Riding vehicle ABS control system and riding vehicle

Abstract

The invention relates to a riding vehicle ABS (anti-lock brake system) control system and a riding vehicle, the riding vehicle ABS control system is matched with at least one wheel speed sensor for use, the riding vehicle ABS control system comprises a valve body part, and further comprises a valve cavity flow channel which is formed in the valve body part and comprises a first cavity, a second cavity and a middle through flow channel communicating the first cavity with the second cavity, the first cavity communicates with a second connector, and the second cavity communicates with a first connector. The differential piston piece is movably assembled in the first cavity so as to cut off the middle through flow channel when the oil pressure in the first cavity is higher than a preset oil pressure threshold value; the follow-up piston piece is at least provided with a second piston body and a power adjusting mechanism, one part of the second piston body is movably assembled in the second cavity, and the power adjusting mechanism drives the second piston body to move in the second cavity so as to circularly adjust the oil pressure in the second cavity. Direct compatibility of a traditional hydraulic braking system and an anti-lock function assembly is achieved, the complexity and manufacturing cost of the system are effectively reduced, and the hydraulic braking system is particularly suitable for middle-low-speed riding vehicles sensitive to space and cost such as bicycles and electric bicycles.

Description

Technical Field

[0001] The present invention relates to the technical field of anti-lock braking, and in particular to an ABS control system for a riding vehicle and the riding vehicle. Background Art

[0002] When a cyclist encounters an emergency, they may need to apply the brakes. However, braking too quickly can lock the wheels, significantly increasing the stopping distance and potentially causing the vehicle to lose control and fall. To prevent wheel locking, ABS (anti-lock braking systems) have emerged to ensure smooth braking.

[0003] The structure of ABS on the current market generally has wheel speed sensors installed on the front / rear wheels of the riding vehicle. The wheel speed sensors quickly transmit the dynamic information of each wheel during braking to the central control unit of the riding vehicle for processing. The hydraulic actuator then dynamically adjusts the braking force, and the anti-lock braking operation is achieved through a repeated process of locking-releasing-locking-releasing.

[0004] However, most of the anti-lock braking systems described above are complex and expensive to manufacture. This means ABS systems are currently only widely used on high-speed motorcycles. For low- and medium-speed vehicles like bicycles and electric bicycles, existing ABS systems are not only expensive and difficult to popularize, but their complex structure also reduces reliability. This is especially true in riding environments with frequent starts and stops, where operational delays make it difficult to meet the dual requirements of rapid response and stable operation. Furthermore, existing ABS systems often require separate hydraulic and electronic control units, which not only increases the size and weight of the ABS system but also makes it more difficult to maintain. To address this issue, we propose an ABS control system for a riding vehicle and a riding vehicle. Summary of the Invention

[0005] The present application provides an ABS control system for a cycling vehicle and a cycling vehicle, so as to at least solve the problem that most of the anti-lock braking systems in the prior art have complex structures and high manufacturing costs, are difficult to promote and use in medium and low-speed cycling vehicles such as bicycles and electric bicycles, and have low reliability, making it difficult to meet the dual requirements of fast response and stable operation.

[0006] In a first aspect, the present application provides an ABS control system for a riding vehicle, which is used in conjunction with at least one wheel speed sensor, and includes a valve body and:

[0007] A valve cavity flow channel is provided inside the valve body, and includes a first chamber, a second chamber, and a central flow channel connecting the first chamber and the second chamber, wherein the first chamber is connected to the second port, and the second chamber is connected to the first port;

[0008] a differential piston member movably mounted in the first chamber to cut off the central flow passage when the oil pressure in the first chamber is higher than a preset oil pressure threshold;

[0009] The follower piston member has at least a second piston body that is movably assembled in the second chamber and a power adjustment mechanism. The power adjustment mechanism drives the second piston body to move in the second chamber to cyclically adjust the oil pressure in the second chamber based on the wheel locking signal / rotation signal of the vehicle sensor.

