JP2007238084A - Motorcycle braking device - Google Patents

Motorcycle braking device Download PDF

Info

Publication number
JP2007238084A
JP2007238084A JP2007053724A JP2007053724A JP2007238084A JP 2007238084 A JP2007238084 A JP 2007238084A JP 2007053724 A JP2007053724 A JP 2007053724A JP 2007053724 A JP2007053724 A JP 2007053724A JP 2007238084 A JP2007238084 A JP 2007238084A
Authority
JP
Japan
Prior art keywords
brake
valve
pump
pressure
motorcycle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2007053724A
Other languages
Japanese (ja)
Other versions
JP5186119B2 (en
Inventor
Axel Hinz
アクセル・ヒンツ
Guenther Vogel
ギュンター・フォーゲル
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of JP2007238084A publication Critical patent/JP2007238084A/en
Application granted granted Critical
Publication of JP5186119B2 publication Critical patent/JP5186119B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems
    • B60T8/4291—Pump-back systems having means to reduce or eliminate pedal kick-back

Abstract

<P>PROBLEM TO BE SOLVED: To improve a motorcycle braking device capable of returning pressure oscillation started at starting of a pump to a main brake cylinder operated by a hand or operated by a leg regardless whether or not a rear wheel brake circuit or a front wheel brake circuit is independently controlled. <P>SOLUTION: The hydraulic motorcycle braking device is characterized in that the brake circuit not having separation switching valves (19, 20) is provided with valve switching parts (23, 24) for suppressing returning action of the pressure capable of being generated by the pump (9) to the main brake cylinder (7 or 13) operated by the hand or operated by the leg. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

この発明は、特許請求項１の上位概念に基づくオートバイブレーキ装置、即ち油圧作動可能な前輪及び後輪ブレーキ回路を備え、両ブレーキ回路を独立的に作動する二つのメインブレーキシリンダを備え、各ブレーキ回路にブレーキ圧を制御するように設けられた入出口弁を備え、逆送り原理に基づき作動する前輪並びに後輪ブレーキ回路に圧力供給するポンプを備え、ポンプ吸込み側に接続された低圧アキュムレータを備え、第一ブレーキ内の第一車輪ブレーキと第二ブレーキ内の第二車輪ブレーキを備え、並びに独立してブレーキ圧を発生するために両車輪ブレーキの一方にそのブレーキに付属したメインブレーキシリンダの作動と無関係にポンプの輸送圧を作用できるそれぞれのブレーキ回路内の分離切換弁を備えるオートバイブレーキ装置に関する。   The present invention relates to a motorcycle brake device based on the superordinate concept of claim 1, that is, a front wheel and a rear wheel brake circuit that can be hydraulically operated, and two main brake cylinders that operate both brake circuits independently. The circuit includes an inlet / outlet valve provided to control the brake pressure, a pump for supplying pressure to the front wheel and the rear wheel brake circuit operating based on the reverse feed principle, and a low-pressure accumulator connected to the pump suction side A first wheel brake in the first brake and a second wheel brake in the second brake, as well as the operation of the main brake cylinder attached to that brake on one of the two wheel brakes to independently generate the brake pressure Motorcycle brake with separate switching valve in each brake circuit which can act on the pumping pressure independently of the pump Apparatus on.

欧州特許出願公開第１２７７６３５号明細書（特許文献１）から、既にこの種のオートバイブレーキ装置が知られている。ブレーキ装置は油圧作動可能な前輪及び後輪ブレーキ回路を有し、この際に各個別のブレーキ回路は足作動或いは手作動されたメインブレーキシリンダに接続されている。ブレーキスリップ制御のために、前輪及び後輪ブレーキ回路に電磁式作動可能な入出力弁が使用され、両ブレーキ回路に圧力を発生させるポンプを備えている。後輪ブレーキ回路は、後輪ブレーキ回路のメインブレーキシリンダが作動される必要なしに、前輪ブレーキ回路の手作動の際に同時にポンプを介して後輪ブレーキにおける圧力発生を可能とする追加的配置を有する。   From EP 1 277 635 A1 (Patent Document 1) a motorcycle brake device of this kind is already known. The brake system has hydraulically actuable front and rear wheel brake circuits, wherein each individual brake circuit is connected to a main brake cylinder that is actuated by foot or by hand. For brake slip control, electromagnetically operable input / output valves are used in the front wheel and rear wheel brake circuits, and a pump for generating pressure in both brake circuits is provided. The rear-wheel brake circuit has an additional arrangement that enables pressure generation in the rear-wheel brake via a pump at the same time when the front-wheel brake circuit is manually operated without the need to operate the main brake cylinder of the rear-wheel brake circuit. Have.

前輪ブレーキ回路には第一圧力センサーが配置され、前輪ブレーキ回路の手作動を検出し、後輪ブレーキ回路内に独立したブレーキ圧を発生させるポンプを作動できる。   A first pressure sensor is disposed in the front wheel brake circuit, and can detect a manual operation of the front wheel brake circuit and operate a pump that generates an independent brake pressure in the rear wheel brake circuit.

前輪ブレーキ回路のメインブレーキシリンダの確実な認識に依存して、ポンプが電気的に作動でき、制御されたブレーキ圧が後輪ブレーキ内に発生される。   Depending on the positive recognition of the main brake cylinder of the front wheel brake circuit, the pump can be operated electrically and a controlled brake pressure is generated in the rear wheel brake.

けれども、ポンプの始動に伴って、手作動されたメインブレーキシリンダに戻し作用されて手動ブレーキレバーにて不快に感じる圧力振動が開始される問題が生じる。この圧力振動はポンプ吸込み弁の開放圧の著しい引き上げによって阻止され得なく、このことはいずれにしろ、ポンプ輸送効率に関する更なる欠点と接続された車輪ブレーキへの望ましからぬ作用を導いた。   However, as the pump is started, there is a problem that pressure vibration that is returned to the manually operated main brake cylinder and uncomfortable with the manual brake lever is started. This pressure oscillation could not be prevented by a significant increase in the pump suction valve opening pressure, which in any case led to further disadvantages with regard to pumping efficiency and an undesirable effect on the connected wheel brake.

