JP2021112988A - Brake fluid pressure control device for bar handle vehicle - Google Patents

Abstract

To achieve the avoidance of large-sizing and the cost reduction of a device, improve a brake feeling, and reduce operation noise and electric power consumption during interlocking brake control.SOLUTION: This device comprises a master cylinder MC1, a master cylinder MC2, a wheel brake F, and a wheel brake R. This device further comprises: a control valve unit 1B which has an inlet valve 2b communicating with the master cylinder MC2 and an outlet valve 3b communicating with the wheel brake F and is capable of interlocking brake control for causing the wheel brake F to generate brake force in linkage with braking of the wheel brake R; and a controller 20 which controls the control valve unit 1B. The controller 20 sets a target differential pressure that is a target value of a differential pressure between a brake fluid pressure on the master cylinder MC2 side on an upstream side of the inlet valve 2b and a brake fluid pressure on the wheel brake F side on a downstream side thereof at the time of interlocking brake control. The inlet valve 2b opens/closes on the basis of the target differential pressure.SELECTED DRAWING: Figure 1

Description

The present invention relates to a brake fluid pressure control device for a bar handle vehicle.

Patent Document 1 discloses a brake fluid pressure control device for a bar handle vehicle that enables interlocking control of front wheels and rear wheels and antilock brake control.
The brake fluid pressure control device for a bar handle vehicle of Patent Document 1 is configured to distribute the input hydraulic pressure generated by the operation of one of the brake operators to the front and rear wheels to perform interlocking control mechanically. Therefore, in Patent Document 1, the number of parts including the piping is increased, which may increase the size and cost of the device. In addition, since it is a mechanical interlocking brake, there is a possibility that a time lag may occur due to a delay valve (delay valve, etc.).

On the other hand, Patent Document 2 describes a brake hydraulic pressure control device for a bar handle vehicle that generates hydraulic pressure in the other brake system by driving a pump by a motor in response to an operation of a brake operator in one brake system. It is disclosed.
In the brake fluid pressure control device for a bar handle vehicle of Patent Document 2, since the hydraulic pressure is generated by driving a pump, variable braking characteristics can be obtained, but mechanical operating noise and power consumption may increase. be. Further, in Patent Document 2, there is a possibility that a time lag may occur from the start of energization of the motor to the operation of the pump with respect to the mechanically interlocked brake as in Patent Document 1 described above, which makes the driver feel uncomfortable when operating the brake. May give.

In this regard, Patent Document 3 discloses a brake hydraulic pressure control device for a bar handle vehicle that can reduce the number of parts, avoid an increase in size of the device, and reduce costs while eliminating a time lag during interlocking braking. There is.

JP-A-2002-193175 Japanese Unexamined Patent Publication No. 2008-179313 Japanese Patent No. 5335512

However, the brake hydraulic pressure control device for a bar handle vehicle of Patent Document 3 has a configuration in which the hydraulic pressure is generated by driving the pump during interlocking brake control, so that the brake feeling is poor, and the mechanical operating noise and power are also generated. Consumption may increase.

The present invention solves the above-mentioned problems, reduces the number of parts, avoids the increase in size of the device, reduces the cost, improves the brake feeling, and operates noise and power consumption during interlocking brake control. It is an object of the present invention to provide a brake fluid pressure control device for a bar handle vehicle capable of reducing the problem.

In order to solve the above problems, the present invention has a first brake operator and a second brake operator that can be operated independently of each other, and a first brake fluid pressure is generated in response to the operation of the first brake operator. It includes one master cylinder and a second master cylinder that generates brake fluid pressure in response to the operation of the second brake operator. Further, the first wheel brake that operates by receiving the brake fluid pressure of either one or both of the first master cylinder and the second master cylinder to brake one of the front wheels or the rear wheels, and the second master cylinder. It is equipped with a second wheel brake that operates by directly receiving the brake fluid pressure and brakes the other of the front wheels or the rear wheels. Further, it has an inlet valve communicating with the second master cylinder and an outlet valve communicating with the first wheel brake, and generates a braking force in the first wheel brake in conjunction with braking of the second wheel brake. It includes a second control valve unit configured to be capable of interlocking brake control, and a control device for controlling the second control valve unit. During interlocking brake control, the control device determines the difference pressure between the brake fluid pressure on the second master cylinder side, which is the upstream side of the inlet valve, and the brake fluid pressure on the first wheel brake side, which is the downstream side. A target differential pressure, which is a target value, is set, and the inlet valve opens and closes based on the target differential pressure.

In the present invention, the interlocking brake fluid pressure distribution between the first wheel brake and the second wheel brake is controlled by opening and closing the inlet valve based on the target differential pressure. Therefore, the number of parts can be reduced, the size of the device can be reduced, and the cost can be reduced, as compared with the conventional case in which the interlocking brake fluid pressure distribution is controlled by the delay valve. In addition, the brake feeling can be improved without causing a time lag during interlocking braking.

Further, in order to solve the above-mentioned problems, the present invention generates a brake fluid pressure in response to the operation of the first brake operator and the second brake operator which can be operated independently of each other and the first brake operator. A first master cylinder is provided, an actuating device that operates in response to the operation of the second brake operator, and a second master cylinder that generates a brake fluid pressure in response to the operation of the actuating device. Further, for the operation of the first wheel brake that operates by receiving the brake fluid pressure of either one or both of the first master cylinder and the second master cylinder and brakes one of the front wheels or the rear wheels, and the operation device. It comprises a second wheel brake, which is mechanically actuated accordingly and brakes the other of the front or rear wheels. Further, it has an inlet valve communicating with the second master cylinder and an outlet valve communicating with the first wheel brake, and generates a braking force in the first wheel brake in conjunction with braking of the second wheel brake. It includes a second control valve unit configured to be capable of interlocking brake control, and a control device for controlling the second control valve unit. During interlocking brake control, the control device determines the difference pressure between the brake fluid pressure on the second master cylinder side, which is the upstream side of the inlet valve, and the brake fluid pressure on the first wheel brake side, which is the downstream side. A target differential pressure, which is a target value, is set, and the inlet valve opens and closes based on the target differential pressure.

In the present invention, interlocking brake control between the first wheel brake and the second wheel brake is performed by opening and closing the inlet valve based on the target differential pressure. Therefore, it is possible to eliminate the time lag at the time of interlocking braking due to the delay valve that has occurred in the past. Therefore, a good brake feeling can be obtained.
Further, the present invention can be applied to a circuit that is distributed to a hydraulic brake and a mechanical brake via an actuating device.

Further, it is preferable that the first wheel brake is increased in pressure by generating a brake fluid pressure in the second master cylinder.

