CN114162099A - Pressure distribution control system - Google Patents
Pressure distribution control system Download PDFInfo
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- CN114162099A CN114162099A CN202011398157.6A CN202011398157A CN114162099A CN 114162099 A CN114162099 A CN 114162099A CN 202011398157 A CN202011398157 A CN 202011398157A CN 114162099 A CN114162099 A CN 114162099A
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- 230000001105 regulatory effect Effects 0.000 claims abstract description 35
- 230000008859 change Effects 0.000 claims abstract description 16
- 239000003921 oil Substances 0.000 claims description 185
- 239000010727 cylinder oil Substances 0.000 claims description 22
- 239000010985 leather Substances 0.000 claims description 22
- 230000006835 compression Effects 0.000 claims description 6
- 238000007906 compression Methods 0.000 claims description 6
- 238000006073 displacement reaction Methods 0.000 claims description 4
- 230000009471 action Effects 0.000 claims description 3
- 239000007788 liquid Substances 0.000 claims 2
- 230000003137 locomotive effect Effects 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 230000000875 corresponding effect Effects 0.000 description 5
- 239000000203 mixture Substances 0.000 description 5
- 238000005192 partition Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000033228 biological regulation Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000002079 cooperative effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000002195 synergetic effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/08—Mechanisms specially adapted for braking more than one wheel
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a Pressure Distribution Control System (PDCS), which comprises a pressure distribution module (PDU) and a pressure adjustment module (PRU) which are arranged on a body, wherein the body is provided with four oil pipe joints which are respectively connected with a brake master pump oil pipe at a linkage side and an auxiliary side and oil pipes of front and rear wheel brake calipers, and a first oil cylinder and a second oil cylinder are respectively assembled with a cylinder shaft so as to push and distribute brake oil pressure of the front and rear wheel brake systems; the pressure regulating module (PRU) provides a nonlinear regulating force, which can control the stroke of cylinder shaft assembly of the first and second hydraulic cylinders, thus producing the distribution curve of front and rear wheel braking forces, which determines the distribution proportion, proportion change range and proportion change rate of the front and rear wheel braking forces under different input forces.
Description
Technical Field
The invention relates to a braking force distribution system of a motor vehicle, which is applied to the motor vehicle with front and rear wheels provided with hydraulic disc type braking systems.
Background
The conventional riding locomotive is mainly braked by the brake handles on the left side and the right side of the steering wheel, most of the brake handles on the right side control the brake system of the front wheel, and the brake handles on the left side control the brake system of the rear wheel. For a locomotive, the safest braking action is to brake the rear wheel before the front wheel at low input force, and the braking force of the front wheel is proper higher than that of the rear wheel at high input force, so that the vehicle can obtain the maximum deceleration and avoid the accident of drifting caused by over-high slip of the rear wheel.
In the field of motorcycles having front and rear wheels equipped with hydraulic brake systems, various front and rear wheel linked brake systems (CBS) have been sold in the market, which are linked to each other to provide front and rear brakes when Braking by a single handle, so as to solve the problem of danger caused by a rider who carelessly and individually operates the front wheel brakes during emergency deceleration.
However, most of the currently marketed CBS front and rear linkage brake systems are simple linkage systems with a fixed ratio of braking force distribution to front and rear wheels, the design of the type is designed to meet the requirement of regulations that the rear wheels must have enough braking force when the front wheels fail, and the requirement of a user for handle rigidity, under the condition that the design freedom is insufficient due to the simple CBS structure, the designed braking force distribution curve refers to fig. 1, and fig. 1 is a relation diagram of the braking force of the front and rear wheels distributed by the CBS when the input force is on the linkage side of the brake handle (usually, left hand). The curve A represents an ideal braking force distribution curve of the motor vehicle, if the braking force distribution of the front wheel and the rear wheel conforms to the curve during braking, the front wheel and the rear wheel can simultaneously provide the maximum braking force to ensure that the whole vehicle obtains the maximum deceleration, and the danger that the vehicle body is toppled due to the fact that the front wheel is firstly deadlocked and the rear wheel is firstly deadlocked and the tail flick occurs does not exist. However, in practice, because of the wear variability of brake pads and discs and the difference between the tire and the road surface, the braking force of the front and rear wheels usually cannot conform to the curve, and if the curve is conformed, the braking is too sensitive, the vehicle body is easy to tilt forward, the comfort is not good, and the handle rigidity is not good. The broken line B is a typical brake force distribution curve with a fixed brake proportion of front and rear wheels of a commercially available CBS, the brake force of the rear wheel is obviously higher than that of the front wheel when the input force is low, but in the braking process of increasing the input force to a large input force, the increase amount of the brake proportion distributed to the front wheel is low, the brake force distributed to the rear wheel and the proportion thereof are greatly increased, the phenomenon can cause that the brake force of the rear wheel is deadlocked in advance when the input force is large, the slip amount of the rear wheel is too high and the rear wheel slips, so the directional stability of the brake is greatly reduced, and the brake force distributed to the rear wheel brake system by the CBS can not improve the brake force of the whole vehicle when the rear wheel slips, but the brake force of the front wheel is not improved, namely the brake force of the whole vehicle is not increased along with the increase of the input force of a handle, so that the brake control feeling of a driver is poor and the trust of the product is reduced.
Disclosure of Invention
The pressure distribution control system can provide a better braking force distribution curve, by the braking force proportion distribution method provided by the invention, the proportion of the braking force of the front wheel and the rear wheel and the change rate of the proportion can be automatically changed along with the increase of the input force of the handle, and the front wheel can obtain a larger braking proportion when braking with large input force.
