WO2007131962A1

WO2007131962A1 - Motorcycle braking system

Info

Publication number: WO2007131962A1
Application number: PCT/EP2007/054589
Authority: WO
Inventors: Axel Hinz; Günther VOGEL
Original assignee: Continental Teves Ag & Co. Ohg
Priority date: 2006-05-17
Filing date: 2007-05-11
Publication date: 2007-11-22
Also published as: DE102006040963A1

Abstract

The invention relates to a dual-circuit hydraulic motorcycle braking system that has a first wheel brake (5) connected to the first brake circuit (4) and a second wheel brake (14) connected to the second brake circuit (10). In addition, at least one of several wheel brake cylinders (5a, 5b, 5c) of the first wheel brake (5) is connected to the second brake circuit (10) upstream of an isolating valve and a change-over valve (19, 20), in such a way that the first wheel brake (5) can be actuated via both brake circuits.

Description

Kraftradbremsanläge

The invention relates to a motorcycle brake system according to the preamble of patent claim 1.

From JP 2000071963 A such a motorcycle brake system is already known. The brake system has a hydraulically actuated front and rear brake, in which can be constructed together and independently of each other via a foot and hand operated master cylinder brake pressure in the wheel brakes. For brake slip control, electromagnetically activatable intake and exhaust valves and a two-circuit pump drivable by an electric motor are used in the front and in the rear wheel brake circuit. Furthermore, in addition to the inlet and outlet valves and the pump additionally electrically actuated isolation and changeover valves in the two brake circuits available to build electro-hydraulic and thus autonomous manual operation of one of the two master cylinder brake pressure in the non-manually operated brake circuit, including the Pump and the separating and switching valve are electrically activated in not manually operated brake circuit.

A disadvantage of this brake system is the retroactive effect of the pump pressure on the manually operated master cylinder during an autonomous braking in one of the two brake circuits, whereby a pulsation on the hand or foot brake lever of the manually operated master cylinder is felt. Furthermore, especially when braking an uncomfortable hard feeling on the hand brake lever felt. It is therefore an object of the present invention to improve a motorcycle brake system of the specified type such that with as simple and reliable means no or only a negligible little reaction of the pump pulsation on each hand or possibly also foot-operated master cylinder occurs.

This object is achieved for a motorcycle brake system of the specified type with the characterizing features of claim 1.

Further features and advantages of the invention will become apparent from the subclaims and from the following description of several embodiments.

1 shows the hydraulic circuit diagram with the features known from the prior art for a motorcycle brake system in a schematic representation. The brake system consists of a hydraulically actuated front and rear brake circuit 4, 10, each with one connected to the front brake 4, operated by manual power master cylinder 7 and a fußkraftproportional actuated master cylinder 13 on the rear brake 14th

For the brake slip control, electromagnetically operable intake and exhaust valves 6, 12 are arranged in the front and rear wheel brake circuits 4, wherein in each case a normally open inlet valve 6 is inserted into the brake pipe of the front and the rear wheel brake circuit 4, 10, respectively associated master cylinder 7, 13 with the front or the rear wheel brake 5, 14 connects via the open in the basic position of the separating valve 19. The outlet valve 12 closed in the basic position is in each case inserted in a return line 15 of each brake circuit, which connects the front or rear wheel brake 5, 14, each with a low-pressure accumulator 16 and the suction path 3 of a dual-circuit split pump 9, which operates on the Rückförderprinzip. The pump 9 is the pressure side with the brake lines 18 of both brake circuits in conjunction, so in a brake slip control phase a demand-driven return of each of the front and rear brake 5, 14 drained brake fluid volume is ensured in the brake lines 18 both brake circuits. The pump pistons of the two pump circuits are driven jointly by an electric motor 2, so that without the circuit arrangements according to the invention to be explained in more detail below with the startup of the pump the pulsation of the pump pressure unhindered (either) on the hand-operated brake lever (or foot-operated brake pedal) would react

Both brake circuits 4, 10 are according to their circuit structure together and independently operable, with the peculiarity that, for example, in a manual actuation of the brake master cylinder 4 connected to the master cylinder 7 not only a brake pressure buildup in the front brake 5, but at the same time an electro-hydraulic brake pressure build-up in the rear wheel brake 14 takes place by the electric motor 2, the pump 9 is in operation, as soon as due to the rear wheel in the electrically initiated 10 open position of the changeover valve 20, the pump 9 takes pressure fluid from the master cylinder 13 and promotes the rear brake 14, while the isolation valve 19 in the rear brake 10 Pump pressure side of the master cylinder 13 separates.

