CN114162099B - Pressure distribution control system - Google Patents

Abstract

The invention discloses a Pressure Distribution Control System (PDCS), which comprises a pressure distribution module (PDU) and a pressure regulation module (PRU) which are arranged on a body, wherein the body is provided with four oil pipe joints which are respectively connected with a master cylinder oil pipe on a linkage side and an auxiliary side and oil pipes of front and rear wheel brake calipers, and a first oil cylinder and a second oil cylinder are respectively provided with a cylinder shaft so as to push and press brake oil pressures distributed to front and rear wheel brake systems; the pressure adjusting module (PRU) provides a nonlinear adjusting force which can control the stroke of the cylinder shaft assembly of the first and second hydraulic cylinders, thus generating a distribution curve of front and rear wheel braking forces, the distribution curve determines the front and rear wheel braking force distribution proportion, the proportion change range and the proportion change rate when different input forces are applied, the most proper deceleration, braking control feeling, comfort and braking handle rigidity can be obtained by adjusting the distribution curve, the distribution curve can be easily adjusted by adjusting the parameters of the PDU, and the components of the original vehicle braking system do not need to be replaced.

Description

Pressure distribution control system

Technical Field

The present invention relates to a brake force distribution system for a motor vehicle, which is applied to a motor vehicle equipped with a hydraulic disc brake system on the front and rear wheels. The front and rear wheel brake systems can be linked by a single handle, and when the linked side brake handle is used, the ratio of the front and rear wheel brake forces and the rate of change of the ratio can produce a pressure distribution control system that continuously changes as the handle input force increases.

Background technique

Generally, the motorcycle is braked mainly by the brake handles on the left and right sides of the handlebars. Most of the time, the right brake handle controls the front wheel brake system, and the left brake handle controls the rear wheel brake system. For motorcycles, the safest braking action is to brake the rear wheel first and then the front wheel when the input force is low. When the input force is large, the front wheel brake force is slightly higher than the rear wheel brake force, so that the vehicle can achieve the maximum deceleration and avoid excessive rear wheel slippage and tail-spinning accidents.

For motorcycles equipped with hydraulic brake systems on the front and rear wheels, various front and rear wheel combined braking systems (Combined Braking System, CBS) are currently available on the market. They use a single handle to brake the front and rear brakes in conjunction, in order to improve the danger caused by the rider accidentally operating the front wheel brake alone during emergency deceleration.

However, most of the CBS front and rear linkage brake systems currently on the market are simple linkage systems with a fixed front and rear wheel brake force distribution ratio. This type of design is designed to meet the regulatory requirements that the rear wheel must have sufficient braking force when the front wheel fails and the user's demand for handle rigidity. Due to the simple CBS structure, the design has insufficient design freedom. Please refer to Figure 1 for the braking force distribution curve designed. Figure 1 is a diagram of the front and rear wheel braking force distribution of CBS when the input force is on the brake handle on the linkage side (usually the left hand). Curve A represents the ideal braking force distribution curve of a motor vehicle. If the braking force distribution of the front and rear wheels meets this curve during braking, the front and rear wheels can provide the maximum braking force at the same time to achieve the maximum deceleration of the entire vehicle, and there will be no danger of the front wheel locking first and causing the vehicle body to tip over, or the rear wheel locking first and causing tail swinging. However, in practice, due to the wear variability of brake pads and discs and the differences in tire and road conditions, the braking force of the front and rear wheels is usually difficult to conform to the curve. If it conforms to the curve, the brakes will be too sensitive, the body will easily tilt forward, resulting in poor comfort, and the handlebars will not be rigid enough. Considering the above problems and avoiding the problem of front wheel locking first, the actual braking force distribution curve is usually higher than the ideal braking force distribution curve. Broken line B is a typical braking force distribution curve of a commercially available CBS with a fixed front and rear wheel braking ratio. It is obvious that the rear wheel braking force is higher than the front wheel braking force at low input force, but in the braking process when the input force increases to a large input force, the increase in the ratio allocated to the front wheel braking is low, and the braking force allocated to the rear wheel and its ratio increase significantly. This phenomenon will cause the rear wheel brakes to lock early when braking with a large input force, and the rear wheel slips too much and causes the car to skid, so the directional stability of the brakes is greatly reduced. In addition, because the rear wheel slips, the braking force allocated to the rear wheel brake system by the CBS cannot increase the braking force of the entire vehicle, and the braking force of the front wheel does not increase, that is, the braking force of the entire vehicle does not increase with the increase of the handlebar input force, resulting in a poor sense of braking control for the driver and reduced trust in the product.

Summary of the invention

The pressure distribution control system of the present invention can provide a better braking force distribution curve. Through the braking force ratio distribution method provided by the present invention, the ratio of the braking force of the front and rear wheels and the rate of change of the ratio can automatically change with the increase of the handle input force. When braking with large input force, the front wheel can obtain a larger braking ratio. Another important purpose is that the present invention is easy to adjust. The braking force distribution curve can be easily adjusted according to the user's safety, braking performance and comfort requirements. Only simple parameters need to be fine-tuned to change the braking force distribution curve, and there is no need to replace the component specifications of the original vehicle's braking system.