To achieve the above object, the present invention discloses a pressure distribution control system for a motor vehicle with front and rear wheels equipped with hydraulic disc brake systems, comprising a pressure distribution module (PDU) and a pressure adjustment module (PRU) installed on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a matching space, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first flow passage which is communicated with the oil pipe of the brake master cylinder at the linkage side, a fifth flow passage of a first cock at the bottom of the first oil cylinder is connected with the brake oil pipe of the rear wheel and communicated with the caliper of the rear wheel, the second oil cylinder is provided with a second flow passage, a third flow passage and a fourth flow passage, and the third flow passage and the fourth flow passage are communicated with the front wheel brake oil pipe; the first cylinder shaft and a second cylinder shaft pushed by the first cylinder shaft are assembled on the first oil cylinder and the second oil cylinder respectively, the first cylinder shaft is provided with a shaft end part and a first neck part, the first neck part is provided with a first leather cup, a first oil chamber is formed between the first leather cup and the first cock, the first oil chamber is communicated with the first flow channel, the second cylinder shaft is provided with a first shaft ring and a second shaft ring smaller than the outer diameter of the first shaft ring, the top of the second oil cylinder is sealed by a second cock, a second leather cup is arranged between the first shaft ring and the second shaft ring, a second oil chamber is formed between the second leather cup and the second cock, and the second oil chamber is communicated with the fourth flow channel. The effective sectional area of the first oil chamber and the effective sectional area of the second oil chamber acted by the oil pressure from the oil pipe of the main brake pump at the linkage side are designed according to the maximum brake force proportion of the target vehicle component and the front and rear wheels; the pressure adjusting module (PRU) comprises a pressure adjusting component arranged at the top of the body and a resistance component arranged in the assembly space of the body, wherein the pressure adjusting component is provided with a pressure adjusting piece pivoted above the body, and the resistance component provides resistance force to a stress part of the pressure adjusting piece, so that a pressing part of the pressure adjusting piece presses the top of the second cylinder shaft, and variable moving adjusting force is provided for the second shaft rod.
The invention further discloses a pressure distribution control system, comprising: a pressure distribution module (PDU) and a pressure adjustment module (PRU) are arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of matching spaces, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first flow passage communicated with the linkage side brake master cylinder oil pipe, a fifth flow passage of a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe and communicated to a rear wheel caliper, the second oil cylinder is provided with a second flow passage, a third flow passage and a fourth flow passage, and the third flow passage and the fourth flow passage are communicated with the front wheel brake oil pipe; the top of the second oil cylinder is sealed by a second cock, and the second cock is provided with a through hole for the second cylinder shaft to penetrate through; a first cylinder shaft and a second cylinder shaft pushed by the first cylinder shaft are respectively assembled on the first oil cylinder and the second oil cylinder, the first cylinder shaft has a shaft end and a first neck, the first neck is provided with a first leather cup, a first oil chamber is formed between the first leather cup and the first cock, the first oil chamber is communicated with the first flow passage, the second cylinder shaft is provided with a first collar and a second collar which is smaller than the outer diameter of the first collar, a second leather cup is arranged between the first collar and the second collar, a second oil chamber is formed between the second leather cup and the second cock, the second oil chamber is communicated with the fourth flow passage, when the brake is operated by inputting force to the interlocking side brake handle, the oil pressure from the interlocking side brake master cylinder oil pipe enters the first oil chamber from the first flow passage to push the first cylinder shaft to rise, meanwhile, the brake oil enters the rear wheel brake oil pipe through the fifth flow passage of the first cock to push the rear wheel brake system to generate brake force. The effective sectional area of the first oil chamber and the effective sectional area of the second oil chamber acted by the oil pressure from the oil pipe of the linkage side brake master cylinder are designed according to the target proportion of the target brake force of the front wheel and the rear wheel, and a compression spring is arranged between the second shaft ring and the second cock; the pressure adjusting module (PRU) comprises a pressure adjusting component arranged at the top of the body and a resistance component arranged in the assembly space of the body, wherein the pressure adjusting component is provided with a pressure adjusting piece pivoted above the body, and the resistance component provides resistance force to a stress part of the pressure adjusting piece, so that a pressing part of the pressure adjusting piece presses the top of the second cylinder shaft, and variable adjusting force is provided for the second shaft rod.
The invention is characterized in that under the synergistic action of a pressure distribution module (PDU) and a pressure adjustment module (PRU), the braking force of the front wheel and the rear wheel has a larger proportion range, and the proportion change rate can be easily adjusted so as to obtain an optimal proportion change curve, so that a locomotive equipped with CBS can be linked with the braking system of the front wheel and the rear wheel by a single handle and has a better proportion distribution curve of the braking force of the front wheel and the rear wheel, in other words, when a driver uses the linked side braking handle to brake, the proportion of the braking force of the front wheel and the rear wheel and the change rate of the proportion can automatically change along with the increase of the input force of the handle in a better process, and the braking force distribution curve can be easily adjusted and calibrated according to the requirements of safety, braking performance and comfort of a user without greatly changing the components of the original vehicle braking system.
Drawings
FIG. 1 is a schematic diagram of a braking force and ideal braking force distribution curve of a known CBS front and rear linkage braking system.
FIG. 2 is a simplified cross-sectional view of the present invention.
FIG. 3 is a schematic view of an embodiment of the present invention installed in a vehicle.
Fig. 4 is an external view of an embodiment of the present invention.
Fig. 5 is a front cross-sectional view of an embodiment of the present invention.
FIG. 6 is a side cross-sectional view of an embodiment of the invention.
