JP3457190B2 - Motorcycle brake control device - Google Patents
Motorcycle brake control deviceInfo
- Publication number
- JP3457190B2 JP3457190B2 JP26573198A JP26573198A JP3457190B2 JP 3457190 B2 JP3457190 B2 JP 3457190B2 JP 26573198 A JP26573198 A JP 26573198A JP 26573198 A JP26573198 A JP 26573198A JP 3457190 B2 JP3457190 B2 JP 3457190B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- switching valve
- electromagnetic switching
- front wheel
- rear wheel
- 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.)
- Expired - Lifetime
Links
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
【０００１】
【発明の属する技術分野】本発明は自動二輪車用ブレー
キ制御装置に関する。
【０００２】
【従来の技術】図３は従来の自動二輪車の配管系統図を
示すものであるが、前輪Ｆ及び後輪Ｒのブレーキ作動装
置Ｍ／Ｃはそれぞれ独立して、前輪Ｆ及び後輪Ｒのホイ
ールシリンダＷ／Ｃに接続されている。従って、レバー
入力により後輪ＲのホイールシリンダＷ／Ｃに液圧を与
えることができず、また、ペダル入力により前輪Ｆのホ
イールシリンダＷ／Ｃに液圧を供給することもできな
い。
【０００３】図４は図３の自動二輪車にＡＢＳ（アンチ
ロック・ブレーキ・システム）制御回路を加えた配管系
統図であるが、前輪Ｆ及び後輪Ｒのブレーキ作動装置の
マスターシリンダＭ／Ｃはそれぞれフロント用チャンネ
ル（ＣＨ）及びリヤ用チャンネル（ＣＨ）に接続され
る。これらは前輪Ｆ及び後輪ＲのホイールシリンダＷ／
Ｃに接続される。フロント用チャンネル及びリヤ用チャ
ンネルはそれぞれ電磁切換弁から成っているが、これら
のソレノイド部はコントロールユニットＥＣＵから励
磁、非励磁の信号を受ける。更に、前輪Ｆ及び後輪Ｒに
は車輪速度センサＦＳ、ＲＳが設けられており、これら
はコントロールユニットＥＣＵに加えられる。レバー入
力、ペダル入力があれば、前輪用ＢＬＳＦ信号及び後輪
用ＢＬＳＲ信号がコントロールユニットＥＣＵに加えら
れる。フロント用チャンネル及びリヤ用チャンネルによ
り、前輪Ｆ及び後輪Ｒのブレーキ力が保持、減圧、上昇
させられ、公知のアンチスキッド制御を行うが、やは
り、前輪のブレーキ作動装置Ｍ／Ｃで後輪Ｒにブレーキ
をかけることができず、また後輪のブレーキ作動装置Ｍ
／Ｃで前輪Ｆのブレーキをかけることもできない。図３
及び図４の配管系統で、高μ路面上で、後輪系統で制動
を行った場合、荷重移動により、後輪Ｒの接地力の減少
が生じ、前輪系統で制動を行った場合と比較して、約１
／２〜２／３程度の減速度しか発生しない。自動二輪車
では全体の重心がホイールベースに関し、四輪車より高
いので、この差は特に著しい。
【０００４】他方、特開平８−１３３１５９号公報の車
両のブレーキ装置によれば、前輪は後輪のブレーキ作動
に連動してブレーキをかけられるようにしているが、一
個のアクチュエータを介して連動され、また、これに関
連してモータの正転、逆転により、アンチスキッド制御
も行っているが、機械的な構成であり、部品点数も大き
く、構造が複雑である。
【０００５】特開平７−３２９７４７号公報に記載の自
動二輪車用制動装置においても、後輪のブレーキ作動装
置を作動させた場合には、前輪のブレーキ作動装置を作
動させずとも、前輪にブレーキをかけられるようにして
いるが、やはり、チェーンや係合部材やガイド部材やワ
イヤーなどが用いられており、部品点数が大きく、その
機械的な構造は複雑である。
【０００６】本出願人は先に上述の問題に鑑みて、簡単
な構成で、後輪又は前輪ブレーキ作動装置のみを作動さ
せたときでも前輪又は後輪にブレーキを連動して加える
ことができ、アンチスキッド制御も同時に行うことがで
きる自動二輪車用アンチスキッド制御装置を提供するこ
とを課題として、前輪用マスタシリンダ及び後輪用マス
タシリンダの各作動により独立して前輪のホイールシリ
ンダ及び後輪のホイールシリンダにブレーキ圧液を供給
可能とする自動二輪車用ブレーキ制御装置において、前
記後輪用マスタシリンダと前記前輪のホイールシリンダ
との間及び前記前輪用マスタシリンダと前記後輪のホイ
ールシリンダとの間に、それぞれ連動用電磁切換弁を配
設し、少なくとも前記後輪用マスタシリンダ又は前記前
輪用マスタシリンダを作動させた状態で、該作動させた
方の前記連動用電磁切換弁を駆動させて、開とすること
を特徴とする自動二輪車用ブレーキ制御装置、または、
前輪用マスタシリンダ及び後輪用マスタシリンダと、前
輪のホイールシリンダ及び後輪のホイールシリンダとの
間にそれぞれ配設される供給用電磁切換弁と、前記前輪
のホイールシリンダ及び前記後輪のホイールシリンダに
それぞれ接続される第１の排出用電磁切換弁と、前記排
出用電磁切換弁にそれぞれ接続される第１リザーバ及び