Of course, the aforementioned operation example can also be reversed by depending on the manual operation - A -

of the connected to the rear brake 10 master cylinder 13 according to the same scheme an electro-hydraulically initiated braking on the front brake 5 is triggered. It follows that upon actuation of one of the two master cylinder 7, 13 of each not actuated by the driver brake circuit is quasi electro-hydraulic and thus autonomously pressurized by the dual-circuit pump 9, so contribute to a single operation of one of the two master cylinder always both brake circuits active braking deceleration ,

For detecting the pressure applied by the master cylinder 7 in the front brake circuit 4, a pressure sensor 21 is used as a rule. The monitoring of the manually in the rear wheel brake pressure is controlled by means disposed in the vicinity of the master cylinder 13 pressure sensor 21. For analog control of the intake valves 6, both brake circuits are additionally provided with two wheel brake pressure sensing pressure sensors 21.

With manual actuation of the front wheel brake circuit 4, the master brake cylinder pressure detected by the pressure sensor 21 in the front wheel brake circuit 4 forms the command variable for electrical activation of the pump 9 acting in the rear and front brake circuits 10, 4, which, in cooperation with the intake and exhaust valves 6, 12, the separating and switching valve 19, 20 causes an automatic brake pressure control in the rear wheel brake circuit 10 according to a stored in the control unit 8 electronic braking force distribution curve, when only the front brake circuit 4 connected to the master cylinder 7 is actuated.

Similarly, if only manual actuation of the rear wheel brake circuit 10 takes place, the brake master cylinder the pressure sensor 21 arranged in the 13 of the rear wheel brake circuit 4 forms the reference variable for electrically activating the pump 9, the inlet, exhaust, change-over and separating valve used in the front-wheel brake circuit 10.

To evaluate the pressure sensor signals, a logic circuit is provided in the electronic control unit, in which, depending on the evaluation result of the pressure sensor signals by means of the electrically actuated pump 9, a hydraulic pressure is generated.

The control unit preferably forms an integral part of a brake unit 11 having the front and rear wheel brake circuits 4, 10, which is designed structurally as a monolithic block. The control unit is plugged in an expedient embodiment for making electrical contact with the intake and exhaust valves 6, 11, switching and separating valves 20, 19 integrated in the brake unit 11. The brake unit 11 can thus be attached to a motorcycle frame due to the particularly compact design in the vicinity of a battery.

Basically, for a slip-controlled braking:

1. A blocking tendency of the front and the rear wheel is reliably detected by means of wheel speed sensors and their signal evaluation in the control unit 8. The inlet valve 6 arranged in the front-wheel or in the rear-wheel brake circuit 4, 10 is electromagnetically closed via the control unit in order to prevent a further pressure build-up in the front-wheel or rear-wheel brake circuit 4, 10.

2. Should reduce the blocking tendency additionally further pressure reduction in the front and rear brake circuit 4, 10, this is achieved by the opening of the respective low-pressure accumulator 16 connectable, normally normally closed exhaust valve 12. The exhaust valve 12 is closed as soon as the wheel acceleration increases again beyond a certain extent. In the depressurization phase, the corresponding inlet valve 6 remains closed, so that the master cylinder pressure generated in the front wheel or rear wheel brake circuit 4, 10 can not propagate to the front wheel or rear wheel brake circuit 4, 10.

3. If the determined slip values again allow a pressure build-up in the front wheel or rear-wheel brake circuit 4, 10, the inlet valve 6 is opened for a limited time according to the requirement of the slip controller integrated in the control unit. The hydraulic volume required for the pressure build-up is provided by the pump 9.