[0010] Optionally, the differential piston member includes:

[0011] A first piston body is movably assembled in the first chamber, and has an axially extending accommodating chamber and an oil sealing conical surface formed on the outer periphery of the end portion thereof at its second end, and an oil inlet hole communicating with the accommodating chamber at its first end;

[0012] An oil seal slope is formed on a radial inner wall of the first chamber corresponding to the central flow channel and cooperates with the oil seal conical surface to form a first annular flow channel connecting the accommodating chamber and the central flow channel;

[0013] a first elastic member, part of which is disposed in the accommodating cavity, and two ends of which respectively abut against the inner wall of the accommodating cavity and the second end of the first cavity;

[0014] a stepped boss portion, which is disposed at the first end of the first chamber and has an oil filling hole connected to the oil inlet hole;

[0015] An annular groove is provided on the radial inner wall of the first chamber corresponding to the stepped boss portion and cooperates with the stepped boss portion to form a second annular flow channel communicating with the oil injection hole and the second interface.

[0016] Optionally, the second end of the first chamber passes through the outside of the valve body, and an adjusting plug is threadedly assembled on the second end thereof to abut against the free end of the first elastic member.

[0017] Optionally, the second piston body includes:

[0018] a piston segment movably mounted in the second chamber;

[0019] an extension section connected to the piston section and located outside the second chamber;

[0020] A lifting wheel, which is rotatably assembled on the extension section via a rotating shaft;

[0021] The second elastic member is disposed in the second chamber and has two ends respectively abutting against the free end of the piston segment and the second end of the second chamber.

[0022] Optionally, the power adjustment mechanism includes:

[0023] A servo, which is fixed to the valve body by a plurality of screws, and a drive shaft is fixed to its output end;

[0024] A cam is fixed on the driving shaft, and a radial outer wall of the cam abuts against a radial outer wall of the lifting wheel to drive the piston segment to move in the second chamber.

[0025] Optionally, rolling bearings are provided at both ends of the drive shaft corresponding to the cam.

[0026] Optionally, a baffle abutting against the end of the drive shaft is detachably mounted on one end of the valve body away from the steering gear via a plurality of bolts.

[0027] Optionally, the valve body member includes a first valve body and a second valve body, and the first valve body and the second valve body are fixedly assembled by bolts.

[0028] In a second aspect, the present application provides a riding vehicle, comprising the riding vehicle ABS control system described in the first aspect, and:

[0029] An oil pressure upper pump, which is mounted on the handlebar of the riding vehicle and is connected to the second interface through a first oil pipe;

[0030] The brake lower pump is assembled at the front / rear wheel of the cycling vehicle frame and is arranged in conjunction with the disc, and the brake lower pump is connected to the first interface through a second oil pipe.

[0031] Compared with related technologies, the ABS control system for a riding vehicle and the riding vehicle provided by this application have at least the following technical effects:

[0032] Through the combined structure of the differential piston and the follower piston, direct compatibility between the traditional hydraulic brake system and the anti-lock braking function components is achieved. The coordinated action of the two replaces the high-frequency switching operation of the solenoid valve in the traditional ABS control system, reduces the operation delay, improves the system reliability, realizes the mechanical autonomous adjustment of the ABS of the riding vehicle, and effectively reduces the system complexity and manufacturing cost, and is suitable for the braking mechanism of riding vehicles of different specifications; it is especially suitable for bicycles and electric bicycles and other medium and low-speed riding vehicles that are sensitive to space and cost, and optimizes and solves the problem that complex ABS control systems are difficult to popularize.

[0033] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0035] Figure 1 FIG1 is a schematic diagram of the three-dimensional structure of an ABS control system for a riding vehicle according to an exemplary embodiment.

[0036] Figure 2 FIG. 1 is a front view of an ABS control system for a riding vehicle according to an exemplary embodiment.

[0037] Figure 3 yes Figure 2 AA structural cross-sectional view.