In this configuration, by increasing the pressure of the first wheel brake with the brake fluid pressure generated by the second master cylinder, interlocking brake control between the first wheel brake and the second wheel brake is performed. Therefore, the mechanical operating noise and the power consumption can be reduced as compared with the conventional one in which the brake fluid pressure is generated by the pump driven by the motor. Further, since the influence of the time lag from the start of energization of the motor to the operation of the pump and the pulsation of the pump can be reduced, the brake feeling can be improved.

Further, it is preferable that the control device controls the drive current so that the inlet valve opens and closes at a target differential pressure.

In this configuration, the target differential pressure can be easily set by controlling the drive current, so the number of parts is smaller than that of the conventional one in which the hydraulic pressure is generated by a pump driven by a motor. It is possible to reduce the size and cost of the device. Furthermore, mechanical operating noise and power consumption can be reduced.

Further, the inlet valve is preferably a linear solenoid valve.

With this configuration, the target differential pressure can be easily controlled by current control.

Further, it is preferable to include a first control valve unit having an inlet valve communicating with the first master cylinder and an outlet valve communicating with the first wheel brake and being controlled by the control device.

With this configuration, so-called 2-channel antilock brake control consisting of a brake system leading from the first master cylinder to the first wheel brake and a braking system leading from the second master cylinder to the first wheel brake is possible. A flexible hydraulic circuit can be realized. Therefore, the existing hydraulic circuit capable of 2-channel anti-lock braking control can be used, and the number of parts such as solenoid valves is reduced compared to the hydraulic circuit equipped with a general interlocking brake system and anti-lock braking system. It is possible to reduce the size of the device and the cost.

Further, the control device includes a plurality of brake fluid pressure reference values serving as a starting point for opening the inlet valve at a target differential pressure, and a selection means capable of selecting any of the plurality of brake fluid pressure reference values. It is preferable to have it.

With this configuration, it is possible to select the interlocking brake control having characteristics that suit the driver's preference. Therefore, it is possible to realize brake control suitable for the driving technique and driving purpose of the driver, and to provide a system with high usability.

Further, it is preferable that the second wheel brake is operated via a conversion device that converts the brake fluid pressure of the second master cylinder into a mechanical operation.

With this configuration, the second wheel brake can be a wheel brake that operates by mechanical operation.

Further, it is preferable that the control device corrects the target differential pressure based on at least one of the vehicle body speed and the bank angle.

With this configuration, the characteristics of the interlocking brake control can be changed depending on the traveling situation.

Further, it is preferable that the control device corrects the set value of the target differential pressure to increase as the vehicle body speed decreases, and closes the inlet valve when the vehicle body speed becomes equal to or less than a predetermined value.

With such a configuration, it is possible to weaken the braking force of the first wheel brake by the interlocking brake control at low speed, and it is possible to reduce the imbalance of the vehicle body due to the generation of the braking force.

Further, it is preferable that the control device corrects the set value of the target differential pressure to increase as the bank angle increases.

With this configuration, when the first wheel brake is mainly the front wheel, the braking force acting on the first wheel brake during turning is suppressed, so that the phenomenon that the vehicle body rises during turning can be suppressed. Further, it is possible to reduce the occurrence of slip on the front wheel side. Therefore, running stability is improved.

Further, when the hydraulic pressure sensor for measuring the brake hydraulic pressure generated in the second master cylinder is provided, the control device changes the set value of the target differential pressure based on the measured value of the hydraulic pressure sensor. It is preferable to do so.

With this configuration, the characteristics of the interlocking brake control can be finely changed based on the magnitude of the hydraulic pressure generated in the second master cylinder. Therefore, running stability is improved.

Further, the control device determines whether or not the brake is an emergency brake based on the change in the operation amount of the brake operator, and when it is determined that the brake is an emergency brake, the set value of the target differential pressure becomes smaller. It is preferable to correct it.

With such a configuration, in the case of an emergency brake, interlocking brake control suitable for the emergency brake can be executed, so that the running stability is improved.

In the present invention, a brake fluid pressure control device for a bar handle vehicle that avoids an increase in size of the device and reduces the cost, improves the brake feeling, and reduces the operating noise and power consumption during interlocking brake control. can get.

It is a hydraulic circuit diagram of the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a block diagram explaining the control device provided in the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a figure which shows the characteristic of the front-rear braking force at the time of ignition off in the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a figure which showed the braking characteristic of the easy ride mode in the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a figure which showed the braking characteristic of the normal mode in the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a figure which showed the braking characteristic of the non-interlocking mode in the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a figure which showed the braking characteristic at the time of the correction of the target differential pressure in the brake fluid pressure control device for a bar handle vehicle of 1st Embodiment of this invention. It is a hydraulic circuit diagram of the brake hydraulic pressure control device for a bar handle vehicle of the 2nd Embodiment of this invention. It is a hydraulic circuit diagram of the brake hydraulic pressure control device for a bar handle vehicle of the 3rd Embodiment of this invention. It is a hydraulic circuit diagram of the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a block diagram explaining the control device provided in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a figure which shows the characteristic of the front-rear braking force at the time of ignition off in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a figure which showed the braking characteristic of the easy ride mode in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a figure which showed the braking characteristic of the normal mode in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a figure which showed the braking characteristic of the sport mode in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a figure which showed the braking characteristic of the non-interlocking mode in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention. It is a figure which showed the braking characteristic at the time of emergency braking in the brake fluid pressure control device for a bar handle vehicle of 4th Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. In the following description, the same reference numerals will be used for the same elements, and duplicate description will be omitted.

(First Embodiment)
As shown in FIG. 1, the brake hydraulic pressure control device (hereinafter, simply referred to as “brake control device”) U for a bar handle vehicle of the present embodiment is a bar handle type such as a motorcycle, a motorcycle, and an all-terrain vehicle (ATV). It is used for vehicles.

(Brake control device configuration)
The brake control device U includes the hydraulic circuit shown in FIG. The brake control device U includes a brake system K1 for braking the front wheel brake F (first wheel brake) and a brake system K2 for braking the rear wheel brake R (second wheel brake). Further, the brake control device U includes an interlocking brake system K3 that brakes the wheel brakes F of the front wheels by interlocking brake control. The brake system K1 and the interlocking brake system K3 have similar components as described later.

Hereinafter, the brake hydraulic circuit shown in FIG. 1 will be described in detail. First, the brake system K1 will be described, and then the brake system K2 and the interlocking brake system K3 will be described in order.
The brake system K1 brakes the wheel brake F of the front wheels in response to the operation of the brake lever L1, and includes a flow path from the inlet port J1 leading to the master cylinder MC1 as the first master cylinder to the outlet port J2. There is. The master cylinder MC1 and the inlet port J1 are connected by a pipe H1. Further, the outlet port J2 is connected to the wheel brake F of the front wheel through the pipe H2.

