addition to the inlet and outlet valves and the pump out, in addition, an electrical isolation and a changeover valve in each of the two brake circuits available to build with manual operation of one of the two master cylinder and brake pressure in the non-manually operated brake circuit, including the Pump, the separating and switching valve is electrically activated.

One Disadvantage of this brake system is the back of the pump on the manually operated master cylinder, whereby an undesirable operating feeling at the hand or foot brake lever is noticeable.

It is therefore the object of the present invention, a motorcycle brake system the type specified to improve so that as possible simple and reliable means for manual braking prevents an unpleasant operating feeling can be.

These Task is for a motorcycle brake system of the type indicated with the characterizing Characteristics of claim 1 solved.

Further Features and advantages of the invention will become apparent from the dependent claims and from the following description of two embodiments.

It demonstrate:

1 the hydraulic circuit diagram for a motorcycle brake system, in which both brake circuits are autonomously controllable in the sense of a full integral solution,

2 the hydraulic circuit diagram for a motorcycle brake system, in which one of the two brake circuits in the sense of a partial integral solution is autonomously controlled.

The 1 shows the hydraulic circuit diagram with the features essential to the invention for a motorcycle brake system in a schematic representation, the brake circuits are autonomously controlled in the sense of a full integral solution. The brake system consists of a hydraulically actuated front and rear brake circuit 4 . 10 , each with one on the front brake circuit 4 connected, operated by manual power master cylinder 7 and with a fußkraftproportional actuated master cylinder 13 at the rear wheel brake circuit 10 to operate the rear brake 14 ,

For the brake slip control are in the front and rear brake circuit 4 . 10 Electromagnetically actuated inlet and outlet valves 6 . 12 arranged, in each case the open in the basic position inlet valve 6 in the brake line of the front and the rear wheel brake circuit 4 . 10 is used, which is the respectively associated master cylinder 7 . 13 via a separating valve 19 with the front or rear brake 5 . 14 combines. The outlet valve closed in basic position 12 is in each case in a return line 15 used by each brake circuit, which the front or rear brake 5 . 14 each with a low-pressure accumulator 16 and the suction path 21 a two-circuit split pump 9 which works on the return flow principle. The pump 9 is on the pressure side with the brake lines 18 Both brake circuits in conjunction, so that in a brake slip control phase a needs-based return promotion of each of the front and rear brake 5 . 14 drained brake fluid volume in the brake lines 18 is guaranteed both brake circuits. The pump pistons of the two pump circuits are shared by an electric motor 2 driven so that without the valve circuit according to the invention to be explained in more detail below, the pulsation of the pump pressure would react unhindered either on the manually operated brake lever or the foot-operated brake pedal even with a slip-free deceleration with the start of the pump.

For the detection of the master cylinder 7 in the front brake circuit 4 Injected pressure is usually a pressure sensor 1 used. Also the monitoring of the in the rear wheel brake circuit 10 manually controlled pressure by means of a near the master cylinder 13 arranged pressure sensor 3 , For safe monitoring of the wheel brake pressure and at the same time for comfort-oriented analogue control of the intake valves 6 are both brake circuits 4 . 10 additionally with two wheel brake pressure sensing pressure sensors 2 Mistake.

With manual operation of the front wheel brake circuit 4 forms the means of the pressure sensor 1 in the front wheel brake circuit 4 detected master brake cylinder pressure, the reference variable for electrical activity tion of the rear wheel brake circuit 10 connected pump 9 that work in conjunction with the intake and exhaust valves 6 . 12 , the separating and switching valve 19 . 20 an automatic (autonomous) brake pressure control in the rear wheel brake circuit 10 according to one in the control unit 8th stored electronic braking force distribution characteristic causes, if only the front brake circuit 4 connected master cylinder 7 is operated via the handbrake lever.

By analogy with that, with exclusive manual operation of the rear wheel brake circuit 10 the at the master cylinder 13 of the rear wheel brake circuit 4 arranged pressure sensor 3 the reference variable for the electrical activation of the front wheel brake circuit 10 used pump 9 , the inlet and outlet valves 6 . 12 and the changeover and isolation valve 20 . 19 forms, even with exclusive manual operation of the rear brake circuit 10 connected Hauptbremszy Linders 13 an automatic (autonomous) brake pressure control in the front brake circuit 4 to effect.