FIG. 7 is a cross-sectional view of a force-resisting assembly configured with an adjustment assembly in accordance with an embodiment of the present invention.
Fig. 8A and 8B are schematic diagrams illustrating the variation of the pushed angle of the pressure regulating member of the pressure regulating module according to the embodiment of the present invention.
Fig. 9A and 9B are corresponding graphs showing the relationship between the second cylinder shaft stroke and the adjusting force and the braking force of the front and rear wheels according to the embodiment of the invention.
Fig. 10 is a sectional view showing that the assembly space of the second cylinder shaft with the compression spring and the body of the pressure adjustment module according to the embodiment of the present invention is filled with oil.
Fig. 11 is a schematic plan view of another embodiment of the present invention showing the second cylinder shaft without a slotted hole and a bearing wall plate at the top.
Symbolic illustration in the drawings:
a 1: a front wheel brake oil pipe;
a 2: a rear wheel brake oil pipe;
a 3: a front wheel braking system;
a 4: a rear wheel braking system;
b 1: a linkage side brake master cylinder oil pipe;
b 2: an auxiliary side brake master cylinder oil pipe;
c1, C2, C3, C4: a braking curve;
ls1, Ls2, Ls 3: a curve;
l1, L2: a distance;
a1, A2: cross sectional area;
h1: direction of the rear wheel oil pipe;
θ: an angle;
100: a body;
101: a first cylinder;
102: a second cylinder;
103: a partition plate;
104: a shaft hole;
105: a first cock;
106: a second cock;
107: perforating;
108: a first flow passage;
109: a second flow passage;
110: a third flow path;
111: a fourth flow path;
112, a fifth flow passage;
113: assembling space;
200: a pressure distribution module;
210: a first cylinder shaft;
211: a shaft end portion;
212: a first oil chamber;
213: trepanning;
214: a first neck portion;
215: a first leather cup;
220: a second cylinder shaft;
223: a first collar;
224: a second collar;
225: a second neck portion;
226: a second leather cup;
228: a rotating wheel;
229: a second oil chamber;
230: a slot;
231: a bolt;
232: a compression spring;
300: a pressure adjustment module;
310: a voltage regulating component;
312: wall plates;
313: a bearing wall plate;
314: adjusting a pressing piece;
315: a shaft pin;
316: a force receiving portion;
317: a pressing section;
320: a force-resisting component;
321: an elastic component;
322: a top rod;
323: a butting component;
324: a counter bore;
325: an adjustment assembly;
400: sealing the cover;
410: a connecting member.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The figures are not drawn to scale and only portions of the structures, and the various layers that form the structures, may be shown in the figures. Embodiments according to the present invention may be implemented in conjunction with these other (possibly conventional) process steps without significantly disturbing them. In general, embodiments in accordance with the present invention may replace portions of conventional processes without significantly affecting peripheral processes and steps.
Referring to fig. 2 to 6, the Pressure Distribution control system of the present invention is applied to a motor vehicle having front and rear disc brake systems, and the present embodiment is described as applied to a two-wheeled motorcycle, and the system includes a Pressure Distribution Unit (PDU)200 and a Pressure adjustment Unit (PRU)300 mounted on a body 100 and a cover 400.
The body 100 has a first cylinder 101, a second cylinder 102 and a matching space 113, the first cylinder 101 and the second cylinder 102 are coaxial, the second cylinder 102 is located above the first cylinder 101, a partition 103 is provided between the first cylinder 101 and the second cylinder 102, the partition 103 separates the first cylinder 101 and the second cylinder 102 independently, a shaft hole 104 is provided in the center of the partition 103, a first cock 105 is provided at the bottom of the first cylinder 101, a fifth flow passage 112 is provided inside the first cock 105 and is connected with a rear wheel brake oil pipe a2, namely the direction H1 of the rear wheel oil pipe, the rear wheel brake oil pipe a2 is linked with a rear wheel brake system a4 of the locomotive, an opening at the top of the second cylinder 102 is sealed by a second cock 106, and a through hole 107 is provided in the center of the second cock 106. The first flow channel 108 is arranged at one side of the body 100, the first flow channel 108 is communicated with the linkage side master cylinder oil pipe b1, the first flow channel 108 is communicated with the first oil cylinder 101, a second flow channel 109 and a third flow channel 110 are positioned at the side of the second oil cylinder 102 and are communicated with the second oil cylinder 102, the second flow channel 109 and the third flow channel 110 are connected with the auxiliary side master cylinder oil pipe b2, a fourth flow channel 111 is communicated with the second oil cylinder 102 and is positioned above the third flow channel 110, the fourth flow channel 111 is connected with the front wheel brake oil pipe a1, the front wheel brake oil pipe a1 is linked with a front wheel brake system a3 of the locomotive, and the assembly space 113 is positioned at one side of the first oil cylinder 101 and the second oil cylinder 102.
The Pressure Distribution module (PDU)200 has a first cylinder shaft 210 and a second cylinder shaft 220, the first cylinder shaft 210 is assembled with the first cylinder 101, the first cylinder shaft 210 can move down along the length direction of the first cylinder 101, the first cylinder shaft 210 has a shaft end 211 facing the first cock 105 direction, the outer diameter of the shaft end 211 is smaller than the outer diameter of the first cylinder shaft 210, the first cylinder shaft 210 has a sleeve hole 213 facing the second cylinder shaft 220 direction, the first cylinder shaft 210 has a first neck 214, the first neck 214 is sleeved with an elastic first leather cup 215, a first oil chamber 212 is formed between the first leather cup 215 and the first cock 105, and the first oil chamber 212 is communicated with the first flow channel 108.