The master cylinder MC1 has a cylinder to which a brake fluid tank chamber for storing the brake fluid as a working fluid is connected. A piston (not shown) that slides in the axial direction of the cylinder and discharges the brake fluid by operating the brake lever L1 is assembled in the cylinder.

The brake system K1 includes a first control valve unit 1A, a reservoir 4, and a pump 10A. The first control valve unit 1A includes an inlet valve 2a, an outlet valve 3a, and a check valve 2a1.

In the following, the flow path (oil passage) from the inlet port J1 to the inlet valve 2a will be referred to as "output hydraulic passage D1", and the flow path from the inlet valve 2a to the outlet port J2 will be referred to as "wheel hydraulic passage E1". The flow path from the reservoir 4 to the pump 10A (10B) is referred to as an "suction hydraulic passage G1". Further, the flow path from the pump 10A (10B) to the wheel hydraulic path E1 is referred to as "discharge hydraulic path M1", and the flow path from the wheel hydraulic path E1 to the reservoir 4 through the outlet valve 3 is referred to as "open path Q1". It is called.

The first control valve unit 1A of the brake system K1 switches between a state in which the inlet valve 2a is opened and the outlet valve 3a is closed, a state in which the inlet valve 2a is closed and the outlet valve 3a is opened, and a state in which the inlet valve 2a and the outlet valve 3a are closed. By opening the inlet valve 2a and closing the outlet valve 3a, the open path Q1 is shut off while the wheel hydraulic path E1 is opened (normal state). By closing the inlet valve 2a and opening the outlet valve 3a, the open path Q1 is opened while shutting off the wheel hydraulic path E1 (during decompression during anti-lock braking control). Further, by closing the inlet valve 2a and the outlet valve 3a, the wheel hydraulic path E1 and the open path Q1 are shut off (during holding during anti-lock braking control).

The inlet valve 2a is a normally open type solenoid valve interposed between the output hydraulic passage D1 and the wheel hydraulic passage E1. When the inlet valve 2a is normally opened, the brake fluid pressure from the master cylinder MC1 is allowed to be transmitted from the output hydraulic pressure path D1 to the wheel brake F through the wheel hydraulic pressure path E1. Further, the inlet valve 2a is closed by the control of the control device (ECU) 20 described later when the front wheels are about to lock. That is, the inlet valve 2a blocks the transmission of the brake fluid pressure from the master cylinder MC1 from the output hydraulic pressure path D1 to the wheel brake F through the wheel hydraulic pressure path E1.

The outlet valve 3a is a normally closed solenoid valve interposed between the wheel hydraulic path E1 and the open path Q1. The outlet valve 3a is normally closed, but is opened under the control of the control device 20 when the front wheels are about to lock. That is, the outlet valve 3a releases the brake hydraulic pressure acting on the wheel brake F from the wheel hydraulic path E1 to the open path Q1 (during decompression during antilock braking control). As a result, the brake fluid released to the open path Q1 temporarily flows into the reservoir 4.

The check valve 2a1 is connected in parallel to the inlet valve 2a. The check valve 2a1 is a valve that allows only the inflow of brake fluid from the wheel brake F side to the master cylinder MC1 side. The check valve 2a1 allows the inflow of brake fluid from the wheel brake F side to the master cylinder MC1 side even when the inlet valve 2a is closed when the input from the brake lever L1 is released.

The pump 10A is interposed between the suction hydraulic passage G1 and the discharge hydraulic passage M1, and sucks the brake fluid stored in the reservoir 4 through the suction hydraulic passage G1 and discharges the discharge hydraulic passage M1. Discharge to.

The reservoir 4 is provided in the open path Q1 and has a function of temporarily storing the brake fluid released from the wheel hydraulic path E1 when the outlet valve 3a is opened. The brake fluid stored in the reservoir 4 is sucked by the pump 10A via the suction hydraulic pressure passage G1.

Next, the brake system K2 will be described. The brake system K2 is for braking the wheel brake R of the rear wheels as described above. The brake system K2 includes a branch pipe H4 having one end connected to a pipe H3 connected to the master cylinder MC2 as the second master cylinder. The other end of the branch pipe H4 is connected to the wheel brake R of the rear wheel.
As a result, when the brake lever L2 is operated, the brake fluid from the master cylinder MC2 acts directly on the wheel brake R through the pipe H3 and the branch pipe H4.

As described above, the interlocking brake system K3 brakes the front wheel brake F by interlocking brake control when the rear wheels are braked. The interlocking brake system K3 is provided separately from the rear wheel brake system K2. The interlocking brake system K3 includes a second control valve unit 1B, a reservoir 4, and a pump 10B, as in the configuration of the front wheel brake system K1. The second control valve unit 1B includes an inlet valve 2b, an outlet valve 3b, and a check valve 2b1.
In the brake system K1 and the interlocking brake system K3, the motor 30 is a common power source for the pumps 10A and 10B, and operates based on a command from the control device 20.

The interlocking brake system K3 includes a flow path from the inlet port J3 leading to the master cylinder MC2 to the outlet port J4. The master cylinder MC2 and the inlet port J3 are connected by a pipe H3. Further, the outlet port J4 is connected to the wheel brake F of the front wheel through the pipe H5. That is, the anti-lock brake control by the brake system K1 and the interlocking brake system K3 is performed on the wheel brake F of the front wheels.
In the interlocking brake system K3, the flow path from the inlet valve 2b to the outlet port J4 is referred to as "wheel hydraulic path E2".

The master cylinder MC2 has a cylinder to which a brake fluid tank chamber for storing the brake fluid as a working fluid is connected. A piston (not shown) that slides in the axial direction of the cylinder and discharges the brake fluid by operating the brake lever L2 is assembled in the cylinder.
In the present embodiment, one end of the branch pipe H4 is connected to the pipe H3 that leads from the master cylinder MC2 to the output hydraulic path D1 via the inlet port J3. This enables interlocking brake braking of the front and rear wheels by operating the brake lever L2.

The inlet valve 2b provided in the second control valve unit 1B is a linear solenoid valve whose opening / closing amount is linearly controlled by the control device 20. The inlet valve 2b is energized and closed when the ignition is turned on. The valve opening pressure of the inlet valve 2b is set by controlling the current value of the drive current applied to the electromagnetic coil for driving the inlet valve 2b. That is, the inlet valve 2b includes the brake fluid pressure of the output hydraulic path D1 on the master cylinder MC2 side on the upstream side of the inlet valve 2b and the brake hydraulic pressure of the pipe H5 on the wheel brake F side of the front wheels on the downstream side. The valve is opened when the differential pressure of is equal to or greater than the target differential pressure, which is the target value of the interlocking brake control.

