Braking systems for riding vehicles and riding vehicles

Abstract

The purpose of this invention is to improve the adaptability of braking systems to riding vehicles while considering safety. In the braking system, the mechanism includes: a friction application device that brakes the wheels of the riding vehicle with a frictional force corresponding to the movement of an operating member; an operating member motion sensor that detects the movement of the operating member; and an actuator, which is unitized together with the friction application device. During normal braking, a control unit controls the output of the actuator based on the detection result of the operating member motion sensor, causing a change in the frictional force applied to the wheels by the friction application device; when the actuator is not energized, the frictional force is applied to the wheels by the friction application device.

Description

Technical Field

[0001] The present invention relates to a braking system for a riding vehicle having at least one operating element operated by a rider, and a riding vehicle having such a braking system. Background Technology

[0002] A braking system for riding vehicles is known, comprising at least one operating element (e.g., brake pedal, brake lever, etc.) operated by a rider. The braking system includes a mechanism comprising at least one friction application device that brakes the wheel with a frictional force corresponding to the movement of the operating element. This mechanism comprises a master cylinder that transmits the movement of the operating element and a wheel cylinder connected to the master cylinder via a hydraulic passage filled with brake fluid. At least a portion of the hydraulic passage is formed by a brake fluid line.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent document 1: Japanese Patent Application Publication No. 2014-15077. Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] Motorcycles are much smaller than other vehicles (such as cars and trucks). Therefore, in conventional braking systems for motorcycles, it can be difficult to ensure sufficient space for brake fluid lines and for their operation. Therefore, it is possible to investigate a mechanism that includes, in addition to the friction application device, a motion sensor for detecting the movement of the operating element and an actuator modularized together with the friction application device. That is, a structure in which, during normal braking (so-called service braking), the control unit increases the output of the actuator as the input of the operating element by the rider increases, thereby increasing the friction force applied to the wheels. However, in such a structure, if the actuator's power supply stops due to some condition, it may be difficult to apply friction force to the wheels. In particular, in motorcycles, compared to other vehicles (such as cars and trucks), there is a greater need for simplified protection of the friction application device; therefore, when using an actuator modularized together with the friction application device, the possibility of the actuator's power supply stopping may increase.

[0008] This invention was made in light of the aforementioned issues, with the aim of improving the adaptability of braking systems to riding vehicles while taking safety into account.

[0009] Methods for solving problems

[0010] The braking system of the present invention is a braking system for a riding vehicle having at least one operating element operated by a rider. It includes a mechanism that includes at least a friction application device that brakes the wheels of the riding vehicle with a frictional force corresponding to the movement of the operating element. The mechanism also includes an operating element motion sensor that detects the movement of the operating element and an actuator that is unitized together with the friction application device. It also includes a control unit that, during normal braking, controls the output of the actuator based on the detection result of the operating element motion sensor to change the frictional force applied to the wheels by the friction application device. When the actuator is not energized, the frictional force is applied to the wheels by the friction application device.

[0011] The riding vehicle of the present invention is equipped with the above-described braking system.

[0012] Invention Effects

[0013] In the braking system of the present invention, the mechanism includes: a friction application device that brakes the wheels of a riding vehicle with a frictional force corresponding to the movement of an operating member; an operating member motion sensor that detects the movement of the operating member; and an actuator, which is unitized together with the friction application device. During normal braking, the control unit controls the output of the actuator based on the detection result of the operating member motion sensor, thereby changing the frictional force applied to the wheels by the friction application device. Furthermore, when the actuator is not energized, the frictional force is applied to the wheels by the friction application device. Therefore, even when the actuator is de-energized due to some condition, frictional force can still be applied to the wheels, improving the adaptability of the braking system to riding vehicles while considering safety. Attached Figure Description

[0014] Figure 1 This is a diagram showing the structure of a riding vehicle equipped with a braking system according to an embodiment of the present invention.

[0015] Figure 2 This is a diagram showing the structure of a braking system according to an embodiment of the present invention.

