JP3913992B2 - Anti-lock brake control method for motorcycles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention provides a front wheel brake that brakes regardless of which one of the pair of brake levers is operated, and a reduction / intensity control of the rear wheel brake that is braked according to one operation of both the brake levers. The present invention relates to an anti-lock brake control method for a motorcycle that is executed by correcting the calculated value of the slip ratio based on the wheel speed obtained by the wheel speed sensor so as to be reduced when traveling on a rough road .
[0002]
[Prior art]
Such an anti-lock brake control method for a motorcycle is already known, for example, in Japanese Patent Application Laid-Open No. 11-78840. When driving on rough roads, a large slip ratio is generated even when an appropriate brake pressure is applied. Since the pressure tends to be excessively reduced, the brake pressure is prevented from being excessively reduced by correcting the calculated value of the slip ratio to a smaller value when traveling on a rough road.
[0003]
[Problems to be solved by the invention]
However, in the above-described conventional system, when the anti-lock control is separately performed for the front wheel and the rear wheel brakes, the correction amount for correcting the calculated value of the slip ratio to a smaller value when traveling on a rough road is set. When running on rough roads with anti-lock control being performed simultaneously with the front and rear wheel brakes, the calculated value of the slip ratio is uniformly reduced on the side as described above. When the correction is made, the calculated value of the corrected slip ratio becomes small for both the front wheels and the rear wheels, which may adversely affect the behavior of the vehicle body.
[0004]
The present invention has been made in view of such circumstances, and is capable of maintaining high behavior stability of the vehicle body when simultaneously performing antilock control of the front wheel brake and the rear wheel wheel brake on a rough road. An object is to provide an antilock brake control method for a motorcycle.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a front wheel brake that brakes regardless of which one of a pair of brake levers is operated, and a rear wheel brake that operates in response to one operation of both the brake levers. In the anti-lock brake control method for a motorcycle , in which the calculated slip ratio based on the wheel speed obtained by the wheel speed sensor is corrected so as to be reduced when traveling on a rough road. when running on a rough road in a state where the anti-lock control of the use and the rear wheel brake the running simultaneously, a correction amount to the side to decrease the calculated value of the front wheel slip ratio, for the front wheel at the time of single braking operation than when executing the anti-lock control of the vehicle wheel brake, characterized in that small.
[0006]
According to the present onset Ming method, during running on a rough road is to correct the side to reduce the calculated value of the slip ratio of the front and rear wheels, the antilock control of front-wheel and rear-wheel brake the front wheel while running at the same time, compared to anti-lock control of the front wheel brake when alone braking operation when run, the smaller the extent to correct small calculated value of the slip ratio, wheel brake pressure in use vehicle wheel brakes to eliminate the tendency for excessive pressure increase can be kept high vehicle behavior stability.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.
[0008]
FIG. 1 and FIG. 2 show an embodiment of the present invention. FIG. 1 is a hydraulic circuit diagram of a motorcycle brake device, and FIG. 2 is a comparison of changes in wheel speeds of front wheels and rear wheels with those of the prior art. It is a figure shown.
[0009]
First, in FIG. 1, a scooter type motorcycle includes a first master cylinder MA that outputs a hydraulic pressure in response to an operation of a right brake lever 1 that is operated by an occupant with a right hand, and a left brake lever that is operated by an occupant with a left hand. The second master cylinder MB that outputs the hydraulic pressure in response to the operation of 2 is mounted. On the other hand, a front wheel brake BF having a pair of pods 3 and 4 is mounted on the front wheel of the motorcycle, and the first master cylinder MA is connected to the front wheel brake BF via the control valve means 6A. The second master cylinder MB is connected via the control valve means 6B1 and the delay valve 5 while being connected. The second master cylinder MB is connected to the rear wheel brake BR mounted on the rear wheel via the control valve means 6B2.
[0010]
The control valve means 6A includes a normally open solenoid valve 7 provided between the pod 3 of the front wheel brake BF and the first master cylinder MA, a check valve 8 connected in parallel to the normally open solenoid valve 7, It is composed of a normally closed electromagnetic valve 9 provided between the pod 3 of the front wheel brake BF and the reservoir 10A. The communication between the first master cylinder MA and the pod 3 of the front wheel brake BF is interrupted. The communication between the pod 3 of the front wheel brake BF and the reservoir 10A can be switched.
