JP2007015593A - Car body speed computation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a car body speed computation device, capable of correctly carrying out car body speed computation. <P>SOLUTION: Car body speed VSO is computed based on wheel speed of wheels that are not being braked in a case where either of front wheels FW and rear wheels RS are being braked. In case where either of the front wheels FW and the rear wheels RW are being braked, the wheels being braked and the wheels not being braked are detected, and the car body speed VSO is determined based on the wheel speed of the wheels not being braked. Even when the wheel speed of the wheels being braked becomes higher than the wheel speed of the wheels not being braked due to road surface states or vehicle states or the like, the car body speed VSO is determined securely based on the wheel speed of the wheels not being braked. Compared to a case where the car body speed VSO determined based on the higher one of wheel speed of the front wheels FW and the rear wheels RW even during braking, the car body speed VSO can be determined more correctly. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention obtains wheel speeds of front and rear wheels from detection signals from wheel speed sensors provided for front and rear wheels in a motorcycle, and determines vehicle body speed (estimated vehicle body) based on the obtained wheel speeds of front and rear wheels. The present invention relates to a vehicle body speed calculation device that calculates (speed).

Conventionally, vehicle body speed is used in various controls such as ABS control. This vehicle speed calculation method is disclosed in Patent Document 1, for example. Specifically, in this Patent Document 1, in a motorcycle, the vehicle speed is basically calculated using the larger of the wheel speeds of both wheels, and if the rear wheel is not braking, the wheel speed is calculated. It is shown that the vehicle body speed calculation is performed using the wheel speed of the front wheel regardless of the size.
Japanese Patent Publication No.8-9324

  In normal road surface conditions and vehicle conditions, the braking operation can be applied to one of the wheels as long as it is a device that calculates the vehicle body speed using the larger of the wheel speeds of both wheels. If there is, as a result, the wheel speed of the non-braking wheel is used for the wheel speed calculation. This is because the wheel speed of the non-braking wheel is usually larger than the wheel speed of the braking wheel.

  However, depending on the road surface condition, vehicle condition, etc., the wheel speed of the brake wheel may be larger than the wheel speed of the non-brake wheel. For example, in a state where the accelerator pedal is turned on and the brake pedal of the rear wheel is depressed at the same time (in the case of a motorcycle, the accelerator and the brake pedal can be operated separately with the right hand and the right foot, so this can occur) The wheel speed of the front wheel decreases with the braking of the rear wheel. However, since the driving force is also generated in the rear wheel, the decrease in the wheel speed is smaller than that of the front wheel. In such a state, the wheel speed of the braking wheel can be larger than the wheel speed of the non-braking wheel.

  FIG. 3 is a timing chart showing the situation at this time. As shown in this figure, the wheel speed of the front wheels starts to drop with respect to the wheel speed of the rear wheels. At this time, since the larger wheel speed of the wheel speeds of both wheels is used as the vehicle body speed, the difference between the vehicle body speed and the wheel speed of the front wheel becomes large. For this reason, the deviation between the vehicle speed and the wheel speed ((vehicle speed−wheel speed) / vehicle speed) with respect to the front wheels exceeds a predetermined threshold value, and ABS control is started.

  Thus, depending on the road surface condition, vehicle condition, etc., the wheel speed of the braking wheel is larger than the wheel speed of the non-braking wheel, and this is used for the vehicle speed calculation, so that an accurate vehicle speed can be obtained. This causes a problem that appropriate ABS control or the like cannot be performed.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle body speed calculation device capable of performing an accurate vehicle body speed calculation.

  In order to achieve the above object, in the first aspect of the present invention, the front wheel (FW) and the rear wheel (RW) are being braked by the front wheel braking determination means (100) and the rear wheel braking determination means (110, 140). When it is determined whether or not there is any one of the front wheels (FW) and the rear wheels (RW) being braked, the front wheel braking determination means (100) and the rear wheel braking determination means (110, 140), non-braking wheels are detected, and the vehicle speed calculation means (120, 130, 150, 160) calculates the vehicle speed (VS0) using the wheel speed of the non-braking wheels as a reference. It is characterized by doing.