[0016] Figure 3 This is a diagram showing the structure of the hydraulic adjustment unit of the braking system according to an embodiment of the present invention.

[0017] Figure 4 This is a diagram showing the main structure of the second mechanism of the braking system according to an embodiment of the present invention.

[0018] Figure 5 This is a diagram showing the system structure of the braking system according to an embodiment of the present invention.

[0019] Figure 6This is a diagram showing a modified example of the structure of the braking system according to an embodiment of the present invention. Detailed Implementation

[0020] The present invention will now be described with reference to the accompanying drawings.

[0021] Furthermore, the following description applies the braking system of the present invention to motorized two-wheeled vehicles, but the braking system of the present invention can also be applied to other riding vehicles besides motorized two-wheeled vehicles. Riding vehicles refer to all vehicles that are ridden by a rider. Riding vehicles include motorcycles (motorized two-wheeled vehicles, motorized tricycles), all-terrain vehicles, bicycles, etc. Motorcycles include motorized two-wheeled or motorized tricycles that use an engine as a propulsion source, and motorized two-wheeled or motorized tricycles that use an electric motor as a propulsion source, such as ordinary motorcycles, mini motorcycles, and electric mini motorcycles. Bicycles refer to all vehicles that can move on a road by applying pedal force. Bicycles include ordinary bicycles, electric-assisted bicycles, and electric bicycles.

[0022] Furthermore, the following describes a case where the first mechanism for braking the front wheels is hydraulically connected to the first operating member for braking the front wheels, and the second mechanism for braking the rear wheels is communicatively connected to the second operating member for braking the rear wheels (i.e., including an actuator that is unitized together with a friction application device). However, it is also possible for the first mechanism to be communicatively connected to the first operating member and the second mechanism to be hydraulically connected to the second operating member. Alternatively, the first mechanism to be communicatively connected to the first operating member and the second mechanism to be communicatively connected to the second operating member may also be connected.

[0023] Furthermore, the following describes the case where the mechanism and the operating element are hydraulically connected, and the mechanism includes a hydraulic adjustment unit. The hydraulic pressure of the brake fluid in the wheel cylinder is reduced by the pump of the hydraulic adjustment unit. However, the hydraulic pressure of the brake fluid in the wheel cylinder can also be reduced by a pumpless hydraulic adjustment unit.

[0024] Furthermore, the following description addresses the case where both the first and second mechanism sections include only one friction application device, but it is also possible that at least one of the first and second mechanism sections includes multiple friction application devices. Moreover, these multiple friction application devices provided in each mechanism section may apply friction force corresponding to inputs to the same operating element, or they may apply friction force corresponding to inputs to mutually different operating elements.

[0025] Furthermore, the structures and operations described below are examples, and the braking system of the present invention is not limited to such structures and operations. In addition, detailed construction details have been appropriately simplified or omitted in the illustrations. Furthermore, repetitive or similar descriptions have been appropriately simplified or omitted.

[0026] Implementation

[0027] The braking system of the following implementation method will be described.

[0028] <Structure and Operation of Braking System>

[0029] While referring to Figures 1-6 The structure and operation of the braking system of the implementation method will be explained.

[0030] Figure 1 This is a diagram showing the structure of a riding vehicle equipped with a braking system according to an embodiment of the present invention. Figure 2 This is a diagram showing the structure of a braking system according to an embodiment of the present invention. Figure 3 This is a diagram showing the structure of the hydraulic adjustment unit of the braking system according to an embodiment of the present invention. Figure 4 This is a diagram showing the main structure of the second mechanism of the braking system according to an embodiment of the present invention. Figure 5 This is a diagram showing the system structure of the braking system according to an embodiment of the present invention. Figure 6 This is a diagram showing a modified example of the structure of the braking system according to an embodiment of the present invention.

