JP2020083168A - Control device and control method - Google Patents

Abstract

To obtain a control device and a control method, which can appropriately control the behavior of a saddle-ridding type vehicle according to a friction coefficient of a traveling road.SOLUTION: In a control device and a control method according to the present invention, the degree of a friction coefficient of a traveling road is determined, on the basis of: the change degree of a wheel speed when the wheel speed of a wheel subject to anti-lock brake control increases toward the vehicle speed of a saddle-ridding type vehicle during the anti-lock brake control; and the index that corresponds to a target reduction amount of braking force of the wheel to be controlled in the anti-lock brake control and changes according to a road surface condition for reducing the braking force, and the behavior of the saddle-riding type vehicle is controlled based on the determination result of the degree of the friction coefficient of the traveling road.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a control device and a control method capable of appropriately controlling the behavior of a saddle-ride type vehicle according to the friction coefficient of a traveling road.

2. Description of the Related Art Conventionally, as a control device for controlling the behavior of a saddle-ride type vehicle such as a motorcycle, there is a control device capable of executing antilock brake control. According to the anti-lock brake control, when the slip ratio of the wheel becomes larger than the allowable slip ratio, it is possible to prevent the wheel from locking by reducing the braking force generated on the wheel (for example, See Patent Document 1).

JP, 2008-024324, A

By the way, the behavior of the saddle-ride type vehicle greatly changes according to the friction coefficient of the traveling road. Therefore, it is important to appropriately control the behavior of the saddle type vehicle according to the friction coefficient of the traveling road. For example, when traveling on a low μ road with a relatively low coefficient of friction, compared to when traveling on a high μ road with a relatively high friction coefficient (that is, higher than a low μ road), the allowable slip is By reducing the ratio, it is possible to more appropriately prevent the wheels from locking. Here, conventionally, the degree of friction coefficient of the traveling road is determined by estimating the vehicle speed, which is the speed of the vehicle body, based on the wheel speed detected by the wheel speed sensor, and using the obtained estimated value of the vehicle speed. ing. However, in the estimation of the vehicle speed using the detection value of the wheel speed sensor, the estimated value of the vehicle speed may be estimated lower than the actual value. In this case, it is difficult to appropriately determine the degree of the friction coefficient of the traveling road, and thus it becomes difficult to appropriately control the behavior of the saddle type vehicle according to the friction coefficient of the traveling road. ..

The present invention has been made in view of the above problems, and provides a control device and a control method capable of appropriately controlling the behavior of a saddle-ride type vehicle in accordance with the friction coefficient of a traveling road.

The control device according to the present invention is a control device for controlling the behavior of a saddle-ride type vehicle, and includes a control unit capable of executing antilock brake control, and the control unit is a target wheel of the antilock brake control. The degree of change in the wheel speed when the wheel speed of the vehicle rises toward the vehicle speed of the saddle-ride type vehicle during the antilock brake control, and the target reduction amount of the braking force of the target wheel in the antilock brake control. Corresponding to, and based on the index that varies depending on the road surface condition for reducing the braking force, the degree of the friction coefficient of the traveling road is determined, and based on the determination result of the degree of the friction coefficient of the traveling road, The behavior of the saddle type vehicle is controlled.

A control method according to the present invention is a control method for controlling the behavior of a saddle-ride type vehicle, comprising a step of executing antilock brake control, wherein a wheel speed of a target wheel of the antilock brake control is the antilock brake control. The degree of change of the wheel speed when increasing toward the vehicle speed of the saddle-riding type vehicle during brake control, and the target reduction amount of the braking force of the target wheel in the antilock brake control are associated with the braking force. The method further comprises a step of determining the degree of friction coefficient of the traveling road based on an index that changes according to the road surface condition for reducing, and the saddle riding based on the determination result of the degree of friction coefficient of the traveling road. The behavior of the type vehicle is controlled.

In the control device and the control method according to the present invention, the degree of change in the wheel speed when the wheel speed of the target wheel of the antilock brake control increases toward the vehicle speed of the saddle type vehicle during the antilock brake control. , The degree of the friction coefficient of the traveling road based on the target reduction amount of the braking force of the target wheel in the antilock brake control and the index that changes according to the road surface condition for reducing the braking force Is determined. Thereby, the degree of the friction coefficient of the traveling road can be appropriately determined. Then, the behavior of the saddle-ride type vehicle is controlled based on the determination result of the degree of the friction coefficient of the traveling road thus obtained appropriately. Therefore, the behavior of the saddle type vehicle can be appropriately controlled according to the friction coefficient of the traveling road.

It is a schematic diagram showing a schematic structure of a motorcycle in which a control device concerning an embodiment of the present invention is carried. It is a schematic diagram which shows schematic structure of the brake system which concerns on embodiment of this invention. It is a block diagram showing an example of functional composition of a control device concerning an embodiment of the present invention. It is a flow chart which shows an example of a flow of processing which a control device concerning an embodiment of the present invention performs. It is a figure which shows an example of the transition of each state quantity at the time of traveling on a high μ road. It is a figure showing an example of change of each state quantity at the time of running on a low mu road. Is a diagram showing an example of a relationship between the valve opening time [Delta] T _V and the threshold value Th. It is a schematic diagram which shows schematic structure of the motorcycle which concerns on the other example in which the control apparatus which concerns on embodiment of this invention is mounted.

The control device according to the present invention will be described below with reference to the drawings. In the following, although the control device used for the two-wheeled motorcycle is described, the control device according to the present invention is a saddle type vehicle other than the two-wheeled motorcycle (for example, a three-wheeled motorcycle, a buggy vehicle, It may be used for a bicycle or the like). The saddle type vehicle means a vehicle on which a rider rides. It should be noted that in the following, the motorcycle 100 in which a mechanism that uses the hydraulic pressure of the brake fluid to generate the braking force on the wheels is used will be described. Instead of the rear wheel braking mechanism 14, a method using a method other than using the brake fluid (specifically, a mechanical braking mechanism) may be applied.

Further, the configurations and operations described below are examples, and the control device and the control method according to the present invention are not limited to such configurations and operations.

Further, in the following, the same or similar description is appropriately simplified or omitted. Further, in each of the drawings, the same or similar members or portions are omitted from the reference numerals or the same reference numerals. Further, for the fine structure, the illustration is appropriately simplified or omitted.

<Motorcycle configuration>
A configuration of a motorcycle 100 equipped with a control device 60 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 3.