Further, during anti-lock braking control, the second control valve unit 1B opens the inlet valve 2b and closes the outlet valve 3b at a target differential pressure or higher as described above, closes the inlet valve 2b and opens the outlet valve 3b, and The inlet valve 2b and the outlet valve 3b are switched to the closed state. By opening the inlet valve 2b and closing the outlet valve 3b at a pressure equal to or higher than the target differential pressure, the open path Q1 is shut off while the wheel hydraulic pressure path E2 is opened (the state at the time of interlocking braking). By closing the inlet valve 2b and opening the outlet valve 3b, the open path Q1 is opened while shutting off the wheel hydraulic path E2 (during decompression during antilock braking control). Further, by closing the inlet valve 2b and the outlet valve 3b, the wheel hydraulic path E2 and the open path Q1 are shut off (during holding during anti-lock braking control).
Since the functions of the other parts in the interlocking brake system K3 are the same as those of the brake system K1 described above, detailed description thereof will be omitted.

The control device 20 controls the operation of each device of the brake system K1 and the interlocking brake system K3. The control device 20 includes, for example, a CPU, RAM, ROM, and an input / output circuit. As shown in FIG. 2, the control device 20 inputs a signal of the mode changeover switch 22, a signal of the front wheel speed sensor 23, a signal of the rear wheel speed sensor 24, and a signal from the IMU 25. Then, the control device 20 executes control by performing various arithmetic processes based on the programs and data stored in the ROM based on the input signal.

The control device 20 sets the valve opening pressure of the inlet valve 2b. The control device 20 has a function of setting the value of the drive current for driving the inlet valve 2b based on the target differential pressure. The control device 20 stores a plurality of target differential pressures. Further, the control device 20 stores a plurality of brake fluid pressure reference values that serve as a threshold value for starting the interlocking brake. The brake fluid pressure reference value is based on the brake fluid pressure on the upstream side (master cylinder MC2 side) of the inlet valve 2b. The inlet valve 2b opens at the target differential pressure when the brake fluid pressure on the upstream side reaches the brake fluid pressure reference value. The interlocking brake is started by opening the inlet valve 2b.

The control device 20 sets a target differential pressure with respect to the inlet valve 2b of the interlocking brake system K3 in order to execute the interlocking brake control of the wheel brake F of the front wheels when the ignition is turned on. The target differential pressure is set based on the control mode described later.
In this case, the stroke sensor or the like may be used to detect the stroke of the brake lever L2, and the interlocking brake control may be set to occur when the stroke is a predetermined stroke or more.
The control device 20 may be configured to appropriately correct the target differential pressure (fixed value) when the control mode is switched by the mode changeover switch 22 when the ignition is on in each mode described later.

The mode changeover switch 22 is a switch for switching the control mode at the time of interlocking braking. The mode selected by the mode changeover switch 22 is input to the control device 20 as a signal. The mode changeover switch 22 functions as a selection means capable of selecting any of the plurality of brake fluid pressure reference values described above. The mode changeover switch 22 is provided at a predetermined position or the like of a bar handle (not shown) so that the driver can easily operate the switch. The mode changeover switch 22 has a plurality of positions, and has, for example, an easy ride mode, a normal mode, an interlocking off mode, and the like.

The easy ride mode is a mode for controlling the distribution of the interlocking brake hydraulic pressure, which distributes the input of the brake lever L2 to the wheel brakes F of the front wheels in a relatively large amount, and can realize an interlocking brake having characteristics that make it easy to drive. In the easy ride mode, the brake fluid pressure reference value is set to a relatively small predetermined value. In this way, by controlling the interlocking brake fluid pressure distribution that distributes the input of the brake lever L2 to the wheel brakes F of the front wheels in a relatively large amount, the control can be intuitively performed from a relatively early stage of the operation of the brake lever L2. It will start.
The normal mode is a mode in which the intervention of the interlocking brake is delayed compared to the easy ride mode. The brake fluid pressure reference value in the normal mode is larger than the brake fluid pressure reference value in the easy ride mode.
The interlocking off mode is a mode in which the interlocking brake is not intervened regardless of the operation of the brake lever L2.

The control device 20 opens the inlet valve 2b at the target differential pressure when the brake fluid pressure on the upstream side of the inlet valve 2b reaches the brake fluid pressure reference value corresponding to each mode selected by the mode changeover switch 22. To control. The inlet valve 2b is opened so as to hold a predetermined differential pressure set at the target differential pressure.

The front wheel speed sensor 23 is a sensor that detects the wheel speed of the front wheel Fr. The rear wheel speed sensor 24 is a sensor that detects the wheel speed of the rear wheels Rr. The wheel speeds of the front and rear wheels detected by the sensors 23 and 24 are input to the control device 20 as a signal.

The control device 20 includes a calculation means for calculating the vehicle body speed based on the front and rear wheel speed signals acquired by the front wheel speed sensor 23 and the rear wheel speed sensor 24. A known method can be used for calculating the vehicle body speed. The control device 20 corrects the target differential pressure based on the calculated vehicle body speed.
Specifically, the control device 20 corrects so that the set value of the target differential pressure increases as the vehicle body speed decreases. In this case, the control device 20 controls to close the inlet valve 2b of the interlocking brake system K3 when the vehicle body speed becomes equal to or less than a predetermined value.

The IMU 25 is an inertial measurement unit that measures the posture (bank angle) of a vehicle body during traveling. The posture of the vehicle body measured by the IMU 25 is input to the control device 20 as a measured value.

The control device 20 can correct the target differential pressure based on the measured value input from the IMU 25. Specifically, the control device 20 corrects so that the larger the bank angle, the larger the set value of the target differential pressure.

Next, the brake control realized by such a brake control device U will be described.
First, the braking force distribution line N1 between the front wheels and the rear wheels when the brake lever L2 is operated during non-braking (ignition off, system down) is a linear characteristic line shown by a thick line in FIG. In FIG. 3, the horizontal axis represents the braking force of the front wheels Fr, and the vertical axis represents the braking force of the rear wheels Rr. In FIG. 3, the curved curve N10 of the broken line is an ideal braking force distribution characteristic curve for a single passenger. Further, the curved curve N11 of the alternate long and short dash line is an ideal braking force distribution characteristic curve at the time of loading a cargo.
The braking force distribution line N1 is slightly tilted toward the front wheel Fr side rather than the rear wheel Rr side, and is preset so that the braking force on the front wheel Fr side is larger than the braking force on the rear wheel Rr side. There is.