[0031] In particular, such as Figure 1 and Figure 2 As shown, the braking system 10 is mounted on the riding vehicle 100. The riding vehicle 100 includes a frame 1, a handlebar 2 rotatably held on the frame 1, a front wheel 3 rotatably held on the frame 1 together with the handlebar 2, and a rear wheel 4 rotatably held on the frame 1. The rear wheel 4 corresponds to the "wheel" of the present invention. The front wheel 3 corresponds to the "other wheel" of the present invention.

[0032] The braking system 10 includes a first operating element 11 and a second operating element 12 that are operated by the rider. The first operating element 11 is configured, for example, as a brake lever provided on the handlebars 2, and is operated by the user's hand. The second operating element 12 is configured, for example, as a brake pedal provided on the lower part of the frame 1, and is operated by the user's foot. The second operating element 12 is equivalent to the "operating element" of this invention.

[0033] The braking system 10 includes a first mechanism 20 hydraulically connected to a first operating member 11 and a second mechanism 40 communicatively connected to a second operating member 12. The first mechanism 20 is a unit that uses a friction member (not shown) of a first friction application device 21 held on the vehicle body 1 to push against a disc rotor 3a rotating with the front wheel 3, thereby braking the front wheel 3 with a frictional force corresponding to the operating amount of the first operating member 11. The second mechanism 40 is a unit that uses a friction member 51 (described later) of a second friction application device 50 held on the vehicle body 1 to push against a disc rotor 4a rotating with the rear wheel 4, thereby braking the rear wheel 4 with a frictional force corresponding to the operating amount of the second operating member 12. Alternatively, the first friction application device 21 and the second friction application device 50 may have other configurations. For example, the first friction application device 21 may be a device that uses a friction member of a brake shoe held on the vehicle body 1 to push against a brake drum rotating with the front wheel 3, thereby generating a frictional force corresponding to the operating amount of the first operating member 11. Furthermore, the second friction application device 50 may also be a device that pushes the friction element of the brake shoe held on the vehicle body 1 against the brake drum that rotates together with the rear wheel 4 to generate a frictional force corresponding to the operating amount of the second operating member 12. The second mechanism 40 corresponds to the "mechanism" of the present invention. The second friction application device 50 corresponds to the "friction application device" of the present invention.

[0034] The first mechanism 20 includes a master cylinder 22 that transmits the motion of the first operating member 11, a reservoir 23 attached to the master cylinder 22, a wheel cylinder 25 connected to the master cylinder 22 via a brake fluid-filled hydraulic passage 24 and built into the first friction application device 21, a brake fluid pipe 24a forming part of the hydraulic passage 24 and connected at one end to the master cylinder 22, a brake fluid pipe 24b forming part of the hydraulic passage 24 and connected at one end to the wheel cylinder 25, and a hydraulic adjustment unit 30 connected to the other ends of the brake fluid pipes 24a and 24b. Alternatively, the hydraulic adjustment unit 30 can be directly connected to the master cylinder 22 without using the brake fluid pipe 24a, and the hydraulic adjustment unit 30 can be directly connected to the wheel cylinder 25 without using the brake fluid pipe 24b. Furthermore, the hydraulic adjustment unit 30 can be modularized together with the master cylinder 22 or the wheel cylinder 25.

[0035] In particular, such as Figure 2 and Figure 3 As shown, the hydraulic adjustment unit 30 includes a base 31. Within the base 31, there are a master cylinder port MP connected to the brake fluid line 24a, a wheel cylinder port WP connected to the brake fluid line 24b, a main hydraulic passage 24c forming part of the hydraulic passage 24 and serving as an internal hydraulic passage connecting the master cylinder port MP and the wheel cylinder port WP, and a secondary hydraulic passage 24d forming part of the hydraulic passage 24 and serving as an internal hydraulic passage bypassing the main hydraulic passage 24c. Brake fluid from the wheel cylinder 25 is discharged to the middle section of the main hydraulic passage 24c via this secondary hydraulic passage 24d.