第２リザーバと、該第１リザーバ及び第２リザーバに吸
込口が接続される液圧ポンプと、前記前輪用マスタシリ
ンダと前記後輪のホイールシリンダとの間に配設される
第１連動用電磁切換弁と、前記後輪用マスタシリンダと
前記前輪のホイールシリンダとの間に配設される第２連
動用電磁切換弁と、前記後輪のホイールシリンダと前記
第１のリザーバとの間、及び前記前輪のホイールシリン
ダと前記第２のリザーバとの間に、それぞれ配設される
第２の排出用電磁切換弁とからなる自動二輪車用ブレー
キ制御装置を提案した（特願平９−２０５４０６号）。
【０００７】然るに、上記装置によっては、駆動輪であ
る後輪の駆動トルクが大き過ぎて、この車輪が駆動スリ
ップする場合の防止策については何ら施されていない。
【０００８】
【発明が解決しようとする課題】本発明は上述の問題に
鑑みてなされ、アンチスキッド制御を行いながら後輪の
駆動スリップ制御も行い、かつ前後輪連動可能でこれら
制御或いは通常のブレーキ作用を行わせることのできる
自動二輪車用ブレーキ制御装置を提供することを課題と
する。
【０００９】
【課題を解決するための手段】以上の課題は、前輪用マ
スタシリンダと前輪のホイールシリンダとの間に配設さ
れる前輪用供給電磁切換弁と、前記前輪用マスタシリン
ダと前記前輪用供給電磁切換弁との間に配設される第１
前輪用連動制御電磁切換弁と、前記前輪のホイールシリ
ンダに接続される前輪用排出電磁切換弁と、前記前輪用
排出電磁切換弁に接続される前輪用リザーバと、後輪用
マスタシリンダと後輪のホイールシリンダとの間に配設
される後輪用供給電磁切換弁と、前記後輪用マスタシリ
ンダと前記後輪用供給電磁切換弁との間に配設される第
１後輪用連動制御電磁切換弁と、前記後輪のホイールシ
リンダに接続される後輪用排出電磁切換弁と、前記後輪
用排出電磁切換弁に接続される後輪用リザーバと、前記
前輪用リザーバ及び前記後輪用リザーバにそれぞれ第１
吸込側及び第２吸込側が接続され、該第１吸込側及び第
２吸込側に対応する第１吐出側及び第２吐出側はそれぞ
れ、前記第１前輪用連動制御電磁切換弁と前記前輪用供
給電磁切換弁とを結ぶ第１管路及び前記第１後輪用連動
制御電磁切換弁と前記後輪用供給電磁切換弁とを結ぶ第
２管路に接続されている液圧ポンプと、前記前輪用マス
タシリンダと前記液圧ポンプの前記第１吸込側との間に
配設される第２前輪用連動制御電磁切換弁と、 前記後輪
用マスタシリンダと前記液圧ポンプの前記第２吸込側と
の間に配設される第２後輪用連動制御電磁切換弁とから
成り、前記前輪用マスタシリンダ及び前記後輪用マスタ
シリンダの一方のみを作動させたときには、他方に接続
される前記第１後輪用又は第１前輪用連動制御電磁切換
弁を閉状態とし、かつ前記第２後輪用又は第２前輪用連
動制御電磁切換弁を開状態とし、前記液圧ポンプを駆動
させて、前記他方に接続される後輪または前輪にもブレ
ーキをかけるようにし、制動スリップ制御時には前記前
輪用、後輪用供給電磁切換弁及び前記前輪用、後輪用排
出電磁切換弁の制御により、前記前輪及び後輪のブレー
キ液圧の制御を行い、後輪の駆動スリップ制御時には、
制御すべき後輪に接続されている前記第１後輪用連動制
御電磁切換弁を閉状態とし、前記第２後輪用連動制御電
磁切換弁を開状態とし、前記液圧ポンプを駆動して、前
記後輪にブレーキをかけるようにし、更に前記後輪用供
給電磁切換弁及び前記後輪用排出電磁切換弁の制御によ
り前輪ブレーキ力に対する後輪ブレーキ力の配分を電子
制動力配分制御器に記憶されている所定のパターンに従
って減少させるようにしたことを特徴とする自動二輪車
用ブレーキ制御装置、によって解決される。
【００１０】
【発明の実施の形態】図１は本発明の実施の形態による
自動二輪車用ＡＢＳ（アンチスキッド制御）／ＡＳＲ
（駆動スリップ制御）制御装置を示す。図において、ハ
ンドブレーキ用マスタシリンダ１にはこれを駆動するレ
バー３が結合されており、フットブレーキ用マスタシリ
ンダ２にはこれを駆動するブレーキペダル４が結合され
ている。これらマスタシリンダ１、２は管路５ａ、５ｂ
に接続され、それぞれ第１前輪用、後輪用連動制御電磁
切換弁６ａ、６ｂ、更に管路７ａ、７ｂを介して前輪
用、後輪用供給電磁切換弁８ａ、８ｂを通り、前輪Ｆ及
び後輪Ｒのホイールシリンダに接続される。これらホイ
ールシリンダはそれぞれ前輪用、後輪用排出電磁切換弁
９ａ、９ｂを介して前輪用、後輪用低圧リザーバ１０
ａ、１０ｂに接続される。これらリザーバは公知のよう
に、ケーシング内にピストンＰが摺動自在に嵌合してお
り、ばねＳにより図において上方に付勢され、その上方
にブレーキ液貯蔵室を画成している。これは逆止弁１８
ａ、１８ｂ、更に逆止弁１７ａ、１７ｂを介して液圧ポ
ンプ１１の２つの吸込口（第１吸込口と第２吸込口）に
接続される。これら２つの吸込口に対応する２つの吐出
口（第１吐出口と第２吐出口）は逆止弁１６ａ、１６
ｂ、ダンパー１４ａ、１４ｂ、絞り１５ａ、１５ｂを介
して上述の管路７ａ、７ｂに接続される。すなわち、前
輪用連動制御電磁切換弁６ａと前輪用供給電磁切換弁８
ａとを結ぶ第１管路７ａに液圧ポンプ１１の一方の吐出
口（第１吐出口）が接続され、後輪用連動制御電磁切換
弁６ｂと後輪用供給電磁切換弁８ｂとを結ぶ第２管路７
ｂに液圧ポンプ１１の他方の吐出口（第２吐出口）が接
続されている。
【００１１】ハンドブレーキ用マスタシリンダ１及びフ
ットブレーキ用マスタシリンダ２は更に、それぞれ第２