To achieve the above-mentioned purpose, the present invention discloses a pressure distribution control system, which is applied to motor vehicles equipped with hydraulic disc brake systems on front and rear wheels, including a pressure distribution module (PDU) and a pressure adjustment module (PRU) installed on a body, the body is connected to a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe and a front wheel brake oil pipe, a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of distribution spaces, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first flow channel connected to the linkage side brake master cylinder oil pipe, a fifth flow channel of a first valve at the bottom of the first oil cylinder is connected to the rear wheel brake oil pipe and connected to the rear wheel caliper, the second oil cylinder is provided with a The second, third and fourth flow channels, and the third and fourth flow channels are connected to the front wheel brake oil pipe; a first cylinder shaft and a second cylinder shaft driven by the first cylinder shaft are respectively assembled in the first oil cylinder and the second oil cylinder, the first cylinder shaft has an axis end and a first neck, the first neck is provided with a first leather cup, a first oil chamber is formed between the first leather cup and the first plug, the first oil chamber is communicated with the first flow channel, the second cylinder shaft is provided with a first shaft ring and a second shaft ring smaller than the outer diameter of the first shaft ring, the top of the second oil cylinder is sealed by a second plug, a second leather cup is provided between the first shaft ring and the second shaft ring, a second oil chamber is formed between the second leather cup and the second plug, and the second oil chamber is communicated with the fourth flow channel. The oil pressure from the linked side brake master cylinder oil pipe acts on the effective cross-sectional area of the first oil chamber and the effective cross-sectional area of the second oil chamber, which are designed according to the maximum braking force ratio of the target vehicle component and the front and rear wheels; the pressure adjustment module (PRU) includes a pressure regulating component arranged on the top of the main body and a resistance component arranged in the assembly space of the main body, the pressure regulating component has a pressure regulating part pivotally connected to the top of the main body, and the resistance component provides a resistance force to a force-bearing part of the pressure regulating part, so that a pressing part of the pressure regulating part presses the top of the second cylinder shaft, thereby providing a variable movable adjustment force to the second shaft rod.

The present invention further discloses a pressure distribution control system, comprising: a pressure distribution module (PDU) and a pressure adjustment module (PRU) installed on a body, the body is connected to a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe and a front wheel brake oil pipe, a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of distribution spaces, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first flow channel connected to the linkage side brake master cylinder oil pipe, a fifth flow channel of a first plug at the bottom of the first oil cylinder is connected to the rear wheel brake oil pipe and connected to the rear wheel caliper, the second oil cylinder is provided with a second, third and fourth flow channels, and the third and fourth flow channels are connected to the front wheel brake oil pipe; the top of the second oil cylinder is sealed by a second plug, and the second plug is provided with a through hole for the second cylinder shaft to pass through; a first A cylinder shaft and a second cylinder shaft driven by the first cylinder shaft are respectively assembled in the first oil cylinder and the second oil cylinder, the first cylinder shaft has an axis end and a first neck, the first neck is provided with a first leather cup, a first oil chamber is formed between the first leather cup and the first plug, the first oil chamber is communicated with the first flow channel, the second cylinder shaft is provided with a first shaft ring and a second shaft ring smaller than the outer diameter of the first shaft ring, a second leather cup is provided between the first shaft ring and the second shaft ring, a second oil chamber is formed between the second leather cup and the second plug, the second oil chamber is communicated with the fourth flow channel, when the input force is applied to the brake handle on the linked side to perform the braking action, the oil pressure from the oil pipe of the master brake cylinder on the linked side enters the first oil chamber from the first flow channel to push the first cylinder shaft up, and at the same time enters the rear wheel brake oil pipe through the fifth flow channel of the first plug to push the rear wheel brake system to generate braking force. The oil pressure from the linked side brake master cylinder oil pipe acts on the effective cross-sectional area of the first oil chamber and the effective cross-sectional area of the second oil chamber, which are designed according to the target ratio of the target vehicle parameters and the maximum braking force of the front and rear wheels. A compression spring is arranged between the second shaft ring and the second plug; the pressure adjustment module (PRU) includes a pressure regulating component arranged on the top of the main body and a resistance component arranged in the assembly space of the main body. The pressure regulating component has a pressure regulating part pivotally connected to the top of the main body. The resistance component provides a resistance force to a force-bearing part of the pressure regulating part, so that a pressing part of the pressure regulating part presses the top of the second cylinder shaft, thereby providing a variable adjustment force to the second shaft rod.

The characteristics of the present invention are that under the coordinated action of the pressure distribution module (PDU) and the pressure regulation module (PRU), the front and rear wheel braking forces have a larger proportional range, and the proportional change rate can be easily adjusted to obtain the best proportional change curve, so that the motorcycle equipped with CBS can not only link the front and rear wheel braking systems through a single handle, but also have a better front and rear wheel braking force proportional distribution curve. In other words, when the driver uses the linked side brake handle to brake, the ratio of the front and rear wheel braking forces and the change rate of the ratio can automatically change in a better process as the handle input force increases, and the braking force distribution curve can be easily adjusted according to the user's safety, braking performance and comfort requirements, without significantly changing the components of the original vehicle braking system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a braking force and an ideal braking force distribution curve of a known CBS front and rear linked braking system.

FIG. 2 is a simplified cross-sectional schematic diagram of the present invention.

FIG. 3 is a schematic diagram of an embodiment of the present invention installed on a vehicle.

FIG. 4 is an appearance diagram of an embodiment of the present invention.

FIG. 5 is a front cross-sectional view of an embodiment of the present invention.

FIG. 6 is a side cross-sectional view of an embodiment of the present invention.