The second cylinder shaft 220 is assembled with the second cylinder 102, the bottom end of the second cylinder shaft 220 is sleeved with the sleeve hole 213 of the first cylinder shaft 210, the other top end of the second cylinder shaft passes through the through hole 107 and protrudes out of the second cock 106 at the top of the body 100, the middle section of the second cylinder shaft 220 is provided with a first collar 223 and a second collar 224 smaller than the outer diameter of the first collar 223, a second neck part 225 is formed between the first collar 223 and the second collar 224, the second neck part 225 is sleeved with an elastic second leather cup 226, the first collar 223 is matched with the wall surface of the second cylinder 102 and is adjacent to the baffle 103, the top end of the second cylinder shaft 220 passes through the through hole 107 of the second cock 106 and is exposed at the top of the body 100, a slot hole 230 is arranged at the top of the second cylinder shaft 220, two sides of the slot hole 230 are respectively provided with a rotating wheel 228, another rotating wheel 228 is arranged between the two rotating wheels 228, and a bolt 231 passes through three rotating wheels 228 and 230 and is pivoted, so that the rotating wheel 228 is pivoted at the top of the second cylinder shaft 220, a second oil chamber 229 is formed between the second cup 226 and the second cock 106, and the second oil chamber 229 is communicated with the third flow passage 110 and the fourth flow passage 111. The effective cross-sectional area of the first oil chamber 212 is a1, the effective cross-sectional area of the second oil chamber 229 is a2, and the ratio (a1/a2) of the effective cross-sectional area a1 to the effective cross-sectional area a2 is matched with the nonlinear resistance curve (Fs) provided by the pressure adjustment module (PRU)300, so that an optimal pressure ratio between the first oil chamber 212 and the second oil chamber 229 can be obtained.
The pressure adjusting module (PRU)300 comprises a pressure adjusting assembly 310 arranged at the top of the body 100 and a resistance assembly 320 arranged in the assembly space 113 of the body 100, wherein the pressure adjusting assembly 310 comprises two wall plates 312 facing to the top of the body 100 and force bearing wall plates 313 corresponding to the side surfaces of the two wall plates 312, a pressure adjusting member 314 is pivoted between the two wall plates 312, the force bearing wall plates 313 and the rotating wheels 228 are abutted against each other, the center of the force bearing wall plates 313 is in a groove shape, so that the rotating wheels 228 positioned at the center correspond to the groove shape, but the force bearing wall plates 313 are not abutted against, the pressure adjusting member 314 is pivoted on the two wall plates 312 through a shaft pin 315 in a penetrating way, one end of the pressure adjusting member 314 is provided with a force bearing part 316, the force bearing part 316 is used as a roller pivoted on the pressure adjusting member 314, the other end of the pressure adjusting member 314 is provided with a pressing part 317, and the pressing part 317 presses the rotating wheels 228 at the top of the second cylinder shaft 220. The distance L1 between the pivot pin 315 and the force-receiving portion 316 of the pressure regulating member 314 is greater than the distance L2 between the pivot pin 315 and the pressing portion 317 of the pressure regulating member 314, and the ratio L1/L2 affects the adjusting force variation curve of the pressure regulating assembly 310 to the second cylinder shaft 220.
In another embodiment, as shown in fig. 11, the top of the second cylinder shaft 220 is not provided with a slot 230, one end of the pressure-regulating member 314 is pivoted by a roller 316, the other end is a pressing portion 317 opposite to the force-receiving portion 316, which is also pivoted by the roller, i.e. the roller 228, and the pressing portion 317 is a contact portion of the roller 228 pressing the top of the second cylinder shaft 220, and in this embodiment, there is no force-bearing wall plate 313.
The resistance component 320 includes an elastic component 321, such as a compression spring, which can axially expand and contract, the elastic component 321 is assembled in the assembly space 113 of the body 100, an upper end of the elastic component 321 abuts against a top rod 322, a bottom end of the elastic component 321 is abutted against by an abutting component 323, in application, a counter bore 324 is provided at the bottom of the top rod 322 for the top end of the elastic component 321 to be inserted into, so that the top rod 322 can elastically push up the force-bearing portion 316 of the pressure-regulating member 314.
The cap 400 is disposed on the top of the body 100 of the pressure distribution module (PDU)200 and is screwed to the body 100 by a plurality of connectors 410, such as screws, and the cap 400 seals the pressure regulating assembly 310 of the pressure regulating module (PRU)300, the top of the second cylinder shaft 220, and the top of the rod 322.
According to the above-mentioned structure, when the rider inputs force to the brake lever on the interlocking side of the motorcycle to perform a braking operation, the brake oil in the main pump oil pipe b1 on the interlocking side is pressurized to enter the first oil chamber 212 from the first flow passage 108 and directly enters the brake oil pipe a2 on the rear wheel through the fifth flow passage 112 in the first cock 105, so that the brake oil pipe a2 on the rear wheel brakes the rear wheel by interlocking the brake system a4 on the rear wheel, and the rear wheel of the vehicle is braked first, and when the thrust force generated by the hydraulic pressure acting on the effective cross-sectional area a1 of the first oil chamber 212 is greater than the resistance force acting on the second cylinder shaft 220 provided by the pressure adjusting module (PRU)300, the second cylinder shaft 220 moves upward.