[0038] Figure 4 FIG. 1 is a side view of an ABS control system for a riding vehicle according to an exemplary embodiment.

[0039] Figure 5 yes Figure 4 Cross-sectional view of the BB structure.

[0040] Figure 6 yes Figure 4 Cross-sectional view of CC structure.

[0041] Description of reference numerals: valve body 10; first valve body 101; second valve body 102;

[0042] Valve cavity flow channel 20; first chamber 201; middle flow channel 202; second chamber 203; first interface 204; second interface 205;

[0043] Oil pipe joint 30;

[0044] Differential piston member 40; first piston body 401; accommodating chamber 402; oil inlet hole 4021; stepped boss portion 403; oil filling hole 404; annular groove 405; first elastic member 406; adjusting plug 407; oil seal conical surface 408; oil seal slope surface 409;

[0045] Follower piston 50 ; second piston body 501 ; extension section 5011 ; piston section 5012 ; rotating shaft 5013 ; lifting wheel 5014 ; cam 502 ; drive shaft 503 ; rolling bearing 504 ; steering gear 505 ; baffle 506 ; second elastic member 507 . DETAILED DESCRIPTION

[0046] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0047] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0048] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0049] In related technologies, the structure of ABS is generally to install wheel speed sensors on the front / rear wheels of the riding vehicle. The wheel speed sensors quickly transmit the dynamic information of each wheel during braking to the central control unit of the riding vehicle for processing. The hydraulic actuator then dynamically adjusts the braking force, and the anti-lock braking operation is achieved through a repeated process of locking-releasing-locking-releasing.

[0050] However, most of the aforementioned anti-lock braking systems are complex and expensive to manufacture. Consequently, ABS systems are currently only widely used on high-speed motorcycles. For low- and medium-speed vehicles like bicycles and electric bicycles, existing ABS systems are not only expensive and difficult to popularize, but their complex structures also reduce reliability. This is especially true in riding environments with frequent starts and stops, where they struggle to meet the dual requirements of fast response and stable operation. Furthermore, existing ABS systems often require separate hydraulic and electronic control units, which not only increases the size and weight of the ABS system but also makes it more difficult to maintain.

[0051] Based on the above situation, an embodiment of the present invention provides an ABS control system for a riding vehicle and a riding vehicle, which are described in detail below with reference to specific embodiments and drawings.

[0052] Example 1

[0053] An embodiment of the present invention provides an ABS control system for a riding vehicle. Figure 1 FIG1 is a schematic diagram of the three-dimensional structure of an ABS control system for a riding vehicle according to an exemplary embodiment. Figure 2 FIG. 1 is a front view of an ABS control system for a riding vehicle according to an exemplary embodiment. Figure 3 yes Figure 2 AA structure cross-sectional view. Figures 1-3 As shown, the ABS control system of the riding vehicle is used in conjunction with at least one wheel speed sensor and includes a valve body part 10. In this embodiment, the valve body part 10 includes a first valve body 101 and a second valve body 102, and the first valve body 101 and the second valve body 102 are fixedly assembled by bolts. Specifically, the first valve body 101 and the second valve body 102 are fixedly connected by applying axial pressure at the joint surface by bolts. The split structure can meet the demand for separate processing and forming of each part of the valve cavity flow channel 20 inside the valve body part 10, avoiding the problem of multi-axis linkage processing of the complex flow channel inside the integral valve body, reducing the processing difficulty of a single component, and when it is necessary to maintain the internal piston part, it is only necessary to remove the bolts to separate the two valve bodies without destroying the overall structure of the valve body.

[0054] The ABS control system of the riding vehicle also includes:

[0055] The valve chamber flow channel 20 is provided within the valve body 10 and includes a first chamber 201, a second chamber 203, and a central flow channel 202 connecting the first chamber 201 and the second chamber 203. The valve chamber flow channel 20 has a generally U-shaped structure, which is more compact. The first chamber 201 is connected to a second port 205, which is connected to the upper hydraulic pump via a first oil pipe. The second chamber 203 is connected to a first port 204, which is connected to the lower brake pump via a second oil pipe.

