JP2009214881A - Braking device for motorcycle, and motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking device for a motorcycle capable of allowing a rider to easily perform the braking operation. <P>SOLUTION: Operating liquid from a master cylinder 4 of a front wheel braking system 200 is supplied to a main wheel cylinder 7 of a front wheel 6 through a first main liquid passage 10. A booster 88 is provided, which supplies high pressure operating liquid to a sub wheel cylinder 29 of the front wheel brake system 200 via a sub liquid passage 105 separate from the main liquid passage 10. The booster 88 includes a regulator 21 for adjusting the liquid pressure of the operating liquid and supplies it to the sub-wheel cylinder 29. The booster 88 supplies the operating liquid only to the sub-wheel cylinder 29 of the front wheel brake system 200. A circulation type modulator 90 for antilock is provided on the first main liquid passage 10 of the front wheel brake system 200. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motorcycle brake device having an anti-lock function and an emergency brake assist function, and a motorcycle including the same.

In a motorcycle, for example, a front wheel may be braked by operating a brake lever by hand, and a rear wheel may be braked by operating a foot brake pedal. In some cases, the front and rear wheels are braked by operating the corresponding brake levers with the left and right hands.
The force with which a human hand grips the brake lever is very weak compared to the force with which the toes step on the brake pedal. In addition, even with a brake operation with a foot, in an automobile, the brake can be operated with the force of the entire leg, whereas in a two-wheeled vehicle, the brake is operated only with an ankle force. Therefore, even if the brake operation is performed with the same foot, the pedaling force cannot be exerted so much in a two-wheeled vehicle. In addition, a weak rider who does not have grip strength or leg power may operate.

  In order to generate a high braking force with a small operating force, there is a method in which the cylinder diameter of the master cylinder is reduced to generate a relatively large brake fluid pressure with respect to the input. However, the master cylinder piston stroke must be increased in order to ensure the amount of discharged fluid required for brake operation, which increases the overall length of the master cylinder and makes layout difficult. There is a problem in that the stroke becomes too large, making it difficult to operate the lever and pedal.

Also, motorcycles are sometimes equipped with an anti-lock function for preventing wheel locking in order to assist traveling on various road surfaces. On the other hand, in recent years, it has been proposed as a research subject to add an emergency brake assist function that applies higher braking force than usual when an emergency brake operation is performed, following the brake assist in an automobile.
Conventionally, a brake hydraulic pressure control device in which a hydro booster is connected to an anti-lock device has been provided (Patent Document 1).

Further, brake devices having an emergency brake assist function and an anti-lock function have been provided for automobiles (for example, Patent Documents 2, 3, and 4).
In addition, a brake device that achieves emergency brake assist and anti-lock by combining an electric motor and a planetary gear mechanism is provided for a motorcycle (for example, Patent Document 5). In addition, there is provided a brake device for motorcycles that sucks hydraulic fluid from a low-pressure reservoir using an antilock reflux type modulator pump and uses it for emergency brake assist (for example, Patent Documents 6 and 7). , 8, 9).

Japanese Patent No. 2740221 Japanese Patent Laid-Open No. 9-24818 JP-A-9-24819 JP-A-9-30398 JP 2000-142343 A Japanese Unexamined Patent Publication No. 2000-6778 Japanese Unexamined Patent Publication No. 2000-6679 Japanese Patent No. 3457190 JP 2003-25978 A

Since the above Patent Document 1 is a so-called series booster, a large brake pedal force is required. It is difficult to obtain such a large pedaling force with the force of only the rider's ankle.
Also, in motorcycles, the height of the center of gravity with respect to the wheel base is higher than that of passenger cars, etc., and the ground contact force of the front and rear wheels is likely to fluctuate due to braking operations, etc. There is a need to have separate brake operation systems at the front and rear. Therefore, it is difficult to apply Patent Documents 2, 3, and 4 for automobiles having one input system to a motorcycle having such special characteristics.

  Further, in Patent Documents 2, 3, and 4, the communication between the master cylinder and the brake circuit is cut off during the ABS control. As a result, the brake operation member that operates the master cylinder is braked by the ABS operation. Changes in hydraulic pressure are not transmitted. For this reason, the rider cannot determine whether the brake operation for either the front wheel or the rear wheel is excessive.

In the above Patent Document 5, the communication between the master cylinder and the wheel cylinder is cut off by the cut valve of the modulator when the ABS is operated. Therefore, Patent Document 5 is also the same as Patent Documents 2, 3, and 4. In addition, the rider cannot determine which brake system of the brake operation is excessive.
In Patent Documents 6, 7, 8, and 9 described above, since the reflux modulator pump is used for emergency brake assist, the assist hydraulic fluid is deprived from the master cylinder during emergency brake assist. In such a case, when the rider performs a brake operation to operate the master cylinder, the hydraulic fluid has already been discharged, so the lever stroke becomes smaller than when only the master cylinder is operated. That is, the stroke of the brake operation varies greatly. In addition, although the rider is not operating the brake, the brake operation member may make a stroke (a so-called intrusion phenomenon) affects the rider's brake operation, and the rider may feel uncomfortable.

  By the way, conventionally, a brake system that links the brakes of the front wheels and the rear wheels has been proposed. In this system, the amount of liquid consumed by the front and rear wheel cylinders is provided by supply from a single master cylinder. In this case, it is necessary to increase the ratio of the diameter of the master cylinder with respect to the diameter of the wheel cylinder in order to ensure the necessary supply liquid amount in the master cylinder, while in order to ensure the necessary braking force, It is necessary to reduce the above ratio. Therefore, it is difficult to achieve both the supply liquid amount and the braking force.

  The present invention has been made in view of the above problems, and has as its main object to provide a motorcycle brake device that facilitates rider's braking operation and a motorcycle including the same.

  The present invention includes a front wheel brake system and a rear wheel brake system, and each brake system includes an independent brake operation member, a master cylinder that operates according to the operation of the brake operation member, and a main fluid path from the master cylinder. A main wheel cylinder to which hydraulic fluid is supplied via a booster auxiliary wheel cylinder provided in one of the front wheel brake system and the rear wheel brake system, and a master cylinder of the brake system on the one side A booster for supplying hydraulic fluid from a hydraulic pressure source generating a higher pressure to the auxiliary wheel cylinder via a secondary fluid passage separated from the main fluid passage of the brake system on one side, and an anti-lock The booster is connected to a pilot chamber formed of a part of a main liquid passage and the hydraulic pressure source. A hydraulic pressure source, an output port connected to the auxiliary wheel cylinder, and a discharge port connected to the reservoir, and using the pilot pressure in the pilot chamber, the hydraulic fluid from the hydraulic pressure source is converted into the generated hydraulic pressure of the master cylinder. A regulator for adjusting the pressure to be supplied to the auxiliary wheel cylinder, and the booster supplies hydraulic fluid only to the auxiliary wheel cylinder provided in the brake system on the one side, and the modulator Provides a brake device for a motorcycle, which is provided in a main fluid passage of the brake system on one side.

  According to the present invention, the hydraulic fluid from the master cylinder is normally supplied to the main wheel cylinder through the main fluid passage by the brake operation while the hydraulic fluid from the hydraulic pressure source is separated from the main fluid passage. The hydraulic pressure is adjusted via the liquid passage and supplied to the auxiliary wheel cylinder. As the master cylinder only needs to supply the amount of liquid consumed by the main wheel cylinder, the braking force can be improved by operating the main wheel cylinder and the sub wheel cylinder with a small operation force without increasing the stroke amount of the brake operation. .

  In the present invention, the modulator is always in communication with the master cylinder at a position closer to the master cylinder than the branch portion from a branch portion provided between the master cylinder and the pilot chamber in the main liquid passage. A return path for returning the working fluid to the return section, and a working fluid disposed in the return path and discharged from the main wheel cylinder during the anti-lock operation is sucked and returned to the main liquid path through the return section. (Claim 2). In this case, at the time of ABS operation, when the hydraulic fluid of the main wheel cylinder is returned to the feedback part of the main fluid path via the reflux path by the action of the modulator pump, the hydraulic pressure change of the master cylinder communicating with this feedback part is changed. It is given to the rider via the corresponding brake operation member, and as a result, the rider can feel the operating state of the ABS, and therefore, it can be determined that the brake operation by the brake operation member is excessive.

  The present invention further includes a front wheel brake system and a rear wheel brake system each including the master cylinder, the main liquid path, the main wheel cylinder, and the modulator, and the booster is a regulator corresponding to the main liquid path of the front wheel brake system. The auxiliary wheel cylinder is disposed on the front wheel, the rear wheel brake system includes a main wheel cylinder and another wheel cylinder, and the another wheel cylinder is a pilot chamber of a regulator corresponding to the main fluid path of the front wheel brake system. In some cases, the hydraulic fluid is supplied from the master cylinder of the front wheel brake system. In this case, it is possible to obtain a relatively high front wheel braking force by relatively reducing the operating force and operating stroke amount of the front wheel brake system, and the front and rear brakes are operated by the brake operation of the front wheel brake system. Can work in conjunction. The main fluid path of the front wheel brake system includes a portion for connecting a pilot chamber of a regulator provided corresponding to the main fluid path to the main wheel cylinder of the front wheel brake system, and a branch portion provided in this part is provided. In order to adjust the distribution of the front and rear braking force, it is preferable that a pressure control valve is disposed in the connection path connected to the other wheel cylinder.