それに類似して、後輪ブレーキ回路に接続されたメインブレーキシリンダの作動の際に後輪ブレーキ回路に代わって今や前輪ブレーキ回路にて独立したブレーキ圧力発生がポンプの電気的始動によって可能であったときに、足踏みブレーキレバーにも圧力振動が不快に感じたことが紹介できる。
欧州特許出願公開第１２７７６３５号明細書 Similar to that, when the main brake cylinder connected to the rear wheel brake circuit is operated, it is now possible to generate independent brake pressure in the front wheel brake circuit instead of the rear wheel brake circuit by electrical starting of the pump. Sometimes it can be introduced that the pressure brake felt uncomfortable on the foot brake lever.
European Patent Application No. 1277635

それ故に、本発明の課題は、後輪ブレーキ回路或いは前輪ブレーキ回路が独立して制御されるか否かと無関係に、ポンプの始動の際に開始した圧力振動が手作動或いは足作動されたメインブレーキシリンダに戻され得るように、公知の種類のオートバイブレーキ装置を改良することである。   Therefore, an object of the present invention is to provide a main brake in which the pressure vibration started at the start of the pump is manually or foot-operated regardless of whether the rear wheel brake circuit or the front wheel brake circuit is independently controlled. It is an improvement of a known type of motorcycle brake device so that it can be returned to the cylinder.

この課題は、前記種類のオートバイブレーキ装置に特許請求項１の特徴とする特徴事項を備えることにより、即ち分離切換弁を有しないそれぞれのブレーキ回路はポンプにより発生できる圧力の手作動或いは足作動されたメインブレーキシリンダへの戻り作用を阻止する弁切替部を備えていることにより、解決される。   This object is achieved by providing the motorcycle brake device of the above type with the features of claim 1, i.e. each brake circuit without a separate switching valve is manually or foot-operated with a pressure that can be generated by a pump. This is solved by providing a valve switching portion that prevents the return action to the main brake cylinder.

この発明の他の特徴と利点は、従属請求項及び図面に基づく実施例の次の詳細な説明から明らかになる。   Other features and advantages of the invention will become apparent from the dependent claims and from the following detailed description of the embodiments based on the drawings.

図１はこの発明のオートバイブレーキ装置の油圧接続平面図を概略的表示で示す。このブレーキ装置は、前輪ブレーキ回路４に接続されて手動力によって比例的に作動可能なメインブレーキシリンダ７と後輪ブレーキ１４における足力比例的作動可能なメインブレーキシリンダ１３とを備える油圧作動可能な前輪及び後輪ブレーキ回路４、１０から成る。   FIG. 1 schematically shows a hydraulic connection plan view of a motorcycle brake device according to the present invention. This brake device is connected to the front wheel brake circuit 4 and includes a main brake cylinder 7 that can be operated proportionally by manual force and a main brake cylinder 13 that can be operated proportionally to the foot force of the rear wheel brake 14. It consists of front and rear wheel brake circuits 4 and 10.

ブレーキスリップ制御のために、前輪及び後輪ブレーキ回路４、１０に電磁式作動可能な入出口弁６、１２が組み込まれ、この際にそれぞれに基本状態で開放された入口弁６が前輪或いは後輪ブレーキ回路４、１０のブレーキ導管に組み込まれ、そのブレーキ回路は付属メインブレーキシリンダ７、１３を前輪或いは後輪ブレーキ５、１４に接続する。基本状態で閉鎖された出口弁１２がそれぞれに各ブレーキ回路の帰還導管１５に組み込まれ、その帰還導管が前輪ブレーキ５或いは後輪ブレーキ１４をそれぞれに一個の低圧アキュムレータ１６と二回路に分割されたポンプ９の吸込み側と接続し、ポンプは逆送り原理に基づき作動する。このポンプ９は両ブレーキ回路に組み込まれた消音室１７を介してブレーキ導管１８と接続しているので、それぞれに前輪ブレーキ５或いは後輪ブレーキ１４から吐出されたブレーキ液容積の需要に応じた帰還が保証されている。   For brake slip control, electromagnetically operable inlet / outlet valves 6 and 12 are incorporated in the front wheel and rear wheel brake circuits 4 and 10, respectively. At this time, the inlet valves 6 opened in the basic state are respectively front wheels or rear wheels. Built into the brake conduits of the wheel brake circuits 4, 10, the brake circuit connects the attached main brake cylinders 7, 13 to the front or rear wheel brakes 5, 14. The outlet valves 12 closed in the basic state are respectively incorporated in the return conduits 15 of the respective brake circuits, and the return conduits are divided into two circuits, one for the front wheel brake 5 and one for the rear wheel brake 14, respectively. Connected to the suction side of the pump 9, the pump operates based on the reverse feed principle. Since the pump 9 is connected to the brake conduit 18 via the silence chambers 17 incorporated in both brake circuits, feedback according to the demand of the brake fluid volume discharged from the front wheel brake 5 or the rear wheel brake 14 respectively. Is guaranteed.

後輪ブレーキ回路１０は前輪ブレーキ回路４の既に記載された特徴に加えてメインブレーキシリンダ１３と入口弁６の間でブレーキ導管１８に組み込まれた電磁式作動可能な分離弁１９を有し、この分離弁はその基本状態で開放されている。さらに、分離弁１９とメインブレーキシリンダ１３との間で後輪ブレーキ回路１０のブレーキ導管１８には電気式切換弁２０を介して案内する吸込み路２１がポンプ９まで接続されて、それにより後輪ブレーキ回路１０に有効なポンプ部材は切換弁２０の電気的励起の際にメインブレーキシリンダ１３から後輪ブレーキ１４へ独立して圧力を上昇させる圧力媒体を吐出し、分離弁１９がメインブレーキシリンダ１３への帰還を回避するためにその電気的励起された遮断状態に維持される間に後輪ブレーキ１４まで輸送される。   The rear wheel brake circuit 10 has, in addition to the already described features of the front wheel brake circuit 4, an electromagnetically actuable isolation valve 19 incorporated in the brake conduit 18 between the main brake cylinder 13 and the inlet valve 6. The isolation valve is open in its basic state. Further, a suction passage 21 guided through an electric switching valve 20 is connected to the brake conduit 18 of the rear wheel brake circuit 10 between the separation valve 19 and the main brake cylinder 13 up to the pump 9, whereby the rear wheel. The pump member effective for the brake circuit 10 discharges a pressure medium for increasing the pressure independently from the main brake cylinder 13 to the rear wheel brake 14 when the switching valve 20 is electrically excited, and the separation valve 19 is discharged from the main brake cylinder 13. In order to avoid returning to the vehicle, it is transported to the rear wheel brake 14 while being maintained in its electrically excited shut-off state.