  In this way, if either the front wheel (FW) or the rear wheel (RW) is braking, the braking wheel and the non-braking wheel are detected, and the vehicle speed (VS0) is determined using the wheel speed of the non-braking wheel as a reference. ) Therefore, even if the wheel speed of the braking wheel becomes larger than the wheel speed of the non-braking wheel due to the road surface condition, the vehicle state, etc., the vehicle body speed (VS0) is surely used with the wheel speed of the non-braking wheel as a reference. Can be sought. For this reason, even when braking, the vehicle speed (VS0) is more accurate than when the vehicle speed (VS0) is determined using the higher of the wheel speeds of the front wheels (FW) and rear wheels (RW). ) Can be calculated.

  For example, as shown in claim 2, the front wheel braking determination means (100) is based on a detection signal from a front wheel stop switch (25) that detects that the front wheel brake operating member (11) has been operated. It is possible to determine whether or not the front wheel (FW) is being braked, and the rear wheel braking force determination means (110, 140) detects that the rear wheel brake operation member (12) has been operated. Based on the detection signal from the rear wheel stop switch (26), it can be determined whether or not the rear wheel (RW) is being braked.

  Further, as shown in claim 3, the front wheel braking determination means (100) and the rear wheel braking force determination means (110, 140) are configured such that the deceleration of the wheel speed of the front wheel (FW) or the rear wheel (RW) is braked. It is also possible to determine that the front wheel (FW) or the rear wheel (RW) is being braked when the threshold value assumed during the vehicle is exceeded.

  Specifically, as shown in claim 4, the vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is not being braked, and When the rear wheel braking determination means (110, 140) determines that the rear wheel (RW) is being braked, the vehicle body speed (VS0) is calculated using the wheel speed of the front wheel (FW) as a reference. .

  As described above, when the front wheel (FW) is not braking and the rear wheel (RW) is braking, the wheel speed of the brake wheel becomes larger than the wheel speed of the non-braking wheel depending on the road surface condition, the vehicle condition, and the like. there is a possibility. In such a case, by calculating the vehicle body speed (VS0) using the wheel speed of the front wheel (FW) as a reference, it is possible to calculate the accurate vehicle body speed (VS0).

  Further, the vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is not being braked, and the rear wheel When the braking determination means (110, 140) determines that the rear wheel (RW) is not braking, the vehicle body speed (VS0) is calculated using the wheel speed of the front wheel (FW) as a reference.

  Further, the vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is being braked, and the If it is determined by the wheel braking determination means (110, 140) that the rear wheel (RW) is also braking, whichever of the front wheel (FW) wheel speed and the rear wheel (RW) wheel speed is higher. The vehicle speed (VS0) is calculated using the direction as a reference.

  Further, as shown in claim 7, the vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is being braked, and the rear When the wheel braking determination means (110, 140) determines that the rear wheel (RW) is not being braked, the vehicle body speed (VS0) is calculated using the wheel speed of the rear wheel (RW) as a reference. Become.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 shows an overall configuration of a brake fluid pressure control device 1 for a motorcycle equipped with a vehicle body speed calculation device to which an embodiment of the present invention is applied. This brake fluid pressure control device 1 has a first piping system that generates a braking force for the front wheels FW and a second piping system that generates a braking force for the rear wheels RW.

  As shown in FIG. 1, the brake hydraulic pressure control device 1 is provided with a brake lever 11 positioned on the right handle and a brake pedal 12 positioned in front of the right footrest. The brake lever 11 and the brake pedal 12 correspond to brake operation members for generating a braking force for the front wheel FW and the rear wheel RW, respectively, and are operated independently by the driver. The brake lever 11 and the brake pedal 12 are connected to a brake circuit having first and second piping systems via a master cylinder (hereinafter referred to as M / C) not shown.

  The brake lever 11 is connected to a first piping system that generates a braking force for the front wheels FW via an M / C or the like. The first piping system has a pipeline A as a main pipeline connected to the M / C that generates brake fluid pressure according to the operation of the brake lever 11, and is provided to the front wheel FW through this pipeline A. It is connected to a wheel cylinder (hereinafter referred to as W / C) 13. For this reason, the M / C pressure generated in the M / C in accordance with the operation of the brake lever 11 is transmitted to the W / C 13 through the pipe line A.

