A control system and an anti-lock braking device

Abstract

This utility model relates to the field of braking device technology, and more specifically, to a control system and anti-lock braking device, including a drive component, a brake lever sensor, and a controller. The drive component drives the volume adjustment unit, the brake lever sensor detects the state of the brake lever, and the controller provides signal connection between the brake lever sensor and the drive component. When the drive component is in operation, if the brake lever sensor detects that the brake lever has been released, the controller controls the drive component to execute reset and stop commands in sequence. This ensures that when braking is in progress and the volume adjustment unit is running, if the driver suddenly releases the brake lever, the brake lever piston resets to the front of the oil replenishment channel. Due to the rapid reset and stop of the volume adjustment unit, the brake fluid in the brake fluid line is reduced from being forced into the oil reservoir, thus avoiding a short-term shortage of brake fluid in the brake fluid line and effectively ensuring braking force when braking again in a short time.

Description

Technical Field

[0001] This utility model relates to the field of braking device technology, and in particular to a control system and an anti-lock braking device. Background Technology

[0002] For vehicles that use a brake lever for braking, the braking device includes a brake lever, a brake disc, and brake fluid lines connecting the two. When the driver squeezes the brake lever, the brake lever pushes the piston to squeeze the brake fluid, which increases the oil pressure in the brake fluid lines, thereby forcing the brake disc to brake the wheels.

[0003] To prevent wheel lock-up during braking, a volume adjustment unit can be installed in the brake lines. When the wheels are close to locking up, the volume adjustment unit uses driving force to repeatedly expand and contract its volume, thereby repeatedly changing the oil pressure in the brake lines and ultimately preventing wheel lock-up through intermittent braking. Examples include the volume adjustment unit disclosed in patent CN114103896A, which describes an anti-lock braking device, vehicle, electric vehicle, and electric-assisted vehicle. Figure 1 The volume adjustment section shown above, both of which are used to achieve the anti-lock braking effect.

[0004] In addition, in existing technology, to address potential brake fluid leakage in the brake fluid lines, the brake fluid lines are connected to a reservoir via a replenishment channel. This reservoir automatically replenishes brake fluid as the amount of brake fluid in the lines decreases. During braking, the piston connected to the brake lever moves behind the replenishment channel to prevent brake fluid from being forced into the reservoir.

[0005] The aforementioned technologies can respectively provide anti-lock braking and automatic fluid replenishment effects to the braking system. However, combining the two technologies can lead to the following problem: when braking is in progress and the volume adjustment unit is running, if the driver suddenly releases the brake lever, as the piston connected to the brake lever returns to the front of the fluid replenishment channel, there is a risk that the brake fluid in the brake line may be forced into the reservoir due to the continued operation of the volume adjustment unit. This results in a short-term shortage of brake fluid in the brake line, ultimately reducing the braking force when braking again in a short period of time. Utility Model Content

[0006] In order to solve the problems existing in the prior art, this application provides a control system and an anti-lock braking device.

[0007] Firstly, this utility model provides a control system, which adopts the following technical solution:

[0008] A control system, comprising:

[0009] A driving component, the driving component being used to drive the volume adjustment unit;

[0010] Brake lever sensor, the brake lever sensor is used to detect the state of the brake lever;

[0011] The controller connects the brake lever sensor and the drive unit via a signal connection.

[0012] When the drive unit is in operation, if the brake lever sensor detects that the brake lever has been released, the controller controls the drive unit to execute reset and stop operation commands in sequence.

[0013] Preferably, the brake lever sensor is an angle sensor or a displacement sensor.

[0014] Preferably, the brake lever sensor is an angle sensor, and the controller is equipped with an angle threshold. If the angle sensor detects that the angle of the brake lever exceeds the angle threshold, the controller controls the drive unit to execute reset and stop operation commands in sequence.

[0015] Preferably, the driving component is a motor or a solenoid valve.

[0016] Preferably, the driving component is a motor, and the reset process of the motor is the process of its output shaft rotating to the initial position when the anti-lock braking command is not executed.

[0017] Preferably, it also includes a wheel speed sensor, which is used to detect the rotational speed of the wheel. The wheel speed sensor is connected to the drive unit via the controller. During braking, the controller opens and closes the drive unit based on the data from the wheel speed sensor.

[0018] Preferably, after acquiring the data from the wheel speed sensor, the controller calculates the wheel slip ratio based on the vehicle speed. If the slip ratio is higher than the slip threshold, the drive unit is activated.

[0019] Preferably, the controller has a higher priority in controlling the drive unit based on the data from the brake lever sensor than in controlling the drive unit based on the data from the wheel speed sensor.

[0020] Preferably, the signal connection method is one of electrical connection, Bluetooth connection and network connection.

[0021] Secondly, this utility model provides an anti-lock braking device, which adopts the following technical solution:

[0022] An anti-lock braking device employs the aforementioned control system.

