JP2023096205A - Control device of brake system for vehicle, vehicle and control method of brake system for vehicle - Google Patents

Abstract

To achieve a control device of a brake system for a vehicle which is capable of restraining more discomfort than ever before when a driver operates a brake operation part.SOLUTION: A control device of a brake system for a vehicle executes a first control of bringing normally-open type two-position valves and second selector valves into an open state, as well as, bringing normally-closed type two-position valves and first selector valves into a closed state, and driving a motor so as to increase hydraulic pressure of wheel cylinders. The first selector valve is configured, when controlled to be in the closed state and when hydraulic pressure acting from the wheel cylinder side is higher than a specified pressure, to release a brake liquid from a wheel cylinder side to a master cylinder side. Then, when a brake operation part is operated during the first control with the hydraulic pressure of the wheel cylinder being at the specified pressure, the control device executes a second control of bringing the normally-closed type two-position valves into the open state from the first control state so as to cause the brake liquid to flow into accumulators, respectively.SELECTED DRAWING: Figure 7

Description

The present invention relates to a control device for a vehicle brake system, a vehicle equipped with the control device, and a control method for a vehicle brake system.

2. Description of the Related Art Some conventional vehicle brake systems mounted on vehicles are capable of executing automatic pressure increase control (see, for example, Patent Document 1). Specifically, a brake system capable of performing automatic pressure increase control includes a hydraulic circuit having a main flow path, a supply flow path and a secondary flow path. The main flow path is a flow path that communicates between the master cylinder and the wheel cylinders. The supply flow path is a flow path that supplies brake fluid to a first middle portion that is a middle portion of the main flow passage. The supply channel has a first end, which is one end, communicated with the master cylinder, and a second end, which is the other end, connected to a first midway portion of the main channel. The sub-flow path is a flow path that allows the brake fluid in the main flow path to escape. A third end portion, which is one end portion of the sub-flow passage, is connected to a second middle portion, which is a middle portion located in an area on the wheel cylinder side with respect to the first middle portion of the main flow passage. there is

Also, the brake system capable of executing automatic pressure increase control includes a charge valve, an accumulator, a release valve, a first switching valve, a second switching valve, a pump, and a motor. The inlet valve is provided in a region between the first intermediate portion and the second intermediate portion of the main flow path. The accumulator is provided in the sub-flow path and stores the brake fluid that has flowed into the sub-flow path from the second middle portion of the main flow path. The loosening valve is provided in a region of the secondary flow path that is located on the third end side with respect to the accumulator. The first switching valve is provided in a region on the master cylinder side with respect to the first midway portion of the main flow path. The second switching valve is provided in the supply channel. The pump is provided in a region on the second end side of the supply channel with respect to the second switching valve, and the suction side communicates with the second switching valve, and the discharge side communicates with the second end. The motor serves as a drive source for the pump.

Then, the control device of the brake system capable of executing automatic pressure increase control, when executing the automatic pressure increase control, opens the charging valve, closes the release valve, closes the first switching valve, The second switching valve is opened and the motor is driven to increase the hydraulic pressure in the wheel cylinder. As a result, braking force is generated even in a state in which the brake operation unit (brake lever, brake pedal, etc.) that receives the braking operation by the driver is not operated on the wheel that generates the braking force according to the hydraulic pressure of the wheel cylinder. can be made

JP 2014-24470 A

When the first switching valve of the brake system capable of executing automatic pressure increase control is controlled to be closed by the control device, when the hydraulic pressure acting from the wheel cylinder side is higher than the specified pressure, The brake fluid is released from the wheel cylinder side to the master cylinder side. Therefore, after the fluid pressure in the wheel cylinder reaches the specified pressure in the automatic pressure increase control, even if the brake fluid is supplied from the first intermediate portion to the main flow path by the pump, the same amount of brake fluid as the amount of the brake fluid is supplied. Fluid is released from the wheel cylinder side to the master cylinder side through the first switching valve. Therefore, the automatic pressure increase control is continued with the hydraulic pressure of the wheel cylinder as the specified pressure.

Here, when the brake operation unit is operated during the automatic pressure increase control and the piston of the master cylinder is pressed by the brake operation unit, the brake fluid in the master cylinder passes through the second switching valve and the pump and flows through the first switching valve. It flows into the main channel from the middle part. At this time, when the hydraulic pressure in the wheel cylinder reaches the specified pressure, the same amount of brake fluid as the brake fluid that has flowed into the main flow path from the first intermediate portion passes through the first switching valve and flows from the wheel cylinder side to the master valve. It will be returned to the cylinder side. As a result, the amount of brake fluid on the master cylinder side does not change, and it becomes difficult to move the brake operation part. Hereinafter, the operation feeling of the brake operation unit when it becomes difficult to move the brake operation unit will be referred to as a hard brake feeling.

As described above, in a conventional brake system capable of executing automatic pressure increase control, when the driver operates the brake operation unit during automatic pressure increase control, the operation feeling of the brake operation unit becomes a hard brake feeling. Therefore, the conventional brake system capable of executing automatic pressure increase control has a problem that the driver may feel uncomfortable when the driver operates the brake operation unit.

SUMMARY OF THE INVENTION The present invention has been made against the background of the above problems, and provides a brake system for a vehicle that is capable of suppressing the driver's feeling of discomfort when the driver operates the brake operation unit. A first object is to obtain a control device. A second object of the present invention is to provide a vehicle equipped with such a control device for a vehicle brake system. A third object of the present invention is to provide a control method for a vehicle brake system that is capable of suppressing the driver from feeling uncomfortable when the driver operates the brake operation unit. and

A control device according to the present invention is a control device for a vehicle brake system, and the brake system includes a main flow passage that communicates a master cylinder and a wheel cylinder, and a first middle portion that is a middle portion of the main flow passage. A hydraulic circuit having a supply channel for supplying brake fluid and a sub-channel for releasing the brake fluid of the main channel, the supply channel having a first end that is one end of the master channel. The second end, which is the other end, is connected to the first intermediate portion, and the third end, which is one end of the sub-channel, is connected to the main channel. The first intermediate portion is connected to a second intermediate portion which is located in a region on the side of the wheel cylinder with respect to the first intermediate portion, and the brake system is connected to the first intermediate portion of the main flow path. an inlet valve provided in a region between the second intermediate portion and the second intermediate portion; an accumulator provided in the sub-channel for storing brake fluid that has flowed into the sub-channel from the second intermediate portion; a loosening valve provided in a region on the third end side with respect to the accumulator in the sub-flow passage; and a master cylinder side with respect to the first intermediate portion in the main flow passage. a first switching valve provided in a region where the second switching valve is provided in the supply channel; a pump having a suction side that communicates with the second switching valve and a discharge side that communicates with the second end, and a motor that is a driving source of the pump, and the first switching valve When the hydraulic pressure acting from the wheel cylinder side is higher than a specified pressure in a state controlled by the control device to the closed state, the brake fluid is supplied from the wheel cylinder side to the master cylinder side. The control device opens the charging valve, closes the release valve, closes the first switching valve, opens the second switching valve, and opens the second switching valve. A motor is driven to execute a first control for increasing the hydraulic pressure of the wheel cylinder, and during the first control, the hydraulic pressure of the wheel cylinder is the specified pressure. Sometimes, when the brake operation unit that receives the brake operation by the driver of the vehicle is operated, the release valve is opened from the state of the first control, and the brake fluid is supplied to the accumulator through the release valve. It is configured to execute the second control for inflow.

Further, a vehicle according to the present invention includes a control device for a vehicle brake system according to the present invention.

