JP2000071963A - Brake control device for motorcycle - Google Patents

Brake control device for motorcycle

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Publication number
JP2000071963A
JP2000071963A JP10265731A JP26573198A JP2000071963A JP 2000071963 A JP2000071963 A JP 2000071963A JP 10265731 A JP10265731 A JP 10265731A JP 26573198 A JP26573198 A JP 26573198A JP 2000071963 A JP2000071963 A JP 2000071963A
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Japan
Prior art keywords
wheel
rear
front
switching valve
brake
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JP10265731A
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Japanese (ja)
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JP3457190B2 (en
Inventor
Tadashige Sakamoto
忠重 坂元
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Nippon Abs Ltd
日本エービーエス株式会社
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Priority to JP26573198A priority Critical patent/JP3457190B2/en
Publication of JP2000071963A publication Critical patent/JP2000071963A/en
Application granted granted Critical
Publication of JP3457190B2 publication Critical patent/JP3457190B2/en
Anticipated expiration legal-status Critical
Application status is Expired - Lifetime legal-status Critical

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Abstract

PROBLEM TO BE SOLVED: To provide a brake control device conducting antiskid control and the drive slip control of a rear wheel, capable of interlocking front and rear wheels and capable of controlling them or applying a normal brake action by providing feed solenoid selector valves and discharge solenoid selector valves for the front and rear wheels respectively and two gang control solenoid selector valves for the front and rear wheels. SOLUTION: When only one of front and rear master cylinders 1, 2 is operated, a first gang control solenoid selector valve 6b or 6a connected to the other is closed, a second gang control solenoid selector valve 19b or 19a is opened, and a hydraulic pump 11 is driven to apply a brake to both wheels. At the time of brake slip control, the brake hydraulic pressures of front and rear wheels are controlled by the feed solenoid selector valves 8a, 8b and discharge solenoid selector valves 9a, 9b of the front and rear wheels. At the time of the drive slip control of the rear wheel, the first gang control solenoid selector valve 6b for the rear wheel is closed, the second gang control solenoid selector valve 19b for the rear wheel is opened, and the hydraulic pump 11 is driven to apply a brake to both wheels.

Description

【発明の詳細な説明】 DETAILED DESCRIPTION OF THE INVENTION

【0001】 [0001]

【発明の属する技術分野】本発明は自動二輪車用ブレーキ制御装置に関する。 The present invention relates to relates to a brake control device for a motorcycle.

【0002】 [0002]

【従来の技術】図3は従来の自動二輪車の配管系統図を示すものであるが、前輪F及び後輪Rのブレーキ作動装置M/Cはそれぞれ独立して、前輪F及び後輪RのホイールシリンダW/Cに接続されている。 Although the Related Art FIG. 3 shows a piping system diagram of a conventional motorcycle, brake actuator M / C of the front wheel F and the rear wheel R is independently of the front wheel F and the rear wheel R wheel It is connected to the cylinder W / C. 従って、レバー入力により後輪RのホイールシリンダW/Cに液圧を与えることができず、また、ペダル入力により前輪FのホイールシリンダW/Cに液圧を供給することもできない。 Therefore, it is impossible to provide a hydraulic wheel cylinder W / C of the rear wheel R by the lever input, it is also not possible to supply the hydraulic pressure to the wheel cylinder W / C of the front wheel F by pedal input.

【0003】図4は図3の自動二輪車にABS(アンチロック・ブレーキ・システム)制御回路を加えた配管系統図であるが、前輪F及び後輪Rのブレーキ作動装置のマスターシリンダM/Cはそれぞれフロント用チャンネル(CH)及びリヤ用チャンネル(CH)に接続される。 [0003] Figure 4 is a piping diagram plus ABS (anti-lock braking system) control circuit motorcycle of FIG. 3, the master cylinder M / C of the brake actuator of the front wheel F and the rear wheel R is each of which is connected to the front channel (CH) and a rear channel (CH). これらは前輪F及び後輪RのホイールシリンダW/ These front wheel F and the rear wheel R wheel cylinder W /
Cに接続される。 It is connected to the C. フロント用チャンネル及びリヤ用チャンネルはそれぞれ電磁切換弁から成っているが、これらのソレノイド部はコントロールユニットECUから励磁、非励磁の信号を受ける。 Each channel and rear channel is for the front but consist electromagnetic switching valve, these solenoid portion excitation from the control unit ECU, receives signals deenergized. 更に、前輪F及び後輪Rには車輪速度センサFS、RSが設けられており、これらはコントロールユニットECUに加えられる。 Further, the front wheel F and the rear wheel R wheel speed sensors FS, and RS are provided, it is added to the control unit ECU. レバー入力、ペダル入力があれば、前輪用BLSF信号及び後輪用BLSR信号がコントロールユニットECUに加えられる。 Lever input, if any pedal input, BLSF signal and the rear-wheel BLSR signal for the front wheels is applied to the control unit ECU. フロント用チャンネル及びリヤ用チャンネルにより、前輪F及び後輪Rのブレーキ力が保持、減圧、上昇させられ、公知のアンチスキッド制御を行うが、やはり、前輪のブレーキ作動装置M/Cで後輪Rにブレーキをかけることができず、また後輪のブレーキ作動装置M The front channel and a rear channel, the braking force of the front wheel F and the rear wheel R is held, reduced pressure, is raised, performs the known anti-skid control, again, the rear wheel R in the front wheel brake actuation device M / C can not brake the, also the rear wheel brake actuation device M
/Cで前輪Fのブレーキをかけることもできない。 / Not be able to apply the brakes of the front wheel F at C. 図3 Figure 3
及び図4の配管系統で、高μ路面上で、後輪系統で制動を行った場合、荷重移動により、後輪Rの接地力の減少が生じ、前輪系統で制動を行った場合と比較して、約1 And a pipe system of FIG. 4, on the high μ road surface, when performing braking by the rear wheel system, the load transfer, a decrease of the ground force of the rear wheel R is caused, compared with the case of performing the braking by the front wheel system Te, about 1
/2〜2/3程度の減速度しか発生しない。 / 2 to 2/3 of about deceleration only does not occur. 自動二輪車では全体の重心がホイールベースに関し、四輪車より高いので、この差は特に著しい。 The center of gravity of the total relates wheelbase motorcycle is higher than the four-wheeled vehicle, this difference particularly pronounced.