[0056] The differential piston member 40 is movably assembled in the first chamber 201 to cut off the intermediate flow passage 202 when the oil pressure in the first chamber 201 exceeds a preset oil pressure threshold;

[0057] The follower piston member 50 has at least a portion of a second piston body 501 movably assembled in the second chamber 203 and a power adjustment mechanism. The power adjustment mechanism drives the second piston body 501 to move in the second chamber 203 based on the wheel locking signal / rotation signal of the vehicle sensor to cyclically adjust the oil pressure in the second chamber 203.

[0058] In this embodiment, refer to the attached Figures 1-3The ABS control system of the riding vehicle is provided with two independent ABS control systems on the valve body 10, respectively corresponding to the front and rear wheels of the riding vehicle, and the two independent ABS control systems are used in correspondence with two wheel speed sensors respectively provided at the front and rear wheels of the riding vehicle;

[0059] In this embodiment, the pressure input from the hydraulic upper pump via the second port 205 is Pa, the pre-adjusted spring force of the first elastic member 406 is F, and the differential piston area difference is S. Under normal conditions, Pa<F / S. During normal braking, the rider gently presses the hydraulic upper pump, and the brake oil enters the first chamber 201 through the second port 205. At this time, the oil pressure is insufficient for the differential piston member 40 to overcome the elastic force of the first elastic member 406 and close the first annular flow channel and the central flow channel 202. In other words, Pa<F / S is maintained. The oil flows through the first annular flow channel, the central flow channel 202, the second chamber 203, and is output to the first port 204, keeping the brake oil circuit unobstructed.

[0060] During emergency braking, the rider rapidly presses the oil pressure upper pump, and the instantaneous oil pressure exceeds the preset oil pressure threshold, pressing the differential piston member 40 to overcome the elastic force of the first elastic member 406, that is, Pa>F / S, and the oil seal cone surface 408 abuts the oil seal slope surface 409 to close the first annular flow channel and the middle flow channel 202, thereby cutting off the oil path between the first chamber 201 and the second chamber 203 to prevent the pressure from continuing to be transmitted; at the same time, after the wheel speed sensor detects the change in wheel speed, the power adjustment mechanism drives the second piston body 501 to reciprocate in the second chamber 203, thereby changing the effective oil volume of the second chamber 203 through the displacement of the second piston body 501, forming pressure fluctuations with the connected brake lower pump through the first interface 204, and realizing periodic adjustment of the braking torque.

[0061] In this embodiment, the coordinated work of the differential piston member 40 and the follower piston member 50 forms a double guarantee, which not only prevents oil pressure overload through mechanical structure, but also maintains optimal braking force through active adjustment. At the same time, the dual-piston coordinated control mechanism improves system reliability by reducing the number of electronic components while ensuring braking safety, thereby reducing the structural complexity of the ABS system; the use of mechanical pressure blocking to replace part of the functions of the electronic control unit of the existing ABS system significantly reduces manufacturing costs.

[0062] Furthermore, the valve cavity flow channel 20 in the present application is overall U-shaped and is designed to be more compact, which can further reduce the volume of the ABS system and is more suitable for installation on bicycles and electric bicycles with limited space.

[0063] Figure 4 FIG. 1 is a side view of an ABS control system for a riding vehicle according to an exemplary embodiment. Figure 5 yes Figure 4 In this embodiment, as shown in FIG. Figures 1-5As shown, the differential piston member 40 includes:

[0064] The first piston body 401 is movably assembled in the first chamber 201. An axially extending accommodating cavity 402 and an oil sealing conical surface 408 formed on the outer periphery of the end are defined at the second end thereof. An oil inlet hole 4021 communicating with the accommodating cavity 402 is also defined at the first end thereof.