FIG. 1 is a schematic diagram showing a schematic configuration of a motorcycle 100 equipped with a control device 60. FIG. 2 is a schematic diagram showing a schematic configuration of the brake system 10. In FIG. 2, only the front wheel braking mechanism 12 is shown and the rear wheel braking mechanism 14 is omitted. FIG. 3 is a block diagram showing an example of the functional configuration of the control device 60.

As shown in FIG. 1, a motorcycle 100 includes a body 1, a handle 2 rotatably held by the body 1, a front wheel 3 rotatably held by the body 1 together with the handle 2, and a body 1. The rear wheel 4 is rotatably held by the vehicle and the brake system 10. In the present embodiment, the control device (ECU) 60 is provided in the hydraulic control unit 50 of the brake system 10 described later. Further, the motorcycle 100 includes a front wheel speed sensor 43.

In the brake system 10 of the motorcycle 100, the antilock brake control can be executed only for the front wheels 3. Specifically, as shown in FIGS. 1 and 2, the brake system 10 includes a first brake operating unit 11, and a front wheel braking mechanism 12 that brakes the front wheels 3 at least in association with the first brake operating unit 11. , A second brake operating unit 13, and a rear wheel braking mechanism 14 that interlocks with the second brake operating unit 13 to brake the rear wheel 4. Further, the brake system 10 includes a hydraulic pressure control unit 50, and a part of the front wheel braking mechanism 12 is included in the hydraulic pressure control unit 50. The hydraulic pressure control unit 50 is a unit having a function of controlling the braking force generated on the front wheels 3 by the front wheel braking mechanism 12.

The first brake operating unit 11 is provided on the handle 2 and is operated by the rider's hand. The first brake operating unit 11 is, for example, a brake lever. The second brake operating unit 13 is provided in the lower portion of the body 1 and is operated by the rider's feet. The second brake operating unit 13 is, for example, a brake pedal.

The front wheel braking mechanism 12 has a master cylinder 21 containing a piston (not shown), a reservoir 22 attached to the master cylinder 21, a body 1 and a brake pad (not shown). The brake caliper 23, a wheel cylinder 24 provided in the brake caliper 23, a main flow path 25 for circulating the brake fluid of the master cylinder 21 to the wheel cylinder 24, and a sub-flow path 26 for releasing the brake fluid of the wheel cylinder 24 are provided. Prepare

An inlet valve (EV) 31 is provided in the main flow path 25. The sub flow passage 26 bypasses the main flow passage 25 between the wheel cylinder 24 side and the master cylinder 21 side with respect to the charge valve 31. The sub-flow path 26 is provided with a slack valve (AV) 32, an accumulator 33, and a pump 34 in order from the upstream side.

The inlet valve 31 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The slack valve 32 is, for example, a solenoid valve that is closed in the non-energized state and opened in the energized state.

The hydraulic pressure control unit 50 is provided with components for controlling brake hydraulic pressure, including a charging valve 31, a slack valve 32, an accumulator 33, and a pump 34, and those components are provided to connect the main flow path 25 and the sub flow path 26. It includes a base body 51 in which a flow path for forming is formed, and a control device 60.

The base body 51 may be formed of one member or may be formed of a plurality of members. Further, when the base body 51 is formed of a plurality of members, each component may be provided separately in different members.

The operation of the above components of the hydraulic control unit 50 is controlled by the controller 60. As a result, the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 is controlled.

For example, in a normal time (that is, when the antilock brake control is not executed), the control device 60 opens the inlet valve 31 and closes the slack valve 32. When the first brake operating unit 11 is operated in that state, in the front wheel braking mechanism 12, the piston (not shown) of the master cylinder 21 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake caliper A brake pad 23 (not shown) is pressed against the rotor 3a of the front wheel 3 to generate a braking force on the front wheel 3.

Similar to the front wheel braking mechanism 12, the rear wheel braking mechanism 14 includes a master cylinder containing a piston, a reservoir attached to the master cylinder, and a brake caliper held by the body 1 and having a brake pad. And a wheel cylinder provided on the brake caliper. Here, unlike the front wheel braking mechanism 12, the rear wheel braking mechanism 14 is not provided with a hydraulic pressure control unit including various components, and the master cylinder and the wheel cylinders are directly connected by a flow path through which brake fluid flows. ..

Therefore, in the rear wheel braking mechanism 14, the braking force corresponding to the operation amount of the second brake operation unit 13 by the rider is generated on the rear wheel 4. Specifically, when the second brake operating unit 13 is operated, in the rear wheel braking mechanism 14, the piston of the master cylinder is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder increases, and the brake pad of the brake caliper is released. The rear wheel 4 is pressed against the rotor to generate a braking force on the rear wheel 4.

The front wheel speed sensor 43 is a wheel speed sensor that detects the wheel speed of the front wheels 3 (for example, the number of revolutions [rpm] of the front wheels 3 per unit time or the moving distance [km/h] per unit time). Output the detection result. The front wheel speed sensor 43 may detect another physical quantity that can be substantially converted into the wheel speed of the front wheels 3. The front wheel speed sensor 43 is provided on the front wheel 3.

The control device 60 controls the behavior of the motorcycle 100.

For example, a part or all of the control device 60 is composed of a microcomputer, a microprocessor unit, and the like. Further, for example, a part or all of the control device 60 may be configured by an updateable device such as firmware, or may be a program module or the like executed by a command from the CPU or the like. The control device 60 may be, for example, one, or may be divided into a plurality.

As shown in FIG. 3, the control device 60 includes, for example, an acquisition unit 61 and a control unit 62.

The acquisition unit 61 acquires information output from each device mounted on the motorcycle 100 and outputs the information to the control unit 62. For example, the acquisition unit 61 acquires information output from the front wheel speed sensor 43.

The control unit 62 controls the braking force generated in the motorcycle 100 in order to control the behavior of the motorcycle 100. In particular, the control unit 62 can execute antilock brake control for the front wheels 3.

When the control device 60 is mounted on the motorcycle 100, the control unit 62 can execute the antilock brake control targeting only the front wheels 3, but as will be described later, the control device 60 can perform other antilock brake control. When mounted on a motorcycle having a configuration, the control unit 62 may be capable of executing antilock brake control for each of the front wheels 3 and the rear wheels 4.

The control unit 62 includes, for example, a road surface μ determination unit 62a and a braking control unit 62b.