[0023] The beneficial effects of this utility model are as follows:

[0024] When braking is in progress and the volume adjustment unit is operating, if the driver suddenly releases the brake lever, the brake lever piston returns to the front of the oil replenishment channel. As the volume adjustment unit quickly resets and stops, the risk of brake fluid in the brake line being forced into the reservoir is reduced, thus avoiding a short-term shortage of brake fluid in the brake line and effectively ensuring braking force when braking again in a short time. Attached Figure Description

[0025] Figure 1 This is a structural cross-sectional view of the volume adjustment section in the background art;

[0026] Figure 2 This is a schematic diagram of the control system modules in an embodiment of this application;

[0027] Figure 3 This is a simplified schematic diagram of the anti-lock braking device in the embodiments of this application.

[0028] Explanation of reference numerals in the attached diagram: 1. Brake lever; 11. Piston; 2. Oil reservoir; 3. Brake oil line; 4. Volume adjustment section; 41. Motor; 5. Brake disc. Detailed Implementation

[0029] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0030] Throughout this specification, references to "an embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of this application. Therefore, the phrases "in one embodiment" or "in some embodiments" appear in various places throughout the specification, and not all refer to the same embodiment. Furthermore, in one or more embodiments, particular features, structures, or characteristics may be combined in any suitable manner.

[0031] In the description of this utility model, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0032] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0033] In this embodiment, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment according to the specific circumstances.

[0034] The following will combine Figures 2-3 The present invention will be further described in conjunction with the embodiments.

[0035] This embodiment discloses a control system and an anti-lock braking device.

[0036] Reference Figure 2 The control system includes a drive unit, a brake lever sensor, and a controller. The drive unit is used to drive the volume adjustment unit 4, the brake lever sensor is used to detect the state of the brake lever 1, and the controller provides signal connection between the brake lever sensor and the drive unit.

[0037] Reference Figure 3 The anti-lock braking system includes a brake lever 1, a brake fluid line 3, a volume adjustment unit 4, a brake disc 5, and the aforementioned control system. The brake lever 1 and brake disc 5 are connected via the brake fluid line 3. The volume adjustment unit 4 is located within the brake fluid line 3. The brake fluid line 3 between the volume adjustment unit 4 and the brake lever 1 is connected to a reservoir 2 via a replenishment channel. The reservoir 2 automatically replenishes brake fluid into the brake fluid line 3. The brake lever 1 is connected to a piston 11, which repeatedly opens and closes the replenishment channel as braking occurs.

[0038] Reference Figure 2 and Figure 3The drive unit is located within the volume adjustment section 4, the brake lever sensor is mounted on the brake lever 1, and the controller is mounted on the vehicle frame. When the drive unit is in operation, if the brake lever sensor detects that the brake lever 1 has been released, the controller controls the drive unit to sequentially execute reset and stop commands. That is, when braking is in progress and the volume adjustment section 4 is running, if the driver suddenly releases the brake lever 1, the piston 11 of the brake lever 1 returns to the front of the oil replenishment channel. Due to the rapid reset and stop of the volume adjustment section 4, the brake fluid in the brake fluid line 3 is reduced from being forced into the oil reservoir 2, thus avoiding a short-term shortage of brake fluid in the brake fluid line 3 and effectively ensuring braking force when braking again in a short time.

[0039] The brake lever 1 includes a brake handle, a pivot, a clamp, a connecting rod, and a piston 11. The clamp is clamped onto the handlebars of the vehicle. The brake handle is rotatably connected to the clamp via the pivot. A return spring is also connected between the brake handle and the clamp, and the return spring returns to its initial position when the brake handle is released. The piston 11 is movably disposed within the brake fluid line 3. The piston 11 is movably connected to the brake handle via the connecting rod. When the brake handle is closed, the brake handle drives the piston 11 to compress the brake fluid line 3. When the brake handle is released, the brake handle drives the piston 11 to release the brake fluid line 3.

[0040] The brake lever sensor is either an angle sensor or a displacement sensor. In this embodiment, the brake lever sensor is preferably an angle sensor. The angle sensor is implemented using a non-contact Hall element. Specifically, the Hall element is fixed to a clamp or handlebar, and a small magnet is installed on the rotating brake lever. The magnet rotates with the brake lever, and the Hall element monitors the change in the magnetic field and outputs a corresponding angle signal. The controller has an angle threshold. If the angle sensor detects that the angle of the brake lever exceeds the angle threshold, the controller controls the drive to sequentially execute reset and stop commands. Alternatively, a potentiometer can be directly connected coaxially to the rotating shaft, and the angle of the brake lever can be reflected by the change in resistance value.

[0041] In other embodiments, the brake lever sensor may be a displacement sensor, which is implemented by measuring the linear displacement change of piston 11 when the brake lever is squeezed.