  In addition, a motorcycle including the above-described motorcycle brake device is preferable.

1 is a schematic diagram showing a schematic configuration of a motorcycle brake device according to a first embodiment of the present invention. It is a block diagram which shows the principal part of the electrical structure of the brake device for motorcycles. It is a typical sectional view showing an internal configuration of a regulator of a booster mainly, and shows a regulator in the 1st state. It is a typical sectional view showing an internal configuration of a booster regulator mainly, and shows a regulator in the 2nd state. It is a typical sectional view showing an internal configuration of a booster regulator mainly, and shows a regulator in the 3rd state. It is a graph which shows the relationship between the 1st hydraulic pressure used as a pilot pressure, and the 3rd hydraulic pressure adjusted with the regulator. It is a schematic diagram of the brake device of one state at the time of emergency brake assistance. It is a schematic diagram of the brake device of the other state at the time of emergency brake assistance. It is a schematic diagram which shows the state in which the brake device at the time of anti-lock control reduces brake fluid pressure. It is a mimetic diagram showing the state where a brake device at the time of anti-lock control pressurizes brake fluid pressure. It is a mimetic diagram showing the state where a brake device at the time of anti-lock control holds brake fluid pressure. It is a timing chart which shows operation | movement of each solenoid valve at the time of emergency brake assistance and antilock control. It is sectional drawing which shows the internal structure of the regulator which concerns on the 2nd Embodiment of this invention. It is a schematic diagram which shows schematic structure of the brake device for motorcycles which concerns on the 3rd Embodiment of this invention. FIG. 15 is a graph showing a relationship between a braking force distribution characteristic and an ideal distribution curve in the embodiment of FIG. In 3rd Embodiment, it is sectional drawing of the proportioning valve (P valve) used as a pressure control valve. It is sectional drawing of the compound valve used as a pressure control valve in 3rd Embodiment. FIG. 18 is a graph showing a relationship between a braking force distribution characteristic and an ideal distribution curve when the composite valve of FIG. 17 is applied to the pressure control valve of the embodiment of FIG. 14.

Preferred embodiments of the present invention will be described with reference to the accompanying drawings.
First embodiment
Overall Configuration FIG. 1 is a schematic diagram of a motorcycle brake device 1 (hereinafter also simply referred to as a brake device 1) according to a first embodiment of the present invention. Referring to FIG. 1, the brake device 1 generates a first hydraulic pressure by operating a brake lever 2 as a front brake operation member, a brake pedal 3 as a rear brake operation member, and the brake lever 2. The front master cylinder 4 that operates, the rear master cylinder 5 that generates the first hydraulic pressure by the operation of the brake pedal 3, and the front main wheel that is disposed on the front wheel 6 and receives the supply of hydraulic fluid from the front master cylinder 4 A cylinder 7 and a rear main wheel cylinder 9 which is disposed on the rear wheel 8 and receives a supply of hydraulic fluid from a rear master cylinder 5 are provided.

  The front and rear main wheel cylinders 7 and 9 are arranged in corresponding calipers 101 and 102 provided on the front wheel 6 and the rear wheel 8, respectively. Further, a sub-wheel cylinder 29 described later is disposed on a caliper 103 provided on the front wheel 6. In the present embodiment, the front main wheel cylinder 7 and the sub wheel cylinder 29 are arranged on the calipers 101 and 103 independent of each other, but may be arranged on a common caliper.

The hydraulic fluid is supplied from the front master cylinder 4 to the front main wheel cylinder 7 via the first main fluid passage 10, while the rear main cylinder 5 via the second main fluid passage 11 is connected to the rear main cylinder. The hydraulic fluid is supplied to the wheel cylinder 9.
The brake device 1 includes a front wheel brake system 200 as a first brake system and a rear wheel brake system 300 as a second brake system as independent hydraulic systems.

  That is, the front wheel brake system 200 generates a hydraulic pressure corresponding to the hydraulic pressure generated by the brake lever 2, the master cylinder 4, the first main fluid passage 10, the main wheel cylinder 7, and the main wheel cylinder 7. Booster 88, the above-mentioned auxiliary wheel cylinder 29 to which hydraulic fluid is supplied from the booster 88, and anti-lock for controlling the braking force by reducing, holding or pressurizing the brake fluid pressure to the main wheel cylinder 7 The modulator 90 is provided.

The rear wheel brake system 300 reduces, holds or pressurizes the brake fluid pressure to the brake pedal 3, the master cylinder 5, the main wheel cylinder 9, the second main fluid passage 11, and the main wheel cylinder 9. And an anti-lock modulator 90A for controlling the braking force.
Corresponding sensors are arranged on the front wheel 6, the rear wheel 8, the front and rear master cylinders 4 and 5, and the accumulator 17, respectively. That is, as wheel brake sensors 114 and 115 for detecting the rotational speeds of the front wheels 6 and the rear wheels 8, respectively, and emergency brake operation detecting means for detecting the pressures in the pressurizing chambers of the front and rear master cylinders 4 and 5, respectively. Pressure sensors 116 and 117, and a pressure sensor 118 for detecting the internal pressure of the accumulator 17 are provided.

Booster The booster 88 stores the hydraulic fluid and the hydraulic pressure source 12 that can generate the second hydraulic pressure higher than the first hydraulic pressure regardless of the operation of the brake lever 2. And a reservoir 13 for carrying out the operation.
The hydraulic pressure source 12 includes a pump 15 capable of pressurizing the hydraulic fluid supplied from the reservoir 13 via the liquid passage 14, and a hydraulic fluid connected to the pump 15 via the liquid passage 16 and pressurized by the pump 15. And an accumulator 17 that can store this. The pump 15 is rotated by an electric motor 18, for example. The liquid passage 14 is provided with a check valve 19 that allows only the flow of hydraulic fluid from the reservoir 13 to the pump 15. The liquid passage 16 allows only the flow of hydraulic fluid from the pump 15 to the accumulator 17. A permissible check valve 20 is provided.

The booster 88 includes a part of the first main liquid passage 10 as a pilot chamber 30, and adjusts the hydraulic fluid from the hydraulic pressure source 12 using the pilot pressure in the pilot chamber 30 to adjust the sub-wheel cylinder. 29 is provided with a regulator 21 for supplying to 29.
The regulator 21 includes an input port 22, an output port 23 and an exhaust port 24, and includes first and second pilot ports 25 and 26 communicating with the pilot chamber 30.

The first main liquid passage 10 includes a first portion 10 a that connects the master cylinder 4 to the first pilot port 25, and a second portion 10 b that connects the second pilot port 26 to the main wheel cylinder 7. Including.
The input port 22 is connected to a branching portion 16 a disposed between the check valve 20 and the accumulator 17 in the liquid path 16 via a liquid path 27. Two hydraulic pressures are provided. The discharge port 24 is connected to the reservoir 13 via the liquid path 28, and a liquid pressure equal to the atmospheric pressure is supplied from the reservoir 13 to the discharge port 24. On the other hand, the output port 23 of the regulator 21 is connected to the auxiliary wheel cylinder 29 via the liquid path 81.

  The accumulator 17 includes a portion of the liquid path 16 from the accumulator 17 to the branching portion 16 a, a liquid path 27, a path connecting the input port 22 and the output port 23 in the regulator 21, and a liquid path 81. A sub liquid passage 105 for supplying hydraulic fluid to the cylinder 29 is configured. The sub liquid path 105 is separated from the first main liquid path 10, and no hydraulic fluid is exchanged between them.

  In the liquid passage 28, a normally open first solenoid valve 110 is disposed. In addition, a bypass path 111 that bypasses between the input port 22 and the output port 23 of the regulator 21 is provided, and a normally closed (normally closed) second electromagnetic valve 112 is disposed in the bypass path 111. Specifically, the bypass path 111 connects the branch part 27 a in the middle of the liquid path 27 to the branch part 81 a in the middle of the liquid path 81.

On the other hand, the regulator 21 adjusts the second hydraulic pressure input from the hydraulic pressure source 12 via the input port 22, and provides the second hydraulic pressure to the auxiliary wheel cylinder 29 from the output port 23 via the liquid path 81.
That is, the regulator 21 uses the first hydraulic pressure guided from the master cylinder 4 to the pilot chamber 30 as a pilot pressure, and the third hydraulic pressure is a pressure within a predetermined pressure difference with respect to the first hydraulic pressure. The function to adjust to. Specifically, in the present embodiment, the third hydraulic pressure is adjusted to the same level as the first hydraulic pressure.

