An ABS control system for a riding vehicle and a riding vehicle

Abstract

The utility model relates to a kind of cycling vehicle ABS control system and cycling vehicle, its cooperation at least one wheel speed sensor uses, including valve body piece, further including: valve cavity flow channel, it is opened in valve body piece inside, including first chamber, second chamber and the middle pass flow channel connecting first chamber and second chamber, and first chamber is connected with second interface, and second chamber is connected with first interface;Differential piston piece, it is movably assembled in first chamber, to cut off middle pass flow channel when oil pressure in first chamber is higher than preset oil pressure threshold value;Follow-up piston piece, it at least has a part movably assembled in second chamber Second piston body and a power adjusting mechanism, power adjusting mechanism drives second piston body to move in second chamber to cyclically adjust oil pressure in second chamber.The utility model realizes the direct compatibility of traditional hydraulic braking system and anti-lock function component, effectively reduces system complexity and manufacturing cost, especially suitable for bicycle and electric bicycle and other space and cost sensitive low-speed cycling vehicle.

Description

Technical Field

[0001] This utility model relates to the field of anti-lock braking technology, specifically to an ABS control system for bicycles and a bicycle. Background Technology

[0002] When cyclists encounter unexpected situations while riding, they may brake suddenly. However, excessive braking can lock the wheels, significantly increasing braking distance and posing a safety hazard of loss of vehicle control and the rider falling forward. To prevent wheel lock-up, ABS (Anti-lock Braking System) has been developed to ensure smooth braking of bicycles.

[0003] The structure of existing ABS on the market generally involves installing wheel speed sensors at the front and rear wheels of the bicycle. The wheel speed sensors quickly transmit the dynamic information of each wheel during braking to the central control unit of the bicycle for processing. Then, the hydraulic actuator dynamically adjusts the braking force, and the braking anti-lock operation is achieved by repeating the cycle of locking-releasing-locking-releasing.

[0004] However, the aforementioned anti-lock braking systems (ABS) are mostly complex in structure and expensive to manufacture. This has resulted in ABS systems currently only being widely used in high-speed motorcycles. For low- and medium-speed vehicles such as bicycles and electric bicycles, existing ABS systems are not only expensive and difficult to popularize, but their complex structure also leads to reduced reliability. Especially in riding environments with frequent starts and stops, the operational delay makes it difficult to meet the dual requirements of rapid response and stable operation. In addition, existing ABS systems often require independent hydraulic control units and electronic control units, which not only increases the size and weight of the ABS system but also increases its maintenance difficulty. Therefore, we propose an ABS control system for bicycles and a bicycle in general. Utility Model Content

[0005] This application provides an ABS control system for a bicycle and a bicycle, which at least solves the problems that most existing anti-lock braking systems are complex in structure and have high manufacturing costs, making it difficult to promote their use in low- and medium-speed bicycles such as bicycles and electric bicycles, and their reliability is low, making it difficult to meet the dual requirements of fast response and stable operation.

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

[0007] The valve cavity flow channel is located 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. The first chamber is connected to a second interface, and the second chamber is connected to a first interface.

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

[0009] The follower piston component has at least a second piston body partially 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 lock-up signal / rotation signal from the vehicle sensor.

[0010] Optionally, the differential piston includes:

[0011] The first piston body is movably assembled in the first chamber, and its second end has an axially extending accommodating cavity and an oil seal cone surface formed on the outer periphery of its end, and its first end has an oil inlet hole communicating with the accommodating cavity.

[0012] An oil seal slope is formed on the radial inner wall of the first chamber corresponding to the central flow channel and, together with the oil seal cone, forms a first annular flow channel connecting the accommodating cavity and the central flow channel.

[0013] The first elastic member is partially disposed within the accommodating cavity, and its two ends respectively abut against the inner wall of the accommodating cavity and the second end of the first chamber;

[0014] A hierarchical boss portion is provided at the first end of the first chamber and has an oil injection hole that communicates with the oil inlet hole;

[0015] An annular channel is formed on the radial inner wall of the first chamber corresponding to the hierarchical boss portion, and together with the hierarchical boss portion, forms a second annular flow channel connecting the oil injection hole and the second interface.

[0016] Optionally, the second end of the first chamber extends to the outside of the valve body, and an adjusting plug that abuts against the free end of the first elastic member is threaded onto the second end.