  Further, a pipeline B as a pressure reducing pipeline is connected to the pipeline A. A reservoir 14 is connected to the pipeline B, and a pressure reduction control valve 15 is disposed on the upstream side of the reservoir 14 in the pipeline B, that is, on the pipeline A side. Further, a conduit C serving as a reflux conduit is disposed so as to connect the reservoir 14 and the conduit A. The pipe C is provided with a pump 17 driven by a motor 16 so as to suck and discharge brake fluid from the reservoir 14 toward the pipe A.

  The reservoir 14 is configured to allow the brake fluid to flow up to a predetermined capacity. In the reservoir chamber 14a of the reservoir 14, there are provided a piston 14b having a predetermined stroke and a spring 14c for biasing the piston 14b in a direction for discharging the brake fluid in the reservoir chamber 14a.

  The reservoir 14 configured in this manner releases the brake fluid that generates the W / C pressure with respect to the W / C 13, and when the suction is performed by the pump 17, the stored brake fluid is discharged toward the pump 17. It is supposed to be.

  The pressure reduction control valve 15 is constituted by a normally closed two-position electromagnetic valve capable of controlling the communication / blocking state between the W / C 13 and the reservoir 14, for example. Since the pressure reducing control valve 15 is in a non-excited state during normal braking, it is always cut off.

  On the other hand, the brake pedal 12 is connected to a second piping system that generates a braking force for the rear wheel RW via an M / C or the like. The second piping system has a pipeline D as a main pipeline connected to the M / C that generates brake fluid pressure according to the operation of the brake pedal 12, and is provided to the rear wheel RW through this pipeline D. It is connected to W / C18. Since the second piping system has the same configuration as the first piping system, detailed description of individual components will not be made, but the pipeline D is the pipeline A and the pipeline E is the pipeline. B, a pipe F is provided as a pipe C, a pressure reduction control valve 19 is provided as a pressure reduction control valve 15, a reservoir 20 is provided as a reservoir 14, and a pump 21 is provided as a pump 17.

  The brake hydraulic pressure control device 1 is provided with a brake ECU 22. The brake ECU 22 functions as a wheel speed calculation device, and is constituted by a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like, and according to a program stored in the ROM or the like, body speed calculation processing and ABS are performed. Various processes such as a control process are executed.

  Based on the electric signal from the brake ECU 22, voltage application control to the motor 16 for driving the pressure-reducing control valves 15 and 19 and the pumps 17 and 21 in the brake hydraulic pressure control device 1 configured as described above is performed. It is supposed to be executed. Thereby, the W / C pressure generated in each of the W / Cs 13 and 18 is controlled.

  The brake fluid pressure control device 1 is also provided with wheel speed sensors 23 and 24. The wheel speed sensors 23 and 24 are arranged corresponding to the front wheel FW and the rear wheel RW, respectively, and send the rotation speed of the front wheel FW and the rear wheel RW, that is, a pulse signal having a pulse number proportional to the wheel speed to the brake ECU 22. Output. Therefore, the brake ECU 22 obtains the wheel speeds of the front wheel FW and the rear wheel RW based on the detection signals from the wheel speed sensors 23 and 24, and obtains the vehicle body speed using the wheel speeds. Brake fluid pressure control such as ABS control is executed.

  Furthermore, the brake fluid pressure control device 1 is also provided with stop switches 25 and 26. The stop switches 25 and 26 are arranged corresponding to the brake lever 11 and the brake pedal 12, respectively, and whether or not these are operated by the driver, that is, whether or not the front wheel FW or the rear wheel RW is being braked. The detection signal shown is output to the brake ECU 22.

  In the brake hydraulic pressure control device 1 configured as described above, for example, during normal braking in which ABS control or the like is not executed, a control voltage for driving the pressure reducing control valves 15 and 19 and the motor 16 is not applied from the brake ECU 22. Thus, the W / C pressure corresponding to the operation amount of the brake lever 11 and the brake pedal 12 is generated in each of the W / Cs 13 and 18. Thereby, the braking force according to the brake lever 11 and the brake pedal 12 is emitted to the front wheel FW and the rear wheel RW.