【0004】他方、特開平8−133159号公報の車両のブレーキ装置によれば、前輪は後輪のブレーキ作動に連動してブレーキをかけられるようにしているが、一個のアクチュエータを介して連動され、また、これに関連してモータの正転、逆転により、アンチスキッド制御も行っているが、機械的な構成であり、部品点数も大きく、構造が複雑である。 [0004] On the other hand, according to the brake device for a vehicle of JP-A-8-133159 and JP-although the front wheels so that is braked in conjunction with brake operation for the rear wheels, are interlocked through one of the actuator Further, the forward rotation of the motor in relation, by the reverse rotation which, although also performed antiskid control, a mechanical structure, the number of parts is large, the structure is complicated.

【0005】特開平7−329747号公報に記載の自動二輪車用制動装置においても、後輪のブレーキ作動装置を作動させた場合には、前輪のブレーキ作動装置を作動させずとも、前輪にブレーキをかけられるようにしているが、やはり、チェーンや係合部材やガイド部材やワイヤーなどが用いられており、部品点数が大きく、その機械的な構造は複雑である。 [0005] Also in the brake system for a motorcycle described in JP-A-7-329747, when actuating the brake actuator of the rear wheel, without operating the front wheel brake actuator, the brake wheel While being subjected is so, also have been used, such as chains or the engaging member and guide member or wire, the number of components is large, the mechanical structure is complicated.

【0006】本出願人は先に上述の問題に鑑みて、簡単な構成で、後輪又は前輪ブレーキ作動装置のみを作動させたときでも前輪又は後輪にブレーキを連動して加えることができ、アンチスキッド制御も同時に行うことができる自動二輪車用アンチスキッド制御装置を提供することを課題として、前輪用マスタシリンダ及び後輪用マスタシリンダの各作動により独立して前輪のホイールシリンダ及び後輪のホイールシリンダにブレーキ圧液を供給可能とする自動二輪車用ブレーキ制御装置において、前記後輪用マスタシリンダと前記前輪のホイールシリンダとの間及び前記前輪用マスタシリンダと前記後輪のホイールシリンダとの間に、それぞれ連動用電磁切換弁を配設し、少なくとも前記後輪用マスタシリンダ又は前記前輪用マスタシリン [0006] The present applicant has in view ahead of the above problems, a simple configuration, even can be added in conjunction with brake the front wheel or the rear wheels when operated only rear wheel or front wheel brake actuation device, as object of the present invention to provide an anti-skid control device for a motorcycle capable of performing anti-skid control at the same time, front wheel cylinder and the rear wheels of the wheel independently by each actuation of the front wheel master cylinder and the rear wheel master cylinder a brake control apparatus for a motorcycle which can be supplied to the brake hydraulic cylinder, between the wheel cylinders of the rear wheel and between the front wheel master cylinder and the rear wheel master cylinder the front wheel cylinder , respectively disposed interlocked selector valve, at least the rear wheel master cylinder or said front-wheel Masutashirin を作動させた状態で、該作動させた方の前記連動用電磁切換弁を駆動させて、開とすることを特徴とする自動二輪車用ブレーキ制御装置、または、 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,
前輪用マスタシリンダ及び後輪用マスタシリンダと、前輪のホイールシリンダ及び後輪のホイールシリンダとの間にそれぞれ配設される供給用電磁切換弁と、前記前輪のホイールシリンダ及び前記後輪のホイールシリンダにそれぞれ接続される第1の排出用電磁切換弁と、前記排出用電磁切換弁にそれぞれ接続される第1リザーバ及び第2リザーバと、該第1リザーバ及び第2リザーバに吸込口が接続される液圧ポンプと、前記前輪用マスタシリンダと前記後輪のホイールシリンダとの間に配設される第1連動用電磁切換弁と、前記後輪用マスタシリンダと前記前輪のホイールシリンダとの間に配設される第2連動用電磁切換弁と、前記後輪のホイールシリンダと前記第1のリザーバとの間、及び前記前輪のホイールシリンダと前記第2のリ A front wheel master cylinder and the rear wheel master cylinder, a supply selector valves disposed respectively between the front wheel cylinder and the rear wheel cylinders, said front wheel cylinder and the rear wheel of the wheel cylinder a first discharge electromagnetic switching valve, a first reservoir and a second reservoir which is connected to said discharge electromagnetic switching valve, it is inlet to the first reservoir and the second reservoir is connected which is connected to a hydraulic pump, a solenoid selector valve first for interlocking disposed between the wheel cylinders of the rear wheel and the front wheel master cylinder, between said rear wheel master cylinder the front wheel cylinder a second interlocking selector valves disposed between the wheel cylinders of the rear wheel the first reservoir, and the second re and the front wheel cylinder ーバとの間に、それぞれ配設される第2の排出用電磁切換弁とからなる自動二輪車用ブレーキ制御装置を提案した(特願平9−205406号)。 Between the over server has proposed a motorcycle brake control device and a second discharge selector valves disposed respectively (Japanese Patent Application No. 9-205406).