As can be seen from Figure 1, in each brake circuit open in the basic position of the separating valve 19, closed in the basic position switching valve 20, the open inlet valve 6 in the basic position and the closed in the basic position outlet valve 12 designed as an electrically operable 2/2-way valve on easiest way in each case by a spring in its illustrated basic position remain. Further, parallel to each of the two separating valves 19, a in the direction of the wheel brake 5, 14 opening check valve 23 is arranged, which regardless of the isolation valve position at any time via the master cylinder 7, 13 can be a manual brake pressure feed, regardless of whether now in a the two brake circuits an electro-hydraulically controlled braking takes place. The hydraulic circuit of Figure 2 shows a modification of the circuit arrangement of Figure 1, according to the embodiment of Figure 2, the front brake 5 has a multi-piston brake, the brake piston in the associated wheel brake cylinders 5a, 5b, 5c independently of each other both from the brake pressure in Vorderrad- also in the rear wheel 4, 10 can be acted upon.

In Figure 2 therefore advantageously eliminates the known from Figure 1 Trennventil- and Umschaltventilanordnung in the front wheel 4, so that in the present embodiment of Figure 2 two of three wheel brake cylinder of the front brake 5 via the inlet valve 6 used in the front wheel 4 are directly connected to the first master cylinder 7, while the third wheel brake cylinder 5c is connected to the front brake 5 via a line branch 1 arranged on the rear wheel brake circuit 10 on the second master brake cylinder 13. In order to enable a brake slip control on the front wheel brake 5 via the brake piston in the third wheel brake cylinder 5c, analogously to the already mentioned intake and exhaust valves 6, 12 of both brake circuits, there is also an electromagnetically lockable inlet valve 6 in the line branch 1 and in another, with the third wheel brake cylinder 5c connected return line 8 an electromagnetically aufschaltbares exhaust valve 12 which releases pressure medium from the third wheel brake cylinder 5c to the subsequent low-pressure accumulator 16 of the rear wheel brake circuit 10 in its open position. In FIG. 2, the structure of the rear wheel brake circuit 10 otherwise corresponds in all essential elements to the illustration of the rear wheel brake circuit 10 according to FIG. 1.

As is sketched by way of example in FIG. 2, the rear wheel brake 14 can also be designed as a multi-piston brake, the Ren brake piston, however, are all connected via the brake line 18 of the rear wheel brake circuit 10 to the second master cylinder 13, which is operable via a foot brake lever.

As another expedient distinguishing feature, the circuit arrangement according to FIG. 2 has a dual-circuit pump 9 whose pump suction valve 24 arranged in the front-wheel brake circuit 4 has a significantly higher opening pressure (about 1.2 bar) than the further pump-suction valve 25 (approx 0.2 bar), whereby an idling pulsation of the pump 9 in the front brake circuit 4 in the direction of the first master cylinder 7 is advantageously avoided during an autonomous braking of the rear wheel brake, whereby the hand brake lever can be operated without feedback. As a result of the increased opening pressure at the pump suction valve 24, the pressure-retaining valve 17 known from FIG. 1 is omitted from the low-pressure accumulator 16 of the front-wheel brake circuit 4, so that this low-pressure accumulator 16 has a simplified connection diagram.

The hydraulic circuit of Figure 3 differs essentially by two additional features of the circuit arrangement of Figure 2, according to which:

1. As in FIG. 1, both low-pressure accumulators 16 can be flushed through the return line 15 and provided with pressure retention valves 17 on the outlet side, which have an identical opening pressure (approximately 0.8 bar)

2. A provided with a check valve line 26 which connects the brake line 18 of the front brake circuits 4 with the penspensaugpfad 3 in the front brake circuit 4 to improve due to the action of the pressure retention valve 17, the evacuation and filling of the pump suction in the front wheel 4. Unless previously all details of the motorcycle brake system shown in FIG. 3 have been discussed, these correspond to the motorcycle brake system according to FIG. 2.

In summary, therefore, for the circuit arrangements according to the invention of the motorcycle brake systems according to FIGS. 2, 3, the so-called idling pulsation of the pump 9 on the brake lever of the manually operated brake circuit (exemplified by the front-wheel brake circuit 4) due to the different pump pensaugventile 24, 25 in the autonomous Operation of the other brake circuit (shown is the rear brake 10) is omitted. Furthermore, as a result of the hydraulic division of the front brake 5 on both brake circuits not only on the handbrake lever, but also on the foot brake lever under all operating conditions of the motorcycle brake system always gives a consistently good, force-proportional brake feel and ensures unproblematic pressure build-up and pressure control dynamics on the front brake 5.

