ANTI-LOCK CONTROL UNIT FOR HYDRAULIC BRAKES OF A HAND-DRIVE VEHICLE

Description

DESCRIPTION of the industrial invention from the title: "Anti-lock brake control unit for hydraulic brakes "lights of a handlebar-driven vehicle" On behalf of: RAICAM DRIVELINE SRL, Italian nationality liana, Corso Genova 40 - 12084 Mondovì (Cuneo), Italy lia Designated Inventors: GIACCARDI Matteo; BONARDO San- dro Filed on: June 27, 2024 * * * DESCRIPTION Technical sector The present invention relates to a unit anti-lock control for hydraulic brakes a handlebar-driven vehicle, such as a bicycle or an electric bicycle. State of the art Anti-lock braking systems ("ABS") have been in- installed on vehicles with hydraulic brakes to prevent to end the slippage, reducing the effects of a sudden stop. In an ABS braking system, all the wheels of a vehicle are equipped with brake discs and associated tone wheels or equivalent elements slow, integral with the brake discs. The sensors detect the rotation speeds of the wheels at which they are associated and send speed-indicating signals rotation speed to an electronic control unit electronic control unit (ECU) that processes the rotation signals received Each brake disc is associated with a caliper brake. A pump, operated by a control (a control (hand lever on a bicycle), activates the calipers of the brakes through their respective hydraulic circuits lici, on each of which a unit is installed ABS valve. Each ABS valve unit controls the flow and pressure of the brake fluid to the associated clamp, in response to electrical signals from Electronic control unit control. When the ECU detects a condition indicative of an impending wheel lock, activates the respective valve ABS to reduce hydraulic pressure on the brake of the affected wheel, thus reducing the force braking on this wheel, so that the wheel re- manga slowed down but can rotate. This process is repeats continuously during braking, several times in the second, preventing the vehicle from skidding. There are many anti-lock braking systems for bi- cycles (motorcycles, bicycles and electric bicycles) triche) and products are marketed for all these types of vehicles. For example, EP 3 392 104 A1 describes an ABS valve unit mounted on a bracket under the handlebars of the bicycle. WO 2021 / 205334 A1 describes two more devices mounting for an ABS unit, one mounted on the for- front cell of the bicycle, the other mounted inside one of the bike frame tubes- cletta. The known mounting solutions have the disadvantage to mount the ABS unit in an an- aesthetic and vulnerable to external damage. In the case of the frame mounting option, the latter must be specifically designed and manufactured to accommodate the ABS system, which is expensive and can add extra weight to the bike. Summary of the invention A principal object of the present invention is to realize an anti-lock braking control unit perfected in which the system components anti-lock braking systems are protected from damage and are not visible from the outside. Another purpose of the inven- action is to simplify hydraulic connections among the components of a brake control unit hydraulics in an anti-lock braking system of braking. In one aspect, the present invention re- develops a hydraulic brake control unit for a hydraulic braking system to control the anti-lock function of a vehicle wheel, as defined in claim 1. Forms of re- preferred embodiments are defined in the claims. dependent actions. In summary, from one aspect, the present di- vulgation concerns a brake control unit hydraulics for a handlebar-driven vehicle that includes an externally mounted brake pump on the tubular handlebar, while internally to the handlebar two valves are mounted at opposite ends posts of a cartridge device and controlled electrically to perform an anti-lock check braking failure. Brief description of the drawings In order for the present invention to be well understood, some of its features will now be described preferred embodiments, provided by way of example exemplary, referring to the drawings of attachments, in which: Figure 1 schematically represents the lay- out of an anti-lock braking system on a handlebar-driven vehicle; Figures 2 to 4 are views of a group handlebar comprising a control unit hydraulic brakes for a handlebar-driven vehicle equipped with an anti-lock braking system of braking; and Figure 5 is a schematic sectional view axial of control unit components that they are mounted inside the handlebars. Detailed description Referring initially to Figure 1, the layout of a system is illustrated schematically of hydraulic braking for a vehicle with steering