JPH089324B2 - Anti-skid device for motorcycles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid device for a motorcycle (motorcycle) that prevents skidding of wheels during braking.

[Conventional technology and its problems]

For example, in Japanese Unexamined Patent Publication No. 56-142735, wheel speed sensors for detecting wheel speeds are mounted on front and rear wheels to form approximate vehicle body speeds that approximate the vehicle body speeds from the respective wheel speeds. The higher one of the vehicle body speeds is selected to form an approximate vehicle body speed common to each wheel, and such an approximate vehicle body speed is compared with each wheel speed, and the wheel speed is determined in comparison with the approximate vehicle body speed. When the slip ratio or the slip value becomes equal to or more than a predetermined value, the brake pressure of the wheel is reduced.

However, in a motorcycle or a motorcycle, the front and rear wheels can be braked separately or the accelerator can be operated, but such a mechanism can be used to perform an accelerator turn driving method. That is, although the front wheels are braked, the rear wheels are accelerated to perform an accelerator turn.However, when the antiskid device as described above is provided, a slip ratio occurs on the front wheel side at this time, and the brake pressure is increased. Will be greatly reduced. You cannot make an accelerator turn.

[Problems to be solved by the invention]

The present invention has been made in view of the above problems, and an object of the present invention is to provide an anti-skid device for a motorcycle that can prevent the brake from being unnecessarily loosened in the case of an accelerator turn.

[Means for solving problems]

The above object is to detect the wheel speed of each wheel by monitoring the rotation states of the front wheels and the rear wheels, and the approximate vehicle speed that generates the approximate vehicle speed based on the wheel speed of each wheel. For a two-wheeled vehicle equipped with a generator and a vehicle body speed selection device that compares the approximate vehicle body speeds and selects the larger one, and obtains a slip signal based on the selected vehicle body speed, thereby reducing the brake pressure. In the anti-skid device, the anti-skid device for a two-wheeled vehicle is provided with a switching device that prohibits contact of the vehicle body speed selection device on the rear wheel side when the rear wheel brake is inactive.

[Action]

Apply brakes to the front wheels to make an accelerator turn,
When the accelerator is applied to the rear wheels, the input to the approximate vehicle body speed generator for the rear wheels is zero due to the switching device because the brakes are not applied to the rear wheels, and the output from the approximate vehicle body speed generator for the front wheels. Is approximated as the vehicle speed, but since the front wheels are braked, the wheel speed is very small, so the approximate vehicle speed based on this is also very small and no slip signal is generated and the front wheel brakes can be relaxed. Instead, the accelerator can be turned as desired.

〔Example〕

Hereinafter, details of the present invention will be described based on illustrated embodiments.

The drawing shows a block diagram of an anti-skid device of an embodiment in which the present invention is applied to a motorcycle, in which (1),
(2) represents wheel speed sensors mounted on the rotating parts of the front and rear wheels, respectively, and generates a signal having a frequency proportional to the rotational speed of the wheels. These signals are supplied to the wheel speed calculation circuits (3a) (3b), and these calculation circuits (3a)
(3b) generates analog outputs proportional to wheel speeds, and these are respectively output to the approximate vehicle speed calculation circuits (4a) (4b),
Differentiating circuit (5a) (5b) and slip ratio signal generating circuit (7
Supply to a) (7b). However, the output of the wheel speed calculation circuit (3b) for the rear wheel (2) is the gate circuit (1
4) is supplied to the approximate vehicle speed calculation circuit (4b).

The approximate vehicle speed calculation circuits (4a) (4b) receive the output signals from the wheel speed calculation circuits (3a) (3b) and generate an output equal to the wheel speed until the wheel deceleration reaches a predetermined value. When the wheel deceleration becomes equal to or higher than the predetermined value, the wheel speed at that time is set as an initial value, and thereafter an approximate vehicle body speed that decreases at a predetermined gradient is generated. The outputs from the approximate vehicle speed calculation circuits (4a) and (4b) are supplied to the selection circuit (6),
Here, the higher output value of the two outputs is selected, and the selected output is the slip ratio signal generation circuit (7a) (7
supplied to b).

A predetermined reference rate is set in these slip rate signal calculation circuits (7a) and (7b). This reference rate is, for example, 10% and is compared with a value (slip rate) obtained by subtracting the percentage of the wheel speed with respect to the approximate vehicle body speed from 100 (slip rate). If this slip rate is higher than the reference rate, the slip rate signal generation circuit (7a (7b) generates the slip ratio signal λ.