The road surface μ determination unit 62a determines the degree of friction coefficient of the traveling road on which the motorcycle 100 is traveling. Specifically, the road surface μ determination unit 62a determines whether the traveling road is a high μ road (that is, a high friction road) or a low μ road (that is, a low friction road). In the following, a low μ road means a road surface having a relatively low friction coefficient (for example, a frozen road surface), and a high μ road has a high friction coefficient compared to a low μ road (for example, , Dry asphalt road surface, etc.).

Here, the road surface μ determination unit 62a determines whether or not the wheel speed of the wheel (specifically, the front wheel 3) targeted for the antilock brake control increases toward the vehicle speed of the motorcycle 100 during the antilock brake control. Depending on the degree of change in the wheel speed and the target reduction amount of the braking force of the control target wheel (specifically, the front wheel 3) in the antilock brake control, the road surface condition for reducing the braking force The degree of the friction coefficient of the traveling road is determined based on the varying index.

The braking control unit 62b controls the operation of each component of the hydraulic control unit 50 of the brake system 10 to control the braking force generated on the front wheels 3.

During normal times, the braking control unit 62b controls the operation of each component of the hydraulic control unit 50 so that the braking force corresponding to the operation amount of the first brake operating unit 11 by the rider is applied to the front wheels 3 as described above. To do.

Here, the braking control unit 62b executes the anti-lock brake control when the front wheel 3 is locked or is likely to be locked. The anti-lock brake control is a control that adjusts the braking force generated on the front wheels 3 to a braking force that can avoid locking.

Further, the braking control unit 62b executes antilock brake control based on the determination result of the degree of friction coefficient of the traveling road. Thereby, the behavior of the motorcycle 100 is controlled based on the determination result of the degree of friction coefficient of the traveling road.

As described above, in the control device 60, the control unit 62 determines the degree of the friction coefficient of the traveling road, and executes the antilock brake control based on the determination result of the degree of the friction coefficient of the traveling road. Here, the control unit 62 causes the wheel speed of the wheel (specifically, the front wheel 3) to be subjected to the antilock brake control when the wheel speed increases toward the vehicle speed of the motorcycle 100 during the antilock brake control. Corresponding to the target reduction amount of the braking force of the control target wheel (specifically, the front wheel 3) in the antilock brake control, and varies depending on the road surface condition for reducing the braking force. The degree of the friction coefficient of the traveling road is determined based on the index. Thereby, it is possible to appropriately control the behavior of the motorcycle 100 according to the friction coefficient of the traveling path. The processing relating to the determination of the degree of the friction coefficient of the traveling road performed by the control device 60 will be described later in detail.

<Operation of control device>
The operation of the control device 60 according to the embodiment of the present invention will be described with reference to FIGS. 4 to 7.

FIG. 4 is a flowchart showing an example of the flow of processing performed by the control device 60. Specifically, the control flow shown in FIG. 4 corresponds to the flow of processing relating to the determination of the degree of friction coefficient of the traveling road, which is performed by the control unit 62 of the control device 60, and is repeatedly performed. Further, step S510 and step S590 in FIG. 4 correspond to the start and end of the control flow shown in FIG. 4, respectively.

When the control flow shown in FIG. 4 is started, in step S511, the control unit 62 determines whether or not the front wheels 3 are locked or are likely to be locked. When it is determined that the front wheels 3 are locked or the possibility of locking occurs (step S511/YES), the process proceeds to step S513. On the other hand, when it is determined that the front wheels 3 are not locked or not locked (step S511/NO), the determination process of step S511 is repeated.

For example, the control unit 62 estimates the vehicle speed of the motorcycle 100 based on the wheel speed of the front wheels 3, and the front wheels 3 are likely to be locked or locked based on the comparison result of the wheel speed of the front wheels 3 and the vehicle speed. It is determined whether or not. Specifically, the control unit 62 calculates the slip ratio of the front wheel 3 by dividing the difference between the vehicle speed and the wheel speed of the front wheel 3 by the vehicle speed, and when the slip ratio is larger than the allowable slip ratio, the front wheel 3 is calculated. It is determined that the lock or the possibility of lock has occurred. The allowable slip ratio is a value that is set so that it can be appropriately determined whether or not the front wheels 3 are locked or locked, and can be appropriately set according to the specifications of the vehicle.

If YES is determined in step S511, the braking control unit 62b executes antilock brake control in step S513.

In the antilock brake control, the braking control unit 62b adjusts the braking force generated on the front wheels 3 by controlling the operation of each component of the hydraulic control unit 50.

Specifically, first, the braking control unit 62b reduces the hydraulic pressure of the brake fluid in the wheel cylinder 24 to the front wheels 3 by closing the intake valve 31 and opening the slack valve 32. Reduces the braking force produced. At that time, the brake fluid corresponding to the decrease in the hydraulic pressure of the brake fluid in the wheel cylinder 24 flows into the accumulator 33. The brake fluid that has flowed into the accumulator 33 is returned to the master cylinder 21 side in the main flow path 25 via the sub flow path 26 by driving the pump 34. Then, the braking control unit 62b holds both the hydraulic pressure of the brake fluid in the wheel cylinder 24 and the braking force generated in the front wheels 3 by closing both the intake valve 31 and the slack valve 32 from the above state. After that, the braking control unit 62b opens the intake valve 31 and closes the slack valve 32 from the above state, thereby increasing the hydraulic pressure of the brake fluid in the wheel cylinder 24 and increasing the braking force generated on the wheel. .

Here, with reference to FIG. 5 and FIG. 6, the transition of each state quantity when the antilock brake control is executed will be described.

FIG. 5 is a diagram showing an example of transition of each state quantity when traveling on a high μ road. In FIG. 5 and FIG. 6 described later, the vehicle speed V ₀ , the wheel speed V _W of the front wheels 3, the hydraulic pressure P _W of the brake fluid in the wheel cylinder 24, and the control for opening the slack valve 32 are state variables. The evolution of the signal S _V is shown. The time when the control signal S _V is higher than the other times means the time when the slack valve 32 is opened.