[0036] A fill valve 32 is provided in the main fluid passage 24c. In the auxiliary fluid passage 24d, a drain valve 33, a reservoir 34 for storing brake fluid, and a pump 35 are sequentially arranged from the upstream side. The pump 35 is driven by a motor 36. The fill valve 32, drain valve 33, reservoir 34, pump 35, and motor 36 are assembled in a base 31. A housing 37 for housing at least a portion of the control unit (ECU) 60 is mounted in the base 31. The fill valve 32 is, for example, a solenoid valve that switches the flow of brake fluid at its location from open to closed when it changes from a non-energized state to an energized state. The drain valve 32 is, for example, a solenoid valve that switches the flow of brake fluid toward the pump 35 from closed to open when it changes from a non-energized state to an energized state.

[0037] In particular, such as Figure 2 and Figure 4 As shown, the second mechanism 40 includes an actuator 41 that is unitized together with the second friction application device 50. The actuator 41 can be mounted on the outside of the second friction application device 50, or it can be built into the second friction application device 50. The second friction application device 50 is configured as a floating caliper. The second friction application device 50 can also have other configurations. For example, the second friction application device 50 can also be configured as a opposed caliper. The second friction application device 50 includes a pair of friction elements 51 clamping a disc rotor 4a, and a spindle 52 for adjusting the distance between the friction elements 51 and the disc rotor 4a. The actuator 41 is connected to the spindle 52, causing the spindle 52 to produce linear motion for adjusting the distance. The actuator 41 is, for example, a motor. The linear motion of the spindle 52 can be transmitted to the friction elements 51 via an elastic member, or it can be transmitted to the friction elements 51 via a fluid such as an actuating fluid.

[0038] Here, the spindle 52 is forced in a direction that decreases in distance relative to the disc rotor 4a by a force-applying component (not shown) such as a spring built into the second friction-applying device 50 or actuator 41. Therefore, when the actuator 41 is not energized, i.e., when there is no output from the actuator 41, this force pushes the spindle 52 out, presses the friction element 51 of the second friction-applying device 50 against the disc rotor 4a, and brakes the rear wheel 4. This force is preferably sufficient to stop the riding vehicle 100. Furthermore, when the actuator 41 is energized, as the output of the actuator 41 increases, the spindle 52 overcomes this force and returns, and the friction element 51 of the second friction-applying device 50 disengages from the disc rotor 4a. That is, when the actuator 41 is not energized, the second friction application device 50 applies frictional force to the rear wheel 4; when the actuator 41 is energized, the frictional force applied to the rear wheel 4 by the second friction application device 50 decreases as the output of the actuator 41 increases. Furthermore, the output of the actuator 41 refers to the force applied by the actuator 41 to the mechanical component (here, the spindle 52) that performs physical motion.

[0039] In particular, such as Figure 2 and Figure 5 As shown, the control device 60 includes a first control unit 61 that controls the operation of the filling valve 32, the vent valve 33, and the motor 36, and a second control unit 62 that controls the operation of the actuator 41. The first control unit 61 and the second control unit 62 can each be a single unit, or they can be multiple units. Part or all of the first control unit 61 and the second control unit 62 can be constituted, for example, a microcontroller, a microprocessor unit, or an updateable component such as firmware, or a program module executed by instructions from a CPU, etc. The second control unit 62 corresponds to the "control unit" of this invention. The first control unit 61 corresponds to the "other control units" of this invention.

[0040] For example, the control device 60 transmits output signals from the front wheel speed sensor 81, brake hydraulic pressure sensor 82, rear wheel speed sensor 91, second actuator motion sensor 92, friction element motion sensor 93, etc., via wired or wireless means. Output signals from other sensors may also be transmitted to the control device 60. Based on these output signals, the control device 60 derives the target braking force generated by the front wheel 3 and rear wheel 4. The first control unit 61 transmits a command signal corresponding to the target braking force generated by the front wheel 3 to the actuators of the filling valve 32, the relief valve 33, and the motor 36 via wired or wireless means. Furthermore, the second control unit 62 transmits a command signal corresponding to the target braking force generated by the rear wheel 4 to the actuator of the actuator 41 via wired or wireless means. The second actuator motion sensor 92 corresponds to the "actuator motion sensor" of this invention.

