WO1988005392A1

WO1988005392A1 - Starting and braking wheel slip control system for two-wheeled vehicles

Info

Publication number: WO1988005392A1
Application number: PCT/EP1988/000004
Authority: WO
Inventors: Hans Deinlein-Kalb; Paul Festl
Original assignee: Deinlein Kalb Hans
Priority date: 1987-01-13
Filing date: 1988-01-05
Publication date: 1988-07-28
Also published as: DE3700742C1

Abstract

A starting and braking wheel slip control system for two-wheeled vehicles has an hydraulic system with a measuring pump (2) driven by the front wheel (1) and a measuring pump (5) driven by the rear wheel (4). When a wheel slips during braking on the roadway, the differential output of both pumps (2, 5) is applied as a control value for indirectly removing the load from the wheel brakes. When both wheels (1, 4) turn at the same speed, the output of the front measuring pump (2) is about 15 % higher than the output of the rear measuring pump (5). The differential output is supplied by a pump pressure pipe to a final control converter element (20). The final control converter element (20) acts hydraulically or mechanically upon the front wheel brake (3) and/or the rear wheel brake (6), depending on the relative slippage of the wheels (1, 4) at that instant.

Description

Rege _l system for starting and Bremssch _l upfregelung of two-wheeled ^vehicles,

description

The invention relates to a control system for the fahrnfahr- and brake slip control of two-wheeled vehicles.

Known anti-lock braking systems that are currently used are not an optimal solution for motorcycles; they usually work according to the acceleration principle and, in the worst case, even allow the wheels to lock briefly. For this reason, the manufacturers of these systems require that the A B S should only be switched on on wet and smooth roads when the vehicle is on a straight route and not in a corner.

Studies have shown, and this has also been scientifically proven, that both the optimal braking effect and the highest cornering forces are achieved if a braking slip of about 20% from the wheel to the road surface is not exceeded.

From this it follows that a control system, which controls a pre-selected brake slip of 15-20% as a controlled variable, must work more optimally and effectively than an acceleration system.

For all tasks to optimize a braking device for motorcycles for all driving conditions, safety for the driver must be put in front. It is therefore imperative that both the front brake and the rear brake.se in their - from the manufacturer designed function must never be switched off or bypassed. This applies both to static independent wheel braking as well as to slip-controlled braking and, not least, if the slip control fails. Furthermore, a

Slip control is simple to set up and can be kept under control for the vehicle owner at all times.

0 Two are used as the measuring system for slip control

Displacement pumps, with one pump being driven directly or indirectly by the front wheel and the other pump by the rear wheel. Both pumps are connected in series on the delivery side in such a way that at

15 speed differences of hydraulic pressure in the

Pressure connection line is used as a control variable to relieve the wheel brakes.

The invention has for its object to provide a ^' 2.0 control system for starting and braking control of two-wheeled vehicles with the following functions:

- automatic control of the brake slip when braking,

25 - an automatic control of the starting and acceleration slip and

- automatic rollback braking £ when starting on gradients.

30 This object is achieved according to the invention in that at the same speed of rotation of both wheels, the flow rate of the front measuring pump is 15% greater than the flow rate of the rear measuring pump, the differential flow rate is fed via a pump pressure line to a converter actuator and the converter actuator depending on the respective relative slip state of the wheels, hydraulically or mechanically acts on the front brake and / or rear brake. The specification and adherence to this fixed preselected difference is particularly important for the

Acceleration process necessary if the vehicle is in a corner and must be accelerated, for example for reasons of stability. Here, the driven rear wheel, especially in the less inclined position to the road, may

Do not significantly exceed acceleration slip to the road by more than 15%.

New and inventive is also: a) that a converter actuator can be installed coaxially and non-positively in the brake linkage of the rear brake, b) that a small step piston in the converter actuator is acted upon by the static brake pressure of the front brake against the pressure force of the. Spring c) that the dynamic pressure from the pressure side

Connecting line of the two measuring pumps acts on the large step piston in the converter actuator and, in addition to the hydraulic brake pressure of the static front wheel brake, is balanced against the preload force of the compression spring in the converter actuator, d) that the pretension of the compression spring in the converter actuator is designed so that when the small step piston is pressurized alone by the static

