Patent Application
20240042982
The present invention relates to a brake system for a straddle-type vehicle having at least one operator operated by a rider and a straddle-type vehicle having such a brake system.
A brake system for a straddle-type vehicle is known which includes at least one operator (for example, brake pedal, brake lever, and the like) operated by a rider. The brake system includes a mechanism portion including a friction applying device which brakes a wheel with a frictional force corresponding to at least a movement of the operator. The mechanism portion includes a master cylinder which transmits the movement of the operator and a wheel cylinder which communicates with the master cylinder via a fluid passage filled with brake fluid. At least part of the fluid passage is made up of a brake fluid pipe.
The straddle-type vehicle has an extremely small body compared to other vehicles (for example, automobiles, trucks, and the likes). Therefore, in the brake system for a straddle-type vehicle of the related art, it may be difficult to secure a space for arranging the brake fluid pipe and a space for the work. Therefore, in addition to the friction applying device, it may be considered to adopt a mechanism portion including an operator movement sensor for detecting the movement of the operator and an actuator unitized with the friction applying device. In other words, during normal braking (so-called service braking), a control unit increases an output of the actuator as an input of the operator by the rider increases, so that a frictional force applied to the wheel increases. However, in such a configuration, it may be difficult to apply a frictional force to the wheel when energization of the actuator is stopped for some reason. In particular, the straddle-type vehicle has a high need to simplify protection of the friction applying device compared to other vehicles (for example, automobiles, trucks, and the likes). Therefore, when an actuator unitized with the friction applying device is adopted, possibilities of stopping the energization of the actuator can be increased.
The invention is made in context of the problem described above and an object of the invention is to improve mountability of a brake system to a straddle-type vehicle while considering safety.
A brake system according to the invention is a brake system for a straddle-type vehicle which includes at least one operator operated by a rider, where a mechanism portion including a friction applying device which brakes a wheel of the straddle-type vehicle with a frictional force corresponding to at least a movement of the operator is provided, the mechanism portion further includes an operator movement sensor for detecting the movement of the operator and an actuator unitized with the friction applying device, further, a control unit which controls an output of the actuator based on a detection result of the operator movement sensor to change the frictional force applied to the wheel by the friction applying device during normal braking is provided, and when the actuator is in a non-energized state, the frictional force is applied to the wheel by the friction applying device.
A straddle-type vehicle according to the invention is provided with the brake system described above.
In the brake system according to the invention, the mechanism portion includes the friction applying device which brakes the wheel of the straddle-type vehicle with the frictional force corresponding to the movement of the operator, the operator movement sensor which detects the movement of the operator, and the actuator which is unitized with the friction applying device. During normal braking, the control unit controls an output of the actuator based on a detection result of the operator movement sensor to change the frictional force applied to the wheel by the friction applying device. Further, when the actuator is in a non-energized state, the friction applying device applies a frictional force to the wheel. Therefore, when energization of the actuator is stopped for some reason, it is possible to apply a frictional force to the wheel, and thus it is possible to improve mountability of the brake system to the straddle-type vehicle while considering safety.
Hereinafter, the invention will be described with reference to the drawings.
In the following, a case where a brake system according to the invention is applied to a motorcycle having 2 wheels will be described, but the brake system according to the invention may be applied to a straddle-type vehicle other than the motorcycle having 2 wheels. A straddle-type vehicle means all vehicles that a rider straddles. Straddle-type vehicles include motorcycles (motorcycles having 2 wheels, motorcycles having 3 wheels), buggies, bicycles, and the likes. Motorcycles include motorcycles having 2 wheels or motorcycles having 3 wheels whose propulsion source is an engine, motorcycles having 2 wheels or motorcycles having 3 wheels whose propulsion source is an electric motor, and the likes, and include, for example, motorbikes, scooters, electric scooters, and the likes. Bicycles also mean all vehicles that can be propelled on the road by a pedaling force of a rider applied to a pedal. Bicycles include ordinary bicycles, electrically power assisted bicycles, electric bicycles, and the likes.
