Motorcycle self-pressure relief and liquid supplement structure and line control brake system

Abstract

The utility model discloses a motorcycle self -relief and liquid supplement structure and wire control brake system, including total valve body, first passageway, normally open electromagnetic valve, brake simulator, second passageway, normally closed electromagnetic valve, third passageway, second check valve and brake sensor. The head section of first passageway is communicated with the electronic brake in motorcycle and its tail section is communicated with the oil pressure output end of the upper pump assembly in motorcycle, normally open electromagnetic valve is arranged on first passageway, and normally open electromagnetic valve is built -in with first check valve, the head section of second passageway is communicated with the tail section of first passageway and its tail section is communicated with brake simulator, normally closed electromagnetic valve is arranged on second passageway, the head section of third passageway is communicated with the electronic brake in motorcycle and its tail section is communicated with the oil can input end of the upper pump assembly in motorcycle, and second check valve is arranged on third passageway. The utility model provides a kind of self -relief and liquid supplement structure of integrated sensor for motorcycle, with the advantages of fast response, safe redundancy and intelligent integration.

Description

Technical Field

[0001] This utility model belongs to the field of brake-by-wire technology, and particularly relates to a self-depressurizing and fluid replenishment structure for motorcycles and a brake-by-wire system. Background Technology

[0002] Brake-by-wire (BBW) is a braking system that replaces traditional mechanical or hydraulic connections with electronic signals. BBW uses an electronic control unit (ECU) to collect sensor requests and drive the electronic brake to actuate the reduction gear for clamping and disengaging. Compared to traditional hydraulic braking systems, it offers advantages such as faster response, greater safety redundancy, and intelligent integration.

[0003] Currently, motorcycles widely use traditional hydraulic braking systems. These systems primarily consist of a brake master cylinder connected to the caliper via hydraulic lines. The master cylinder's brake lever uses leverage to input a large thrust into the hydraulic cylinder, converting mechanical force into hydraulic pressure using Pascal's principle to drive the traditional brake caliper and achieve braking. However, traditional brake master cylinders cannot be fully applied to future, more advanced brake-by-wire systems. The inability to decouple the traditional master cylinder from the braking system affects the accuracy of brake-by-wire. Therefore, there is an urgent need for a self-venting and fluid replenishment structure for motorcycle brake master cylinders. Utility Model Content

[0004] To address the shortcomings of the existing technology, this utility model provides a self-depressurizing and fluid replenishment structure for motorcycles, as well as a brake-by-wire system.

[0005] The objective of this utility model is achieved through the following technical solution: Firstly, a self-depressurizing and fluid replenishment structure for motorcycles is provided, including: Main valve body; The first passage connects the head section to the electronic brake in the motorcycle and its tail section to the oil pressure output end of the upper pump assembly in the motorcycle. A normally open solenoid valve is installed in the first passage, and the normally open solenoid valve has a built-in first check valve. Braking simulator; The second path has its head section connected to the tail section of the first path, and its tail section is connected to the braking simulator. A normally closed solenoid valve is installed in the second passage. The third passage connects the head section to the electronic brake in the motorcycle and the tail section to the oil reservoir input end of the upper pump assembly in the motorcycle. A second check valve is installed in the third passage; and The brake sensor is electrically connected to the electronic control unit in the motorcycle; Among them, the normally open solenoid valve, the brake simulator, the normally closed solenoid valve, and the check valve are all integrated into the main valve body; at least a portion of the first, second, and third passages are internal passages of the main valve body.

[0006] In some embodiments, the first check valve in the normally open solenoid valve can only receive hydraulic pressure flowing from the electronic brake in the motorcycle.

[0007] In some embodiments, the second check valve can only allow oil to flow in from the oil reservoir inlet of the upper pump assembly in the motorcycle.

[0008] In some embodiments, both the normally open solenoid valve and the normally closed solenoid valve are electrically connected to the electronic control unit in the motorcycle; in the power-off state, the normally open solenoid valve is in the open state and the normally closed solenoid valve is in the closed state; in the power-on state, the normally open solenoid valve is in the closed state and the normally closed solenoid valve is in the open state.