前輪用、後輪用連動制御電磁切換弁１９ａ、１９ｂに接
続され、これらはそれぞれ上述の逆止弁１７ａ、１８ａ
及び１７ｂ、１８ｂの接続点に接続される。すなわち液
圧ポンプ１１の２つの吸込口（第１吸込口と第２吸込
口）側に接続される。なお、逆止弁１７ａ、１７ｂの開
弁圧は逆止弁１８ａ、１８ｂのそれらに比べ充分に小さ
い。
【００１２】本発明の実施の形態によるＡＢＳ／ＡＳＲ
制御装置は以上のように構成されるが、次にこの作用に
ついて説明する。
【００１３】図示せずとも、前輪Ｆ及び後輪Ｒに近接し
て車輪速度センサが設けられる。この検出信号を受け
る、やはり図示しないコントロール・ユニットからの信
号を各電磁切換弁６ａ、６ｂ、８ａ、８ｂ、９ａ、９
ｂ、１９ａ、１９ｂのソレノイド部ｓに加えられる。
【００１４】まず通常のブレーキ作用について説明する
と、仮にハンドブレーキのレバー３のみを作動させたと
すれば、管路５ａにブレーキ圧液が供給され、これは開
状態にある第１前輪用連動制御電磁切換弁６ａ及び管路
７ａ、前輪用供給電磁切換弁８ａを通って前輪Ｆのホイ
ールシリンダに供給されブレーキがかけられる。フット
ブレーキペダル４を踏み込んだときにも同様にして、管
路５ｂ、第１後輪用連動制御電磁切換弁６ｂ、管路７
ｂ、後輪用供給電磁切換弁８ｂを通って後輪Ｒのホイー
ルシリンダにブレーキ圧液が供給されるのであるが、今
ブレーキペダル４を踏んでいないとするとこの場合に
は、第１後輪用連動制御電磁切換弁６ｂのソレノイド部
ｓが励磁される。これにより通常は連通位置Ａをとって
いるが、リリーフバルブＢ（このリリーフ圧は充分に高
い）の位置に切り換えられる。更に第２後輪用連動制御
電磁切換弁１９ｂのソレノイド部ｓも励磁されて連通位
置をとる。更に液圧ポンプ１１の駆動モータ１２が駆動
される。これによってフットブレーキ用マスタシリンダ
２は今や開となった第２後輪用連動制御電磁切換弁１９
ｂ及び逆止弁１７ｂを開弁させて、液圧ポンプ１１の吐
出圧液が管路７ｂ及び後輪用供給電磁切換弁８ｂを通っ
て後輪Ｒのホイールシリンダに圧液が供給されブレーキ
がかけられる。よって前輪Ｆ及び後輪Ｒに同時にブレー
キがかけられ、ハンドブレーキのレバー３のみを作動さ
せたにもかかわらず、従来の連動型の自動二輪車と同様
に両輪にブレーキがかけられる。なお、フットブレーキ
マスタシリンダ２内のブレーキ液は無圧状態であるが、
逆止弁１７ｂの開弁圧は充分に小さいので、問題なくブ
レーキ液を吸い込んで後輪Ｒのホイールシリンダに圧液
が供給される。
【００１５】次に、アンチスキッド制御について説明す
る。走行路面の摩擦係数が比較的低くハンドブレーキ１
のレバー３及び／又はブレーキペダル４をにぎるか強く
踏んだとすれば、図示しないコントロール・ユニットか
らブレーキを緩めるべきであるという指令を受けて、供
給用電磁切換弁８ａ、８ｂのソレノイド部ｓが励磁さ
れ、かつ排出用電磁切換弁９ａ、９ｂのソレノイド部ｓ
が励磁される。よって、ホイールシリンダの圧液はリザ
ーバ１０ａ、１０ｂに排出されブレーキが緩められる。
液圧ポンプ１１により直ちに吸い込まれて管路７ａ、７
ｂ側に戻されブレーキ液が送られる。再びブレーキ力を
増大させるべきであるとコントロール・ユニットが判断
すると、供給用電磁切換弁８ａ、８ｂのソレノイド部ｓ
が非励磁とされてこれが連通状態となり、かつ排出用電
磁切換弁９ａ、９ｂのソレノイド部ｓも非励磁とされ
て、管路７ａ、７ｂを介して液圧ポンプ１１の吐出圧液
がホイールシリンダに加えられ、よって再込めされる。
また、ブレーキ力を保持する場合には、供給用電磁切換
弁８ａ、８ｂのソレノイド部ｓが励磁され遮断状態をと
る。よってホイールシリンダの圧液が保持され、ブレー
キ力は一定とされる。
【００１６】次に、駆動スリップ制御について説明す
る。図示しないコントロール・ユニットがやはり前輪Ｆ
及び後輪Ｒに近接して配設された車輪速度センサの信号
を受けて、駆動トルクが大き過ぎたために、駆動輪であ
る後輪Ｒが駆動スリップしていることを判断すると、第
１後輪用連動制御電磁切換弁６ｂのソレノイド部ｓが励
磁されて、リリーフ弁位置Ｂをとる。また第２後輪用連
動制御電磁切換弁１９ｂのソレノイド部ｓが励磁されて
連通位置をとる。更に液圧ポンプ１１の駆動によりフッ
トブレーキマスタシリンダ２からブレーキ液が吸い込ま
れて、逆止弁１７ｂを開弁させ、吐出口から管路７ｂ及
び供給用電磁切換弁８ｂを通り、後輪Ｒのホイールシリ
ンダに圧液が供給される。よってブレーキをかけて駆動
スリップを減少させる。なお、最適制御のためには、供
給用電磁切換弁８ｂのソレノイド部ｓが励磁され、ブレ
ーキ力は一定とされ、またブレーキを緩めるときには、
排出用電磁切換弁９ｂのソレノイド部ｓが励磁されて、
アンチスキッド制御と同様にリザーバ１０ｂにブレーキ
液が排出されてブレーキが緩められる。よって駆動スリ
ップが最適値にもたらされる。
【００１７】本発明の実施の形態によれば、更に電子制
動力配分が行われる。すなわち、図２で示すように、前
輪ブレーキ力と後輪ブレーキ力との間には、車体減速度
ｇ1、ｇ2 、・・・に応じて図示するような割合で変化
すべく制動力が配分される。すなわち、後輪Ｒのホイー
ルシリンダの液圧を制御する電磁切換弁６ｂ、８ｂ、９
ｂ及び１９ｂのソレノイド部ｓがそれぞれアンチスキッ
ド制御時及び駆動スリップ制御時には上述したようにそ
れぞれ励磁、非励磁とされるのであるが、後輪のブレー
キ力は前輪のブレーキ力に対して車体減速度がｇ3 の値