Further, in the following, a case where a first mechanism portion, which is a mechanism portion for braking a front wheel, is hydraulically connected to a first operator, which is an operator for braking the front wheel, and a second mechanism portion, which is a mechanism portion for braking a rear wheel, is communicatively connected to a second operator, which is an operator for braking the rear wheel, (that is, including an actuator unitized with a friction applying device) will be described. However, the first mechanism portion may be connected to the first operator in a communicative manner and the second mechanism portion may be connected to the second operator in a hydraulic manner. Further, the first mechanism portion may be connected to the first operator in a communicative manner and the second mechanism portion may be connected to the second operator in a communicative manner.
Further, in the following, a case where, when the mechanism portion is hydraulically connected to the operator, the mechanism portion includes a hydraulic pressure adjusting unit and a hydraulic pressure of a brake fluid of a wheel cylinder is reduced by using a pump of the hydraulic pressure adjusting unit will be described. However, the hydraulic pressure of the brake fluid of the wheel cylinder may be reduced by using a pumpless-type hydraulic pressure adjusting unit.
Further, in the following, a case where both the first mechanism portion and the second mechanism portion include only one friction applying device will be described. However, at least one of the first mechanism portion and the second mechanism portion may include a plurality of friction applying devices. Further, the plurality of friction applying devices provided to each mechanism portion may apply a frictional force in response to an input to the same operator, or may apply a frictional force in response to inputs to different operators.
Further, the configuration, operation, and the like described below are examples and the brake system according to the invention is not limited to such configurations, operations, and the like. Further, for the detailed structure, the illustration is simplified or omitted as appropriate. In addition, duplicate or similar explanations may be simplified or omitted as appropriate.
A brake system according to an embodiment will be described below.
The configuration and operation of the brake system according to the embodiment will be described with reference to
In particular, as illustrated in
The brake system 10 includes a first operator 11 and a second operator 12 operated by a rider. The first operator 11 is configured as, for example, a brake lever provided to the handle bar 2 and is operated by the user's hand. The second operator 12 is configured as, for example, a brake pedal provided to a lower part of the main body 1 and is operated by the user's foot. The second operator 12 corresponds to the “operator” in the invention.
The brake system 10 includes a first mechanism portion 20 connected to the first operator 11 in a hydraulic manner and a second mechanism portion 40 connected to the second operator 12 in a communicative manner. The first mechanism portion 20 brakes the front wheel 3 with a frictional force corresponding to an amount of operation of the first operator 11 by pressing a friction material (not illustrated) of a first friction applying device 21 held by the main body 1 against a disc rotor 3a which pivots together with the front wheel 3. The second mechanism portion 40 brakes the rear wheel 4 with a frictional force corresponding to an amount of operation of the second operator 12 by pressing a friction material 51, which will be described below, of a second friction applying device 50 held by the main body 1 against a disc rotor 4a which pivots together with the rear wheel 4. The first friction applying device 21 and the second friction applying device 50 may have other structures. For example, the first friction applying device 21 may be a device in which a friction material of a brake shoe held in the main body 1 is pressed against a brake drum which pivots together with the front wheel 3 to generate a frictional force corresponding to an amount of operation of the first operator 11. Further, the second friction applying device 50 may be a device in which a friction material of a brake shoe held in the main body 1 is pressed against a brake drum which pivots together with the rear wheel 4 to generate a frictional force corresponding to an amount of operation of the second operator 12. The second mechanism portion 40 corresponds to the “mechanism portion” in the invention. The second friction applying device 50 corresponds to the “friction applying device” in the invention.