【0007】然るに、上記装置によっては、駆動輪である後輪の駆動トルクが大き過ぎて、この車輪が駆動スリップする場合の防止策については何ら施されていない。 [0007] However, by the above apparatus, wheel driving torque is too large after a drive wheel, not any applied for prevention when the wheel is driven slip.

【0008】 [0008]

【発明が解決しようとする課題】本発明は上述の問題に鑑みてなされ、アンチスキッド制御を行いながら後輪の駆動スリップ制御も行い、かつ前後輪連動可能でこれら制御或いは通常のブレーキ作用を行わせることのできる自動二輪車用ブレーキ制御装置を提供することを課題とする。 The present invention invention is to solve the above has been made in view of the above problems, also performs traction control of the rear wheels while the anti-skid control, and make these control or normal braking action possible front and rear wheel interlocking and to provide a brake control device for the motorcycle that can.

【0009】 [0009]

【課題を解決するための手段】以上の課題は、前輪用マスタシリンダ及び後輪用マスタシリンダと、前輪のホイールシリンダ及び後輪のホイールシリンダとの間にそれぞれ配設される前輪用供給電磁切換弁及び後輪用供給電磁切換弁と、前記前輪のホイールシリンダ及び前記後輪のホイールシリンダにそれぞれ接続される前輪用排出電磁切換弁及び後輪用排出電磁切換弁と、前記前輪、後輪用排出電磁切換弁にそれぞれ接続される前輪用リザーバ及び後輪用リザーバと、前記前輪用マスタシリンダ及び前記後輪用マスタシリンダと前記前輪、後輪用供給電磁切換弁との間にそれぞれ配設される第1前輪、後輪用連動制御電磁切換弁と、前記前輪用リザーバ及び後輪用リザーバに吸込口側が接続され、吐出口側がそれぞれ前記第1前輪、後輪用 Means for Solving the Problems The above problem is a front wheel master cylinder and the rear wheel master cylinder, front-wheel supply electromagnetic switching disposed respectively between the front wheel cylinder and the rear wheel cylinder a valve and the rear wheel supply electromagnetic switching valve, and the front wheel of the wheel cylinder and discharge the electromagnetic switching valve and the rear-wheel discharge electromagnetic switching valve for the front wheels which are connected to the wheel cylinder of the rear wheel, the front wheel, rear wheel a front wheel reservoir and the rear wheel reservoir which is connected to the discharge solenoid selector valve, wherein said front wheel master cylinder and the rear wheel master cylinder front wheels are respectively disposed between the rear-wheel supply electromagnetic switching valve that the first front wheel, and the rear-wheel interlocking control electromagnetic switching valve, inlet side is connected to the front wheel reservoir and the rear wheel reservoir, the discharge port side, respectively first front wheel, rear wheel 動制御電磁切換弁と前記前輪、後輪用供給電磁切換弁との間の管路に接続される液圧ポンプと、前記前輪用マスタシリンダ及び前記後輪用マスタシリンダと前記液圧ポンプの吸込口との間にそれぞれ配設される第2前輪、後輪用連動制御電磁切換弁とからなり、前記前輪用マスタシリンダ及び前記後輪用マスタシリンダの一方のみを作動させたときには、他方に接続される前記第1後輪用又は前輪用連動制御電磁切換弁を閉状態とし、かつ前記第2後輪用又は前輪用連動制御電磁切換弁を開状態とし、前記液圧ポンプを駆動させて、前記他方に接続される前輪または後輪にもブレーキをかけるようにし、制動スリップ制御時には前記前輪、後輪用供給電磁切換弁及び前記前輪、後輪用排出電磁切換弁の制御により、前記前輪及び後輪のブレ Wherein the turning control electromagnetic switching valve wheels, a hydraulic pump connected to the conduit between the rear-wheel supply electromagnetic switching valve, the suction of the hydraulic pump and the front wheel master cylinder and the rear wheel master cylinder the second wheel, which is respectively arranged between the mouth, consists of a rear-wheel interlocking control electromagnetic switching valve, only one of the front-wheel master cylinder and the rear wheel master cylinder when operated are connected to the other said for the first rear-wheel or front-wheel interlocking control the electromagnetic switching valve is then closed, and the second rear-wheel or front-wheel interlocking control electromagnetic switching valve to the open state, by driving the hydraulic pump, so as to brake in front or rear wheel is connected to the other, said during braking slip control wheel, rear-wheel supply electromagnetic switching valve and the front wheel, the control of the discharge electromagnetic switching valve for the rear wheels, the front wheels and blurring of the rear wheel キ液圧の制御を行い、後輪の駆動スリップ制御時には、制御すべき後輪に接続されている前記第1後輪用連動制御電磁切換弁を閉状態とし、前記第2後輪用連動制御電磁切換弁を開状態とし、前記液圧ポンプを駆動して、前記後輪にブレーキをかけるようにしたことを特徴とする自動二輪車用ブレーキ制御装置、によって解決される。 And controls the liquid pressure at the time of traction control of the rear wheels, the first rear-wheel interlocking control electromagnetic switching valve that is connected to the rear wheel to be controlled are closed, the second rear-wheel interlocking control the electromagnetic switching valve to the open state, the fluid drives the pressure pump is solved by a brake control device, for a motorcycle is characterized in that so as to apply a brake to the rear wheel.