handlebars, typically a bicycle or e-bike. The braking system includes an anti-lock braking system brake (ABS) and a series of mechanical components and electromechanical. The ABS system includes sensors of wheel rotation 10 applied to the wheels (not illustrated) of the vehicle (not illustrated). The wheels are equipped with brake discs (not shown) and related brake calipers 11 (only one is illustrated brake caliper), which apply braking force to the brake pads on the caliper through a circuit hydraulic brake 15 and consequently generate a braking torque acting on the wheel. A lever manual 21 operates a brake pump 13 to generate and check the pressure inside the circuit hydraulic brake 15. Preferably, a sensor pressure 14 detects the brake fluid pressure in the hydraulic circuit. The rotation sensors 10 detect the rotation speeds of the wheels at which are associated and send indicative signals of the rotation speed to a control unit brakes (Brake Control Unit, BCU) 16, which is a unit electronics that receives and processes signals from the sensors rotation sensors 10 and pressure sensor 14. The electrical signals coming from the pressure sensor sion 14 are sent to the BCU to check the pressure inside the hydraulic circuit 15 of the brake. The electrical signals coming from the sensor of pressure 14 are sent to the BCU 16 through- towards a line 9. A battery B powers the unit BCU through a 35 power line. If the vehicle is an electric bicycle, it can be powered powered by the same battery as the tran- tion. The hydraulic braking system includes a hydraulic brake control unit that in- includes, in addition to the brake pump 13, two solenoid valves vole: a "check valve" 50, which is an electro- normally open valve, and a "relief valve" scio" 70, which is a normally open solenoid valve closed, and a 90 accumulator. The check valve 50, the release valve 70, and the accumulator 90 are integrated into a 20mm handlebar tube of the vehicle (Figures 2-5). The brake pump 13 is mounted externally- mind on the 20 handlebar tube. The accumulator 90 is configured to store top up the brake fluid to a controlled pressure during operation of the ABS system and re-enter refill the brake fluid into the hydraulic circuit lico to make it available at the pump again brake. The accumulator is placed in a path for the brake fluid whose access is controlled by the release valve 70. A one-way valve 100, illustrated schematically, it is interposed between the check valve tegno 50 and the brake pump 13, and allows the fluid brakes to flow from the brake caliper to the brake pump, when the pressure in the brake caliper is higher to the pressure in the brake pump. The BCU 16 unit can also have an IMU unit (Inertial Measurement Unit) 18 integrated that detects the acceleration and orientation of the bicycle. Based on these measurements, the BCU unit activates the check valve and the release valve for prevent the bicycle from tipping over when the driver brakes excessively on rough road surfaces high friction and to avoid wheel lockup controlled when the driver brakes on surfaces low friction. The pressure sensor 14 can be advantage- neatly mounted inside the handle tube brio. Embodiments may provide that an- that the BCU 16 unit is mounted inside the pipe of the handlebar or adjacent to the handlebar assembly, e.g. pio inside an on-board computer fixed to the handlebars. The handlebar tube 20 identifies a central axis axial x. In this context, terms like "axial" or "axially" must be interpreted as in- indicating a direction parallel or coinciding with the x-axis. During use, the handlebar axis is so- essentially horizontal and transversely oriented mind with respect to the direction of advancement of the vehicle. A brake control lever 21 is mounted in pivoted via a clamp 22 on the tube 20 of the handlebars, so you can rotate around a pin 23 with respect to the axial axis of the handlebar x. When the control lever 21 is operated, the brake pump 13 sends pressurized fluid through a pipe 111 to a light 110 on the brake pump side (or brake light) input) formed in a 24 cartridge device axially elongated cylindrical shape, mounted fixedly inside the handlebar tube 20. The 24 cartridge device forms a series of internal cavities and channels. For construction reasons, as in the example illustrated in Figure 5, the di- 24 cartridge device can be composed of the u- union of several complementary parts 24a, 24b axial- minds side by side. The cartridge device 24 can be made made of plastic or metallic material lico, such as aluminum or its alloys. The device a 24 cartridge can be inserted into the ma- tube nubrio through an open