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SAE TECHNICAL
PAPER SERIES

Combination of Antilock Brake

System (ABS) and Combined Brake
System (CBS) for Motorcycles

Masaie Kato, Takushi Matsuto, Keishin Tanaka, Hiroshi Ishihara,

Tatsuo Hayashi, and Wasaku Hosoda
Honda R&D Co., Ltd.

Reprinted from: Current and Future Developments

in ABSKCS and Brake Technology
(SP-1142)

The Engineering Society International Congress & Exposition

mA=fir Advancing Mobmy
Detroit, Michigan
m ~ a n SeadAir and Srrace-
February 26-29,1996

400 CommonwealthDrive, Warrendale, PA 15096-0001 U.S.A. Tel: (412)776-4841 Fax:(412)776-5760

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ISSN 0148-7191
Copyright 1996 Society of Automotive Engineers, InC.

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Combination of Antilock Brake System (ABS) and
Combined Brake System (CBS) for Motorcycles
Masaie Kato, Takushi Matsuto, Keishin Tanaka, Hiroshi lshihara,
Tatsuo Hayashi, and Wasaku Hosoda
Copyright 1996 Society of Automotive Engineem, Inc.
ABSTRACT
Basic requirements for a motorcycle brake system
include achieving adequate deceleration and improving
motorcycle stability during braking by easy operation.
To help realize these requirements, Combined Brake
System (CBS) and Antilock Brake System (ABS) for
motorcycle have been researched and deveioped.
A new brake system which combines CBS with
ABS has been recently researched and installed on a
test motorcycle. The results of braking tests showed
high performance in deceleration and good braking
feeling especially during ABS actuation.
INTRODUCTION
A conventional motorcycle brake system has three
major characteristics compared with an automobile as
described below:
1. Motorcycles have a high center of gravity and a
comparatively short wheel base. As a consequence,
the ideal braking force distribution between a front and
rear wheel can vary widely during deceleration. To
achieve higher deceleration, the hand and foot input
force actuating the front and rear wheel, respectively,
should be well balanced. Therefore, motorcycles
typically have independently actuated brake systems
for the front and rear wheel.
2. A motorcycle is a single track bank to turn vehicle,
compared to an automobile. Motorcycle roll stability in a
turn, therefore, depends on the lateral force of the tires,
among other things. Wheel locking caused by an
extremely large brake input force can reduce
motorcycle stability, by decreasing the lateral force of
the tire.
3. Light weight and compactness are characteristics
Honda R&D Co., Ltd.
of motorcycle brakes. In addition, cost is also a factor
when considering marketability.
In an ongoing effort to evolve brake systems which
are optimum for motorcycles, Honda has continued
research and development.(l)
In the field of Combined Brake System (hereinafter
referred to as CBS), a pedal actuated CBS was
completed and installed on a large touring motorcycle
in 1983. After that, aiming at easier braking operation,
Dual Combined Brake System (hereinafter referred to
as D-CBS) in which either hand or foot input actuates
the front and rear wheel simultaneously has been
developed, and a large sports motorcycle with that
system was placed on the market in 1993.(2)(3)
In the field of Antilock Brake System (hereinafter
referred to as ABS), a solenoid controlled ABS was
installed on a large touring production motorcycle in
1992.(4)(5) However, the cost of solenoid controlled
ABS was still relatively high compared to the price of a
complete motorcycle. Therefore, to realize a lighter,
more compact and inexpensive ABS, further reserach
has been carried out on a motor driven ABS. Further
results of research on ABS were presented in 1995.(6)
A combined CBS and ABS composed of one brake
system was then considered to try and satisfy the
requirements for a motorcycle brake system for certain
applications. Based on the results of the research
carried out for ABS and CBS, a new brake system
which combines these two brake systems ( hereinafter
referred to as D-CBS&ABS) has been studied.
In this paper, the construction and function of a
candidate D-CBS&ABSwill be first explained, and then
the results of braking test will be discussed which was
conducted by using the an example test motorcycle
with engine displacement of 1100 cmJ with that brake
system.
'Numbers in parenmeses designate references at end of paper.
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The schematic diagram of D-CBS is shown in Fig.1.