In the example shown in FIG. 5, at time t11, it is determined that the front wheels 3 are locked or possibly locked, and the pressure reducing control of the brake fluid hydraulic pressure P _W of the wheel cylinders 24 is started. As a result, at time t11, the slack valve 32 is opened, and after time t11, the hydraulic pressure P _W of the brake fluid decreases. After that, at time t12, the slack valve 32 is closed, and the decrease in the brake fluid pressure P _W stops. Here, the slack valve opening time ΔT _V (that is, the time from time t11 to time t12), which is the time during which the slack valve 32 is opened, indicates that the front wheel 3 is likely to be locked or locked. It is determined based on the target pressure reduction amount determined at the time of the determination (that is, the target value of the pressure reduction amount of the brake fluid hydraulic pressure P _W of the wheel cylinder 24 of the front wheel braking mechanism 12 in the antilock brake control). This target decompression amount may be determined by a known technique such as using various parameters. Then, after time t12, the hydraulic pressure P _W of the brake fluid is maintained. Thereafter, at time t13, the wheel speed _{V W} of the front wheel 3 starts to rise toward the vehicle speed _{V 0.} Then, the wheel speed V _W becomes relatively close to the vehicle speed V ₀ in (that is, the slip ratio is relatively becomes smaller front wheel 3) time t14, is put valve 31 is opened at time t14 and later, the brake fluid The hydraulic pressure P _W increases.

FIG. 6 is a diagram showing an example of transition of each state quantity when traveling on a low μ road.

In the example shown in FIG. 6, at time t21, the pressure reducing control of the brake fluid pressure P _W of the wheel cylinder 24 is started, and the slack valve 32 is opened. The state in which the slack valve 32 is opened continues for the slack valve opening time ΔT _V determined based on the target pressure reduction amount, and ends at time t22. After time t22 when the slack valve 32 is closed, the hydraulic pressure P _W of the brake fluid is maintained. Thereafter, at time t23, the wheel speed _{V W} of the front wheel 3 begins to rise toward the vehicle speed _{V 0} at time t24 which the wheel speed _{V W} becomes relatively close to the vehicle speed _{V 0,} put valve 31 is opened, the brake The liquid pressure P _{W of the} liquid begins to increase.

Here, the higher the friction coefficient of the traveling road, the larger the reaction force (that is, the frictional force) from the ground that acts on the front wheels 3. Thus, when the braking force generated in the front wheel 3 vacuum control is started is decreased, the recovery of the wheel speed V _W due to the reaction force of the front wheel 3 receives from the ground is likely to be faster. Thus, as the friction coefficient of the road is high, the degree of change in the wheel speed V _W when the wheel speed V _W of the front wheel 3 is increased toward the vehicle speed V ₀ in the anti-lock brake control (hereinafter, anti-lock brake control during (Also referred to as the degree of change when the wheel speed V _W of the vehicle is increased) tends to increase.

For example, as an example of the degree of change upon increase of the wheel speed V _W in the anti-lock brake control, the increase start timing and the increase start time of the wheel speed V _W begins to rise toward the vehicle speed V ₀ in the anti-lock brake control it can be considered the value ΔV W _/ ΔT _B obtained by the variation [Delta] V _W of the wheel speed V _W divided by the reference time [Delta] T _B between the time after the reference time [Delta] T _B has elapsed since. The reference time ΔT _B is set to a time shorter than the time from when the wheel speed V _W starts to increase toward the vehicle speed V ₀ to when the wheel speed V _W starts to increase during the antilock brake control. In FIG. 5 corresponding to the traveling on the high μ road, the wheel speed V _W starts to rise toward the vehicle speed V ₀ during the anti-lock brake control, and the rising start time is time t13. Further, in FIG. 6 corresponding to the traveling on the low μ road, the rising start time point at which the wheel speed V _W starts to increase toward the vehicle speed V ₀ during the antilock brake control is time t23. With reference to FIGS. 5 and 6, it can be seen that the value ΔV _W /ΔT _B is large on the high μ road as compared with the low μ road, because the change amount ΔV _W of the wheel speed V _W is larger.

Further, the hydraulic pressure P _W at the time point when the pressure reducing control is started in response to the determination that the front wheels 3 are locked or the possibility of being locked occurs, resists the reaction force from the ground according to the friction coefficient of the traveling path. Therefore, the high μ road is necessarily higher than the low μ road because it is necessary. For example, referring to FIGS. 5 and 6, the hydraulic pressure P _W at time t21 hydraulic P _W is the start time of the pressure reduction control in the low μ road at the time t11 is the start time of the pressure reduction control in the high μ road You can see that it is higher than.

Here, when the hydraulic pressure P _W at the time of starting the pressure reducing control is high, the amount of pressure reduction ΔP realized by the same slack valve opening time ΔT _V is higher than when the hydraulic pressure P _W at the time of starting the pressure reducing control is low. The slack valve opening time ΔT _V required to achieve the same pressure reduction amount ΔP tends to become shorter.

Further, the hydraulic pressure P _W after the time when the wheel speed V _W shows a recovery tendency (for example, the time t12 in FIG. 5 and the time t22 in FIG. 6) has a large reaction force from the ground according to the friction coefficient of the traveling road. The higher it gets. Therefore, in the high μ road, the slack valve opening time ΔT _V may be set to a time for maintaining the higher fluid pressure P _W as compared with the low μ road. For example, referring to FIGS. 5 and 6, the pressure reduction amount ΔP from the time t11 when the pressure reduction control is performed on the high μ road to the time t12 is from the time t21 when the pressure reduction control is performed on the low μ road to the time t22. Although it becomes larger than the depressurization amount ΔP up to, the fluid pressure control is performed in a higher fluid pressure range on the high μ road. Therefore, the release valve opening time ΔT _{V on the} high μ road shown in FIG. It can be seen that it is shorter than the slack valve opening time ΔT _{V on the} low μ road shown in FIG. That is, the slack valve opening time ΔTv corresponds to the target reduction amount of the braking force of the front wheels 3 in the antilock brake control (specifically, corresponds to the target depressurization amount), and the road surface condition for reducing the braking force ( Specifically, it corresponds to an example of an index that changes according to the road surface friction coefficient).

Next, in step S515, the road surface μ determination unit 62a sets a threshold Th used in determination of the degree of friction coefficient of the traveling road.

As will be described later, the threshold value Th is used for comparison with the value ΔV _W /ΔT _B corresponding to the degree of change when the wheel speed V _W is increasing during antilock brake control in the determination of the degree of friction coefficient of the traveling road. is, it is determined that the road surface is a high μ road if the value ΔV W _/ ΔT _B is equal to or larger than the threshold Th, the road surface is determined to be low μ road if the value ΔV W _/ ΔT _B smaller than the threshold value Th It As described above, in the determination of the degree of the friction coefficient of the traveling road, the higher the friction coefficient of the traveling road, the larger the degree of change in the wheel speed V _W during the antilock brake control tends to be. It is due to something.