【0010】 [0010]

【発明の実施の形態】図1は本発明の実施の形態による自動二輪車用ABS(アンチスキッド制御)/ASR DESCRIPTION OF THE PREFERRED EMBODIMENTS Figure 1 is a motorcycle for ABS (anti-skid control) according to the embodiment of the present invention / ASR
(駆動スリップ制御)制御装置を示す。 It shows the (drive slip control) controller. 図において、ハンドブレーキ用マスタシリンダ1にはこれを駆動するレバー3が結合されており、フットブレーキ用マスタシリンダ2にはこれを駆動するブレーキペダル4が結合されている。 In the figure, the master cylinder 1 for hand brake is coupled lever 3 for driving the brake pedal 4 is connected to drive this to the master cylinder 2 for the foot brake. これらマスタシリンダ1、2は管路5a、5b The master cylinder 1 and 2 conduit 5a, 5b
に接続され、第1前輪、後輪用連動制御電磁切換弁6 Is connected to the first front wheel, rear-wheel interlocking control electromagnetic switching valve 6
a、6b、更に管路7a、7bを介して前輪、後輪用供給電磁切換弁8a、8bを通り、前輪F及び後輪Rのホイールシリンダに接続される。 a, 6b, is further connected pipe 7a, the front wheels via 7b, rear wheel supply electromagnetic switching valve 8a, through 8b, the wheel cylinders of the front wheel F and the rear wheel R. これらホイールシリンダは前輪、後輪用排出電磁切換弁9a、9bを介して前輪、後輪用低圧リザーバ10a、10bに接続される。 These wheel cylinders front wheel, rear-wheel discharge electromagnetic switching valve 9a, the front wheels via 9b, rear wheel low pressure reservoir 10a, are connected to 10b.
これらリザーバは公知のように、ケーシング内にピストンPが摺動自在に嵌合しており、ばねSにより図において上方に付勢され、その上方にブレーキ液貯蔵室を画成している。 These reservoirs as is known, the piston P in the casing is slidably fitted, is urged upward in the drawing by a spring S, it defines a brake fluid reservoir chamber thereabove. これは逆止弁18a、18b、更に逆止弁1 This check valve 18a, 18b, further check valve 1
7a、17bを介して液圧ポンプ11の吸込口に接続される。 7a, it is connected to the suction port of the hydraulic pump 11 via 17b. この吐出口は逆止弁16a、16b、ダンパー1 The discharge port check valve 16a, 16b, the damper 1
4a、14b、絞り15a、15bを介して上述の管路7a、7bに接続される。 4a, 14b, the diaphragm 15a, the above-mentioned conduit 7a through 15b, are connected to 7b.