LIST OF REFERENCE NUMBERS

1 line branch

2 electric motor

3 pump suction path

4 front brake circuit

5 front brake

6 inlet valve

7 master cylinder

8 control unit

9 pump

10 rear brake circuit

11 brake unit

12 exhaust valve

13 master cylinder

14 rear brake

15 return line

16 low-pressure spears

17 pressure retention valve

18 brake line

19 isolation valve

20 changeover valve

21 pressure sensor

22 expansion tank

23 check valve

24 pump suction valve

25 pump suction valve

26 check valve

Claims

claims

1. Motorcycle brake system with a hydraulically actuated front and rear brake, with two master cylinders for independent operation of both brake circuits, with a braking pressure control in each brake circuit provided inlet and outlet valve, with a dual-circuit pump for pressure supply of the front and rear brake circuit, which after Recirculation principle operates, with a pump suction valve and a pump pressure valve in each pump circuit, with a low pressure accumulator connected upstream of the pump suction valve on each pump suction side, with a first wheel brake in the first brake circuit and a second wheel brake in the second brake circuit, and with a separating and switching valve in the second Brake circuit, characterized in that the second brake circuit upstream of the separating and switching valve (19, 20) in addition the first wheel brake (5) is connected.

2. Motorcycle brake system according to claim 1, characterized in that the first wheel brake (5) has a multi-disc and / or multi-piston brake, the brake piston in the associated wheel brake cylinders (5 a, 5 b, 5 c) independently of each other both from the brake pressure in the first and from Brake pressure of the second brake circuit can be acted upon.

3. motorcycle brake system according to claim 1, characterized in that at least one of the wheel brake cylinder

(5a, 5b) of the first wheel brake (5) via the inlet valve used in the first brake circuit (6) is directly connected to the first master cylinder (7), while another wheel brake cylinder (5c) of the first wheel brake

(5) via a cable arranged on the second brake circuit tion branch (1) on the second master cylinder (13) is connected.

4. Motorcycle brake system according to claim 3, characterized in that arranged in the line branch (1) an electromagnetically lockable inlet valve (6) and in a further, with the other wheel brake cylinder (5c) connected return line (8) an electromagnetically switchable outlet valve (12) is over which in its open position pressure fluid from the further wheel brake cylinder (5c) to the subsequent low-pressure accumulator (16) of the second brake circuit (10) is derivable.

5. motorcycle brake system according to claim 2, characterized in that the first wheel brake (5) forms the front brake, the wheel brake cylinder (5 a, 5 b, 5 c) independently of each other when both master cylinder (7, 13) both from the brake pressure in the front brake (4) also from the brake pressure of the rear wheel brake circuit (10) can be acted upon.

6. motorcycle brake system according to one of the preceding claims, characterized in that the first brake circuit through the front wheel brake (4) and the second brake circuit through the rear wheel brake circuit (10) is formed.

7. motorcycle brake system according to claim 1, characterized in that in that brake circuit, which does not have the separating and switching valve (19, 20), the pump suction valve (25) has a higher opening pressure than the pump suction valve (24) which is arranged in that brake circuit which is the separating and Switching valve (19, 20).

8. motorcycle brake system according to claim 7, characterized in that the difference of the opening pressures of both pump suction valves (24, 25) between 0.5 to 1.5 bar, preferably 1 bar.

9. motorcycle brake system according to one of the preceding claims, characterized in that the opening pressure of the pump suction valve (24), which is arranged in that brake circuit having the separating and switching valve (19, 20), between 0.1 to 0.4 bar , preferably 0.2 bar.

10. Motorcycle brake system according to one of the preceding claims, characterized in that the opening pressure of the Pumpensaugventils (25), which is arranged in that brake circuit which does not have the separating and switching valve (19, 20), between 0.6 to 1.6 bar, preferably 1.2 bar.

11. Motorcycle brake system according to claim 6, characterized in that both pump suction valves (24, 25) are designed as closed in the basic position by spring force check valves, preferably ball check valves, which are hydraulically aufschaltbar.

12. Motorcycle brake system according to one of the preceding claims, characterized in that upstream of the pump suction valve (24) having the higher opening pressure, an electromagnetically aufschaltbares check valve (26) is arranged in a hydraulic line upstream of the arranged in the first brake circuit inlet valve (6 ) and a connection of the Low-pressure accumulator (16) to the pump suction path (3) is arranged.