前輪ブレーキ回路４に供給されたメインブレーキシリンダ圧力を検出するために、前輪ブレーキ回路４のブレーキ導管１８における入口弁６の上流に第一圧力センサー１が存在する。後輪ブレーキ回路１０内の後輪ブレーキ圧力を検出するために、第二圧力センサー２が後輪ブレーキ回路における入口弁６の上流に接続され、並びに第三圧力センサーが分離弁１９に対して上流に接続され、それによりメインブレーキシリンダ１３の作動も確実に知られ得る。   In order to detect the main brake cylinder pressure supplied to the front wheel brake circuit 4, the first pressure sensor 1 is present upstream of the inlet valve 6 in the brake conduit 18 of the front wheel brake circuit 4. In order to detect the rear wheel brake pressure in the rear wheel brake circuit 10, the second pressure sensor 2 is connected upstream of the inlet valve 6 in the rear wheel brake circuit, and the third pressure sensor is upstream of the isolation valve 19. So that the operation of the main brake cylinder 13 can also be known reliably.

入口弁６によって二回路ブレーキ装置にはブレーキ導管１８に、発生されたブレーキ圧が限定される。後輪ブレーキ内のブレーキ圧低下は電磁式切換可能な出口弁１２を介して両低圧アキュムレータ１６の方向に生じる。このための詳細は次の記載部分の一部にてブレーキスリップを制御する機能記載を採用すべきである。   The inlet valve 6 limits the generated brake pressure to the brake conduit 18 in the two-circuit brake device. A brake pressure drop in the rear wheel brake occurs in the direction of both low-pressure accumulators 16 via an electromagnetically switchable outlet valve 12. For this purpose, the function description for controlling the brake slip should be adopted in a part of the following description part.

前輪ブレーキ回路４内の第一圧力センサー１によって検出されたメインブレーキシリンダ圧力は後輪ブレーキ回路１０内に組み込まれたポンプ９を電気的作動させる案内量を形成し、そのポンプは、最終的に前輪ブレーキ回路４に接続されたメインブレーキシリンダ７が作動されるときに、入出口弁６、１２と共働して分離切換弁１９、２０に制御装置８内で行なわれた電子式ブレーキ力分配特性曲線に基づき後輪ブレーキ回路１０内の電子油圧式ブレーキ圧発生を奏させる。   The main brake cylinder pressure detected by the first pressure sensor 1 in the front wheel brake circuit 4 forms a guide amount for electrically operating the pump 9 incorporated in the rear wheel brake circuit 10, and the pump finally When the main brake cylinder 7 connected to the front wheel brake circuit 4 is operated, the electronic brake force distribution performed in the control device 8 to the separation switching valves 19 and 20 in cooperation with the inlet / outlet valves 6 and 12. Electrohydraulic brake pressure is generated in the rear wheel brake circuit 10 based on the characteristic curve.

圧力センサー信号を評価するために、電子式制御装置８内に論理回路が設けられ、制御装置では圧力センサー信号の評価結果に依存して、電気式作動可能なポンプ９によって油圧が後輪ブレーキ回路１０内に発生される。   In order to evaluate the pressure sensor signal, a logic circuit is provided in the electronic control device 8, and the hydraulic pressure is controlled by the electrically operable pump 9 in the control device depending on the evaluation result of the pressure sensor signal. 10 is generated.

制御装置８はブレーキユニット１１の積分構成部材を形成し、その構成部材は特にブレーキユニット１１に一体化された圧力センサーやそれに一体化された入出口弁６、１２と電気的接触するように挿入されている。それによりブレーキユニット１１は特にコンパクトな構成に基づき電池の付近でオートバイフレームに固定され得る。   The control device 8 forms an integral component of the brake unit 11, which is inserted so as to be in electrical contact with the pressure sensor integrated with the brake unit 11 and the inlet / outlet valves 6, 12 integrated therein. Has been. Thereby, the brake unit 11 can be fixed to the motorcycle frame in the vicinity of the battery based on a particularly compact construction.

原理的適用：
１．前輪或いは後輪のブロック勾配は図示されていない車輪回転数センサーとその信号評価によって制御装置８内で確実に認識される。前輪ブレーキ回路４或いは後輪ブレーキ回路１０に配置された入口弁６が制御装置８によって電磁式に閉鎖されて、前輪ブレーキ回路４或いは後輪ブレーキ回路１０にそれ以上の圧力発生を中断させる。 Principle application:
1. The block gradient of the front wheel or the rear wheel is reliably recognized in the control device 8 by a wheel speed sensor (not shown) and its signal evaluation. The inlet valve 6 disposed in the front wheel brake circuit 4 or the rear wheel brake circuit 10 is electromagnetically closed by the control device 8 to interrupt the front wheel brake circuit 4 or the rear wheel brake circuit 10 from further pressure generation.

２．ブロック勾配を減少させるために、補足的に更なる圧力減少が前輪ブレーキ回路４或いは後輪ブレーキ回路１０にて必要ならば、これは、それぞれに低圧アキュムレータ１６と接続できる通常には流れなし閉鎖された出口弁１２によって達成される。この出口弁１２は車輪加速度が再び一定程度にわたり増加するとすぐに閉鎖される。圧力減少相では、適切な入口弁６が閉じられたままであるので、前輪ブレーキ回路４或いは後輪ブレーキ回路１０に発生されたメインブレーキシリンダ圧力は前輪ブレーキ回路４或いは後輪ブレーキ回路１０に伝播され得ない。   2. If additional pressure reduction is additionally required in the front wheel brake circuit 4 or the rear wheel brake circuit 10 to reduce the block slope, this is normally closed without flow, which can be connected to the low pressure accumulator 16, respectively. This is achieved by the outlet valve 12. The outlet valve 12 is closed as soon as the wheel acceleration again increases over a certain extent. In the pressure decreasing phase, since the appropriate inlet valve 6 remains closed, the main brake cylinder pressure generated in the front wheel brake circuit 4 or the rear wheel brake circuit 10 is transmitted to the front wheel brake circuit 4 or the rear wheel brake circuit 10. I don't get it.