Front brake, d -_ "he step piston in the converter actuator can not be actuated, e) that with full braking by means of a hand brake on the front wheel and a slip of 15% of the front wheel to the roadway, the dynamic pressure in the pump pressure line and thus the pressure on the large step piston rises so far in the converter actuator, that the stepped piston moves and thus displaces just as much volume from the pressure circuit of the static front wheel brake that a constant resistance arises on the handbrake lever with a further stroke, f) that about half the stroke of the handbrake lever and procedure according to e), additionally the linkage brake of the rear wheel is engaged, g) that given the road conditions, in addition to dynamic braking of the rear wheel, the mechanical foot brake can be engaged, ^" while at the same time increasing the static brake pressure on the front brake and the slip control disengaging when the pedal pressure is increased, h) that at Sudden acceleration of the motorcycle and thereby starting slip of at least 15% of the rear wheel to the road surface, the dynamic pressure in the pump pressure line increases and thus also acts in the converter actuator on the large stepped piston in such a way that the

The rear wheel brake is actuated and the increased rear wheel acceleration is braked and the front wheel is prevented from rising, i) that when the vehicle rolls back on gradients due to the larger flow rate of the front wheel pump, the dynamic pressure in the pump pressure line and thus in the converter actuator increases, causing braking of the rear wheel , k) that when the slip control intervenes, the linkage of the rear brake on one side over the

Supports the foot brake pedal against a stop, 1) that the slip control can be switched on and off by means of a solenoid valve by closing or opening a connecting line between the pump pressure line and the pump suction line, m) that the mechanical intervention of the rear wheel brake can be adapted to the actuating stroke of the converter actuator by adjusting the dead stroke on the brake linkage, and n) that the dynamic pressure and thus the dynamic braking effect is limited by the converter actuator to the rear wheel brake by means of an adjustable overflow valve in the pump pressure line.

Exemplary embodiments of the invention are shown in the drawings. Show it :

1 shows the control system for the start-up and slip control, the converter actuator being shown on a scale of 1: 1,

Fig. 2 shows the practical installation of the

Converter actuator in a rear wheel brake linkage,

Fig. 3 shows the installation of the converter actuator in a two-wheeled vehicle with a hydraulic rear wheel brake

Fig. 4 shows a converter actuator, divided into a pressure converter for the hydrostatic front brake and an actuator for the dynamic rear brake

T

1 essentially consists of the following parts, which are required for retrofitting an existing brake system for motorcycles: the two measuring pumps 2, 5, a connecting pressure line 7, a connecting suction line 8, a compensating line 9 with oil tank 10, an overflow valve 43, a solenoid valve 42, a static pressure line 15 and a dynamic pressure line 47 as well as a check valve 41 and a converter actuator 20 with the connecting hose lines 46, 48- (FIG. 2).

A measuring pump 5 is driven directly or indirectly by the rear wheel 4, as is a measuring pump 2 by the front wheel 1. Both measuring pumps are for the

Slip control designed and have a negligible volumetric slip over the full pressure range. On the delivery side, the measuring pump 2 is connected to the suction connection of the pump 5 via the ^" unpressurized suction line 8, as is the delivery side of the pump 5 1

by means of a connecting pump pressure line 7 to the suction side of the pump 2

Both pumps are designed in their delivery ratio so that at the same peripheral speed of both wheels 1, 4, which means an unbraked state of the wheels 1, 4, the measuring pump 2 promotes 15% more than the measuring pump 5. This difference in delivery volume is compensated for by a Check valve 41 the difference - is taken from the suction line 8, while the check valve 41 shuts off the connection to the suction line 8 when the pressure in the pump pressure line 7 rises. An adjustable pressure relief valve 43 also connects the pressure line 7 to the suction line 8 and limits the pump pressure to the maximum design value.

If by pulling the hand brake lever 11, braking is initiated via the master cylinder 12, the static pressure in the pressure line 13 increases and presses the brake pad 14 against the brake disc 3. Via a connecting line 15, the static brake pressure change from the pressure line 13 is simultaneously via the connection 24 of the Transducer actuator 20 and the channel 25 in the small cylinder 23 of the transducer actuator 20 are effective and thus press against the Ξtirn-annular surface of the small step piston 22. The latter is coaxial with a large step piston

27 firmly connected, which in turn is radial in the large cylinder

28 is mounted and is axially clamped against the fixed piston 31 in the converter actuator 20 by means of a compression spring 30.

The static pressure in the small cylinder 23 alone is not able to move the double-stage piston 22, 27 with its pull rod 34 against the pressure force of the spring 30. 5

Is now by braking the front wheel 1, the peripheral speed and thus the brake slip to the road and consequently the speed of the measuring pump 2 by 15% and more compared to the speed of the measuring pump 5 5 of the rear wheel 4, then builds in

Pressure line 7 to a dynamic pressure, which is fed via line 47 to the connection 26 of the converter actuator 20.