The first mechanism portion 20 includes a master cylinder 22 to which the movement of the first operator 11 is transmitted, a reservoir 23 attached to the master cylinder 22, a wheel cylinder 25 which communicates with the master cylinder 22 via a fluid passage 24 filled with the brake fluid and is built in the first friction applying device 21, a brake fluid pipe 24a which forms a part of the fluid passage 24 and has one end connected to the master cylinder 22, a brake fluid pipe 24b which forms a part of the fluid passage 24 and has one end connected to the wheel cylinder 25, and a hydraulic pressure adjusting unit 30 connected to the other end of the brake fluid pipe 24a and the other end of the brake fluid pipe 24b. The hydraulic pressure adjusting unit 30 may be directly connected to the master cylinder 22 without using the brake fluid pipe 24a. Further, the hydraulic pressure adjusting unit 30 may be directly connected to the wheel cylinder 25 without using the brake fluid pipe 24b. Further, the hydraulic pressure adjusting unit 30 may be unitized with the master cylinder 22 or the wheel cylinder 25.
In particular, as illustrated in
An inlet valve 32 is provided to the main fluid passage 24c. The auxiliary fluid passage 24d is provided with an outlet valve 33, an accumulator 34 for storing the brake fluid, and a pump 35 in this order from an upstream side. The pump 35 is driven by a motor 36. The inlet valve 32, the outlet valve 33, the accumulator 34, the pump 35, and the motor 36 are assembled to the substrate 31. A housing 37 for accommodating at least a part of a control device (ECU) 60 is attached to the substrate 31. The inlet valve 32 is, for example, an electromagnetic valve which switches the flow of brake fluid from open to closed at an installation location when a non-energized state is changed to an energized state. The outlet valve 32 is, for example, an electromagnetic valve which switches the flow of brake fluid toward the pump 35 through an installation location from closed to open when the non-energized state is changed to the energized state.
In particular, as illustrated in
Here, the spindle 52 is urged in a direction in which the distance to the disc rotor 4a is reduced by an urging member (not illustrated) such as a spring built in the second friction applying device 50 or the actuator 41. Therefore, when the actuator 41 is in a non-energized state, that is, when there is no output of the actuator 41, the spindle 52 is pushed out by the urging force and the friction material 51 of the second friction applying device 50 is pressed against the disc rotor 4a, in such a manner that the rear wheel 4 is braked. The urging force may be sufficient to stop the straddle-type vehicle 100. Also, when the actuator 41 is in an energized state, as the output of the actuator 41 increases, the spindle 52 is returned against the urging force and the friction material 51 of the second friction applying device 50 is separated from the disc rotor 4a. That is, when the actuator 41 is in the non-energized state, a frictional force is applied to the rear wheel 4 by the second friction applying device 50, and when the actuator 41 is in the energized state, the frictional force applied to the rear wheel 4 by the second friction applying device 50 decreases as the output of the actuator 41 increases. The output of the actuator 41 means a force applied by the actuator 41 to a mechanical element (spindle 52 in this case) which performs physical movement.
In particular, as illustrated in
Output signals of, for example, a front wheel rotation speed sensor 81, a brake hydraulic pressure sensor 82, a rear wheel rotation speed sensor 91, a second operator movement sensor 92, a friction material movement sensor 93, and the like are transmitted to the control device 60 wiredly or wirelessly. The output signals of other sensors may be transmitted to the control device 60. The control device 60 derives a target braking force to be generated in the front wheel 3 and the rear wheel 4 based on the output signals. The first control unit 61 transmits a command signal corresponding to the target braking force to be generated in the front wheel 3 to drivers of the inlet valve 32, the outlet valve 33, and the motor 36 wiredly or wirelessly. Further, the second control unit 62 transmits a command signal corresponding to the target braking force to be generated in the rear wheel 4 to a driver of the actuator 41 wiredly or wirelessly. The second operator movement sensor 92 corresponds to the “operator movement sensor” in the invention.
The front wheel rotation speed sensor 81 detects a rotation speed of the front wheel 3. The front wheel rotation speed sensor 81 is held by, for example, the main body 1. The front wheel rotation speed sensor 81 may detect other physical quantities which are substantially convertible to the rotation speed of the front wheel 3.
