Straddled Vehicle Brake Hydraulic Control Adjusting Rigidity Feel
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Solution Overview
Problem
Existing straddled vehicle braking systems complicate the adjustment of rigidity feel, requiring part replacement and not allowing for simple modification of the braking operation element's rigidity feel based on conventional methods.
Innovation Solution
The implementation of independent front-wheel and rear-wheel brake fluid channels with electric actuators controlled by drive signals, allowing external adjustment of brake hydraulic pressure correlation with the operation condition of the braking elements, enabling simpler adjustment of rigidity feel without changing the parts' rigidity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If conventional braking systems use fixed rigid parts, then structural strength is maintained, but adjustment of rigidity feel becomes complicated requiring part replacement
Solution Approach 1:
The patent applies dynamics by making the braking system's rigidity characteristic adjustable rather than fixed. The control unit dynamically changes the correlation between operation condition and drive signal to electric actuator, allowing the rigidity feel to be modified without physical part replacement. This transforms a static mechanical system into a dynamically adjustable one.
Solution Approach 2:
The patent implements parameter changes by modifying the correlation parameter between operation condition and drive signal. Instead of changing physical parameters like part rigidity or geometry, the system changes the control parameter (correlation value) that determines how the electric actuator responds to operation element movement, thereby adjusting rigidity feel through software/control parameters.
2Ease of operation
If independent brake fluid channels with electric actuators are implemented, then rigidity feel adjustment becomes simpler, but device complexity increases
Solution Approach 1:
The patent replaces the traditional mechanical linkage system with an electric actuator system. Instead of using purely mechanical components (cables, linkages) to transmit braking force, the system uses electric actuators that receive drive signals from a control unit. This substitution enables electronic control of rigidity feel, making adjustment simpler through software rather than mechanical modification.
Solution Approach 2:
The control unit acts as an intermediary between the operation element and the electric actuator. It processes the operation condition, determines the appropriate drive signal based on the stored correlation, and sends commands to the actuator. This intermediary layer enables flexible adjustment of rigidity feel without requiring direct mechanical changes to the braking components.
3Adaptability or versatility
If correlation between operation condition and drive signal is modified, then rigidity feel is enhanced without part modification, but control system complexity increases
Solution Approach 1:
The control system performs self-adjustment by automatically modifying the drive signal correlation based on operation conditions. The control unit monitors the operation element's movement and autonomously determines the appropriate actuator response without requiring external manual intervention. This self-service capability enhances rigidity feel adjustment while maintaining systematic automation.
Solution Approach 2:
The system implements feedback by continuously monitoring the operation condition of the operation element and using this information to adjust the drive signal to the electric actuator. The control unit receives feedback about lever position or force applied and modifies the actuator's response in real-time, creating a closed-loop control system that dynamically optimizes rigidity feel.
Data Source
Figure 1
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Figure 3B~4
AI summary
A straddled vehicle includes a front-wheel braking operation element, a rear-wheel braking operation element and a brake hydraulic-pressure control device. The brake hydraulic-pressure control device includes: an electric actuator capable of controlling the brake hydraulic pressure acting on the wheel cylinder of one of the front-wheel and rear-wheel brakes; one braking operation condition detection unit for detecting the operation condition of one braking operation element; a drive signal generation unit for generating a drive signal for driving the electric actuator; and an external input unit to which an operation device operable by a person may be connected. The drive signal generation unit defines the correlation between the operation condition of the one braking operation element and the drive signal for the electric actuator. The drive signal generation unit includes a correlation changing unit for changing the correlation between the operation condition of the one braking operation element and the drive signal for the electric actuator depending on a signal received by the external input unit from the outside.