Further, a control method according to the present invention is a control method for a vehicle brake system, wherein the brake system includes a main flow passage that communicates a master cylinder and a wheel cylinder, and a first middle flow passage that is a middle portion of the main flow passage. a hydraulic circuit having a supply channel for supplying brake fluid to the main channel and a sub-channel for releasing the brake fluid from the main channel, the supply channel having a first end that is one end A second end, which is the other end, is connected to the first intermediate portion, and a third end, which is one end of the sub-flow passage, is connected to the main flow passage. The brake system is connected to a second intermediate portion located in an area on the wheel cylinder side with respect to the first intermediate portion of the main flow path. An inlet valve provided in a region between the intermediate portion and the second intermediate portion, and an accumulator provided in the sub-channel for storing brake fluid that has flowed into the sub-channel from the second intermediate portion. a release valve provided in a region on the third end side with reference to the accumulator in the secondary flow path; and the master cylinder with reference to the first midway portion in the main flow path. A first switching valve provided in a region serving as a side, a second switching valve provided in the supply channel, and the second switching valve in the supply channel as a reference, the second end a pump that is provided in a region that serves as a side, and has a suction side that communicates with the second switching valve and a discharge side that communicates with the second end, and a motor that is a driving source of the pump, The switching valve is configured to release brake fluid from the wheel cylinder side to the master cylinder side when the fluid pressure acting from the wheel cylinder side is higher than a specified pressure in a state controlled to be closed. In the control method, the charging valve is opened, the release valve is closed, the first switching valve is closed, the second switching valve is open, and the motor is a first control step of executing a first control for increasing the hydraulic pressure of the wheel cylinder by driving the vehicle; When the brake operation unit that receives the brake operation by the driver is operated, the release valve is opened from the state of the first control, and the brake fluid flows into the accumulator through the release valve. and a second control step of performing

According to the present invention, during the execution of the first control similar to the conventional automatic pressure increase control, when the hydraulic pressure of the wheel cylinder is at the specified pressure, when the driver operates the brake operation unit, the second control is performed. Execute control. In this second control, the release valve is opened from the state of the first control, and brake fluid is allowed to flow into the accumulator via the release valve. As a result, when the brake fluid flows out from the master cylinder by operating the brake operation unit and flows into the main flow path from the first intermediate portion through the second switching valve and the pump, the amount of the brake fluid is substantially the same as that of the brake fluid. Brake fluid is stored in the accumulator. Therefore, even if the driver operates the brake operation unit when the hydraulic pressure of the wheel cylinder is at the specified pressure, the wheel is controlled via the first switching valve while suppressing the fluctuation of the hydraulic pressure of the wheel cylinder. It is possible to suppress the return of the brake fluid from the cylinder side to the master cylinder side. Therefore, according to the present invention, the automatic pressure increase control can be performed while suppressing the operation feeling of the brake operation unit from becoming a hard brake feeling. Therefore, according to the present invention, when the driver operates the brake operation unit, it is possible to prevent the driver from feeling uncomfortable compared with the conventional case.

It is a figure showing composition of vehicles by which a brake system concerning an embodiment of the invention is carried. It is a figure showing composition of a brake system concerning an embodiment of the invention. It is a block diagram showing a control device concerning an embodiment of the invention. FIG. 4 is a diagram for explaining an example of the control operation of the hydraulic pressure of the wheel cylinders performed by the control unit of the control device according to the embodiment of the present invention; FIG. 4 is a diagram for explaining an example of the control operation of the hydraulic pressure of the wheel cylinders performed by the control unit of the control device according to the embodiment of the present invention; FIG. 4 is a diagram for explaining an example of the control operation of the hydraulic pressure of the wheel cylinders performed by the control unit of the control device according to the embodiment of the present invention; It is a figure for demonstrating the 2nd control which the control part of the control apparatus which concerns on embodiment of this invention performs. FIG. 4 is a control flow diagram showing control operations when the control device according to the embodiment of the present invention executes automatic pressure increase control;

DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for a vehicle brake system, a vehicle equipped with the control device, and a control method for a vehicle brake system according to the present invention will be described below with reference to the drawings.
Although the case where the present invention is applied to a motorcycle will be described below, the present invention may be applied to vehicles other than motorcycles. Vehicles other than motorcycles include, for example, bicycles, three-wheeled motor vehicles and four-wheeled motor vehicles using at least one of an engine and an electric motor as a drive source. A bicycle generally means a vehicle that can be propelled on a road by a pedaling force applied to a pedal. In other words, bicycles include ordinary bicycles, electrically assisted bicycles, electric bicycles, and the like. Motorcycles or tricycles mean so-called motorcycles, and motorcycles include motorcycles, scooters, electric scooters, and the like. In the following, an example in which the present invention is applied to a vehicle brake system having two hydraulic circuits will be described. It is not limited to two systems. A vehicle brake system to which the present invention is applied may have only one hydraulic circuit, or may have three or more hydraulic circuits.

Also, the configurations, operations, and the like described below are examples, and the present invention is not limited to such configurations, operations, and the like. Further, in each drawing, the same or similar members or portions may be denoted by the same reference numerals or may be omitted. In addition, detailed structures are simplified or omitted as appropriate.

Embodiment.
A vehicle brake system having a control device according to the present embodiment will be described below.

<Configuration and Operation of Vehicle Brake System>
The configuration and operation of a brake system provided with a control device according to this embodiment will be described.
FIG. 1 is a diagram showing the configuration of a vehicle equipped with a brake system according to an embodiment of the invention. FIG. 2 is a diagram showing the configuration of the brake system according to the embodiment of the invention.

As shown in FIGS. 1 and 2, the braking system 10 is mounted on a vehicle 100, for example a motorcycle. A vehicle 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 rotatably held. a rear wheel 4;

The brake system 10 includes a brake lever 11, a first hydraulic circuit 12 filled with brake fluid, a brake pedal 13 and a second hydraulic circuit 14 filled with brake fluid. A brake lever 11 is provided on the handle 2 and is operated by the driver's hand. The first hydraulic circuit 12 causes the rotor 3a that rotates together with the front wheel 3 to generate a braking force corresponding to the amount of operation of the brake lever 11. As shown in FIG. That is, the first hydraulic circuit 12 produces a braking force on the front wheels 3 according to the amount of operation of the brake lever 11 . A brake pedal 13 is provided at the lower portion of the body 1 and is operated by the driver's foot. The second hydraulic circuit 14 causes the rotor 4a that rotates together with the rear wheel 4 to generate a braking force corresponding to the amount of operation of the brake pedal 13. As shown in FIG. That is, the second hydraulic circuit 14 produces a braking force on the rear wheels 4 according to the amount of operation of the brake pedal 13 .

Note that the brake lever 11 and the brake pedal 13 are an example of a brake operation unit. For example, a brake pedal different from the brake pedal 13 provided on the body 1 may be employed as a brake operation unit instead of the brake lever 11 . Further, for example, a brake lever different from the brake lever 11 provided on the steering wheel 2 may be employed as a brake operation portion instead of the brake pedal 13 . In addition, the first hydraulic circuit 12 is applied to the rotor 4a that rotates together with the rear wheel 4, depending on the amount of operation of the brake lever 11 or the amount of operation of a brake pedal other than the brake pedal 13 provided on the body 1. It may be one that generates a corresponding braking force. In addition, the second hydraulic circuit 14 applies pressure to the rotor 3a that rotates together with the front wheel 3 according to the amount of operation of the brake pedal 13 or the amount of operation of a brake lever other than the brake lever 11 provided on the steering wheel 2. It may also be one that generates a braking force.

The first hydraulic circuit 12 and the second hydraulic circuit 14 of the brake system 10 have the same configuration. Therefore, the configuration of the first hydraulic circuit 12 will be described below as a representative.
The first hydraulic circuit 12 has a master cylinder 21 containing a piston (not shown), a reservoir 22 attached to the master cylinder 21, and a brake pad (not shown) held by the body 1. and a wheel cylinder 24 that operates the brake pads (not shown) of the brake caliper 23 .