Since each of the modulators 90 and 90A of the front wheel brake system 200 and the rear wheel brake system 300 has the same configuration, the following description will be made in accordance with the modulator 90 of the front wheel brake system 200 as a representative.
The modulator 90 includes a normally-open third electromagnetic valve 91 that forms a 2-position switching valve, a normally-closed fourth solenoid valve 92 that also forms a 2-position switching valve, and hydraulic fluid that has been decompressed from the main wheel cylinder 7. A buffer chamber 93 for temporarily storing and a pump 94 for returning the working fluid stored in the buffer chamber 93 to the first main liquid path 10 are provided.

Further, the modulator 90 includes a feedback section that is always on the master cylinder 4 side of the branch section 10c from the branch section 10c provided in the first portion 10a of the first main liquid passage 10 and always communicates with the master cylinder 4. A reflux path 95 for refluxing the working fluid to 10d is provided.
The third electromagnetic valve 91 is disposed between the branch portion 10 c and the feedback portion 10 d in the main liquid path 10. A fixed throttle 89 is disposed between the third electromagnetic valve 91 and the feedback unit 10d. Further, a reflux path 96 that bypasses the third electromagnetic valve 91 and reaches the feedback section 10d is formed, and the return path 96 is a check that allows only a liquid flow from the branch section 10c to the feedback section 10d. A valve 97 is arranged.

  In the reflux path 95, a fourth electromagnetic valve 92 and a pump 94 are arranged in this order from the branching portion 10c side, and are formed between the fourth electromagnetic valve 92 and the pump 94 in the reflux path 95. The buffer chamber 93 is connected to the branch portion 95a. In the reflux path 95, a check valve 98 that allows only the liquid flow to the pump 94 side is disposed between the branch portion 95a and the pump 94, and between the pump 94 and the feedback portion 10d, A check valve 99 that allows only a liquid flow toward the return portion 10d is disposed.

The modulator 90A of the rear wheel brake system 300 is similar to the modulator 90 of the front wheel brake system 200 except that the return path 95 is provided so as to extend from the branch part 11c of the second main liquid path 11 to the feedback part 11d. Since it is the same structure, the same code | symbol is attached | subjected to a figure and the description is abbreviate | omitted. In this embodiment, the pumps 94 of the modulators 90 and 90A are rotationally driven by the common electric motor 100, but the pumps 94 may be driven by individual electric motors.
Electrical Configuration Next, the main electrical configuration of the brake device 1 will be described with reference to FIG. The sensors 114 to 118 described above are connected to an ECU (Electronic Control Unit) 120. The ECU 120 is configured mainly by a computer including a CPU, ROM, RAM, and bus, an A / D converter, a driver, and the like, and output signals from the sensors 114 to 118 are input to the ECU 120.

  ECU 120 is connected to first and second solenoid valves 110 and 112 of booster 88 at solenoids 121 and 122, respectively. Further, the ECU 120 is connected to the third and fourth electromagnetic valves 91 and 92 of the front-side modulator 90 at the respective solenoids 123 and 124, and the third and fourth electromagnetic valves of the rear-side modulator 90A. 91 and 92 are connected to the solenoids 125 and 126, respectively. The ECU 120 is connected to a relay 127 for turning on / off the motor 100 of the ABS pump 94 and a relay 128 for turning on / off the motor 18 of the pump 15 of the hydraulic pressure source 12. A failure warning light 129 and an EBA (Emergency Brake Assist) operation warning light 130 are connected.

The ECU 120 outputs signals to the solenoids 121 to 126, the motor relays 127 and 128, and the warning lights 129 and 130. ECU 120 turns on / off the corresponding solenoid valve through on / off of the excitation of the corresponding solenoid, and turns on / off the corresponding pump through on / off of the corresponding relay.
The ECU 120 executes accumulator pressure control, normal brake control, ABS control, and EBA control.

  The accumulator pressure control is a control that realizes a function of maintaining the pressure of the accumulator 17 of the hydraulic pressure source 12 in a predetermined pressure range. Specifically, when the detected value of the pressure sensor 118 becomes equal to or lower than a predetermined lower limit value, the electric motor 18 is driven by turning on the motor relay 127 to operate the pump 15, and the hydraulic fluid in the reservoir 13 is discharged by the activated pump 15. The accumulator 17 is pressurized and stored. On the other hand, when the detected value of the pressure sensor 118 exceeds a predetermined upper limit value, the drive of the electric motor 18 is stopped by the motor relay 127 being turned off, and the pump 15 is stopped. Thereby, the pressure in the accumulator 17 is maintained at a pressure in a range between the lower limit value and the upper limit value. The accumulator pressure control is executed regardless of the execution of the normal brake control, ABS control, and EBA control.

Normal brake control is control for realizing a normal brake function. The normal brake function is realized by turning off the excitation of all the solenoids so that all the solenoid valves are turned off as shown in FIG.
EBA control is control for realizing the EBA function. As shown in FIGS. 70 and 8 to be described later, the EBA function is realized by repeatedly turning on and off the second electromagnetic valve 112 with the first electromagnetic valve 110 turned on and closed.

ABS control is control for realizing the ABS function. As shown in FIGS. 9, 10 and 11, which will be described later, the ABS function turns on the motor 100 of the pump 94 of each of the ABS modulators 90 and 90A, and at least one of the front and rear modulators 90 and 90A. In this case, the third and fourth electromagnetic valves 91 and 92 are turned on / off in response to the ABS request. The operation will be described in detail later.
Regulators With reference to FIG. 3, described regulator 21. The regulator 21 includes a housing 31 having a bottomed cylindrical shape having a closed end 31a and an open end 31b. A housing hole 32 is defined in the housing 31, and the housing hole 32 is closed by a plug 33 that is screwed and fixed to the open end 31 b of the housing 31.

  The body portion of the housing 31 is provided with the first and second pilot ports 25 and 26 described above corresponding to the closed end 31a. The discharge port 24, the output port 23, and the input port 22 are provided in this order from the closed end 31a toward the open end 31b. Each port 22 to 26 communicates with the inside of the accommodation hole 32 through a corresponding communication hole formed so as to extend in the radial direction of the housing 31.

  The accommodation hole 32 accommodates a spool member 34 that is slidable in the axial direction adjacent to the closed end 31a. The spool member 34 partitions the inside of the accommodation hole 32 into the above-described pilot chamber 30 on the closed end 31a side and the regulator chamber 35 on the opposite side thereof, and the pressure in the pilot chamber 30 and the regulator chamber 35 is mutually reduced. It functions as a balance piston for balancing. The spool member 34 is provided with an annular groove 341 on the outer periphery of the end on the closed end 31 a side, and at least a part of the pilot chamber 30 is defined between the annular groove 341 and the housing 31. The first and second pilot ports 25 and 26 are always in communication with each other via the pilot chamber 30.

The spool member 34 has a liquid path 36 extending in the axial direction. One end of the liquid path 36 is closed by a closing member 37 made of, for example, a plug, and the other end is opened to the regulator chamber 35 via a drain port 38 that functions as a throttle.
An annular chamber 39 is defined by an annular groove formed on the outer periphery of the intermediate portion in the axial direction of the spool member 34 and the inner periphery of the housing 31, and the annular chamber 39 communicates with the discharge port 24. The spool member 34 forms one or a plurality of liquid passages 40 extending in the radial direction in order to communicate a middle portion of the liquid passage 36 with the annular groove 39. As a result, the discharge port 24 communicates with the drain port 38 via the liquid passages 40 and 36.

On the outer peripheral surface of the spool member 34, a pair of cup seals 41 and 42 are disposed so as to be oriented in opposite directions to partition the annular groove 39 and the pilot chamber 30 from each other. Each cup seal 41, 42 is held in a corresponding annular holding groove formed on the outer peripheral surface of the spool member 34.
Further, on the outer peripheral surface of the spool member 34, a seal member 43 that partitions the annular groove 39 communicating with the discharge port 24 and the regulator chamber 35 from each other is disposed and held in the corresponding holding groove. An example of the seal member 43 is a member in which a ring of a synthetic resin having a low friction coefficient and excellent slidability is fitted on the outer periphery of the O-ring.

Further, a valve mechanism 44 for switching communication / blocking between the regulator chamber 35 and the input port 22 is provided between the spool member 34 and the plug 33 in the accommodation hole 32. The valve mechanism 44 includes a cylindrical valve body 45 that is fitted in the housing 31 and is restricted from moving in the axial direction.
In the valve body 45, first and second cavities 45a and 45b are formed which are partitioned from each other by a partition wall 46 arranged at an intermediate portion in the axial direction. The first cavity 45a on the spool member 34 side is a regulator 35. Leads to. A protrusion 33a of the plug 33 is inserted into a part of the second cavity 45b on the plug 33 side, and the second hydraulic pressure is supplied from the hydraulic pressure source 12 by the remaining part of the second cavity 45b. A receiving high-pressure chamber 60 is configured. The space between the outer peripheral surface of the convex portion 33a and the inner peripheral surface of the valve body 45 is sealed by a seal member 47 made of, for example, an O-ring, and the liquid-tightness of the high-pressure chamber 60 is ensured.