[0065] The oil seal slope 409 is formed on the radial inner wall of the first chamber 201 corresponding to the central flow channel 202 and cooperates with the oil seal conical surface 408 to form a first annular flow channel connecting the accommodating chamber 402 and the central flow channel 202;

[0066] A first elastic member 406 is partially disposed within the accommodating chamber 402, with its two ends respectively abutting the inner wall of the accommodating chamber 402 and the second end of the first chamber 201. In this embodiment, the first elastic member 406 is a compression spring, specifically made of stainless steel. The pre-adjusted spring force F can be selected to correspond to a preset oil pressure threshold after a limited number of tests.

[0067] The stepped boss portion 403 is disposed at the first end of the first chamber 201 and has an oil injection hole 404 communicating with the oil inlet hole 4021;

[0068] An annular groove 405 is opened on the radial inner wall of the stepped boss portion 403 corresponding to the first chamber 201 and cooperates with the stepped boss portion 403 to form a second annular flow channel connecting the oil filling hole 404 and the second interface 205; in this embodiment, in this embodiment, the stepped boss portion 403 has two layers with successively decreasing diameters, and the second layer with a smaller diameter abuts the first end of the first piston body 401, and the second layer of the stepped boss portion 403 is also connected to the second annular flow channel to maintain the oil contacting the first end of the first piston body 401.

[0069] Furthermore, in this embodiment, the valve chamber flow channel 20 can be formed by precision machining, the first chamber 201 can be configured as a stepped cavity to accommodate the two-stage movement of the differential piston member 40, and cooperate with the differential piston member 40 to form two annular flow channels, and the second chamber 203 can be designed as a cylindrical cavity to accommodate the follower piston member 50.

[0070] In the technical solution of the above embodiment, when the brake oil pressure does not exceed the preset oil pressure threshold, the first elastic member 406 remains in an uncompressed state, and the first annular flow channel formed between the oil seal cone surface 408 and the oil seal slope surface 409 is unobstructed. The oil enters the accommodating chamber 402 through the oil filling hole 404-the second annular flow channel in sequence, and then passes through the first annular flow channel-the middle flow channel 202-the second chamber 203, and is finally output to the first interface 204; when the brake oil pressure exceeds the preset oil pressure threshold, the first piston body 401 overcomes the resistance of the first elastic member 406 and moves axially, and the oil seal cone surface 408 and the oil seal slope surface 409 are in a closed state. Full contact closes the first annular flow channel and cuts off the middle flow channel 202, preventing the oil pressure in the second chamber 203 from continuing to increase; and when the pressure drops, the first elastic member 406 pushes the first piston body 401 to reset, restoring the flow channel connection; the present application integrates pressure detection and flow channel switching functions through a mechanical differential piston member 40, replacing the solenoid valve and its control system in the traditional ABS system, reducing the number of system components and effectively reducing costs. It can also avoid the problem that the solenoid valve is susceptible to environmental interference, meet the braking needs of non-motorized vehicles, and have higher reliability on low-speed vehicles such as bicycles.

[0071] Furthermore, in this embodiment, the coordinated design of the stepped boss portion 403 and the annular groove 405 allows the oil to flow along an annular path, thereby preventing the straight oil passage from interfering with the movement of the first piston body 401 .

[0072] Optionally, the second end of the first chamber 201 extends through the exterior of the valve body 10, and an adjusting plug 407 is threadedly mounted on the second end thereof, abutting against the free end of the first elastic member 406. In this embodiment, a sealing ring is provided on the adjusting plug 407 to prevent oil leakage. Specifically, in this embodiment, the first chamber 201 can be realized by an axial drilling process, which provides installation space and an operating channel for the adjusting plug 407.