The first hydraulic circuit 12 also includes a main flow path 25 , a supply flow path 27 and a sub-flow path 26 . In this embodiment, the main channel 25 , the supply channel 27 and the sub-channel 26 are provided in the base 51 of the hydraulic control unit 50 .

The main flow path 25 is a flow path that allows the master cylinder 21 and the wheel cylinder 24 to communicate with each other. In the present embodiment, a master cylinder port MP formed at one end of the main flow passage 25 and the master cylinder 21 are connected by a liquid pipe. A wheel cylinder port WP formed at the other end of the main flow passage 25 and the wheel cylinder 24 are connected by a liquid pipe. Thereby, the main flow path 25 allows the master cylinder 21 and the wheel cylinder 24 to communicate with each other. Note that the main flow path 25 may be directly connected to the master cylinder 21 and the wheel cylinders 24 .

The supply flow path 27 is a flow path that supplies the brake fluid to the middle portion 25 a of the main flow path 25 . Specifically, the brake fluid in the master cylinder 21 is supplied to the middle portion 25 a of the main flow path 25 via the supply flow path 27 . One end portion 27a of the supply flow path 27 communicates with the master cylinder 21, and the other end portion 27b is connected to the middle portion 25a of the main flow path 25. As shown in FIG. Specifically, in the present embodiment, the end portion 27a of the supply flow path 27 is connected to the main flow path 25 (more specifically, the area on the master cylinder 21 side with respect to the first switching valve 32, which will be described later). there is An end portion 27 a of the supply flow path 27 communicates with the master cylinder 21 via the main flow path 25 and a liquid pipe that connects the master cylinder 21 and the master cylinder port MP. The end portion 27 a of the supply flow path 27 may be connected to the master cylinder port MP, or may be directly connected to the master cylinder 21 .
Here, the intermediate portion 25a of the main flow path 25 corresponds to the first intermediate portion of the present invention. The end portion 27a of the supply channel 27 corresponds to the first end portion of the present invention. The end 27b of the supply channel 27 corresponds to the second end of the invention.

The sub-flow path 26 is a flow path that allows the brake fluid in the main flow path 25 to escape. Specifically, brake fluid that has flowed from the wheel cylinder 24 into the main flow path 25 is released to the sub-flow path 26 . One end portion 26 a of the sub-channel 26 is connected to the middle portion 25 b of the main channel 25 . The midway portion 25b is a midway portion located in a region on the wheel cylinder 24 side with the midway portion 25a of the main flow path 25 as a reference. An end portion 26 b of the sub-channel 26 opposite to the end portion 26 a is connected to a middle portion 27 c of the supply channel 27 . The midway portion 27c is a midway portion located in a region between a second switching valve 33 and the pump 31 in the supply flow path 27, which will be described later.
Here, the middle portion 25b of the main flow path 25 corresponds to the second middle portion of the present invention. The end portion 26a of the sub-channel 26 corresponds to the third end portion of the present invention. The end portion 26b of the sub-channel 26 corresponds to the fourth end portion of the present invention. The middle portion 27c of the supply channel 27 corresponds to the third middle portion of the present invention.

The brake system 10 also includes a charge valve 28 , a release valve 29 , an accumulator 30 , a first switching valve 32 , a second switching valve 33 , a pump 31 and a motor 40 in the first hydraulic circuit 12 .

The inlet valve 28 is provided in a region between the middle portion 25a and the middle portion 25b of the main flow passage 25. As shown in FIG. The opening and closing operation of the fill valve 28 controls the flow rate of the brake fluid flowing through this area. The accumulator 30 is provided in the secondary flow path 26 and stores the brake fluid that has flowed into the secondary flow path 26 from the intermediate portion 25b. The loosening valve 29 is provided in a region of the secondary flow path 26 on the side of the end portion 26 a with respect to the accumulator 30 . The opening and closing action of the release valve 29 controls the flow rate of brake fluid flowing through this region. The first switching valve 32 is provided in a region on the master cylinder 21 side with respect to the midway portion 25a of the main flow passage 25 . The opening/closing operation of the first switching valve 32 controls the flow rate of the brake fluid flowing through this region. A second switching valve 33 is provided in the supply flow path 27 . The opening/closing operation of the second switching valve 33 controls the flow rate of the brake fluid flowing through the supply passage 27 . The pump 31 is provided in a region of the supply passage 27 on the end portion 27b side with respect to the second switching valve 33 . The pump 31 communicates with the second switching valve 33 on the suction side and communicates with the end portion 27b on the discharge side. A motor 40 is a drive source for the pump 31 . That is, pump 31 is driven by motor 40 . In this embodiment, the pump 31 of the first hydraulic circuit 12 and the pump 31 of the second hydraulic circuit 14 are driven by a common motor 40 .

The brake system 10 also includes a master cylinder side pressure sensor 34 that detects the hydraulic pressure of the master cylinder 21 and a wheel cylinder side pressure sensor 35 that detects the hydraulic pressure of the wheel cylinder 24 in the first hydraulic circuit 12 . ing. Note that the hydraulic pressure is the pressure of the brake fluid. The master cylinder side pressure sensor 34 is provided in a region closer to the master cylinder 21 than the first switching valve 32 in the main flow path 25 . The wheel-cylinder-side pressure sensor 35 is provided in a region closer to the wheel cylinder 24 than the inlet valve 28 in the main flow path 25 .

The charging valve 28 is, for example, an electromagnetic valve that changes from an open state to a closed state when the coil of the charging valve 29 is switched from a de-energized state to an energized state, and switches the flow of brake fluid from open to closed at its installation location. For example, when the coil of the release valve 29 is switched from the de-energized state to the energized state, the release valve 29 is changed from the closed state to the open state, and the flow of the brake fluid toward the accumulator 30 via the installation location thereof is released from the closed state. It is a solenoid valve that switches to For example, when the coil of the first switching valve 32 is switched from the de-energized state to the energized state, the first switching valve 32 changes from the open state to the closed state, and the electromagnetic valve 32 switches the flow of the brake fluid at the installation location from open to closed. valve. For example, when the coil of the second switching valve 33 is switched from the de-energized state to the energized state, the second switching valve 33 changes from the closed state to the open state, thereby blocking the flow of the brake fluid toward the pump 31 via the installation location. It is a solenoid valve that switches from closed to open.

The opening/closing states of the charging valve 28 , the releasing valve 29 , the first switching valve 32 and the second switching valve 33 are controlled by the controller 60 . The driving state of the motor 40 is also controlled by the control device 60 . That is, the brake system 10 has a control device 60 . The control device 60 may be one, or may be divided into a plurality of devices. Also, the control device 60 may be attached to the base 51 or may be attached to a member other than the base 51 . Further, part or all of the control device 60 may be composed of, for example, a microcomputer, a microprocessor unit, or the like, or may be composed of an updateable device such as firmware, or may be configured to receive commands from a CPU or the like. It may be a program module or the like executed by. Details of the control device 60 will be described later.

In the present embodiment, the substrate 51 and the members provided on the substrate 51 (the charging valve 28, the releasing valve 29, the accumulator 30, the pump 31, the first switching valve 32, the second switching valve 33, the master cylinder side The pressure sensor 34, the wheel cylinder side pressure sensor 35, the motor 40, etc.) and the control device 60 constitute a hydraulic pressure control unit 50. FIG. The charging valve 28, the releasing valve 29, the accumulator 30, the pump 31, the first switching valve 32, the second switching valve 33, the master cylinder side pressure sensor 34, the wheel cylinder side pressure sensor 35, the motor 40, etc. It may be provided separately on the base 51 .