  The partition wall 46 is formed with a valve hole 48 that allows the cavities 45a and 45b to communicate with each other. The valve hole 48 is normally closed by a check valve 49. Specifically, a half of the valve hole 48 on the high pressure chamber 45 side is expanded in diameter to form a valve seat 50. The check valve 49 is pressed between the valve seat 50 and the ball 51 as a valve body that can close the valve hole 48, and is interposed between the convex portion 33 a of the plug 33 and the ball 51. And an urging member 52 made of a compression coil spring for urging.

  An annular groove 53 extending in the circumferential direction is formed on the outer periphery of the intermediate portion in the axial direction of the valve body 45, and the annular groove 53 communicates with the input port 22. In addition, the valve body 45 forms at least one liquid passage 54 that extends in the radial direction and communicates the annular groove 53 and the high-pressure chamber 60 described above. As a result, the second hydraulic pressure from the hydraulic pressure source 12 is guided to the high pressure chamber 60 via the input port 22, the annular groove 53 and the liquid path 54.

  A pair of seal members 55, 56 are mounted on the outer peripheral surface of the valve body 45 on both sides of the annular groove 53, and these seal members 55, 56 are connected to the outer peripheral surface of the valve body 45 and the inner periphery of the housing 31. The space between the surfaces is sealed. In a state where the valve hole 48 is closed by the check valve 49, the liquid tightness of the high pressure chamber 60 is ensured by the seal members 47, 55, and 56, and the high pressure chamber 60 is in communication with only the input port 22.

  An annular chamber 57 that fluidly communicates with the output port 23 is defined in the accommodation hole 32 by annular grooves formed on the outer peripheral surfaces of the end portions of the valve body 45 and the spool member 34 facing each other. The annular chamber 57 constitutes a part of the regulator chamber 35 described above. In the annular chamber 57, one end is locked to the valve body 45 and the other end is locked to the spool member 34, and the spool member 34 is biased to the pilot chamber 30 side, for example, a biasing member made of a compression coil spring, for example. 58 is housed.

A pressure regulating valve 59 that is movable in the axial direction of the valve body 45 is accommodated in the first cavity 45 a in the valve body 45. An operation shaft 61 partially inserted into the valve hole 48 extends at one end of the pressure regulating valve 59, and the tip of the operation shaft 61 faces the ball 51 of the check valve 49 with a slight gap. . The operation shaft 61 functions as a throttle member that throttles the liquid path in the valve hole 48.
The other end of the pressure regulating valve 59 is configured as a diameter-expanded portion 62 that is expanded in a divergent shape, and a ball 63 as a valve body is fixed to the center of the end surface of the diameter-expanded portion 62 by caulking. The ball 63 faces the drain port 38 so that the drain port 38 can be closed when necessary.

On the other hand, a cylindrical guide 64 is fitted in the first cavity 45a. The guide 64 surrounds the outer periphery of the pressure regulating valve 59 with a gap, and the pressure regulating valve 59 is placed in the gap. A biasing member 65 made of a compression coil spring for biasing toward the spool member 34 is accommodated.
The pressure regulating valve 59 is supported by a guide 64 via an urging member 65. A seal member 66 is attached around the guide 64. One end of the guide 64 abuts against a retaining ring 67 fixed to the valve body 45, whereby the guide 64 is positioned at a predetermined position, and the guide 64 is restricted from moving to the spool member 34 side beyond the predetermined position. ing. The space between the outer peripheral surface of the guide 61 and the inner peripheral surface of the valve body 45 is sealed with a seal member.
Operation Next, the operation of the brake device 1 will be described. The brake device 1 realizes the normal brake function, the ABS function, and the EBA function as described above by switching the state of each solenoid valve disposed in the hydraulic circuit.

Normal Brake Function The normal brake function is realized by turning off all the solenoid valves 110, 112, 91, 92 as shown in FIG. That is, the normally open first and third solenoid valves 110 and 91 remain open, and the normally closed second and fourth solenoid valves 112 and 92 remain closed.

  The operation of the normal brake function will be described based on FIGS. 3, 4 and 5 with the operation of the regulator 21 as a center. Specifically, the spool valve 34 is displaced to the first position shown in FIG. 3, the second position shown in FIG. 4, and the third position shown in FIG. Accordingly, the state of the regulator 21 is switched to the following first, second and third states.

First, FIG. 3 shows a state where the master cylinder 4 is not pressurized. At this time, the spool valve 34 is displaced to the first position closest to the pilot chamber 30 by the action of the urging member 58, and the regulator 21 blocks the communication between the input port 22 and the regulator chamber 35 and outputs the output port. 23 is in a first state where the communication port 23 communicates with the discharge port 24.
That is, in this first state, since the drain port 38 is separated from the ball 63 of the pressure regulating valve 59, the regulator chamber 35 communicates with the reservoir 13 via the opened drain port 38, and the regulator 35 is large. The pressure is equal to atmospheric pressure. That is, the master cylinder 4, the main wheel cylinder 7 and the sub wheel cylinder 29 are all at a pressure equal to the atmospheric pressure.

On the other hand, the accumulator 17 of the hydraulic pressure source 12 stores a second hydraulic pressure as a high pressure that is higher than a pressure required for a normal brake, and the second hydraulic pressure is led to the high pressure chamber 60. Since the valve hole 48 is closed by the check valve 49, the high-pressure chamber 60 and the regulator chamber 35 are blocked from each other.
Next, in FIG. 4, the master cylinder 4 is pressurized by the operation of the brake lever 2, and hydraulic fluid starts to be sent from the master cylinder 4 to the first main fluid passage 10 in which the normally opened third electromagnetic valve 91 is arranged. Shows the state. That is, the hydraulic fluid having the first hydraulic pressure P <b> 1 from the master cylinder 4 is guided to the main wheel cylinder 7 through the pilot chamber 30. Further, the spool member 34 is displaced to the second position by the first hydraulic pressure P <b> 1 guided into the pilot chamber 30, and the regulator 21 blocks communication between the input port 22 and the regulator chamber 35 and outputs the output port 23. And a second state in which the communication with the discharge port 24 is blocked.

  That is, the drain port 38 of the spool member 34 displaced to the second position closer to the regulator chamber 35 than the first position is abutted against the ball 63 of the pressure regulating valve 59 and is closed. As a result, the regulator chamber 35 and the reservoir Communication with 13 is cut off, and the regulator chamber 35 is sealed. At this time, the operating shaft 61 of the pressure regulating valve 59 is not yet in contact with the ball 51 of the check valve 49 and the high pressure chamber 60 and the regulator chamber 35 are disconnected.

  Next, FIG. 5 shows a state in which the hydraulic fluid having the first hydraulic pressure P1 is further supplied from the master cylinder 4 to the pilot chamber 30 by the operation of the brake lever 2. By supplying the hydraulic fluid, the spool member 34 is further displaced to the third position on the regulator chamber 35 side than the second position. As a result, the regulator 21 enters the third state in which the input port 22 communicates with the regulator chamber 35 and the communication between the output port 23 and the discharge port 24 is blocked.

  That is, due to the displacement of the spool member 34 to the third position, the spool member 34 pushes the pressure regulating valve 59 and is integrally displaced toward the check valve 49 side. Along with this, the operating shaft 61 of the pressure regulating valve 59 pushes the ball 51 of the check valve 49 and separates it from the valve seat 50, thereby opening the valve hole 48. Thereby, the high pressure chamber 60 and the regulator chamber 35 communicate with each other through the valve hole 48. As a result, the hydraulic fluid having the second hydraulic pressure P2 as the high pressure stored in the accumulator 17 of the hydraulic pressure source 12 passes through the branch portion 16a, the liquid passage 27, and the input port 22 of the liquid passage 16 shown in FIG. Are introduced into the high-pressure chamber 60. The hydraulic fluid introduced into the high-pressure chamber 60 passes through the valve hole 48 whose cross-sectional area is reduced by the operation shaft 61, receives a pressure drop, is adjusted to the third hydraulic pressure P3, and is regulated to the regulator chamber 35. Introduced in. The hydraulic fluid having the third hydraulic pressure P3 is introduced into the auxiliary wheel cylinder 29 via the output port 23.

Since the liquid passage in the valve hole 48 is narrowed by the operation shaft 61, the flow of liquid passing through the valve hole 48 is relatively gentle.
When the third hydraulic pressure in the regulator chamber 35, that is, the pressure of the sub wheel cylinder 29 becomes equal to the first hydraulic pressure P1 of the master cylinder 4, that is, the pressure of the main wheel cylinder 7, the spool member 34 is energized. The member 58 is pushed back to the first position. As a result, the regulator 21 returns to the second state, and the drain port 38 is blocked. Here, when the pressure of the master cylinder 4 is lowered, the spool member 34 is further pushed back and displaced to the first position, and the drain port 38 is opened. As a result, the hydraulic fluid contained in the auxiliary wheel cylinder 29 is released to the reservoir 13 side via the output port 23, the regulator chamber 35, the drain port 38 and the discharge port 24.