３．検出されたスリップ値が再び前輪ブレーキ回路４或いは後輪ブレーキ回路１０内の圧力上昇を許容するならば、入口弁６が制御装置８に一体化されたスリップ調整器の要件に一致して時間的に限定されて解放される。圧力上昇のために必要な油圧容積がポンプ９によって自由に使用される。   3. If the detected slip value again allows the pressure in the front wheel brake circuit 4 or the rear wheel brake circuit 10 to rise, the inlet valve 6 matches the requirements of the slip regulator integrated in the control device 8 in time. Limited to be released. The hydraulic volume required for the pressure increase is freely used by the pump 9.

ブレードスリップ調整の以外に油圧接続概念に基づいて後輪ブレーキ回路１０に接続されたメインブレーキシリンダ１３の（足力に比例する）作動では、専ら後輪ブレーキ１４、即ち前輪ブレーキ回路４の力比例する圧力作用は前輪ブレーキ回路４に接続されたメインブレーキシリンダ７の（手動力に比例する）作動にまで圧力なしにいつまでもとどまる。   In addition to blade slip adjustment, the operation of the main brake cylinder 13 connected to the rear wheel brake circuit 10 (proportional to the foot force) based on the hydraulic connection concept is exclusively the force proportional to the rear wheel brake 14, that is, the front wheel brake circuit 4. The pressure action to be continued indefinitely without pressure until the operation of the main brake cylinder 7 connected to the front wheel brake circuit 4 (proportional to the manual force).

紹介されたオートバイブレーキ装置の特性として、前輪ブレーキ回路の力比例する作動では、後輪ブレーキが適切なポンプ採用によって独立して一緒にブレーキされることが適用される。このために、ポンプ９は電気的に開放された切換弁２０を介してメインブレーキシリンダ１３から圧力媒体を取り出し、この圧力媒体を後輪ブレーキ１４へ輸送する。この場合には、分離弁１９が電気的に作動されて閉鎖状態にいつもとどまり、それによってポンプ圧力がメインブレーキシリンダ１３に漏れないことが保証される。   As a characteristic of the introduced motorcycle brake system, the force-proportional operation of the front wheel brake circuit applies that the rear wheel brakes are braked together independently by means of a suitable pump. For this purpose, the pump 9 takes out the pressure medium from the main brake cylinder 13 via the electrically opened switching valve 20 and transports the pressure medium to the rear wheel brake 14. In this case, the isolation valve 19 is electrically actuated and always remains closed, thereby ensuring that the pump pressure does not leak into the main brake cylinder 13.

両ブレーキ回路においてポンプ９とそれと接続された同時圧力上昇の二回路に基づいて手作動されたメインブレーキシリンダ７を有するブレーキ回路へのポンプ圧力の戻り作用が望まれなく、それ故に、独立してそれと自由採用可能な圧力上昇の際に手作動されないブレーキ回路にて回避されなければならなく、それ故に、この発明によると、手作動されたメインブレーキシリンダへのポンプ圧力の戻り作用を回避する弁切替部が提案されている。   In both brake circuits, the return action of the pump pressure to the brake circuit with the main brake cylinder 7 manually operated on the basis of the two circuits of the pump 9 and the simultaneous pressure rise connected thereto is not desired and therefore independently It must also be avoided in a brake circuit that is not manually actuated during a pressure increase that can be freely adopted and, therefore, according to the invention, a valve that avoids the return of pump pressure to the manually actuated main brake cylinder. A switching unit has been proposed.

基本的に図１−４に基づくすべての油圧接続平面に適用でき、それ故にこの発明は分離切換弁１９、２０を有するそれぞれのブレーキ回路がポンプ９により発生できる圧力の手或いは足作動されたメインブレーキシリンダ７或いは１３への戻り作用を阻止する弁切替部２３、２４或いは２３、２５を備えていることを企図する。   Basically, it can be applied to all hydraulic connection planes according to FIGS. It is contemplated that a valve switching unit 23, 24 or 23, 25 for preventing the return action to the brake cylinder 7 or 13 is provided.

弁接続部は図１−４に基づく全実施例の基本的構成部材として導管路２７に組み込まれるポンプ循環弁２３を有し、この導管路はポンプ９の吸込み側と圧力側の間の迂回接続部を形成する。   The valve connection has a pump circulation valve 23 which is incorporated in the conduit 27 as a basic component of all embodiments according to FIGS. 1-4, which bypass connection between the suction side and the pressure side of the pump 9 Forming part.

図１−４に基づくすべての実施例では、ポンプ循環弁２３は基本状態で閉鎖された２／２路座弁として形成され、この路座弁は、ポンプ９の始動の際にポンプ循環弁２３に対する上流に接続されたメインブレーキシリンダ７或いは１３が手作動されて、独立した車輪ブレーキ圧力がポンプ９によって分離切換弁１９、２０を有するブレーキ回路に発生されるべきであるならば、電気的に解放され、そのために、分離弁１９がその遮断状態を取り、切換弁２０がその解放接続状態を取り、ポンプが切換弁２０に接続されたメインブレーキシリンダ７或いは１３からのブレーキ液の吸込みを可能とする。   In all the embodiments according to FIGS. 1 to 4, the pump circulation valve 23 is formed as a 2 / 2-way seat valve which is closed in the basic state, which is the pump circulation valve 23 when the pump 9 is started. If the main brake cylinder 7 or 13 connected upstream with respect to is to be manually actuated and an independent wheel brake pressure is to be generated by the pump 9 into the brake circuit having the separation switching valves 19, 20 electrically Therefore, the separation valve 19 takes its shut-off state, the switching valve 20 takes its released connection state, and the pump can suck in brake fluid from the main brake cylinder 7 or 13 connected to the switching valve 20. And

解放されたポンプ循環弁２３によって、油圧短絡或いはポンプ吸込み側とポンプ圧力側の間の内部ポンプ循環が生じ、この場合には、図１、２における手或いは足作動されたメインブレーキシリンダ７、１３へのポンプ圧力の戻り作用を回避するために、遮断可能な多方路弁２４が、図３、４において選択的にばね付勢された逆止弁２４がポンプ圧力導管への接続前にブレーキ導管１８に配置されている。   The released pump circulation valve 23 causes a hydraulic short circuit or internal pump circulation between the pump suction side and the pump pressure side. In this case, the main brake cylinders 7 and 13 operated in FIG. In order to avoid the return of the pump pressure to the valve, the shut-off multi-way valve 24 is connected to the brake conduit before the selectively spring-loaded check valve 24 in FIGS. 18 is arranged.

