JPH0310979A - Braking and cushioning mechanism for motorcycle - Google Patents

Abstract

PURPOSE:To enable the quick attenuation of a body vibration due to braking by controlling a solenoid valve fitted to a suspension unit in such a way that a valve closing force is made to vary, depending upon the displacement of a position sensitive rod for detecting the brake torque of anti lock brake. CONSTITUTION:While a brake disc 3 is integrated with a front wheel supported on a front fork 2 as a suspension unit, a brake caliper 4 is supported on a front wheel axis 1 via a link 5. The caliper 4 is supplied with braking hydraulic pressure from a master cylinder 7 via a regulator valve 10. One end of the regulator valve 10 is coupled to the intermediate part of the front fork 2 via a bracket 9, and a position sensitive rod 11 connected to one end of the link 5 is inserted into the other end of the regulator valve 10. Furthermore, a pressure regulator valve in the regulator valve 10 is opened and closed, depending upon a change in balauce between the ingress position of the position sensitive rod 11 and the supply pressure of the master cylinder 7.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to improvements in anti-lock brakes that prevent tires from locking due to braking in motorcycles and the like.

(Prior Art) As an anti-lock brake for two-wheeled vehicles that prevents wheels from locking by controlling brake pressure, a brake caliper is supported so that it can be displaced according to braking torque, and the position of this brake caliper is detected via a position detection rod. An anti-lock brake is known in which a regulator pulp controls the supply of brake oil to a brake caliper based on displacement (Japanese Patent Application Laid-Open No. 1-94056).

(Problem to be solved by the invention) By the way, even in motorcycles using such anti-lock brakes, the damping force generated by the suspension tongue unit that supports the wheels is set to be weak, for example, with emphasis on the braking comfort during normal driving. When braking, sprung vibrations due to the convexity of the road surface occur and the ground contact force of the tire fluctuates, which tends to make it difficult to perform proper anti-lock operation.

In order to suppress such sprung vibrations, it is possible to increase the damping force generated by the suspension unit, but as a result, there is a problem in that the soft feel during normal driving is impaired.

In order to solve these problems, the present invention aims to suppress sprung vibration without impairing ride comfort.

(Means for Accomplishing the Problem) To this end, the present invention provides a position detection rod that is displaced in accordance with mη dynamic torque, and a regulator that controls the supply of braking oil to the brake caliper in accordance with the displacement of this position detection rod. a suspension unit having a built-in solenoid valve that changes the generated damping force by external energization; and a suspension unit that controls energization to the strain/id valve in accordance with the displacement of the position detection rod. equipped with the means.

(Function) During braking, the position detector 7 is displaced in accordance with the braking torque, and the energization control means passes the current to the suspension solenoid valve based on this displacement to increase the generated damping force.

As a result, the suspension unit provides a soft ride with a weak damping force when not braking, and increases the damping force when braking to prevent sprung vibrations.

(Example) Embodiments of the present invention are shown in FIGS. 1 to 5.

In FIG. 1, reference numeral 1 denotes a single front wheel of a two-wheeled vehicle, which is supported by the vehicle body via a suspension unit 7 and 2. As shown in FIG. A brake disc 3 is integrally provided on the front wheel, and a brake caliper 4 for braking the brake disc 3 is rotatably connected to the axle 1 via a link 5.

The brake caliper 4 is operated by hydraulic pressure supplied from the mask cylinder 7 via the regulator valve 10. The regulator valve 10 has one end connected to a 70 ton 7 ohm 22
A position detection rod 11 coupled to a bracket 9 provided in the middle of the regulator valve 10 and connected to one end of the link 5 is slidably inserted inward from the other end of the regulator valve 10.

As shown in FIG. 2, the regulator valve 10 has a pressure cut valve 12 and a pressure regulator valve 13 housed in parallel in a valve housing IOA.
2 and the upstream side of the pressure regulator valve 13 is the inflow boat 24.
The downstream side communicates with the brake caliper 4 via a pipe 6 connected to an outflow boat 25 shown in FIG.

The pressure cut valve 12 is biased by springs 14 and 15 in opposing directions from the upstream side and the downstream side, respectively, and is held in the open position in the non-braking state, and is closed when the supply pressure of the mask shilling 7 rises above a certain level. .