FIG. 7 is a cross-sectional view of a resistance component configured with an adjustment component according to an embodiment of the present invention.

8A and 8B are schematic diagrams showing changes in the angle of the pressure regulating member of the pressure regulating module according to an embodiment of the present invention.

9A and 9B are graphs showing the relationship between the second cylinder shaft stroke and the regulating force and the corresponding curves of the front and rear wheel braking forces according to an embodiment of the present invention.

10 is a cross-sectional view of the assembly space of the second cylinder shaft of the pressure adjustment module according to the embodiment of the present invention, in which the compression spring and the main body are provided and oil is injected into the assembly space.

FIG. 11 is a plan view showing another embodiment of the present invention in which the top of the second cylinder shaft is not provided with a slot hole and a load-bearing wall plate.

Explanation of symbols in the accompanying drawings:

a1: front wheel brake oil pipe;

a2: rear wheel brake oil pipe;

a3: front wheel brake system;

a4: rear wheel brake system;

b1: oil pipe of brake master cylinder on the linkage side;

b2: auxiliary side brake master cylinder oil pipe;

C1, C2, C3, C4: Braking curves;

Ls1, Ls2, Ls3: curves;

L1, L2: distance;

A1, A2: cross-sectional area;

H1: Direction of the rear wheel oil pipe;

θ: angle;

100: body;

101: first oil cylinder;

102: second oil cylinder;

103: partition;

104: shaft hole;

105: first cock;

106: second cock;

107: Perforation;

108: first flow channel;

109: second flow channel;

110: third flow channel;

111: fourth flow channel;

112 : Fifth flow channel;

113: Assembly space;

200: pressure distribution module;

210: first cylinder shaft;

211: shaft end;

212: First oil chamber;

213: Socket hole;

214: First neck;

215: First Cup;

220: Second cylinder shaft;

223: first collar;

224: second collar;

225: Second neck;

226: Second Cup;

228: Wheel;

229: Second oil chamber;

230: slot;

231: latch;

232: compression spring;

300: pressure adjustment module;

310: voltage regulating assembly;

312: Siding;

313: load-bearing wall panels;

314: Pressure regulating parts;

315: shaft pin;

316: force bearing part;

317: Suppression Department;

320: resistance components;

321: elastic component;

322: ejector rod;

323: abutting assembly;

324: countersunk hole;

325: Adjust components;

400: Capping;

410: Connector.

Detailed ways

In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

The drawings are not drawn to scale, and only parts of the structures and the different layers forming these structures may be shown in the drawings. Embodiments according to the present invention can be implemented in conjunction with these other (possibly conventional) process steps without significantly disrupting them. In general, embodiments according to the present invention can replace parts of conventional processes without significantly affecting peripheral processes and steps.

2 to 6 , the pressure distribution control system of the present invention is applied to a motor vehicle having a front and rear disc brake system. In this embodiment, a two-wheeled motorcycle is used as an example for illustration. The system includes a pressure distribution unit (PDU) 200 and a pressure regulation unit (PRU) 300 installed on a body 100 , and a cover 400 .

The main body 100 has a first oil cylinder 101, a second oil cylinder 102 and a matching space 113. The first oil cylinder 101 and the second oil cylinder 102 are on the same axis. The second oil cylinder 102 is located above the first oil cylinder 101. A partition 103 is provided between the first oil cylinder 101 and the second oil cylinder 102. The partition 103 independently separates the first oil cylinder 101 and the second oil cylinder 102. An axial hole 104 is provided at the center of the partition 103. A first plug 105 is provided at the bottom of the first oil cylinder 101. The first plug 105 has a fifth flow channel 112 inside that is connected to the rear wheel brake oil pipe a2, which is the direction H1 of the rear wheel oil pipe. The rear wheel brake oil pipe a2 is connected to a rear wheel brake system a4 of the locomotive. The opening at the top of the second oil cylinder 102 is sealed by a second plug 106. A through hole 107 is provided at the center of the second plug 106. A first flow channel 108 is provided on one side of the main body 100, and the first flow channel 108 is connected to the linkage side brake master cylinder oil pipe b1, and the first flow channel 108 is communicated with the first oil cylinder 101, a second flow channel 109 and a third flow channel 110 are located on the side of the second oil cylinder 102 and communicate with the second oil cylinder 102, the second and third flow channels 109, 110 are connected to the auxiliary side brake master cylinder oil pipe b2, a fourth flow channel 111 is communicated with the second oil cylinder 102 and is located above the third flow channel 110, the fourth flow channel 111 is connected to the front wheel brake oil pipe a1, the front wheel brake oil pipe a1 is linked to a front wheel brake system a3 of the locomotive, and the assembly space 113 is located on one side of the first and second oil cylinders 101, 102.

The pressure distribution unit (PDU) 200 has a first cylinder shaft 210 and a second cylinder shaft 220. The first cylinder shaft 210 is assembled with the first oil cylinder 101. The first cylinder shaft 210 can move up and down along the length direction of the first oil cylinder 101. The first cylinder shaft 210 is provided with an axis end 211 toward the first plug 105. The outer diameter of the axis end 211 is smaller than the outer diameter of the first cylinder shaft 210. The first cylinder shaft 210 is provided with a set of holes 213 toward the second cylinder shaft 220. The first cylinder shaft 210 has a first neck 214. The first neck 214 is provided with a first elastic leather cup 215. A first oil chamber 212 is formed between the first leather cup 215 and the first plug 105. The first oil chamber 212 is communicated with the first flow channel 108.

