JPH1134834A - Antiskid controller for motorcycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an antiskid controller for a motorcycle at a low cost with a little vibration to hand levers and foot pedals. SOLUTION: In this antiskid brake controller for motorcycle provided with the first and second two ports and two positions electromagnetic directional control valves 8a, 8b, 10a, and 10b, each conduit line 30a and 30b respectively connecting a front wheel reservoir 32a and a rear wheel reservoir 32b with a front wheel master cylinder 4 and a rear wheel master cylinder 6 is connected with check valves 31a and 31b of which direction to the front wheel or rear wheel master cylinder 4, 6 is to be forward direction, and when an operation of the front wheel or rear wheel master cylinder 4, 6 is released, brake fluid of the front wheel or rear wheel reservoir 32a, 32b is circulated through check valves 31a and 31b to the front wheel or rear wheel master cylinder 4, 6.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid control device for a motorcycle.

[0002]

2. Description of the Related Art FIG. 2 shows a brake pipe system of a conventional motorcycle. In the figure, a hand brake 1 works to apply a brake to a front wheel, and a foot brake 2 applies a brake to a rear wheel. They are arranged to work for each other. The handbrake 1 is composed of a hand lever 3 and a master cylinder 4 in a known manner, and the foot brake 2 is composed of a brake pedal 5 and a master cylinder 6 in a known manner. The pressure generating chamber is a pipe 7a,
The solenoid valves 7a and 7b are connected via supply valves 7a and 8b, and are further connected to the wheel cylinders of the front wheels 9a and the rear wheels 9b. The wheel cylinders of the front wheel 9a and the rear wheel 9b are respectively connected to the electromagnetic switching valves for discharge 10a and 10b via pipes.
1a and 11b. Reservoirs 11a, 11
b has a similar configuration and is publicly known. A piston p having a seal ring mounted in a casing c is urged by a spring s and is slidably disposed vertically. An air chamber is defined, and the above-mentioned relatively weak spring s is built in the air chamber.

The brake storage chambers of these reservoirs 11a and 11b are connected to a suction port of a hydraulic pump 12, and this discharge port is connected to the above-mentioned pipe lines 7a and 7b via throttles 20a and 20b. I have.

[0004] In parallel with the supply electromagnetic switching valves 8a and 8b,
A check valve g whose forward direction is from the wheel cylinder side to the master cylinder side is connected, and a throttle t is provided at the inlet side of each of the supply electromagnetic switching valves 8a and 8b. The discharge electromagnetic switching valves 10a and 10b are provided with a throttle t on the outlet side. The hydraulic pump 12 is configured in a known manner, and includes an electric motor 13, an eccentric cam 14 driven by the motor, a pair of plungers 15a and 15b reciprocated by the eccentric cam, and the plungers 15a and 15b are provided in a cylinder. A hydraulic pressure generating chamber 16a, 16b is defined between the end wall of the cylinder and the plungers 15a, 15b, which are check valves 17a, 17b on the suction side and check valves on the discharge side. Valve 18
a, 18b are connected, and the hydraulic pressure generation chambers 16a, 16
In response to the alternating change of the positive pressure and the negative pressure of b, the reservoir 11
a, 11b while sucking brake fluid and damper 1
It discharges to 9a and 19b. In this conventional example, dampers 19a and 19b are built in the hydraulic pump. On the discharge side there is a discharge port of this hydraulic pump 12, which is connected to throttles 20a, 20b provided in the lines 7a, 7b.

[0005] This conventional example is configured as described above. Next, this operation will be described. In order to simplify the explanation, the hand brake 1 and the foot brake 2 are operated simultaneously. By these operations, the pipeline 7
The hydraulic pressure is supplied to the wheel cylinders of the front wheels 9a and the rear wheels 9b through the supply electromagnetic switching valves 8a and 8b, which are now open, via the valves a and 7b, and these are braked.