Further, the pressure regulator valve 13 is urged in the closing direction from the upstream side by a spring 16, and a plate 17 that presses the pressure regulator valve 13 in the opposite direction to open the valve is inserted from the outside of the pulp housing 10A. The position detection rod 11 is supported at the tip of the position detection rod 11 via a spring 18. Thereby, the pressure regulator valve 13 opens and closes in response to changes in the balance between the insertion position of the position detection rod 11 and the supply pressure of the mask sill 7.

The springs 15 and 18 are housed inside bellows 19 and 20, respectively, which are open to the atmosphere. 23 is an adjustment screw for adjusting the neutral position of the position detection rod 11.

In addition, as shown in FIG. 4, the front 7-o 22 has an inner tube 31 held on the vehicle body side slidably inserted into an outer tube 30 connected to the axle 1, and is erected inside the outer tube 30. A piston 34 supported via an inner tube 311 and a piston rod 33 is housed in a damper ring 32 so as to be freely slidable.

The inside of the damper cylinder 32 is connected to the oil chamber 3 by the piston 34.
5 and 36. On the other hand, an oil reservoir chamber 37 filled with air is formed in the upper part of the inner tube 31, and the hydraulic oil in this oil reservoir chamber 37 is transferred to a passage 37 outside the damper cylinder 32.
A check valve 39 that allows oil to flow into the oil chamber 35 through the damper cylinder 32 is disposed at the bottom of the damper cylinder 32.

Further, the piston 34 is provided with a check valve 34A that allows hydraulic oil to flow from the oil chamber 35 to the oil chamber 36, and inside the piston rod 33, the oil chamber 34A is provided through an oil ice 34B.
A passage 40 communicating with 5 is formed. This passage 40 communicates with the oil chamber 36 and also with the oil reservoir chamber 37 via a solenoid valve 41 provided at the upper end of the inner tube 31.

The solenoid valve 41 is biased in the valve closing direction by a magnetic force generated by energizing the solenoid 42 disposed above through the wiring #i43, and prevents dark oil flow between the passage 40 and the oil reservoir chamber 37. Increase resistance.

The wiring 43 is connected to a controller 44 as means for controlling the excitation current to the solenoid 42.

As shown in FIG. 1, the controller 44 is connected to a displacement sensor 45 interposed between the link 5 and the regulator pulp 10 through a signal circuit. The displacement sensor 45 detects the amount of displacement of the position detection loft 11 and outputs it as a current signal, and the controller 44 controls the excitation current of the slide/id 42 based on the input signal from the displacement sensor 45.

In addition, in the compression side operation, the 70-ton 7-year-old single 2 causes hydraulic oil corresponding to the volume of the piston rod 33 that enters the damper cylinder 32 to flow from the passage 40 through the solenoid valve 41 into the oil reservoir chamber 37, and on the expansion side. In operation, the oil chamber 35
The hydraulic oil in the oil reservoir chamber 37 is allowed to flow from the check valve 39 without resistance, while the hydraulic oil in the oil chamber 36 is allowed to flow into the oil reservoir chamber from the passage 40 via the solenoid valve 41. In other words,
In either expansion or compression operation, hydraulic oil flows through the solenoid valve 41.

Next, the effect will be explained.

When not braking, regulator pulp 10 acts as pressure cut valve 1
2 is opened, and the pressure regulator valve 13 is closed. When the brake lever is operated from this state, the mask cylinder 7 is pressurized, and the inflow boat 2 of the regulator pulp 10 is
4 is supplied to the brake caliper 4 through an outflow port 25 through a pressure cut valve 12.

As a result, the brake caliper 4 exerts a braking torque on the brake disc 3, and due to this reaction force, the brake caliper 4 is rotationally displaced counterclockwise in FIG. 1, causing the position detection rod 11 to enter the regulator pulp 10. Then, when the position detection rod 11 enters, the plate 17 pushes the pressure regulator valve 13 open, and after the pressure cut valve 12 closes as the brake oil pressure rises to the set value, the brake oil flows through the pressure regulator valve 13. regulator pulp 1
It circulates within 0.

