JPH0451387B2 - - Google Patents

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to an anti-skid brake device, and particularly to an anti-skid brake device that properly distributes braking pressure sent from both front and rear master cylinders to respective calipers between respective modulators. This invention relates to an anti-skid brake device that prevents front and rear wheels from locking up and shortens braking distance.

[Technical Background of the Invention] An anti-skid brake device includes a rotational speed sensor of a wheel or the like, an electronic control unit that issues a braking signal of braking force based on a detection signal from the rotational speed sensor, and a controller that receives this braking signal. The main component is a modulator that controls braking pressure. A master cylinder that generates hydraulic pressure when a brake is operated is connected to the upstream side of the modulator, and a caliper that brakes the wheels is connected to the downstream side of the modulator.

As a result, during sudden braking, the hydraulic pressure from the master cylinder is reduced to a level that does not cause locking, preventing skidding due to wheel locking, ensuring directional stability of the vehicle, and shortening braking distance.

[Problems in the Background Art] By the way, conventionally, no two-wheeled vehicle has been equipped with an anti-skid brake device, but if the anti-skid brake device for a four-wheeled vehicle is to be applied, it would be necessary to apply anti-skid brake devices to the front and rear. Generally, each device is installed in a separate system. For this reason, only an experienced person can control the front and rear braking pressure to the optimum pressure, and when braking suddenly, a difference in height occurs in the braking force, causing only one wheel to lock, resulting in a skid and a fall. In addition, there is a problem that the braking distance cannot be shortened.

[Object of the Invention] Therefore, an object of the present invention is to eliminate the above-mentioned inconvenience by connecting the first master cylinder for the front and the first master cylinder for the front.
A first pipe that communicates between the modulator and the first caliper is provided, and a second pipe that communicates between the second master cylinder for the rear, the second modulator, and the second caliper is provided, and the first A communication pipe is provided that communicates the respective inlets with the second modulator, and in the middle of the communication pipe, the control pressure by the first and second modulators is controlled by the first and second electronic control units so that the lock pressure is applied to both the front and rear. When the brake pressure exceeds the lock pressure, the closed state is maintained, and when only one of the front and rear braking pressures exceeds the lock pressure, it is opened, and after this release, the front and rear brakes are applied by the first and second calipers. By installing a pressure regulating means consisting of a solenoid valve that is controlled to open and close to close when the front side starts to close, and a pressure regulating chamber having a piston whose front side is formed with a smaller diameter than the rear side, the pressure is released from both the front and rear master cylinders. Appropriately distributes the braking pressure sent to each caliper, prevents the wheels from locking and skids, ensures vehicle maneuverability and stability, and shortens braking distance. To realize an anti-skid brake device.

[Structure of the Invention] In order to achieve this object, the present invention includes a first master cylinder for the front of a two-wheeled vehicle that generates hydraulic pressure when the brake is operated, a second master cylinder for the rear that generates the hydraulic pressure when the brake is operated, and a second master cylinder for the front wheel that generates the hydraulic pressure when the brake is operated. a first rotational speed sensor that detects the rotational speed of the rear wheel; a second rotational speed sensor that detects the rotational speed of the rear wheel;
a first electronic braking unit that issues a braking signal for braking force based on a detection signal from the rotational speed sensor; a second electronic control unit that issues a braking signal for braking force based on the detection signal from the second rotational speed sensor; a first modulator that controls braking pressure in response to a braking signal from the electronic control unit; a second modulator that controls braking pressure in response to a control signal from the second electronic control unit; Accordingly, in the anti-skid brake device, the anti-skid brake device includes a first caliper that brakes the front wheels, and a second caliper that brakes the rear wheels using pressure from the second modulator. A first piping that communicates between the first modulator and the first caliper is provided, and a second piping that communicates the second rear master cylinder, the second modulator, and the second caliper is provided, and the first piping that connects the first front modulator and the rear caliper is provided. A communication pipe is provided that communicates the respective inlets with the second modulator, and in the middle of this communication pipe, the braking pressure from the first and second modulators is controlled by the first and second electronic control units to both the front and rear. It maintains the closed state when both brake pressure exceeds the lock pressure, and opens when only one of the front and rear braking pressure exceeds the lock pressure, and after this opening, the front brake is closed by the first and second calipers. and a pressure regulating means consisting of a solenoid valve that is controlled to open and close so as to close when rear braking starts, and a pressure regulating chamber having a piston whose front side is formed to have a smaller diameter than the rear side. do.

[Embodiments of the Invention] Examples of the present invention will be described in detail below based on the drawings.

1 to 4 show embodiments of this invention. In FIG. 1, 2 is an anti-skid brake device for a two-wheeled vehicle. This anti-skid brake device 2 is connected to conventional anti-skid brake devices that are installed in separate systems on the front and rear wheels of a two-wheeled vehicle. In other words, the first
The first pipe is connected to the master cylinder 4a via the first pipe 6a.
The modulator 8a is communicated with the first caliper 1 through the first piping 6a.
Connect 0a. Further, the first rotational speed sensor 12a that detects the rotational speed of the front wheel is connected to the first electronic control unit 1.
4a, and this first electronic control section 14a is connected to the first electronic control section 14a.
They are respectively connected to the modulator 8a and a pressure regulating means 16, which will be described later.