【0011】ハンドブレーキ用マスタシリンダ1及びフットブレーキ用マスタシリンダ2は更に、第2前輪、後輪用連動制御電磁切換弁19a、19bに接続され、これらはそれぞれ上述の逆止弁17a、18a及び17 [0011] Hand brake master cylinder 1 and a foot brake master cylinder 2 further includes a second front wheel, rear-wheel interlocking control electromagnetic switching valve 19a, is connected to 19b, the check valve 17a of each of these above, 18a and 17
b、18bの接続点に接続される。 b, it is connected to a connection point of 18b. なお、逆止弁17 In addition, the check valve 17
a、17bの開弁圧は逆止弁18a、18bのそれらに比べ充分に小さい。 a, the valve opening pressure of 17b are check valves 18a, sufficiently small compared with those 18b.

【0012】本発明の実施の形態によるABS/ASR [0012] The ABS according to an embodiment of the present invention / ASR
制御装置は以上のように構成されるが、次にこの作用について説明する。 The controller is configured as above is next described this effect.

【0013】図示せずとも、前輪F及び後輪Rに近接して車輪速度センサが設けられる。 [0013] Even not shown, the wheel speed sensors provided in close proximity to the front wheel F and the rear wheel R. この検出信号を受ける、やはり図示しないコントロール・ユニットからの信号を各電磁切換弁6a、6b、8a、8b、9a、9 The receiving the detection signal, also signal each electromagnetic switching valve 6a from the control unit, not shown, 6b, 8a, 8b, 9a, 9
b、19a、19bのソレノイド部sに加えられる。 b, 19a, is added to the solenoid portion s of 19b.

【0014】まず通常のブレーキ作用について説明すると、仮にハンドブレーキのレバー3のみを作動させたとすれば、管路5aにブレーキ圧液が供給され、これは開状態にある第1前輪用連動制御電磁切換弁6a及び管路7a、前輪用供給電磁切換弁8aを通って前輪Fのホイールシリンダに供給されブレーキがかけられる。 [0014] First will be described the normal braking action, if if is actuated only lever 3 handbrake, the brake liquid is supplied to the conduit 5a, which interlock control solenoid for a first front wheel in an open state switching valve 6a and line 7a, through the front-wheel supply electromagnetic switching valve 8a brake is supplied to the front wheel F of the wheel cylinders are subjected. フットブレーキペダル4を踏み込んだときにも同様にして、管路5b、第1後輪用連動制御電磁切換弁6b、管路7 Also similarly when depresses the foot brake pedal 4, conduit 5b, the first rear-wheel interlocking control electromagnetic switching valve 6b, conduit 7
b、後輪用供給電磁切換弁8bを通って後輪Rのホイールシリンダにブレーキ圧液が供給されるのであるが、今ブレーキペダル4を踏んでいないとするとこの場合には、第1後輪用連動制御電磁切換弁6bのソレノイド部sが励磁される。 b, the brake liquid to the wheel cylinders of the rear wheel R through the rear wheel supply electromagnetic switching valve 8b is being supplied, in this case when the current does not step on the brake pedal 4, after the first wheel solenoid portion s of use interlocking control the electromagnetic switching valve 6b is energized. これにより通常は連通位置Aをとっているが、リリーフバルブB(このリリーフ圧は充分に高い)の位置に切り換えられる。 Thereby is usually taking a communicating position A, it is switched to the position of the relief valve B (the relief pressure is sufficiently high). 更に第2後輪用連動制御電磁切換弁19bのソレノイド部sも励磁されて連通位置をとる。 Taking communicating position is further also excited solenoid portion s of the second rear-wheel interlocking control electromagnetic switching valve 19b. 更に液圧ポンプ11の駆動モータ12が駆動される。 Furthermore the drive motor 12 of the hydraulic pump 11 is driven. これによってフットブレーキ用マスタシリンダ2は今や開となった第2後輪用連動制御電磁切換弁19 The second rear-wheel interlocking control electromagnetic switching valve 19 becomes thereby the master cylinder 2 for the foot brake is now open
b及び逆止弁17bを開弁させて、液圧ポンプ11の吐出圧液が管路7b及び後輪用供給電磁切換弁8bを通って後輪Rのホイールシリンダに圧液が供給されブレーキがかけられる。 By opening the b and the check valve 17b, the brake discharge liquid of the hydraulic pump 11 is pressurized liquid is supplied to the wheel cylinders of the rear wheels R through line 7b and the rear wheel supply electromagnetic switching valve 8b applied. よって前輪F及び後輪Rに同時にブレーキがかけられ、ハンドブレーキのレバー3のみを作動させたにもかかわらず、従来の連動型の自動二輪車と同様に両輪にブレーキがかけられる。 Thus at the same time the brake is applied to the front wheel F and the rear wheel R, despite actuated only lever 3 handbrake, the brake is applied to wheels like the motorcycle conventional linked. なお、フットブレーキマスタシリンダ2内のブレーキ液は無圧状態であるが、 Incidentally, the brake fluid in the foot brake master cylinder 2 but is pressureless state,
逆止弁17bの開弁圧は充分に小さいので、問題なくブレーキ液を吸い込んで後輪Rのホイールシリンダに圧液が供給される。 Since the valve opening pressure of the check valve 17b is sufficiently small, liquid is supplied to the wheel cylinders of the rear wheel R inhale without problems brake fluid.