Here, the first switching valve 32 is closed by the control device 60, and when the hydraulic pressure acting from the wheel cylinder 24 side is higher than the specified pressure, the first switching valve 32 is closed from the wheel cylinder 24 side. It is configured to release the brake fluid to the master cylinder 21 side. Specifically, when the coil of the first switching valve 32 is energized, the first switching valve 32 according to the present embodiment presses the valve body against the valve seat using the magnetic force generated in the coil. Closed. At this time, the hydraulic pressure acting from the wheel cylinder 24 side acts on the valve body of the first switching valve 32 according to the present embodiment in a direction in which the valve body moves away from the valve seat. When the hydraulic pressure acting from the wheel cylinder 24 side is higher than the specified pressure, the hydraulic pressure acting from the wheel cylinder 24 side separates the valve body from the valve seat. As a result, when the hydraulic pressure acting from the wheel cylinder 24 side is higher than the specified pressure in a state where the first switching valve 32 is controlled to be closed by the control device 60, the first switching valve 32 is closed. The brake fluid is released to the master cylinder 21 side.

The force that presses the valve body against the valve seat is proportional to the magnetic force generated in the coil. Also, the magnetic force generated in the coil is proportional to the magnitude of the current flowing through the coil. Therefore, the specified pressure can be changed by controlling the current flowing through the coil. In the present embodiment, the control device 60 is configured to control the magnitude of the current flowing through the coil of the first switching valve 32 to change the specified pressure described above.

In addition, in the present embodiment, the brake system 10 includes a check valve 36 in the first hydraulic circuit 12 as part of the hydraulic control unit 50 . The check valve 36 is connected to the main flow path 25 in parallel with the first switching valve 32 and allows brake fluid to flow from the master cylinder 21 side to the wheel cylinder 24 side.

FIG. 3 is a block diagram showing a control device according to an embodiment of the invention.
In the present embodiment, outputs of the master cylinder side pressure sensor 34 and the wheel cylinder side pressure sensor 35 are input to the control device 60 . The control device 60 may receive outputs from sensors (not shown) such as a wheel speed sensor and an acceleration sensor. The control device 60 includes a control section 61 as a functional section. The control unit 61 controls the opening/closing states of the charging valve 28, the releasing valve 29, the first switching valve 32, and the second switching valve 33, and the driving of the motor 40, according to the output of the sensor or the like input to the control device 60. It is a functional part that controls the state and the hydraulic pressure of the wheel cylinder 24 . For example, the control unit 61 controls the hydraulic pressure of the wheel cylinders 24 of the first hydraulic circuit 12 to control the braking force generated in the front wheels 3 . Further, for example, the control unit 61 controls the hydraulic pressure of the wheel cylinders 24 of the second hydraulic circuit 14 to control the braking force generated in the rear wheels 4 . An example of the hydraulic pressure control operation of the wheel cylinder 24 performed by the control unit 61 will be described below with reference to FIGS. 4 to 7. FIG. 4 to 7 below, an example in which the control unit 61 controls the hydraulic pressure of the wheel cylinder 24 of the first hydraulic circuit 12 will be described.

FIG. 4 is a diagram for explaining an example of the control operation of the hydraulic pressure of the wheel cylinders performed by the control unit of the control device according to the embodiment of the present invention. In the first hydraulic circuit 12 shown in FIG. 4, the main flow of the brake fluid in the control operation example described in FIG. 4 is indicated by solid lines.

For example, in a normal state, as shown in FIG. is closed, and the motor 40 is stopped. When the brake lever 11 is operated in this state, the piston (not shown) of the master cylinder 21 is pressed by the brake lever 11, and an amount of brake fluid corresponding to the amount of operation of the brake lever 11 is pushed out from the master cylinder 21. . The brake fluid pushed out from the master cylinder 21 flows into the wheel cylinder 24 through the first switching valve 32 and the inlet valve 28, and the hydraulic pressure in the wheel cylinder 24 increases. As a result, a brake pad (not shown) of the brake caliper 23 is pressed against the rotor 3a of the front wheel 3, and a braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheel 3. FIG. By the control unit 61 performing similar control in the second hydraulic circuit 14 , a braking force corresponding to the amount of operation of the brake pedal 13 is generated in the rear wheels 4 .

FIG. 5 is a diagram for explaining an example of the control operation of the hydraulic pressure of the wheel cylinders performed by the control unit of the control device according to the embodiment of the present invention. In the first hydraulic circuit 12 shown in FIG. 5, the main flow of the brake fluid in the control operation example described in FIG. 5 is indicated by solid lines.

For example, when the hydraulic pressure of the wheel cylinders 24 is excessive or is likely to be excessive, the control unit 61 executes automatic pressure reduction control to discharge the brake fluid from the wheel cylinders 24 to reduce the hydraulic pressure of the wheel cylinders 24. do. In the automatic pressure reduction control, as shown in FIG. Closed. The controller 61 then drives the motor 40 . As a result, the suction force of the pump 31 driven by the motor 40 causes the brake fluid in the wheel cylinder 24 to flow into the secondary flow path 26 from the intermediate portion 25b. The brake fluid that has flowed into the secondary flow path 26 passes through the release valve 29 and is stored in the accumulator 30 . As a result, the pressing force of the brake pads (not shown) of the brake caliper 23 against the rotor 3a is reduced, and a braking force smaller than the braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheels 3. Become. The control unit 61 performs the same control in the second hydraulic circuit 14, so that a braking force smaller than the braking force corresponding to the amount of operation of the brake pedal 13 is generated at the rear wheels 4.

By the way, conventionally, a brake system that performs automatic pressure reduction control without using a pump is known. A brake system that performs automatic pressure reduction control without using a pump is hereinafter referred to as a pumpless brake system. In a pumpless brake system, for example, when the release valve is opened, the pressure difference across the release valve is used to force the brake fluid in the wheel cylinder to flow into the accumulator. The brake system 10 according to the present embodiment may be configured to perform automatic pressure reduction control without using the pump 31, like a conventional pumpless brake system. In this case, the end portion 26 b of the sub-channel 26 does not have to be connected to the middle portion 27 c of the supply channel 27 . Here, in the case of the configuration in which the automatic pressure reduction control is performed using the pump 31, the wheel cylinder 24 is quickly released by the amount of the suction force of the pump 31 compared to the case of the configuration in which the automatic pressure reduction control is performed without using the pump 31. of hydraulic pressure can be reduced. Further, as will be described later, the brake system 10 according to the present embodiment has a configuration capable of executing automatic pressure increase control. In order to perform this automatic pressure increase control, the pump 31 is an essential component. Therefore, it is preferable that the brake system 10 capable of executing automatic pressure increase control be configured to perform automatic pressure decrease control using the pump 31 . That is, in the brake system 10 capable of executing automatic pressure increase control, it is preferable that the end portion 26b of the sub-flow path 26 is connected to the middle portion 27c of the supply flow path 27 .

FIG. 6 is a diagram for explaining an example of the control operation of the hydraulic pressure of the wheel cylinders performed by the control unit of the control device according to the embodiment of the present invention. In the first hydraulic circuit 12 shown in FIG. 6, the main flow of the brake fluid in the control operation example described in FIG. 6 is indicated by solid lines.

For example, when the hydraulic pressure of the wheel cylinders 24 is insufficient or may be insufficient, the control unit 61 performs automatic pressure increase control to supply brake fluid to the wheel cylinders 24 to increase the hydraulic pressure of the wheel cylinders 24. Execute. In the automatic pressure increase control, as shown in FIG. is in the open state. The controller 61 then drives the motor 40 . As a result, the suction force of the pump 31 driven by the motor 40 causes the brake fluid in the master cylinder 21 to flow into the supply passage 27 . Also, the brake fluid that has flowed into the supply flow path 27 passes through the second switching valve 33 and the pump 31 and flows into the middle portion 25a of the main flow path 25 from the end portion 27b. The brake fluid that has flowed into the main flow path 25 from the intermediate portion 25a flows into the wheel cylinder 24 through the fill valve 28, and the hydraulic pressure in the wheel cylinder 24 increases. As a result, the pressing force of the brake pads (not shown) of the brake caliper 23 against the rotor 3a increases, and a braking force larger than the braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheel 3. Become.