図１、２に基づく接続平面から、ポンプ圧力側に接続された導管路２７の一端がポンプ９の出口と多方路弁２４の間に接続されるのに対して、ポンプ吸込み側に導く導管路２７の他端が低圧アキュムレータ１６の出口に配置されている圧力保持弁２８に対する上流に接続されていることが明らかになる。   1 and 2, one end of the conduit 27 connected to the pump pressure side is connected between the outlet of the pump 9 and the multi-way valve 24, whereas the conduit leading to the pump suction side It becomes apparent that the other end of 27 is connected upstream to the pressure holding valve 28 which is arranged at the outlet of the low-pressure accumulator 16.

これに対して、図３、４に基づく接続平面から、ポンプ圧力側における導管路２７の一端がポンプ９の出口と逆止弁２５の間に接続されるのに対して、ポンプ吸込み側に導く導管路２７の他端が図１、２におけるのと同様に、低圧アキュムレータ１６の出口に配置されている圧力保持弁２８に対する上流に接続されていることが明らかになる。   In contrast, from the connection plane based on FIGS. 3 and 4, one end of the conduit 27 on the pump pressure side is connected between the outlet of the pump 9 and the check valve 25, whereas it is led to the pump suction side. It becomes apparent that the other end of the conduit 27 is connected upstream to the pressure holding valve 28 located at the outlet of the low pressure accumulator 16 as in FIGS.

逆止弁２５の使用は、機能信頼性に関して制限を受ける必要なしに、多方路弁２４に対して小さく且つ安価である利点を有する。逆止弁２５は、およそ５バールの開放圧力の超過の際にすべての場合に開放するので、一方では、作動されたメインブレーキシリンダ１３へのポンプ圧力の戻り作用が確実に阻止されるが、しかし他方では、許容されない高いシステム圧力が回避されるように設計されている。逆止弁２５を有するブレーキ回路内のポンプ９によって積極的ブレーキスリップ調整が使用されないとすぐに、付属出口弁１２が遮断状態にいつまでもとどまるので、ポンプ９が逆止弁２５の比較的高い開放圧力を達成しないかもしれない。それ故に、オートバイブレーキ装置のブレーキスリップのない運転では、それぞれに作動されたメインブレーキシリンダ７或いは１３へのポンプ圧力の戻り作用が簡単な方法で阻止される。   The use of a check valve 25 has the advantage of being small and inexpensive with respect to the multi-way valve 24 without having to be limited in terms of functional reliability. Since the check valve 25 opens in all cases when the opening pressure of approximately 5 bar is exceeded, on the one hand, the return action of the pump pressure to the activated main brake cylinder 13 is reliably prevented, On the other hand, however, it is designed to avoid unacceptably high system pressures. As soon as the active brake slip adjustment is not used by the pump 9 in the brake circuit with the check valve 25, the auxiliary outlet valve 12 will stay in a shut-off state indefinitely, so that the pump 9 will have a relatively high opening pressure of the check valve 25. May not achieve. Therefore, in a non-brake slip operation of the motorcycle brake system, the return action of the pump pressure to the respectively actuated main brake cylinder 7 or 13 is prevented in a simple manner.

図３には、逆止弁２５はポンプ圧力弁とポンプ圧力導管に分岐された導管路２７に対する上流に配置されている。図４によるポンプ９の適切な切換えの際には、ポンプ圧力弁は逆止弁２５の機能を知覚するので、ポンプ循環弁２３に設けられた導管路２７が直接にポンプ９の本来のポンプ要素と逆止弁２５の間にポンプ圧力空間の中に案内される。   In FIG. 3, the check valve 25 is arranged upstream with respect to the conduit 27 which branches off into the pump pressure valve and the pump pressure conduit. In the appropriate switching of the pump 9 according to FIG. 4, the pump pressure valve perceives the function of the check valve 25, so that the conduit 27 provided in the pump circulation valve 23 is directly connected to the original pump element of the pump 9. And the check valve 25 is guided into the pump pressure space.

さらに、図１乃至３に基づく接続平面がそれぞれにポンプ９の吸込み側に排気弁２６を有し、この排気弁２６は電気的に開放された接続状態においてポンプ吸込み側をブレーキ導管１８に接続されたメインブレーキシリンダ７或いは１３と接続する。これによってポンプ吸込み側と圧力保持弁２８の間の空気の貯蔵が確実に回避され得る。排気弁２６は基本状態に閉鎖された２／２路座弁として形成され、この路座弁は換気過程後に写像された遮断状態を取る。   Furthermore, the connection planes according to FIGS. 1 to 3 each have an exhaust valve 26 on the suction side of the pump 9, which is connected to the brake conduit 18 on the pump suction side in the electrically open connection state. The main brake cylinder 7 or 13 is connected. This reliably prevents the storage of air between the pump suction side and the pressure holding valve 28. The exhaust valve 26 is formed as a 2/2 road seat valve closed to a basic state, which takes a blocked state mapped after the ventilation process.

今まで図２乃至４から明らかになるすべての別の詳細部が論じられていない限り、これは機能的に且つ構造的に図１に基づく説明された接続平面に一致し、この場合には、等しい要素用のすべての図は同じ参照符号を有する。図１とは異なって、図２乃至４に基づく接続平面には、前輪ブレーキ回路がそれぞれに後輪ブレーキ回路の手作動に依存して独立して制御でき、この際にそれぞれに後輪ブレーキ１４並びに前輪ブレーキに生じるブレーキ圧を精密に検出するために、特に両ブレーキ回路のブレーキスリップ制御のために、後輪ブレーキ１４並びに前輪ブレーキには圧力センサー２が配置されている。   Unless all other details that have become apparent from FIGS. 2 to 4 have been discussed so far, this functionally and structurally corresponds to the described connection plane according to FIG. 1, in this case, All figures for equal elements have the same reference signs. Unlike FIG. 1, in the connection planes according to FIGS. 2 to 4, the front wheel brake circuit can be independently controlled depending on the manual operation of the rear wheel brake circuit, in which case each rear wheel brake 14 In addition, in order to accurately detect the brake pressure generated in the front wheel brake, the pressure sensor 2 is disposed in the rear wheel brake 14 and the front wheel brake, particularly for brake slip control of both brake circuits.