[0017] Optionally, the second piston body includes:

[0018] The piston section is movably assembled within the second chamber;

[0019] An extension segment, which is connected to the piston segment and located outside the second chamber;

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

[0021] The second elastic element is disposed in the second chamber and its two ends respectively abut against the free end of the piston segment and the second end of the second chamber.

[0022] Optionally, the power adjustment mechanism includes:

[0023] The servo motor is fixed to the valve body by several screws, and a drive shaft is fixed to its output end;

[0024] A cam, fixed to the drive shaft, with its radial outer wall abutting against the radial outer wall of the lifting wheel to drive the piston section to move within the second chamber.

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

[0026] Optionally, the valve body component is detachably mounted with a baffle that abuts against the end of the drive shaft at the end away from the servo motor via several bolts.

[0027] Optionally, the valve body 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] Secondly, this application provides a cycling vehicle, including the cycling vehicle ABS control system described in the first aspect above, and,

[0029] A hydraulic pump is mounted on the handlebars of the bicycle and connected to the second interface via a first oil pipe;

[0030] The brake down pump is mounted on the front / rear wheel of the bicycle frame and is configured to work with the disc brake. The brake down pump is connected to the first interface via a second oil pipe.

[0031] Compared to related technologies, the ABS control system for bicycles and the bicycles provided in this application have at least the following technical advantages:

[0032] By combining differential piston components and follower piston components, direct compatibility between traditional hydraulic braking systems and anti-lock braking system (ABS) components is achieved. The coordinated action of the two replaces the high-frequency switching operation of solenoid valves in traditional ABS control systems, reducing operation delay, improving system reliability, realizing mechanical autonomous adjustment of ABS in bicycles, and effectively reducing system complexity and manufacturing costs. It is suitable for braking mechanisms of different specifications of bicycles; it is especially suitable for low- and medium-speed bicycles such as bicycles and electric bicycles that are sensitive to space and cost, and optimizes and solves the problem of the difficulty in popularizing complex ABS control systems.

[0033] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0034] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0035] Figure 1 This is a three-dimensional structural diagram of an ABS control system for a bicycle, according to an exemplary embodiment.

[0036] Figure 2 This is a front view of an ABS control system for a bicycle, according to an exemplary embodiment.

[0037] Figure 3 yes Figure 2 Cross-sectional view of the AA structure.

[0038] Figure 4 This is a side view of an ABS control system for a bicycle, illustrated 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 the CC structure.

[0041] Explanation of reference numerals in the attached drawings: Valve body 10; First valve body 101; Second valve body 102;

[0042] Valve cavity flow channel 20; First chamber 201; Central flow channel 202; Second chamber 203; First interface 204; Second interface 205;

[0043] Oil pipe fitting 30;

[0044] Differential piston component 40; first piston body 401; accommodating cavity 402; oil inlet 4021; layered boss portion 403; oil injection hole 404; annular groove 405; first elastic element 406; adjusting plug 407; oil seal cone 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; servo motor 505; baffle 506; second elastic element 507. Detailed Implementation

[0046] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0047] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and 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, and therefore should not be construed as a limitation of this utility model. 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 this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0049] In related technologies, the structure of ABS generally involves installing wheel speed sensors at the front and rear wheels of the bicycle. The wheel speed sensors quickly transmit the dynamic information of each wheel during braking to the central control unit of the bicycle for processing. Then, the hydraulic actuator dynamically adjusts the braking force, and the cycle of locking-releasing-locking-releasing is repeated to achieve the anti-lock braking operation.

[0050] However, the aforementioned anti-lock braking systems (ABS) are mostly complex in structure and expensive to manufacture. This has resulted in ABS systems currently only being widely used in high-speed motorcycles. For low- and medium-speed vehicles such as bicycles and electric bicycles, existing ABS systems are not only expensive and difficult to popularize, but their complex structure also leads to reduced reliability, especially in frequent start-stop riding environments, making it difficult to meet the dual requirements of rapid response and stable operation. In addition, existing ABS systems often require independent hydraulic control units and electronic control units, which not only increases the size and weight of the ABS system but also increases its maintenance difficulty.

[0051] Based on the above, this utility model provides an ABS control system for a cycling vehicle and a cycling vehicle, which will be described in detail below with reference to specific embodiments and accompanying drawings.