In this conventional example, an anti-skid control circuit is provided in a control unit (not shown). If it is determined that the brake should be released, the solenoid unit j of the supply electromagnetic switching valves 8a and 8b is turned off. It excites and excites the solenoid j of the discharge electromagnetic switching valves 10a and 10b. Thereby, the supply electromagnetic switching valve 8
a and 8b are shut off, and the discharge electromagnetic switching valve 10a,
10b is in a communication state. Therefore, the front wheel 9a and the rear wheel 9
b. Electromagnetic switching valve 1 for discharging pressure fluid from wheel cylinder side
After passing through 0a and 10b, the water is discharged to the reservoirs 11a and 11b. At the same time, the hydraulic pump 12 is driven. Therefore, the brake fluid discharged into the brake storage chambers of the reservoirs 11a and 11b is immediately sucked, and the check valve 18a,
When the valve 18b is opened, it is further supplied to the throttles 20a, 20b via dampers 19a, 19b. Hydraulic pump 1
2 has a large pulse pressure as is well known, but due to the functions of the dampers 19a, 19b and the throttles 20a, 20b, there is almost no pulse pressure on the pipe lines 7a, 7b side, and the hand brake 1 and the foot brake 2 side Refluxed. Therefore, the brake is released.

Depending on the type of anti-skid control, only the solenoid j of the supply electromagnetic switching valves 8a and 8b is further energized. As a result, a constant brake fluid pressure is maintained in the wheel cylinders of the front wheel 9a and the rear wheel 9b. As described above, in the conventional anti-skid control, the brake fluid pressure is kept constant and relaxed. When the control unit (not shown) determines that the brake should be reinstated as one cycle, the solenoids j of the supply electromagnetic switching valves 8a and 8b are de-energized again. Discharge pressure liquid is supplied by electromagnetic switching valve 8
a and 8b are transmitted to the wheel cylinders of the front wheel 9a and the rear wheel 9b. Thus, the brake is reloaded.

As described above, the front wheel 9a and the rear wheel 9b
Is controlled so as not to cause a side slip, but vibration is generated in the hand lever 3 and the foot pedal 5 when the hydraulic pump 12 is driven. That is, the rotation of the rotary cam 14 of the motor 13 and the pulse pressure of the hydraulic pump 12
a, 19b and the throttles 20a, 20b, a pulse pressure is applied on the pipe lines 7a, 7b side. This is transmitted to the hand lever 3 and the foot pedal 5 to generate vibration. In FIG. 2, the electromagnetic switching valves 8a, 8b, 10a,
"b" and the like are contained in one casing and are collectively referred to as a hydraulic unit H. The hydraulic pump 12 occupies a large weight in this, and is expensive.

[0009]

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and provides an anti-skid control device for a motorcycle which performs anti-skid control, does not generate vibration or noise, and is low-cost and lightweight. That is the task.

[0010]

SUMMARY OF THE INVENTION The above-mentioned object is achieved by the following: a front wheel master cylinder and a front wheel cylinder; and a rear wheel master cylinder and a rear wheel cylinder.
And the front and rear wheel cylinders are connected to the front wheel reservoir and the rear wheel reservoir, respectively, via a second two-port two-position solenoid-operated switching valve. The first and second 2-port 2-position solenoid-operated directional control valves each take a communication position or a shut-off position by controlling current to a solenoid portion, and when increasing the hydraulic pressure of the wheel cylinder of the front wheel or the rear wheel, First two
The port 2 position electromagnetic switching valve takes a communication position, the second 2-port 2 position electromagnetic switching valve takes a shut-off position, and when lowering the hydraulic pressure of the wheel cylinder of the front wheel or the rear wheel, the first position is set to the first position. The two-port two-position solenoid-operated switching valve takes a shut-off position, the second two-port two-position solenoid-operated switching valve takes a communicating position, and the brake pressure fluid of the front or rear wheel cylinder is supplied to the front wheel or the rear wheel. A motorcycle anti-skid control device configured to discharge to a reservoir for a wheel, wherein a pipeline connecting the reservoir for the front wheel and the reservoir for the rear wheel with the master cylinder for the front wheel and the master cylinder for the rear wheel, respectively. Connect a check valve having a forward direction to the front wheel and the rear wheel master cylinder,
When the operation of the front-wheel or rear-wheel master cylinder is released, the brake fluid stored in the front-wheel or rear-wheel reservoir is returned to the front-wheel or rear-wheel master cylinder via the check valve. The problem is solved by a motorcycle anti-skid control device.