Since the bottom end of the second cylinder shaft 220 is inserted into the insertion hole 213 of the first cylinder shaft 210 and connected to the first cylinder shaft 210, when the thrust generated by the hydraulic pressure acting on the effective cross-sectional area a1 of the first oil chamber 212 is greater than the resistance provided by the pressure adjustment module (PRU)300 acting on the second cylinder shaft 220, the second cylinder shaft 220 moves upward, and when the upward movement of the second cylinder shaft 220 is enough to make the second cup 226 cover the third flow channel 110, the second oil chamber 229 generates the hydraulic pressure, and the brake oil enters the front wheel brake oil pipe a1 through the fourth flow channel 111 to push the front wheel brake system a3 to generate the front wheel braking force.
Referring to fig. 7-9A and 9B, the resistance assembly 320 of the pressure adjustment module (PRU)300 of the present invention further includes an adjustment assembly 325, such as a screw, wherein the adjustment assembly 325 is screwed to the bottom of the assembly space 113 of the body 100, and the adjustment assembly 325 is rotatably driven to move upward to push the abutting assembly 323 and push the elastic assembly 321 upward, so that the rod 322 is forced to move upward, the force applied to the force-receiving portion 316 of the pressing member 314 is increased, the downward pressing force applied to the pressing portion 317 of the pressing member 314 is increased, i.e., the resistance force of the adjustment force (Fs) is increased, and the rotating wheel 228 on the top of the second cylinder shaft 220 is pressed, so that the resistance force generated by the elastic assembly 321 on the force-receiving portion 316 of the pressing member 314 is increased as the upward movement of the adjustment assembly 325 is increased, and the resistance force applied to the pressing portion 317 is increased, which is increased, and the force required for relatively pushing the second cylinder shaft 220 to move upward is increased. Conversely, the adjustment assembly 325 is rotated to move downwards, so that the pressure of the abutting assembly 323 on the elastic assembly 321 is reduced, the pressure of the elastic assembly 321 on the push rod 322 is also reduced, the stress of the stress part 316 of the pressure regulating part 314 is reduced, namely the resistance of the regulating force (Fs) is reduced, and the resistance of the pressing part 317 of the pressure regulating part 314 on the second cylinder shaft 220 is also reduced; the pressing portion 317 of the pressure adjusting member 314 has a slope contacting the roller 228, the slope has an angle θ, and as the second cylinder shaft 220 moves up, the angle θ changes along with the slope, so that the adjusting force (Fs) changes in a non-linear manner, which increases and then decreases.
Referring to fig. 7, fig. 9A and fig. 9B, by adjusting parameters of the pressure adjustment module (PRU)300, such as changing the rigidity and the pre-pressure of the elastic element 321, different variation relationships between the adjustment force (Fs) and the second cylinder axis displacement (Xv) can be obtained, for example, three curves Ls1, Ls2 and Ls3 in fig. 9A, the peaks of the three curves are different from the initial resistance force, but all curves exhibit non-linear characteristics, during the increase of the second cylinder axis displacement (Xv), the adjustment force (Fs) is larger, and after reaching a peak value, the adjustment force (Fs) starts to decrease, which aims to slightly improve the front wheel braking force when a large input force braking is desired. Fig. 9B is a braking force distribution curve C1, C2, C3 of different front and rear wheels generated by the entire vehicle corresponding to the three Fs curves, wherein Ls1 curve can generate C1 curve, Ls2 curve can generate C2 curve, Ls3 curve can generate C3 curve, and the three curves exhibit different braking performances, for example, when the pressure regulating module (PRU)300 provides a lower Fs curve (Ls1), a braking force distribution curve C1 closer to the ideal distribution curve C4 can be obtained, at this time, the proportion of the front wheel is higher, a larger deceleration can be obtained, the braking is more sensitive, the slip amount of the rear wheel is lower when braking with a large input force, but the handle rigidity is lower, and the amount of forward tilting experienced by the passenger when braking with a large input force is also larger, so the comfort is poorer; on the contrary, if the pressure regulating module (PRU)300 provides a higher Fs curve (Ls3), a braking force distribution curve of C3 can be obtained, at this time, the handle rigidity can be improved, the braking proportion of the front and rear wheels is also reduced, the maximum deceleration can be reduced, the slip amount of the rear wheel is increased when the brake is applied with a large input force, the brake is insensitive, and the advantages are that the forward tilting amount felt by the passenger when the brake is applied with a large input force is lower, and the comfort is higher. No matter which curve is C1, C2 and C3, the highest proportion of the front wheel is obviously higher than that of the simple fixed proportion type CBS (due to the design limitation, the highest proportion of the braking force of the front/rear wheel is the highest proportion of the braking force of the front/rear wheelGenerally less than 40/60) and more closely approximates the ideal braking curve C4 and, more importantly, does not exhibit a sudden and abrupt rise in rear wheel braking force during high input force braking. In short, by means of the adjusting force Fs curve provided by the pressure adjusting module (PRU)300 and the proportional design of the effective acting cross-sectional areas a1 and a2 inside the pressure distribution module (PDU)200, the proportional variation range of the braking forces of the front and rear wheels can be increased to generate a better braking force distribution curve, so that the entire vehicle has the most appropriate deceleration and safety while considering both the comfort of braking and the rigid performance of the brake handle, and the braking force distribution curve can be easily adjusted according to the user's requirements due to the easy adjustment of the parameters of the pressure adjusting module (PRU) 300. The performance of the regulation force Fs curve with the ratio of the effective cross-sectional areas a1 and a2 (a1/a2) is illustrated below: because of the braking force of the front wheel: (F f ) And rear wheel braking forceF r ) Respectively by the oil pressure (P) of the second oil chamber2) Determined by the first oil chamber oil pressure (P1), i.e.