The brake hydraulic pressure sensor 82 detects, for example, a hydraulic pressure of the brake fluid of the wheel cylinder 25. The brake hydraulic pressure sensor 82 is provided, for example, further on the wheel cylinder 25 side than the inlet valve 32 in a region of the main fluid passage 24c. The brake hydraulic pressure sensor 82 may detect other physical quantities which are substantially convertible to the hydraulic pressure of the brake fluid of the wheel cylinder 25.
The rear wheel rotation speed sensor 91 detects the rotation speed of the rear wheel 4. The rear wheel rotation speed sensor 91 is held by, for example, the main body 1. The rear wheel rotation speed sensor 91 may detect other physical quantities which are substantially convertible to the rotation speed of the rear wheel 4.
The second operator movement sensor 92 detects the movement of the second operator 12. The second operator movement sensor 92 may be anything that detects a physical quantity which reflects the braking force desired by the rider. For example, the second operator movement sensor 92 may detect an amount of operation of the second operator 12 by the rider, or may detect a force applied to the second operator 12 by the rider. The second operator movement sensor 92 is held by, for example, the main body 1. The second operator movement sensor 92 may detect other physical quantities which are substantially convertible to the amount of operation of the second operator 12 or the force applied to the second operator 12.
The friction material movement sensor 93 detects the movement of the friction material 51 of the second friction applying device 50. The friction material movement sensor 93 may be anything that detects a physical quantity which reflects the braking force generated in the rear wheel 4 by the second friction applying device 50. For example, the friction material movement sensor 93 may detect a driving amount of the actuator 41, or may detect a reaction force acting on the spindle 52. The friction material movement sensor 93 is held by, for example, the second friction applying device 50. The friction material movement sensor 93 may detect other physical quantities which are substantially convertible to the driving amount of the actuator 41 or the reaction force acting on the spindle 52.
The first control unit 61 and the second control unit 62 are accommodated in the housing 37 of the hydraulic pressure adjusting unit 30. That is, the first control unit 61 and the second control unit 62 are unitized with the inlet valve 32, the outlet valve 33, and the motor 36. The second control unit 62 may be unitized with the second friction applying device 50 and the actuator 41, or may be unitized with the second operator movement sensor 92.
When the rider operates the first operator 11 while the straddle-type vehicle 100 is stopped or the straddle-type vehicle 100 is traveling without slipping on the front wheel 3 and the rear wheel 4 exceeding a reference value, that is, at the time of normal braking (so-called service braking) of the first mechanism portion 20, the first control unit 61 controls the inlet valve 32 and the outlet valve 33 in the non-energized state and controls the motor 36 in the non-driving state. When the rider operates the first operator 11, a piston (not illustrated) of the master cylinder 22 is pushed in and the hydraulic pressure of the brake fluid of the wheel cylinder 25 increases, and thus the friction material of the first friction applying device 21 is pressed against the disc rotor 3a. As a result, the front wheel 3 is braked. Also, when the rider releases the first operator 11, the piston of the master cylinder 22 is returned and the hydraulic pressure of the brake fluid of the wheel cylinder 25 decreases, and thus the friction material of the first friction applying device 21 is separated from the disc rotor 3a. That is, in the first mechanism portion 20, the frictional force applied to the front wheel 3 by the first friction applying device 21 changes according to the hydraulic pressure of the brake fluid of the master cylinder 22 during normal braking. Further, when the rider operates the first operator 11, an interlocking brake control operation in which, in addition to applying the frictional force to the front wheel 3 by the first friction applying device 21, the frictional force is applied to the rear wheel 4 by the second friction applying device 50 may be executed.