までは４５度すなわち同等に変化させられる。ｇ3 を越
えるとｇ4 、ｇ5 、ｇ6 と増大するにしたがって減少
し、ついには後輪のブレーキ力はゼロへと減少していく
のであるが、このために供給用電磁切換弁８ｂのソレノ
イド部ｓが非励磁とされた場合には保持、更に排出用電
磁切換弁９ｂのソレノイド部ｓが励磁された場合には低
下する。よって前輪ブレーキ力を制御する供給用電磁切
換弁８ａ及び排出用電磁切換弁９ａの制御により前輪ブ
レーキ力を増大させるときには図示しない電子制動力配
分制御器に記憶されているパターンにしたがって、後輪
のブレーキ力を図２に示すパターンで減少させる。
【００１８】以上、本発明の実施の形態について説明し
たが、勿論、本発明はこれに限定されることなく、本発
明の技術的思想に基づいて種々の変形が可能である。
【００１９】例えば以上の実施の形態では、第１連動制
御電磁切換弁６ａ、６ｂのソレノイド部ｓを励磁したと
きには、リリーフバルブとして機能するようにしたが、
これに代えて第２連動制御電磁切換弁１９ａ、１９ｂと
同様に遮断状態とするようにしてもよい。
【００２０】
【発明の効果】以上述べたように本発明の自動二輪車用
ブレーキ制御装置によれば、前後輪を連動して操作可能
であり、しかもアンチスキッド制御もしくは制動スリッ
プ制御及び駆動スリップ制御を行うことができ、従来の
自動二輪車よりも安定走行を保証することができる。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device for a motorcycle. 2. Description of the Related Art FIG. 3 is a diagram showing a piping system of a conventional motorcycle. Brake operating devices M / C for a front wheel F and a rear wheel R are independently provided for a front wheel F and a rear wheel. R is connected to the wheel cylinder W / C. Therefore, the hydraulic pressure cannot be applied to the wheel cylinder W / C of the rear wheel R by the lever input, and the hydraulic pressure cannot be supplied to the wheel cylinder W / C of the front wheel F by the pedal input. FIG. 4 is a piping system diagram in which an ABS (anti-lock brake system) control circuit is added to the motorcycle of FIG. 3, and the master cylinder M / C of the brake operating device for the front wheel F and the rear wheel R is Each is connected to a front channel (CH) and a rear channel (CH). These are the wheel cylinders W / of the front wheel F and the rear wheel R.
Connected to C. Each of the front channel and the rear channel is composed of an electromagnetic switching valve, and these solenoid parts receive excitation and non-excitation signals from the control unit ECU. Further, the front wheel F and the rear wheel R are provided with wheel speed sensors FS, RS, which are added to the control unit ECU. If there is a lever input and a pedal input, the front wheel BLSF signal and the rear wheel BLSR signal are applied to the control unit ECU. The braking force of the front wheel F and the rear wheel R is maintained, reduced, and increased by the front channel and the rear channel, and the well-known anti-skid control is performed. Brakes cannot be applied to the vehicle, and the rear wheel brake actuator M
/ C also cannot brake the front wheel F. FIG.