Wherein A isfIs the effective area of the front wheel caliper piston, ArThe effective area of the rear wheel caliper piston; when the interlocking side master cylinder is pushed by a specific handle input force value, the relationship between the oil pressure of the second oil chamber (P2) and the oil pressure of the first oil chamber (P1) is
WhereinF L For the input of force values for the linkage of the side handles,F m is the sum of the resistances of the main pumps at the linkage side, AmFor the effective area of the piston of the linkage side master cylinder, the adjusting force Fs includes the moving resistance, the friction force and the oil seal resistance provided by the pressure adjusting module (PRU)300 to the piston. From top to bottomAs can be seen, the pressure distribution Module (PDU)200 provides an input force F for the coupled side handle when the driver provides a certain ratio of A1 to A2LCan obtain the corresponding P1Second oil chamber oil pressure P2With the oil pressure P of the first oil chamber1Is determined by the value of the adjustment force Fs, in other words, adjusting the curve of the adjustment force Fs adjusts the second oil chamber oil pressure (P)2) With the first oil chamber oil pressure (P)1) The ratio of the braking force of the front wheel to the braking force of the rear wheel is further adjusted; in the present invention, by using the mechanism design of the pressure adjustment module (PRU)300, the adjustment force Fs has a non-linear relationship corresponding to the second cylinder axis displacement Xv, so that the distribution ratio of the front wheel braking force and the rear wheel braking force can be adjusted by adjusting the type of the non-linear curve. In accordance with the specifications of the commercial master pump and caliper, the preferable range of the braking force ratio of the front and rear wheels and the rigidity of the handle, the preferable ratio of the effective cross-sectional areas A1 to A2 in the present invention is: A1/A2 is 0.75 or more.
Referring to fig. 6 and 7, in the present invention, the oil pressure from the interlocking master cylinder oil pipe b1 acts on the effective cross-sectional area a1 of the first oil chamber 212 to generate a thrust force to push the second cylinder shaft 220 toward the first cylinder shaft 210, and the thrust force minus the adjusting force of the pressure adjusting member 314 of the pressure adjusting module (PRU)300 acting on the second cylinder shaft 220 is divided by the effective cross-sectional area a2 of the second oil chamber 229 to obtain the pressure for pushing the brake oil into the front wheel brake oil pipe a 1. With this relationship, the present invention can adjust the braking force of the front wheel according to the change of the input force of the handle by using the change of the adjusting force of the pressure adjusting member 314 of the pressure adjusting module (PRU)300 acting on the second cylinder shaft 220, so as to ensure that the braking force of the rear wheel is greater than the braking force of the front wheel at the initial stage of braking, and the braking force of the front wheel is gradually increased as the moving amount of the second cylinder shaft 220 is increased. Thus, when the input force is applied to the brake lever on the interlocking side of the motorcycle, it is ensured that not only the rear wheel brake is actuated earlier than the front wheel brake, but more importantly, the front wheel brake force (with the increase of the input force to the lever) is increasedF f ) Gradually increases at an appropriate rate of increase, i.e. the rear wheel braking force: (F r ) The proportion of the damping is gradually reduced by a proper attenuation rate, and the locomotive is effectively controlled to be in motionThe sliding amount and probability of the rear wheel are reduced in the path line, so that the locomotive can be safely decelerated or stopped within the shortest distance.
Referring to fig. 10, another embodiment of the pressure adjustment module (PRU)300 is provided with a compression spring 232 capable of axially expanding and contracting between the second collar 224 of the second cylinder shaft 220 and the second cock 106, and a predetermined amount of gas and oil mixture is injected into the closed space formed by the push rod 322 and the assembly space 113, the mixture generates a predetermined amount of resistance when being pressed in the closed space, so that when the second cylinder shaft 220 moves upward and presses the push rod 322 via the pressure adjustment assembly 310 to press the mixture, the resistance generated by the pressing of the mixture forms a non-linear adjustment force F for the movement of the second cylinder shaft 220 via the transformation of the pressure adjustment assembly 310s(ii) a On the other hand, the adjusting element 325 can adjust the position of the abutting element 323 to change the volume of the assembly space 113, which can affect the rigidity of the gas-oil mixture to change the adjusting force FsCurve line.
Referring to fig. 3 and 6, when the rider inputs force to the interlocking side brake lever, the oil pressure of the interlocking side master cylinder oil pipe b1 enters the first oil chamber 212 through the first flow passage 108 and directly enters the rear wheel brake oil pipe a2 in the first cock 105 to interlock the rear wheel brake system a4, and when the thrust generated by the oil pressure acting on the effective cross-sectional area a1 of the first oil chamber 212 is greater than the resistance force provided by the pressure adjustment module (PRU)300 to act on the second cylinder shaft 220, the second cylinder shaft 220 moves upward, and when the second cylinder shaft 220 moves upward enough to cover the second cup 226 and exceed the third flow passage 110 and the force auxiliary side brake lever is inputted to perform braking operation, the oil pressure is inputted through the second flow passage 109 and the third flow passage 110, so that the second oil chamber 229 generates oil pressure and then enters the front wheel brake oil pipe a1 through the fourth flow passage 111 to push the front wheel brake oil pipe A3, the front wheel is braked. When the rider inputs force to the auxiliary side brake lever and then inputs force to link the auxiliary side brake lever to perform braking operation, the input force of the auxiliary side brake lever causes brake oil to pass through the third flow passage 110 and enter the fourth flow passage 111 to brake the front wheel, and the input force of the rear link side brake lever causes the oil pressure of the link side master cylinder oil pipe b1 to enter the first oil chamber 212 through the first flow passage 108 and directly enter the rear wheel brake oil pipe a2 to link the rear wheel braking system a4 through the fifth flow passage 112 in the first cock 105, and the link side master cylinder oil pressure generates an urging force for the first cylinder shaft 210 and the second cylinder shaft 220 in the first oil chamber 212, and the oil pressure generated by the second oil chamber 229 and the oil pressure generated by the input force of the auxiliary side brake lever are added to increase the brake force of the front wheel.