Through the above movement, the pressures of the pilot chamber 30 and the regulator chamber 35 that are partitioned from each other by the spool member 34, that is, the first hydraulic pressure P1 and the third hydraulic pressure P3 are always equal to each other as shown by the solid line in FIG. It will be adjusted to the level.
EBA function When a predetermined EBA generation condition is satisfied, EBA control is executed. In the EBA control of the present embodiment, the braking force of the front wheels 6 is energized. As the EBA generation condition, at least one of the pressure change speeds during pressure increase detected by the pressure sensors 116 and 117 of the front and rear master cylinders 4 and 5 as emergency brake operation detecting means is predetermined. This includes exceeding the threshold value of.

As an emergency brake operation detecting means, instead of the pressure sensors 116 and 117 of the master cylinders 4 and 5, a stroke sensor for detecting the piston stroke of each of the master cylinders 4 and 5 is used, or the brake lever 2 as a brake operation member and A stroke sensor that detects the stroke of the brake pedal 3 can be used.
Further, a steering angle sensor that detects the steering angle of the steering may be provided, and the EBA generation condition may include that the steering angle detected by the steering angle sensor is equal to or less than a predetermined threshold value.

Further, a yaw rate sensor for detecting the yaw rate of the vehicle body may be provided, and the EBA generation condition may include that the yaw rate detected by the yaw rate sensor is equal to or less than a predetermined threshold value.
Further, in the present embodiment in which the front-wheel brake system 200 and the rear-wheel brake system 300 are provided with the modulators 90 and 90A for ABS, and the booster 88 for EBA is provided only in the front-wheel brake system 200, the front ABS is provided. It is preferred not to activate the EBA if a front emergency braking operation is detected during operation.

On the other hand, when the ABS operation condition is satisfied during the EBA operation and the ABS is operated, the main wheel cylinder 7 is pressurized and depressurized by the ABS operation, and the auxiliary wheel cylinder 29 is pressurized and depressurized by the EBA operation. May be performed synchronously or may not be performed synchronously.
Further, the EBA generation condition may include that the EBA prohibition flag is not set. The EBA prohibition flag is set, for example, when the flasher is blinking, and is reset when the flasher is turned off.

7 and 8 show the state of the brake device 1 when the EBA function is realized when the ABS is not operating.
As shown in FIGS. 7 and 12, the first solenoid valve 110 that is normally open is turned on and closed, whereby the communication between the discharge port 24 of the regulator 21 and the reservoir 13 is cut off. On the other hand, in the bypass passage 111 that bypasses the regulator 21 and connects the hydraulic pressure source 12 and the auxiliary wheel cylinder 29, the normally closed second electromagnetic valve 112 is turned on and opened, and is stored in the accumulator 17. The hydraulic pressure is supplied to the auxiliary wheel cylinder 29 via the bypass passage 111, and the braking force of the front wheel 6 is improved.

As shown in FIG. 12, the opening of the second solenoid valve 112 is performed intermittently, and the second solenoid valve 112 alternates between the open state shown in FIG. 7 and the closed state shown in FIG. 8 in a constant cycle. Repeatedly, the hydraulic fluid is supplied to the auxiliary wheel cylinder 29 by a certain amount. Thereby, the auxiliary wheel cylinder 29 is gradually pressurized.
If the first solenoid valve 110 is closed, the hydraulic fluid from the accumulator 17 flows back to the reservoir 13 side via the output port 23 and the discharge port 24 of the regulator 21 to prevent this. It is to do.

  If the rider does not operate the brake lever 2 in the state of FIG. 7, the spool member 34 of the regulator 21 is displaced to the first position as shown in FIG. In this case, by operating the brake lever 2, the rider operates the main wheel cylinder from the master cylinder 4 through the first main liquid passage 10 including the pilot chamber 30 of the regulator 21, as indicated by the arrows in the figure. The hydraulic fluid can be supplied to 7 and a braking force can be applied to the front wheel 6.

  As shown in FIG. 8, when the pressure of the master cylinder 4 is increased by the operation of the rider's brake lever 2 in the state where the second electromagnetic valve 112 is closed, as shown in FIG. Is displaced to the third position, and the hydraulic fluid from the accumulator 17 is regulated through the input port 22, the valve hole 48, the regulator chamber 35 and the output port 23 as shown in FIG. Led to. As a result, when the pressures in the regulator chamber 35 and the pilot chamber 30 become equal, the spool member 34 moves back to the second position where the valve hole 8 is closed. Then, as shown in FIG. 7 again, when the second electromagnetic valve 112 is opened and the pressure of the auxiliary wheel cylinder 29 increases, the spool member 34 further retracts and returns to the first position.

ABS function When a predetermined ABS generation condition is satisfied, ABS control is started. Examples of the ABS generation condition include a case where the slip ratio calculated based on the detection values of the corresponding wheel sensors 114 and 115 exceeds a predetermined threshold in each brake system 200 and 300. Whether the ABS control is executed by a combination of the slip ratio and the wheel deceleration, such as changing the predetermined threshold according to the deceleration of the wheel (corresponding to the deceleration of the vehicle). The case where it is judged can be illustrated. The modulators 90 and 90A of the brake systems 200 and 300 on the side where the ABS generation condition is satisfied perform the ABS operation.

The ABS operation of the modulator 90 of the front wheel brake system 200 will be described with reference to FIGS. Here, a description will be given in accordance with a case where the front wheel 6 enters a locking tendency due to the pressurization of the main wheel cylinder 7 by the brake operation and the pressurization of the auxiliary wheel cylinder 29 by the EBA operation, and as a result, the ABS operates.
The ABS function is realized by turning on the pump 94 of the modulators 90 and 90A and turning on and off the third and fourth electromagnetic valves 91 and 92 of the front modulator 90 in response to a request from the ABS.

  That is, during ABS control, the third and fourth electromagnetic valves 91 and 92 are driven as shown in FIGS. 9 to 11 according to the ABS request, so that the brake hydraulic pressure to the front main wheel cylinder 7 is increased. The pressure is reduced to avoid the tendency to lock, and then pressurization and holding are repeated. At this time, as shown in FIG. 12, of the first and second solenoid valves 110 and 112 for performing the EBA function, the first solenoid valve 110 is opened in accordance with the depressurization of the ABS, and the ABS is added. Close to pressure and hold. On the other hand, the second electromagnetic valve 112 opens and closes in order to control the hydraulic pressure during pressurization of EBA, but the opening and closing may be performed in synchronization with the opening and closing of the third electromagnetic valve 91. As shown in FIG. 12, it is not necessary to synchronize.

  FIG. 9 shows the reduced pressure state (corresponding to, for example, the state at timing t1 in FIG. 12). In the reduced pressure state, the normally open first solenoid valve 110 is opened, and the normally closed second solenoid valve 112 is closed. Further, the normally open third electromagnetic valve 91 is closed, and the normally closed fourth electromagnetic valve 92 is opened. Thereby, the reflux path 95 from the branch part 10c to the feedback part 10d is opened in a state where the supply path from the master cylinder 4 to the main wheel cylinder 7 is closed.

As a result, the hydraulic fluid in the main wheel cylinder 7 is temporarily stored in the buffer chamber 93 via the pilot chamber 30 and the fourth electromagnetic valve 92 of the regulator 21, and the hydraulic fluid stored in the buffer chamber 93 has already been activated. The air is sucked by the pump 94 that has started, and is refluxed to the master cylinder 4 through the reflux path 95.
In this state, the pressure in the pilot 30 chamber of the regulator 21 drops rapidly, so that the spool member 34 is displaced to the first position shown in FIG. 3 and the drain port 38 is opened. As a result, the hydraulic fluid in the auxiliary wheel cylinder 29 is returned to the reservoir 13 via the output port 23 of the regulator 21, the regulator chamber 35, the drain port 38 and the discharge port 24.

  Next, FIG. 10 shows a state of pressurization following decompression (in FIG. 12, for example, corresponding to the state at timing t2). In the pressurized state, the fourth electromagnetic valve 92 is closed, the third electromagnetic valve 91 is opened, and the first main liquid passage 10 is opened. As a result, the hydraulic fluid from the master cylinder 4 is supplied to the main wheel cylinder 7 via the first main liquid passage 10. Further, when the pressure in the pilot chamber 30 of the regulator 21 becomes higher than the pressure in the regulator chamber 35 due to the supply of the hydraulic fluid from the master cylinder 4, the spool member 34 goes through the second position to the third position. Displace to As a result, the check valve 49 is opened, and the hydraulic fluid from the hydraulic pressure source 12 is guided to the auxiliary wheel cylinder 29 via the input port 22, the high pressure chamber 60, the regulator chamber 35 and the output port 23.