In the front wheel brake system K1, as shown in FIG. 1, the flow path from the master cylinder MC1 to the wheel brake F is in a state of communicating through the output hydraulic path D1 and the wheel hydraulic path E1. As a result, when the brake lever L1 is operated, the brake hydraulic pressure acts on the wheel brake F through the output hydraulic pressure path D1, the inlet valve 2a, and the wheel hydraulic pressure passage E1. This makes it possible to brake the front wheels by operating the brake lever L1.
When the brake lever L1 is returned, the brake fluid acting on the wheel brake F is returned to the master cylinder MC1 through the wheel hydraulic path E1, the inlet valve 2a (check valve 2a1), and the output hydraulic path D1.

On the other hand, in the rear wheel brake system K2, the brake fluid pressure acts directly on the wheel brake R from the master cylinder MC2 through the pipe H3 and the branch pipe H4. This makes it possible to brake the rear wheels by operating the brake lever L2.

Further, in the interlocking brake system K3, the target differential pressure of the inlet valve 2b is set by the control device 20. In this case, the control device 20 sets the target differential pressure of the inlet valve 2b based on the mode set by the mode changeover switch 22 when the ignition is on.

For example, when the mode is set to the easy ride mode, the control device 20 controls the inlet valve 2b of the interlocking brake system K3 to open at a preset target differential pressure (fixed value). In this case, the interlocking brake control between the front wheel Fr and the rear wheel Rr is executed on the braking force distribution line N2 as shown in FIG.
That is, when the brake lever L2 is operated, the brake fluid pressure directly acts on the wheel brake R on the rear wheel side from the master cylinder MC2 through the pipe H3 and the branch pipe H4. Then, the brake fluid pressure of the wheel brake R rises along the arrow Y1 in FIG. 4, and the braking force of the rear wheel Rr rises.

After that, when the brake fluid pressure in the output hydraulic path D1 of the interlocking brake system K3 reaches the brake hydraulic pressure reference value (when the reference point indicated by reference numeral V1 in FIG. 4 is reached), the inlet valve 2b opens at the target differential pressure. , Brake fluid flows into the wheel hydraulic path E2. As a result, the brake fluid pressure acts on the wheel brake F on the front wheel side through the pipe H5. By this action, the brake fluid pressure of the wheel brake F rises, and the interlocking brake between the front wheel Fr and the rear wheel Rr is executed so as to follow the inclination of the braking force distribution line N2 shown in FIG. The inclination of the braking force distribution line N2 is the same as the inclination of the braking force distribution line N1 during non-control.

When the anti-lock brake control is entered during the interlocking brake, the control device 20 reduces, holds, and increases the brake fluid pressure between the front wheel Fr and the rear wheel Rr by the same anti-lock brake control as the conventional one. For example, when the pressure is reduced, the pressure is reduced along the braking force distribution line N2a shown by the dotted line in FIG. In this case, in the interlocking brake system K3, the inlet valve 2b is closed by energization, so that the brake fluid on the downstream side is returned to the output hydraulic path D1 side through the check valve 2b1 to reduce the pressure. When the pressure is reduced, the brake fluid pressure of the brake system K2 on the rear wheel side (brake fluid pressure of the output hydraulic path D1) drops, and the differential pressure between the upstream side and the downstream side of the inlet valve 2b of the interlocking brake system K3 becomes zero. After that, the brake fluid pressure of the wheel hydraulic path E2 decreases.

When the mode is the normal mode, the control device 20 also controls the inlet valve 2b of the interlocking brake system K3 to open at a preset target differential pressure (fixed value similar to the above). In this case, the control device 20 changes the drive current of the inlet valve 2b so that the brake fluid pressure reference value is changed to the reference point indicated by the reference numeral V2 in FIG. 5, and when the reference point V2 is reached, the braking force is distributed. The interlocking brake is executed along the inclination of the line N3. That is, the control device 20 changes the drive current of the inlet valve 2b so that the inlet valve 2b opens at a brake hydraulic pressure reference value in which the brake hydraulic pressure of the output hydraulic path D1 is larger than that in the easy ride mode, and the front wheels. The interlocking brake control between Fr and the rear wheel Rr is executed at the target differential pressure which is a fixed value.

Further, when the mode is the interlocking off mode, the control device 20 changes the drive current so that the inlet valve 2b of the interlocking brake system K3 does not open. That is, when the brake lever L2 is operated, as shown in FIG. 6, the brake fluid pressure from the master cylinder MC2 acts directly only on the wheel brake R on the rear wheel side, and the brake fluid pressure of the wheel brake R becomes FIG. Ascending along the middle arrow Y1, only the braking force of the rear wheel Rr increases.

On the other hand, when the vehicle body speed decreases during the interlocking brake control, the control device 20 corrects the target differential pressure so that the set value becomes larger than the current set value. Specifically, for example, as shown in FIG. 7, when the vehicle body speed calculated by the control device 20 decreases while the interlocking brake is controlled along the braking force distribution line N3 in the normal mode, The control means 20 corrects the target differential pressure (changes the target differential pressure), and executes the interlocking brake along the braking force distribution line N3a having a different inclination.
When the vehicle body speed becomes equal to or less than a predetermined value, the control device 20 controls to close the inlet valve 2b.

Similarly, when the bank angle of the vehicle body becomes large during the interlocking brake control, the control device 20 corrects the set value of the target differential pressure to be larger than the current set value. Also in this case, as shown in FIG. 7, the control means 20 corrects the distribution line from the braking force distribution line N3 to the braking force distribution line N3a, and executes the interlocking brake along the braking force distribution line N3a.

According to the brake control device U of the present embodiment described above, the opening and closing of the inlet valve 2b is controlled by the control device 20 based on the target differential pressure, so that the wheel brake F of the front wheel Fr and the wheel brake R of the rear wheel Rr Interlocking with and brake fluid pressure distribution is controlled. Therefore, the number of parts can be reduced, the size of the device can be reduced, and the cost can be reduced, as compared with the conventional case in which the interlocking brake fluid pressure distribution is controlled by the delay valve. In addition, the brake feeling can be improved without causing a time lag during interlocking braking.

Further, since the wheel brake F is increased in pressure by generating the brake fluid pressure in the master cylinder MC2, the mechanical operating noise and the electric power are compared with those in which the brake fluid pressure is generated by the pump 10B driven by the motor 30. The amount of consumption can be reduced. Further, since the influence of the time lag from the start of energization of the motor 30 to the operation of the pump 10B and the pulsation of the pump 10B can be reduced, the brake feeling can be improved.

Further, since the target differential pressure of the inlet valve 2b can be easily set by controlling the drive current, it is possible to eliminate the time lag at the time of interlocking braking by the delay valve, which has been conventionally generated. Therefore, a good brake feeling can be obtained.

Further, since the inlet valve 2 is a linear solenoid valve, the target differential pressure can be easily controlled by current control.