[0052] Example 1

[0053] This utility model provides an ABS control system for bicycles. Figure 1 This is a three-dimensional structural diagram of an ABS control system for a bicycle, according to an exemplary embodiment. Figure 2 This is a front view of an ABS control system for a bicycle, according to an exemplary embodiment. Figure 3 yes Figure 2 Cross-sectional view of the AA structure. (Example) Figures 1-3 As shown, the ABS control system of the bicycle is used in conjunction with at least one wheel speed sensor and includes a valve body 10. In this embodiment, 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. Specifically, the first valve body 101 and the second valve body 102 are fixedly connected at the joint surface by applying axial pressure through bolts. The split structure can meet the requirement that each part of the valve cavity flow channel 20 inside the valve body 10 is individually processed and formed, avoiding the problem of multi-axis linkage processing required for the complex flow channel inside the integral valve body, reducing the processing difficulty of individual parts, and when it is necessary to maintain the internal piston, only the bolts need to be removed to separate the two valve bodies without damaging the overall structure of the valve body.

[0054] The ABS control system for this bicycle also includes:

[0055] The valve cavity flow channel 20 is located inside 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. It has a roughly U-shaped structure and is more compact. The first chamber 201 is connected to a second interface 205, which is connected to the upper hydraulic pump through a first oil pipe. The second chamber 203 is connected to a first interface 204, which is connected to the lower brake pump through a second oil pipe.

[0056] The differential piston 40 is movably assembled in the first chamber 201 to cut off the central flow channel 202 when the oil pressure in the first chamber 201 is higher than the preset oil pressure threshold.

[0057] The follower piston 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 according to the wheel lock-up signal / rotation signal from the vehicle sensor to cyclically adjust the oil pressure in the second chamber 203.

[0058] In this embodiment, refer to the appendix. Figure 1-3 The ABS control system of the bicycle has two independent ABS control systems set on the valve body 10 to control the front and rear wheels of the bicycle respectively, and the two independent ABS control systems are used for two wheel speed sensors respectively set at the front and rear wheels of the bicycle.

[0059] In this embodiment, the pressure input from the upper hydraulic pump through the second interface 205 is Pa, the pre-adjustment spring force of the first elastic element 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 upper hydraulic pump, and the braking fluid enters the first chamber 201 through the second interface 205. At this time, the oil pressure is insufficient to make the differential piston 40 overcome the elastic force of the first elastic element 406 to close the first annular flow channel and the central flow channel 202, that is, to maintain Pa < F / S. The oil will pass through the first annular flow channel - central flow channel 202 - second chamber 203 and be output to the first interface 204, so the braking oil circuit is unobstructed.

[0060] During emergency braking, the rider rapidly presses the hydraulic pump, causing the instantaneous oil pressure to exceed the preset oil pressure threshold. This pressure forces the differential piston 40 to overcome the elastic force of the first elastic element 406, i.e., Pa > F / S. The oil seal cone 408 abuts against the oil seal slope 409, sealing the first annular flow channel and the central flow channel 202, thereby cutting off the oil passage between the first chamber 201 and the second chamber 203 and preventing further pressure transmission. Simultaneously, after the wheel speed sensor detects a change in wheel speed, the power adjustment mechanism drives the second piston 501 to reciprocate within the second chamber 203. This displacement of the second piston 501 changes the effective oil volume of the second chamber 203, creating pressure fluctuations through the first interface 204 connected to the brake pump, thus achieving periodic adjustment of the braking torque.

[0061] In this embodiment, the coordinated operation of the differential piston 40 and the follower piston 50 forms a dual guarantee. It prevents hydraulic overload through mechanical structure and maintains optimal braking force through active adjustment. At the same time, the dual-piston cooperative control mechanism improves system reliability and reduces the structural complexity of the ABS system while ensuring braking safety. The mechanical pressure blocking replaces some functions of the electronic control unit of the existing ABS system, which significantly reduces manufacturing costs.

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

[0063] Figure 4 This is a side view of an ABS control system for a bicycle, illustrated according to an exemplary embodiment. Figure 5 yes Figure 4Cross-sectional view of the BB structure. In this embodiment, as shown... Figures 1-5 As shown, the differential piston component 40 includes:

[0064] The first piston body 401 is movably assembled in the first chamber 201. Its second end has an axially extending accommodating cavity 402 and an oil seal cone surface 408 formed on the outer periphery of its end. Its first end has an oil inlet hole 4021 that communicates with the accommodating cavity 402.