[0011]

Embodiments of the present invention will be described below with reference to FIG. Note that the same reference numerals are given to the reference numerals corresponding to the conventional example, and the detailed description is omitted.

That is, according to the embodiment of the present invention, the conventional hydraulic pump is omitted, and the reservoirs 32a, 32
b in the pipes 30a, 30b connecting the master cylinders 4, 6 of the hand brake 1 and the foot brake 2
1a and 31b are provided. In these, the direction toward the master cylinders 4 and 6 is the forward direction. Other configurations are the same as the conventional one. Next, the operation of the embodiment of the present invention will be described.

For simplicity of explanation, it is assumed that the hand brake 1 and the foot brake 2 are operated simultaneously. That is, when the hand lever 3 and the brake pedal 5 are actuated, hydraulic fluid is generated in the pipelines 30a and 30b,
These are supplied to the front wheels 9 via the supply electromagnetic switching valves 8a and 8b.
a and the wheel cylinder of the rear wheel 9b, and the brake is applied. Now, it is determined that a control unit (not shown) should hold the brake. Although not shown, a wheel speed sensor is provided close to the front wheel 9a and the rear wheel 9b, and their outputs are supplied to a control unit (not shown). The deceleration, the slip ratio, and the like are calculated, and based on the calculation results, it is determined whether the brake should be released, held, or re-raised from the skid state of the wheel. According to the present embodiment,
When it is determined that the skid state has reached the first state, the solenoid j of the supply electromagnetic switching valves 8a and 8b is excited. Thereby, the master cylinders 4 and 6 are disconnected from the wheel cylinders of the front wheel 9a and the rear wheel 9b. Therefore, these braking forces are kept constant. Furthermore,
When the second skid state is reached or when a predetermined time has elapsed, the solenoid j of the discharge electromagnetic switching valves 10a and 10b is excited. As a result, the discharge electromagnetic switching valve 1
0a and 10b are in a communication state, and the front wheel 9a and the rear wheel 9b
From the wheel cylinder of the reservoir 32a, 32b
Is discharged. As a result, the brake is released.

When the control unit determines that the wheels 9a and 9b have reached the third skid state, the solenoid unit j of the supply electromagnetic switching valves 8a and 8b is excited in a pulsed manner.
Not energized. In addition, the discharge electromagnetic switching valves 10a, 10b
Are not energized. Therefore, the front wheel 9a
And the brake fluid pressure of the rear wheel 9b rises stepwise. That is, it is reloaded. When the control unit again determines that the first state has been reached, the brake fluid pressure of the front wheel 9a and the rear wheel 9b is kept constant as described above. Thereafter, in the same manner as in the previous cycle, the brake fluid pressure is maintained, released, and stepped up.

As described above, the front wheel 9a and the rear wheel 9b
Is prevented, but the reservoirs 32a, 3a
The amount of the brake fluid discharged to 2b increases as the brake is released, and its storage capacity is determined by the product of the cross-sectional area of the piston P 'and the maximum stroke that can be stroked in the casing c'. According to the embodiment, a value obtained by adding the amount of the brake fluid sufficient for the front wheels 9a and the rear wheels 9b to reach the lock pressure when the brake is applied on a high μ road surface (necessary for the wheels to lock) is added to this capacity. Is the full displacement of the pistons in the master cylinders 4 and 6 of the hand brake 1 and the foot brake 2 or the full displacement of the hand lever 3 and the full stroke of the brake pedal 5 (from stroke 0 to full stroke). (The amount of the brake fluid discharged until the operation is completed). When the operating force of the hand brake 1 and the foot brake 2 is released, the hydraulic pressure in the master cylinders 4 and 6 becomes zero. Therefore, the brake fluid stored in the reservoirs 32a and 32b returns to the master cylinders 4 and 6 by opening the check valves 31a and 31b. Therefore, the brake is released.

According to the present embodiment, since the hydraulic pump 12 is not used unlike the prior art, the weight of the hybrid unit H 'is small as a whole, and the motor, plunger, check valve, damper, etc. Is omitted,
Cost can be reduced. The hydraulic pump 12
Since the pulse pressure is not transmitted to the pipeline, vibration is not generated in the hand lever 3 and the foot pedal 5 and the user is comfortable.