The output signals of the differentiation circuits (5a) and (5b) are the deceleration signal generation circuits (8a) and (8b) and the acceleration signal generation circuit (9a), respectively.
Supplied to (9b).

The differentiation circuits (5a) (5b) are wheel speed calculation circuits (3a) (3
The wheel speed is differentiated by receiving the output signal from b), and the deceleration is a predetermined deceleration reference value (e.g. -1.
5g) or more, the deceleration signal generation circuits (8a) and (8b) generate the deceleration signal -b. Further, when the wheel acceleration exceeds a predetermined acceleration reference value (for example, 0.5 g), the acceleration signal generation circuits (9a) and (9b) generate an acceleration signal + b.

The outputs of the slip ratio signal generation circuits (7a) and (7b) are supplied to one input terminals of the AND gates (10a) and (10b), and the outputs of the acceleration signal generation circuits (9a) and (9b) are supplied to the AND gate (10a) ( It is supplied to the other negative input terminal of 10b). Output of AND gate (10a) (10b) is OR gate (11a)
(11b) is supplied to one input terminal, and the other input terminal is supplied with the outputs of the deceleration signal generation circuits (8a) and (8b). The solenoids (13a) (13b) of the electromagnetic supply valve are connected to the output terminals of the OR gates (11a) (11b) via the amplifiers (12a) (12b), respectively. Although not shown, the master cylinders are respectively connected to the hydraulic cylinders of the front wheels and the rear wheels via electromagnetic supply valves.

A rear brake switch circuit (15) is connected to the gate circuit (14), and the output of this circuit (15) becomes high level "1" when the rear wheel (2) is braked, and the gate circuit (14) ) Is opened and the output of the wheel speed calculation circuit (3b) for the rear wheel (2) is supplied to the approximate vehicle body speed calculation circuit (4b). When the rear wheel (2) is not braked, the output of the rear brake switch circuit (15) is low level "0".
Therefore, the gate circuit (14) is closed and the output of the wheel speed calculation circuit (3b) for the rear wheels (2) is cut and is not supplied to the approximate vehicle body speed calculation circuit (4b).

The anti-skid control device according to the embodiment of the present invention is configured as described above, and the operation thereof will be described below.

Now, it is assumed that the motorcycle is running at a constant speed, and the brakes of the front and rear wheels are started to operate.

Wheel speed sensor for front and rear wheels (1)
Detected by (2), wheel speed calculation circuit (3a) (3
b), and the outputs of the circuits (3a) and (3b) are respectively sent to the slip ratio signal calculation circuits (7a) and (7b), the approximate vehicle speed calculation circuits (4a) (4b) and the differentiation circuits (5a) (5b). Supplied. The deceleration signal generation circuits (8a) and (8b) compare the deceleration of the wheel with a predetermined deceleration, but do not generate the deceleration signal because the deceleration reference value has not yet reached the deceleration reference value. Further, since the slip of the wheels does not reach the predetermined value at the beginning of braking, the slip ratio signals are not generated from the slip ratio signal generating circuits (7a) and (7b). Therefore, since neither the slip ratio signal nor the deceleration signal is supplied to the OR gates (11a) (11b), the solenoids (13a) (13
b) is not excited. Therefore, when the brake operation is started, the brake fluid pressure from the master cylinder passes through the valve and is applied to the brake fluid pressure cylinders for the front wheels and the rear wheels.

As described above, the front wheels and the rear wheels are braked.However, if the front wheels are braked or worn less than the rear wheels, the wheel speed of the front wheels is lower than that of the rear wheels. Get bigger. Therefore, the output of the approximate vehicle body speed calculation circuit (4a) is selected by the selection circuit (6) and supplied to the slip ratio signal generation circuits (7a) and (7b). Deceleration signal generation circuit (8a) when the front and rear wheels reach the predetermined deceleration
A deceleration signal is generated from (8b), whereby the solenoids (13a) and (13b) are excited and the brakes on the front and rear wheels are released. In order to make the explanation easy to understand, it is assumed that the front and rear wheels simultaneously reach a predetermined deceleration, slip ratio, or acceleration.

When the front and rear wheels reach a predetermined slip ratio, a slip signal is generated from the slip ratio signal generation circuits (7a) and (7b) and is supplied to one input terminal of the AND gate (10a). Since the front and rear wheels have not yet reached the prescribed acceleration, the acceleration signal generation circuits (9a) and (9b) have not generated acceleration signals, and the output from the AND gates (10a) and (10b) becomes "1" Solenoid (13a) if speed signal is being generated
(13b) is excited as it is and the brake continues to be released, but when the deceleration signal is not generated, the output of the AND gates (10a) (10b) becomes "1" and the solenoid (13a) (13b) is excited and brake slack is started.