[0073] In the technical solution of the above embodiment, when the adjustment plug 407 is screwed in along the axial direction of the thread, it compresses the first elastic member 406, increasing its preload force. This increases the oil pressure required to actuate the differential piston member 40. Conversely, when the adjustment plug 407 is screwed out, the preload force decreases, lowering the oil pressure threshold required to trigger the actuation. This adjustment process does not require disassembly of the valve body 10; simply by rotating the adjustment plug 407, the preload force of the first elastic member 406 can be continuously adjusted, thereby precisely controlling the preset oil pressure threshold of the ABS system.

[0074] Figure 6 yes Figure 4 In this embodiment, as shown in FIG. Figures 1-6 As shown, the second piston body 501 includes:

[0075] The piston section 5012 is movably assembled in the second chamber 203;

[0076] The extension section 5011 is connected to the piston section 5012 and is located outside the second chamber 203;

[0077] The lifting wheel 5014 is rotatably mounted on the extension section 5011 via the rotating shaft 5013;

[0078] The second elastic member 507 is arranged in the second chamber 203 and its two ends respectively abut the free end of the piston section 5012 and the second end of the second chamber 203. In this embodiment, the second elastic member 507 is a compression spring, and the dual functions of reset and buffering are achieved through the second elastic member 507.

[0079] The power adjustment mechanism includes:

[0080] The servo 505 is fixed to the valve body 10 by a number of screws, and a drive shaft 503 is fixed to its output end. In this embodiment, the servo 505 refers to an actuator that controls the rotation angle by an electrical signal. Specifically, it can be implemented by a micro DC reduction motor combined with an angle sensor to convert the electrical control signal into mechanical rotation.

[0081] The cam 502 is fixed on the driving shaft 503 , and its radial outer wall abuts against the radial outer wall of the lifting wheel 5014 to drive the piston section 5012 to move in the second chamber 203 .

[0082] In the technical solution of the above embodiment, when the servo 505 drives the cam 502 to rotate, the change in its profile curvature pushes the lifting wheel 5014 to generate axial displacement, and the lifting wheel 5014 drives the piston segment 5012 to reciprocate in the second chamber 203, thereby changing the actual volume in the second chamber 203 and realizing oil pressure regulation; specifically, the protrusion driven by the radial outer wall of the cam 502 pushes the lifting wheel 5014 and the extension segment 5011 to generate axial displacement, thereby driving the piston segment 5012 to advance in the second chamber 203, and at the same time, when the piston segment 5012 moves toward the chamber end of the second chamber 203, it compresses the second elastic member 507. At this time, the actual volume in the second chamber 203 decreases, resulting in an increase in oil pressure; when the cam 502 rotates to the recessed portion, the second elastic member 507 pushes the piston segment 5012 to retreat and reset, and the actual volume in the second chamber 203 increases, thereby reducing the oil pressure.

[0083] In this embodiment, the separate design of the power adjustment mechanism and the second piston body 501 enables the power adjustment mechanism and the oil pressure adjustment mechanism to form independent modules. The lifting wheel 5014 supported by the rotating shaft 5013 converts the rotational driving force into linear displacement. Its transmission efficiency is significantly improved compared with the efficiency of traditional hydraulic valves, and the hydraulic control module and the multi-stage signal processing unit are eliminated, thereby reducing the use of electronic components, effectively simplifying the ABS system structure, and improving the working reliability of the ABS system in the riding environment, while reducing the manufacturing cost.

[0084] At the same time, compared with existing technologies, traditional ABS systems typically use an integral piston with a solenoid valve to control the oil circuit. This requires precision machining of the piston surface and the valve body mating surface, with high machining accuracy requirements (basically requiring 0.01 mm). This solution separates the power transmission and oil pressure regulation functions through the combined structure of the extension section and the lifting wheel. The piston section only needs to ensure a seal with the chamber, reducing the machining accuracy requirement to 0.1 mm. At the same time, the separated layout of the moving parts also avoids fatigue failure caused by combined stress, extending the service life.