1.0 In the converter actuator 20, the annular surface of the large stepped piston 27 is now subjected to the dynamic pressure via the channel 29 in the large cylinder 28 with the effect that the compressive forces on the small stepped piston 22 and the large stepped piston 27 additively against the

15 biasing force of the compression spring 30 take effect and the double-stage piston 22, 27 with the pull rod 34 is actuated in the direction of arrow A. Here, the pull rod 18, which with the threaded pin 32 of the fixed piston 31 by means of the threaded coupling _. 33

20 is screwed, clamped on one side against the stop 17 via the foot brake lever 16.

The stroke movement of the small stepped piston 22 also increases the volume of the cylinder 23. The consequence is that:

a) the pressure in the static pressure line 13 can no longer be increased and kept at the previous pressure level and thus in accordance with the

30 slip from 15% of the front wheel 1 to the road is regulated,

b) if the handbrake lever 11 is pulled further, additional volume from the static pressure line

35 13, 15 is stored in the small cylinder 23, 1Θ

so that the hand brake lever 11 can be pulled through with constant resistance and

c) after about half a stroke of the hand brake lever 11 and thus the pull rod 34, the dead stroke 37 is bridged from the collar sleeve 38 to the driver 36 of the rear brake linkage 21, 211 and, with a further stroke, the brake pad 19 is pressed against the brake disc 6 of the rear wheel 4.

The result is that the rear wheel 4 is also subjected to a braking deceleration, but to a lesser extent than the front wheel brake, because the dynamic pressure in the pressure line 7 is correspondingly limited by an overflow valve 43. Moreover, the reinforcement of the rear wheel brake is to be kept smaller than that of the front wheel brake anyway, because by accelerating the: ^• motorcycle mass during braking, the front wheel 1 is additionally loaded against the road and the rear wheel 4 is relieved accordingly.

But since the dynamic braking effect on the rear wheel 4 is determined by the pressure delivery of the own measuring pump 5, a larger braking slip of the rear wheel 4 to the road or even blocking the rear wheel is not possible, because this in turn leads to a reduction in the delivery rate of the pump 5 and thus leads to a brake relief of the rear wheel 4.

The series connection of a regulated static front wheel brake depending on the wheel slip to the road surface and a dynamic self-braking of the rear wheel ensures an optimal braking effect without risk of skidding for the driver and vehicle in all road conditions. ^■ 14

If, for whatever reason, the rear wheel brake is to be subjected to a greater load, this can also be done, also during the intervention of the slip control, by additionally loading the foot pedal 16 and, via the linkage 18 with converter actuator 20 and linkage 21, the brake lever 44 of the rear wheel 4 is pulled in the direction of arrow A. The dead stroke 37 in FIG. 1 can be adjusted according to FIG. 2 by means of a wing nut 45.

If the foot pedal 16 is pressed harder so that there is a greater brake slip to the road on the rear wheel 4, then the brake slip control switches off automatically due to the then smaller delivery rate of the rear wheel pump 5 and both brake systems can be loaded up to the maximum braking force designed by the manufacturer .

2 shows the practical installation of the converter actuator 20 in an existing brake linkage 18, 21. In order to avoid tension during the stroke movement of the converter actuator 20 with the pressure lines 15, 47, pressure hoses 46, 48 are interposed as a connecting element.

The schematic linkage mounting for the rear wheel brake in FIG. 1 with linkage 21, 211, tension spring 39 and stroke limitation 40 only serve to better illustrate the course of action.

The slip control can be switched off by actuating the solenoid valve 42 by opening the connection from the pressure line 7 to the suction line 8 which is closed during slip control operation. ^• 17th

The slip control according to the invention further includes a start-up and acceleration slip control which becomes effective when the driven rear wheel 4 and thus the measuring pump 5 are accelerated by 15% and more in relation to the front wheel 1 and thus the measuring pump 2 in the unbraked state. Here, the delivery rate of the rear wheel pump 5 increases and the pressure in the dynamic pressure line 7, 47 is built up, with the result that the pressurization of the large stepped piston 27 in the large cylinder 28

Double-stage piston 22, 27 stroke-actuated with the pull rod 34 in the direction of arrow A and, similarly, braking of the rear wheel 4 is initiated. This also prevents the front wheel from rising when there is a sudden sudden acceleration.