Further, in the pressurized state, the first electromagnetic valve 110 is closed, and the fourth electromagnetic valve 112 is repeatedly opened and closed, for example, a plurality of times to continue the EBA operation.
Next, FIG. 11 shows a holding state (in FIG. 12, for example, corresponding to the state at timing t3). In the holding state, the normally open first and third electromagnetic valves 110 and 91 are closed, whereby all the electromagnetic valves of the front wheel brake system 200 are closed. As a result, the brake supply path to the front main wheel cylinder 7 is closed, the brake fluid pressure of the main wheel cylinder 7 is maintained, and the supply of hydraulic fluid via the bypass path 111 is cut off, so that the auxiliary wheel cylinder 29 Brake fluid pressure is maintained.

Further, since the communication between the master cylinder 4 and the pilot chamber 30 of the regulator 21 is cut off, in the regulator 21, the pilot chamber 30 and the regulator chamber 35 have the same pressure, and the spool member 34 again becomes the second member. Displace to position (see FIG. 4) and close drain port 38.
As shown in FIG. 12, pressurization and holding are repeated alternately to increase the brake hydraulic pressure of the main wheel cylinder 7 and the sub wheel cylinder 29 of the front wheel 6 in a stepwise manner. As a result, when the braking force is increased and the tendency to be locked again, decompression is performed again.

  During the ABS control, when the rider releases the brake operation force in the hope of lowering the brake fluid pressure, the check valve 97 arranged in parallel with the third solenoid valve 91 is opened, and the operation in the main wheel cylinder 7 is performed. The liquid is returned to the master cylinder 4 through the reflux path 96. At this time, the spool member 34 of the regulator 21 is pushed back to the first position, whereby the drain port 38 is opened, and the hydraulic fluid of the auxiliary wheel cylinder 29 is transferred to the reservoir 13 via the output port 23 and the discharge port 24. Returned.

  According to the present embodiment described above, the hydraulic fluid from the master cylinder 4 is supplied to the main wheel cylinder 7 via the first main fluid passage 10 by the brake operation of the brake lever 2 at the normal time. The hydraulic fluid from 17 is adjusted in hydraulic pressure via the regulator 21 of the secondary fluid passage 105 separated from the first main fluid passage 10 and supplied to the secondary wheel cylinder 29. Since the master cylinder 4 only needs to supply the amount of liquid consumed by the main wheel cylinder 7, the braking force is improved by using the main wheel cylinder 7 and the sub wheel cylinder 29 with a small operating force without increasing the stroke amount of the brake operation. can do.

  On the other hand, during the EBA operation, the hydraulic fluid of the accumulator 17 can be supplied to the auxiliary wheel cylinder 29 without going through the regulator 21, thereby improving the emergency braking force. Since the hydraulic fluid for EBA does not enter and exit the first main fluid passage 10, the hydraulic pressure of the master cylinder 4 is changed to the first via the pilot chamber 30 in the same manner as in the normal operation even during the EBA operation. This can be added to the main wheel cylinder 7 through the main liquid passage 10 and the brake operation by the rider can be added. In addition, a normal boosting force from the accumulator 17 via the regulator 21 can be applied along with the brake operation.

Further, even if EBA occurs during the brake operation, the hydraulic pressure in the master cylinder 4 does not change, and the rider does not feel uncomfortable with the brake operation.
Further, during the ABS operation, the hydraulic fluid of the main wheel cylinder 7 is returned to the feedback portion 10 d of the first main liquid passage 10 through the reflux passage 95 by the action of the pump 94 of the modulator 90. Then, the hydraulic pressure change of the master cylinder 4 communicating with the feedback portion 10d is given to the rider via the brake lever 2 corresponding to the master cylinder 4. As a result, the rider can feel the ABS operation, and as a result, it can be determined that the brake operation by the brake lever 2 is excessive.

  In general, in a motorcycle, if the front brake operation is excessive, the front is locked and the behavior of the vehicle becomes unstable. Therefore, even in an emergency, the rider tends to stop using the rear brake mainly without applying the front brake strongly. This tendency is the same in the vehicle adopting ABS. On the other hand, in the present embodiment, the substantial braking force in an emergency can be greatly improved by providing the front side with the EBA function.

Second Embodiment Next, FIG. 13 shows a modified embodiment of the regulator as the second embodiment of the present invention. Referring to FIG. 13, this embodiment is mainly different from the embodiment of FIG. 2 in that a so-called stepped piston-like member is used as the spool member 34A. That is, the spool member 34 </ b> A includes a first pressure receiving portion 68 that faces the pilot chamber 30 and a second pressure receiving portion 69 that faces the regulator chamber 35. By making the diameter D1 of the first pressure receiving portion 68 larger than the diameter D2 of the second pressure receiving portion, the cross-sectional area of the first pressure receiving portion 68 is made larger than the cross-sectional area of the second pressure receiving portion 69. Yes.

  As a result, as indicated by a broken line in FIG. 6, the third hydraulic pressure P3 as the pressure in the regulator chamber 35 is set to be a predetermined multiple of the first hydraulic pressure P1 as the pilot pressure than the first hydraulic pressure P1. As a result, the braking force of the auxiliary wheel cylinder 29 for boosting can be made higher than that of the main wheel cylinder 7. Further, a relatively high braking force can be obtained at the front wheel 6 with a relatively small amount of liquid supplied from the master cylinder 4.

  Actually, assuming that the cross-sectional area ratio of the first and second pressure receiving portions 68 and 69 is a predetermined ratio, the third hydraulic pressure P3 is obtained by multiplying the first hydraulic pressure P1 by the predetermined ratio, The pressure is obtained by reducing a predetermined pressure difference generated by the urging force of the urging member 58. However, since the pressure difference generated by the urging force of the urging member 58 is almost negligible, the third hydraulic pressure P3 may be regarded as a pressure that is a predetermined ratio times the first hydraulic pressure P1. That is, the third hydraulic pressure P3 is proportional to the first hydraulic pressure P1, and thus, a combination with the ABS control is substantially possible.

  It is necessary to make the diameter of the regulator chamber 35 smaller than the diameter of the pilot chamber 30 in accordance with the change in the shape of the spool member 34. For this reason, the half of the accommodation hole 32 on the open end 31b side is increased in diameter. The sleeve 70 is fitted into the enlarged diameter portion. The inner diameter of the sleeve 70 is made equal to the inner diameter of the first pressure receiving portion 68 of the spool member 34, and the first pressure receiving portion 68 is fitted on the inner peripheral surface of the sleeve 70. Further, most of the valve body 45 of the valve mechanism 44 is fitted to the inner peripheral surface of the sleeve 70, and the seal members 55 and 56 seal between the inner peripheral surface of the sleeve 70 and the outer peripheral surface of the valve body 45. It has become.

  One end of the biasing member 58 for biasing the spool member 34 is locked to the end surface of the sleeve 70. An annular groove 71 is formed on the outer peripheral surface 70 a of the sleeve 70 corresponding to the input port 22, and the annular groove 71 is formed on the valve body 45 via a liquid passage 72 that penetrates the sleeve 70 in the radial direction. It communicates with the annular groove 53 on the outer periphery. As a result, the input port 22 communicates with the high pressure chamber 60 via the annular groove 71, the liquid path 72, the annular groove 53 and the liquid path 54.

On the other hand, an annular groove 73 that communicates with the output port 23 is formed on the outer peripheral surface 70 a of the sleeve 70, and the annular groove 73 communicates with the regulator chamber 35 via a liquid passage 74 that penetrates the sleeve 70 in the radial direction. ing. As a result, the output port 23 communicates with the regulator 35 via the annular groove 73 and the liquid path 74.
Further, on the outer peripheral surface 70a of the sleeve 70, a pair of seal members 75 and 76 made of, for example, O-rings are mounted on both sides of the annular grooves 71 and 73, and these seal members 75 and 76 are housings. The space between the inner peripheral surface 31 and the outer peripheral surface 70 a of the sleeve 70 is sealed.

Since other configurations are the same as those of the embodiment of FIG. 3, the same reference numerals are given to the drawings, and description thereof is omitted.
Third Embodiment Next, FIG. 14 shows a third embodiment of the present invention. The third embodiment differs from the first embodiment of FIG. 1 in that a rear main wheel cylinder 9 and a front / rear interlocking wheel cylinder 77 are arranged on a caliper 104 provided on the rear wheel 8. And a connection path 79 for connecting a branch portion 78 provided in the middle of the second portion 10b of the first liquid path 10 to the wheel cylinder 77 for interlocking with the front and rear, and the connection path 79 described above. In addition, for example, a pressure control valve 80 using a proportioning valve (also referred to as a P valve or a hydraulic pressure adjusting valve) 140 shown in FIG. As the pressure control valve 80, a composite valve 160 including a decompression piston shown in FIG.

Other configurations are the same as those in the first embodiment. The rear main wheel cylinder 9 and the front / rear interlocking wheel cylinder 77 may be arranged in different calipers provided on the rear wheel 8.
According to the third embodiment, the front and rear brakes can be operated in conjunction with each other by operating the front brake lever 2 in a normal state, so that a so-called front operation type front and rear interlocking brake can be provided. . That is, the main wheel cylinder 7 and the sub wheel cylinder 29 are arranged on the front wheel 6 to improve the braking force of the front wheel 6 with a relatively small operation force and a relatively small operation stroke of the brake lever 2. On the other hand, the first hydraulic pressure provided to the main wheel cylinder 7 of the front wheel 6 is adjusted to a predetermined hydraulic pressure by the pressure control valve 80, and the adjusted hydraulic pressure is arranged on the rear wheel 8 in the front-rear interlocking. Therefore, the braking force of the rear wheel 8 can be improved.