OUTLINE OF D-CBS&ABS
The D-CBS and the motor driven ABS which are
bases of the D-CBS&ABS are first explained, and next
the function and characteristics of D-CBS&ABS are
described:
CHARACTERISTICS AND OPERATIONAL
PRINCIPLE OF D-CBS
- C - Normally, motorcycles
have independently actuated brake systems for the
front and rear wheels. Input operation is accomplished
by the rider. The rider applies braking force by adjusting
it in response to braking needs and various road
surface conditions. Particularly, to obtain very high
deceleration or rider's best, it may be necessary that
riders have high braking skills and experience. One of
the purposes of CBS is to obtain high braking efficiency
through a suitable braking force distribution to the front
and rear wheels by one easier operation.
Through a series of researches of the D-CBS, there
has been drawn the conclusion given below. If the D-
CBS has characteristics which will meet the following
requirements,wheel lock may be less likely, and higher
deceleration may be obtained:
When applying hand brake input only, the response of
the D-CBS system should be similar to that for a
conventional brake system. Similar behavior should
occur with a foot brake input only.
When the braking force by either hand or foot input is
constant while the other input is increased, the braking
force distribution should converge more to the ideal
distribution.
Secondaly
Princivle of D-CBS Overation The hydra -
pressure generated by the front master cylinder due to
the hand lever input is transmitted directly to the front
calipers and braking force is generated at the front
wheel. Hydraulic pressure is generated in the
secondary master cylinder by utilizingthis braking force
through a linkage, and this hydraulic pressure is
controlled by the PCV and transmitted to the rear
caliper. Braking force is also generated at the rear
wheel by the hydraulic pressure.
The hydraulic pressure generated by the rear
master cylinder due to the foot pedal input is
transmitted directly to the rear caliper and to the front
caliper at the same time. The braking force on the rear
wheel by the foot input is generated by both the
hydraulic pressure from the rear master cylinder and
one from the PCV through the secondary master
cylinder.
The PCV consists of three stages which are a
pressure reduction similar to that for automobiles, a
cutoff valve, and a pressure reducing valve; and its
characteristics on a braking force distribution are set so
as to be close to the ideal distribution (F1g.2).

PCV
for Automobile I
nkl, l ,
p - e
Reducing Valve

-2 PCV . .

p<cut , , + f Valve
fo Valve ng , , ~.' :.
~

.. . . ...
,

2 1 .., :.
2
C
a
Master Cylinder P
J
P 50 0 10 20 . .
INPUT PRESSURE (MPa) -.

Fig.1 Schematic Diagram of D-CBS Fig.2 PCV Construction and Characteristics of D-CBS ' ' .

..
60
' !
. .. .
.., ,
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CHARACTERISTICS AND OPERATIONAL

PRINCIPLE OF MOTOR DRIVEN ABS
Characteristics of Motor Driven ABS -The purposes
of ABS include decreasing the likelihood of wheel
locking and helping to maintain effective braking when
a rider applies an excessive brake input. Fig.3 shows
the schematic diagram of a candidate motor driven
ABS which has been researched as a motorcycle ABS.
Fig.4 shows the modulator construction.
Crankoin t