Further, according to the present embodiment, the reservoir 3
Since the relationship between the storage capacities of the storage cylinders 2a and 32b and the maximum discharge capacities of the master cylinders 4 and 6 has been determined as described above, the discharge solenoid-operated switching valves 10a and 10b have failed and are always in a continuous communication state. In order to secure a large amount of brake fluid required for braking on a high μ road surface in addition to the maximum reservoir volume of the reservoirs 32a and 32b, the discharge fluid capacity of the master cylinders 4 and 6 at full stroke is In addition, since the abilities of the reservoirs 32a and 32b are determined, the brake can be safely applied without running out of braking force.

The motorcycle anti-skid control device according to the embodiment of the present invention is constructed as described above, operates, and produces effects.

Although the embodiment of the present invention has been described above, the present invention is not limited to this, and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the supply electromagnetic switching valve and the discharge electromagnetic switching valve are configured as separate bodies, but may be configured as a single 3-position 3-port switching electromagnetic valve.

In the above embodiment, the pipes 30a, 3
Although only the check valves 31a and 31b are provided in 0b, the throttle may be provided on the hand brake side and the foot brake side in some cases. Accordingly, when the brake is released, the flow rate of the brake fluid returning from the reservoirs 32a and 32b to the master cylinder side can be suppressed, and the generation of noise due to the dance of the check valves 31a and 31b (which may occur depending on the flow rate) can be prevented.

[0022]

As described above, according to the motorcycle anti-skid control device of the present invention, since the hydraulic pump is not used, it is possible to operate quietly without pedal kick or reaction. Further, the weight and cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a piping diagram of an anti-skid control device for a motorcycle according to a first embodiment of the present invention.

FIG. 2 is a piping diagram of a conventional anti-skid control device for a motorcycle.

[Explanation of symbols]

 31a Check valve 31b Check valve 8a 2 port, 2 position electromagnetic switching valve 8b 2 port, 2 position electromagnetic switching valve 10a 2 port, 2 position electromagnetic switching valve 10b 2 port, 2 position electromagnetic switching valve 32a reservoir 32b reservoir

Claims (2)

[Claims] 1. A front two-port two-position electromagnetic switching valve connects a front wheel master cylinder and a front wheel cylinder and a rear wheel master cylinder and a rear wheel cylinder, respectively. When the hydraulic pressure of the wheel cylinder of the front wheel or the rear wheel is increased by connecting the wheel cylinder and the reservoir for the front wheel and the reservoir for the rear wheel via the second two-port two-position electromagnetic switching valve, respectively, When the first two-port two-position solenoid-operated switching valve takes the communicating position, the second two-port two-position solenoid-operated switching valve takes the shut-off position, and when the hydraulic pressure of the front or rear wheel cylinder is lowered, The first two-port two-position solenoid-operated switching valve takes a shut-off position, and the second two-port two-position solenoid-operated switching valve takes a communicating position to brake the front or rear wheel cylinder. In the motorcycle anti-skid control device configured to discharge the pressure fluid to the front-wheel or rear-wheel reservoir, the front-wheel reservoir and the rear-wheel reservoir and the front-wheel master cylinder and the rear-wheel reservoir, respectively. When a check valve having a forward direction to the front wheel and the rear wheel master cylinder is connected to a pipeline connecting the master cylinder and the front cylinder and the rear wheel master cylinder respectively, the operation of the front wheel or the rear wheel master cylinder is released. An anti-skid control device for a motorcycle, wherein a brake fluid stored in a front-wheel or rear-wheel reservoir is returned to the front-wheel or rear-wheel master cylinder through the check valve. 2. The sum of the maximum amount of brake fluid stored in the reservoir for the front wheels and the volume of brake fluid in the reservoir for the rear wheels plus the amount of brake fluid required for wheel locking pressure on a high μ road surface is equal to the volume of the front wheel and the rear wheel, respectively. The anti-skid control device for a motorcycle according to claim 1, wherein the anti-skid control device is smaller than a maximum discharge amount of the brake fluid of the master cylinder for the motorcycle.