Further, during EBA, the braking force generated by pressurization of the front master cylinder 4 can be applied to the front wheels 6 and the rear wheels 8 by operating the brake lever 2 of the rider.
Further, as a function of the pressure control valve 80 to which the first hydraulic pressure on the front main wheel cylinder 7 side is inputted, a hydraulic pressure equal to the first hydraulic pressure is output when the first hydraulic pressure is less than a predetermined value. When the first hydraulic pressure exceeds a predetermined value, it is preferable to output a hydraulic pressure obtained by proportionally reducing the first hydraulic pressure. As a result, it is possible to set the distribution characteristics of the front and rear braking forces as shown by the solid line in FIG.

That is, by setting the braking force distribution characteristics so as not to exceed the ideal distribution curve for one person riding shown in FIG. 15 by the one-dot chain line and the ideal distribution curve for two persons riding shown by the two-dot chain line in FIG. Can be set to lock. Specifically, it is preferable to approximate the distribution characteristic of the braking force within a range that does not exceed the ideal distribution curve when one person rides.
Since the boost force is applied to the front wheels 6 as a normal braking function, the vehicle deceleration is greatly increased during normal times, and as a result, it is easy to shift to load distribution biased toward the front wheels 6. As a result, the ground contact load on the rear wheel tends to decrease, but the braking force can be distributed to the rear side by a normal front brake operation, which is effective in stabilizing the vehicle during braking. Moreover, a high deceleration can be obtained even with a weak lever operation.
Example of Pressure Control Valve FIG. 16 shows an example of a proportioning valve (P valve) used as the pressure control valve 80 in the third embodiment (that is, the embodiment of FIG. 14).

Referring to FIG. 16, a proportioning valve 140 includes a body 141, a plunger 142 disposed inside the body 141, and an elastic valve seat 143 for obtaining a valve mechanism by cooperating with the plunger 142. And a spring 144 as an urging member for urging the valve mechanism of the plunger 142 in the opening direction.
The body 141 includes a valve accommodating hole 145 that slidably accommodates the plunger 142, a plug 146 that liquid-tightly closes one end of the valve accommodating hole 145, and an inlet liquid passage 147 that communicates with the vicinity of one end of the valve accommodating hole 145. And an outlet liquid passage 148 provided at the other end of the valve accommodation hole 145.

The plunger 142 includes a first and second end portions 142a and 142b, a piston 142c provided near the first end portion 142a at an intermediate portion between the first and second end portions 142a and 142b, and a spring 144. And a spring seat 142d for receiving one end of the.
The spring 144 is a compression coil spring interposed between the spring seat 142 d of the plunger 142 and the spring seat 149 received by the plug 146. The body 141 includes first and second receiving portions 151 and 152 for slidably supporting the first and second end portions 142a and 142b of the plunger 142, respectively.

  The hydraulic pressure applied to the inlet liquid passage 147 of the proportioning valve 140 having such a configuration is transmitted to the upstream region of the piston 142c in the valve accommodating hole 145, and further through the valve portion 153 opened by the spring 144. Passed to the outlet liquid passage 148. At this time, since the valve portion 153 is opened, the brake fluid pressure applied to the inlet fluid passage 147 is transmitted to the outlet fluid passage 148 almost as it is.

  On the other hand, when the brake fluid pressure from the inlet fluid passage 147 further increases and reaches a certain value, the fluid pressure receiving area A1 on the downstream side of the piston 142c (the diameter of the contact portion when the piston 142c contacts the elastic valve seat 143) And the upstream side pressure receiving area A2 = A1 × π / 4 × d2 (d is the outer diameter of the piston 142c), the piston 142c moves over the biasing force of the spring 144 and moves downward in FIG. The valve part 153 is closed. This point is a break point.

When the upstream hydraulic pressure further increases by ΔP, the piston 142c slightly moves upward due to the increased hydraulic pressure ΔP, and the valve opens.
That is, the upward hydraulic pressure ΔP of the upstream side hydraulic pressure is the downward acting force ΔP × A2 / A1 on the piston 142c due to the area difference between the downstream side liquid pressure receiving area A1 and the upstream side pressure receiving area A2. In the meantime, liquid flow is allowed and the valve closes again.

In this way, the opening and closing operation of the valve is repeated, and the proportioning valve 140 is connected to the output fluid path 148 side by reducing the brake fluid pressure at a certain rate with respect to the input fluid pressure above the breakpoint fluid pressure. It has the action of transmitting to the wheel cylinder.
Another Example of Pressure Control Valve Next, FIG. 17 shows a composite valve 160 used as the pressure control valve 80 in the third embodiment (ie, the embodiment of FIG. 14).

The compound valve 160 includes a body 163 having a proportioning valve accommodation chamber 161 and a decompression piston accommodation chamber 162, a proportioning valve 164 accommodated in the proportioning valve accommodation chamber 161, and a decompression piston accommodated in the decompression piston accommodation chamber 162. 165.
The proportioning valve storage chamber 161 includes a first chamber 166, a second chamber 167, a third chamber 168, and a fourth chamber 169 in order. The first chamber 166 and the second chamber 167 are valve chambers. The end of the fourth chamber 169 is liquid-tightly closed by the plug 170.

  The decompression piston accommodation chamber 162 includes a large-diameter first piston accommodation chamber 171 and a small-diameter second piston accommodation chamber 172. The second piston housing chamber 172 surrounds a cylinder portion 172a that is liquid-tightly fitted with a distal end portion of a second piston 196, which will be described later, and a remaining portion of the second piston 196, which will be described later. And a liquid chamber 172b that gradually increases in diameter as it approaches. An end portion of the first piston housing chamber 171 is liquid-tightly closed by a plug 174.

  Body 163 includes an inlet port 175 and an outlet port 176. The inlet port 175 communicates with the second chamber 167 as a valve chamber of the proportioning valve storage chamber 161 through the liquid passage 177, the liquid chamber 172b, and the liquid passage 178 in order. The outlet port 176 communicates with an end portion of the first chamber 166 as a valve chamber of the proportioning valve storage chamber 161 through a liquid passage 179.

The proportioning valve 164 includes a plunger 180 that is slidably disposed through the first chamber 166 to the fourth chamber 169, and a valve seat for obtaining a valve mechanism by cooperating with the plunger 180. A body 181 and a spring 182 as an urging member for urging the valve mechanism of the plunger 180 in the opening direction are provided.
Plunger 180 has a first end 180a and a second end 180b. The first end portion 180 a of the plunger 180 is formed with a large-diameter portion 183 slidably fitted in the first chamber 166, and the second end portion 180 b is slidable in the fourth chamber 169. Is fitted. In addition, a spring seat 184 formed of an annular step portion is provided at the second end portion 180 b of the plunger 180. The spring 182 includes a compression coil spring interposed between the spring seat 184 and the bottom of the fourth chamber 169.

The plunger 180 has an intermediate diameter portion 186 that continues to the large diameter portion 183 via a small diameter portion 185, and the intermediate diameter portion 186 extends to the second end portion 180b. The small diameter portion 185 is disposed so as to extend from the first chamber 166 to the second chamber 167, and the medium diameter portion 186 is disposed so as to extend from the second chamber 167 to the fourth chamber 169.
A recess 183 a is formed on the entire outer periphery of the portion excluding the tip of the large diameter portion 183, and an annular liquid chamber 187 is formed between the recess 183 a and the inner periphery of the first chamber 166. The annular liquid chamber 187 communicates with the outlet port 176 via a liquid path 179.

  On the other hand, the valve seat forming body 181 is held at the end of the second chamber 167 on the side close to the first chamber 166. Specifically, the valve seat forming body 181 is positioned at the home position by the end surface of the valve seat forming body 181 coming into contact with a stopper portion 167a provided on the inner end surface of the second chamber 167. The valve seat forming body 181 is formed of an annular body having an insertion hole 188 through which the small diameter portion 185 of the plunger 180 is inserted with a predetermined annular gap. A part of the end face of the valve seat forming body 181 faces the first chamber 166 to constitute the valve seat 189. A space between the outer periphery of the valve seat forming body 181 and the inner periphery of the second chamber 167 is sealed with a seal member 190 made of, for example, an O-ring.

In addition, the plunger 180 has an annular step portion 191 that faces the valve seat 189 between the large diameter portion 183 and the small diameter portion 185, and the annular step portion 191 has a valve made of an annular elastic plate. A body 192 is pasted.
The plunger 180 biased by the spring 182 has a predetermined gap between the valve body 192 and the valve seat 189 because the end surface of the large diameter portion 183 abuts against the stopper portion 193 at the end of the first chamber 166. Is positioned in a state in which is provided. The space between the inner periphery of the third chamber 168 and the portion of the medium diameter portion 186 that passes through the third chamber 168 is sealed with an annular seal member 194. The seal member 194 allows the middle diameter portion 186 of the plunger 180 to slide.