Specifically, the road surface μ determination unit 62a corresponds to an example of an index that corresponds to the target reduction amount of the braking force of the front wheels 3 in the antilock brake control and that changes according to the road surface condition for reducing the braking force. The threshold value Th is set according to the slack valve opening time ΔT _V. Thereby, the degree of the friction coefficient of the traveling road is determined based on the relationship of the value ΔV _W /ΔT _B corresponding to the degree of change in the wheel speed V _W during the antilock brake control with respect to the slack valve opening time ΔT _V. can do.

Here, from the viewpoint of more appropriately determining the degree of friction coefficient of the traveling road, the road surface μ determination unit 62a determines that the slack valve opening time ΔT _V corresponds to the large target reduction amount when the slack valve opening time ΔT _V corresponds to a large target decrease amount. It is preferable to increase the threshold Th as compared with the case where _V corresponds to a small target decrease amount. Specifically, the road surface μ determination unit 62a increases the threshold Th as the slack valve opening time ΔT _V is longer.

FIG. 7 is a diagram showing an example of the relationship between the valve opening time ΔT _V and the threshold Th.

For example, the road surface μ determination unit 62a, so as to satisfy the relationship shown in the valve open time [Delta] T _V and the threshold value Th Togazu 7, sets the threshold value Th depending on the valve opening time [Delta] T _V. In FIG. 7, the threshold Th increases as the valve opening time ΔT _V increases. As described above, there is a high μ road between the slack valve opening time ΔT _V in the antilock brake control and the value ΔV _W /ΔT _B corresponding to the degree of change when the wheel speed V _W increases during the control. Therefore, the slack valve opening time ΔT _V is relatively short, but the value ΔV _W /ΔT _B is large, and on the low μ road, the slack valve opening time ΔT _V is relatively long, but the value ΔV _W /ΔT _B is small. is there. In other words, when the relatively long slack valve opening time ΔT _V corresponding to the low μ road in the high μ road is set, the value ΔV _W /ΔT _B becomes larger, and the value in the low μ road corresponding to the high μ road becomes relatively large. If a short slack valve opening time ΔT _V is set, the value ΔV _W /ΔT _B becomes smaller. Therefore, as shown in FIG. 7, the road surface μ determination unit 62a increases the threshold Th as the slack valve opening time ΔT _V is longer.

Next, in step S517, the road surface μ determination unit 62a determines whether or not the value ΔV _W /ΔT _B corresponding to the degree of change in the wheel speed of the front wheels 3 during the antilock brake control is greater than or equal to the threshold Th. judge. When it is determined that the value ΔV _W /ΔT _B is greater than or equal to the threshold Th (step S517/YES), the process proceeds to step S519. On the other hand, when it is determined that the value ΔV _W /ΔT _B is smaller than the threshold Th (step S517/NO), the process proceeds to step S521.

If YES is determined in step S517, the road surface μ determination unit 62a determines that the road surface is a high μ road in step S519. On the other hand, if NO in step S517, the road surface μ determination unit 62a determines that the road surface is a low μ road in step S521.

After step S519 or step S521, the control flow shown in FIG. 4 ends.

As described above, the braking control unit 62b executes the antilock brake control based on the determination result of the degree of the friction coefficient of the traveling road. That is, the determination result of the degree of the friction coefficient of the traveling road determined in step S519 or step S521 is used for the next antilock brake control. For example, the braking control unit 62b adjusts the allowable slip ratio based on the determination result of the degree of the friction coefficient of the traveling road determined in step S519 or step S521, and then adjusts the next antilock brake control. Perform using the slip ratio. Specifically, the braking control unit 62b reduces the allowable slip ratio when it is determined that the traveling road is a low μ road, compared to when it is determined that the traveling road is a high μ road.

As described above, in the control flow shown in FIG. 4, the control unit 62, the degree of change in the wheel speed V _W when the wheel speed V _W of the front wheel 3 is increased toward the vehicle speed V ₀ in the anti-lock brake control (Specifically, the value ΔV _W /ΔT _B ) and an index corresponding to the target reduction amount of the braking force of the front wheels 3 in the anti-lock brake control and varying according to the road surface condition for reducing the braking force (specifically, Specifically, the degree of the friction coefficient of the traveling road is determined based on the slack valve opening time ΔT _V ). More specifically, in the control flow shown in FIG. 4, the control unit 62 determines that the degree of change (specifically, the value ΔV _W /ΔT _B ) of the wheel speed V _W during the antilock brake control is the index. (Specifically, it is determined that the traveling road is a high μ road when it is larger than a threshold value (specifically, the threshold value Th) according to the slack valve opening time ΔT _V ), and the degree of change is higher than the threshold value. When it is small, it is determined that the traveling road is a low μ road.

In the above description, the value ΔV _W /ΔT _B is used as the degree of change when the wheel speed V _W is increasing during antilock brake control. However, the wheel speed V _W is increasing during antilock brake control. Other values may be used as the degree of change with time.

For example, changes in the degree of ascent of the wheel speed V _W in the anti-lock brake control, the time rate of change of the wheel speed V _W during the wheel speed V _W rises toward the vehicle speed V ₀ in the anti-lock brake control It may be an average value. For example, in the example shown in FIG. 5 and FIG. 6, the average value of the time change rate of the wheel speed V _W at each time between time t13 and time t14 and between time t23 and time t24 is the anti-lock brake control. It may be used as the degree of change of the wheel speed V _W of the above.

Further, for example, changes in the degree of ascent of the wheel speed V _W in the anti-lock brake control, the time variation of the wheel speed V _W during the wheel speed V _W rises toward the vehicle speed V ₀ in the anti-lock brake control It may be the maximum value of the rate. For example, in the example shown in FIG. 5 and FIG. 6, the maximum value of the time change rate of the wheel speed V _W at each time between time t13 and time t14 and between time t23 and time t24 is the antilock brake. It may be used as the degree of change when the wheel speed V _W is increasing during control.

Further, in the above description, the slack valve opening time ΔT _V is used as an index that corresponds to the target reduction amount of the braking force of the front wheels 3 in the antilock brake control and that varies according to the road surface condition for reducing the braking force. Although an example has been described, other values may be used as the index. For example, when a sensor that directly detects the braking force generated on the front wheels 3 is provided in the motorcycle 100, the braking force reduction rate calculated from the detection value of the sensor and the target reduction amount (that is, time t11 in FIG. 5). And a value obtained by dividing the value obtained by subtracting the target pressure reduction amount from the hydraulic pressure P _W at the time point of starting the pressure reducing control at time t21 in FIG. 6 or the value obtained by dividing the value by the hydraulic pressure P _W at the time point of starting the pressure reducing control). May be used as.