【0015】次に、アンチスキッド制御について説明する。 [0015] Next, a description will be given anti-skid control. 走行路面の摩擦係数が比較的低くハンドブレーキ1 The coefficient of friction of the road surface is relatively low hand brake 1
のレバー3及び/又はブレーキペダル4をにぎるか強く踏んだとすれば、図示しないコントロール・ユニットからブレーキを緩めるべきであるという指令を受けて、供給用電磁切換弁8a、8bのソレノイド部sが励磁され、かつ排出用電磁切換弁9a、9bのソレノイド部s If the lever 3 and / or the stepped strongly or grasps the brake pedal 4, receives an instruction that should loosen the brake from a control unit, not shown, supplies selector valves 8a, the solenoid portion s of 8b It is excited, and the discharge selector valves 9a, 9b solenoid portion s of
が励磁される。 There is excited. よって、ホイールシリンダの圧液はリザーバ10a、10bに排出されブレーキが緩められる。 Therefore, pressurized fluid in the wheel cylinder is the reservoir 10a, the brake is discharged is loosened to 10b.
液圧ポンプ11により直ちに吸い込まれて管路7a、7 Immediately sucked by conduit 7a by the hydraulic pump 11, 7
b側に戻されブレーキ液が送られる。 Brake fluid is returned to the b side is transmitted. 再びブレーキ力を増大させるべきであるとコントロール・ユニットが判断すると、供給用電磁切換弁8a、8bのソレノイド部s If it is determined that the control unit should increase the braking force again, the supply selector valves 8a, 8b solenoid portion s of
が非励磁とされてこれが連通状態となり、かつ排出用電磁切換弁9a、9bのソレノイド部sも非励磁とされて、管路7a、7bを介して液圧ポンプ11の吐出圧液がホイールシリンダに加えられ、よって再込めされる。 There it is the communicating state is de-energized, and the discharge selector valves 9a, solenoid portions s of 9b be de-energized, the discharge liquid is a wheel cylinder of the hydraulic pump 11 via conduit 7a, and 7b It added to, thus re-filling.
また、ブレーキ力を保持する場合には、供給用電磁切換弁8a、8bのソレノイド部sが励磁され遮断状態をとる。 Further, in the case of holding the braking force, the supply selector valves 8a, the solenoid portion s of 8b takes a cutoff state is excited. よってホイールシリンダの圧液が保持され、ブレーキ力は一定とされる。 Accordingly held liquid wheel cylinder, the braking force is constant.

【0016】次に、駆動スリップ制御について説明する。 Next, a description will be given drive slip control. 図示しないコントロール・ユニットがやはり前輪F Again the front wheel F control unit (not shown)
及び後輪Rに近接して配設された車輪速度センサの信号を受けて、駆動トルクが大き過ぎたために、駆動輪である後輪Rが駆動スリップしていることを判断すると、第1後輪用連動制御電磁切換弁6bのソレノイド部sが励磁されて、リリーフ弁位置Bを通る。 And receiving a signal of the wheel speed sensor disposed in proximity to the rear wheel R, because the drive torque is too large, the rear wheel R is a drive wheel is determined that the driving slip, after the first and a solenoid portion s of the wheel interlocking control electromagnetic switching valve 6b is energized, through the relief valve position B. また第2後輪用連動制御電磁切換弁19bのソレノイド部sが励磁されて連通位置をとる。 The solenoid portion s of the second rear-wheel interlocking control electromagnetic switching valve 19b is energized taking the communicating position. 更に液圧ポンプ11の駆動によりフットブレーキマスタシリンダ2からブレーキ液が吸い込まれて、逆止弁17bを開弁させ、吐出口から管路7b及び供給用電磁切換弁8bを通り、後輪Rのホイールシリンダに圧液が供給される。 Furthermore the brake fluid from the foot brake master cylinder 2 is sucked by driving the hydraulic pump 11, to open the check valve 17b, a discharge port through a conduit 7b and supply electromagnetic switching valve 8b, the rear wheel R liquid is supplied to the wheel cylinder. よってブレーキをかけて駆動スリップを減少させる。 Thus reducing the drive slip braked. なお、最適制御のためには、供給用電磁切換弁8bのソレノイド部sが励磁され、ブレーキ力は一定とされ、またブレーキを緩めるときには、 Note that for optimal control, the solenoid portion s of the supply selector valves 8b is excited, the brake force is constant, also when loosening the brake,
排出用電磁切換弁9bのソレノイド部sが励磁されて、 Solenoid portion s of the discharge electromagnetic switching valve 9b is energized,
アンチスキッド制御と同様にリザーバ10bにブレーキ液が排出されてブレーキが緩められる。 The brake fluid is discharged to the anti-skid control as well as the reservoir 10b is loosened brake. よって駆動スリップが最適値にもたらされる。 Thus the drive slip is brought to the optimum value.