[0009] In some embodiments, when the motorcycle is in a braking state, the normally open solenoid valve and the normally closed solenoid valve are energized; when the motorcycle is in a brake-released state, the normally open solenoid valve is energized and the normally closed solenoid valve is de-energized; when the motorcycle is in a brake failure state, the normally open solenoid valve is de-energized.

[0010] In some embodiments, the brake simulator is integrated inside the main valve body.

[0011] In some embodiments, the braking sensor is a handle angle sensor.

[0012] Secondly, a brake-by-wire system is provided, including: the aforementioned motorcycle self-depressurization and fluid replenishment structure.

[0013] The beneficial effects of this utility model are: This utility model provides a self-pressure relief and fluid replenishment structure for an integrated sensor for motorcycles. Its advantages are that it integrates functions such as self-pressure relief, fluid replenishment and hydraulic brake backup, integrates sensors and simulators to adapt to brake-by-wire systems, and has the advantages of fast response, safety redundancy and intelligent integration. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the overall structure of the present invention in one embodiment; Figure 2This is a schematic diagram illustrating the working principle of this utility model in one embodiment; Figure 3 This is a cross-sectional view of the normally open solenoid valve in one embodiment of the present invention when it is de-energized; Figure 4 This is a cross-sectional view of the normally open solenoid valve in one embodiment of the present invention when it is energized; Figure 5 This is a cross-sectional view of the normally closed solenoid valve in one embodiment of the present invention when it is de-energized; Figure 6 This is a cross-sectional view of the normally closed solenoid valve in one embodiment of the present invention when it is energized; Figure 7 This is a cross-sectional view of a brake simulator in one embodiment of the present invention; Figure 8 This is a schematic diagram of the brake sensor installation in one embodiment of the present invention; Detailed Implementation

[0016] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0017] like Figure 1-2 As shown, a self-depressurizing and fluid replenishing structure for a motorcycle is provided, including a main valve body 10, a first passage 20, a normally open solenoid valve 30, a brake simulator 40, a second passage 50, a normally closed solenoid valve 60, a third passage 70, a second check valve 80, and a brake sensor 90.

[0018] The first passage is connected to the electronic brake in the motorcycle at its beginning and to the hydraulic output terminal of the upper pump assembly in the motorcycle at its end; a normally open solenoid valve is installed in the first passage, and a first check valve is built into the normally open solenoid valve; the second passage is connected to the first passage at its beginning and to the brake simulator at its end; a normally closed solenoid valve is installed in the second passage; the third passage is connected to the electronic brake in the motorcycle at its beginning and to the hydraulic reservoir input terminal of the upper pump assembly in the motorcycle at its end; a second check valve is installed in the third passage; the brake sensor is electrically connected to the electronic control unit in the motorcycle.

[0019] The first passage 20 is connected at the beginning to the electronic brake 1001 in the motorcycle and at the end to the hydraulic output terminal of the upper pump assembly 1002 in the motorcycle; a normally open solenoid valve 30 is provided on the first passage 20, and a first check valve 301 is built into the normally open solenoid valve; the first section of the second passage 50 is connected to the end of the first passage 20 and at the end to the brake simulator 40; a normally closed solenoid valve 60 is provided on the second passage 50; the first section of the third passage 70 is connected to the electronic brake 1001 in the motorcycle and at the end to the oil reservoir input terminal of the upper pump assembly 1002 in the motorcycle; a second check valve 80 is provided on the third passage 70; and the brake sensor 90 is electrically connected to the electronic control unit 1003 in the motorcycle.

[0020] Among them, the normally open solenoid valve 30, the brake simulator 40, the normally closed solenoid valve 60, and the check valve are all integrated into the main valve body 10; at least a portion of the first passage 20, the second passage 50, and the third passage 70 are internal passages of the main valve body 10.

[0021] Furthermore, such as Figure 1 As shown, in one embodiment, the specific integrated design is as follows: the main valve body 10 has a solenoid valve slot 101, a check valve slot 102, an oil hole 103, and a valve body hole 104. The normally open solenoid valve 30 and the normally closed solenoid valve 60 are disposed in the solenoid valve slot 101, the check valve is disposed in the check valve slot 102, the brake sensor 90 is connected to the second passage 50 through the oil hole 103, and the electronic brake 1001 in the motorcycle is simultaneously connected to the first passage 20 and the third passage 70 through the valve body hole 104.