The second cylinder shaft 220 is assembled with the second oil cylinder 102, and its bottom end is sleeved and connected with the sleeve hole 213 of the first cylinder shaft 210, and the other top end passes through the through hole 107 and protrudes from the second cock 106 located at the top of the body 100. The middle section of the second cylinder shaft 220 is provided with a first shaft ring 223 and a second shaft ring 224 smaller than the outer diameter of the first shaft ring 223. A second neck 225 is formed between the first shaft ring 223 and the second shaft ring 224. The second neck 225 is sleeved with a second elastic leather cup 226. The first shaft ring 223 cooperates with the wall surface of the second oil cylinder 102 and is adjacent to the partition 103. The second cylinder shaft The top of 220 passes through the through hole 107 of the second plug 106 and is exposed at the top of the body 100, and there is a slot hole 230 located at the top of the second cylinder shaft 220. A rotating wheel 228 is provided on each side of the slot hole 230, and another rotating wheel 228 is provided between the two rotating wheels 228. A latch 231 passes through three of the rotating wheels 228 and the slot hole 230 and is pivotally connected, so that the rotating wheel 228 is pivotally connected to the top of the second cylinder shaft 220. A second oil chamber 229 is provided between the second leather cup 226 and the second plug 106, and the second oil chamber 229 is communicated with the third flow channel 110 and the fourth flow channel 111. Among them, the effective cross-sectional area of the first oil chamber 212 is A1, and the effective cross-sectional area of the second oil chamber 229 is A2. The ratio of the effective cross-sectional area A1 to the effective cross-sectional area A2 (A1/A2) combined with the nonlinear resistance curve (Fs) provided by the pressure adjustment module (PRU) 300 can be used to optimize the design so as to obtain a better pressure ratio between the first oil chamber 212 and the second oil chamber 229.

The pressure regulating module (PRU) 300 includes a pressure regulating assembly 310 disposed on the top of the body 100 and a resistance assembly 320 disposed in the assembly space 113 of the body 100. The pressure regulating assembly 310 includes two wall plates 312 facing each other at the top of the body 100, and a load-bearing wall plate 313 corresponding to the side surfaces of the two wall plates 312. A pressure regulating member 314 is pivotally connected between the two wall plates 312. The load-bearing wall plate 313 and the rotating wheel 228 abut against each other. The center is formed into a groove shape, so that the rotating wheel 228 located in the center corresponds to the groove shape, but there is no load-bearing wall plate 313. The pressure regulating member 314 is pivotally connected to the two wall plates 312 by an axle pin 315. One end of the pressure regulating member 314 has a force-bearing portion 316. In practice, the force-bearing portion 316 is a roller pivotally connected to the pressure regulating member 314. The other end of the pressure regulating member 314 has a pressing portion 317. The pressing portion 317 presses the rotating wheel 228 at the top of the second cylinder shaft 220. Among them, the distance L1 between the axle pin 315 and the force-bearing portion 316 of the pressure regulating member 314 is greater than the distance L2 between the axle pin 315 and the pressing portion 317 of the pressure regulating member 314, and the ratio value of L1/L2 affects the change curve of the regulating force of the pressure regulating assembly 310 on the second cylinder shaft 220.

In another embodiment of the present case, as shown in FIG. 11 , the top of the second cylinder shaft 220 is not provided with a slot 230, and a force-bearing portion 316 at one end of the pressure regulating member 314 is pivotally connected to a roller, and the other end is a pressing portion 317 opposite to the force-bearing portion 316, which is also pivotally connected to a roller, namely, a rotating wheel 228, and the pressing portion 317 is the contact portion of the rotating wheel 228 pressing the top of the second cylinder shaft 220, and in this embodiment, there is no load-bearing wall plate 313.

The resistance component 320 includes an elastic component 321 that can axially expand and contract, such as a compression spring. The elastic component 321 is assembled in the assembly space 113 of the main body 100. An upper end of the elastic component 321 is connected to a push rod 322, and the bottom end of the elastic component 321 is supported by a push assembly 323. In application implementation, a countersunk hole 324 is provided at the bottom of the push rod 322 for the top end of the elastic component 321 to be inserted, so that the push rod 322 can elastically push the force-bearing part 316 of the pressure regulating member 314.

The cover 400 is covered on the top of the main body 100 of the pressure distribution module (PDU) 200 and is screwed with the main body 100 by means of several connecting parts 410 such as screws. The cover 400 seals the pressure regulating assembly 310 of the pressure regulating module (PRU) 300, the top of the second cylinder shaft 220 and the top of the push rod 322 inside.

According to the above structure, when the rider of the motorcycle inputs force to the linked side brake handle of the motorcycle to apply the brake action, the brake oil in the linked side brake master cylinder oil pipe b1 will be pressurized to enter the first oil chamber 212 from the first flow channel 108, and directly enter the rear wheel brake oil pipe a2 through the fifth flow channel 112 in the first plug 105, so that the rear wheel brake oil pipe a2 links the rear wheel brake system a4 to brake the rear wheel, so that the rear wheel of the vehicle brakes first, and when the thrust generated by the oil pressure acting on the effective cross-sectional area A1 of the first oil chamber 212 is greater than the impedance force provided by the pressure adjustment module (PRU) 300 acting on the second cylinder shaft 220, the second cylinder shaft 220 will move up.