Next, the decompression piston 165 includes a large-diameter first piston 195 slidably accommodated in the first piston accommodation chamber 171 and a liquid chamber of the second piston accommodation chamber 172 extending concentrically from the first piston 195. And a second piston 196 slidably received in a cylinder portion 172a of the second piston storage chamber 172 through a gap 172b.
A seal member 197 made of, for example, an O-ring is accommodated in a circumferential groove formed on the outer periphery of the first piston 195, and this seal member 197 causes a gap between the outer periphery of the first piston 195 and the inner periphery of the first piston storage chamber 171. Is sealed.

  Further, a seal member 198 made of, for example, an O-ring is accommodated in a circumferential groove formed on the outer periphery of the distal end portion of the second piston 196, and the outer periphery of the distal end portion of the second piston 196 and the second piston housing are accommodated by the seal member 198. The space between the chamber 172 and the cylinder portion 172a is sealed. The first piston 195 is urged toward a stopper portion 171a provided at one end of the first piston housing chamber 171 by a spring 199 as an urging member, and is positioned by contacting the stopper portion 171a.

  For example, when the composite valve 160 having such a configuration is applied to the pressure control valve 80 shown in FIG. 14, the liquid pressure applied to the inlet port 175 includes the liquid path 177, the liquid chamber 172b, and the liquid path 178. And passed between the valve body 192 and the valve seat 189, which is transmitted to the second chamber 167 and opened by the action of the spring 182, and further to the outlet port 176 via the annular liquid chamber 187 and the liquid passage 179. It is told. At this time, since the valve body 192 is opened, the brake fluid pressure transmitted to the inlet port 175 is transmitted to the outlet port 176 almost as it is and to the wheel cylinder 77 of the rear wheel.

  When the brake fluid pressure transmitted to the inlet port 175 increases and the braking force of the rear wheel reaches the point A in FIG. 18, the fluid pressure receiving area when the valve body 192 contacts the valve seat 189 (downstream from the valve seat 189). ) And the liquid pressure receiving area obtained by subtracting the cross sectional area of the small diameter portion from the cross sectional area of the medium diameter portion (the liquid pressure receiving area upstream of the valve seat 189), the plunger 180 Overcoming the urging force and moving downward in FIG. 17, the valve body 192 is brought into close contact with the valve seat 189 and the valve portion is closed.

As a result, the communication between the inlet port 175 and the outlet port 176 is temporarily blocked. However, when the brake fluid pressure applied to the inlet port 175 further increases, the pressure in the second chamber 167 increases and the plunger 180 The inlet port 175 and the outlet port 176 communicate with each other again.
Thus, as the hydraulic pressure applied to the inlet port 175 increases, the plunger 180 vibrates up and down, so that the gap between the valve body 192 and the valve seat 189 is intermittently opened and closed. The increase rate of the brake fluid pressure transmitted to the port 176 decreases.

  When the brake fluid pressure applied to the inlet port 175 further increases and the braking force of the rear wheel reaches the point B, the plunger 180 and the valve seat forming body 181 are integrated with the valve body 192 in close contact with the valve seat 189. In FIG. As a result, the communication between the recess 183a of the large-diameter portion 183 and the fluid path 179 is cut off, and the communication between the inlet port 175 and the outlet port 176 is completely cut off, so that the brake fluid applied to the inlet port 175 thereafter. Even if the pressure increases, the brake fluid pressure transmitted from the outlet port 176 to the wheel cylinder 77 of the rear wheel is kept constant.

  When the brake fluid pressure applied to the inlet port 175 further increases and the braking force of the rear wheel reaches the point C, the decompression piston 165 descends against the spring 199. As a result, the tip of the second piston 196 descends, and a liquid chamber communicating with the liquid path 179 is formed in the cylinder part 172a. As a result, the brake fluid pressure transmitted to the outlet port 176 decreases. In this way, the brake fluid pressure output from the outlet port 176 changes in four stages.

  The present invention is not limited to the above-described embodiments. For example, in the embodiment of FIG. 14, the pressure control valve 80 can be eliminated. Moreover, in each embodiment of FIG. 1 and FIG. 14, it is also possible to employ a configuration in which the configurations of the front wheel brake system 200 and the rear wheel brake system 300 are interchanged.

1 Brake device for motorcycles 2 Brake lever (brake operating member)
3 Brake pedal (brake operating member)
4 Master cylinder (front)
5 Master cylinder (rear)
6 Front wheel 7 Main wheel cylinder (front)
8 Rear wheel 9 Main wheel cylinder (rear)
DESCRIPTION OF SYMBOLS 10 1st main liquid path 10a 1st part 10b 2nd part 10c Branching part 10d Feedback part 11 2nd main liquid path 11a 1st part 11b 2nd part 11c Branching part 11d Feedback part 12 Hydraulic pressure source 13 reservoir 15 pump device 17 accumulator 18 electric motor 21 regulator 22 input port 23 output port 24 discharge port 25 first pilot port 26 second pilot port 29 secondary wheel cylinder 30 pilot chamber 34 spool member 35 regulator chamber 38 drain port 44 Valve mechanism 45 Valve body 48 Valve hole 49 Check valve 50 Valve seat 51 Ball 52 Energizing member 58 Energizing member 59 Pressure regulating valve 60 High pressure chamber 61 Operation shaft 63 Ball 68 First pressure receiving portion 69 Second pressure receiving portion 70 Sleeve 77 Wheel cylinder (another wheel cylinder)
78 Branching section 79 Connection path 80 Pressure control valve 81 Liquid path 82 Connection path 87 Liquid path (bypass path)
88 Booster 90, 90A Modulator 91 First solenoid valve 92 Second solenoid valve 93 Buffer chamber 94 Pump 95 Return passage 95a Branching portions 97, 98, 99 Check valve 100 Electric motor 105 Secondary fluid passage 111 Bypass passage 140 Proportioning Valve (pressure control valve)
160 Compound valve (pressure control valve)
200 Front wheel brake system 300 Rear wheel brake system

Claims (5)

It has a front wheel brake system and a rear wheel brake system,
Each brake system includes an independent brake operation member, a master cylinder that operates according to the operation of the brake operation member, and a main wheel cylinder that is supplied with hydraulic fluid from the master cylinder via a main fluid path. Including
An auxiliary wheel cylinder for boost provided in at least one of the front wheel brake system and the rear wheel brake system;
The hydraulic fluid from a hydraulic pressure source that generates higher pressure than the master cylinder of the one brake system is supplied to the sub wheel cylinder through a sub liquid path that is separated from the main liquid path of the one brake system. For booster,
With a reflux-type modulator for anti-locking,
The booster includes a pilot chamber formed of a part of a main fluid passage, an input port connected to the hydraulic pressure source, an output port connected to the auxiliary wheel cylinder, and a discharge port connected to a reservoir, and the pilot chamber A regulator for adjusting the hydraulic fluid from the hydraulic pressure source to a pressure according to the generated hydraulic pressure of the master cylinder using the pilot pressure of the master cylinder, and supplying the hydraulic fluid to the auxiliary wheel cylinder,
The booster supplies hydraulic fluid only to the auxiliary wheel cylinder provided in the brake system on the one side,
The brake device for a motorcycle, wherein the modulator is provided in a main fluid passage of the brake system on the one side.   2. The feedback according to claim 1, wherein the modulator is provided on a side closer to the master cylinder than the branch portion from a branch portion provided between the master cylinder and the pilot chamber in the main liquid passage and always communicates with the master cylinder. A recirculation path for recirculating the working fluid to the part, and a suction circuit disposed in the recirculation path and discharged from the main wheel cylinder during the anti-lock operation, and recirculated to the main liquid path via the feedback unit. Motorcycle brake system including a pump. In claim 1, comprising a front wheel brake system and a rear wheel brake system each including the master cylinder, the main liquid passage, the main wheel cylinder and the modulator,
The booster includes a regulator corresponding to the main fluid path of the front wheel brake system,
The secondary wheel cylinder is disposed on the front wheel,
The rear wheel brake system includes a main wheel cylinder and another wheel cylinder,
The another wheel cylinder is a motorcycle brake device that receives hydraulic fluid from a master cylinder of the front wheel brake system via a pilot chamber of a regulator corresponding to the main fluid path of the front wheel brake system. In claim 3, the main fluid path of the front wheel brake system includes a portion for connecting a pilot chamber of a regulator provided corresponding to the main fluid path to the main wheel cylinder of the front wheel brake system,
A brake device for a motorcycle, comprising: a connecting path that connects a branch portion provided in the connecting portion and the other wheel cylinder; and a pressure control valve disposed in the connecting path.   A motorcycle comprising the motorcycle brake device according to any one of claims 1 to 4.

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