  Further, during ABS control, a control voltage for driving the decompression control valves 15 and 19 and the motor 16 is applied from the brake ECU 22 as necessary, and the decompression control valves 15 and 19 are driven according to the applied voltage. At the same time, the motor 16 is driven. As a result, the pipelines A and D and the reservoirs 14 and 18 are brought into communication with each other through the pipelines B and E, the W / C pressure generated in each of the W / Cs 13 and 18 is reduced, and wheel slip is suppressed. This makes it possible to avoid wheel lock.

  As described above, the brake fluid pressure control device 1 for a motorcycle shown in the present embodiment is configured. Next, the vehicle speed calculation process executed by the brake fluid pressure control device 1 will be described.

  FIG. 2 is a flowchart of a vehicle body speed calculation process executed by the brake ECU 22 in the brake fluid pressure control device 1 of the present embodiment. This process is executed every predetermined calculation cycle (for example, 60 ms or 80 ms) after the ignition switch is switched from the OFF state to the ON state, for example.

  First, in step 100, it is determined whether or not the stop switch 25 of the front wheel FW is ON. When the stop switch 25 of the front wheel FW is ON, it is considered that the front wheel FW is being braked. Therefore, in such a case, even if the front wheel FW is a driven wheel, it may not be preferable to calculate the vehicle body speed using the wheel speed of the front wheel FW. Therefore, it is first determined whether or not the front wheel FW is being braked.

  If a negative determination is made in this step, the process proceeds to step 110 assuming that the reliability of the wheel speed of the front wheel FW is high for the time being. In step 110, it is determined whether or not the stop switch 26 of the rear wheel RW is ON.

  When the stop switch 26 of the rear wheel RW is ON, not only is the reliability of the wheel speed of the rear wheel RW poor, but also the front wheel FW is not braked and the rear wheel RW is braked Therefore, there is a possibility that this applies to the case where the wheel speed of the braking wheel becomes larger than the wheel speed of the non-braking wheel due to the road surface condition, the vehicle condition, or the like as described above.

  Therefore, if an affirmative determination is made in this step, the process proceeds to step 120, where the vehicle body speed VS0 is calculated using the wheel speed of the front wheel FW that is not braked as a reference. For example, the vehicle speed calculation based on the wheel speed of the front wheel FW is performed such that the wheel speed of the front wheel FW is directly set to the vehicle speed VS0.

  Conversely, if a negative determination is made in this step, both the front wheel FW and the rear wheel RW are not braked. Accordingly, in this case, the process proceeds to step 130, and the vehicle body speed VS0 is calculated using the wheel speed of the front wheel FW as the driven wheel as a reference. For example, the vehicle speed calculation based on the wheel speed of the front wheel FW is performed such that the wheel speed of the front wheel FW is directly set to the vehicle speed VS0.

  On the other hand, if an affirmative determination is made in step 100, the process proceeds to step 140, and it is determined whether the stop switch 26 of the rear wheel RW is ON as in step 110. That is, when the front wheel FW is being braked and the rear wheel RW is not being braked, the vehicle speed VS0 is calculated based on the wheel speed of the front wheel FW even if the front wheel FW is a driven wheel. Rather than doing this, it is more reliable to calculate the vehicle body speed VS0 based on the wheel speed of the rear wheel RW. On the contrary, when the front wheel FW is being braked and the rear wheel RW is also being braked, it cannot be said that the vehicle speed VS0 is calculated with any wheel speed as a reference, but the reliability is high. In this case, it is assumed that the higher one of the wheel speed of the front wheel FW and the wheel speed of the rear wheel RW substantially corresponds to the vehicle body speed VS0.

  Therefore, when a negative determination is made in step 140 and the front wheel FW is being braked and the rear wheel RW is not braked, the process proceeds to step 150 and the wheel speed of the rear wheel RW being non-braking is determined. Is used as a reference to calculate the vehicle body speed VS0. Conversely, if an affirmative determination is made in step 140 and both the front wheel FW and the rear wheel RW are being braked, the process proceeds to step 160 where the wheel speed of the front wheel FW and the wheel speed of the rear wheel RW is higher. The vehicle speed VS0 is calculated using the direction as a reference.