Fig.3 Schematic Diagram of Motor Driven ABS

- The
Fig.4 Modulator Construction for Motor Driven ABS crankshaft of the modulator is settled at top dead center
by a backup spring during riding under normal
The ABS consists of wheel velocity sensors on the conditions. During this time, the cutoff valve above the
front and rear wheel, ECU, Motor Drivers and control piston is opened and the master cylinder
Modulators. hydraulic pressure is directly applied to the caliper
The motor driven ABS has the following potential cylinder.
advantages over a more conventional solenoid When the ECU detects that the wheels are showing
controlled ABS. Reductions in size, weight and cost a tendency to become locked from the wheel slip ratio
were achieved by replacing the hydraulic circuit and wheel acceleration, the ECU sends a signal to the
composed of two solenoid valves, a pump and a motor motor driver. The control piston moves toward bottom
by one motor (Table 1). Finer 256 steps in controlling dead center according to rotation of the crankshaft by
caliper pressure was achieved by replacing the the motor drive, to close the cutoff valve and to reduce
hydraulic pressure control by solenoid controlled valves the caliper pressure.
with a continuous control by motor rotation angle. This Once the ECU detects the recovery of wheel
enabled a better response and finer control of the velocity, the control piston moves toward top dead
caliper pressure.
Table 1 Specifications of Motor DrivenI ABS and Solenoid Controlled ABS
ITEM ~ o t oDriven
r ABS Solenoid Controlled ABS
System MASS (kg) 3.82 5.54
Modulator MASS (kg) 1.5 (2Modulators) 3.3 (2Modulators)
Modulator VOLUME (cm3) 400 (2Modulators) 1100 (2Modulators)
NUMBER of Modulator Parts 22 types, 27 pieces 46 types, 57 pieces
Pressure DIVISION by Wheel Conditions 16384 8
Controlling
unit STEPS in Caliper Pressure Controlling 256 7
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Rear Modulator

Fig.5 Schematic Diagram

center by the opposite rotation of the control motor to
increase the caliper pressure. The increase and
decrease of caliper pressure is controlled by the
feedback operation of the control motor with the crank Front Modulator
angle sensor.
The arithmetic unit of ECU is composed of two
CPUs. During riding under normal conditions, the two
CPUs perform the same arithmetic computations,
mutually comparing and checking values such as
wheel velocity and slip ratio. During ABS operation, one
of the CPUs controls the ABS and the other CPU
controls the motor. The CPU controlling the ABS
obtains the amount of pressure increase or decrease
from a f u u y inference map definition based on the data
obtained from actual running. The CPU controlling the
motor carries out PID (Proportional Integral Derivative)
computation based on the target crank angle
transmitted from the CPU controlling the ABS and the Pressure
actual crankangles, and the control motor is driven by
PWM (Pulse Width Modulation) with 10KHz.
COMBINATION OF D-CBS AND MOTOR DRIVEN
-
ABS A combination of the D-CBS and the motor P
C
,,,-
driven ABS was achieved by inserting the ABS in to the
hydraulic pressure circuit of D-CBS. The schematic 2 4
diagram of the D-CBS&ABS is shown in Fig.5. INPUT PRESSURE (MPa)
-
Enhancement of D-CBS In an effort to enhance the Fig.6 Delay Valve Construction and
feeling of pedal operation with slight input, a measure Characteristics for D-CBS&ABS
was taken to reduce the braking force distribution of the front calipers. The change of braking force distribution
front wheel. The method was to install a delay valve by the delay valve enabled the adoption of a PCV
shown in Fig.6 between the front modulator and the composed of functional parts of cutoff valve and
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To
Rear Modulate-
(Output ~ressGe) @
From
Secondary
Master Cyl
(Input pressure)

Fig.8 Modulator Construction for D-CBS&ABS

Fig.7 PCV Construction
and Characteristics for D-CBS&ABS
pressure decreasing valve without the PCV for
automobile stage, as shown in Fig.7.
The calipers were compacted and lightened while
keeping a basic construction.
Enhancement of Motor Driven ABS Since the D--
CBS has two hydraulic pressure circuits for each of the
front and rear wheels, the ABS when combined with the
D-CBS must be constructed such that the modulator
enables control of the two hydraulic pressure circuits
simultaneously.
Fig.8 shows the modulator construction for the D-
CBS&ABS. Within the modulator are arranged a pair of
control pistons and cutoff valves on the crankpin in
parallel with each other.
-
Characteristics of D-CBS&ABS A comparison of
specifications between the ABS in D-CBSSABS and
the solenoid controlled ABS is presented in Table 2.
-
ABS Function of D-CBS&ABS In the D-CBS&ABS,
braking force distribution is so set that the ABS always
actuates to the front wheel before it actuates to the rear
wheel, when hand input is applied. In ABS operation by
hand lever input, hydraulic pressure in the front caliper
is controlled by the front modulator so as to prevent
wheel locking. In conjunction with the above, hydraulic
pressure in the rear caliper will also be controlled.
Braking forces on the front and rear wheels generated
by hand input follow a hand input characteristic curve
so as to prevent wheel locking.
For foot pedal input, braking force distribution is also
set so as to actuate the ABS to the rear wheel before it
actuates to the front wheel. In ABS operation by foot
input, as hydraulic pressure in the rear caliper is only
controlled by the rear modulator, braking force follows
the foot input characteristic curve so as to prevent