【0017】本発明の実施の形態によれば、更に電子制動力配分が行われる。 According to the embodiment of the present invention, further an electronic brake force distribution is performed. すなわち、図2で示すように、前輪ブレーキ力と後輪ブレーキ力との間には、車体減速度g 1 、g 2 、・・・に応じて図示するような割合で変化すべく制動力が配分される。 That is, as shown in Figure 2, between the front wheel brake force and the rear wheel braking force, the vehicle deceleration g 1, g 2, the braking force in order to vary the rate as illustrated in accordance with ... are It is allocated. すなわち、後輪Rのホイールシリンダの液圧を制御する電磁切換弁6b、8b、9 That is, the electromagnetic switch valve 6b for controlling the wheel cylinder of the rear wheel R hydraulic, 8b, 9
b及び19bのソレノイド部sがそれぞれアンチスキッド制御時及び駆動スリップ制御時には上述したようにそれぞれ励磁、非励磁とされるのであるが、後輪のブレーキ力は前輪のブレーキ力に対して車体減速度がg 3の値までは45度すなわち同等に変化させられる。 b and 19b solenoid portion s of each as described above excitation during each anti-skid control and when the drive slip control, although being non-excited, the braking force of the rear wheels is the vehicle deceleration with respect to the front wheel brake force There until the value of g 3 is varied by 45 degrees i.e. equivalent. 3を越えるとg 4 、g 5 、g 6と増大するにしたがって減少し、ついには後輪のブレーキ力はゼロへと減少していくのであるが、このために供給用電磁切換弁8bのソレノイド部sが非励磁とされた場合には保持、更に排出用電磁切換弁9bのソレノイド部sが励磁された場合には低下する。 Exceeding the g 3 decreased with increasing the g 4, g 5, g 6 , finally the brake force of the rear wheel is going to decreased to zero, the feed selector valve 8b for the when the solenoid portion s is de-energized is held, when it is further energized solenoid portion s of the discharge electromagnetic switching valve 9b is decreases. よって前輪ブレーキ力を制御する供給用電磁切換弁8a及び排出用電磁切換弁9aの制御により前輪ブレーキ力を増大させるときには図示しない電子制動力配分制御器に記憶されているパターンにしたがって、後輪のブレーキ力を図2に示すパターンで減少させる。 Thus according to the pattern stored in the electronic brake force distribution control unit (not shown) when the the control of the supply selector valves 8a and discharge selector valves 9a controls the front wheel brake force increases the wheel braking force, the rear wheel reducing a pattern showing a braking force in FIG.

【0018】以上、本発明の実施の形態について説明したが、勿論、本発明はこれに限定されることなく、本発明の技術的思想に基づいて種々の変形が可能である。 [0018] Having described embodiments of the present invention, of course, the present invention is not limited thereto, and various modifications are possible within the spirit of the invention.

【0019】例えば以上の実施の形態では、第1連動制御電磁切換弁6a、6bのソレノイド部sを励磁したときには、リリーフバルブとして機能するようにしたが、 [0019] In the form of, for example, or more embodiments, the first interlocking control electromagnetic switching valve 6a, when energized solenoid portion s of 6b has been configured to function as a relief valve,
これに代えて第2連動制御電磁切換弁19a、19bと同様に遮断状態とするようにしてもよい。 Second interlocking control electromagnetic switching valve 19a instead of this, it may be a cut-off state similarly to 19b.

【0020】 [0020]

【発明の効果】以上述べたように本発明の自動二輪車用ブレーキ制御装置によれば、前後輪を連動して操作可能であり、しかもアンチスキッド制御もしくは制動スリップ制御及び駆動スリップ制御を行うことができ、従来の自動二輪車よりも安定走行を保証することができる。 According to the brake control device for a motorcycle of the present invention as described above, according to the present invention is operable in conjunction with the front and rear wheels, moreover be carried out anti-skid control or the brake slip control and traction control it can, than conventional motorcycle can be assured stable running.

【図面の簡単な説明】 BRIEF DESCRIPTION OF THE DRAWINGS

【図1】本発明の実施の形態によるABS/ASR制御装置の配管系統図である。 1 is a piping diagram of the ABS / ASR control unit according to the embodiment of the present invention.

【図2】後輪ブレーキ力に対する電子制動配分制御を説明するチャートである。 Is a chart illustrating the electronic braking distribution control for Figure 2 rear wheel braking force.

【図3】従来例の自動二輪車の配管系統図である。 3 is a piping diagram of a motorcycle of a conventional example.

【図4】他の従来例の自動二輪車の配管系統図である。 4 is a piping diagram of a motorcycle of another conventional example.