Furthermore, the control system according to the invention includes an automatic roll-back brake when starting on gradients. If the two-wheeler rolls backwards in an inclined position, the larger delivery quantity of the front wheel pump 2 causes a pressure build-up in the dynamic pressure line 7, 47 with the effect that the rear wheel 4 is also braked by the pressurization of the large stepped piston 27 in the converter actuator 20.

If, as shown in FIG. 3, the rear wheel brake, like the front wheel brake, is equipped with a hydrostatic pressure brake, then when the foot brake lever 16 is actuated, which is connected to one with the. Motorbike firmly connected bracket 51 is rotatably mounted, the leg 53 of the foot brake lever 16 rotates and thus stroke over the rod 54 of the master piston 55 in the brake cylinder 49. The brake pressure medium thus displaced from the brake cylinder 49 acts on a static pressure line 50 in a known manner the hydraulic brake of the rear wheel.

The converter actuator 20, which is also fixedly attached here by the holder 51, differs from the arrangement according to FIG. 1 only in that the pull rod 34 is designed here as a push rod 341, which after overcoming the dead stroke 371 against the cam lever 52 of the foot brake lever 16 presses and the latter rotates to actuate the stroke of the master piston 55 in the brake cylinder 49.

Another embodiment of the subject of the invention is shown in FIG. 4. It differs from the previously described embodiment in that the combined converter actuator 20 (FIG. 3) has been divided into a pressure converter 56 for the hydrostatic front wheel brake and an actuator 57 for the dynamic rear wheel brake. The rear brake can be switched on or off via a three-way solenoid valve 58. The pressure transducer 56 consists essentially of a housing 59, a stepped piston 60 mounted in the housing 59, which is supported on one side against a compression spring 61. The pressure converter 56 is preferably installed coaxially in the static pressure line 13 to the front wheel brake. If the static brake pressure in the pressure line 13 is built up by pulling the hand brake lever 11 and braking of the front wheel is initiated via the bypass channel 62 in the pressure converter 56 and the coaxial outlet 63, then the dynamic pressure in the pump line 7 and also increases when the slip control intervenes with it in

Cylinder 64 of the pressure transducer 56 on, with the effect that the stepped piston 60 is displaced against the compression spring 61. The result is that the bypass channel 62 on the compression spring side is closed and, when the stepped piston 60 is lifted further, the pressure in the converter outlet 63 and thus the effective brake pressure to the front wheel brake is reduced or regulated accordingly.

Parallel to the pressurization of the stepped piston 60 in the pressure transducer 56, the piston of the actuator 57 of the rear wheel brake is also acted upon by the dynamic pressure from the pressure line 7, which then analogously to the previously described embodiment engages the rear wheel brake with a delay. The dynamic rear wheel brake can be switched on or off via the three-way solenoid valve 58. Pressure modulation (stutter braking) can also be superimposed on the dynamic rear wheel brake by interposing a pulse generator in the electrical control line to the three-way solenoid valve 58.

Claims

• sRpatent claims

1. Control system for the start-up and brake slip control of two-wheeled vehicles with a measuring pump (2) driven by the front wheel (1) and one by the rear wheel

(4) driven measuring pump (5) of a hydraulic system, with a brake slip of a wheel against the

The difference in delivery of both pumps (2, 5) thus generated serves as a control variable for the indirect relief of the wheel brakes, characterized in that, with the same rotational speed of both wheels (1, 4), the delivery rate of the front measuring pump (2) is 15% greater than the delivery rate of the rear measuring pump (5), the differential delivery rate via a pump pressure line (7, 47) is fed to a converter actuator (20) and the converter actuator (20) depending on the respective relative slip state of the wheels (1, 4) hydraulically or mechanically the front wheel brake (3, 14) and / or rear wheel brake (6, 19) acts.

2. Control system according to claim 1, characterized in that at a brake slip of the front wheel (1) for

Road of at least 15% of the dynamic pressure in the pump pressure line (7, 47) and thus in the converter actuator (20), the front wheel brake (3, 14) relieved and stroke delay.directly loaded the rear brake (6, 19).

3. Control system according to claim 1, characterized in that during an acceleration process when the driving rear wheel (4) of the vehicle has an acceleration slip __

reached by at least 15% of the roadway, the increasing dynamic pressure in the pump pressure line (7, 47) and thus in the converter actuator (20) causes a direct braking of the drive wheel (4).