[0022] like Figure 1 As shown, in one embodiment, the brake simulator 40 can be integrated inside the main valve body 10, or it can be externally connected to the oil hole 103 in the main valve body 10.

[0023] Furthermore, when the braking simulator 40 is external, such as Figure 7 As shown, in one embodiment, the braking simulator 40 includes a bolt 401, a simulator housing, a simulator spring 403, a simulator pin 404, a simulator cover 405, an O-ring 406, and a simulator piston 407. The O-ring 406 is fitted onto the simulator piston 407 and is sequentially inserted into the simulator housing along with the simulator spring 403 and the simulator pin 404. The simulator cover 405 is fixed to the simulator housing by the bolt 401.

[0024] Understandably, the brake simulator 40 uses hydraulic feedback to simulate the feel at the handlebars of the upper pump assembly 1002, providing the rider with a suitable handlebar feel.

[0025] like Figure 8As shown, in one embodiment, the brake sensor 90 is a handlebar angle sensor. When the brake sensor 90 is a handlebar angle sensor, it includes an angle sensor 901, a mounting bracket 902, a lever 903, and a sensor pin 904. The mounting bracket 902 and the sensor pin 904 are fixed to the motorcycle handlebars, and the lever 903 connects to the sensor pin 904 to mount the angle sensor 901 on the mounting bracket 902. In one embodiment, the brake sensor 90 is connected to the main valve body 10 through a valve body hole 104.

[0026] Understandably, the brake sensor 90 is used to monitor the motorcycle's braking intentions and can be configured with various sensor types, including handlebar angle sensors and displacement sensors.

[0027] Furthermore, such as Figure 3-4 As shown, in one embodiment, the normally open solenoid valve 30 further includes a normally open valve housing 302, a normally open stationary iron core 303, a normally open moving iron core 304, a normally open valve spring 305, a normally open valve seat 306, and a normally open valve sealing steel ball 307, which is a conventional normally open solenoid valve with a one-way valve function.

[0028] Understandably, the normally open solenoid valve 30 has the switching function of being normally open when power is off and normally closed when power is on, and only allows one-way hydraulic function when power is on. The working principle of the normally open solenoid valve 30 is as follows: In the de-energized state (normally open solenoid valve is open, default state), the coil is de-energized, the normally open stationary iron core 303 has no electromagnetic force, the spring force of the normally open valve spring 305 supports the normally open moving iron core 304 to separate it from the normally open valve seat 306, and no pressure acts on the normally open valve sealing steel ball 307, causing it to also separate from the normally open valve seat 306, thus establishing a bidirectional free flow path between the inlet and outlet; In the energized state (normally open solenoid valve is closed), the coil is energized, the normally open stationary iron core 303 generates electromagnetic force, attracting the normally open moving iron core 304 to overcome the spring force of the normally open valve spring 305, so that the end of the normally open moving iron core 304 is tightly pressed on the normally open valve seat 306, and the pressure acts on the sealing steel ball, causing it to press tightly against the normally open valve seat 306, thus closing the main channel between the inlet and outlet. At this time, the forward hydraulic pressure is completely blocked, the normally open solenoid valve closes the main channel, and the retracted hydraulic pressure passes through the normally open valve sealing steel ball 307 of the normally open solenoid valve 30. This is equivalent to the retracted hydraulic pressure passing through the opened first check valve 301 to release the hydraulic pressure retracted from the electronic brake 1001, thus achieving the self-pressure relief function.

[0029] Furthermore, such as Figure 3-4 As shown, in one embodiment, the normally closed solenoid valve 60 includes a normally closed valve housing 601, a normally closed stationary iron core 602, a normally closed valve spring 603, a normally closed moving iron core 604, a normally closed valve seat 605, and a normally closed valve sealing steel ball 606, and is a conventional normally closed solenoid valve.