[0041] The front wheel speed sensor 81 detects the rotational speed of the front wheel 3. The front wheel speed sensor 81 is held by the vehicle body 1, for example. The front wheel speed sensor 81 can also detect other physical quantities that can be substantially converted into the rotational speed of the front wheel 3.

[0042] The brake hydraulic pressure sensor 82, for example, detects the hydraulic pressure of the brake fluid in wheel cylinder 25. The brake hydraulic pressure sensor 82 is, for example, located in the region of the main hydraulic line 24c near the filler valve 32 on the side closer to wheel cylinder 25. The brake hydraulic pressure sensor 82 can also detect other physical quantities that can be substantially converted into the hydraulic pressure of the brake fluid in wheel cylinder 25.

[0043] The rear wheel speed sensor 91 detects the rotational speed of the rear wheel 4. The rear wheel speed sensor 91 is held, for example, by the vehicle body 1. The rear wheel speed sensor 91 can also detect other physical quantities that can be substantially converted into the rotational speed of the rear wheel 4.

[0044] The second actuator motion sensor 92 detects the movement of the second actuator 12. The second actuator motion sensor 92 can be any component that detects a physical quantity reflecting the rider's desired braking force. For example, the second actuator motion sensor 92 can be a component that detects the amount of operation performed by the rider on the second actuator 12, or it can be a component that detects the force applied by the rider to the second actuator 12. The second actuator motion sensor 92 is held, for example, by the vehicle body 1. The second actuator motion sensor 92 can also be a component that detects other physical quantities that can be substantially converted into the amount of operation of the second actuator 12 or the force applied to the second actuator 12.

[0045] The friction element motion sensor 93 detects the movement of the friction element 51 of the second friction application device 50. The friction element motion sensor 93 can be any component that detects a physical quantity reflecting the braking force generated by the second friction application device 50 on the rear wheel 4. For example, the friction element motion sensor 93 can be a component that detects the driving amount of the actuator 41, or it can be a component that detects the reaction force acting on the spindle 52. The friction element motion sensor 93 is held by the second friction application device 50, for example. The friction element motion sensor 93 can also detect other physical quantities that can be substantially converted into the driving amount of the actuator 41 or the reaction force acting on the spindle 52.

[0046] The first control unit 61 and the second control unit 62 are housed within the housing 37 of the hydraulic adjustment unit 30. That is, the first control unit 61 and the second control unit 62 are unitized together with the filling valve 32, the relief valve 33, and the motor 36. Alternatively, the second control unit 62 can be unitized together with the second friction application device 50 and the actuator 41, or it can be unitized together with the second operating member motion sensor 92.

[0047] When the riding vehicle 100 is stopped, or when the riding vehicle 100 is traveling in a state where the front wheel 3 and rear wheel 4 do not slip beyond a reference value, when the rider operates the first operating element 11, that is, during the normal braking (so-called service brake) of the first mechanism 20, the first control unit 61 controls the filling valve 32 and the drain valve 33 to a non-energized state, and also controls the motor 36 to a non-drive state. If the rider operates the first operating element 11, the piston of the master cylinder 22 (not shown) is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 25 increases, and the friction element of the first friction application device 21 is pushed against the disc rotor 3a, braking the front wheel 3. Furthermore, if the rider releases the first operating element 11, the piston of the master cylinder 22 returns, the hydraulic pressure of the brake fluid in the wheel cylinder 25 decreases, and the friction element of the first friction application device 21 moves away from the disc rotor 3a. That is, in the first mechanism 20, during normal braking, the friction force applied to the front wheel 3 by the first friction application device 21 varies according to the hydraulic pressure of the brake fluid in the master cylinder 22. Alternatively, when the rider operates the first operating member 11, in addition to applying friction force to the front wheel 3 by the first friction application device 21, a linked braking control can also be performed, that is, the application of friction force to the rear wheel 4 based on the second friction application device 50 can be performed.