Further, it is possible to realize a hydraulic circuit capable of so-called two-channel antilock brake control, which comprises a brake system K1 communicating from the master cylinder MC1 to the wheel brake F and an interlocking brake system K3 communicating from the master cylinder MC2 to the wheel brake R. .. Therefore, the existing hydraulic circuit capable of 2-channel anti-lock braking control can be used, and the number of parts such as solenoid valves is reduced compared to the hydraulic circuit equipped with a general interlocking brake system and anti-lock braking system. can. As a result, the size of the device can be reduced and the cost can be reduced.

Further, the control device 20 includes a plurality of brake fluid pressure reference values that serve as starting points for opening the inlet valve 2b at the target differential pressure. A mode changeover switch 22 capable of selecting any of a plurality of brake fluid pressure reference values is provided. Therefore, it is possible to select the interlocking brake control having characteristics that suit the driver's preference. Therefore, it is possible to realize brake control suitable for the driving technique and driving purpose of the driver, and to provide a system with high usability.

Further, since the control device 20 can correct the target differential pressure based on at least one of the vehicle body speed and the bank angle, the characteristics of the interlocking brake control can be changed depending on the traveling situation.

Further, the control device 20 corrects the set value of the target differential pressure to increase as the vehicle body speed decreases, and controls to close the inlet valve 2b when the vehicle body speed becomes equal to or less than a predetermined value. .. Therefore, at low speeds, the braking force of the wheel brake F by the interlocking brake control can be weakened, and the imbalance of the vehicle body due to the generation of the braking force can be reduced.

Further, the control device 20 corrects so that the set value of the target differential pressure increases as the bank angle increases. Therefore, since the braking force acting on the wheel brake F during turning is suppressed, the phenomenon that the vehicle body rises during turning can be suppressed. Further, it is possible to reduce the occurrence of slip on the front wheel Fr side. Therefore, running stability is improved.

(Second Embodiment)
The brake control device of the second embodiment will be described with reference to FIG. The present embodiment differs from the first embodiment in that the wheel brake R of the rear wheel Rr of the brake system K2 is composed of a mechanical brake operated via the cylinder device 15.

The cylinder device 15 operates with the brake fluid pressure output from the master cylinder MC2, and functions as a conversion device that pulls the wheel brake R. The cylinder device 15 includes a cylinder 15a, a piston 15b that slides in the cylinder 15a, and a rod 15c that is connected to the piston. Brake fluid pressure from the master cylinder MC2 flows into the cylinder 15a through the pipe H3 and the branch pipe H4. The piston 15b slides by the brake fluid pressure flowing into the cylinder 15a. The rod 15c moves by sliding the piston 15b and pulls the mechanical wheel brake R via the wire W1 connected to the tip. As a result, the wheel brake R is braked.

In the brake control device U of the present embodiment, the wheel brake R on the rear wheel Rr side can be a wheel brake that operates by mechanical operation. Further, the brake control device U can be easily mounted on an existing bar handle vehicle equipped with a wheel brake in which the wheel brake R on the rear wheel Rr side operates by mechanical operation. In addition, an interlocking brake system can be easily constructed for an existing bar handle vehicle.

(Third Embodiment)
The brake control device of the third embodiment will be described with reference to FIG. The present embodiment differs from the first and second embodiments in that the brake system K2 includes an actuating device 16 that is traction-operated by operating the brake lever L2, and a master cylinder MC3 connected to the actuating device 16. ing.

One end of the wire W2 towed by the operation of the brake lever L2 is connected to the brake lever L2. The actuating device 16 includes an actuator 16a, the other end of the wire W2 is connected to the intermediate portion 16b of the actuator 16a, and the actuator 16a is towed. A master cylinder MC3, in which the cylinder 16c is pushed in and the brake fluid pressure is discharged to the pipe H3, is connected to one end portion 16d of the actuator 16a. Further, a wire W3 for pulling the mechanical wheel brake R is connected to the other end 16e of the actuator 16a.

In the brake control device U having such a configuration, when the brake lever L2 is operated, the wire W2 pulls the actuator 16a of the operating device 16. As a result, the actuator 16a pulls the wire W3 through the other end 16e, and one end 16d of the actuator 16a pushes the cylinder 16c. Then, the brake fluid pressure is discharged from the master cylinder MC3 to the pipe H3, and the brake fluid pressure acts on the output hydraulic pressure path D1 of the interlocking brake system K3.
On the other hand, when the actuator 16a is towed, the wire W3 pulls the mechanical wheel brake R, and the wheel brake R is braked.

In the brake control device U of the present embodiment, the wheel brake R on the rear wheel Rr side can be a wheel brake that operates by mechanical operation. Further, the brake control device U can be easily mounted on an existing bar handle vehicle equipped with a wheel brake in which the wheel brake R on the rear wheel Rr side operates by mechanical operation. In addition, an interlocking brake system can be easily constructed for an existing bar handle vehicle. Further, the brake lever L2 can have a simple structure.

(Fourth Embodiment)
The brake control device of the fourth embodiment will be described with reference to FIG. The present embodiment differs from the first to third embodiments in that a hydraulic pressure sensor 26 is provided in the interlocking brake system K3 and a target differential pressure is set based on the measured value.

The hydraulic pressure sensor 26 is provided in the discharge hydraulic pressure path M1 leading to the output hydraulic pressure path D1. As a result, the hydraulic pressure sensor 26 measures the brake hydraulic pressure generated in the master cylinder MC2. The hydraulic pressure sensor 26 outputs the measured value of the brake hydraulic pressure to the control device 20.

The control device 20 changes the set value of the target differential pressure of the inlet valve 2b of the interlocking brake system K3 based on the input measured value of the hydraulic pressure sensor 26. That is, in the present embodiment, the target differential pressure can be changed according to the measured value of the hydraulic pressure sensor 26.
Further, the control device 20 is provided with a determination means for recording a change in the input measured value of the hydraulic pressure sensor 26 and determining whether or not the brake is an emergency brake based on the change in the measured value. The determination means determines, for example, that the brake is an emergency brake when the hydraulic pressure value of the brake hydraulic pressure detected by the hydraulic pressure sensor 26 rises by a predetermined value or more per unit time. The determination means corrects so that the set value of the target differential pressure becomes smaller when it is determined that the brake is an emergency brake.

Next, the brake control realized by the brake control device U of the present embodiment will be described.
First, the braking force distribution line N1 between the front wheels and the rear wheels when the brake lever L2 is operated during non-braking (ignition off, system down) is a linear characteristic line shown by a thick line in FIG. The braking force distribution line N1 of the present embodiment is more inclined toward the front wheel Fr side than the rear wheel Rr side as compared with the one shown in FIG. 3, and is controlled by the front wheel Fr side as compared with the braking force on the rear wheel Rr side. The distribution is preset so that the power becomes larger. This is because the setting range of the braking force distribution line has been expanded in response to the fact that the target differential pressure at the time of interlocking brake control can be set more finely by using the hydraulic pressure sensor 26.