4. Control system according to claim 1, characterized in that when the vehicle rolls back due to the greater delivery rate of the front wheel pump (2) by the pressure increase in the pump pressure line (7, 47) and thus in the converter actuator (20) direct braking of the rear wheel (4th ) he follows.

5. Control system according to claims 1 to 4, characterized in that a double-stage piston (22, 27) with a pull rod (34) is installed coaxially in the converter actuator (20) and the small step piston (22) in the small cylinder (23) with the static pressure in the pressure lines (13, 15) of the front wheel brake (3, 14> is applied.

6. Control system according to claims 1 to 5, characterized in that the large stepped piston (27) in the large cylinder (28) of the converter actuator (20) with the dynamic pressure from the pump pressure line (7, 47) and additive to the static pressure of the Front brake (3, 14) in the small cylinder (23) is balanced against the biasing force of the compression spring (30).

7. Control system according to claims 1 to 6, characterized in that the biasing force of the compression spring (30) in the converter actuator (20) is designed such that when the small stepped piston (22) is pressurized in the small cylinder (23) solely by the static pressure in the pressure lines (13, 15) Front brake (3, 14), the double-stage piston

(22, 27) with tie rod "(34) against the biasing force of the compression spring (30) is not stroke actuated.

8. Control system according to claims 1 to 7, characterized in that at full braking by means of a hand lever brake (11, 12) on the front wheel (1) and a brake slip of at least 15% of the front wheel (1) to the roadway, the dynamic pressure in the pump pressure line (7, 47) and thus the pressure on the large step piston (27) in the converter actuator / 20) rises so far that the double step piston (22, 27) with pull rod (34) against the compression spring (30) in the direction of the arrow (AI ) stroke movement and the volume increase of the small cylinder (23) displaces just as much pressure volume from the pressure circuit of the static front wheel brake (13, 15) that a constant resistance is set on the hand brake lever (11) with a further stroke.

9. Control system according to claim 8, characterized in that about half the stroke of the hand brake lever (11) of the double-stage piston (22, 27) with the pull rod (34) after passing through the dead stroke (37) brings the rear wheel brake (6, 19) into engagement .

10. Control system according to claims 1 to 9, characterized in that for given roadway conditions, in addition to the dynamic braking of the rear wheel (4), the mechanical foot brake by pressing the pedal (16) and thus pulling the linkage (18) with converter actuator (20 ) and the tie rod (34) can be additionally loaded, while the static brake pressure in the line (• 13, 15) increases due to the reduction in volume in the small cylinder (23) ff

and with greater pressure on the foot pedal (16) the slip control can be disengaged.

11. Control system according to claims 1 to 10, characterized in that when the vehicle accelerates and there is slippage of at least 15% of the driven rear wheel (4) to the roadway, the dynamic pressure in the pump pressure line (7, 47) increases and thus increases the large stepped piston (27) in the converter actuator (20) acts in such a way that the rear wheel brake (6, 19) is actuated and the rear wheel acceleration is braked.

12. Control system according to claims 1 to 11, characterized in that when rolling back the vehicle on slopes, due to the larger flow rate of the front wheel pump (2), the dynamic pressure in the pump pressure line (7, 47) and thus in the large cylinder (28th ) is built up and the rear wheel (4) is braked by lifting the double-stage piston (22, 27) with the pull rod (34).

13. Control system according to claims 1 to 12, characterized in that when the slip control is engaged and also when the Ruckrollbren.se is engaged, the linkage

(18) on the foot pedal (16) against the stop (17).

14. Control system according to claims 1 to 13, characterized in that as a connection between the

Pump pressure line (7) and the pump suction line (8) a solenoid valve (42) is installed.

15. Control system according to claims 1 to 14, characterized in that the converter actuator (20) ₃

is installed coaxially and non-positively in the existing brake linkage (18, 21) (Fig. 2).

16. Control system according to claims 1 to 14, characterized in that the converter actuator (20) is arranged stationary and has a push rod (341) which is fixedly connected to the stepped piston (27) and upon stroke actuation in the direction of the arrow (Λ) after driving through the dead stroke (371) presses against the cam lever (52) of the foot lever (16) (Fig. 3).

17. Control system according to claims 1 to 16, characterized in that the converter actuator (20) is divided into a pressure transducer (56) installed in the static brake pressure line (13) for the front brake and in an actuator (57) acting on the rear brake and that The engagement of the actuator (57) on the rear wheel brake can be switched on or off via a three-way solenoid valve (58).