Further, in the above, the example in which the threshold Th is set according to the slack valve opening time ΔT _V has been described, but the wheel speed of the front wheels 3 during the antilock brake control is increased by determining the degree of the friction coefficient of the road. The threshold value used for the comparison with the degree of change with time corresponds to the target reduction amount of the braking force of the front wheels 3 in the antilock brake control, and is a value corresponding to an index that changes according to the road surface condition for reducing the braking force. However, it may be set according to other indexes.

Further, in the above description, when the value ΔV W _/ ΔT _B matches the threshold Th has been described an example in which it is determined that the road surface is a high μ road, if the value ΔV W _/ ΔT _B matches the threshold value Th It may be determined that the road surface is a low μ road. That is, the control unit 62, a road surface for changing the degree of ascent of the wheel speed V _W in the anti-lock brake control is to reduce the corresponding the braking force and the target amount of reduction of the braking force of the front wheel 3 in the anti-lock brake control It may be determined that the traveling road is a high μ road or the traveling road is a low μ road when it matches the threshold value according to the index that changes according to the situation.

In the above description, the example in which the road surface is the high μ road or the low μ road is determined by comparing the value ΔV _W /ΔT _B with one threshold Th has been described. The threshold for determining whether or not (hereinafter referred to as high μ road determination) and the threshold for determining whether or not on low μ road (hereinafter referred to as low μ road determination) may be different from each other. (That is, it may have hysteresis). That is, the control unit 62 may use the above-mentioned threshold Th as a threshold for low μ road determination, and use a value obtained by adding a positive offset to this threshold as a threshold for high μ road determination. Th may be used as a threshold for high μ road determination, and a value obtained by adding a negative offset to this threshold may be used as a threshold for low μ road determination. For example, in the high μ road determination, the road surface may be determined to be the high μ road when the value ΔV _W /ΔT _B is equal to or higher than the threshold for the high μ road determination, and the low μ road determination is performed. Then, if the value ΔV _W /ΔT _B is equal to or smaller than the threshold for low μ road determination, it may be determined that the road surface is a low μ road.

Further, in the above, an example in which the determination result of the friction coefficient of the traveling road is used for the antilock brake control has been described, but the determination result may be used for a control other than the antilock brake control. For example, when the control device 60 has a function of controlling the driving force generated in the motorcycle 100, the control device 60 may control the driving force based on the determination result of the degree of friction coefficient of the traveling road.

Further, in the above description, the example in which the vehicle speed of the motorcycle 100 is estimated based on the wheel speed of the front wheels 3 in the determination of whether or not the front wheels 3 are locked or possibly locked has been described. When the sensor for detecting the vehicle speed is provided in 100, the detection value of the sensor can be used as the vehicle speed, and therefore the vehicle speed estimation based on the wheel speed of the front wheels 3 need not be performed.

<Effect of control device>
The effects of the control device 60 according to the embodiment of the present invention will be described.

The control device 60 includes a control unit 62 capable of executing antilock brake control. Further, the control unit 62 controls the degree of change in the wheel speed of the target wheel of the antilock brake control when the wheel speed of the target wheel of the antilock brake control increases toward the vehicle speed of the motorcycle 100 during the antilock brake control. Based on the target reduction amount of the braking force of the wheel to be controlled and an index that changes according to the road surface condition (specifically, the friction coefficient of the road surface) for reducing the braking force, the traveling road The degree of friction coefficient of is determined. Then, the control unit 62 controls the behavior of the motorcycle 100 based on the determination result of the degree of friction coefficient of the traveling road.

As described above, the higher the friction coefficient of the traveling path, the degree of change in the wheel speed of the wheel subject to antilock brake control when the wheel speed increases toward the vehicle speed of the motorcycle 100 during antilock brake control. Tends to be large. Further, in the determination of the degree of the friction coefficient of the traveling road by the control unit 62, an index that changes according to the friction coefficient of the road surface is used in addition to the degree of change of the wheel speed. Therefore, the degree of the friction coefficient of the traveling road can be appropriately determined by determining the degree of the friction coefficient of the traveling road based on both the degree of change in the wheel speed and the index. Then, the behavior of the motorcycle 100 is controlled based on the determination result of the degree of the friction coefficient of the traveling road that is appropriately obtained as described above. Therefore, the behavior of the motorcycle 100 can be appropriately controlled according to the friction coefficient of the traveling road.

Preferably, in the control device 60, the control unit 62 determines that the traveling road is a high μ road when the degree of change of the wheel speed is larger than the threshold value according to the index, and the degree of change of the wheel speed is the same. When it is smaller than the threshold value, it is determined that the traveling road is a low μ road. Accordingly, it is possible to appropriately realize the determination of the degree of the friction coefficient of the traveling road based on both the degree of change in the wheel speed and the index. Therefore, the degree of the friction coefficient of the traveling road can be determined more appropriately.

Preferably, in the control device 60, the control unit 62 increases the threshold value when the index corresponds to a large target decrease amount, compared to when the index corresponds to a small target decrease amount. For example, the road surface μ determination unit 62a increases the threshold Th as the slack valve opening time ΔT _V is longer. Thereby, the threshold value used in the determination of the degree of the friction coefficient of the traveling road can be appropriately set based on the relationship between the index and the degree of change in the wheel speed. Therefore, it is possible to more appropriately determine the degree of the friction coefficient of the traveling road.

Preferably, the degree of change of the wheel speed is between an ascending start time at which the wheel speed starts to increase toward the vehicle speed of the motorcycle 100 during the antilock brake control and a time point after a lapse of the reference time from the ascending start time. Is a value obtained by dividing the amount of change in the wheel speed by the reference time. Accordingly, the degree of the friction coefficient of the traveling road can be determined using a value that appropriately represents the degree of change in the wheel speed, and thus the degree of the friction coefficient of the traveling road can be appropriately determined.

Preferably, the degree of change in the wheel speed is an average value of a temporal change rate of the wheel speed during the wheel speed increases toward the vehicle speed of the motorcycle 100 during the antilock brake control. Accordingly, the degree of the friction coefficient of the traveling road can be determined using a value that appropriately represents the degree of change in the wheel speed, and thus the degree of the friction coefficient of the traveling road can be appropriately determined.