[0085] In this embodiment, continue to refer to the attached Figure 6 , rolling bearings 504 are also provided at both ends of the drive shaft 503 corresponding to the cam 502, that is, the rolling bearings 504 are arranged to wrap the journal positions at both ends of the drive shaft 503. When the servo 505 drives the drive shaft 503 to swing at high frequency, the inner ring of the rolling bearing 504 rotates with the drive shaft 503 while the outer ring of the bearing remains stationary. The rolling body rolls between the inner and outer ring raceways, reducing the friction coefficient between the drive shaft 503 and the valve body 10, thereby effectively reducing the mechanical energy loss during the swinging process of the drive shaft 503 and avoiding the transmission hysteresis caused by friction.

[0086] In this embodiment, continue to refer to the attached Figure 3 The end of the valve body 10 away from the servo 505 is detachably mounted with a baffle 506 that abuts the end of the drive shaft 503 through a plurality of bolts. In this embodiment, the baffle 506 limits the axial movement of the drive shaft 503. After removing the bolts, the baffle 506 can be removed separately to expose the end of the drive shaft 503, thereby facilitating lubrication or replacement of the rolling bearing 504.

[0087] Optionally, the valve body 10 includes a first valve body 101 and a second valve body 102 , and the first valve body 101 and the second valve body 102 are fixedly assembled by bolts.

[0088] In summary, the ABS control system for a cycling vehicle provided by the embodiment of the present invention achieves direct compatibility between the traditional hydraulic brake system and the anti-lock braking function component through the combined structure of the differential piston member 40 and the follower piston member 50. The coordinated action of the two replaces the high-frequency switching operation of the solenoid valve in the traditional ABS control system, reduces the operation delay, improves the system reliability, realizes the mechanical autonomous adjustment of the ABS of the cycling vehicle, and effectively reduces the system complexity and manufacturing cost. It is adaptable to the braking mechanisms of cycling vehicles of different specifications, and is particularly suitable for medium and low-speed cycling vehicles such as bicycles and electric bicycles that are sensitive to space and cost, and optimizes and solves the problem that complex ABS control systems are difficult to popularize.

[0089] Example 2

[0090] Embodiment 2 of the present invention provides a riding vehicle, comprising the riding vehicle ABS control system of embodiment 1 above, and:

[0091] An oil pressure upper pump, which is mounted on the handlebar of the riding vehicle and is connected to the second interface 205 through a first oil pipe;

[0092] The brake lower pump is mounted on the front / rear wheel of the bicycle frame and is arranged in conjunction with the disc, and the brake lower pump is connected to the first interface 204 through the second oil pipe.

[0093] In this embodiment, the oil pressure upper pump refers to the hydraulic power source installed at the handlebar position of the riding vehicle, which can be implemented by a plunger hydraulic pump. The brake oil pressure is generated by hand operation. Its function is to convert the mechanical force applied by the rider's hand into a hydraulic signal and transmit it to the ABS system; the brake lower pump refers to the actuator installed at the front / rear wheel and arranged in conjunction with the disc, which can be implemented by a caliper hydraulic brake. Its function is to convert the hydraulic signal into a mechanical clamping force to control the disc brake; It can be understood that in this embodiment, Figures 1-6 The ABS control system of the riding vehicle in the embodiment is a valve body 10 with two independent ABS control systems built in, corresponding to two wheel speed sensors respectively arranged at the front wheel and rear wheel of the riding vehicle. The ABS control system corresponding to the front wheel or rear wheel of the riding vehicle can also be directly assembled.

[0094] For other structures not described, refer to Example 1.

[0095] In summary, the ABS control system for a cycling vehicle and the cycling vehicle provided in the embodiments of the present invention achieve direct compatibility between the traditional hydraulic brake system and the anti-lock braking function component through the combined structure of the differential piston member 40 and the follower piston member 50. The coordinated action of the two replaces the high-frequency switching operation of the solenoid valve in the traditional ABS control system, reduces the operation delay, improves the system reliability, realizes the mechanical autonomous adjustment of the ABS of the cycling vehicle, and effectively reduces the system complexity and manufacturing cost. It is adaptable to the braking mechanisms of cycling vehicles of different specifications, and is particularly suitable for medium and low-speed cycling vehicles such as bicycles and electric bicycles that are sensitive to space and cost, and optimizes and solves the problem that complex ABS control systems are difficult to popularize.