Here, as described above, when the first switching valve 32 is controlled to be closed by the control device 60 and the hydraulic pressure acting from the wheel cylinder 24 side is higher than the specified pressure, The brake fluid is released from the wheel cylinder 24 side to the master cylinder 21 side. Therefore, after the hydraulic pressure of the wheel cylinder 24 is increased to the specified pressure in the automatic pressure increase control, even if brake fluid is supplied from the intermediate portion 25a to the main flow path 25 by the pump 31, the same amount of brake fluid as the amount of the brake fluid is supplied. of the brake fluid is released from the wheel cylinder 24 side to the master cylinder 21 side through the first switching valve 32 . Therefore, after the hydraulic pressure of the wheel cylinder 24 has increased to the specified pressure, the automatic pressure increase control is continued to set the hydraulic pressure of the wheel cylinder 24 to the specified pressure.

In addition, below, the automatic pressure increase control shown in FIG. 6 is called 1st control. That is, in the first control, the charging valve 28 is opened, the release valve 29 is closed, the first switching valve 32 is closed, the second switching valve 33 is opened, and the motor 40 is driven. , to increase the hydraulic pressure of the wheel cylinder 24 . In other words, the control unit 61 is configured to be able to execute the first control. Note that the control unit 61 executes the first control even when the brake lever 11 is not operated when the hydraulic pressure of the wheel cylinder 24 is insufficient or is likely to be insufficient. Further, in the present embodiment, the control section 61 is configured to be able to execute the first control also in the second hydraulic circuit 14 .

By the way, in a conventional vehicle brake system, if the brake operation unit is operated during automatic pressure increase control similar to the first control, it may become difficult to move the brake operation unit. An example in which it is difficult to move the brake lever 11 when the brake lever 11, which is an example of the brake operation unit, is operated during the first control shown in FIG. 6 will be described below. In addition, below, the operation feeling of the brake operation part in which it becomes difficult to move the brake operation part will be referred to as a hard brake feeling.

As described above, when the brake lever 11 is operated, the piston of the master cylinder 21 is pressed by the brake lever 11 and the brake fluid is pushed out from the master cylinder 21 . At this time, the brake fluid flowing out of the master cylinder 21 flows into the supply passage 27 and flows into the pump 31 through the second switching valve 33 . This brake fluid is discharged from the pump 31 and flows into the flow path on the wheel cylinder 24 side. At this time, for example, in the first control, it is assumed that the hydraulic pressure of the wheel cylinder 24 has not yet increased to the specified pressure. In this state, the brake fluid in the channel on the wheel cylinder 24 side does not flow into the channel on the master cylinder 21 side through the first switching valve 32 . The channel on the wheel cylinder 24 side includes a portion on the wheel cylinder 24 side with reference to the first switching valve 32 in the main channel 25, a portion on the wheel cylinder 24 side with reference to the pump 31 in the supply channel 27, A portion of the sub-flow path 26 on the wheel cylinder 24 side with respect to the release valve 29 and a liquid pipe connecting the wheel cylinder port WP and the wheel cylinder 24 . Further, the channel on the master cylinder 21 side includes a portion on the master cylinder 21 side with respect to the first switching valve 32 in the main channel 25, a portion on the master cylinder 21 side with respect to the pump 31 in the supply channel 27, and a liquid pipe that connects the master cylinder port MP and the master cylinder 21 .

Therefore, in the first control, when the hydraulic pressure of the wheel cylinder 24 has not yet increased to the specified pressure, even if the brake lever 11 is operated, the operating feeling of the brake lever 11 becomes a hard braking feeling. can be suppressed.

In addition, since the brake system 10 according to the present embodiment includes the check valve 36, it is possible to further prevent the operational feeling of the brake lever 11 from becoming a hard braking feeling. Specifically, when the flow rate of the brake fluid discharged from the pump 31 is much smaller than the flow rate of the brake fluid flowing out of the master cylinder 21 when the brake lever 11 is operated, the fluid pressure in the flow path on the master cylinder 21 side becomes larger. In such a case, in the first control, even if the hydraulic pressure of the wheel cylinder 24 has not yet increased to the specified pressure, the operating feeling of the brake lever 11 may become a hard braking feeling. However, when the brake system 10 is provided with the check valve 36, when the hydraulic pressure in the channel on the master cylinder 21 side becomes higher than the hydraulic pressure in the channel on the wheel cylinder 24 side, the check valve 36 Brake fluid can flow from the channel on the master cylinder 21 side to the channel on the wheel cylinder 24 side. Therefore, by including the check valve 36 in the brake system 10, it is possible to further prevent the operational feeling of the brake lever 11 from becoming a hard braking feeling.

On the other hand, in the first control, it is assumed that the hydraulic pressure of the wheel cylinder 24 has already increased to the specified pressure. When the brake lever 11 is operated in this state, the following state occurs. Specifically, as described above, when the brake lever 11 is operated and the brake fluid is pushed out from the master cylinder 21, the brake fluid that has flowed out of the master cylinder 21 flows into the supply passage 27 and flows into the second switching channel 27. It flows through valve 33 into pump 31 . This brake fluid is discharged from the pump 31 and flows into the flow path on the wheel cylinder 24 side. At this time, if the hydraulic pressure in the wheel cylinder 24 has already increased to the specified pressure, the hydraulic pressure in the channel on the wheel cylinder 24 side has already increased to the specified pressure. Therefore, the same amount of brake fluid as that flowing into the channel on the wheel cylinder 24 side passes through the first switching valve 32 and is returned to the channel on the master cylinder 21 side. As a result, even if the brake lever 11 is operated, the amount of brake fluid in the passage on the master cylinder side does not change. Therefore, in the first control, if the brake lever 11 is operated when the hydraulic pressure of the wheel cylinder 24 has already increased to the specified pressure, the operating feeling of the brake lever 11 will be a hard brake feel. It becomes a ring. The same applies when the brake pedal 13 is operated during the first control in the second hydraulic circuit 14 . Therefore, in the present embodiment, the control device 60 is configured as follows in order to prevent the operation feeling of the brake operation portion from becoming a hard brake feeling.

Specifically, as shown in FIG. 3, the control device 60 according to the present embodiment includes a determination section 62 as a functional section. During the first control, the determination unit 62 is a functional unit that determines whether or not the brake lever 11 has been operated when the hydraulic pressure of the wheel cylinder 24 is the specified pressure. When the determination unit 62 determines that the brake lever 11 has been operated while the hydraulic pressure of the wheel cylinder 24 is the specified pressure, the control unit 61 executes the second control. In the second control, the controller 61 controls the release valve 29 as follows from the state of the first control. The method of the second control will be specifically described below with reference to FIG. Note that FIG. 7 shows an example in which the control section 61 executes the second control in the first hydraulic circuit 12 .

FIG. 7 is a diagram for explaining second control performed by the control unit of the control device according to the embodiment of the present invention. In FIG. 7, the solid line indicates the main flow of the brake fluid when the brake lever 11 is operated during the second control.
In the second control, as shown in FIG. 7, the controller 61 opens the release valve 29 from the state of the first control. As a result, when the brake fluid flows out from the master cylinder 21 by operating the brake lever 11 and flows into the main flow path 25 from the intermediate portion 25a through the second switching valve 33 and the pump 31, the brake fluid is approximately The same amount of brake fluid is stored in the accumulator 30 . Therefore, even if the driver operates the brake lever 11 when the hydraulic pressure of the wheel cylinder 24 is at the specified pressure, the flow path on the wheel cylinder 24 side is suppressed while suppressing the fluctuation of the hydraulic pressure of the wheel cylinder 24 . It is possible to suppress the brake fluid from being returned from the master cylinder 21 side to the flow path.