Preferably, the degree of change of the wheel speed is the maximum value of the rate of change over time of the wheel speed while the wheel speed increases toward the vehicle speed of the motorcycle 100 during the antilock brake control. Accordingly, the degree of the friction coefficient of the traveling road can be determined using a value that appropriately represents the degree of change in the wheel speed, and thus the degree of the friction coefficient of the traveling road can be appropriately determined.

Preferably, motorcycle 100 is provided with at least a wheel speed sensor for the front wheels (specifically, front wheel speed sensor 43) as a wheel speed sensor for detecting the wheel speed, and control unit 62 controls front wheels. It is possible to execute the anti-lock brake control targeting only #3. As described above, conventionally, the degree of friction coefficient of the traveling road is determined by estimating the vehicle speed, which is the speed of the vehicle body, based on the wheel speed detected by the wheel speed sensor, and using the obtained estimated value of the vehicle speed. Has been done. However, in the estimation of the vehicle speed using the detection value of the wheel speed sensor, the estimated value of the vehicle speed may be estimated lower than the actual value, and the estimation of the vehicle speed using only the detection value of one wheel speed sensor may occur. Then, there was a particularly strong tendency that the estimated value of the vehicle speed was estimated to be lower than the actual value.

Here, according to the control device 60, as described above, by using another parameter different from the estimated value of the vehicle speed, the degree of the friction coefficient of the traveling road can be appropriately determined. Therefore, by applying the control device 60 to the motorcycle 100 that includes only the wheel speed sensor for the front wheels and is capable of executing the anti-lock brake control only for the front wheels 3, the behavior of the motorcycle 100 is changed to the friction coefficient of the road. It is possible to more effectively use the effect that can be appropriately controlled according to.

The control device 60 may further include a wheel speed sensor for the rear wheels 4, and may be used by being mounted on a motorcycle capable of executing antilock brake control for only the front wheels 3. In this case, the vehicle speed can be estimated using the detection values of the two wheel speed sensors. Here, in the estimation of the vehicle speed using the detection values of the two wheel speed sensors, the estimated value of the vehicle speed is lower than the actual value as compared with the estimation of the vehicle speed using only the detection values of one wheel speed sensor. The tendency to be estimated weakens. However, if one of the wheels is locked, it is difficult to properly estimate the vehicle speed using the detection values of the two wheel speed sensors. Therefore, the wheel speed sensor for the unlocked wheels is not available. It is assumed that the vehicle speed is estimated using only the detected value of. Even in such a case, the control device 60 can appropriately determine the degree of the friction coefficient of the traveling path by using other parameters different from the estimated value of the vehicle speed, as described above. You can Therefore, it is possible to more effectively utilize the effect of appropriately controlling the behavior of the motorcycle in accordance with the friction coefficient of the traveling path.

<Other examples of motorcycles>
An example in which the control device 60 is mounted on the motorcycle 100 described with reference to FIG. 1 and the like has been described above, but the control device 60 may be mounted on a motorcycle having another configuration. Hereinafter, another example of the motorcycle in which the control device 60 can be mounted will be described with reference to FIG. 8.

FIG. 8 is a schematic diagram showing a schematic configuration of a motorcycle 100a according to another example in which the control device 60 is mounted.

The motorcycle 100a differs from the above-described motorcycle 100 in that a rear wheel wheel speed sensor 44 is further provided.

The rear wheel speed sensor 44 detects a wheel speed of the rear wheel 4 (for example, a rotation speed [rpm] of the rear wheel 4 per unit time or a moving distance [km/h] per unit time). And outputs the detection result. The rear wheel speed sensor 44 may detect another physical quantity that can be substantially converted into the wheel speed of the rear wheel 4. The rear wheel speed sensor 44 is provided on the rear wheel 4.

Further, in the brake system 10a of the motorcycle 100a, compared with the brake system 10 of the motorcycle 100 described above, the antilock brake control can be executed for each of the front wheels 3 and the rear wheels 4. different.

Specifically, like the front wheel braking mechanism 12, the rear wheel braking mechanism 14a of the brake system 10a includes the main flow path 25, the sub flow path 26, the intake valve 31, the slack valve 32, the accumulator 33, and the pump 34 described above. It further comprises similar components, which are provided in the hydraulic control unit 50a.

In the motorcycle 100a, the control unit 62 of the control device 60 controls the operation of each of the above-described components provided in the hydraulic control unit 50a of the rear wheel braking mechanism 14a, so that the rear wheel braking mechanism 14a operates. The braking force generated on the rear wheels 4 can be controlled by the front wheel braking mechanism 12 in the same manner as the braking force generated on the front wheels 3. Further, as described above, since the rear wheel wheel speed sensor 44 is provided in the motorcycle 100a, the control unit 62 locks the rear wheel 4 by using the detection result of the rear wheel wheel speed sensor 44. Alternatively, it can be determined whether the possibility of locking has occurred. Therefore, the control unit 62 can execute antilock brake control not only for the front wheels 3 but also for the rear wheels 4.

Specifically, the braking control unit 62b executes the anti-lock brake control for the front wheels 3 when the front wheels 3 are locked or possibly locked. In the control, the braking force generated on the front wheels 3 is adjusted by the front wheel braking mechanism 12. Further, the braking control unit 62b executes the antilock brake control for the rear wheels 4 when the rear wheels 4 are locked or the possibility of locking occurs. In the control, the braking force generated on the rear wheel 4 is adjusted by the rear wheel braking mechanism 14a.

Further, when the anti-lock brake control is performed on the front wheels 3, the road surface μ determination unit 62a determines that the wheel speed of the front wheels 3, which is the target wheel of the anti-lock brake control, of the motorcycle 100 during the anti-lock brake control. A road surface for reducing the braking force corresponding to the degree of change of the wheel velocity when increasing toward the vehicle speed and the target reduction amount of the braking force of the front wheel 3 which is the target wheel of the control in the antilock brake control. The degree of the friction coefficient of the traveling road is determined based on the index that changes according to the situation. Further, when the anti-lock brake control is performed on the rear wheels 4, the road surface μ determination unit 62a determines that the wheel speed of the rear wheels 4, which is the target wheel of the anti-lock brake control, is the motorcycle during the anti-lock brake control. The degree of change of the wheel speed when increasing toward the vehicle speed of 100 and the target reduction amount of the braking force of the rear wheel 4 which is the target wheel of the control in the anti-lock brake control are correspondingly reduced. Therefore, the degree of the friction coefficient of the traveling road is determined based on the index that changes according to the road surface condition.