[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, together with the oil seal cone surface 408, forms a first annular flow channel connecting the accommodating chamber 402 and the central flow channel 202.

[0066] The first elastic element 406 is partially disposed in the accommodating cavity 402, and its two ends respectively abut against the inner wall of the accommodating cavity 402 and the second end of the first chamber 201; in this embodiment, the first elastic element 406 is a compression spring, which can be made of stainless steel, and its pre-adjusted spring force F can be selected by selecting the model corresponding to the preset oil pressure threshold after a limited number of tests.

[0067] The hierarchical 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 channel 405 is formed on the radial inner wall of the corresponding layer boss portion 403 in the first chamber 201 and cooperates with the layer boss portion 403 to form a second annular flow channel that connects an oil injection hole 404 and a second interface 205. In this embodiment, the layer boss portion 403 has two layers with successively decreasing diameters. The second layer with a smaller diameter abuts against the first end of the first piston body 401, and the second layer of the layer boss portion 403 also extends through and connects to the second annular flow channel to maintain oil contact with the first end of the first piston body 401.

[0069] Furthermore, in this embodiment, the valve cavity 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 40, and form two annular flow channels with the differential piston 40, while the second chamber 203 can be designed as a cylindrical cavity to accommodate the follower piston 50.

[0070] In the above embodiment, when the braking oil pressure does not exceed the preset oil pressure threshold, the first elastic element 406 remains uncompressed, 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 sequentially enters the accommodating cavity 402 through the oil injection hole 404-the second annular flow channel, then through the first annular flow channel-the central flow channel 202-the second chamber 203, and finally outputs to the first interface 204. When the braking oil pressure exceeds the preset oil pressure threshold, the first piston body 401 moves axially against the resistance of the first elastic element 406, and the oil seal cone surface 408 and the oil seal slope surface 409... Complete contact seals the first annular flow channel and cuts off the central flow channel 202, preventing the oil pressure in the second chamber 203 from continuing to rise; when the pressure decreases, the first elastic element 406 pushes the first piston body 401 to reset, restoring the flow channel connection; this application integrates pressure detection and flow channel switching functions through a mechanical differential piston element 40, replacing the solenoid valve and its control system in the traditional ABS system, reducing the number of system parts, effectively reducing costs, and avoiding the problem of solenoid valves being susceptible to environmental interference, meeting the braking requirements of non-motorized vehicles, and having higher reliability in low-speed vehicles such as bicycles.

[0071] Furthermore, in this embodiment, the design of the hierarchical boss portion 403 and the annular channel 405 allows the oil to flow along the annular path, avoiding interference of the straight oil passage with the movement of the first piston body 401.

[0072] Optionally, the second end of the first chamber 201 extends to the outside of the valve body 10, and an adjusting plug 407 that abuts against the free end of the first elastic member 406 is threaded onto the second end. In this embodiment, a sealing ring is fitted on the adjusting plug 407 to prevent oil leakage. Specifically, in this embodiment, the first chamber 201 can be processed by axial drilling, which provides installation space and operation channel for the adjusting plug 407.

[0073] In the above embodiment, when the adjusting plug 407 is screwed in axially along the thread, the first elastic element 406 is compressed, increasing its preload. At this point, a higher oil pressure is required to drive the differential piston 40. Conversely, when it is screwed out, the preload decreases, lowering the oil pressure threshold for triggering the action. This adjustment process does not require disassembling the valve body 10; the preload of the first elastic element 406 can be continuously adjusted simply by rotating the adjusting plug 407, thereby precisely controlling the preset oil pressure threshold of the ABS system.

[0074] Figure 6 yes Figure 4 Cross-sectional view of the CC structure. In this embodiment, as shown... Figures 1-6 As shown, the second piston body 501 includes:

[0075] Piston section 5012 is movably assembled within 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 element 507 is disposed in the second chamber 203 and its two ends respectively abut against the free end of the piston section 5012 and the second end of the second chamber 203. In this embodiment, the second elastic element 507 is a compression spring, and the dual functions of reset and buffering are realized through the second elastic element 507.