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 symbolically represented control unit 8th preferably forms an integral part of the front and rear wheel brake circuit 4 . 10 having brake unit 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 brake unit 11 integrated inlet and outlet valves 6 . 11 , Changeover and isolation valves 20 . 19 attached. The brake 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 4, 10 angeordnete Einlassventil 6 wird über das Steuergerät 8 elektromagnetisch geschlossen, um einen weiteren Druckaufbau im Vorderrad- bzw. Hinterradbremskreis 4, 10 zu unterbinden.
• 2. Sollte zur Reduzierung der Blockierneigung zusätzlich ein weiterer Druckabbau im Vorderrad- bzw. Hinterradbremskreis 4, 10 erforderlich sein, so wird dies durch das Öffnen des jeweils mit dem Niederdruckspeicher 16 verbindbaren, normalerweise stromlos geschlossenen Auslassventil 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 4, 10 erzeugte Hauptbremszylinderdruck nicht auf den Vorderrad- bzw. Hinterradbremskreis 4, 10 fortpflanzen kann.
• 3. Wenn die ermittelten Schlupfwerte wieder einen Druckaufbau im Vorderrad- bzw. Hinterradbremskreis 4, 10 erlauben, wird das Auslassventil 6 wieder geschlossen und das Einlassventil 6 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.
• 4. Während des schlupffreien als auch schlupfgeregelten Bremsvorgangs verharrt das Trennventil 19 und das Umschaltventil 20, die dem manuell betätigten Hauptbremszylinder nachgeordnet sind, in ihrer abgebildeten Grundstellung, während das Trenn- und Umschaltventil 19, 20, welche dem nicht betätigten Hauptbremszylinder nachgeordnet sind, elektromagnetisch erregt ihre Umkehrstellung einnehmen, wodurch die elektrisch aktivierte Pumpe 9 im elektrohydraulisch angesteuerten Bremskreis Druckmittel über das geöffnete Umschaltventil aus dem nicht betätigten Hauptbremszylinder entnimmt, ohne infolge der elektromagnetisch veranlassten Sperrstellung des zugehörigen Trennventils 19 in den nicht betätigten Hauptbremszylinder zurückfördern zu können.

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. That in the front wheel or in the rear wheel brake circuit 4 . 10 arranged inlet valve 6 is via the control unit 8th Electromagnetically closed to another pressure build-up in the front and rear brake 4 . 10 to prevent.
• 2. Should reduce the blocking tendency additionally further pressure reduction in the front and rear brake circuit 4 . 10 Be required, this is done by opening each with the 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 in the front or rear brake 4 . 10 generated master cylinder pressure not on the front and rear brake circuit 4 . 10 can reproduce.
• 3. If the determined slip values again a pressure build-up in the front wheel or rear wheel brake circuit 4 . 10 allow, the outlet valve 6 closed again and the inlet valve 6 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.
• 4. During the slip-free as well as slip-controlled braking process, the isolation valve remains 19 and the switching valve 20 , which are arranged downstream of the manually operated master cylinder, in its illustrated basic position, while the separating and switching valve 19 . 20 , which are arranged downstream of the non-actuated master cylinder, electromagnetically energized occupy their reverse position, whereby the electrically activated pump 9 in the electrohydraulically controlled brake circuit pressure medium via the open switching valve from the non-actuated master cylinder takes, without due to the electromagnetically induced locking position of the associated isolation valve 19 to be able to return to the non-actuated master cylinder.

Both brake circuits 4 . 10 According to their circuit design thus in the sense of full integral brake function together and independently operable, with the peculiarity that when a manual actuation of one or the other connected to the brake circuit master cylinder not only a brake pressure build-up in the actuated master cylinder wheel brake connected, but at the same time an electro-hydraulic (autonomous) brake pressure build-up in the brake circuit, the master cylinder is not actuated, including the electric motor 2 the pump 9 put into operation for the purpose of external braking. To do this, remove the pump 9 Pressure medium via the electrically open changeover valve 20 from the non-actuated master cylinder and promotes it to the wheel of the manually operated brake circuit, while the isolation valve 19 the pump pressure side separates from the manually deactivated master cylinder.

It follows that when operating one of the two master cylinder 7 . 13 the brake circuit not actuated by the driver already slips free deceleration electrohydraulically externally controllable by the dual-circuit pump 9 is pressurized so that both the front and rear brakes 5 . 14 actively contribute to braking deceleration.