And, in the piping system of FIG. 4, when braking is performed on the rear wheel system on a high μ road surface, the load transfer causes a decrease in the contact force of the rear wheel R, which is compared with the case where braking is performed on the front wheel system. About 1
Only a deceleration of about / 2 to 2/3 occurs. This difference is particularly significant in motorcycles, where the overall center of gravity is higher with respect to the wheelbase than in motorcycles. On the other hand, according to the vehicle brake system disclosed in Japanese Patent Application Laid-Open No. 8-133159, the front wheels can be braked in conjunction with the braking operation of the rear wheels, but are linked by one actuator. In connection with this, anti-skid control is also performed by forward / reverse rotation of the motor, but it has a mechanical configuration, a large number of parts, and a complicated structure. In the motorcycle braking device described in Japanese Patent Application Laid-Open No. 7-329747, when the brake operating device for the rear wheel is operated, the brake is applied to the front wheel without operating the brake operating device for the front wheel. Although it is designed to be hung, a chain, an engaging member, a guide member, a wire, and the like are used, the number of parts is large, and the mechanical structure is complicated. In view of the above-mentioned problem, the present applicant can apply a brake to the front wheel or the rear wheel in an interlocking manner with a simple configuration even when only the rear wheel or the front wheel brake operating device is operated. An object of the present invention is to provide an anti-skid control device for a motorcycle that can also perform anti-skid control at the same time, and independently operates a front wheel master cylinder and a rear wheel master cylinder to independently operate a front wheel cylinder and a rear wheel. In a motorcycle brake control device capable of supplying a brake pressure fluid to a cylinder, between the rear wheel master cylinder and the front wheel cylinder and between the front wheel master cylinder and the rear wheel cylinder. , Each of which is provided with an interlocking electromagnetic switching valve, and at least the rear wheel master cylinder or the front wheel master cylinder. The state was operated, the said person was operated by driving the interlocking solenoid switching valve, it opens the brake control device for the motorcycle, characterized in that, or,
A front-wheel master cylinder and a rear-wheel master cylinder, a supply electromagnetic switching valve disposed between the front-wheel wheel cylinder and the rear-wheel wheel cylinder, and the front-wheel wheel cylinder and the rear-wheel wheel cylinder, respectively. , A first discharge electromagnetic switching valve respectively connected to the first and second reservoirs, a first reservoir and a second reservoir respectively connected to the discharge electromagnetic switching valve, and a suction port connected to the first reservoir and the second reservoir. A hydraulic pump, a first interlocking electromagnetic switching valve disposed between the front wheel master cylinder and the rear wheel cylinder, and a first interlocking electromagnetic switching valve disposed between the rear wheel master cylinder and the front wheel cylinder. A second interlocking electromagnetic switching valve disposed between the wheel cylinder of the rear wheel and the first reservoir, and between the wheel cylinder of the front wheel and the second reservoir; Between the over server has proposed a motorcycle brake control device and a second discharge selector valves disposed respectively (Japanese Patent Application No. 9-205406). [0007] However, in the above-mentioned devices, no measures are taken to prevent a case where the driving torque of the rear wheel, which is the driving wheel, is too large and the wheel slips. SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and performs driving slip control of rear wheels while performing anti-skid control. It is an object of the present invention to provide a motorcycle brake control device capable of performing an action. SUMMARY OF THE INVENTION The above-mentioned problem is solved by a front wheel mat.
Between the star cylinder and the front wheel cylinder.
Supply electromagnetic switching valve for front wheels, and master cylinder for front wheels
And a first solenoid valve disposed between the front solenoid valve and the front wheel supply electromagnetic switching valve.
An interlocking control electromagnetic switching valve for the front wheels, and a wheel series of the front wheels.
Solenoid valve for the front wheel connected to the front wheel
Reservoir for front wheels connected to the discharge electromagnetic switching valve and for rear wheels
Arranged between master cylinder and rear wheel cylinder
Rear-wheel supply solenoid-operated directional control valve
And the rear wheel supply electromagnetic switching valve.
(1) an interlocking control electromagnetic switching valve for the rear wheels, and a wheel system for the rear wheels;
A discharge electromagnetic switching valve for a rear wheel connected to a cylinder;
A reservoir for a rear wheel connected to a discharge electromagnetic switching valve for
First and second reservoirs for the front wheel and the rear wheel, respectively.
The suction side and the second suction side are connected, and the first suction side and the second suction side are connected.
The first discharge side and the second discharge side corresponding to the two suction sides are respectively
The first front wheel interlocking control electromagnetic switching valve and the front wheel
A first conduit connecting to a supply solenoid selector valve and an interlock for the first rear wheel
A second connecting the control solenoid switching valve and the rear wheel supply solenoid switching valve.
A hydraulic pump connected to the two pipes, and a mass for the front wheel;
Between the cylinder and the first suction side of the hydraulic pump
A second front wheel interlocking control electromagnetic switching valve, and the rear wheel
Master cylinder and the second suction side of the hydraulic pump
Between the second rear-wheel interlocking control electromagnetic switching valve disposed between
When only one of the front wheel master cylinder and the rear wheel master cylinder is operated, the first rear wheel or first front wheel interlocking control electromagnetic switching valve connected to the other is closed, and Opening the interlocking control electromagnetic switching valve for the second rear wheel or the second front wheel, driving the hydraulic pump to apply a brake to the rear wheel or the front wheel connected to the other side, and apply a brake slip. It said at the time of control before
By controlling the supply electromagnetic switching valve for the wheels and the rear wheels and the discharge electromagnetic switching valve for the front wheels and the rear wheels, the brake fluid pressure of the front wheels and the rear wheels is controlled.
The first rear wheel interlocking control electromagnetic switching valve connected to the rear wheel to be controlled is closed, the second rear wheel interlocking control electromagnetic switching valve is opened, and the hydraulic pump is driven. Before
Apply brakes to the rear wheels, and
By controlling the supply electromagnetic switching valve and the discharge electromagnetic switching valve for the rear wheel,
Distribution of rear wheel braking force to front wheel braking force
According to a predetermined pattern stored in the braking force distribution controller.
Thus, a brake control device for a motorcycle characterized in that the brake control device is reduced . FIG. 1 is an ABS (anti-skid control) / ASR for a motorcycle according to an embodiment of the present invention.
(Drive slip control) A control device is shown. In the drawing, a lever 3 for driving the master cylinder 1 for handbrake is connected to the master cylinder 1 for handbrake, and a brake pedal 4 for driving this is connected to the master cylinder 2 for footbrake. These master cylinders 1 and 2 are connected to pipelines 5a and 5b.