[0079] The power adjustment mechanism includes:

[0080] The servo motor 505 is fixed to the valve body 10 by several screws, and a drive shaft 503 is fixed on its output end. In this embodiment, the servo motor 505 refers to the actuator that controls the rotation angle through electrical signals. Specifically, it can be implemented by using a miniature DC geared motor in conjunction with an angle sensor to convert the electrical control signal into mechanical rotation.

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

[0082] In the above embodiment, when the servo motor 505 drives the cam 502 to rotate, the change in its contour curvature pushes the lifting wheel 5014 to generate axial displacement. The lifting wheel 5014 drives the piston section 5012 to reciprocate within the second chamber 203, thereby changing the actual volume within the second chamber 203 and achieving oil pressure regulation. Specifically, the protrusion driven by the radial outer wall of the cam 502 pushes the lifting wheel 5014 and the extension section 5011 to generate axial displacement, which in turn drives the piston section 5012 to advance within the second chamber 203. At the same time, when the piston section 5012 moves towards the end of the second chamber 203, it compresses the second elastic element 507. At this time, the actual volume within the second chamber 203 decreases, resulting in an increase in oil pressure. When the cam 502 rotates to the recessed portion, the second elastic element 507 pushes the piston section 5012 to retract and reset, and the actual volume within the second chamber 203 increases, resulting in a decrease in oil pressure.

[0083] In this embodiment, the separate design of the power adjustment mechanism and the second piston body 501 makes the power adjustment mechanism and the hydraulic adjustment mechanism 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 traditional hydraulic valve efficiency. It also eliminates the hydraulic control module and multi-level signal processing unit, reduces the number of electronic components used, effectively simplifies the ABS system structure, improves the working reliability of the ABS system in the riding environment, and reduces manufacturing costs.

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

[0085] In this embodiment, please continue to refer to Appendix Figure 6 The drive shaft 503 is also fitted with rolling bearings 504 at both ends of the cam 502. The rolling bearings 504 are set to wrap around the journals at both ends of the drive shaft 503. When the servo motor 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 remains stationary. The rolling elements roll between the inner and outer raceways, reducing the coefficient of friction between the drive shaft 503 and the valve body 10. This effectively reduces the mechanical energy loss during the swing of the drive shaft 503 and avoids transmission delay caused by friction.

[0086] In this embodiment, please continue to refer to Appendix Figure 3 The valve body 10, away from the servo motor 505, is detachably mounted with a baffle 506 that abuts against the end of the drive shaft 503 by several bolts. In this embodiment, while restricting the axial movement of the drive shaft 503, the baffle 506 can be removed separately after the bolts are removed to expose the end of the drive shaft 503, which facilitates the 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 bicycles provided by this utility model, through the combination structure of differential piston 40 and follower piston 50, achieves direct compatibility between the traditional hydraulic braking system and the anti-lock braking function component. The coordinated action of the two replaces the high-frequency switching operation of the solenoid valve in the traditional ABS control system, reduces operation delay, improves system reliability, realizes the mechanical autonomous adjustment of the ABS of the bicycle, and effectively reduces system complexity and manufacturing cost. It is compatible with braking mechanisms of different specifications of bicycles, and is especially suitable for medium and low speed bicycles such as bicycles and electric bicycles that are sensitive to space and cost. It optimizes and solves the problem that complex ABS control systems are difficult to popularize.

[0089] Example 2

[0090] Embodiment 2 of this utility model provides a cycling vehicle, including the cycling vehicle ABS control system of Embodiment 1 described above, and,

[0091] The hydraulic pump is mounted on the handlebars of the bicycle and connected to the second interface 205 via the first oil pipe.

[0092] The brake down pump is mounted on the front / rear wheel of the bicycle frame and is designed to work with the disc brake. The brake down pump is connected to the first interface 204 via a second oil pipe.

[0093] In this embodiment, the upper hydraulic pump refers to the hydraulic power source installed at the handlebars of the bicycle, specifically a plunger-type hydraulic pump. It generates brake oil pressure through hand operation, converting the mechanical force applied by the rider's hands into a hydraulic signal and transmitting it to the ABS system. The lower brake pump refers to the actuator installed at the front / rear wheels and working in conjunction with the disc brakes, specifically a caliper-type hydraulic brake. Its function is to convert the hydraulic signal into mechanical clamping force to control the disc brakes. It is understood that in this embodiment... Figures 1-6 The ABS control system of the bicycle is a valve body 10 with two independent ABS control systems built in, which are used to correspond to two wheel speed sensors respectively set at the front wheel and the rear wheel of the bicycle. The ABS control system corresponding to the front wheel or the rear wheel of the bicycle can also be directly installed.