Similar to the front side mentioned above, the rear side also has a second rear
A second pipe is connected to the master cylinder 4b via the second pipe 6b.
The modulator 8b and the second caliper 10b are sequentially communicated. Furthermore, a second rotational speed sensor 12b for detecting the rotational speed of the rear wheels is connected to a second electronic control section 14b, and this second electronic control section 14b is connected to the second modulator 8b and the pressure regulating means 16, respectively.

Here, the first and second master cylinders 4a,
For example, the rear second master cylinder 4b will be described in detail. The second master cylinder 4b
As shown in the figure, the oil tank 18 and the main cylinder 20 are integrally formed, and inside the main cylinder 20, the oil tank 18 and the main cylinder 20 move forward when the pedal 22 is depressed, and are moved by the biasing forces of the first and second springs 24 and 26. A reciprocating piston 28 is provided. Therefore, hydraulic pressure is generated by the brake operation of the pedal 22,
It serves to feed this hydraulic pressure to the hydraulic system such as the second modulator 8b.

Further, the second modulator 8b has the third A to 3C
As shown in the figure, a diaphragm chamber 30 and a vacuum chamber 32
are partitioned by a diaphragm 34, and a plunger 36 is fixed to this diaphragm 34. The reciprocating movement of the plunger 36 opens and closes a shutoff valve 38 that adjusts the inflow of oil from the second master cylinder 4b. Atmospheric opening 40 for supplying atmospheric air to the diaphragm chamber 30
are opened and closed by a solenoid valve 42 in the second modulator 8b, which is controlled by the second electronic control section 14b. Reference numeral 44 indicates a hydraulic inlet, 46 a pressure chamber, 48 a hydraulic outlet, 50 a spring contracted within the vacuum chamber 32, 52 a vacuum opening, and 54 an orifice provided in the diaphragm 34.

The first modulator 8a and the second modulator 8b are communicated through a communication pipe 56, and the communication pipe 5
6. A pressure regulating means 16 is interposed in the middle. As shown in FIG. 4, the pressure regulating means 16 includes an electromagnetic valve 58 that controls opening and closing of the communication pipe 56 by the first and second electronic control sections 14a and 14b, and a pressure regulating chamber 62 having a piston 60. .

Further, the solenoid valve 58 is kept in the closed state by the first and second electronic control units 14a and 14b when the control pressures of the first and second modulators 8a and 8b exceed lock pressures for both the front and rear. The control pressure is maintained and opened when only one of the front and rear control pressures exceeds the lock pressure, and after this release, the first and second calipers 10a,
10b, the opening and closing control is performed so as to close the opening and closing when front and rear braking are started.

Further, the piston 60 has a smaller diameter on the front side than on the rear side. Furthermore, the diameters of both ends of the piston 60 are determined by the ratio of front and rear locking pressures. To be more specific, the ratio of front and rear locking pressures does not have a strict meaning, but for example, when the maximum possible deceleration is obtained under standard riding conditions and on a high μ road (dry paved road). is the lock ratio in the virtual state of Generally, when braking a vehicle, the load shared by the front wheels due to inertia increases, and the braking force also increases for the front wheels. Therefore, by setting the diameters of both ends of the piston 60 based on the lock ratio in the virtual state, it is possible to ensure hydraulic pressure to the front wheels in all conditions, including low μ roads.

Next, the effect will be explained.

By performing front and rear brake operations, hydraulic pressure generated in the first front mast cylinder 4a and the second rear master cylinder 4b is sent to the first and second modulators 8a and 8b, respectively.

For example, the rear second modulator 8b of the first and second modulators 8a and 8b having the same function.
As shown in FIG. 3A, under normal conditions, the solenoid valve 42
is closed, the diaphragm chamber 30 is in a contracted state, and the plunger 36 opens the shut-off valve 38, supplying braking pressure to the second caliper 10b. At this time, when the braking pressure rises above the set pressure, the plunger 36 responds to the pressure and closes the shutoff valve 38.
In addition, in order to lower the braking pressure by a small amount, as shown in FIG. 3B, the second electronic control section 14b sends the second
A control signal is sent to the modulator 8b, and the solenoid valve 42
is opened to supply atmospheric air into the diaphragm chamber 30. As a result, the diaphragm chamber 30 expands against the biasing force of the spring 50 of the diaphragm 34, moves the plunger 36, expands the pressure chamber 46, and slightly lowers the braking pressure supplied to the second caliper 10b. . Furthermore, in order to slightly increase the braking pressure, the second electronic control section 14b closes the solenoid valve 42, as shown in FIG. 3C. As a result, the atmosphere inside the diaphragm chamber 30 flows into the vacuum chamber 32 through the orifice 54, and the plunger 3
6 gradually moves to contract the pressure chamber 46, and the second
This is to slightly increase the braking pressure applied to the caliper 10b. In this way, the braking pressure is adjusted slightly to prevent the wheels from locking.