Therefore, by executing the second control, the automatic pressure increase control can be executed while suppressing the operation feeling of the brake lever 11 from becoming a hard braking feeling. Therefore, when the driver operates the brake lever 11, the control device 60 according to the present embodiment can suppress the driver from having a sense of incongruity than in the conventional case. It should be noted that the control device 60 according to the present embodiment is configured to perform the second control similarly in the second hydraulic circuit 14 as well.

Here, as described above, during the first control, the determination unit 62 determines whether or not the brake operation unit has been operated when the hydraulic pressure of the wheel cylinder 24 is the specified pressure. That is, the determination unit 62 determines whether or not the hydraulic pressure of the wheel cylinder 24 is the specified pressure during the first control. Further, the determination unit 62 determines whether or not the brake operation unit has been operated during the first control. At this time, various methods can be used as a method of determining whether or not the hydraulic pressure of the wheel cylinder 24 has reached the specified pressure. Moreover, various methods can be used as a method of determining whether or not the brake operation unit has been operated.

For example, the hydraulic pressure of the wheel cylinder 24 can be estimated from the discharge amount of the pump 31 . For example, using this estimated hydraulic pressure, the determination unit 62 may determine whether or not the hydraulic pressure of the wheel cylinder 24 is the specified pressure during the first control. Further, for example, using the hydraulic pressure of the wheel cylinder 24 detected by the wheel cylinder side pressure sensor 35, the determination unit 62 determines whether or not the hydraulic pressure of the wheel cylinder 24 is the specified pressure during the first control. You can judge. In this embodiment, the determination unit 62 uses the hydraulic pressure of the wheel cylinder 24 detected by the wheel cylinder side pressure sensor 35 to determine whether or not the hydraulic pressure of the wheel cylinder 24 is the specified pressure. are doing. This is because the wheel cylinder side pressure sensor 35 can directly detect the hydraulic pressure of the wheel cylinder 24, so that it is possible to accurately determine whether the hydraulic pressure of the wheel cylinder 24 is the specified pressure. This is because, as a result, the switching timing from the first control to the second control can be set to a more suitable switching timing.

For example, the configuration of the vehicle 100, the brake system 10, or the like is provided with a switch that is pushed when the brake operating unit is operated. Then, when the switch is pressed during the first control, the determination unit 62 may determine that the brake operation unit has been operated. Further, for example, as a configuration of the vehicle 100, the brake system 10, or the like, a detection device that detects the operation amount (stroke amount) of the brake operation unit is provided. Then, based on the detection result of the detection device, the determination unit 62 may determine whether or not the brake operation unit has been operated during the first control. Further, when the brake operation unit is operated during the first control, the hydraulic pressure of the master cylinder 21 changes. Therefore, for example, the determination unit 62 may determine whether or not the brake operation unit has been operated based on the hydraulic pressure information of the master cylinder 21 during the first control.

Moreover, when the control device 60 can acquire the hydraulic pressure information of the master cylinder 21 , the control unit 61 preferably changes the rotation speed of the motor 40 according to the hydraulic pressure information of the master cylinder 21 . Specifically, as described above, when the brake operating unit is operated in the first control, the flow rate of the brake fluid discharged from the pump 31 is the same as that of the brake fluid flowing out from the master cylinder 21 when the brake lever 11 is operated. If the flow rate is too low, the hydraulic pressure in the flow path on the master cylinder 21 side will increase. In such a case, the operating feeling of the brake lever 11 may become a hard braking feeling. Therefore, when the control device 60 can acquire the hydraulic pressure information of the master cylinder 21, the control unit 61 changes the rotation speed of the motor 40, which is the driving source of the pump 31, according to the hydraulic pressure information of the master cylinder 21. is preferred. Note that the control to vary the rotation speed of the motor 40 according to the hydraulic pressure information of the master cylinder 21 may be performed during the second control, or may be performed during both the first control and the second control. good.

For example, when the number of rotations of the motor 40 that drives the pump 31 is constant, the amount of increase in the hydraulic pressure of the master cylinder 21 per unit time increases as the amount of operation of the brake operation unit increases. Therefore, for example, the controller 61 may increase the rotation speed of the motor 40 as the amount of increase in the hydraulic pressure of the master cylinder 21 per unit time increases. At this time, the control unit 61 may linearly increase the rotation speed of the motor 40 as the amount of increase in the hydraulic pressure of the master cylinder 21 per unit time increases, or increase the rotation speed of the motor 40 in a curved line. The rotation speed may be increased, or the rotation speed of the motor 40 may be increased stepwise. That is, when comparing two states in which the amount of increase in the hydraulic pressure of the master cylinder 21 per unit time is different, the control unit 61 determines that the state in which the amount of increase in the hydraulic pressure of the master cylinder 21 per unit time is larger is The number of rotations of the motor 40 is increased compared to the state in which the amount of increase in the hydraulic pressure of the master cylinder 21 per unit time is small.

Further, for example, when the rotation speed of the motor 40 that drives the pump 31 is constant, the hydraulic pressure of the master cylinder 21 increases as the amount of operation of the brake operation unit increases. For this reason, for example, the controller 61 may increase the rotational speed of the motor 40 as the hydraulic pressure of the master cylinder 21 increases. At this time, the control unit 61 may linearly increase the rotation speed of the motor 40 as the hydraulic pressure of the master cylinder 21 increases, or may increase the rotation speed of the motor 40 in a curved line. Alternatively, the rotation speed of the motor 40 may be increased stepwise. That is, when comparing two states in which the hydraulic pressure of the master cylinder 21 is different, the control unit 61 compares the state in which the hydraulic pressure in the master cylinder 21 is high with the state in which the hydraulic pressure in the master cylinder 21 is low. Increase the rotation speed of the motor 40 .

Moreover, when the control device 60 can acquire the hydraulic pressure information of the master cylinder 21 , the control section 61 preferably changes the opening time of the release valve 29 in the second control according to the rotation speed of the motor 40 . For example, the controller 61 lengthens the opening time of the release valve 29 in the second control as the rotation speed of the motor 40 increases. At this time, the control unit 61 may linearly lengthen the opening time of the release valve 29 in the second control as the rotational speed of the motor 40 increases, or may linearly lengthen the opening time of the release valve 29 in the second control. 29 may be lengthened, or the opening time of the release valve 29 in the second control may be lengthened stepwise. That is, when comparing two states in which the number of revolutions of the motor 40 is different, the control unit 61 performs the second control in the state where the number of revolutions of the motor 40 is high compared to the state where the number of revolutions of the motor 40 is low. lengthen the opening time of the release valve 29 at .

As the rotation speed of the motor 40 increases, the flow rate of the brake fluid discharged from the pump 31 and flowing into the main flow path 25 increases. Therefore, by varying the opening time of the release valve 29 in the second control according to the rotation speed of the motor 40, the accumulator The amount of brake fluid stored in 30 can be adjusted. As a result, fluctuations in the hydraulic pressure of the wheel cylinders 24 when the second control is executed can be further suppressed.