It is connected to the first front wheel, respectively, rear-wheel interlocking control electromagnetic switching valve 6a, 6b, further conduits 7a, the front wheels via a 7b
Use, the rear wheel supply electromagnetic switching valve 8a, through 8b, is connected to the wheel cylinders of the front wheel F and the rear wheel R. These wheel cylinders are connected to front and rear low-pressure reservoirs 10 through a front- wheel and rear-wheel discharge electromagnetic switching valves 9a and 9b, respectively.
a, 10b. As is well known, these reservoirs have a piston P slidably fitted in a casing, are urged upward by a spring S in the figure, and define a brake fluid storage chamber above the reservoir. This is a check valve 18
a, 18b, and further connected to two suction ports (first suction port and second suction port) of the hydraulic pump 11 via check valves 17a, 17b. The two discharge ports (first discharge port and second discharge port) corresponding to these two suction ports are check valves 16a, 16
b, dampers 14a, 14b, and throttles 15a, 15b are connected to the above-mentioned conduits 7a, 7b. That is, before
Wheel interlocking control electromagnetic switching valve 6a and front wheel supply electromagnetic switching valve 8
a of the hydraulic pump 11 to the first pipeline 7a connecting
Mouth (first discharge port) is connected, interlocking control electromagnetic switching for rear wheels
A second pipe line 7 connecting the valve 6b and the rear wheel supply electromagnetic switching valve 8b
b is connected to the other discharge port (second discharge port) of the hydraulic pump 11.
Has been continued. The master cylinder 1 for handbrake and the master cylinder 2 for footbrake are further provided with a second cylinder, respectively.
The front and rear wheel interlocking control electromagnetic switching valves 19a and 19b are connected to the check valves 17a and 18a, respectively.
And 17b, 18b. Ie liquid
The two suction ports (the first suction port and the second suction port) of the pressure pump 11
Mouth) side. The valve opening pressures of the check valves 17a and 17b are sufficiently smaller than those of the check valves 18a and 18b. ABS / ASR according to an embodiment of the present invention
The control device is configured as described above. Next, this operation will be described. Although not shown, a wheel speed sensor is provided near the front wheel F and the rear wheel R. Receiving this detection signal, a signal from a control unit (not shown) is also transmitted to each of the electromagnetic switching valves 6a, 6b, 8a, 8b, 9a, 9
b, 19a, 19b. First, the normal braking operation will be described. Assuming that only the lever 3 of the hand brake is actuated, the brake pressure fluid is supplied to the pipe line 5a, and this is the first front wheel interlocking control electromagnetic for the open state. The air is supplied to the wheel cylinder of the front wheel F through the switching valve 6a, the pipeline 7a, and the supply electromagnetic switching valve 8a for the front wheels, and the brake is applied. Similarly, when the foot brake pedal 4 is depressed, the conduit 5b, the first rear-wheel interlocking control electromagnetic switching valve 6b, the conduit 7
b. The brake pressure fluid is supplied to the wheel cylinder of the rear wheel R through the rear wheel supply electromagnetic switching valve 8b. If the brake pedal 4 is not depressed now, the first rear wheel The solenoid unit s of the interlocking control electromagnetic switching valve 6b is excited. As a result, the communication position A is normally set, but the position is switched to the relief valve B (the relief pressure is sufficiently high). Further, the solenoid portion s of the second rear wheel interlocking control electromagnetic switching valve 19b is also excited to take the communication position. Further, the drive motor 12 of the hydraulic pump 11 is driven. As a result, the master cylinder 2 for the foot brake is now opened and the second interlocking control electromagnetic switching valve 19 for the rear wheel is opened.
b and the check valve 17b are opened, and the pressure fluid discharged from the hydraulic pump 11 is supplied to the wheel cylinder of the rear wheel R through the line 7b and the supply electromagnetic switching valve 8b for the rear wheel, and the brake is applied. Can be hung. Therefore, the front wheel F and the rear wheel R are braked at the same time, and the brakes are applied to both wheels in the same manner as in a conventional interlocked motorcycle, even though only the hand brake lever 3 is operated. Although the brake fluid in the foot brake master cylinder 2 is in a non-pressure state,
Since the valve opening pressure of the check valve 17b is sufficiently small, the brake fluid is sucked without any problem and the pressure fluid is supplied to the wheel cylinder of the rear wheel R. Next, the anti-skid control will be described. Handbrake 1 with relatively low coefficient of friction on the road surface
If the lever 3 and / or the brake pedal 4 is depressed, the solenoid unit s of the supply electromagnetic switching valves 8a and 8b receives a command from the control unit (not shown) that the brake should be released. Excited and solenoid parts s of discharge electromagnetic switching valves 9a, 9b
Is excited. Therefore, the pressure fluid of the wheel cylinder is discharged to the reservoirs 10a and 10b, and the brake is released.
The pipes 7a, 7 are immediately sucked by the hydraulic pump 11 and
The brake fluid is sent back to the b side. When the control unit determines that the braking force should be increased again, the solenoid s of the supply electromagnetic switching valves 8a, 8b
Is de-energized, this is in communication, and the solenoid portion s of the discharge solenoid-operated directional control valves 9a, 9b is also de-excited, so that the discharge pressure fluid of the hydraulic pump 11 is supplied to the wheel cylinder , And thus reinstated.