When the braking pressure exceeds the locking pressure at both the front and rear by the first and second modulators 8a and 8b, the solenoid valve 58 of the pressure regulating means 16 remains closed, and the front and rear Separate braking takes place at

Furthermore, when only one of the front and rear braking pressures exceeds the locking pressure, for example, when only one brake is operated, the first,
The solenoid valve 58 of the pressure regulating means 16 is opened by the braking signals from the second electronic control units 14a and 14b, and the piston 60 is moved by the difference in braking pressure between the front and rear. At this time, the piston 60 moves to the side where the braking pressure is lower according to the ratio of the lock pressures, and the front and rear braking pressures are distributed and regulated to an optimum state. Here, the first and second calipers 10a, 1
When front and rear braking is started by 0b, the solenoid valve 58 of the pressure regulating means 16 is closed by the first and second electronic control sections 14a and 14b. This achieves effective braking of both the front and rear wheels.

When the braking is finished, for example when the brake operation is interrupted, the solenoid valve 58 of the pressure regulating means 16 is opened by the first and second electronic control units 14a and 14b. As a result, the first and second springs 24 in the first or second master cylinders 4a, 4b,
26 absorbs the hydraulic pressure in the caliper 10 and the modulator 8, and finally moves the piston 60 in the pressure regulating chamber 62 of the pressure regulating means 16 to a predetermined position, returning the hydraulic pressure to a normal state. .

Therefore, the braking pressure for both the front and rear wheels can be automatically distributed and regulated to the optimum pressure, and the hydraulic pressure can also be automatically returned to the normal state when the brakes are not operated, preventing the wheels from locking and reducing the skid. It is possible to prevent this from occurring, achieve effective braking, and shorten the braking distance.

[Effects of the Invention] As described above in detail, according to the present invention, the first piping is provided which communicates the first master cylinder for the front, the first modulator, and the first caliper, and the second master cylinder for the rear is connected to the first caliper. A second pipe is provided that communicates the two modulators with the second caliper, a communication pipe is provided that communicates the respective inlets of the first modulator for the front and the second modulator for the rear, and the first , the second electronic control unit maintains the closed state when the braking pressure from the first and second modulators exceeds the locking pressure for both the front and rear, and locks only the braking pressure for either the front or the rear. The solenoid valve is opened and closed when the front and rear brakes are started by the first and second calipers. Since the pressure regulating means is provided with a pressure regulating chamber having a piston formed in
It can achieve effective braking of both front and rear wheels, prevent the wheels from locking, prevent the occurrence of skidding, and ensure the maneuverability and stability of the vehicle.
This has the effect of shortening the braking distance.

[Brief explanation of drawings]

1 to 4 show embodiments of the present invention, FIG. 1 is a system diagram of an anti-skid brake device, FIG. 2 is an enlarged sectional view of main parts of the second rear master cylinder,
3A, 3B, and 3C are enlarged sectional views of the main parts showing the operating state of the modulator, and FIG. 4 is an enlarged view of the main parts of the pressure regulating means. In the figure, 2 is an anti-skid brake device, 4 is a master cylinder, 6 is a pipe, 8 is a modulator, 10 is a caliper, 12 is a rotational speed sensor, 14 is an electronic control unit, 16 is a pressure regulating means, and 56 is a communication pipe. , 58 is a solenoid valve, 60 is a piston, and 62 is a pressure regulating chamber.

Claims (1)

[Claims] 1. A first front master cylinder for a two-wheeled vehicle that generates hydraulic pressure when the brakes are operated, a second rear master cylinder that generates hydraulic pressure when the brakes are operated, and a first rotational speed sensor that detects the rotational speed of the front wheel.
a second rotational speed sensor that detects the rotational speed of the rear wheels; a first electronic control unit that issues a braking signal of braking force based on the detection signal from the first rotational speed sensor;
a second electronic control unit that issues a braking signal of braking force based on a detection signal from the second rotational speed sensor; a first modulator that controls braking pressure in response to a braking signal from the first electronic control unit; a second modulator that controls the braking pressure in response to a braking signal from the second electronic control unit; a first caliper that brakes the front wheels using pressure from the first modulator; and a first caliper that brakes the front wheels using pressure from the second modulator; and a second caliper for braking wheels, the anti-skid brake device comprising: a first caliper for front;
A first pipe is provided that communicates the master cylinder, the first modulator, and the first caliper, and a second pipe is provided that communicates the rear second master cylinder, the second modulator, and the second caliper, and the front 1 modulator and the second one for the rear
A communication pipe is provided that communicates each inlet with the modulator, and in the middle of this communication pipe, the first and second electronic control units control the braking pressure of the first and second modulators to exceed the locking pressure for both the front and rear. It maintains the closed state when the braking pressure is on, and opens when only one of the front and rear braking pressures exceeds the locking pressure, and after this opening, the first,
Pressure regulation means consisting of a solenoid valve that is controlled to open and close so as to be closed when front and rear braking is started by the second caliper, and a pressure regulation chamber that has a piston whose front side is formed to have a smaller diameter than the rear side. An anti-skid brake device characterized by being provided with.