When the deceleration signal disappears and no slip signal is generated, or when both the deceleration signal and the slip signal disappear, the output of the OR gates (11a) (11b) becomes "0" again, and the solenoids (13a) (13b) It is de-energized and the braking force is increased again.

When the vehicle body speed reaches a desired value or zero by the above anti-skid control, this control action ends.

The above is the case of the normal brake operation, but the case of performing the accelerator turn will be described next.

In this case, the front wheels are braked, but the rear wheels are accelerated to accelerate. Since the rear wheels are not braked, the gate circuit (14) is closed. Therefore, the output from the wheel speed calculation circuit (3b) for the rear wheels is not supplied to the approximate vehicle body speed calculation circuit (4b). Therefore, only the output of the approximate vehicle body speed calculation circuit (4a) for the front wheels is supplied to the selection circuit (6). Therefore, the output of the selection circuit (6) is an approximate vehicle body speed formed based on the wheel speed of the front wheels. Since the front wheels are now being braked, the magnitude thereof is sufficiently small, and the slip for the front wheels is small. Signal generation circuit (7
No slip signal is generated from a). Therefore, the output of the AND gate (10a) is "0", and the solenoid (13a) is not excited and the brake of the front wheel is not released. The deceleration signal may be generated from the deceleration signal generation circuit (8a) at the beginning of braking the front wheels, and the solenoid (13a) may be excited to release the brakes on the front wheels. Then, since this deceleration signal is not generated, the brake does not continue to be released by this signal. However, even if it is desired to perform an accelerator turn as in the conventional case, if the rear wheel wheel speed calculation circuit (3b) is supplied to the approximate vehicle body speed formation circuit (4b), the rear wheel wheel speed is much higher. Therefore, the approximate vehicle body speed is sufficiently high, and the slip signal continues to be generated from the slip ratio signal generation circuit (7a) even when the actual vehicle body speed is almost zero. That is, the brakes on the front wheels are released and released. You cannot make an accelerator turn. However, according to the present embodiment, since the slip signal is not generated from the slip ratio signal generation circuit (7a), the desired accelerator turn can be performed.

Although the embodiments of the present invention have been described above, of course, the present invention is not limited to these, and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the anti-skid control is performed depending on whether the brake is applied or released, but it is also possible to add a constant brake holding or loosening to these.

Although the brake is loosened by the slip signal or the deceleration signal in the above embodiments, the brake may be held constant by any one of them. Other,
Various known anti-skid control circuits are applicable.

In the above embodiment, the gate circuit (14) is provided only between the wheel speed calculation circuit (3b) and the approximate vehicle body speed generation circuit (4b).
In addition to this, in addition to this, the gate circuit that is closed when the front wheel is braked and the rear wheel is acceleratored and is open otherwise is connected to the deceleration signal generation circuit (8a) and the OR gate ( 11a) may be provided.

Further, the outputs of the wheel speed calculation circuits (3a) and (3b) are analog, but of course they may be digital.

〔The invention's effect〕

As described above, according to the anti-skid device for a two-wheeled vehicle of the present invention, it is possible to surely perform the accelerator turn while performing the original anti-skid control without complicating the conventional device.

[Brief description of drawings]

The drawings are block diagrams of an anti-skid control device for a motorcycle according to an embodiment of the present invention. In the figure, (1) (2) ... wheel speed sensor (3a) (3b) ... wheel speed calculation circuit (4a) (4b) ... approximate vehicle speed calculation circuit (14) ... gate circuit (15) ) …… Rear brake switch circuit

Claims (1)

[Claims] 1. A wheel speed detection device for detecting the wheel speed of each wheel by monitoring the rotation states of the front and rear wheels, and an approximate vehicle speed for generating an approximate vehicle speed based on the wheel speed of each wheel. For a two-wheeled vehicle equipped with a generator and a vehicle body speed selection device that compares the approximate vehicle body speeds and selects the larger one, and obtains a slip signal based on the selected vehicle body speed, thereby reducing the brake pressure. An anti-skid device for a two-wheeled vehicle, wherein the anti-skid device is provided with a switching device that prohibits contact of the vehicle body speed selection device on the rear wheel side when the rear wheel brake is not activated.