[0096] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0097] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A riding vehicle ABS control system, used in conjunction with at least one wheel speed sensor, comprising a valve body, characterized in that: Also included are: A valve cavity flow channel is provided inside the valve body, and includes a first chamber, a second chamber, and a central flow channel connecting the first chamber and the second chamber, wherein the first chamber is connected to the second port, and the second chamber is connected to the first port; a differential piston member movably mounted in the first chamber to cut off the central flow passage when the oil pressure in the first chamber is higher than a preset oil pressure threshold; The follower piston member has at least a second piston body that is movably assembled in the second chamber and a power regulating mechanism. The power regulating mechanism drives the second piston body to move in the second chamber to cyclically regulate the oil pressure in the second chamber.

2. The riding vehicle ABS control system according to claim 1, characterized in that: The differential piston member includes: A first piston body is movably assembled in the first chamber, and has an axially extending accommodating chamber and an oil sealing conical surface formed on the outer periphery of the end portion thereof at its second end, and an oil inlet hole communicating with the accommodating chamber at its first end; An oil seal slope is formed on a radial inner wall of the first chamber corresponding to the central flow channel and cooperates with the oil seal conical surface to form a first annular flow channel connecting the accommodating chamber and the central flow channel; a first elastic member, part of which is disposed in the accommodating cavity, and two ends of which respectively abut against the inner wall of the accommodating cavity and the second end of the first cavity; a stepped boss portion, which is disposed at the first end of the first chamber and has an oil filling hole connected to the oil inlet hole; An annular groove is provided on the radial inner wall of the first chamber corresponding to the stepped boss portion and cooperates with the stepped boss portion to form a second annular flow channel communicating with the oil injection hole and the second interface.

3. The riding vehicle ABS control system according to claim 2, characterized in that: The second end of the first chamber passes through the outside of the valve body, and is threadedly assembled with an adjusting plug that abuts against the free end of the first elastic member.

4. The riding vehicle ABS control system according to claim 1, wherein: The second piston body includes: a piston segment movably mounted in the second chamber; an extension section connected to the piston section and located outside the second chamber; A lifting wheel, which is rotatably assembled on the extension section via a rotating shaft; The second elastic member is disposed in the second chamber and has two ends respectively abutting against the free end of the piston segment and the second end of the second chamber.

5. The riding vehicle ABS control system according to claim 4, characterized in that: The power adjustment mechanism includes: A servo, which is fixed to the valve body by a plurality of screws, and a drive shaft is fixed to its output end; A cam is fixed on the driving shaft, and a radial outer wall of the cam abuts against a radial outer wall of the lifting wheel to drive the piston segment to move in the second chamber.

6. The riding vehicle ABS control system according to claim 5, characterized in that: Rolling bearings are sleeved on both ends of the drive shaft corresponding to the cam.

7. The riding vehicle ABS control system according to claim 5, characterized in that: A baffle abutting against the end of the drive shaft is detachably mounted on one end of the valve body away from the steering gear.

8. The riding vehicle ABS control system according to claim 1, wherein: The valve body component includes a first valve body and a second valve body, and the first valve body and the second valve body are fixedly assembled by bolt components.

9. A riding vehicle, characterized in that: The ABS control system for a riding vehicle comprises the ABS control system according to any one of claims 1 to 8, and An oil pressure upper pump, which is mounted on the handlebar of the riding vehicle and is connected to the second interface through a first oil pipe; The brake lower pump is assembled at the front / rear wheel of the cycling vehicle frame and is arranged in conjunction with the disc, and the brake lower pump is connected to the first interface through a second oil pipe.

Images