[0042] The driving component is either a motor 41 or a solenoid valve. In this embodiment, the driving component is preferably a motor 41. The reset process of the motor 41 is the process of its output shaft rotating to the initial position when the anti-lock braking command is not executed. After the motor 41 is reset, it can ensure that the volume of the brake oil line 3 is restored to the volume before the anti-lock braking effect is generated, and ensure that the effects of the two braking actions are consistent.

[0043] The control system also includes wheel speed sensors, which detect the rotational speed of the wheels. The wheel speed sensors are also connected to the drive components via a controller. During braking, the controller activates and deactivates the drive components based on the data from the wheel speed sensors. Specifically, after acquiring the data from the wheel speed sensors, the controller calculates the wheel slip ratio based on the vehicle speed, where slip ratio = (vehicle speed - wheel speed) / vehicle speed. If the slip ratio is higher than a slip threshold, the drive components activate; if the slip ratio is lower than the slip threshold, the drive components reset and deactivate.

[0044] Furthermore, the controller prioritizes controlling the drive components based on data from the brake lever sensor over controlling the drive components based on data from the wheel speed sensor, ensuring that the controller can quickly control the motor 41 of the volume adjustment unit 4 to reset and stop after the driver actively releases the brake lever 1.

[0045] The signal connection between the brake lever sensor and the controller, and between the wheel speed sensor and the controller, can be one of electrical connection, Bluetooth connection, or network connection. In this embodiment, the preferred signal connection method is electrical connection. The main advantages of electrical connection over Bluetooth and network connection are high reliability, extremely low latency, strong anti-interference, and no need to worry about signal loss or pairing issues. It is particularly suitable for scenarios with extremely high requirements for real-time performance and safety, such as brake control systems.

[0046] The implementation principle of the control system and anti-lock braking device in this embodiment is as follows: The driver squeezes the brake lever, causing the piston 11 connected to the brake lever to compress the brake fluid line 3. The braking force is then transmitted to the brake disc 5 through the brake fluid, causing the brake disc 5 to clamp the wheel, thus achieving braking. When the controller calculates that the wheel slip ratio is higher than a threshold based on data detected by the wheel speed sensor, the controller controls the motor 41 of the volume adjustment unit 4 to start, achieving an anti-lock effect through high-frequency intermittent braking. During this process, if the driver suddenly releases the brake lever 1, as the piston 11 of the brake lever 1 returns to the front of the oil replenishment channel, the brake fluid in the brake fluid line 3 is reduced from being forced into the oil reservoir 2 due to the rapid reset and stop of the volume adjustment unit 4. This avoids a short-term shortage of brake fluid in the brake fluid line 3, effectively ensuring braking force when braking again in a short time.

[0047] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0048] The above descriptions are merely some embodiments of this utility model. For those skilled in the art, various modifications and improvements can be made without departing from the inventive concept of this utility model, and all such modifications and improvements fall within the protection scope of this utility model.

Claims

1. A control system, characterized in that, include: A driving component, the driving component being used to drive the volume adjustment unit (4); Brake lever sensor, the brake lever sensor is used to detect the state of brake lever (1); The controller connects the brake lever sensor and the drive unit via a signal connection. When the drive unit is in operation, if the brake lever sensor detects that the brake lever (1) is released, the controller controls the drive unit to execute reset and stop operation commands in sequence.

2. A control system according to claim 1, characterised in that: The brake lever sensor is an angle sensor or a displacement sensor.

3. A control system according to claim 2, characterised in that: The brake lever sensor is an angle sensor. The controller has an angle threshold. If the angle sensor detects that the angle of the brake lever (1) exceeds the angle threshold, the controller controls the drive unit to execute reset and stop operation commands in sequence.

4. The control system of claim 1, wherein: The driving component is a motor (41) or a solenoid valve.

5. A control system according to claim 4, characterised in that: The driving component is a motor (41), and the reset process of the motor (41) is the process of its output shaft rotating to the initial position when the anti-lock command is not executed.

6. The control system of claim 1, wherein: It also includes a wheel speed sensor, which is used to detect the rotational speed of the wheel. The wheel speed sensor is connected to the drive unit via the controller. During braking, the controller opens and closes the drive unit based on the data from the wheel speed sensor.

7. A control system according to claim 6, characterised in that: After acquiring data from the wheel speed sensor, the controller calculates the wheel slip ratio based on the vehicle speed. If the slip ratio is higher than the slip threshold, the drive unit is activated.

8. A control system according to claim 6, characterised in that: The controller has a higher priority in controlling the drive unit based on the data from the brake lever sensor than it does in controlling the drive unit based on the data from the wheel speed sensor.

9. The control system of claim 1 or 6, wherein: The signal connection method can be one of electrical connection, Bluetooth connection, or network connection.

10. An anti-lock braking device characterized by: The control system described in claim 1 is adopted.

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