end of the tube 20 of the handlebars. The cartridge device 24 forms a light of delivery or light 112 brake side that connects hydraulics connect the control unit to at least one clamp brake to supply the brake fluid to it pressurized raised during braking. The 24 cylindrical cartridge device has two axially opposite ends, and shape (Figure 5): a first axially extended open cavity 59 to a first axial end of the device cartridge, in which it is at least partially housed the check valve 50, and a second axially extended open cavity 79 to a second axial end of the cartridge, in which the valve is at least partially housed release 70. Cavities 59 and 79 are axially elongated in directions parallel to the x-axis of the manu- tube brio. The check valve 50 (Figure 5) is an electri- normally open, electrically controlled valve electrically excitable by a solenoid to temporarily block communication fluid between the inlet port 110 from the pump brake and the 112 flow light towards the brake. The check valve 50 is accommodated at least par- initially in a body 24a formed by the cartridge 24 inserted into the 20mm handlebar tube. A check valve plunger 53 is housed, at least partially, in an axial manner sliding inside the first axial cavity elongated mind 59. An electromagnetic coil 67 is mounted sta- ctionary in the 20 handlebar tube and surrounds coas- at least a portion of the piston 53 of the check valve. At least a part of the piston 53 of the check valve, in particular lare the piston portion of the valve retainer which is surrounded by the electromagnetic coil tica 67, is made of a high-performance material magnetic meability and low magnetic hysteresis, such as soft iron. A return spring 64 pushes the piston 53 of the check valve away from the cartridge, towards a normal valve position open mind. When powered, the electromagnet coil gnetica 67 generates a magnetic flux that stimulates the piston 53 with an axial force that opposes to the axial force of the return spring 64 and closes the check valve. The release valve 70 is a solenoid valve normally closed, electrically controlled by a solenoid and electrically excitable to open temporarily the fluid communication between the brake caliper and accumulator 90. The release valve 70 is accommodated at least par- initially in a 24b body formed by the 24 cartridge inserted into the 20mm handlebar tube. A check valve plunger 73 is housed in an axially sliding manner, at least partially inside the second cavity as- sially elongated 79. An electromagnetic coil 83 is mounted sta- ctionary in the 20 handlebar tube and surrounds coas- at least a portion of the piston 73 of the release valve. At least part of the piston 73 of the release valve, in particular lare the portion of the piston 73 that is surrounded from the electromagnetic coil 83, is made in a material with high magnetic permeability and low magnetic hysteresis, such as soft iron. The accumulator 90 can be connected hydraulically to the delivery light through the release valve scio 70, when this is opened by exciting elec- trically the electromagnetic coil 83. The stan- dive 73 release valve has two positions alternatives: a normal braking position, in where the release valve is normally closed light 112 on the brake side does not communicate with the battery bearer 90, and an activated or open position, in which the release valve plunger 73 allows to allow brake fluid to partially flow back from the side of circuit communicating with light 112 on the brake side in accumulator 90. A return spring 80 pushes the piston 73 of the release valve towards the body 24b of the cartridge and towards the closing position of the release valve, in which the piston 73 interrupts the fluidic communication between the accumulation the bearer and the brake caliper. Another return spring 93 urges a stan- dive 92 inside the accumulator 90 in allon- removal from the cartridge body 24b. When powered, the electromagnet coil gnetica 83 generates a magnetic flux that stimulates the piston 73 with an axial force that opposes to the axial force of the return spring 80 and opens the release valve. Inside the cartridge device is re- a network or plurality of channels or passages was dug out interiors that fluidly connect the 110 side light brake pump, light 112 brake side, the first cavity 59 axially extended, the second cavity 79 axially extended mind and the accumulator 90. The channels are con- imagine in an appropriate way so that, by activating selectively the check valve and the shut-off valve release, different conditions can be achieved operational, including a condition in which the fluid communication is