それ故に、要約して、後輪ブレーキ或いは前輪ブレーキが付属分離切換弁の共働作用のもとで電気油圧式にそれで独立して制御できるか否かに無関係に確認され得て、手或いは足作動されたメインブレーキシリンダにおけるこの発明による弁配列によって、そのメインブレーキシリンダに接続されたブレーキ回路が同様に独立して制御できなく、二回路ポンプ９が運転中に独立したブレーキ回路内の圧力上昇をさせるならば、ポンプ圧力の戻り作用が感じない。   Therefore, in summary, it can be determined whether the rear wheel brake or the front wheel brake can be controlled independently by electrohydraulic under the cooperating action of the attached separation switching valve. Due to the valve arrangement according to the invention in the actuated main brake cylinder, the brake circuit connected to that main brake cylinder cannot likewise be controlled independently and the pressure increase in the independent brake circuit during operation of the two-circuit pump 9 If you do this, you will not feel the pump pressure return effect.

ポンプ９は提案された発明的特徴に基づいてその上に段付ピストンポンプとして形成され得て、この際に公知のように、排気弁２６が閉鎖されて、接続された低圧アキュムレータ１６が空であるならば、段付ピストンポンプが容積を搬送できる。このための原因は、ポンプ９の吸込み弁２９と通常に閉鎖された排気弁２６の間の段付ピストンにより発生された負圧であり、それはブレーキ液の放出を導き得る。吹出し容積はそのような場合に吸込み弁２９を介してポンプ９の圧縮室に到達し、独立したブレーキ回路内の圧力上昇の際に手作動されたブレーキ回路には手或いは足作動されたメインブレーキシリンダ７或いは１３の方向に代わって、今やこの発明による弁配列によってポンプ循環内の短絡流として搬送され、この際に導管路２７に接続された低圧アキュムレータ１６が好ましくはポンプ９により発生された圧力インパルスを緩衝するのに用いられる。   The pump 9 can be formed as a stepped piston pump on the basis of the proposed inventive features, with the exhaust valve 26 being closed and the connected low-pressure accumulator 16 being empty, as is known. If present, a stepped piston pump can carry the volume. The cause for this is the negative pressure generated by the stepped piston between the suction valve 29 of the pump 9 and the normally closed exhaust valve 26, which can lead to the release of brake fluid. In such a case, the discharge volume reaches the compression chamber of the pump 9 via the suction valve 29, and the brake circuit which is manually operated when the pressure rises in the independent brake circuit has a main brake operated by hand or foot. Instead of the direction of the cylinder 7 or 13, it is now conveyed by the valve arrangement according to the invention as a short circuit flow in the pump circulation, in which the low-pressure accumulator 16 connected to the conduit 27 is preferably the pressure generated by the pump 9 Used to buffer impulses.

第一実施態様のオートバイブレーキ装置用の油圧接続平面を示し、前輪ブレーキ回路が後輪ブレーキの独立した運転の際に手動ブレーキレバーへのポンプの戻り作用を阻止する弁配列を備えている。1 shows a hydraulic connection plane for a motorcycle brake device according to a first embodiment, wherein the front wheel brake circuit is provided with a valve arrangement for preventing the return action of the pump to the manual brake lever during independent operation of the rear wheel brake. 第二実施態様のオートバイブレーキ装置用の油圧接続平面を示し、前輪ブレーキ回路が前輪ブレーキ回路の独立した運転の際に足ブレーキレバーへのポンプの戻り作用を阻止する弁配列を備えている。Fig. 5 shows a hydraulic connection plane for a motorcycle brake device of the second embodiment, wherein the front wheel brake circuit is provided with a valve arrangement that prevents the pump return action to the foot brake lever during independent operation of the front wheel brake circuit. 前輪ブレーキ回路の独立した作動の際に後輪ブレーキ回路内で足ブレーキレバーへのポンプの戻り作用を阻止する簡略化した弁接続部を備える図２に基づく油圧接続平面を示す。FIG. 3 shows a hydraulic connection plane according to FIG. 2 with a simplified valve connection that prevents the pump from returning to the foot brake lever in the rear wheel brake circuit during independent operation of the front wheel brake circuit. 足ブレーキレバーへのポンプの戻り作用を阻止する再度簡略化した弁接続部を備える図３に基づく油圧接続平面を示す。Fig. 4 shows a hydraulic connection plane according to Fig. 3 with a re-simplified valve connection that prevents the return action of the pump to the foot brake lever.

符号の説明Explanation of symbols

１．．．．．圧力センサー
２．．．．．圧力センサー
３．．．．．圧力センサー
４．．．．．前輪ブレーキ回路
５．．．．．前輪ブレーキ
６．．．．．入口弁
７．．．．．メインブレーキシリンダ
８．．．．．制御装置
９．．．．．ポンプ
１０．．．．後輪ブレーキ回路
１１．．．．ブレーキユニット
１２．．．．出口弁
１３．．．．メインブレーキシリンダ
１４．．．．後輪ブレーキ
１５．．．．循環導管
１６．．．．低圧アキュムレータ
１７．．．．消音室
１８．．．．ブレーキ導管
１９．．．．分離弁
２０．．．．切換弁
２１．．．．吸込み側
２２．．．．補償容器
２３．．．．ポンプ循環弁
２４．．．．多方路弁
２５．．．．逆止弁
２６．．．．排気弁
２７．．．．導管路
２８．．．．圧力保持弁
２９．．．．吸込み弁
３０．．．．圧力センサー 1. . . . . Pressure sensor . . . . 2. Pressure sensor . . . . Pressure sensor 4. . . . . 4. Front wheel brake circuit . . . . Front wheel brake . . . . Inlet valve 7. . . . . Main brake cylinder 8. . . . . Control device 9. . . . . Pump 10. . . . Rear wheel brake circuit 11. . . . Brake unit 12. . . . Outlet valve 13. . . . Main brake cylinder 14. . . . Rear wheel brake 15. . . . Circulation conduit 16. . . . Low pressure accumulator 17. . . . Silence room 18. . . . Brake conduit 19. . . . Separation valve 20. . . . Switching valve 21. . . . Suction side 22. . . . Compensation container 23. . . . Pump circulation valve 24. . . . Multiway valve 25. . . . Check valve 26. . . . Exhaust valve 27. . . . Conduit path 28. . . . Pressure holding valve 29. . . . Suction valve 30. . . . pressure sensor