[0048] When the rider does not operate the second operating element 12, i.e., when the second friction application device 50 does not need to brake the rear wheel 4, the second control unit 62 increases the output of the actuator 41 to its upper limit. Furthermore, when the riding vehicle 100 is stopped, or when the riding vehicle 100 is traveling in a state where the front wheel 3 and rear wheel 4 do not slip beyond a reference value, when the rider operates the second operating element 12, i.e., during normal braking of the second mechanism unit 40, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the second operating element motion sensor 92. If the rider operates the second operating element 12, the second control unit 62 reduces the output of the actuator 41, causing the spindle 52 to be pushed out, and the friction element 51 of the second friction application device 50 to be pressed against the disc rotor 4a, braking the rear wheel 4. Furthermore, if the rider releases the second operating element 12, the second control unit 62 increases the output of the actuator 41, causing the spindle 52 to return and the friction element 51 of the second friction application device 50 to disengage from the disc rotor 4a. That is, in the second mechanism 40, during normal braking, the second control unit 62 controls the output of the actuator 41 based on the detection result of the second operating element motion sensor 92, thereby changing the friction force applied to the rear wheel 4 by the second friction application device 50. Alternatively, when the rider operates the second operating element 12, in addition to applying friction force to the rear wheel 4 based on the second friction application device 50, a linked braking control action can also be performed to apply friction force to the front wheel 3 based on the first friction application device 21.

[0049] In addition, the stopping of the riding vehicle 100 and the slippage occurring on the front wheel 3 and the rear wheel 4 can be determined by using the well-known method of using the output signals of the front wheel speed sensor 81 and the rear wheel speed sensor 91.

[0050] When the riding vehicle 100 is traveling in a state where the front wheel 3 or the rear wheel 4 slips beyond a reference value, the control device 60 executes a slip control action to suppress the slippage. The slip control action may include, for example, actions to perform anti-lock braking control on each wheel, actions to perform wheel spin suppression control on each wheel, and actions to perform lateral slip suppression control on each wheel. The control device 60 may also control other systems mounted on the riding vehicle 100 in addition to the braking system 10 when executing the slip control action.

[0051] When the slip control action is executed, in a state where it is necessary to reduce the friction force applied to the front wheel 3, the first control unit 61 controls the filling valve 32 and the venting valve 33 to be energized, and further drives the motor 36 with a drive amount corresponding to the output signal of the brake hydraulic pressure sensor 82. Through such control, the hydraulic pressure of the brake fluid in the wheel cylinder 25 is reduced, and the friction element of the first friction application device 21 moves away from the disc rotor 3a. That is, in the first mechanism 20, when the slip control action is executed, the friction force applied to the front wheel 3 by the first friction application device 21 is varied by means of the control of the filling valve 32, the venting valve 33 and the motor 36 by the first control unit 61.

[0052] When the slippage control action is executed, in a state where it is necessary to reduce the frictional force applied to the rear wheel 4, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the friction element motion sensor 93. The second control unit 62 increases the output of the actuator 41, thereby causing the spindle 52 to return and the friction element 51 of the second friction application device 50 to separate from the disc rotor 4a. That is, in the second mechanism 40, when the slippage control action is executed, the frictional force applied to the rear wheel 4 by the second friction application device 50 is varied by controlling the output of the actuator 41 by the second control unit 62.

[0053] The braking system 10 can also be a structure that reduces or increases the friction force applied to the front wheel 3 during the execution of the slip control action. That is, as... Figure 6As shown, a booster fluid passage 24e, serving as an internal flow path, can also be formed in the base 31 of the hydraulic adjustment unit 30. One end of the booster fluid passage 24e is connected to the main cylinder 22 side of the confluence section of the main fluid passage 24c and the downstream end of the auxiliary fluid passage 24d, and the other end is connected between the actuator 34 and the pump 35 in the auxiliary fluid passage 24d. A switching valve 38 is provided between the confluence section of the main fluid passage 24c and the downstream end of the auxiliary fluid passage 24d, and a booster valve 39 is provided in the booster fluid passage 24e. The switching valve 38 is, for example, a solenoid valve that switches the flow of brake fluid at its setting point from open to closed when it changes from a non-energized state to an energized state. The booster valve 39 is, for example, a solenoid valve that switches the flow of brake fluid toward the pump 35 from closed to open when it changes from a non-energized state to an energized state.