When the rider is not operating the second operator 12, that is, when the second friction applying device 50 does not need to brake the rear wheel 4, the second control unit 62 increases the output of the actuator 41 to an upper limit. Then, when the rider operates the second operator 12 while the straddle-type vehicle 100 is stopped or the straddle-type vehicle 100 is traveling without slipping on the front wheel 3 and the rear wheel 4 exceeding the reference value, that is, at the time of normal braking of the second mechanism portion 40, the second control unit 62 drives the actuator 41 with a driving amount corresponding to the output signal of the second operator movement sensor 92. When the rider operates the second operator 12, the second control unit 62 reduces the output of the actuator 41 and the spindle 52 is pushed out, and thus the friction material 51 of the second friction applying device 50 is pressed against the disc rotor 4a. As a result, the rear wheel 4 is braked. Also, when the rider releases the second operator 12, the second control unit 62 increases the output of the actuator 41 and the spindle 52 is returned, and thus the friction material 51 of the second friction applying device 50 is separated from the disc rotor 4a. That is, in the second mechanism portion 40, at the time of normal braking, the frictional force applied to the rear wheel 4 by the second friction applying device 50 is changed by the second control unit 62 controlling the output of the actuator 41 based on a detection result of the second operator movement sensor 92. When the rider operates the second operator 12, an interlocking brake control operation in which, in addition to applying the frictional force to the rear wheel 4 by the second friction applying device 50, the frictional force is applied to the front wheel 3 by the first friction applying device 21 may be executed.
The stop of the straddle-type vehicle 100 and the slip occurring on the front wheel 3 and the rear wheel 4 can be determined by a well-known method using the output signals of the front wheel rotation speed sensor 81 and the rear wheel rotation speed sensor 91.
When the straddle-type vehicle 100 is traveling in a state where the front wheel 3 or the rear wheel 4 has a slip exceeding the reference value, the control device 60 executes a slip control operation for suppressing the slip. The slip control operation includes, for example, an operation in which anti-lock braking control of each wheel is executed, an operation in which spin suppression control of each wheel is executed, an operation in which side-slip suppression control of each wheel is executed, and the like. The control device 60 may control other systems mounted to the straddle-type vehicle 100 in addition to the brake system 10 when executing the slip control operation.
In a state where it is necessary to reduce the frictional force applied to the front wheel 3 when the slip control operation is executed, the first control unit 61 controls the inlet valve 32 and the outlet valve 33 in the energized state and drives the motor 36 with a driving amount corresponding to the output signal of the brake hydraulic pressure sensor 82. Such control reduces the hydraulic pressure of the brake fluid in the wheel cylinder 25 and separates the friction material of the first friction applying device 21 from the disc rotor 3a. That is, in the first mechanism portion 20, when the slip control operation is executed, the frictional force applied to the front wheel 3 by the first friction applying device 21 is changed by the first control unit 61 controlling the inlet valve 32, the outlet valve 33, and the motor 36.
In a state where it is necessary to reduce the frictional force applied to the rear wheel 4 when the slip control operation is executed, the second control unit 62 drives the actuator 41 with a driving amount corresponding to the output signal of the friction material movement sensor 93. The spindle 52 is returned by the second control unit 62 increasing the output of the actuator 41 and the friction material 51 of the second friction applying device 50 is separated from the disc rotor 4a. That is, in the second mechanism portion 40, when the slip control operation is executed, the frictional force applied to the rear wheel 4 by the second friction applying device 50 is changed by the second control unit 62 controlling the output of the actuator 41.
The brake system 10 may have a configuration capable of reducing and increasing the frictional force applied to the front wheel 3 when the slip control operation is executed. That is, as illustrated in
In a state where it is necessary to apply a frictional force to the front wheel 3 or increase the applied frictional force when executing the slip control operation, the first control unit 61 controls the inlet valve 32 and the outlet valve 33 in the non-energized state, controls the switching valve 38 and the pressure amplifying valve 39 in the energized state, and drives the motor 36 with a driving amount corresponding to the output signal of the brake hydraulic pressure sensor 82. By such control, the hydraulic pressure of the brake fluid of the wheel cylinder 25 is increased and the friction material of the first friction applying device 21 is pressed against the disc rotor 3a. That is, in the first mechanism portion 20, when the slip control operation is executed, the frictional force applied to the front wheel 3 by the first friction applying device 21 is changed by the first control unit 61 controlling the inlet valve 32, the outlet valve 33, the switching valve 38, the pressure amplifying valve 39, and the motor 36.