As described above, in the motorcycle 100a, the wheel speed sensor for the front wheels (specifically, the front wheel speed sensor 43) and the wheel speed sensor for the rear wheels (as the wheel speed sensor for detecting the wheel speed). Specifically, a rear wheel wheel speed sensor 44) is provided, and the control unit 62 can execute antilock brake control for each of the front wheels 3 and the rear wheels 4. Therefore, even if the anti-lock brake control for one wheel cannot be executed due to an operation input by the rider or a failure of equipment such as the wheel cylinder 24, the other wheel is targeted. Anti-lock brake control can be executed. Therefore, even in such a case, the wheel speed of the other wheel that is the target wheel of the antilock brake control when the wheel speed increases toward the vehicle speed of the motorcycle 100 during the antilock brake control. And the index that varies according to the road surface condition for reducing the braking force corresponding to the target reduction amount of the braking force of the other wheel that is the target wheel of the anti-lock brake control. Based on this, the degree of the friction coefficient of the traveling road can be determined. Therefore, even in a situation where the antilock brake control for one wheel cannot be executed, the behavior of the motorcycle 100 can be appropriately controlled according to the friction coefficient of the traveling road.

Further, since the front wheel wheel speed sensor 43 and the rear wheel wheel speed sensor 44 are provided in the motorcycle 100a, the vehicle speed can be estimated using the detection values of the two wheel speed sensors. Here, in the estimation of the vehicle speed using the detection values of the two wheel speed sensors, the estimated value of the vehicle speed is lower than the actual value as compared with the estimation of the vehicle speed using only the detection values of one wheel speed sensor. The tendency to be estimated weakens. However, if the wheels tend to lock at the same time before and after, it becomes difficult to properly estimate the vehicle speed using the detection values of the two wheel speed sensors. Even in such a case, the control device 60 can appropriately determine the degree of the friction coefficient of the traveling path by using other parameters different from the estimated value of the vehicle speed, as described above. You can Therefore, the effect of appropriately controlling the behavior of the motorcycle 100 according to the friction coefficient of the traveling path can be more effectively used.

The present invention is not limited to the description of each embodiment. For example, all or part of each embodiment may be combined, or only part of each embodiment may be implemented.

1 Body, 2 Handle, 3 Front Wheel, 3a Rotor, 4 Rear Wheel, 4a Rotor, 10 and 10a Brake System, 11 First Brake Operation Section, 12 Front Wheel Braking Mechanism, 13 Second Brake Operation Section, 14 and 14a Rear Wheel Braking Mechanism, 21 Master Cylinder, 22 Reservoir, 23 Brake Caliper, 24 Wheel Cylinder, 25 Main Flow Path, 26 Sub Flow Path, 31 Inlet Valve, 32 Loose Valve, 33 Accumulator, 34 Pump, 43 Front Wheel Speed Sensor, 44 Rear Wheel Wheel speed sensor, 50, 50a Hydraulic pressure control unit, 51 Base body, 60 Control device, 61 Acquisition unit, 62 Control unit, 62a Road surface μ determination unit, 62b Braking control unit, 100, 100a Motorcycle.

Claims (9)

A control device (60) for controlling the behavior of a saddle type vehicle (100), comprising:
A control unit (62) capable of executing anti-lock brake control is provided,
The control unit (62),
The degree of change in the wheel speed when the wheel speed of the wheel subject to the antilock brake control increases toward the vehicle speed of the saddle-ride type vehicle (100) during the antilock brake control, and the antilock brake control. On the basis of an index that corresponds to the target reduction amount of the braking force of the target wheel in and that varies according to the road surface condition for reducing the braking force, the degree of the friction coefficient of the traveling road is determined,
Controlling the behavior of the saddle-ride type vehicle (100) on the basis of the result of determination of the degree of friction coefficient of the traveling path,
Control device. The control unit (62) determines that the traveling road is a high friction road when the degree of change in the wheel speed is larger than the threshold value according to the index, and the degree of change in the wheel speed is smaller than the threshold value. It is determined that the traveling road is a low friction road,
The control device according to claim 1. The control unit (62) increases the threshold value when the index corresponds to the large target decrease amount, compared with the case where the index corresponds to the small target decrease amount.
The control device according to claim 2. The degree of change of the wheel speed is the time point at which the wheel speed starts to increase toward the vehicle speed of the saddle-ride type vehicle (100) during the antilock brake control and the time point after a reference time has elapsed from the time point at which the wheel speed starts to rise. Is a value obtained by dividing the amount of change in the wheel speed between and by the reference time,
The control device according to claim 1. The degree of change in the wheel speed is an average value of the rate of change over time of the wheel speed while the wheel speed increases toward the vehicle speed of the saddle-ride type vehicle (100) during the antilock brake control.
The control device according to claim 1. The degree of change in the wheel speed is the maximum value of the rate of change over time of the wheel speed while the wheel speed increases toward the vehicle speed of the saddle-ride type vehicle (100) during the antilock brake control.
The control device according to claim 1. The saddle-ride type vehicle (100) is provided with at least a front wheel speed sensor (43) as a wheel speed sensor for detecting a wheel speed.
The control unit (62) can execute the anti-lock brake control targeting only the front wheel (3).
The control device according to any one of claims 1 to 6. The saddle-ride type vehicle (100a) is provided with a wheel speed sensor (43) for front wheels and a wheel speed sensor (44) for rear wheels as wheel speed sensors for detecting wheel speeds.
The control unit (62) can execute the anti-lock brake control for each of the front wheels (3) and the rear wheels (4).
The control device according to any one of claims 1 to 6. A control method for controlling the behavior of a saddle type vehicle (100), comprising:
A step (S513) of executing anti-lock brake control is provided,
The degree of change in the wheel speed when the wheel speed of the wheel subject to the antilock brake control increases toward the vehicle speed of the saddle-ride type vehicle (100) during the antilock brake control, and the antilock brake control. A step of determining the degree of the friction coefficient of the traveling road based on the target reduction amount of the braking force of the target wheel and the index that changes according to the road surface condition for reducing the braking force (S517, 519, 521),
The behavior of the saddle-ride type vehicle (100) is controlled based on the result of the determination of the degree of friction coefficient of the traveling road.
Control method.

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