  In this way, the vehicle body speed calculation process by the brake fluid pressure control device 1 of the present embodiment is completed. Note that the steps shown in FIG. 2 correspond to means for executing various processes in the brake ECU 22. Specifically, the part that executes the process of step 100 is the front wheel braking determination means, the part that executes the processes of steps 110 and 140 is the rear wheel braking determination means, and the part that executes the processes of steps 120, 130, 150, and 160 Corresponds to the vehicle speed calculation means.

  As described above, according to the brake fluid pressure control device 1 of the present embodiment, when one of the front wheel FW and the rear wheel RW is braking, the wheel speed of the non-braking wheel is used as a reference. Thus, the vehicle body speed VS0 is calculated. That is, if either the front wheel FW or the rear wheel RW is braking, the braking wheel and the non-braking wheel are detected, and the vehicle body speed VS0 is obtained using the wheel speed of the non-braking wheel as a reference.

  Therefore, even if the wheel speed of the braking wheel becomes larger than the wheel speed of the non-braking wheel due to the road surface condition, the vehicle state, etc., the vehicle body speed VS0 is surely obtained using the wheel speed of the non-braking wheel as a reference. Can do. For this reason, even when braking, it is possible to calculate the vehicle speed VS0 more accurately than when the vehicle speed VS0 is determined using the higher of the wheel speeds of the front wheel FW and the rear wheel RW. Become. As a result, it is possible to accurately execute the brake fluid pressure control such as the ABS control based on the accurate vehicle speed VS0.

(Other embodiments)
In the above embodiment, the detection signals from the stop switches 25 and 26 are used as signals for detecting the braking wheels and the non-braking wheels, but the front wheels FW and the rear wheels obtained from the detection signals of the wheel speed sensors 23 and 24 are used. The wheel acceleration / deceleration is obtained from the change (time differential value) of the wheel speed of each RW, and it is determined whether the deceleration exceeds a predetermined threshold that is assumed to be braking. It is also possible to detect a ring.

  In the above-described embodiment, the brake fluid pressure control device 1 has been described as an example in which the braking force for the front wheel FW and the braking force for the rear wheel RW are generated completely independently. The present invention can be applied to an interlocking brake that generates a braking force for the front wheel FW when the braking force is generated for the wheel RW.

  In the case of such an interlocking brake, when the brake pedal 12 is operated and the rear wheel RW is being braked, a braking force is also generated on the front wheel FW. When an affirmative determination is made in step 110, it may be considered inappropriate to obtain the vehicle body speed VS0 using the wheel speed of the front wheel FW as a reference.

  However, in the case of the interlock brake, normally, when the braking force is generated for the rear wheel RW, the braking force generated for the front wheel FW is smaller than the braking force generated for the rear wheel RW. Therefore, it can be said that the wheel speed of the front wheel FW is sufficiently more reliable than the wheel speed of the rear wheel RW to be used for the calculation of the vehicle body speed VS0.

  For this reason, the present invention can be applied to the interlocking brake as in the above embodiment.

  Although the case where the vehicle body speed calculation device is provided in the brake ECU 22 has been described in the above embodiment, the present invention can be similarly applied to the case where the vehicle body speed calculation device is provided in another ECU. For example, the present invention can also be applied to a case where the vehicle body speed VS0 obtained by the vehicle body speed calculation device is used as it is for the display of the speed meter, such as a meter ECU. In this case, detection signals from the wheel speed sensors 23 and 24 and the stop switches 25 and 26 are input to the meter ECU, and the vehicle body speed calculation is performed by the meter ECU in the same manner as in the above embodiment. In this way, it is possible to obtain an accurate vehicle speed VS0 by the vehicle speed calculation device, and therefore it is possible to display an accurate speed with a speedometer.

  In the above embodiment, it is also possible to transmit data relating to the vehicle body speed obtained by the brake ECU 22 to other ECUs via the in-vehicle LAN or the like, and display the vehicle speed on a speed meter.