The brake system 10 may have a configuration capable of reducing and increasing the frictional force applied to the rear wheel 4 when the slip control operation is executed. In a state where it is necessary to apply a frictional force to the rear wheel 4 or increase the applied frictional force when executing the slip control operation, the second control unit 62 drives the actuator 41 with a driving amount corresponding to the output signal of the friction material movement sensor 93. The spindle 52 is pushed out by the second control unit 62 reducing the output of the actuator 41 and the friction material 51 of the second friction applying device 50 is pressed against the disc rotor 4a. That is, in the second mechanism portion 40, when the slip control operation is executed, the frictional force applied to the rear wheel 4 by the second friction applying device 50 is changed by the second control unit 62 controlling the output of the actuator 41.
The effect of the brake system according to the embodiment will be described.
In the brake system 10, the mechanism portion (second mechanism portion 40) includes the friction applying device (second friction applying device 50) which brakes the wheel (rear wheel 4) of the straddle-type vehicle 100 with a frictional force corresponding to the movement of the operator (second operator 12), the operator movement sensor (second operator movement sensor 92) which detects the movement of the operator (second operator 12), and the actuator 41 which is unitized with the friction applying device (second friction applying device 50). During normal braking, the control unit (second control unit 62) controls the output of the actuator 41 based on the detection result of the operator movement sensor (second operator movement sensor 92), whereby the frictional force applied to the wheel (rear wheel 4) is changed by the friction applying device (second friction applying device 50). Then, when the actuator 41 is in a non-energized state, a frictional force is applied to the wheel (rear wheel 4) by the friction applying device (second friction applying device 50). Therefore, when the energization of the actuator 41 is stopped for some reason, it becomes possible to apply a frictional force to the wheel (rear wheel 4), and thus it is possible to improve mountability of the brake system 10 to the straddle-type vehicle 100 while considering the safety.
Preferably, when the actuator 41 is energized, the frictional force applied to the wheel (rear wheel 4) by the friction applying device (second friction applying device 50) decreases as the output of the actuator 41 increases. With such a configuration, it is possible to easily achieve the improvement in the mountability of the brake system 10 to the straddle-type vehicle 100 while considering the safety.
Preferably, the control unit (second control unit 62) controls the output of the actuator 41 during the slip control operation for controlling the slip of the wheel (rear wheel 4), whereby the frictional force applied to the wheel (rear wheel 4) by the friction applying device (second friction applying device 50) is changed. With such a configuration, it is possible to improve the safety while maintaining the mountability of the brake system 10 to the straddle-type vehicle 100.
Preferably, the wheel braked by the friction applying device (second friction applying device 50) is the rear wheel 4 of the straddle-type vehicle 100. With such a configuration, when the energization is stopped for some reason, the rear wheel 4, which is relatively safe even when a large braking force is suddenly generated, is braked, and thus the safety is improved.
Embodiments of the invention are not limited to the above description. That is, the invention includes a modified form of the embodiment described above. In addition, the invention includes a form in which only a part of the embodiment described above is carried out, or a form in which some of the embodiments are combined.
For example, in the above, the case where the slip control operation can be executed in both the first mechanism portion 20 and the second mechanism portion 40 is described. However, the slip control operation may be infeasible in at least one of the first mechanism portion 20 and the second mechanism portion 40. That is, the hydraulic pressure adjusting unit 30 may be omitted in the first mechanism portion 20.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-216492 | Dec 2020 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/IB2021/061391 | 12/7/2021 | WO |