temporarily blocked between the brake pump side light and the brake side light, and a condition in which it is simultaneously con- felt the fluid communication between the light side brake and accumulator. A channel 130 connects the brake side light 112 to the second axially extended cavity 79. A 120 channel, which connects the pump side light brake with brake side light, includes a first section 121 of the channel between the brake pump side light 110 and the first axially extended cavity, a second section 122 of the canal which extends between the first axially extended cavity and channel 130. A 140 channel extends between the pump side light brake and the second section of canal 122 and is prov- view of a one-way valve 100 interposed between the second section 122 of the canal and light 110 brake pump side. The one-way valve 100 con- feel the brake fluid flowing from the second section of channel 122 to the brake pump side light when the pressure in the second section of channel 122 is higher of the pressure in the brake pump, but not vice versa. Preferably, the pressure sensor 14 is accommodated in a fluidly communicating cavity 141 with the second section of channel 122 via a canal 142. The operation of the ABS control unit is the following. During normal driving, the brakes do not are operated and the manual lever 21 is in the position rest. Brake pump 13 is in rest condition. Neither the check valve nor the release valve. The check valve is normally open mind and the release valve is normally closed. Brake fluid in the entire circuit of the braking system is at atmospheric pressure. During normal braking, the driver exercises a force on the manual lever 21 and activates the pump brake 13. Check valve 50 is still open and the release valve 70 is still closed. The Brake fluid flows from the brake pump 13 through channels 120, 130 in the 24cartridge device- it dips and comes out of the light 112 on the brake side towards the brake caliper. Using the hydraulic pressure sensor 14, a control algorithm inside the unit BCU detects that a braking operation is in progress and monitors wheel speeds and acceleration of the bicycle. If, through the control algorithm, the u- BCU 16 unit detects the onset of a slippage of the wheel or the risk of the bicycle tipping over cycling, the first mitigation action that the si- The ABS system can undertake is to prevent the entry of additional fluid into the brake caliper, thus preventing a further increase in torque braking to the wheel. This is achieved by activating the check valve 50. Coil activation electromagnetic 67 causes the valve to close check valve 50. The piston 53, moving towards the body of the cartridge 24, occludes the comm- fluidic nication in channel 120, ensuring that a further increase in pressure coming from from brake pump 13 cannot be transmitted to the brake caliper. The brake fluid pressurized by the brake pump fills channel 140 but is stuck in this channel from the one-way valve 100, which it is closed due to the fact that the pressure in the channel 140 is greater than the pressure in the section of channel 122. If the BCU 16 unit detects further slippage- wheel chin or the risk of the vehicle tipping over bicycle, further action can be taken of mitigation which consists in reducing the pressure in the brake caliper and therefore decrease the brake torque bearing to the wheel. This can allow the wheel to slides to regain traction. The pressure can be reduced by momentarily activating the valve of release 70. The activation of the electro- magnetic 83 causes the stan- dive 73 from cartridge 24, opening the light 74 which puts the light 112 side in fluid communication brake caliper with the accumulator 90. This allows the brake fluid to flow from the brake caliper through the release valve 70 in the accumulator chamber 90, where the brake fluid moves the piston of the accumulator 92 against a load spring 93. After the braking maneuver, the driver re- slide the manual lever 21. The check valve 50 is reopens and the fluid pressure of channels 120, 130 returns to atmospheric level. The spring load 93 empty the accumulator 90 by sending the fluid from the ac- accumulator in channel 130, after which the valve release is de-energized and spring 80 closes it. Although some spe- specific embodiments of the con- trollo, it must be understood that this information have been provided for illustrative purposes only and that the invention must not be limited by them in in any way. Several changes will be evident to the industry experts, in light of the previous examples teeth. The scope of the invention is limited only from the attached claims.