Claims (9)

油圧作動可能な前輪及び後輪ブレーキ回路を備え、両ブレーキ回路を独立的に作動する二つのメインブレーキシリンダを備え、各ブレーキ回路にブレーキ圧を制御するように設けられた入出口弁を備え、逆送り原理に基づき作動する前輪並びに後輪ブレーキ回路に圧力を供給するポンプを備え、ポンプ吸込み側に接続された低圧アキュムレータを備え、第一ブレーキ内の第一車輪ブレーキと第二ブレーキ内の第二車輪ブレーキを備え、並びに独立してブレーキ圧を発生するために両車輪ブレーキの一方にそのブレーキに付属したメインブレーキシリンダの作動と無関係にポンプの輸送圧を作用できるそれぞれのブレーキ回路内の分離切換弁を備えるオートバイブレーキ装置において、分離切換弁（１９、２０）を有しないそれぞれのブレーキ回路はポンプ（９）により発生できる圧力の手作動或いは足作動されたメインブレーキシリンダ（７或いは１３）への戻り作用を阻止する弁切替部（２３、２４；２３、２５）を備えていることを特徴とするオートバイブレーキ装置。   It has front and rear brake circuits that can be hydraulically operated, has two main brake cylinders that operate both brake circuits independently, and has an inlet / outlet valve that is provided to control brake pressure in each brake circuit, It has a pump that supplies pressure to the front and rear wheel brake circuits that operate based on the reverse feed principle, a low-pressure accumulator connected to the pump suction side, and a first wheel brake in the first brake and a second wheel in the second brake. Separate in each brake circuit with two-wheel brakes and capable of acting on the pump transport pressure independently of the operation of the main brake cylinder attached to one of the two-wheel brakes to independently generate the brake pressure Motorcycle brake device having a switching valve, each brake having no separation switching valve (19, 20) The passage is provided with a valve switching part (23, 24; 23, 25) for preventing the return to the manually actuated or foot actuated main brake cylinder (7 or 13) of the pressure that can be generated by the pump (9). Motorcycle brake device characterized by. 弁接続部はポンプ（９）の吸込み側と圧力側の間の迂回結合部をつくる導管路（２７）に挿入されているポンプ循環弁（２３）から形成されていることを特徴とする請求項１に記載のオートバイブレーキ装置。   The valve connection is formed by a pump circulation valve (23) inserted in a conduit (27) that creates a detour connection between the suction side and the pressure side of the pump (9). The motorcycle brake device according to 1. 導管路（２７）はポンプ（９）の出口とばね付勢された逆止弁（２５）の間のポンプ（９）の圧力側に接続されており、逆止弁は定義された開放圧の惹起の際にポンプ輸送流の方向に油圧的に弁座から持ち上げできることを特徴とする請求項２に記載のオートバイブレーキ装置。   The conduit (27) is connected to the pressure side of the pump (9) between the outlet of the pump (9) and the spring-loaded check valve (25), the check valve having a defined opening pressure. 3. A motorcycle brake device according to claim 2, wherein the motorcycle brake device can be hydraulically lifted from the valve seat in the direction of the pumping flow when it is triggered. ポンプ循環弁（２３）は基本状態で閉鎖された２／２路座弁として形成され、ポンプ（９）の始動の際に分離切換弁（１９、２０）を有するブレーキ回路に接続されていないそれぞれのメインブレーキシリンダ（７或いは１３）が手作動されるときに、２／２路座弁が電気的に開放されていることを特徴とする請求項１に記載のオートバイブレーキ装置。   The pump circulation valve (23) is formed as a 2 / 2-way seat valve closed in the basic state, and is not connected to a brake circuit having a separation switching valve (19, 20) when the pump (9) is started. 2. The motorcycle brake device according to claim 1, wherein the 2 / 2-way seat valve is electrically opened when the main brake cylinder (7 or 13) is manually operated. 導管路（２７）はポンプ（９）の出口と多方路弁（２４）の間のポンプ圧力側に接続され、この多方路弁（２４）がポンプ輸送流の方向に電気的に弁座から持ち上げできることを特徴とする請求項２に記載のオートバイブレーキ装置。   The conduit (27) is connected to the pump pressure side between the outlet of the pump (9) and the multi-way valve (24), which multi-way valve (24) is electrically lifted from the valve seat in the direction of the pumping flow. The motorcycle brake device according to claim 2, wherein the motorcycle brake device can be used. ポンプ循環弁（２３）を介してポンプ圧力側に接続できるポンプ（９）の吸込み側には、追加的に排気弁（２６）が接続されており、この排気弁はその開放接続状態においてポンプ吸込み側をブレーキ導管（１８）に接続されたメインブレーキシリンダ（７或いは１３）と接続していることを特徴とする請求項２に記載のオートバイブレーキ装置。   An exhaust valve (26) is additionally connected to the suction side of the pump (9), which can be connected to the pump pressure side via the pump circulation valve (23). Motorcycle brake device according to claim 2, characterized in that the side is connected to a main brake cylinder (7 or 13) connected to a brake conduit (18). 排気弁（２６）は基本状態においてばね力により閉鎖された２／２路座弁として形成され、その２／２路座弁が電気的に作動できることを特徴とする請求項６に記載のオートバイブレーキ装置。   The motorcycle brake according to claim 6, characterized in that the exhaust valve (26) is formed as a 2 / 2-way seat valve closed in the basic state by a spring force, the 2 / 2-way seat valve being electrically operable. apparatus. ポンプ吸込み側における導管路（２７）は圧力保持弁（２８）に対して上流で低圧アキュムレータ（１６）の入口に接続されており、その低圧アキュムレータ出口は圧力保持弁（２８）を有することを特徴とする請求項２に記載のオートバイブレーキ装置。   The conduit (27) on the pump suction side is connected upstream of the pressure holding valve (28) to the inlet of the low pressure accumulator (16), and the low pressure accumulator outlet has a pressure holding valve (28). The motorcycle brake device according to claim 2. ポンプ（９）の始動の際に分離切換弁（１９、２０）を有するブレーキ回路に接続されていないそれぞれのメインブレーキシリンダ（７或いは１３）が手作動されるときに、ポンプ循環弁（２３）がその電気的開放接続状態を取り、多方路弁（２４）がその電気的閉鎖接続状態を取ることを特徴とする前記請求項１乃至８のいずれか一項に記載のオートバイブレーキ装置。   When each main brake cylinder (7 or 13) not connected to the brake circuit having the separation switching valve (19, 20) is manually operated at the time of starting the pump (9), the pump circulation valve (23) The motorcycle brake device according to any one of the preceding claims, characterized in that takes an electrically open connection state and the multi-way valve (24) takes an electrically closed connection state.
JP2007053724A 2006-03-04 2007-03-05 Motorcycle brake equipment Expired - Fee Related JP5186119B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102006010047 2006-03-04
DE102006010047.6 2006-03-04
DE102006036501.1 2006-08-04
DE102006036501A DE102006036501A1 (en) 2006-03-04 2006-08-04 Hydraulic brake system for vehicle driving wheels, with front and rear wheel brake circuits, has a valve assembly to prevent back pressure from one circuit acting on the brake cylinder of the other circuit