[0011]
A suction side of a return pump 11A that pumps up the brake fluid of the reservoir 10A and pumps it to the first master cylinder MA side is connected to the reservoir 10A via a suction valve 12A. The discharge side of the return pump 11A is It is connected to the first master cylinder MA via the discharge valve 13A.
[0012]
The control valve means 6B1, like the control valve means 6A, is composed of a normally open solenoid valve 7, a check valve 8, and a normally closed solenoid valve 9, and is connected to the pod 4 of the front wheel brake BF. It is possible to switch between communication / blocking between the delay valve 5 and the second master cylinder MB and communication / blocking between the delay valve 5 and the reservoir 10B.
[0013]
Similarly to the control valve means 6A, 6B1, the control valve means 6B2 is composed of a normally open type electromagnetic valve 7, a check valve 8 and a normally closed type electromagnetic valve 9. The communication / blocking between the two master cylinders MB and the communication / blocking between the rear wheel brake BR and the reservoir 10B can be switched.
[0014]
A suction side of a return pump 11B that pumps up the brake fluid of the reservoir 10B and pumps it to the second master cylinder MB side is connected to the reservoir 10B via a suction valve 12B. The discharge side of the return pump 11B is It is connected to the second master cylinder MB via the discharge valve 13B.
[0015]
A common single motor 16 is connected to the both return pumps 11A and 11B, and the both return pumps 11A and 11B are driven by the motor 16.
[0016]
In such control valve means 6A, 6B1, 6B2, during the anti-lock brake control when the wheel is about to enter the locked state when the right and left brake levers 1, 2 are operated, the normally open solenoid valve 7. The normally open solenoid valve corresponding to the wheel that is likely to enter the locked state is closed by energization, and the normally closed solenoid valve corresponding to the wheel of the normally closed solenoid valve 9 is opened by energization. . Then, a part of the brake fluid pressure is released to the reservoir 10A or 10B and is reduced. In order to maintain the brake fluid pressure, the normally open solenoid valve 7... May be closed by energization and the normally closed solenoid valve 9. When pressure is applied, the normally open solenoid valves 7 are opened by de-energization and the normally closed solenoid valves 9 are kept closed by de-energization.
[0017]
The motor 16 that drives the pair of return pumps 11A and 11B in common starts operation in response to the start of the antilock brake control, and the brake fluid released to the reservoirs 10A and 10B is returned to the return pumps 11A and 11B. 11B is returned to the first and second master cylinders MA and MB. Accordingly, the amount of operation of the brake levers 1 and 2 in the first and second master cylinders MA and MB is not increased by the amount released to the reservoirs 10A and 10B.
[0018]
The deenergization / energization of the normally open solenoid valve 7... And the normally closed solenoid valve 9... And the operation of the motor 16 in each control valve means 6A, 6B1, 6B2 individually detect the wheel speeds of the front wheels and the rear wheels. It is controlled by the control unit 18 to which the detection signals of the wheel speed sensors 19F and 19R are input. The control unit 18 is likely to enter the locked state based on the detection signals of the wheel speed sensors 19F and 19R. If it is determined that there is, anti-locking of the front and rear wheel brakes BF, BR is performed by controlling the operation of the control valve means 6A, 6B1, 6B2 so as to repeat the brake fluid pressure decreasing / increasing cycle. Execute control.
[0019]
The control unit 18 starts the operation of the motor 16 with the start of antilock brake control by any one of the control valve means 6A, 6B1, 6B2.
[0020]
Further, the control unit 18 can determine whether or not the motorcycle is traveling on a rough road. For this determination, for example, the wheel speed based on the detection signals of the wheel speed sensors 19F and 19R is differentiated. It is determined that the vehicle is traveling on a rough road by repeating a state where the wheel acceleration / deceleration is a value greater than or equal to the set acceleration and a state where the wheel acceleration / deceleration is a value less than or equal to the set deceleration within the set time.