The hydraulic pressure information of the master cylinder 21 can be acquired by various methods. For example, as a configuration of the vehicle 100, the brake system 10, or the like, a detection device that detects the operation amount (stroke amount) of the brake operation unit is provided. Then, the hydraulic pressure of the master cylinder 21 estimated from the operation amount of the brake operating unit may be used as the hydraulic pressure information of the master cylinder 21 . Further, for example, the hydraulic pressure of the master cylinder 21 detected by the master cylinder side pressure sensor 34 may be used as the hydraulic pressure information of the master cylinder 21 . Here, in this embodiment, the hydraulic pressure of the master cylinder 21 detected by the master cylinder side pressure sensor 34 is used as the hydraulic pressure information of the master cylinder 21 . Since the hydraulic pressure of the master cylinder 21 can be directly detected, the number of revolutions of the motor 40 can be set to a more suitable number of revolutions when the number of revolutions of the motor 40 is varied. , the opening time of the loosening valve 29 can be set to a more suitable opening time.

Next, the control operation (control method) when the control device 60 according to the present embodiment executes the automatic pressure increase control will be described.

FIG. 8 is a control flow diagram showing control operations when the control device according to the embodiment of the present invention executes automatic pressure increase control.
When the conditions for executing the automatic pressure increase control are satisfied, the control device 60 starts the control shown in FIG. 8 in step S1. Step S2 is the first control step. In step S2, the control unit 61 of the control device 60 executes first control. That is, the control unit 61 opens the charging valve 28, closes the loosening valve 29, closes the first switching valve 32, opens the second switching valve 33, and drives the motor 40. , increases the hydraulic pressure in the wheel cylinder 24 . This first control is executed even when the brake lever 11 is not operated.

Step S3 after step S2 is a determination step for determining whether or not to execute the second control. In step S3, the determination unit 62 of the control device 60 determines whether or not the brake operation unit has been operated when the hydraulic pressure of the wheel cylinder 24 is the specified pressure. Further, when the determination unit 62 determines that the brake operation unit is operated while the hydraulic pressure of the wheel cylinder 24 is the specified pressure, the control unit 61 determines to execute the second control in step S3. In the normal state shown in FIG. 4, when the amount of operation of the brake operation unit becomes large to some extent, it becomes difficult to move the brake operation unit. Therefore, when the operation amount of the brake operation unit is large to some extent, the control unit 61 may determine not to execute the second control. Further, for example, when each step shown in FIG. 8 is repeated and the second control is performed a specified number of times in one automatic pressure increase control, the control unit 61 may determine not to perform the second control. .

If it is determined in step S3 to execute the second control, the control device 60 proceeds to step S4. Step S4 is the second control step. In step S4, the control section 61 executes the second control. That is, during the first control, the control unit 61 opens the release valve 29 from the state of the first control when the brake operation unit is operated while the hydraulic pressure of the wheel cylinder 24 is at the specified pressure. , the brake fluid flows into the accumulator 30 via the release valve 29 . Step S5 after step S4 is an end determination step. In step S5, the control device 60 determines whether or not a condition for terminating the automatic pressure increase control is met. If the conditions for ending the automatic pressure increase control are met, the control device 60 proceeds to step S7 and ends the control shown in FIG. Further, if the conditions for terminating the automatic pressure increase control are not met, the control device 60 returns to step S3.

On the other hand, when it is determined not to execute the second control in step S3, the control device 60 proceeds to step S6. Step S6 is an end determination step. In step S6, the control device 60 determines whether or not a condition for terminating the automatic pressure increase control has been met. If the conditions for ending the automatic pressure increase control are met, the control device 60 proceeds to step S7 and ends the control shown in FIG. Further, if the condition for terminating the automatic pressure increase control is not satisfied, the control device 60 returns to step S2. Then, in step S2, the control section 61 executes the first control. Here, step S3 may proceed from step S2 or from step S5. Therefore, when the process proceeds from step S2 to step S3 and then proceeds from step S6 to step S2, the control unit 61 continues the first control. Further, when the process proceeds from step S5 to step S3 and then proceeds from step S6 to step S2, the control unit 61 switches from the second control to the first control.

<Effect of control device>
Control device 60 according to the present embodiment is a control device for brake system 10 for vehicle 100 . Brake system 10 includes a hydraulic circuit. The hydraulic circuit includes a main flow path 25 that communicates the master cylinder 21 and the wheel cylinder 24, a supply flow path 27 that supplies brake fluid to an intermediate portion 25a of the main flow path 25, and a secondary flow path that releases the brake fluid in the main flow path 25. a path 26; One end portion 27a of the supply channel 27 communicates with the master cylinder 21, and the other end portion 27b is connected to the intermediate portion 25a. An end portion 26a, which is one end portion of the sub-flow passage 26, is connected to a middle portion 25b, which is a middle portion located in an area on the side of the wheel cylinder 24 with respect to the middle portion 25a of the main flow passage 25. . Furthermore, the brake system 10 comprises a charge valve 28 , an accumulator 30 , a release valve 29 , a first switching valve 32 , a second switching valve 33 , a pump 31 and a motor 40 . The inlet valve 28 is provided in a region between the middle portion 25a and the middle portion 25b of the main flow passage 25. As shown in FIG. The accumulator 30 is provided in the secondary flow path 26 and stores the brake fluid that has flowed into the secondary flow path 26 from the intermediate portion 25b. The loosening valve 29 is provided in a region of the secondary flow path 26 on the side of the end portion 26 a with respect to the accumulator 30 . The first switching valve 32 is provided in a region on the master cylinder 21 side with respect to the midway portion 25a of the main flow passage 25 . A second switching valve 33 is provided in the supply flow path 27 . The pump 31 is provided in a region on the end portion 27b side with respect to the second switching valve 33 in the supply flow path 27, and the suction side communicates with the second switching valve 33, and the discharge side communicates with the end portion 27b. there is A motor 40 is a drive source for the pump 31 . Further, when the hydraulic pressure acting from the wheel cylinder 24 side is higher than the specified pressure in a state where the first switching valve 32 is controlled to be closed by the control device 60, the first switching valve 32 is closed from the wheel cylinder 24 side. It is configured to release the brake fluid to the cylinder 21 side. The control device 60 is configured to be able to execute the first control. In the first control, the charging valve 28 is opened, the release valve 29 is closed, the first switching valve 32 is closed, the second switching valve 33 is opened, the motor 40 is driven, and the wheel This control is to increase the hydraulic pressure of the cylinder 24 . Furthermore, during the first control, when the hydraulic pressure of the wheel cylinder 24 is at the specified pressure and the brake operation unit that receives the brake operation by the driver of the vehicle 100 is operated, the control device 60 performs the second control. It is configured to run. The second control is a control in which the release valve 29 is opened from the state of the first control, and brake fluid flows into the accumulator 30 via the release valve 29 .

In the control device 60 configured in this way, as described above, by executing the second control, the operation feeling of the brake operation unit is suppressed from becoming a hard brake feeling, and the automatic pressure increase control is performed. can be executed. Therefore, the control device 60 configured in this manner can suppress the driver from feeling uncomfortable when the driver operates the brake operation unit compared to the conventional one.

Preferably, vehicle 100 provided with control device 60 according to the present embodiment is a motorcycle. The control device 60 according to the present embodiment can suppress discomfort when operating the brake operation portion more than before, without newly adding a mechanical configuration such as a valve. Here, a motorcycle has a smaller mounting space for a brake system than a four-wheeled motor vehicle or the like. Therefore, it is preferable to provide the control device 60 according to the present embodiment to a motorcycle having a small installation space for the brake system.

Further, preferably, when vehicle 100 is a motorcycle, the brake operation unit of the brake system in which control device 60 executes the second control is a brake lever provided in vehicle 100 . The brake lever is manually operated by the driver. Hands are more likely to feel the difference in the operational feel of the brake operation section compared to feet. Therefore, by using the brake lever as the brake operating unit of the brake system in which the control device 60 executes the second control, the effect of the control device 60 can be more recognized.

Although the control device 60 according to the present embodiment has been described above, the control device according to the present invention is not limited to the description of the present embodiment, and only a part of the present embodiment is implemented. good too. For example, the control device 60 according to the present embodiment performed the second control on all hydraulic circuits (the first hydraulic circuit 12 and the second hydraulic circuit 14) of the brake system 10. FIG. Without being limited to this, the control device according to the present invention may perform the second control on some of the hydraulic circuits included in the brake system.