[0094] Other undescribed structures are described in Example 1.

[0095] In summary, the ABS control system and bicycle provided by this utility model embodiment achieve direct compatibility between the traditional hydraulic braking system and the anti-lock braking system (ABS) component through the combination structure of the differential piston component 40 and the follower piston component 50. The coordinated action of the two replaces the high-frequency switching operation of the solenoid valve in the traditional ABS control system, reduces operation delay, improves system reliability, realizes the mechanical autonomous adjustment of the ABS of the bicycle, and effectively reduces system complexity and manufacturing cost. It is compatible with braking mechanisms of different specifications of bicycles, and is especially suitable for medium and low speed bicycles such as bicycles and electric bicycles that are sensitive to space and cost. It optimizes and solves the problem that complex ABS control systems are difficult to popularize.

[0096] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above 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 embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An ABS control system for a bicycle, used in conjunction with at least one wheel speed sensor, comprising a valve body, characterized in that, It also includes: The valve cavity flow channel is located 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. The first chamber is connected to a second interface, and the second chamber is connected to a first interface. A differential piston is movably mounted in the first chamber to cut off the central flow channel when the oil pressure in the first chamber is higher than a preset oil pressure threshold. The follower piston component has at least a portion of a second piston body movably assembled in the second chamber and a power adjustment mechanism, wherein 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.

2. The ABS control system for bicycles as described in claim 1, characterized in that, The differential piston component includes: The first piston body is movably assembled in the first chamber, and its second end has an axially extending accommodating cavity and an oil seal cone surface formed on the outer periphery of its end, and its first end has an oil inlet hole communicating with the accommodating cavity. An oil seal slope is formed on the radial inner wall of the first chamber corresponding to the central flow channel and, together with the oil seal cone, forms a first annular flow channel connecting the accommodating cavity and the central flow channel. The first elastic member is partially disposed within the accommodating cavity, and its two ends respectively abut against the inner wall of the accommodating cavity and the second end of the first chamber; A hierarchical boss portion is provided at the first end of the first chamber and has an oil injection hole that communicates with the oil inlet hole; An annular channel is formed on the radial inner wall of the first chamber corresponding to the hierarchical boss portion, and together with the hierarchical boss portion, forms a second annular flow channel connecting the oil injection hole and the second interface.

3. The ABS control system for bicycles as described in claim 2, characterized in that, The second end of the first chamber extends to the outside of the valve body, and an adjusting plug that abuts against the free end of the first elastic element is threaded onto the second end.

4. The ABS control system for bicycles as described in claim 1, characterized in that, The second piston body includes: The piston section is movably assembled within the second chamber; An extension segment, which is connected to the piston segment and located outside the second chamber; A lifting wheel is rotatably mounted on the extension section via a rotating shaft; The second elastic element is disposed in the second chamber and its two ends respectively abut against the free end of the piston segment and the second end of the second chamber.

5. The ABS control system for bicycles as described in claim 4, characterized in that, The power adjustment mechanism includes: The servo motor is fixed to the valve body by several screws, and a drive shaft is fixed to its output end; A cam, fixed to the drive shaft, with its radial outer wall abutting against the radial outer wall of the lifting wheel to drive the piston section to move within the second chamber.

6. The ABS control system for bicycles as described in claim 5, characterized in that, Rolling bearings are also fitted at both ends of the drive shaft corresponding to the cam.

7. The ABS control system for bicycles as described in claim 5, characterized in that, The valve body component is detachably mounted with a baffle that abuts against the end of the drive shaft at the end away from the servo motor.

8. The ABS control system for bicycles as described in claim 1, characterized in that, 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 bolts.

9. A cycling vehicle, characterized in that, Including the ABS control system for bicycles as described in any one of claims 1-8, and, A hydraulic pump is mounted on the handlebars of the bicycle and connected to the second interface via a first oil pipe; The brake down pump is mounted on the front / rear wheel of the bicycle frame and is configured to work with the disc brake. The brake down pump is connected to the first interface via a second oil pipe.

Images