Due to the forced coupling of the two pump circuits would thus without the essential features of the invention yet to be explained in the additional braking on the not originally operated master cylinder by the pump 9 in the autonomously controlled brake circuit generated system pressure are first overcome, before the manually operated brake lever continues to move over the parallel to the isolation valve 19 arranged check valve 17 In addition to be able to build up brake pressure in the autonomously operated wheel brake.

However, as long as the hand or foot force on the brake lever below the opening of the check valve 17 required hydraulic power remains, the wheel brake pressure and the position of the brake lever does not change.

Regardless of which of the two master cylinder 7 . 13 is manually operated to initiate braking, the invention provides that in that brake circuit, the first via the associated master cylinder not manually, but by commissioning the pump 9 externally controllable to be supplied with brake pressure, a pressure fluid reservoir 23 is connected, which is exposed in the function of a compensator until the manual actuation of the master cylinder, initially only the pump circuit effective in the brake circuit.

According to the inventive idea presented, the exemplary embodiment 1 preferably an arrangement of the pressure medium reservoir 23 at the front wheel brake circuit 4 , via the sensitive handbrake lever on the master cylinder 7 can be acted upon.

Because of the rear wheel brake circuit 10 connected master cylinder 13 can be actuated via a driver's foot, which is generally not sensitive, is an arrangement of a further accumulator in the rear wheel brake 10 not mandatory.

In a manual operation of the rear brake circuit 10 connected master cylinder 13 is thus also the front wheel brake 4 Connected accumulator 23 by the electrical control of the pump 9 put under pressure. To do this, remove the pump 9 about that in the front wheel brake circuit 4 open changeover valve 20 from the non-actuated master cylinder 7 the required pressure fluid volume, while the isolation valve 19 remains in locked position.

Thus, the volume of the pressure medium accumulator 23 to the pressure changes in the front wheel brake circuit 4 can be variably adjusted, is the accumulator 23 upstream to the isolation valve 19 at a branch of the brake and pump pressure line 18 . 24 connected, so in the pressure fluid reservoir 23 in each case the change of the master brake cylinder and pump pressure to a volume displacement element which can be acted upon by the master brake cylinder and pump pressure in opposite directions 26 acts. The volume displacement element 26 divides the accumulator 23 in two separately acted chambers 27 . 28 of which the first chamber 27 from the pressure of the master cylinder 4 and the second chamber 28 from the pump pressure in the front brake circuit 4 can be acted upon.

In the acted upon by the master cylinder pressure first chamber 27 is a spring 29 used in the brake release position, ie as long as the front wheel brake 4 is not acted upon by the pump pressure, the volume displacement element 26 positioned in the illustrated home position, in which the storage volume of the first chamber 27 a maximum and in the acted upon by the pump pressure second chamber 28 a minimum.

In a service brake position is the volume displacement element 26 from the pump pressure towards the first chamber 27 shifted, causing the spring 29 their biased operating position occupies. The storage volume of the first chamber 27 reduces to a minimum, while the storage volume of the second chamber 28 increases to a maximum, as long as the pressure from the connected master cylinder 7 and the spring 29 resulting force on the volume displacement element 26 is smaller than the opposite acting pump pressure.

The sliding element 26 is thus at a generated by the pump pressure external braking of the front wheel brake 4 shifted by the pump pressure against the master cylinder pressure until an equilibrium with the spring force is established.

In addition to the external braking of the front brake 4 an actuation of the master cylinder 7 mounted handbrake lever, so the master cylinder pressure acts in addition to the spring 29 on the volume displacement element 26 and shifts the volume displacement element upon reaching the pump pressure 26 back to the illustrated basic position, without the manual on the front brake 4 initiated one a haptic unpleasant reaction of the pump pressure on the handbrake lever is noticeable.

By a suitable structural design of the accumulator 23 such as by the choice of chamber volumes, the dimensioning of the volume displacement element 26 and the spring 29 a haptic suitable lever actuation characteristics can be realized in a very simple way, without affecting the active pressure increase in the front brake 5 having to accept.

Thus, at the beginning of a foreign braking no unwanted delay in the front brake 5 to be fed pump pressure occurs is in front of the second chamber 28 in the branch of the pump pressure line 24 a panel 25 used, so priority to the front brake 5 Pressure medium is conveyed before the second chamber 28 crowded.

Alternatively to the motorcycle brake system with full integral function 1 comes from 2 a motorcycle brake system with partial integral function, according to which only one of the two brake circuits is autonomously controlled in terms of external braking.