Table 2 Specifications and Performance of ABS for D-CBS&ABS

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wheel locking. As foot input force increases, the ABS

actuates to the front wheel by the control of front
modulator. As a result, the braking force distribution
tends to approach the ideal .
RESULTS OF ACTUAL BRAKING TEST

-
TEST MOTORCYCLE Tests were carried out
using a test motorcycle with D-CBS&ABS (hereinafter
referred to as Test Motorcycle A) and a production
motorcycle Honda ST1100 having a solenoid controlled
ABS (hereinafter referred to as Test Motorcycle B) for
comparison. Test Motorcycle A is based on Test
Fig.10 Braking Force Distribution
Motorcycle 8,and their major specifications are shown Characteristics of D-CBS&ABS
in Table 3 and Fig.9. Ideal braking force distributions
and actual braking force distributions of Test Motorcycle A and 140 N for Test Motorcycle B. Test
Motorcycle A are shown in Fig.10. Motorcycle A shows a higher degree of deceleration
over entire range of hand input force owning to the
Table 3 Specification of Test Motorcycles
generation of braking force on the rear wheel.
ITEM Test Test Maximum deceleration of Test Motorcycle A was 8.7 m/
Motorcycle A Motorcycle B
Wheel Base : L (m) 1.557 s2which was 22 % higher than that of Test Motorcycle
1.553
Curb Mass : M (kg) 6.
328.0 326.0
The test results by foot input are shown in Fig.12.
Center of Gravity :H (rn) 0.545 0.551
Distance :X (m) 0.714 0.716
between C.G and Rear Axle
Distributed Load of Motorcycle
with One Rider, FronWRear(N)
744 2205 725 2205

1~ e sMotorcycle
t B I
i
0 I I
0 100200 300 400
HAND INPUT FORCE (N)
Fig.11 Deceleration Obtained by Hand lnput
4 10
Fig.9 Dimension of Test Motorcycle %
TEST ITEMS AND CONDITIONS Two - E8
Z
deceleration tests were selected. One was to measure 0
deceleration of the test motorcycles when their brake F6
systems were actuated from 50 km/h on asphalt dry s
road surface. The other was to confirm maximum 3
W
4
decelerationwhen the tests were conducted on various
road surfaces. Two expert riders were involved in the
20 2
tests, however both tests were conducted with one
rider. 0
DECELERATION TEST BY BRAKE INPUT - Fig. 0 100
200 300 400 500
11 shows deceleration test results for hand input. lnput FOOT INPUT FORCE (N)
force when the ABS actuates is 176 N for Test Fig.12 Deceleration Obtained by Foot lnput
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lnput force when the ABS actuates is 179 N for Test

Motorcvcle A and 166 N for Test Motorcycle B, and
their values are nearly equivalent. Test ~ o t o r c ~ cAl e
shows also a higher degree of deceleration over the --
entire range of foot inputforce owing to the generation
of braking force on the front tire. Maximum deceleration 2
of Test ~ o t o r c ~ cAl ewas 9.0 mls2which was 143 % =8
higher than that of the Test Motorcycle 6. z
The reason why the enhancing rate of deceleration is
lower for hand input than for foot input is because the
z
P
6
braking force on the rear wheel with a large hand input !!I
is reduce to avoid the possibility of occurrence of rear
wheel hopping during simultaneous engine braking. #n 4
DECELERATION TEST ON VARIOUS ROAD 2J i I I i I
-
SURFACES Fig. 13 shows the results of deceleration 0.4 0.6 0.8 1
test of a rider's best and with ABS actuation on various ADHESION COEFFICIENT
road surfaces. The tests of rider's best braking were OF ROAD SURFACE Q
carried out by using the test motorcycles with the ABS a. Hand lnput
tured off.