Since the bottom end of the second cylinder shaft 220 is inserted into the sleeve hole 213 of the first cylinder shaft 210 and connected to the first cylinder shaft 210, when the thrust generated by the oil pressure acting on the effective cross-sectional area A1 of the first oil chamber 212 is greater than the impedance force provided by the pressure adjustment module (PRU) 300 acting on the second cylinder shaft 220, the second cylinder shaft 220 moves upward. When the upward movement of the second cylinder shaft 220 is sufficient to allow the second leather cup 226 to cover the third flow channel 110, the second oil chamber 229 generates oil pressure, and the brake oil enters the front wheel brake oil pipe a1 through the fourth flow channel 111 to push the front wheel brake system a3 to generate front wheel braking force.

7 to 9A and 9B, the resistance component 320 of the pressure adjustment module (PRU) 300 of the present invention may further include an adjustment component 325 such as a screw, which is screwed into the bottom of the assembly space 113 of the body 100 and can be rotated to drive the adjustment component 325 to move upward, so as to push the push component 323 upward and push the elastic component 321 upward, so that the push rod 322 is forced to rise, so that the force on the force-bearing portion 316 of the pressure regulating member 314 is increased, and the downward pressing force of the pressing portion 317 of the pressure regulating member 314 is increased, that is, the impedance force of the adjustment force (Fs) is increased, and the rotating wheel 228 at the top of the second cylinder shaft 220 is pressed. Therefore, when the upward movement of the rotating adjustment component 325 is greater, the impedance force generated by the elastic component 321 on the force-bearing portion 316 of the pressure regulating member 314 is greater, and the downward pressing impedance force of the pressing portion 317 is greater, and the force required to push the second cylinder shaft 220 upward is relatively greater. On the contrary, the rotating adjustment component 325 moves downward, the pressure of the push component 323 on the elastic component 321 is reduced, and the pressure of the elastic component 321 on the push rod 322 is also reduced, so that the force on the force-bearing part 316 of the pressure regulating member 314 is reduced, that is, the impedance of the regulating force (Fs) is reduced, and the impedance of the pressing part 317 of the pressure regulating member 314 to the second cylinder shaft 220 is also reduced; the pressing part 317 of the pressure regulating member 314 is provided with an inclined surface in contact with the rotating wheel 228, and the inclined surface has an angle θ. As the upward movement of the second cylinder shaft 220 increases, the angle θ changes accordingly, so that the regulating force (Fs) will produce a nonlinear change that increases and then decreases.

Please refer to FIG. 7, FIG. 9A and FIG. 9B again. By adjusting the parameters of the pressure adjustment module (PRU) 300, such as changing the rigidity and pre-pressure of the elastic component 321, different changing relationships between the adjustment force (Fs) and the displacement of the second cylinder shaft (Xv) can be obtained, such as the three curves Ls1, Ls2, and Ls3 in FIG. 9A. The apex and initial impedance of the three curves are different, but they all show nonlinear characteristics. During the increase of the displacement of the second cylinder shaft (Xv), the adjustment force (Fs) becomes larger and larger. After reaching a peak value, the adjustment force (Fs) begins to decrease. The purpose is to slightly increase the front wheel braking force when braking with a large input force. FIG. 9 B represents the different front and rear wheel brake force distribution curves C1, C2, and C3 generated by the vehicle corresponding to the three Fs curves, wherein the Ls1 curve can generate the C1 curve, the Ls2 curve can generate the C2 curve, and the Ls3 curve can generate the C3 curve. The three curves present different braking performances. For example, when the pressure adjustment module (PRU) 300 provides a lower Fs curve (Ls1), a brake force distribution curve C1 closer to the ideal distribution curve C4 can be obtained. At this time, the front wheel distribution is higher, a larger deceleration can be obtained, and the brake is more sensitive. When braking with a large input force, the rear wheel slippage is low, but the handlebar rigidity is low, and the forward tilt felt by the passenger is also large, so the comfort is poor; on the contrary, if the pressure adjustment module (PRU) 300 provides a higher Fs curve (Ls3), a C3 braking force distribution curve can be obtained, at which time the handlebar rigidity can be increased, the front and rear wheel braking ratio is also reduced, the maximum deceleration will be reduced, the rear wheel slippage is increased when braking with a large input force, and the braking is less sensitive. Its advantages are that the forward tilt felt by the passenger is low when braking with a large input force, and the comfort is high. Regardless of which curve is C1, C2, or C3, its front wheel maximum ratio is significantly higher than the commercially available simple fixed ratio CBS (due to design limitations, the maximum ratio of front/rear wheel braking force is usually less than 40/60), and is closer to the ideal braking curve C4. More importantly, there will be no sudden increase in the rear wheel braking force when braking with a large input force. In short, by using the adjustment force Fs curve provided by the pressure adjustment module (PRU) 300 and the ratio design of the effective cross-sectional areas A1 and A2 inside the pressure distribution module (PDU) 200, the ratio variation range of the front and rear wheel braking forces can be increased to produce a better braking force distribution curve, so that the entire vehicle has the most appropriate deceleration and safety while taking into account the braking comfort and the rigidity of the brake handle. In addition, because the parameters of the pressure adjustment module (PRU) 300 are easy to adjust, the braking force distribution curve can be easily adjusted according to user needs. The performance of the adjustment force Fs curve combined with the ratio (A1/A2) of the effective cross-sectional areas A1 and A2 is explained as follows: Because the front wheel braking force ( Ff ) and the rear wheel braking force ( _{Fr )} are respectively determined by the second oil chamber oil pressure ( P2 ₎ and the first oil chamber oil pressure (P1), that is,