[0030] Understandably, the normally closed solenoid valve 60 has a switching function of being normally closed when de-energized and normally open when energized. The working principle of the normally closed solenoid valve 60 is as follows: In the de-energized state (normally closed solenoid valve closed, default state), the coil is de-energized, the normally closed stationary iron core 602 has no electromagnetic force, the normally closed valve spring 603 extends, pushing the normally closed moving iron core 604 downward; the normally closed valve sealing steel ball 606 at the end of the normally closed moving iron core 604 presses tightly against the normally closed valve seat 605, completely blocking the flow path from the inlet to the outlet, preventing hydraulic pressure from flowing; In the energized state (normally closed solenoid valve open), the coil is energized, the normally closed stationary iron core 602 generates electromagnetic force, the electromagnetic force attracts the normally closed moving iron core 604 to move upward, overcoming the spring force and hydraulic pressure, the normally closed moving iron core 604 drives the normally closed valve sealing steel ball 606 away from the normally closed valve seat 605, opening the flow path, and the hydraulic pressure flows freely from the inlet to the outlet through the opened channel.

[0031] Furthermore, such as Figure 1-6 As shown, in one embodiment, both the normally open solenoid valve 30 and the normally closed solenoid valve 60 are electrically connected to the electronic control unit 1003 in the motorcycle; in the power-off state, the normally open solenoid valve 30 is in the open state and the normally closed solenoid valve 60 is in the closed state; in the power-on state, the normally open solenoid valve 30 is in the closed state and the normally closed solenoid valve 60 is in the open state.

[0032] Furthermore, such as Figure 1 As shown, in one embodiment, when the motorcycle is in a braking state, the normally open solenoid valve 30 and the normally closed solenoid valve 60 are energized; when the motorcycle is in a brake release state, the normally open solenoid valve 30 is energized and the normally closed solenoid valve 60 is de-energized; when the motorcycle is in a brake failure state, the normally open solenoid valve 30 is de-energized.

[0033] Furthermore, such as Figure 3 As shown, in one embodiment, the first check valve 301 of the normally open solenoid valve can only be controlled by hydraulic pressure flowing in from the electronic brake 1001 in the motorcycle.

[0034] Furthermore, such as Figure 2 As shown, in one embodiment, the second check valve 80 can only receive oil flowing in from the oil reservoir inlet of the upper pump assembly 1002 in the motorcycle.

[0035] Understandably, the electronic control unit 1003 in the motorcycle is electrically connected to the electronic brake 1001, the normally open solenoid valve 30, and the normally closed solenoid valve 60. The electronic control unit 1003 controls the electronic brake 1001 to perform braking and controls the on / off state of the normally open solenoid valve 30 and the normally closed solenoid valve 60. The hydraulic pressure of the upper pump assembly 1002 is delivered to the normally closed solenoid valve 60 through the first passage 20, and the internal spring force is converted into hydraulic pressure by the brake simulator 40 to provide a suitable handlebar feel for the upper pump assembly 1002. The normally closed solenoid valve 60 is connected to the electronic brake 1001. The first check valve 301 in the normally closed solenoid valve 60 allows oil pressure to be transmitted unidirectionally from the electronic brake 1001 to the upper pump assembly 1002. During the motorcycle brake release process, pressure is released through the first check valve 301. The second check valve 80 inputs the oil from the reservoir of the upper pump assembly 1002 into the electronic brake 1001 to relieve stress during the motorcycle braking process.

[0036] The working process of this utility model is as follows: During motorcycle braking, brake sensor 90 monitors the rotation angle or displacement of the brake lever and converts the rider's braking intention into a signal output to electronic control unit 1003. After receiving the braking signal from brake sensor 90, electronic control unit 1003 controls electronic brake 1001 to apply the brake. At this time, upper pump assembly 1002 delivers hydraulic pressure to first passage 20, and normally open solenoid valve 30 and normally closed solenoid valve 60 are energized. Normally open solenoid valve 30 switches from normally open to normally closed, isolating the hydraulic pressure transmitted from the upper pump assembly 1002 to the electronic brake 1001, preventing the hydraulic pressure from affecting the operation of the electronic brake 1001, and achieving decoupling between the upper pump assembly 1002 and the electronic brake 1001. At this time, normally closed solenoid valve 60 switches from normally closed to normally open, and the hydraulic pressure is transmitted to the brake simulator 40 through the normally closed solenoid valve 60, pushing the simulator spring 403 in the brake simulator 40 to compress. The reaction force of the spring is fed back to the handle of the upper pump assembly 1002 through the hydraulic pressure to simulate the feel and provide the rider with a suitable handle feel. During braking, the increase in the hydraulic volume in the electronic brake 1001 will generate internal stress that affects the braking structure. Therefore, a third passage 70 and a one-way valve are arranged so that the oil in the reservoir of the upper pump assembly 1002 enters the electronic brake 1001 through the third passage 70 to replenish the increased volume and eliminate internal stress, preventing it from affecting normal braking.