CI - ABS Actuation I ! j
I

G -
0.4 0.6 0.8 1
ADHESION COEFFICIENT ADHESION COEFFICIENT
OF ROAD SURFACE (p) OF ROAD SURFACEQ
b. Foot lnput c. Both Hand and Foot lnput

Fig.13 Relation of Decelerations between Rider's Best and ABS Actuation

Here, ABS efficiency is defined as the deceleration
by the ABS versus the deceleration of rider's best. For
these example runs, with Test Motorcycle A, the ABS
efficiencies are 97-1 10 % in hand input, 110-1 50 % in
foot input, and 98-11 3 % in both hand and foot inputs in
combination. With Test Motorcycle B, they are 85-96
%, 94-108 %, and 91-115 %, respectively. The
increase in ABS efficiencies of Test Motorcycle A
against Test Motorcycle B are 3-19 %for hand input,
6-38 % for foot input, and -10-8 %for both hand and
foot inputs in combination. Fromthese example results,
it can be said that in general Test Motorcycle A has
higher deceleration, equivelant to or slightly better than
for Test Motorcycle B and the rider's best of Test
Motorcycle A.
Fig. 14 shows a time history data of ABS actuation by
hand input from an initial speed of 50 kmlh on the
asphalt dry road surface. Smoother ABS actuating of
the Test Motorcycle A is seen in the small fluctuations
of the wheel velocity and the front caliper pressure.
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r [~rontWheel velocity1 r I~mnt

Wheel ~elocityl

TIME (s) TIME (s)

a. Test MotorcycleA b. Test Motorcycle B
Test Conditions : Hand Input only
Asphalt Dly
Initial Velocity :50 k w h
.. :.,.
Fig.14 Time History Data of ABS Actuation . ..
. . ..
..

1. Use of a motor driven ABS contributedto reductions
in brake system mass by 1.2 kg (-22%) and volume
by 375 cm3 (-21%). These reductions in mass and
volume, combined with another reduction in the
mass of 0.8kg, made it possible to better realize a D-
CBS&ABS which can be mounted on a motorcycle.
2. The following potential enhancements in braking
performance were shown through research with a
prototype D-CBS&ABS:
a. High deceleration was obtained throughout the
entire range of both hand and foot operations,
with maximum generated deceleration higher by
22% with hand input and 143% with foot input as
against the conventional solenoid controlled
ABS.
b. Deceleration efficiency of ABS showed a higher
value in independent foot and hand operation as
compared with that of the solenoid controlled
ABS, whereby it could be seen that the ABS
had a sufficient deceleration to be used with the
example motorcycle.
The results of this research are planned to be applied to
the brake system of Honda ST1100 for 1996.
Reference
I. J.W.Zellner, T.Tsuchida and B.K.Kebschull :
"Influence of Antilock Brakes on Motorcycle in a
Turn", SAE Paper 891769,lst SETC, Milwaukee,
Sep. 1989
2. Y.Nishimoto, K.lwashita, T.Tsuchida and M.Thiem :
"Research on Combined Brake System for
Motorcycle", IMSC, BochumlEssen, Oct. 1991
3. T.Tsuchida, Y.Nishimoto, H.Nakata, Y.Sawano and
K.1washita : "Further Reseach on Combined Brake
System for Motorcycles", SAE Paper 931563,3rd
SETC, Pisa, Dec. 1993
4. T.Hikichi, M.Kato,T.Tomari and M.Thiem :
"Research on Motorcycle Antilock Brake Svstem -
Part 2 : Influence on ~otorcycleBraking in~urn",
23rd ISATA, Vienna, Dec. 1990
5. T.Hikichi, T.Tomari, M.Kato and M.Thiem :
"Reseach on Motorcycle Antilock Brake System",
IMSC, Bochurn/Essen, Oct. 1991
6. T.Matsuto, A.Ota and 0.Suzuki :
"Rsearch of Motor Driven ABS", 28th ISATA,
Stuttgart, Sep.1995