[0054] When the slip control action is executed, if it is necessary to apply friction to the front wheel 3 or increase the friction already applied, the first control unit 61 controls the filling valve 32 and the venting valve 33 to be de-energized, while controlling the switching valve 38 and the boosting valve 39 to be energized. Furthermore, the motor 36 is driven with a drive amount corresponding to the output signal of the brake hydraulic pressure sensor 82. Through this control, the hydraulic pressure of the brake fluid in the wheel cylinder 25 increases, and the friction element of the first friction application device 21 is pressed against the disc rotor 3a. That is, in the first mechanism 20, when the slip control action is executed, the friction force applied to the front wheel 3 by the first friction application device 21 is varied by the control of the filling valve 32, the venting valve 33, the switching valve 38, the boosting valve 39, and the motor 36 by the first control unit 61.

[0055] The braking system 10 can also be configured to reduce or increase the friction force applied to the rear wheel 4 during the execution of the slip control action. During the execution of the slip control action, when it is necessary to apply friction force to the rear wheel 4 or increase the applied friction force, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the friction element motion sensor 93. The second control unit 62 reduces the output of the actuator 41, thereby pushing out the spindle 52, and pressing the friction element 51 of the second friction application device 50 against the disc rotor 4a. That is, in the second mechanism 40, during the execution of the slip control action, the friction force applied to the rear wheel 4 by the second friction application device 50 is varied by controlling the output of the actuator 41 by the second control unit 62.

[0056] <Braking System Effects>

[0057] The effects of the braking system described in the implementation method will be explained.

[0058] In the braking system 10, the mechanism (second mechanism 40) includes: a friction application device (second friction application device 50) that brakes the wheel (rear wheel 4) of the riding vehicle 100 with a frictional force corresponding to the movement of the operating member (second operating member 12); an operating member motion sensor (second operating member motion sensor 92) that detects the movement of the operating member (second operating member 12); and an actuator 41 that is unitized together with the friction application device (second friction application 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 operating member motion sensor (second operating member motion sensor 92) to change the frictional force applied to the wheel (rear wheel 4) by the friction application device (second friction application device 50). Moreover, when the actuator 41 is not energized, the frictional force is applied to the wheel (rear wheel 4) by the friction application device (second friction application device 50). Therefore, even if the actuator 41 stops being energized due to some condition, friction can still be applied to the wheel (rear wheel 4), which can improve the compatibility of the braking system 10 with the riding vehicle 100 while taking safety into consideration.

[0059] Preferably, when the actuator 41 is energized, the frictional force applied to the wheel (rear wheel 4) by the friction application device (second friction application device 50) decreases as the output of the actuator 41 increases. With this configuration, it is possible to easily improve the adaptability of the braking system 10 to the riding vehicle 100 while taking safety into consideration.

[0060] Preferably, when the control unit (second control unit 62) performs a slip control operation to control the slippage of the wheel (rear wheel 4), it controls the output of the actuator 41 to change the friction force applied to the wheel (rear wheel 4) by the friction application device (second friction application device 50). With this configuration, safety can be improved while maintaining the fit of the braking system 10 to the riding vehicle 100.

[0061] Preferably, the wheel braked by the friction application device (second friction application device 50) is the rear wheel 4 of the riding vehicle 100. With this configuration, even if a large braking force is suddenly applied due to a power outage caused by some condition, the rear wheel 4 will be braked more safely, thus improving safety.

[0062] The embodiments of the present invention are not limited to the above description. That is, the present invention includes modifications to the embodiments described above. Furthermore, the present invention includes embodiments that implement only a portion of the embodiments described above, or combinations thereof.