When the brake force is to be maintained, the solenoids s of the supply electromagnetic switching valves 8a and 8b are excited and shut off. Therefore, the pressure fluid of the wheel cylinder is held, and the braking force is kept constant. Next, the drive slip control will be described. The control unit not shown is the front wheel F
When a signal from a wheel speed sensor disposed in the vicinity of the rear wheel R is received and it is determined that the rear wheel R, which is a driving wheel, is slipping due to excessive driving torque, the first rear wheel The solenoid portion s of the wheel interlocking control electromagnetic switching valve 6b is excited to take the relief valve position B. Further, the solenoid s of the second rear wheel interlocking control electromagnetic switching valve 19b is excited to take the communication position. Further, the brake fluid is sucked in from the foot brake master cylinder 2 by the driving of the hydraulic pump 11, the check valve 17b is opened, the discharge port passes through the conduit 7b and the supply electromagnetic switching valve 8b, and the rear wheel R Pressure fluid is supplied to the wheel cylinder. Therefore, the brake is applied to reduce the drive slip. For optimum control, the solenoid s of the supply electromagnetic switching valve 8b is excited, the braking force is kept constant, and when the brake is released,
When the solenoid s of the discharge electromagnetic switching valve 9b is excited,
Similarly to the anti-skid control, the brake fluid is discharged to the reservoir 10b and the brake is released. The drive slip is thus brought to an optimum value. According to the embodiment of the present invention, the electronic braking force distribution is further performed. That is, as shown in FIG. 2, between the front wheel braking force and the rear wheel braking force, the braking force is changed so as to change at the ratio shown in the figure according to the vehicle decelerations g 1 , g 2 ,. Distributed. That is, the electromagnetic switching valves 6b, 8b, 9 for controlling the hydraulic pressure of the wheel cylinder of the rear wheel R
The solenoids b and 19b are energized and de-energized during anti-skid control and drive slip control, respectively, as described above. However, the braking force of the rear wheels is lower than the braking force of the front wheels by the vehicle deceleration. There until the value of g 3 is varied by 45 degrees i.e. equivalent. Exceeding the g 3 decreased with increasing the g 4, g 5, g 6 , finally the brake force of the rear wheel is going to decreased to zero, the feed selector valve 8b for the When the solenoid portion s is de-energized, it is held, and when the solenoid portion s of the discharge electromagnetic switching valve 9b is excited, it is lowered. Therefore, when increasing the front wheel braking force by controlling the supply electromagnetic switching valve 8a and the discharge electromagnetic switching valve 9a for controlling the front wheel braking force, the rear wheels are controlled according to a pattern stored in an electronic braking force distribution controller (not shown). The braking force is reduced in the pattern shown in FIG. Although the embodiments of the present invention have been described above, the present invention is, of course, not limited thereto, and various modifications can be made based on the technical concept of the present invention. For example, in the above embodiment, when the solenoid portion s of the first interlocking control electromagnetic switching valves 6a and 6b is excited, it functions as a relief valve.
Instead, the shut-off state may be set similarly to the second interlocking control electromagnetic switching valves 19a and 19b. As described above, according to the motorcycle brake control apparatus of the present invention, the front and rear wheels can be operated in conjunction with each other, and the anti-skid control or the braking slip control and the driving slip control can be performed. It is possible to perform more stable driving than conventional motorcycles.
【図面の簡単な説明】
【図１】本発明の実施の形態によるＡＢＳ／ＡＳＲ制御
装置の配管系統図である。
【図２】後輪ブレーキ力に対する電子制動配分制御を説
明するチャートである。
【図３】従来例の自動二輪車の配管系統図である。
【図４】他の従来例の自動二輪車の配管系統図である。
【符号の説明】
６ａ 第１前輪用連動制御電磁切換弁
６ｂ 第１後輪用連動制御電磁切換弁
８ａ 供給用電磁切換弁
８ｂ 供給用電磁切換弁
９ａ 排出用電磁切換弁
９ｂ 排出用電磁切換弁
１９ａ 第２連動制御電磁切換弁
１９ｂ 第２連動制御電磁切換弁
Ｆ 前輪
Ｒ 後輪BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a piping diagram of an ABS / ASR control device according to an embodiment of the present invention. FIG. 2 is a chart illustrating electronic braking distribution control with respect to rear wheel braking force. FIG. 3 is a piping diagram of a conventional motorcycle. FIG. 4 is a piping diagram of another conventional motorcycle. [Description of Signs] 6a First front wheel interlocking control electromagnetic switching valve 6b First rear wheel interlocking control electromagnetic switching valve 8a Supplying electromagnetic switching valve 8b Supplying electromagnetic switching valve 9a Discharging electromagnetic switching valve 9b Discharging electromagnetic switching valve 19a Second interlocking control electromagnetic switching valve 19b Second interlocking control electromagnetic switching valve F Front wheel R Rear wheel
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開2000−6779（ＪＰ，Ａ) 特開 平８−133159（ＪＰ，Ａ) 特開 平７−329747（ＪＰ，Ａ) 特開 平11−34833（ＪＰ，Ａ) 特開 平10−175533（ＪＰ，Ａ) 特開 平５−116609（ＪＰ，Ａ) 特開 平４−368267（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60T 8/26 B60T 8/48 B60T 8/58 ────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-2000-6779 (JP, A) JP-A-8-133159 (JP, A) JP-A-7-329747 (JP, A) JP-A-11-34833 (JP, A) JP-A-10-175533 (JP, A) JP-A-5-116609 (JP, A) JP-A-4-368267 (JP, A) (58) Fields investigated (Int. Cl. 7) , DB name) B60T 8/26 B60T 8/48 B60T 8/58
Claims (1)
ルシリンダとの間に配設される前輪用供給電磁切換弁
と、 前記前輪用マスタシリンダと前記前輪用供給電磁切換弁
との間に配設される第１前輪用連動制御電磁切換弁と、 前記前輪のホイールシリンダに接続される前輪用排出電
磁切換弁と、 前記前輪用排出電磁切換弁に接続される前輪用リザーバ
と、 後輪用マスタシリンダと後輪のホイールシリンダとの間