Where _Af is the effective area of the front wheel caliper piston, and _Ar is the effective area of the rear wheel caliper piston. When the linkage side master cylinder is pushed with a specific handle input force value, the relationship between the oil pressure in the second oil chamber (P2) and the oil pressure in the first oil chamber (P1) is:

Wherein FL is the input force value _of the linkage side handle, Fm is the total resistance of the linkage _side master pump, _Am is the effective area of the piston of the linkage side master pump, and the regulating force Fs includes the moving resistance provided by the pressure regulating module (PRU) 300 to the piston, as well as the friction force and the oil seal resistance. It can be known from the above formula that when the driver provides a linkage side handle input force value _FL under a certain ratio of A1 to A2, the pressure distribution module (PDU) 200 can obtain the corresponding _P1 , and the ratio of the oil pressure _P2 in the second oil chamber to the oil pressure _P1 in the first oil chamber is determined by the regulating force Fs value. In other words, adjusting the curve of the regulating force Fs can adjust the ratio of the oil pressure ( _P2 ) in the second oil chamber to the oil pressure ( _P1 ) in the first oil chamber, thereby adjusting the ratio of the front wheel and rear wheel brake forces; in the present invention, by utilizing the mechanism design of the pressure regulating module (PRU) 300, the regulating force Fs presents a nonlinear relationship corresponding to the displacement Xv of the second cylinder shaft, so by adjusting the shape of the nonlinear curve, the distribution ratio of the front wheel brake force and the rear wheel brake force can be adjusted. In accordance with the product specifications of the master cylinder and caliper on the market, the preferred front and rear wheel braking force ratio range and the handlebar rigidity performance, the preferred effective cross-sectional area A1 to A2 ratio of the present invention is: A1/A2 is greater than or equal to 0.75.

Please refer to Figures 6 and 7. In the present invention, the oil pressure from the linkage side brake master cylinder oil pipe b1 acts on the effective cross-sectional area A1 of the first oil chamber 212, generating a thrust on the first cylinder shaft 210 to push the second cylinder shaft 220. The thrust minus the regulating force of the pressure regulating member 314 of the pressure regulating module (PRU) 300 acting on the second cylinder shaft 220, divided by the effective cross-sectional area A2 of the second oil chamber 229, is the pressure that pushes the brake oil into the front wheel brake oil pipe a1. Using this relationship, the design of the present invention can use the change of the regulating force of the pressure regulating member 314 of the pressure regulating module (PRU) 300 acting on the second cylinder shaft 220 to adjust the front wheel braking force according to the change of the handlebar input force, so as to ensure that the rear wheel braking force is greater than the front wheel braking force at the initial stage of braking, and the front wheel braking force gradually increases with the increase of the movement of the second cylinder shaft 220. Therefore _{, when the input force is applied to the linked side brake handle of the motorcycle, it not only ensures that the rear wheel brake is actuated earlier than the front wheel brake, but more importantly, as the handle input force increases, the proportion of the front wheel braking force (Ff} ) gradually increases at an appropriate rate of increase, that is, the proportion of the rear wheel braking force ( Fr ₎ gradually decreases at an appropriate rate of attenuation, effectively controlling the motorcycle to reduce the amount and probability of rear wheel slippage during the route, allowing the motorcycle to safely decelerate or stop within the shortest distance.

Regarding another implementation of the pressure adjustment module (PRU) 300, please refer to FIG. 10. The present invention provides a compression spring 232 that can generate axial expansion and contraction between the second shaft ring 224 of the second cylinder shaft 220 and the second cock 106, and injects a certain amount of gas and oil mixture into the closed space formed by the push rod 322 and the assembly space 113. When the mixture is squeezed in the closed space, a certain amount of resistance force can be generated, so that when the second cylinder shaft 220 moves upward and the push rod 322 is pressed down by the pressure regulating component 310 to squeeze the mixture, the resistance force generated by the pressure regulating component 310 forms a nonlinear adjustment force _Fs on the movement of the second cylinder shaft 220; on the other hand, the adjustment component 325 can adjust the position of the push component 323 to change the volume of the assembly space 113, and the change of the volume can affect the rigidity of the gas and oil mixture and change the adjustment force _Fs curve.

Please refer to Figures 3 and 6. When the rider inputs force to the linked side brake handle, the oil pressure of the linked side brake master cylinder oil pipe b1 enters the first oil chamber 212 through the first flow channel 108, and directly enters the rear wheel brake oil pipe a2 through the fifth flow channel 112 in the first plug 105 to link the rear wheel brake system a4. When the thrust generated by the oil pressure acting on the effective cross-sectional area A1 of the first oil chamber 212 is greater than the resistance force provided by the pressure adjustment module (PRU) 300 acting on the second cylinder shaft 220, the second cylinder shaft 220 moves upward. When the upward movement stroke of the second cylinder shaft 220 is sufficient to make the second leather cup 226 cover and exceed the third flow channel 110, and the force is input again to assist the side brake handle to perform the braking action, the oil pressure can be input from the second flow channel 109 and the third flow channel 110 to generate oil pressure in the second oil chamber 229, and enter the front wheel brake oil pipe a1 through the fourth flow channel 111 to push the front wheel brake system a3 to brake the front wheel. When the rider inputs force to the auxiliary side brake handle and then inputs force to the linked side brake handle to brake, the input force of the auxiliary side brake handle causes the brake oil to pass through the third flow channel 110 and enter the fourth flow channel 111 to brake the front wheel. Then, the input force of the linked side brake handle causes the oil pressure of the linked side brake master cylinder oil pipe b1 to enter the first oil chamber 212 through the first flow channel 108, and directly enter the rear wheel brake oil pipe a2 through the fifth flow channel 112 in the first plug 105 to link the rear wheel brake system a4. At the same time, the oil pressure of the linked side brake master cylinder generates a driving force on the first cylinder shaft 210 and the second cylinder shaft 220 in the first oil chamber 212. The oil pressure generated by the driving force on the second oil chamber 229 is added to the oil pressure generated by the input force of the auxiliary side brake handle to increase the braking force of the front wheel.