When the rider inputs only the power assist side brake lever to perform the braking operation (the power assist side brake lever is not input to perform the braking operation), the main assist side pump oil pipe b2 pushes the oil pressure from the third flow passage 110 to the front wheel brake oil pipe a1 through the fourth flow passage 111 to push the front wheel braking system a3, but more importantly, the partition plate 103 allows the first oil cylinder 101 and the second oil cylinder 102 to have independent spaces, so that when the rider simply inputs the power assist side brake lever to perform the braking operation (the power assist side brake lever is not input to perform the braking operation), the oil pressure in the third flow passage 110 does not cause the second cylinder shaft 220 to reversely push the first cylinder shaft 210.
In summary, when the interlocking side brake handle is used for braking, the proportion of the braking force of the front wheel and the rear wheel and the change rate of the proportion can be automatically changed along with the increase of the input force of the handle. In other words, the function of the pressure distribution module (PDU)200 and the pressure adjustment module (PRU)300 is combined to generate a braking force distribution curve with a better proportion range and proportion change rate of the braking force of the front and rear wheels, so that the braking of the rear wheel can be ensured to be earlier than the braking of the front wheel when the braking is performed by a small input force, the maximum deceleration can be obtained when the braking is performed by a large input force, the braking control feeling and comfort can be improved, the slip amount of the rear wheel can be reduced, the rigid performance of the brake handle can be considered, the braking force distribution curve can be easily adjusted according to the requirements of the safety, braking performance and comfort of a user, and the component specification of the original vehicle braking system does not need to be changed.
The present invention is characterized in that under the cooperative action of the pressure distribution module (PDU)200 and the pressure adjustment module (PRU)300, the braking force of the front and rear wheels has a large proportional range, and the proportional change rate can be easily adjusted to obtain an optimal proportional change curve, so that the front and rear wheel braking systems can be linked by a single handle, and a better front and rear wheel braking force proportional distribution curve (hereinafter referred to as braking force distribution curve) is provided.
Specifically, when force is input to the linkage side master cylinder oil pipe, the oil pressure of the linkage side master cylinder oil pipe directly enters the rear wheel brake oil pipe linkage rear wheel brake system through a fifth flow passage in the first cock, so that the rear wheel of the vehicle is braked firstly, when the thrust generated by the oil pressure acting on the effective sectional area A1 of the first oil chamber is greater than the impedance force provided by the pressure adjusting module (PRU)300 and acting on the second cylinder shaft, the second cylinder shaft moves upwards, and when the upward movement stroke of the second cylinder shaft is enough to enable the second leather cup to cover the third flow passage, the second oil chamber generates oil pressure, and the brake oil enters the front wheel brake oil pipe to push the front wheel brake system to generate front wheel brake force.
In particular, in a feature of the present invention, the effective acting cross-sectional area a1 of the first oil chamber and the effective acting cross-sectional area a2 of the second oil chamber may be set according to the specification of the target vehicle; the matching pressure adjustment module (PRU)300 provides a variable movement adjustment force Fs provided to the second cylinder axis, which can adjust the front wheel to rear wheel braking force ratio over a wide range; because of the braking force of the front wheel: (F f ) And rear wheel braking forceF r ) Respectively by the oil pressure (P) of the second oil chamber2) With the first oil chamber oil pressure (P)1) And (6) determining.
The above description is only a preferred embodiment of the present invention, and the scope of the present invention should not be limited thereby, and all the simple equivalent changes and modifications made in the claims and the description of the present invention are within the scope of the present invention.
Claims (11)
1. A pressure distribution control system for use with a motor vehicle having front and rear disc brake systems, comprising:
a pressure distribution module, which is arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of matching spaces, the first oil cylinder is independently separated from the second oil cylinder, the first oil cylinder is provided with a first flow passage communicated with the linkage side brake master cylinder oil pipe, a fifth flow passage in a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe, the second oil cylinder is provided with a second flow passage, a third flow passage and a fourth flow passage communicated with the front wheel brake oil pipe, a first cylinder shaft and a second cylinder shaft pushed by the first cylinder shaft are respectively matched and matched with the first oil cylinder and the second oil cylinder, the first cylinder shaft is provided with a shaft end part and a first cock, the first neck part is provided with a first leather cup, a first cock is arranged between the first leather cup and the first oil cup, the first oil chamber is communicated with the first flow passage, the top of the second oil cylinder is sealed by a second cock, the second cylinder shaft is provided with a first shaft ring and a second shaft ring, a second leather cup is arranged between the first shaft ring and the second shaft ring, a second oil chamber is formed between the second leather cup and the second cock, the second oil chamber is communicated with the fourth flow passage, and the ratio of the effective action sectional area of the first oil chamber to the effective action sectional area of the second oil chamber is more than or equal to 0.75; and
and the pressure adjusting module comprises a pressure adjusting component arranged at the top of the body and a resistance component arranged in the assembly space of the body, the pressure adjusting component is provided with a pressure adjusting piece pivoted above the body, and the resistance component pushes up a stress part of the pressure adjusting piece so that a pressing part of the pressure adjusting piece presses the top of the second cylinder shaft.