に配設される後輪用供給電磁切換弁と、 前記後輪用マスタシリンダと前記後輪用供給電磁切換弁
との間に配設される第１後輪用連動制御電磁切換弁と、 前記後輪のホイールシリンダに接続される後輪用排出電
磁切換弁と、 前記後輪用排出電磁切換弁に接続される後輪用リザーバ
と、 前記前輪用リザーバ及び前記後輪用リザーバにそれぞれ
第１吸込側及び第２吸込側が接続され、該第１吸込側及
び第２吸込側に対応する第１吐出側及び第２吐出側はそ
れぞれ、前記第１前輪用連動制御電磁切換弁と前記前輪
用供給電磁切換弁とを結ぶ第１管路及び前記第１後輪用
連動制御電磁切換弁と前記後輪用供給電磁切換弁とを結
ぶ第２管路に接続されている液圧ポンプと、前記前輪用
マスタシリンダと前記液圧ポンプの前記第１吸込側との
間に配設される第２前輪用連動制御電磁切換弁と、 前記後輪用マスタシリンダと前記液圧ポンプの前記第２
吸込側との間に配設される第２後輪用連動制御電磁切換
弁とから成り、 前記前輪用マスタシリンダ及び前記後輪用マスタシリン
ダの一方のみを作動させたときには、他方に接続される
前記第１後輪用又は第１前輪用連動制御電磁切換弁を閉
状態とし、かつ前記第２後輪用又は第２前輪用連動制御
電磁切換弁を開状態とし、前記液圧ポンプを駆動させ
て、前記他方に接続される後輪または前輪にもブレーキ
をかけるようにし、制動スリップ制御時には前記前輪
用、後輪用供給電磁切換弁及び前記前輪用、後輪用排出
電磁切換弁の制御により、前記前輪及び後輪のブレーキ
液圧の制御を行い、後輪の駆動スリップ制御時には、制
御すべき後輪に接続されている前記第１後輪用連動制御
電磁切換弁を閉状態とし、前記第２後輪用連動制御電磁
切換弁を開状態とし、前記液圧ポンプを駆動して、前記
後輪にブレーキをかけるようにし、更に前記後輪用供給
電磁切換弁及び前記後輪用排出電磁切換弁の制御により
前輪ブレーキ力に対する後輪ブレーキ力の配分を電子制
動力配分制御器に記憶されている所定のパターンに従っ
て減少させるようにしたことを特徴とする自動二輪車用
ブレーキ制御装置。(57) [Claims] [Claim 1] Master cylinder for front wheel and wheel of front wheel
Supply solenoid switch valve for the front wheels disposed between
And the front wheel master cylinder and the front wheel supply electromagnetic switching valve
And a front wheel interlocking control electromagnetic switching valve disposed between the front wheel and a front wheel discharge cylinder connected to a wheel cylinder of the front wheel.
A magnetic switching valve and a front-wheel reservoir connected to the front-wheel discharge electromagnetic switching valve
Between the rear wheel master cylinder and the rear wheel cylinder.
Supply electromagnetic switching valve for rear wheels, the master cylinder for rear wheels and the supply electromagnetic switching valve for rear wheels
A first rear-wheel interlocking control electromagnetic switching valve disposed between the first and second rear- wheels, and a rear-wheel discharge power connected to a wheel cylinder of the rear wheel.
A magnetic switching valve, and a rear wheel reservoir connected to the rear wheel discharge electromagnetic switching valve
And the front wheel reservoir and the rear wheel reservoir, respectively.
A first suction side and a second suction side are connected, and the first suction side and the second suction side are connected.
The first discharge side and the second discharge side corresponding to the second suction side
The first front wheel interlocking control electromagnetic switching valve and the front wheel, respectively.
1st line connecting to the supply electromagnetic switching valve and the first rear wheel
Link the interlocking control electromagnetic switching valve and the rear wheel supply electromagnetic switching valve
A hydraulic pump connected to the second pipe line,
Between the master cylinder and the first suction side of the hydraulic pump
A second front-wheel interlocking control electromagnetic switching valve disposed between the first and second rear-wheel master cylinders and the second hydraulic control pump;
Second rear wheel interlocking control electromagnetic switching disposed between the suction side and the suction side
When only one of the front wheel master cylinder and the rear wheel master cylinder is operated, the first rear wheel or first front wheel interlocking control electromagnetic switching valve connected to the other is closed. And the second rear wheel or second front wheel interlocking control electromagnetic switching valve is opened, and the hydraulic pump is driven to brake the rear wheel or front wheel connected to the other. At the time of braking slip control, the front wheel
By controlling the supply electromagnetic switching valve for the front and rear wheels and the discharge electromagnetic switching valve for the front wheels and the rear wheels, the brake hydraulic pressure of the front wheels and the rear wheels is controlled. the first rear-wheel interlocking control electromagnetic switching valve that is connected to the rear wheel are closed, the second rear-wheel interlocking control electromagnetic switching valve to the open state, by driving the hydraulic pump, wherein
Apply brakes to the rear wheels, and supply the rear wheels
By controlling the electromagnetic switching valve and the exhaust electromagnetic switching valve for the rear wheel
Electronically controls the distribution of rear wheel braking force to front wheel braking force
According to a predetermined pattern stored in the power distribution controller
A brake control device for a motorcycle, wherein the brake control device is adapted to reduce the brake force .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26573198A JP3457190B2 (en) | 1998-09-03 | 1998-09-03 | Motorcycle brake control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26573198A JP3457190B2 (en) | 1998-09-03 | 1998-09-03 | Motorcycle brake control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000071963A JP2000071963A (en) | 2000-03-07 |
| JP3457190B2 true JP3457190B2 (en) | 2003-10-14 |
Family
ID=17421223
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26573198A Expired - Lifetime JP3457190B2 (en) | 1998-09-03 | 1998-09-03 | Motorcycle brake control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3457190B2 (en) |
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| EP1839981A1 (en) * | 2006-03-31 | 2007-10-03 | Nissin Kogyo Co., Ltd | Brake fluid pressure controller for vehicle |
| JP2007269292A (en) * | 2006-03-31 | 2007-10-18 | Nissin Kogyo Co Ltd | Vehicular brake hydraulic pressure controller |
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| EP1839981A1 (en) * | 2006-03-31 | 2007-10-03 | Nissin Kogyo Co., Ltd | Brake fluid pressure controller for vehicle |
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| EP1964737A3 (en) * | 2007-02-27 | 2010-09-01 | Nissin Kogyo Co., Ltd. | Brake hydraulic pressure control apparatus for bar-handle vehicle |
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| Publication number | Publication date |
|---|---|
| JP2000071963A (en) | 2000-03-07 |
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