In the embodiment according to 2 Therefore, preferably has the front wheel brake 4 already out 1 known hydraulic circuit with the accumulator according to the invention 23 due to the sensitivity of the handbrake lever on the master cylinder 7 when manually braked in the front brake circuit 4 to achieve a comfortable brake actuation feeling.

Regarding the in 2 illustrated front brake circuit 4 Thus, all structural and functional details correspond to that 1 known front brake circuit 4 ,

The in 2 pictured rear brake circuit 10 is different from the rear wheel brake circuit 10 to 1 due to the partial integral function due to the absence of required for autonomous operation circuitry for separating and switching valve. For all further details on the structure and function of the rear wheel brake circuit 10 to 2 will be on 1 directed.

In the embodiment according to 1 and 2 are the normally open isolation valves 19 , the switching valves closed in basic position 20 , the inlet valves opened in the basic position 6 , as well as in the basic position closed exhaust valves 12 designed as electrically operated 2/2-way valves, which remain in the simplest way in each case by a spring in its illustrated basic position. Further, it is parallel to each of the two isolation valves 19 one in the direction of the wheel brake 5 . 14 opening check valve 17 arranged, which regardless of the isolation valve position at any time on the connected master cylinder 7 . 13 a brake pressure build-up can take place.

1

pressure sensor

2

pressure sensor

3

pressure sensor

4

Front wheel brake circuit

5

front brake

6

intake valve

7

Master Cylinder

8th

control unit

9

pump

10

Rear wheel brake circuit

11

brake unit

12

outlet valve

13

Master Cylinder

14

rear brake

15

Return line

16

Low-pressure accumulator

17

check valve

18

brake line

19

isolation valve

20

switching valve

21

Pumpensaugpfad

22

surge tank

23

Accumulator

24

Pump pressure line

25

cover

26

Volume displacement element

27

chamber

28

chamber

29

feather

Claims (8)

Motorcycle brake system having a hydraulically actuated first and second brake circuit, with two master brake cylinders for independent actuation of both brake circuits, with an inlet and outlet valve provided for braking pressure control in each brake circuit, with a preferably operating according to the Rückförderprinzip pump for pressure supply of the first and the second brake circuit, with a first wheel brake in the first brake circuit and a second wheel brake in the second brake circuit, as well as with a separating and switching valve in that brake circuit which can be acted upon by the delivery pressure of the pump for autonomous braking pressure build-up in one of the two wheel brakes independently of actuation of the master brake cylinder associated therewith, characterized in that on at least one of the two brake circuits a pressure fluid reservoir ( 23 ) connected to both the master cylinder and pump pendruck is exposed. Motorcycle brake system according to claim 1, characterized in that, depending on the master brake cylinder and pump pressure, the volume intake of the accumulator ( 23 ) is variably adjustable. Motorcycle brake system according to claim 1 or 2, characterized in that the pressure fluid reservoir ( 23 ) upstream of the isolation valve ( 19 ) is acted upon by the master cylinder and pump pressure. Motorcycle brake system according to one of the preceding claims 1, characterized in that the accumulator ( 23 ) upstream of the isolation valve ( 19 ) at a branch of the brake and pump pressure line ( 18 . 24 ) connected. Motorcycle brake system according to claim 4, characterized in that in the branch of the pump pressure line ( 24 ) an aperture ( 25 ) is used. Motorcycle brake system according to one of the preceding claims, characterized in that in the pressure fluid reservoir ( 23 ) a volume displacement element which can be acted upon oppositely by the master brake cylinder and pump pressure (US Pat. 26 ) is used, which the pressure fluid reservoir ( 23 ) in two separately acted upon chambers ( 27 . 28 ). Motorcycle brake system according to claim 6, characterized in that in the acted upon by the master cylinder pressure first chamber ( 27 ) a feather ( 29 ) is inserted, which in the brake release position, the volume displacement element ( 26 ) in its basic position, in which the storage volume of the first chamber ( 27 ) a maximum and in the acted upon by the pump pressure second chamber ( 28 ) is a minimum. Motorcycle brake system according to one of the preceding claims, characterized in that in a service brake position the volume displacement element ( 26 ) is acted upon by the pump pressure in a spring ( 29 ) biasing operating position is positioned in which the storage volume of the first chamber ( 27 ) a minimum and that of the second chamber ( 28 ) is a maximum, as long as the from the master cylinder pressure and the spring ( 29 ) resulting force on the volume displacement element ( 26 ) is less than the counteracted acting pump pressure.