1 is a diagram showing an overall configuration of a brake fluid pressure control device 1 for a motorcycle equipped with a vehicle body speed calculation device according to a first embodiment of the present invention. 2 is a flowchart of a vehicle body speed calculation process executed by a brake ECU 22 of the brake fluid pressure control device 1 shown in FIG. It is the timing chart which showed a mode in case the wheel speed of a brake wheel becomes larger than the wheel speed of a non-braking wheel.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Brake fluid pressure control apparatus, 11 ... Brake lever, 12 ... Brake pedal, 13, 18 ... W / C, 14, 20 ... Reservoir, 15, 19 ... Depressurization control valve, 16 ... Motor, 17, 21 ... Pump, DESCRIPTION OF SYMBOLS 23 ... Wheel speed sensor (wheel speed sensor for front wheels) 24 ... Wheel speed sensor (wheel speed sensor for rear wheels), 25 ... Stop switch, 26 ... Stop switch, A to F ... Pipe line, FW ... Front wheel, RW ... Rear wheel.

Claims (7)

Receiving detection signals from the front wheel speed sensor (23) and the rear wheel speed sensor (24) provided for the front wheel (FW) as a driven wheel and the rear wheel (RW) as a driving wheel, The wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW) are obtained, and the vehicle body speed (VS0) is determined based on the wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW). A vehicle body speed calculation device for a motorcycle for performing a calculation,
Front wheel braking determination means (100) for determining whether or not the front wheel (FW) is braking;
Rear wheel braking determination means (110, 140) for determining whether or not the rear wheel (RW) is braking;
When it is determined by the front wheel braking determination means (100) and the rear wheel braking determination means (110, 140) that one of the front wheel (FW) and the rear wheel (RW) is being braked, Non-braking wheels are detected based on the determination results of the front wheel braking determination means (100) and the rear wheel braking determination means (110, 140), and the vehicle speed (VS0) is determined using the wheel speed of the non-braking wheels as a reference. Vehicle body speed calculation means (120, 130, 150, 160). The front wheel braking determination means (100) is provided from a front wheel stop switch (25) for detecting that a front wheel brake operating member (11) for generating a braking force on the front wheel (FW) is operated. Based on the detection signal, it is determined whether the front wheel (FW) is being braked,
The rear wheel braking force determination means (110, 140) is for a rear wheel that detects that a rear wheel brake operation member (12) for generating a braking force for the rear wheel (RW) is operated. The vehicle body speed calculation device according to claim 1, wherein it is determined whether or not the rear wheel (RW) is braking based on a detection signal from a stop switch (26). The front wheel braking determination means (100) determines that the front wheel (FW) is being braked when the deceleration of the wheel speed of the front wheel (FW) exceeds a threshold value assumed during braking. ,
The rear wheel braking force determining means (110, 140) brakes the rear wheel (RW) when the deceleration of the wheel speed of the rear wheel (RW) exceeds a threshold value assumed during braking. The vehicle body speed calculation device according to claim 1, wherein it is determined that the vehicle is in the middle. The vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is not being braked, and the rear wheel braking determination means (110, 140). The vehicle body speed (VS0) is calculated using the wheel speed of the front wheel (FW) as a reference when it is determined that the rear wheel (RW) is being braked. The vehicle body speed calculation device according to any one of 1 to 3. The vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is not being braked, and the rear wheel braking determination means (110, 140). 2), the vehicle body speed (VS0) is calculated using the wheel speed of the front wheel (FW) as a reference when it is determined that the rear wheel (RW) is not braking. 5. The vehicle body speed calculation device according to any one of 4 to 4. The vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is being braked, and the rear wheel braking determination means (110, 140), when it is determined that the rear wheel (RW) is also being braked, the higher of the wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW) is used as a reference. 6. The vehicle body speed calculation device according to claim 1, wherein the vehicle body speed (VS0) is used to calculate the vehicle body speed. The vehicle body speed calculation means (120, 130, 150, 160) is determined by the front wheel braking determination means (100) that the front wheel (FW) is being braked, and the rear wheel braking determination means (110, 140), when it is determined that the rear wheel (RW) is not braking, the vehicle body speed (VS0) is calculated using the wheel speed of the rear wheel (RW) as a reference. Item 7. The vehicle body speed calculation device according to any one of Items 1 to 6.

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