When the rider only inputs force to the auxiliary side brake handle to perform braking (without inputting force to brake the interlocking side brake handle), the auxiliary side brake master cylinder oil pipe b2 pushes the oil pressure from the third flow channel 110, and enters the front wheel brake oil pipe a1 through the fourth flow channel 111 to promote the front wheel brake system a3. However, more importantly, the partition 103 allows the first cylinder 101 and the second cylinder 102 to have independent spaces respectively. Therefore, when the rider only inputs force to the auxiliary side brake handle to perform braking (without inputting force to brake the interlocking side brake handle), the oil pressure in the third flow channel 110 will not cause the second cylinder shaft 220 to push the first cylinder shaft 210 in reverse.

In summary, when the linked side brake handle is used for braking, the ratio of the front and rear wheel braking forces and the rate of change of the ratio can automatically change with the increase of the handle input force. In other words, by combining the functions of the pressure distribution module (PDU) 200 and the pressure adjustment module (PRU) 300, a brake force distribution curve with a better ratio range and ratio change rate of the front and rear wheel braking forces can be generated, so that when braking with a small input force, the rear wheel can be ensured to brake earlier than the front wheel, and when braking with a large input force, the maximum deceleration can be obtained, and the braking control feeling and comfort can be improved, and the slippage of the rear wheel can be reduced, while taking into account the rigidity performance of the brake handle. In addition, the brake force distribution curve can be easily adjusted according to the user's safety, braking performance and comfort requirements, without the need to replace the component specifications of the original vehicle brake system.

The characteristics of the present invention are that under the coordinated action of the pressure distribution module (PDU) 200 and the pressure adjustment module (PRU) 300, the front and rear wheel braking forces have a larger proportional range, and the proportional change rate can be easily adjusted to obtain the best proportional change curve. The front and rear wheel braking systems can be linked by a single handle, and a better front and rear wheel braking force proportional distribution curve (hereinafter referred to as the braking force distribution curve) is provided. In other words, when the driver uses the linked side brake handle to brake, the ratio of the front and rear wheel braking forces and the rate of change of the ratio can automatically change in a better process with the increase of the handle input force, and the braking force distribution curve can be easily adjusted according to the user's safety, braking performance, and comfort requirements, without the need to significantly change the components of the original vehicle braking system.

In detail, when the input force is applied to the linked side brake master cylinder oil pipe, the oil pressure of the linked side brake master cylinder oil pipe directly enters the rear wheel brake oil pipe through the fifth flow channel in the first plug to link the rear wheel brake system, so that the rear wheels of the vehicle are braked first, and when the thrust generated by the oil pressure acting on the effective cross-sectional area A1 of the first oil chamber is greater than the impedance force provided by the pressure adjustment module (PRU) 300 acting on the second cylinder shaft, the second cylinder shaft moves upward. When the upward movement of the second cylinder shaft is sufficient to allow the second leather cup to cover the third flow channel, the second oil chamber generates oil pressure, and the brake oil enters the front wheel brake oil pipe to push the front wheel brake system to generate front wheel braking force.

Special attention should be paid to a feature of the present invention. The effective cross-sectional area A1 of the first oil chamber and the effective cross-sectional area A2 of the second oil chamber can be set according to various parameters of the target vehicle. The matching pressure adjustment module (PRU) 300 provides a variable movable adjustment force Fs provided to the second cylinder shaft, which can adjust the front wheel and rear wheel braking force ratio in _{a wide range; because the front wheel braking force (Ff} ) and the rear wheel braking force ( Fr ₎ are respectively determined by the second oil chamber oil pressure ( _P2 ) and the first oil chamber oil pressure ( _P1 ).

The above is only a preferred embodiment of the present invention, and it cannot be used to limit the scope of the present invention. That is, all simple equivalent changes and modifications made according to the scope of the patent application of the present invention and the content of the invention description are still within the scope of the patent of the present invention.