As the mask cylinder 7 is pressurized, the regulator pulp 1
The rising pressure of the braking oil inside the pressure regulator valve 13 strengthens the pressure in the valve closing direction, but at the same time, the braking torque of the brake caliper 4 increases, causing the position detection rod 1
1 strengthens the pressure on the pressure regulator valve 13 in the valve opening direction through the plate 17, and the pressure regulator valve 13
The valve is held open against the braking oil pressure.

However, after the tire slip ratio reaches a certain value, the braking torque does not increase even if the mask cylinder 7 is further pressurized, and only the braking oil pressure in the regulator pulp 10 increases. is closed, and the supply of braking oil to the brake caliper 4 is cut off. Therefore, there is no possibility that the tires will lock due to excessive pressure being supplied to the brake caliper 4. In this way, the pressure supplied to the brake caliper is adjusted in accordance with the braking torque actually generated, so that even if the road surface conditions change, anti-lock operation corresponding to the changed road surface is performed.

In addition, the adjustment screw 23 can be adjusted to change the supported weight of the tire.
The neutral position of the position detection rod 11 may be adjusted by the rotation operation.

On the other hand, when the front 7 orifice 2 is not braking, the position detection rod 11 penetrates into the regulator pulp 10 shallowly, and the controller 44 does not energize the solenoid 42, so the generated damping force is kept small and soft. Maintain riding comfort, but when braking, the position detection rod 11 enters the regulator pulp 10.
The displacement sensor 45 outputs a signal indicating an increase in displacement to the controller 244, and the controller 44 activates the solenoid 44 based on this signal to activate the solenoid valve 4''!#
increases the valve closing force and increases the generated damping force for both expansion and compression operations.

In other words, as shown in FIG. 5, during braking, the damping forces on the rebound and compression sides increase along with the braking torque, so nose bubbing is less likely to occur due to braking, and vibrations of the vehicle body due to uneven road surfaces are quickly reduced.

Therefore, even when anti-lock is activated, where the braking oil pressure is cut near the maximum torque, the tire maintains a stable ground contact force and prevents the inconvenience of the tire locking due to fluctuations in ground contact force, so the braking operation is always performed. be done properly.

(Effects of the Invention) As described above, the present invention changes the closing force of the solenoid valve provided in the suspension unit according to the displacement of the position detection rod that detects the braking torque of the anti-lock brake. The damping force generated by the suspension engine 7) increases in accordance with the braking torque, and vibrations of the vehicle body caused by braking are successfully reduced, thereby suppressing fluctuations in the ground contact force. Therefore, it is possible to prevent the inconvenience of the tires locking due to variations in ground contact force even under anti-lock operation, and it is possible to always perform accurate braking operations.

[Brief explanation of drawings]

Fig. 1 is a side view of the main part of a front wheel of a two-wheeled vehicle showing an embodiment of the present invention, Fig. ptIJ2 is a longitudinal cross-sectional view showing the structure of the regulator valve, Fig. 13 is a view taken along arrow A-A in Fig. 2, and Fig. fiS4 is a longitudinal sectional view showing the structure of the regulator valve. FIG. 5, which is a vertical cross-sectional view showing the structure of the 70-ton 7 oak, is a graph showing the relationship between braking torque and damping force. 1...11m, 2...70 tons 7 years old, 3...
Brake disc, 4... Brake caliper, 5...
・Link, 7... Mask sill, 10... Regulator valve, 11... Position detection rod, 12...
Pressure cut valve, 13... Pressure regulator valve, 30.
... Outer tube, 31 ... Inner tube, 32
... Gunpa cylinder, 33 ... Piston rod, 3
7... Oil reservoir chamber, 40... Passage, 41... Solenoid valve, 42... Tension/id, 44... Controller, 45... Displacement sensor.

Claims (1)

[Claims] A brake unit includes a position detection rod that is displaced according to braking torque, a regulator valve that controls the supply of brake oil to the brake caliper according to the displacement of this position detection rod, and a damping force that is generated by external energization. A braking and buffering mechanism for a two-wheeled vehicle, comprising a suspension unit incorporating a solenoid valve that changes the position of the solenoid valve, and a means for controlling energization of the solenoid valve according to the displacement of the position detection rod.