Publications (2)

Publication Number Publication Date
JP2007238084A true JP2007238084A (en) 2007-09-20
JP5186119B2 JP5186119B2 (en) 2013-04-17

Family

ID=38329369

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2007053724A Expired - Fee Related JP5186119B2 (en) 2006-03-04 2007-03-05 Motorcycle brake equipment

Country Status (2)

Country Link
JP (1) JP5186119B2 (en)
DE (1) DE102006036501A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008042297B4 (en) * 2007-09-25 2016-11-24 Advics Co., Ltd. Control device and control method for a vehicle brake device
DE102008029244B4 (en) * 2008-06-19 2024-03-21 Continental Automotive Technologies GmbH Vehicle braking system with multiple hydraulic circuits
DE102010001532A1 (en) * 2010-02-03 2011-08-04 Continental Teves AG & Co. OHG, 60488 Motorcycle brake system has hydraulically actuated front wheel- and rear wheel brake circuits, two main brake cylinders for independent actuation of both the brake circuits, and unit for brake pressure regulation in each brake circuit

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08150911A (en) * 1994-11-28 1996-06-11 Mazda Motor Corp Anti-lock brake device of vehicle
JPH1076926A (en) * 1996-09-05 1998-03-24 Aisin Seiki Co Ltd Brake pressure supplying device
JPH11189139A (en) * 1997-12-25 1999-07-13 Aisin Seiki Co Ltd Braking control device of vehicle
JP2000006778A (en) * 1998-06-19 2000-01-11 Yamaha Motor Co Ltd Brake system for motor cycle
JP2000071963A (en) * 1998-09-03 2000-03-07 Nippon Abs Ltd Brake control device for motorcycle
JP2002264787A (en) * 2001-03-07 2002-09-18 Bosch Braking Systems Co Ltd Electric brake controller
JP2003025978A (en) * 2001-05-10 2003-01-29 Bosch Automotive Systems Corp Brake controlling method and device for motorcycle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1318933B1 (en) * 2000-09-13 2004-05-12 FTE automotive GmbH & Co. KG Method for regulating the brake power on the wheels of a single-track vehicle and brake system for carrying out said method
DE60229185D1 (en) * 2001-07-19 2008-11-20 Bayerische Motoren Werke Ag Brake control method and device for motorcycles

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08150911A (en) * 1994-11-28 1996-06-11 Mazda Motor Corp Anti-lock brake device of vehicle
JPH1076926A (en) * 1996-09-05 1998-03-24 Aisin Seiki Co Ltd Brake pressure supplying device
JPH11189139A (en) * 1997-12-25 1999-07-13 Aisin Seiki Co Ltd Braking control device of vehicle
JP2000006778A (en) * 1998-06-19 2000-01-11 Yamaha Motor Co Ltd Brake system for motor cycle
JP2000071963A (en) * 1998-09-03 2000-03-07 Nippon Abs Ltd Brake control device for motorcycle
JP2002264787A (en) * 2001-03-07 2002-09-18 Bosch Braking Systems Co Ltd Electric brake controller
JP2003025978A (en) * 2001-05-10 2003-01-29 Bosch Automotive Systems Corp Brake controlling method and device for motorcycle

Also Published As

Publication number Publication date
DE102006036501A1 (en) 2007-09-06
JP5186119B2 (en) 2013-04-17

Similar Documents

Publication Publication Date Title
KR101359341B1 (en) Integrated Electronic Hydraulic Brake System
KR101935463B1 (en) Integrated Electronic Hydraulic Brake System
JP4805174B2 (en) Motorcycle brake equipment
KR20160108465A (en) Brake control device and brake system for vehicles
JPH0343108B2 (en)
KR20130105960A (en) Integrated electronic hydraulic brake system
CN112292295B (en) Hydraulic control unit for saddle-ride type vehicle brake system, and saddle-ride type vehicle brake system
JP2006306221A (en) Brake device
JPWO2019207382A1 (en) Hydraulic control unit of brake system for saddle-type vehicle and brake system for saddle-type vehicle
JPH1148934A (en) Brake hydraulic pressure circuit for vehicle
JP5186119B2 (en) Motorcycle brake equipment
KR101361528B1 (en) Pre-fill module for reducing brake response delay
JP5259577B2 (en) Motorcycle brake equipment
KR101947063B1 (en) Hydraulic brake system
JP2001213295A (en) Vehicular hydraulic braking device
KR102257921B1 (en) Integrated Electronic Hydraulic Brake
KR102211825B1 (en) Active hydraulic booster system in vehice
JP4484986B2 (en) Brake fluid pressure source device and brake device
EP0668199B1 (en) Brake fluid pressure controller
JP2005219725A (en) Brake hydraulic control circuit
JP2004168078A (en) Braking force control device
JP2005199744A (en) Brake hydraulic pressure control circuit
JP4283755B2 (en) Brake hydraulic pressure control device for vehicles
JP2004345629A (en) Brake hydraulic pressure control circuit
JP2006007927A (en) Brake control device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20100210

RD04 Notification of resignation of power of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7424

Effective date: 20100519

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20120229

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20120327

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20120621

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20130115

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20130121

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20160125

Year of fee payment: 3

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

LAPS Cancellation because of no payment of annual fees