2. The pressure distribution control system of claim 1 wherein the second cylinder shaft has a slot at the top, a rotating wheel is disposed on each side of the slot, another rotating wheel is disposed between the two rotating wheels and is pivoted through the three rotating wheels and the slot by a pin, the pressure regulating assembly comprises two panels above the body, a force bearing panel on the side corresponding to the two panels is abutted against the rotating wheel, the pressure regulating member is pivoted between the two panels, the pressure regulating member is pivoted to the two panels by a pin, and the pressing part presses the rotating wheel on the top of the second cylinder shaft.
3. The pressure distribution control system of claim 1 wherein the pressure regulating assembly comprises two walls above the body, the pressure regulating member is pivotally connected between the two walls, the pressure regulating member is pivotally connected to the two walls by a pivot pin, both ends of the pressure regulating member are pivotally connected by rollers, one end is a force receiving portion, the other end is a pressing portion, and the pressing portion presses against the top of the second cylinder shaft.
4. The pressure distribution control system according to claim 2 or 3, wherein a distance between the shaft pin and the force receiving portion of the pressure regulating member is larger than a distance between the shaft pin and the pressing portion of the pressure regulating member.
5. The pressure distribution control system of claim 1, 2 or 3, wherein the resistance element comprises an elastic element, the upper end of the elastic element is connected with a top rod, the top rod pushes the force-bearing part of the pressure regulating element upwards, and the bottom end of the elastic element is pressed by a pressing element.
6. The system of claim 5, further comprising an adjustment element screwed to the bottom of the assembly space, wherein the adjustment element is rotated to adjust the upward or downward displacement of the propping element.
7. The pressure distribution control system of claim 1 further comprising a cap disposed on the top of the body and threadably engaged with the body by a plurality of connectors, the cap enclosing the pressure regulator assembly and the top of the second cylinder shaft.
8. The pressure distribution control system of claim 1 wherein the second collar has an outer diameter less than an outer diameter of the first collar.
9. A pressure distribution control system for use with a motor vehicle having front and rear disc brake systems, comprising:
a pressure distribution module, which is arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of assembly spaces, the first oil cylinder is independently separated from the second oil cylinder, the first oil cylinder is provided with a first flow passage communicated with the linkage side brake master cylinder oil pipe, a fifth flow passage in a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe, the second oil cylinder is provided with a second flow passage, a third flow passage and a fourth flow passage, the third flow passage and the fourth flow passage are communicated with the front wheel brake oil pipe, the top of the second oil cylinder is sealed by a second cock, the second cock is provided with a through hole for the second cylinder shaft to pass through, a first cylinder shaft and a second cylinder shaft pushed by the first cylinder shaft are respectively assembled on the first oil cylinder and the second oil cylinder, the first cylinder shaft is provided with a shaft end part and a first neck part, the first neck part is provided with a first leather cup, a first oil chamber is arranged between the first leather cup and the first cock, the first oil chamber is communicated with the first flow channel, the second cylinder shaft is provided with a first shaft ring and a second shaft ring, a second leather cup is arranged between the first shaft ring and the second shaft ring, a second oil chamber is formed between the second leather cup and the second cock, the second oil chamber is communicated with the fourth flow channel, and a compression spring is arranged between the second shaft ring and the second cock; and a pressure adjusting module, which comprises a pressure regulating component arranged at the top of the body and a resistance component arranged in the assembly space of the body, wherein the pressure regulating component is provided with a pressure regulating piece which is pivoted above the body, the resistance component pushes up a stress part of the pressure regulating piece to enable a pressing part of the pressure regulating piece to press the top of the second cylinder shaft, the assembly space of the body is assembled with a push rod, an adjusting component is screwed at the bottom of the assembly space of the body, the push rod and the assembly space form a closed space, a certain amount of gas and oil liquid mixed liquid is injected into the closed space, and the adjusting component can change the volume of the assembly space.
10. The pressure distribution control system of claim 9 wherein the second cylinder shaft has a slot at the top, a rotating wheel is disposed on each side of the slot, another rotating wheel is disposed between the two rotating wheels and is pivoted through the three rotating wheels and the slot by a pin, the pressure regulating assembly comprises two panels above the body, a force bearing panel on the side corresponding to the two panels abuts against the rotating wheel, the pressure regulating member is pivoted between the two panels, the pressure regulating member is pivoted to the two panels by a pin, and the pressing part presses the rotating wheel on the top of the second cylinder shaft.
11. The pressure distribution control system of claim 10, wherein the distance between the pin and the force receiving portion of the pressure regulating member is greater than the distance between the pin and the pressing portion of the pressure regulating member.
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| TW109131375 | 2020-09-11 | ||
| TW109131375A TWI754378B (en) | 2020-09-11 | 2020-09-11 | Pressure distribution control system |
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| CN114162099A true CN114162099A (en) | 2022-03-11 |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI813312B (en) * | 2022-05-26 | 2023-08-21 | 盛鴻技研股份有限公司 | Braking device |
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| TWM613822U (en) * | 2020-09-11 | 2021-07-01 | 明鴻工業股份有限公司 | Pressure distribution control system |
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- 2020-09-11 TW TW109131375A patent/TWI754378B/en active
- 2020-12-04 CN CN202011398157.6A patent/CN114162099B/en active Active
- 2020-12-22 JP JP2020212362A patent/JP2022047464A/en active Pending
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Also Published As
| Publication number | Publication date |
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| TWI754378B (en) | 2022-02-01 |
| JP2022047464A (en) | 2022-03-24 |
| TW202210353A (en) | 2022-03-16 |
| CN114162099B (en) | 2024-04-26 |
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