[0021]
By the way, the slip ratio of the wheel is used as one index for determining whether or not the wheel is likely to be locked in the anti-lock control, and this slip ratio S is obtained by the wheel speed sensors 19F and 19R. When the wheel speed of the obtained control target wheel is VW, and the estimated vehicle body speed estimated based on the wheel speeds of the front wheels and the rear wheels detected by the wheel speed sensors 19F and 19R is VR,
S = (VR−VW) / VR
It is obtained by.
[0022]
Thus, the control unit 18 corrects the calculated value of the slip ratio S to a smaller side when traveling on a rough road. That is, when the correction amount is ΔV, the corrected slip ratio S ′ is
S ′ = (VR−VW−ΔV) / VR
As described above, the control unit 18 corrects the slip ratio S. Here, when (VW + ΔV) = VW ′,
S ′ = (VR−VW ′) / VR
In order to correct the calculated slip ratio S to the smaller side, VW ′ should be increased, that is, the correction amount ΔV should be increased. When the correction amount ΔV is decreased, the correction slip ratio S should be decreased. The degree will be smaller.
[0023]
Further, the control unit 18 corrects the calculated value of the slip ratio S for the front wheels to be smaller when the vehicle is running on a rough road while the anti-lock control of the front wheel and rear wheel brakes BF and BR is being performed simultaneously. the amount [Delta] V, and smaller than when it performs anti-lock control of the front-wheel wheel wheel brake B F during a single braking operation, so that the extent to which the front wheels of the operational slip ratio S is corrected decreases.
[0024]
Next, the operation of this embodiment will be described. When the anti-lock control that repeats the brake fluid pressure reduction / increase cycle is executed in a rough road running state, the calculated value of the slip ratio S of the front wheels and the rear wheels is reduced. a is corrected, the brake pressure by generation of a large slip rate is to so to prevent an over-reduced pressure condition, the anti-lock control front wheel brake BF and the rear wheel brake BR simultaneously when it comes to travel on a rough road while running, in front, the anti-lock control of the front-wheel wheel wheel brakes BF than when running alone, to reduce the calculated value of the slip ratio S the correction amount ΔV to the side to a small fence.
[0025]
As a result, when traveling on rough roads in the simultaneous antilock control state of the front and rear wheel brakes BF and BR, the degree of correction of the calculated value of the slip ratio S is reduced on the front wheels, and the brake pressure on the front wheel brakes BF is reduced. As shown in FIG. 2A, the behavior stability of the vehicle body can be kept high so that the wheel speeds of the front and rear wheels do not change significantly.
[0026]
On the other hand, when the calculated value of the slip ratio S on the front wheels is corrected to be smaller when traveling on a rough road in the simultaneous antilock control state of the front wheel and rear wheel brakes BF and BR, as shown in FIG. the wheel speed of the front wheels and the rear wheels are relatively large changes, Ru can be permanently adversely affect the vehicle behavior stability.
[0027]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.
[0028]
【The invention's effect】
According to the present invention as described above, to eliminate the tendency of the brake pressure is excessive pressure increase in front wheel while running the anti-lock control of the front wheel and the rear wheel brake simultaneously, the vehicle behavior Ru can be maintained at a high level stability.
[Brief description of the drawings]
FIG. 1 is a hydraulic circuit diagram of a motorcycle brake device.
FIG. 2 is a diagram showing a change in wheel speed of front wheels and rear wheels in comparison with a conventional one.
[Explanation of symbols]
1, 2 ... Brake levers 19F, 19R ... Wheel speed sensor BF ... Front wheel brake BR ... Rear wheel brake

Claims (1)

The front wheel brake (BF) that brakes when any of the pair of brake levers (1, 2) is operated, and the rear wheel wheel that brakes according to one operation of both the brake levers (1, 2). Motorcycle that executes brake (BR) pressure reduction / pressure increase control by correcting the calculated value of the slip ratio based on the wheel speed obtained by the wheel speed sensor (19F, 19R) to a smaller value when traveling on rough roads. in the antilock brake control method, when running on a rough road in a state where running front-wheel and rear-wheel brake (BF, BR) anti-lock control of the same time, to reduce the calculated value of the front wheel slip rate a correction amount to the side of the motorcycle, characterized in that the smaller than when performing anti-lock control of the front wheel vehicle wheel brakes during independent braking operation (B F) Anchiro Kkubureki control how.

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