In the interlocking brake system K3, the target differential pressure of the inlet valve 2b is set by the control device 20. In this case, the control device 20 changes the set value of the target differential pressure based on the measured value of the hydraulic pressure sensor 26. That is, the target differential pressure set based on the mode set by the mode changeover switch 22 is appropriately changed based on the measured value of the hydraulic pressure sensor 26.

Also in the present embodiment, the mode changeover switch 22 has a plurality of positions, and has, for example, an easy ride mode, a normal mode, a sports mode, an interlocking off mode, and the like.
For example, when the mode is set to the easy ride mode, the control device 20 controls the inlet valve 2b of the interlocking brake system K3 to open at a target differential pressure preset for the easy ride mode. In this case, the control device 20 adds a correction based on the magnitude of the brake hydraulic pressure detected by the hydraulic pressure sensor 26, and sets the front wheel Fr and the rear wheel Rr on the bending line system braking force distribution line N6 as shown in FIG. Executes interlocking brake control.
That is, when the brake lever L2 is operated, the brake fluid pressure directly acts on the wheel brake R on the rear wheel side from the master cylinder MC2 through the pipe H3 and the branch pipe H4, and the brake fluid pressure of the wheel brake R is shown in FIG. As it rises along the arrow Y1, the braking force of the rear wheel Rr rises.

After that, the brake fluid pressure in the output hydraulic pressure path D1 of the interlocking brake system K3 reaches the brake hydraulic pressure reference value (reaches the reference point V1 in FIG. 13). Then, the inlet valve 2b opens at the initial target differential pressure preset for the easy ride mode, and the brake fluid flows into the wheel hydraulic path E2. As a result, the brake fluid pressure acts on the wheel brake F on the front wheel side through the pipe H5. By this action, the brake fluid pressure of the wheel brake F rises, and the interlocking brake between the front wheel Fr and the rear wheel Rr is executed along the first braking force distribution line N61.

After that, when the control device 20 determines that the correction based on the magnitude of the brake hydraulic pressure detected by the hydraulic pressure sensor 26 is necessary, the correction is added to the initial target differential pressure based on the detection value of the hydraulic pressure sensor 26. The inlet valve 2b is driven so as to have the corrected target differential pressure. As a result, the interlocking brake between the front wheel Fr and the rear wheel Rr is executed on the second braking force distribution line N62 that reflects the correction of the target differential pressure.

When the anti-lock brake control is entered during the interlocking brake, the control device 20 reduces, holds, and increases the brake fluid pressure between the front wheel Fr and the rear wheel Rr by the same anti-lock brake control as the conventional one. For example, when the pressure is reduced, the pressure is reduced along the braking force distribution line N6a shown by the broken line in FIG. In this case, since the pressure can be reduced while controlling the inlet valve 2b according to the detected value of the hydraulic pressure sensor 26, the brake fluid is returned to the output hydraulic path D1 side through both the inlet valve 2b and the check valve 2b1.

When the mode is the normal mode, the control device 20 opens the inlet valve 2b of the interlocking brake system K3 at the initial target differential pressure (target differential pressure different from the easy ride mode) preset for the normal mode. To control. That is, by operating the brake lever L2, the braking force of the rear wheel Rr increases along the arrow Y1 in FIG. 14, and the brake hydraulic pressure of the output hydraulic path D1 of the interlocking brake system K3 is set to the inlet valve 2. When the hydraulic pressure reference value is reached (when the point V1 is reached in FIG. 14), the inlet valve 2b opens at the initial target differential pressure, and the interlocking brake between the front wheel Fr and the rear wheel Rr is performed at the third braking force distribution line N63. Is executed.

After that, when the control device 20 determines that the correction based on the magnitude of the brake hydraulic pressure detected by the hydraulic pressure sensor 26 is necessary, the correction is added to the initial target differential pressure based on the detection value of the hydraulic pressure sensor 26. The inlet valve 2b is driven so as to have the corrected target differential pressure. As a result, the interlocking brake between the front wheel Fr and the rear wheel Rr is executed on the fourth braking force distribution line N64 that reflects the correction of the target differential pressure.

When the mode is the sport mode, the control device 20 uses the initial target differential pressure (target differential pressure different from the easy ride mode and the normal mode) preset for the sport mode as the inlet valve of the interlocking brake system K3. Control so that 2b opens. That is, by operating the brake lever L2, the braking force of the rear wheel Rr increases along the arrow Y1 in FIG. 15, and the brake hydraulic pressure of the output hydraulic path D1 of the interlocking brake system K3 is set to the inlet valve 2b. When the hydraulic pressure reference value is reached (when the point V3 is reached in FIG. 15), the inlet valve 2b opens at the initial target differential pressure, and the interlocking brake between the front wheel Fr and the rear wheel Rr is performed at the fifth braking force distribution line N65. Is executed.

Although not shown, when the control device 20 determines that correction based on the magnitude of the brake fluid pressure detected by the hydraulic pressure sensor 26 is necessary, similarly, the initial value is based on the detection value of the hydraulic pressure sensor 26. A correction is added to the target differential pressure of. Then, the interlocking brake is executed on the braking force distribution line that reflects the correction of the target differential pressure.

Further, when the mode is the interlocking off mode, the control device 20 changes the drive current so that the inlet valve 2b of the interlocking brake system K3 does not open. That is, when the brake lever L2 is operated, as shown in FIG. 16, the brake fluid pressure from the master cylinder MC2 acts directly only on the wheel brake R on the rear wheel side, and the brake fluid pressure of the wheel brake R becomes FIG. Ascending along the middle arrow Y1, only the braking force of the rear wheel Rr increases.

On the other hand, when the determination means of the control device 20 determines that the input by the brake lever L2 is an emergency brake during the interlocking brake control, the set value of the target differential pressure is set to be smaller than the current set value. It will be corrected. Specifically, for example, as shown in FIG. 17, when the input determination T1 of the emergency brake is made while the interlocking brake is controlled along the braking force distribution line N64 in the normal mode, the control device 20 causes the control device 20 to change. The target differential pressure is corrected (the target differential pressure is changed), and the interlocking brake is corrected along the braking force distribution line N64a having a different inclination.

According to the brake control device U of the present embodiment described above, in addition to the action and effect described in the first embodiment, the magnitude of the hydraulic pressure generated in the master cylinder MC2 can be measured by the hydraulic pressure sensor 26. The characteristics of the interlocking brake control can be finely changed based on the measurement. Therefore, running stability is improved.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments and can be appropriately modified without departing from the spirit of the present invention.
In the above embodiment, the brake control device U including the interlocking brake system K3 connected to the brake lever L2 has been described, but the brake system K1 connected to the brake lever L1 may be configured as the interlocking brake system.