1 fuselage 2 steering wheel 3 front wheel 3a rotor 4 rear wheel 4a rotor 10 brake system 11 brake lever 12 first hydraulic circuit 13 brake pedal 14 second hydraulic circuit 21 master cylinder 22 Reservoir 23 Brake Caliper 24 Wheel Cylinder 25 Main Channel 25a Midway 25b Midway 26 Secondary Channel 26a End 26b End 27 Supply Channel 27a End 27b End 27c Midway Part 28 Loading valve 29 Loosening valve 30 Accumulator 31 Pump 32 First switching valve 33 Second switching valve 34 Master cylinder side pressure sensor 35 Wheel cylinder side pressure sensor 36 Check valve 40 Motor , 50 hydraulic pressure control unit, 51 base, 60 control device, 61 control section, 62 determination section, 100 vehicle, MP master cylinder port, WP wheel cylinder port.

Claims (11)

A controller (60) for a braking system (10) for a vehicle (100), comprising:
The braking system (10) comprises:
A main flow path (25) that communicates between the master cylinder (21) and the wheel cylinder (24), and a supply flow path ( 27) and a secondary flow path (26) for releasing the brake fluid in the main flow path (25),
One end of the supply channel (27), a first end (27a), communicates with the master cylinder (21), and the other end, a second end (27b), communicates with the first end (27b). It is connected to the middle part (25a),
A third end (26a), which is one end of the sub-flow path (26), is located on the wheel cylinder (24) side with respect to the first intermediate portion (25a) of the main flow path (25). It is connected to the second middle portion (25b), which is the middle portion located in the region where
Furthermore, said braking system (10)
an inlet valve (28) provided in a region between the first intermediate portion (25a) and the second intermediate portion (25b) of the main flow passage (25);
an accumulator (30) provided in the secondary flow path (26) for storing brake fluid that has flowed into the secondary flow path (26) from the second intermediate portion (25b);
a release valve (29) provided in a region on the third end (26a) side with respect to the accumulator (30) in the sub-channel (26);
a first switching valve (32) provided in a region on the master cylinder (21) side with respect to the first intermediate portion (25a) of the main flow path (25);
a second switching valve (33) provided in the supply channel (27);
It is provided in a region on the second end (27b) side with respect to the second switching valve (33) in the supply channel (27), and the suction side communicates with the second switching valve (33). , a pump (31) whose discharge side communicates with said second end (27b);
a motor (40) as a drive source for the pump (31);
and
The first switching valve (32) is closed when the hydraulic pressure acting from the wheel cylinder (24) side is higher than the specified pressure in a state where the control device (60) controls the first switching valve (32) to be closed. , the brake fluid is released from the wheel cylinder (24) side to the master cylinder (21) side,
The control device (60)
The loading valve (28) is opened, the release valve (29) is closed, the first switching valve (32) is closed, the second switching valve (33) is open, and The first control for driving the motor (40) to increase the hydraulic pressure of the wheel cylinder (24) can be executed,
Further, during the first control, when the hydraulic pressure of the wheel cylinder (24) is at the specified pressure and the brake operation unit for receiving the brake operation by the driver of the vehicle (100) is operated, the The release valve (29) is opened from the state of the first control, and the second control is executed to flow the brake fluid into the accumulator (30) through the release valve (29). A controller (60) for a braking system (10) for a vehicle (100). The brake system (10) is connected to the main flow path (25) in parallel with the first switching valve (32), and brake fluid flows from the master cylinder (21) side to the wheel cylinder (24) side. A control device (60) for a braking system (10) for a vehicle (100) according to claim 1, comprising a check valve (36) for allowing Control of a brake system (10) for a vehicle (100) according to claim 1 or 2, wherein the number of rotations of the motor (40) is varied according to hydraulic pressure information of the master cylinder (21). device (60). The vehicle according to any one of claims 1 to 3, wherein the opening time of the release valve (29) in the second control is varied according to the rotation speed of the motor (40). 100) control device (60) of the braking system (10). Furthermore, the brake system (10) includes a master cylinder side pressure sensor (34) that detects the hydraulic pressure of the master cylinder (21),
The vehicle according to claim 3 or 4, wherein the hydraulic pressure of the master cylinder (21) detected by the master cylinder side pressure sensor (34) is used as the hydraulic pressure information of the master cylinder (21). 100) control device (60) of the braking system (10). The vehicle according to any one of claims 1 to 5, wherein the brake system (10) further comprises a wheel cylinder side pressure sensor (35) that detects the hydraulic pressure of the wheel cylinder (24). A controller (60) for the brake system (10) for (100). The fourth end (26b), which is the end opposite to the third end (26a) in the sub-channel (26), is connected to the second switching valve ( 7. The vehicle according to any one of claims 1 to 6, which is connected to a third intermediate portion (27c) located in an area between the pump (31) and the pump (33). 100) control device (60) of the braking system (10). A vehicle (100) comprising a control device (60) for a brake system (10) for a vehicle (100) according to any one of claims 1 to 7. A vehicle (100) according to claim 8, wherein said vehicle (100) is a motorcycle. The motorcycle comprises a brake lever (11),
A vehicle (100) according to claim 9, wherein said brake operating portion is said brake lever (11). A method of controlling a braking system (10) for a vehicle (100), comprising:
The braking system (10) comprises:
A main flow path (25) that communicates between the master cylinder (21) and the wheel cylinder (24), and a supply flow path ( 27) and a secondary flow path (26) for releasing the brake fluid in the main flow path (25),
One end of the supply channel (27), a first end (27a), communicates with the master cylinder (21), and the other end, a second end (27b), communicates with the first end (27b). It is connected to the middle part (25a),
A third end (26a), which is one end of the sub-flow path (26), is located on the wheel cylinder (24) side with respect to the first intermediate portion (25a) of the main flow path (25). It is connected to the second middle portion (25b), which is the middle portion located in the region where
Furthermore, said braking system (10)
an inlet valve (28) provided in a region between the first intermediate portion (25a) and the second intermediate portion (25b) of the main flow passage (25);
an accumulator (30) provided in the secondary flow path (26) for storing brake fluid that has flowed into the secondary flow path (26) from the second intermediate portion (25b);
a release valve (29) provided in a region on the third end (26a) side with respect to the accumulator (30) in the sub-channel (26);
a first switching valve (32) provided in a region on the master cylinder (21) side with respect to the first intermediate portion (25a) of the main flow path (25);
a second switching valve (33) provided in the supply channel (27);
It is provided in a region on the second end (27b) side with respect to the second switching valve (33) in the supply channel (27), and the suction side communicates with the second switching valve (33). , a pump (31) whose discharge side communicates with said second end (27b);
a motor (40) as a drive source for the pump (31);
and
When the first switching valve (32) is controlled to be closed and the hydraulic pressure acting from the wheel cylinder (24) side is higher than a specified pressure, the wheel cylinder (24) is closed. side to the master cylinder (21) side,
The control method is
The loading valve (28) is opened, the release valve (29) is closed, the first switching valve (32) is closed, the second switching valve (33) is open, and a first control step (S2) of driving a motor (40) and executing a first control to increase the hydraulic pressure of the wheel cylinder (24);
During the first control, when the hydraulic pressure of the wheel cylinder (24) is the specified pressure and the brake operation unit for receiving the brake operation by the driver of the vehicle (100) is operated, the first control is performed. A second control step (S4) of executing a second control to open the release valve (29) from the control state and flow the brake fluid into the accumulator (30) through the release valve (29). and,
A method of controlling a braking system (10) for a vehicle (100) comprising:

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