Claims

1. Hydraulic brake control unit for a handlebar-driven vehicle equipped with an anti-lock braking control system, wherein the vehicle comprises a handlebar tube (20) extending in an axial direction (x), wherein the control unit comprises: a brake master cylinder (13) mounted externally on the handlebar tube (20) for applying a pressure of a braking fluid to at least one brake (11) of the vehicle; a cartridge device (24) of axially elongated cylindrical shape mounted inside the handlebar tube (20), wherein the cartridge device has: a brake master cylinder side port (110) hydraulically connectable to the brake master cylinder (13); a brake master cylinder side port (112) hydraulically connectable to at least one brake (11); a first axially extended cavity (59) open at a first axial end of the cartridge device (24);a second axially extended cavity (79) open to a second axial end of the cartridge, opposite the first axial end - 1 ; an accumulator (90) hydraulically connectable to the second axially extended cavity to receive a quantity of brake fluid from the brake-side port and to temporarily retain said quantity of brake fluid and subsequently return it to the brake-side port; a check valve (50) at least partially accommodated in the first axially extended cavity (59), where the check valve is a normally open valve, controlled by a solenoid (67) and electrically excitable to temporarily occlude fluid communication between the brake pump-side port (110) and the brake-side port (112);a release valve (70) at least partially accommodated in the second axially extended cavity (79), where the release valve is a normally closed valve, controlled by a solenoid (83) and electrically excitable to temporarily allow fluid communication between the brake-side port (112) and the accumulator (90); channels (120, 130), formed inside the cartridge device (24), which fluidly connect the brake pump-side port (110) with the brake-side port (112) through the first axially extended cavity (59), and the brake-side port (112) with the accumulator (90) through the second axially extended cavity (79).; 2. Control unit according to claim 1, wherein said channels (120, 130) comprise a channel (130) connecting the brake-side port (112) to the second axially extended cavity (79).

3. Control unit according to claim 2, wherein said channels (120, 130) comprise a channel (120) connecting the brake pump side port (110) with the brake pump side port (112), where the channel (120) comprises a first channel section (121) between the brake pump side port (110) and the first axially extended cavity (59), and a second channel section (122) extending between the first axially extended cavity and the channel (130).

4. Control unit according to claim 3, wherein within the cartridge device (24) there is also formed a channel (140) which extends between the port (110) on the brake pump side and said second section of channel (122) and is provided with a one-way valve (100), interposed between the second section (122) of channel and the port (110) on the brake pump side, where the one-way valve (100) is configured to allow the brake fluid to flow from the second section of channel (122) to the port (110) on the brake pump side when the pressure in the second section of channel (122) is greater than the pressure in the brake pump (13), but not vice versa.

5. A control unit according to claim 3 or 4, further comprising a fluid pressure sensor (14) accommodated in a cavity (141) formed in the cartridge device (24).

6. Control unit according to claim 5, wherein the cavity (141) which houses the pressure sensor (14) communicates fluidly with the brake-side light (112).

7. Control unit according to any of the preceding claims, wherein the cartridge device (24) is composed of the union of two complementary cylindrical parts (24a, 24b) axially placed side by side, of which a first part (24a) has the first axially extended cavity (59) which at least partially houses the check valve (50), and a second part (24b) has the second axially extended cavity (79) which at least partially houses the release valve (70).

8. Control unit according to claim 7, wherein both the first (24a) and the second (24b) parts form sections of the channel (120) which fluidly connects the brake pump side port (110) with the brake side port (112), and of the channel (130) which fluidly connects the brake side port (112) with the accumulator (90).

9. A handlebar assembly for a handlebar-driven vehicle, comprising a tubular handlebar (20) and at least one hydraulic brake control unit according to any of the preceding claims, wherein the check valves (50) and release valves (70) and the cartridge device (24) are mounted inside the tubular handlebar (20), and the brake pump (13) is mounted externally on the tubular handlebar (20).