【符号の説明】 DESCRIPTION OF SYMBOLS

6a 第1前輪用連動制御電磁切換弁 6b 第1後輪用連動制御電磁切換弁 8a 供給用電磁切換弁 8b 供給用電磁切換弁 9a 排出用電磁切換弁 9b 排出用電磁切換弁 19a 第2連動制御電磁切換弁 19b 第2連動制御電磁切換弁 F 前輪 R 後輪 6a first front-wheel interlocking control solenoid selector valve 6b first rear-wheel interlocking control electromagnetic switching valve 8a supply selector valves 8b supply selector valves 9a discharge selector valves 9b discharge selector valves 19a second interlocking control electromagnetic switching valve 19b second interlocking control electromagnetic switching valve F front R rear wheel

Claims (1)

    【特許請求の範囲】 [The claims]
  1. 【請求項1】 前輪用マスタシリンダ及び後輪用マスタシリンダと、前輪のホイールシリンダ及び後輪のホイールシリンダとの間にそれぞれ配設される前輪用供給電磁切換弁及び後輪用供給電磁切換弁と、 前記前輪のホイールシリンダ及び前記後輪のホイールシリンダにそれぞれ接続される前輪用排出電磁切換弁及び後輪用排出電磁切換弁と、 前記前輪、後輪用排出電磁切換弁にそれぞれ接続される前輪用リザーバ及び後輪用リザーバと、 前記前輪用マスタシリンダ及び前記後輪用マスタシリンダと前記前輪、後輪用供給電磁切換弁との間にそれぞれ配設される第1前輪、後輪用連動制御電磁切換弁と、 前記前輪用リザーバ及び後輪用リザーバに吸込口側が接続され、吐出口側がそれぞれ前記第1前輪、後輪用連動制御電磁切換弁と前記前 1. A front wheel master cylinder and the rear wheel master cylinder, front-wheel supply electromagnetic switching valve and the supply electromagnetic switching valve for the rear wheels which are respectively disposed between the front wheel cylinder and the rear wheel cylinder When the front wheel discharge electromagnetic switching valve and the rear-wheel discharge electromagnetic switching valve that is connected to the front wheel of the wheel cylinder and the wheel cylinders of the rear wheel, it is connected the front wheel, the rear-wheel discharge electromagnetic switching valve a front wheel reservoir and the rear wheel reservoir, the said front wheel master cylinder and the rear wheel master cylinder front wheels, a first wheel disposed respectively between the rear-wheel supply electromagnetic switching valve, interlocking the rear wheel a control solenoid switching valve, the inlet side is connected to the front wheel reservoir and the rear wheel reservoir, the discharge port side, respectively first front wheel, interlocking control solenoid selector valve and the front for the rear wheels 、後輪用供給電磁切換弁との間の管路に接続される液圧ポンプと、 前記前輪用マスタシリンダ及び前記後輪用マスタシリンダと前記液圧ポンプの吸込口との間にそれぞれ配設される第2前輪、後輪用連動制御電磁切換弁とからなり、 前記前輪用マスタシリンダ及び前記後輪用マスタシリンダの一方のみを作動させたときには、他方に接続される前記第1後輪用又は前輪用連動制御電磁切換弁を閉状態とし、かつ前記第2後輪用又は前輪用連動制御電磁切換弁を開状態とし、前記液圧ポンプを駆動させて、前記他方に接続される前輪または後輪にもブレーキをかけるようにし、制動スリップ制御時には前記前輪、後輪用供給電磁切換弁及び前記前輪、後輪用排出電磁切換弁の制御により、前記前輪及び後輪のブレーキ液圧の制御を行い、後輪 Each disposed between a hydraulic pump connected to the conduit between the rear-wheel supply electromagnetic switching valve, and the front wheel master cylinder and the rear wheel master cylinder and the suction port of the hydraulic pump the second wheel is composed of a rear-wheel interlocking control electromagnetic switching valve, when operated only one of the front-wheel master cylinder and the rear wheel master cylinder, a first rear wheel connected to the other or front-wheel interlocking control electromagnetic switching valve is closed, and a second rear-wheel or front-wheel interlocking control solenoid switch valve open state, the liquid pressure pump is driven, the front wheels are connected to the other or also the rear wheel so as to brake, said during braking slip control wheel, rear-wheel supply electromagnetic switching valve and the front wheel, the control of the discharge electromagnetic switching valve for the rear wheels, controls the brake fluid pressure of the front and rear wheels was carried out, the rear wheels 駆動スリップ制御時には、制御すべき後輪に接続されている前記第1後輪用連動制御電磁切換弁を閉状態とし、前記第2後輪用連動制御電磁切換弁を開状態とし、前記液圧ポンプを駆動して、前記後輪にブレーキをかけるようにしたことを特徴とする自動二輪車用ブレーキ制御装置。 To drive slip control, the first rear-wheel interlocking control electromagnetic switching valve that is connected to the rear wheel to be controlled are closed, and the second rear-wheel interlocking control solenoid selector valve to the open state, the hydraulic by driving the pump, the brake control device for the motorcycle being characterized in that so as to brake the said rear wheel.
JP26573198A 1998-09-03 1998-09-03 The brake control device for the motorcycle Expired - Lifetime JP3457190B2 (en)

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