Further, in the fourth embodiment, it has been described that the determination as to whether or not the brake is an emergency brake is performed based on the change in the measured value of the hydraulic pressure sensor 26 due to the change in the operation amount of the brake lever L2. It is not limited, and the lever stroke amount may be measured from the rotation angle of the brake lever L2 or the like, and it may be configured to determine whether or not the brake is an emergency brake based on the change in the measured value.

Further, although the inlet valve 2b is a linear solenoid valve, the present invention is not limited to this, and a normal solenoid valve, a duty solenoid valve, or the like may be used.

Further, in the above embodiment, the wheel brake F is increased in pressure by the brake fluid pressure generated in the master cylinder MC2, but the present invention is not limited to this, and the pump 10B of the brake system K3 is driven to drive the wheels. The brake F may be configured to increase the pressure.

1A 1st control valve unit 1B 2nd control valve unit 2 Inlet valve 3 Outlet valve 15 Cylinder device (conversion device)
16 Actuating device 20 Control device 22 Mode changeover switch (selection means)
23 Front wheel speed sensor 24 Rear wheel wheel speed sensor 26 Hydraulic pressure sensor F Wheel brake (first wheel brake)
K1 Brake system K2 Brake system K3 Interlocking brake system L1 Brake lever (1st brake operator)
L2 brake lever (second brake operator)
MC1 Master Cylinder MC2 Master Cylinder R Wheel Brake (2nd Wheel Brake)
Rr rear wheel U brake control device (vehicle brake fluid pressure control device)

Claims (13)

A first brake operator and a second brake operator that can be operated independently of each other,
A first master cylinder that generates brake fluid pressure in response to the operation of the first brake operator,
A second master cylinder that generates brake fluid pressure in response to the operation of the second brake operator,
A first wheel brake that operates by receiving the brake fluid pressure of either one or both of the first master cylinder and the second master cylinder to brake one of the front wheels or the rear wheels.
A second wheel brake that operates by directly receiving the brake fluid pressure of the second master cylinder to brake the other of the front wheels or the rear wheels.
An interlocking brake that has an inlet valve that communicates with the second master cylinder and an outlet valve that communicates with the first wheel brake, and generates a braking force in the first wheel brake in conjunction with the braking of the second wheel brake. A controllable second control valve unit and
A control device for controlling the second control valve unit is provided.
The control device is used during interlocking brake control.
A target differential pressure, which is a target value of the differential pressure between the brake fluid pressure on the second master cylinder side on the upstream side of the inlet valve and the brake fluid pressure on the first wheel brake side on the downstream side, is set. ,
The inlet valve is a brake fluid pressure control device for a bar handle vehicle, which opens and closes based on the target differential pressure. A first brake operator and a second brake operator that can be operated independently of each other,
A first master cylinder that generates brake fluid pressure in response to the operation of the first brake operator,
An actuating device that operates in response to the operation of the second brake operator, and
A second master cylinder that generates brake fluid pressure in response to the operation of the actuating device,
A first wheel brake that operates by receiving the brake fluid pressure of either one or both of the first master cylinder and the second master cylinder to brake one of the front wheels or the rear wheels.
A second wheel brake that mechanically operates in response to the operation of the actuating device and brakes the other of the front wheels or the rear wheels.
An interlocking brake that has an inlet valve that communicates with the second master cylinder and an outlet valve that communicates with the first wheel brake, and generates a braking force in the first wheel brake in conjunction with the braking of the second wheel brake. A controllable second control valve unit and
A control device for controlling the second control valve unit is provided.
The control device is used during interlocking brake control.
A target differential pressure, which is a target value of the differential pressure between the brake fluid pressure on the second master cylinder side on the upstream side of the inlet valve and the brake fluid pressure on the first wheel brake side on the downstream side, is set. ,
The inlet valve is a brake fluid pressure control device for a bar handle vehicle, which opens and closes based on the target differential pressure. In the brake fluid pressure control device for a bar handle vehicle according to claim 1 or 2.
The first wheel brake is a brake hydraulic pressure control device for a bar handle vehicle, characterized in that the pressure is increased by generating a brake hydraulic pressure in the second master cylinder. In the brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 3.
The control device is a brake fluid pressure control device for a bar handle vehicle, characterized in that the drive current is controlled so that the inlet valve opens and closes at a target differential pressure. In the brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 4.
The inlet valve is a brake fluid pressure control device for a bar handle vehicle, characterized in that it is a linear solenoid valve. The brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 5.
A brake for a bar handle vehicle, which includes an inlet valve communicating with the first master cylinder and an outlet valve communicating with the first wheel brake, and includes a first control valve unit controlled by the control device. Hydraulic pressure control device. The brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 6.
The control device includes a plurality of brake fluid pressure reference values that serve as threshold values for starting interlocking brakes.
A brake fluid pressure control device for a bar handle vehicle, which comprises a selection means capable of selecting any one of the plurality of brake fluid pressure reference values. In the bar handle vehicle brake hydraulic pressure control device according to any one of claims 1 to 7.
The second wheel brake is a brake hydraulic pressure control device for a bar handle vehicle, characterized in that the second wheel brake is operated via a conversion device that converts the brake fluid pressure of the second master cylinder into a mechanical operation. The brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 8.
The control device is a brake fluid pressure control device for a bar handle vehicle, which corrects a target differential pressure based on at least one of a vehicle body speed and a bank angle. In the brake fluid pressure control device for a bar handle vehicle according to claim 9.
The control device is a bar characterized in that the set value of the target differential pressure is corrected so as to increase as the vehicle body speed decreases, and the inlet valve is closed when the vehicle body speed becomes equal to or less than a predetermined value. Brake fluid pressure control device for steering wheel vehicles. In the brake fluid pressure control device for a bar handle vehicle according to claim 9 or 10.
The control device is a brake fluid pressure control device for a bar handle vehicle, characterized in that the set value of the target differential pressure is corrected so as to increase as the bank angle increases. The brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 11.
A hydraulic pressure sensor for measuring the brake fluid pressure generated in the second master cylinder is provided.
The control device is a brake fluid pressure control device for a bar handle vehicle, characterized in that a set value of a target differential pressure is changed based on a measured value of the hydraulic pressure sensor. The brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 12.
The control device determines whether or not the brake is an emergency brake based on the change in the operation amount of the brake operator, and when it is determined that the brake is an emergency brake, the control device corrects so that the set value of the target differential pressure becomes smaller. Brake fluid pressure control device for bar handle vehicles.

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