[0037] Motorcycle brake release process: The brake sensor 90 outputs a signal to the electronic control unit 1003 again, driving the electronic brake 1001 to hydraulically retract. The normally closed solenoid valve 60 is de-energized and in a normally closed state, while the normally open solenoid valve 30 is energized. At this time, the normally open solenoid valve 30 switches from a normally open state to a normally closed state, cutting off the hydraulic pressure transmitted from the upper pump assembly 1002 to the electronic brake 1001. The retracted hydraulic pressure is released through the first check valve 301 in the normally open solenoid valve 30, thus achieving the self-pressure relief function.

[0038] Motorcycle brake failure process: Oil pressure is output through the upper pump assembly 1002. At this time, the normally open solenoid valve 30 is de-energized and is in the open state. Oil pressure is delivered to the electronic brake 1001 through the first passage 20, and the brake hydraulic pressure is backed up.

[0039] The above description is merely a preferred embodiment of one or more embodiments of this specification and is not intended to limit the scope of one or more embodiments of this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments of this specification should be included within the protection scope of one or more embodiments of this specification.

Claims

1. A self-depressurizing and fluid replenishment structure for motorcycles, characterized in that, include: Main valve body; The first passage has its head section connected to the electronic brake in the motorcycle and its tail section connected to the oil pressure output terminal of the upper pump assembly in the motorcycle. A normally open solenoid valve is installed in the first passage, and the normally open solenoid valve has a built-in first check valve. Braking simulator; The second path has its head section connected to the tail section of the first path, and its tail section is connected to the brake simulator. A normally closed solenoid valve is installed in the second passage; The third passage has its head section connected to the electronic brake in the motorcycle and its tail section connected to the oil reservoir input end of the upper pump assembly in the motorcycle. A second check valve is provided in the third passage; as well as The brake sensor is electrically connected to the electronic control unit in the motorcycle. The normally open solenoid valve, the brake simulator, the normally closed solenoid valve, and the check valve are all integrated into the main valve body; at least a portion of the first passage, the second passage, and the third passage is an internal passage of the main valve body.

2. The motorcycle self-depressurization and fluid replenishment structure according to claim 1, characterized in that: The first check valve in the normally open solenoid valve can only be controlled by hydraulic pressure flowing in from the electronic brake in the motorcycle.

3. The motorcycle self-depressurization and fluid replenishment structure according to claim 1, characterized in that: The second check valve can only allow oil to flow in from the oil reservoir inlet of the upper pump assembly in the motorcycle.

4. The motorcycle self-depressurization and fluid replenishment structure according to claim 3, characterized in that: Both the normally open solenoid valve and the normally closed solenoid valve are electrically connected to the electronic control unit in the motorcycle. In the power-off state, the normally open solenoid valve is in the open state and the normally closed solenoid valve is in the closed state. In the power-on state, the normally open solenoid valve is in the closed state and the normally closed solenoid valve is in the open state.

5. The motorcycle self-depressurization and fluid replenishment structure according to claim 4, characterized in that: When the motorcycle is in braking mode, the normally open solenoid valve and the normally closed solenoid valve are energized; when the motorcycle is in brake release mode, the normally open solenoid valve is energized and the normally closed solenoid valve is de-energized; when the motorcycle is in brake failure mode, the normally open solenoid valve is de-energized.

6. The motorcycle self-depressurization and fluid replenishment structure according to claim 1, characterized in that: The brake simulator is integrated inside the main valve body.

7. The motorcycle self-depressurization and fluid replenishment structure according to claim 1, characterized in that: The braking sensor is a handle angle sensor.

8. A brake-by-wire system, characterized in that: The motorcycle self-depressurization and fluid replenishment structure includes any one of claims 1-7.

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