[0063] For example, the above describes a situation where slippage control can be performed in both the first mechanism section 20 and the second mechanism section 40, but it is also possible that slippage control cannot be performed in at least one of the first mechanism section 20 and the second mechanism section 40. That is, the hydraulic adjustment unit 30 may be omitted in the first mechanism section 20.

[0064] Explanation of reference numerals in the attached figures

[0065] 1. Body; 2. Handlebars; 3. Front wheel; 4. Rear wheel; 10. Braking system; 11. First operating element; 12. Second operating element; 20. First mechanism; 21. First friction application device; 22. Master cylinder; 23. Storage tank; 24. Hydraulic circuit; 25. Wheel cylinder; 30. Hydraulic adjustment unit; 31. Base; 32. Filling valve; 33. Drain valve; 34. Storage tank; 35. Pump; 36. Motor; 37. Housing; 38. Switching valve; 39. Pressure boosting valve; 40. Second mechanism; 41. Actuator; 50. Second friction application device; 51. Friction element; 52. Spindle; 60. Control device; 61. First control unit; 62. Second control unit; 81. Front wheel speed sensor; 82. Brake hydraulic sensor; 91. Rear wheel speed sensor; 92. Second operating element motion sensor; 93. Friction element motion sensor; 100. Riding type vehicle.

Claims

1. A braking system (10) for a riding vehicle (100) having at least one operating element (12) operated by a rider, characterized in that, The mechanism (40) includes at least a friction application device (50), which brakes the wheels (4) of the aforementioned riding vehicle (100) with a friction force corresponding to the movement of the aforementioned operating member (12). The aforementioned mechanism (40) also includes: an operating member motion sensor (92) for detecting the aforementioned movement of the aforementioned operating member (12), and an actuator (41) that is unitized together with the aforementioned friction application device (50); It also includes a control unit (62), which controls the output of the actuator (41) based on the detection result of the aforementioned operating member motion sensor (92) during normal braking, so that the aforementioned friction force applied to the aforementioned wheel (4) by the aforementioned friction application device (50) changes. When the aforementioned actuator (41) is not energized, the aforementioned friction force is applied to the aforementioned wheel (4) by the aforementioned friction application device (50).

2. The braking system (10) as claimed in claim 1, characterized in that, When the aforementioned actuator (41) is energized, the aforementioned frictional force applied to the aforementioned wheel (4) by the aforementioned friction application device (50) decreases as the output of the actuator (41) increases.

3. The braking system (10) as described in claim 1 or 2, characterized in that, The aforementioned control unit (62) is modularized together with other control units (61) that change the friction force applied to other wheels (3) that are different from those applied to the aforementioned wheel (4).

4. The braking system (10) as described in claim 1 or 2, characterized in that, The aforementioned control unit (62) is modularized together with the aforementioned friction application device (50) and the aforementioned actuator (41).

5. The braking system (10) as described in claim 1 or 2, characterized in that, The aforementioned control unit (62) and the aforementioned motion sensor (92) are unitized together.

6. The braking system (10) as described in any one of claims 1 to 5, characterized in that, When the aforementioned control unit (62) performs a slip control operation to control the slippage of the aforementioned wheel (4), it controls the output of the aforementioned actuator (41) to change the aforementioned friction force applied to the aforementioned wheel (4) by the aforementioned friction application device (50).

7. The braking system (10) as claimed in claim 6, characterized in that, The aforementioned slip control actions include the execution of anti-lock braking control actions.

8. The braking system (10) as described in claim 6 or 7, characterized in that, The aforementioned slip control actions include actions to perform idling suppression control.

9. The braking system (10) as described in any one of claims 6 to 8, characterized in that, The aforementioned slip control actions include actions to perform lateral slip suppression control.

10. The braking system (10) as claimed in any one of claims 1 to 9, characterized in that, The aforementioned wheel that is braked by the aforementioned friction application device (50) is the rear wheel (4) of the aforementioned riding vehicle (100).

11. A riding vehicle (100), characterized in that, The braking system (10) is provided with any one of claims 1 to 10.

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