Claims (11)

1. A pressure distribution control system for use with a motor vehicle having front and rear disc brake systems, comprising:

The pressure distribution module is arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of space, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first flow passage communicated with the linkage side brake master cylinder oil pipe, a fifth flow passage in a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe, the second oil cylinder is provided with a second flow passage, a third flow passage and a fourth flow passage, the third flow passage and the fourth flow passage are communicated with the front wheel brake oil pipe, a first cylinder shaft and a second cylinder shaft driven by the first cylinder shaft are respectively assembled on the first oil cylinder and the second oil cylinder, the first cylinder shaft has a shaft end part and a first neck, the first neck is provided with a first leather cup, the first leather cup is communicated with the first oil chamber, the first leather cup is communicated with the first cock, the second leather cup is arranged between the first piston ring and the second piston ring, the second piston has a second leather cup has a large cross-sectional area equal to the first piston ring and the second piston ring, the second piston ring has a large cross-sectional area equal to the first piston ring and the second piston ring, the first piston ring has a second piston ring has a large cross-sectional area, and the piston ring with the piston ring is provided with the piston ring; and

The pressure adjusting module comprises a pressure adjusting component arranged at the top of the body and a resistance component arranged in the assembly space of the body, the pressure adjusting component is provided with a pressure adjusting piece pivoted above the body, and the resistance component pushes up a stress part of the pressure adjusting piece to enable a pressing part of the pressure adjusting piece to press the top of the second cylinder shaft.

2. The pressure distribution control system according to claim 1, wherein a slot is provided at the top of the second cylinder shaft, two rollers are provided at both sides of the slot, another roller is provided between the two rollers, and a pin passes through the three rollers and the slot and is pivoted, the pressure regulating assembly comprises two wall plates above the body, a bearing wall plate opposite to the side of the two wall plates and the two rollers are abutted against each other, the pressure regulating member is pivoted between the two wall plates, the pressure regulating member is pivoted to the two wall plates by a pin, and the pressing member presses the rollers at the top of the second cylinder shaft.

3. The pressure distribution control system according to claim 1, wherein the pressure regulating assembly comprises two wall plates above the body, the pressure regulating member is pivoted between the two wall plates, the pressure regulating member is pivoted to the two wall plates by a shaft pin, both ends of the pressure regulating member are pivoted by rollers, one end is a force bearing part, the other end is a pressing part, and the pressing part presses the top of the second cylinder shaft.

4. A pressure distribution control system according to claim 2 or claim 3, wherein the pin is spaced from the pressure receiving portion of the pressure regulator by a greater distance than the pin is spaced from the pressure receiving portion of the pressure regulator.

5. A pressure distribution control system according to claim 1,2 or 3, wherein the resistance component comprises an elastic component, the upper end of the elastic component is propped against a push rod, the push rod is upwards pushed against the stress part of the pressure regulating piece, and the bottom end of the elastic component is propped against a propping component.

6. The system of claim 5, further comprising an adjustment assembly threadably coupled to the bottom of the assembly space, wherein rotating the adjustment assembly adjusts the upward or downward displacement of the abutment assembly.

7. The pressure distribution control system of claim 1, further comprising a cover disposed on top of the body and threadably engaged with the body by a plurality of connectors, the cover enclosing the pressure regulating assembly and the top of the second cylinder shaft.

8. The pressure distribution control system of claim 1, wherein the second collar has an outer diameter that is less than an outer diameter of the first collar.

9. A pressure distribution control system for use with a motor vehicle having front and rear disc brake systems, comprising:

The pressure distribution module is arranged on a body, the body is connected with a linkage side brake master cylinder oil pipe, an auxiliary side brake master cylinder oil pipe, a front wheel brake oil pipe and a rear wheel brake oil pipe, the body is provided with a first oil cylinder, a second oil cylinder and a group of space, the first oil cylinder and the second oil cylinder are independently separated, the first oil cylinder is provided with a first runner which is communicated with the linkage side brake master cylinder oil pipe, a fifth runner in a first cock at the bottom of the first oil cylinder is connected with the rear wheel brake oil pipe, the second oil cylinder is provided with a second runner, a third runner and a fourth runner, the third runner and the fourth runner are communicated with the front wheel brake oil pipe, the top of the second oil cylinder is sealed by a second cock, the second cock is provided with a first through hole for a second cylinder shaft to pass through, the first cylinder shaft and a second cylinder shaft which is pushed by the first cylinder shaft are respectively arranged on the first oil cylinder and the second oil cylinder, the first cylinder shaft end part and the first neck part of the first cylinder shaft are provided with a first rubber cup which is communicated with the first oil cylinder, the second rubber cup is arranged between the first runner and the second piston, the first piston ring and the second piston ring are communicated with the first oil chamber, the first piston ring and the second piston ring are arranged between the first piston ring and the first piston; the pressure regulating module comprises a pressure regulating component arranged at the top of the body and a resistance component arranged in the assembly space of the body, the pressure regulating component is provided with a pressure regulating part pivoted above the body, the resistance component pushes up a stress part of the pressure regulating part to enable a pressing part of the pressure regulating part to press the top of the second cylinder shaft, the assembly space of the body is assembled with a push rod, the regulating component is screwed at the bottom of the assembly space of the body, the push rod and the assembly space form a closed space, quantitative gas and oil liquid mixture is injected into the closed space, and the regulating component can change the volume of the assembly space.

10. The pressure distribution control system according to claim 9, wherein a slot is provided at the top of the second cylinder shaft, two rollers are provided at both sides of the slot, another roller is provided between the two rollers, and a pin passes through the three rollers and the slot and is pivoted, the pressure regulating assembly comprises two wall plates above the body, a bearing wall plate opposite to the side of the two wall plates and the two rollers are abutted against each other, the pressure regulating member is pivoted between the two wall plates, the pressure regulating member is pivoted to the two wall plates by a pin, and the pressing member presses the rollers at the top of the second cylinder shaft.

11. The pressure distribution control system of claim 10, wherein the pin is spaced from the pressure receiving portion of the pressure regulator by a greater distance than the pin is spaced from the pressure receiving portion of the pressure regulator.