JP4177559B2 - Anti-lock brake control method for motorcycles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention calculates the acceleration / deceleration of front wheels and rear wheels based on the wheel speeds detected by the front wheel and rear wheel wheel speed sensors, respectively, and the calculated acceleration / deceleration has changed from positive to negative. Thus, the present invention relates to an antilock brake control method for a motorcycle that can execute antilock control of front and rear wheel brakes independently of each other by starting pressure increase control.
[0002]
[Prior art]
Such an antilock brake control method for a motorcycle is already well known, for example, in Japanese Patent Laid-Open No. 9-328065.
[0003]
[Problems to be solved by the invention]
By the way, when anti-locking control of front wheel brakes in motorcycles, considering the road surface with a low coefficient of friction in order to improve vehicle stability, set a large amount of pressure reduction during decompression control of front wheel brakes. It is common to do. However, the road surface with a high coefficient of friction tends to be over-depressurized, especially when the front wheels are individually braked. .
[0004]
The present invention has been made in view of such circumstances, and an object of the present invention is to provide an antilock brake control method for a motorcycle that improves the braking feeling at the time of independent braking of the front wheels.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the invention according to claim 1 calculates acceleration / deceleration of front wheels and rear wheels based on wheel speeds respectively detected by front wheel and rear wheel wheel speed sensors, and calculates them. A motorcycle that can perform anti-lock control of front and rear wheel brakes independently of each other by starting pressure increase control when the acceleration / deceleration changes from positive to negative. In the anti-lock brake control method, when performing anti-lock control of the front wheel brake in the front wheel single braking state, the front wheel calculation acceleration / deceleration has a positive value during the rapid recovery process of the front wheel speed. The front wheel calculation acceleration / deceleration differential value is defined as a range that is greater than or equal to the positive set differential value , and within that range, even before the front wheel calculation acceleration / deceleration changes from positive to negative Front wheel brake Characterized in that the Gosuru the pressure increase control of the hydraulic pressure.
[0006]
According to the first aspect of the present invention, when the anti-lock control of the front wheel brake is performed in the single brake state of the front wheel, the front wheel brake is over decompressed on the road surface having a high friction coefficient. The braking feeling can be improved by avoiding the occurrence of “missing feeling” in the deceleration. In other words, the differential value of the calculated acceleration / deceleration of the front wheels indicates the tendency of the calculated acceleration / deceleration of the front wheels to change, and on the road surface with a high friction coefficient, the front wheel speed is reduced by reducing the pressure of the front wheel brake. It should recover quickly compared to the road surface. Thus, the range in which the front wheel acceleration / deceleration is positive and the front wheel calculation acceleration / deceleration differential value is greater than or equal to the positive set differential value can be defined as a rapid recovery process of the wheel speed. Since the rapid recovery process of the front wheel speed occurs before the front wheel calculation acceleration / deceleration changes from positive to negative on the road surface with a high coefficient of friction, the front wheel brake may be in a pressure increasing state early. It can be done.
[0007]
In order to achieve the above object, the invention according to claim 2 calculates the acceleration / deceleration of the front wheels and the rear wheels based on the wheel speeds detected by the front wheel and rear wheel speed sensors, respectively. A motorcycle that can perform anti-lock control of front and rear wheel brakes independently of each other by starting pressure increase control when the computation acceleration / deceleration has changed from positive to negative. In the anti-lock brake control method, when executing anti-lock control of the front wheel brake in the front wheel single braking state, the state in which the change in the wheel speed of the front wheel becomes gentle after the rapid recovery of the front wheel speed, constant as the range differential value is a negative front wheel calculating acceleration and deceleration with the front wheel of the operational acceleration and deceleration front wheel slip ratio is equal to or less than the set slip ratio is positive setting acceleration and deceleration or , Within that range, wherein the Gosuru pressure increasing the fluid pressure in the front wheel brake even before the front wheels of the operational acceleration and deceleration is converted from positive to negative.
[0008]
According to the invention described in claim 2, when the anti-lock control of the front wheel brake is performed in the single brake state of the front wheel, the front wheel brake is over decompressed on the road surface having a high friction coefficient. The braking feeling can be improved by avoiding the occurrence of “missing feeling” in the deceleration. In other words, the differential value of the calculated acceleration / deceleration of the front wheels indicates the tendency of the calculated acceleration / deceleration of the front wheels to change, and on the road surface with a high friction coefficient, the front wheel speed is reduced by reducing the pressure of the front wheel brake. It should recover quickly compared to the road surface. Thus, after a rapid recovery, the front wheel slip rate is less than the set slip rate, the front wheel calculated acceleration / deceleration differential value is negative, and the front wheel calculated acceleration / deceleration is It can be defined as a range that is greater than or equal to the positive acceleration / deceleration, and this condition occurs before the calculated acceleration / deceleration of the front wheels changes from positive to negative on road surfaces with a high friction coefficient. The pressure can be increased as soon as possible.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.
[0010]
1 and 2 show a first embodiment of the present invention. FIG. 1 is a hydraulic circuit diagram of a motorcycle brake device, and FIG. 2 is a timing chart.
[0011]
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.
[0012]
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.
[0013]
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.
[0014]
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.
[0015]
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.
[0016]
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.
[0017]
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.
[0018]
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.
[0019]
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.
[0020]
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 a control unit 18 to which detection signals of front wheel and rear wheel wheel speed sensors 19F and 19R are inputted. The control unit 18 detects the wheels based on the detection signals of the wheel speed sensors 19F and 19R. When it is determined that the vehicle is about to enter the locked state, the operation of each control valve means 6A, 6B1, 6B2 is controlled so as to repeat the brake fluid pressure decreasing / increasing cycle, so that the wheel brakes for the front and rear wheels are controlled. Anti-lock control of BF and BR is executed.
[0021]
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.
[0022]
By the way, the control unit 18 calculates acceleration / deceleration of the front wheels and the rear wheels based on the wheel speeds detected by the front wheel and rear wheel wheel speed sensors 19F and 19R, respectively. The pressure increase control is started when the deceleration changes from positive to negative, but when the anti-lock control of the front wheel brake BF in the front wheel single braking state is executed, the calculation of the front wheel is increased / decreased. When the speed ACL is a positive value and the differential value WDD of the front wheel operation acceleration / deceleration ACL is equal to or greater than the positive set differential value WDDO, the front wheel operation acceleration / deceleration ACL changes from positive to negative. Even before this, the hydraulic pressure of the front wheel brake BF is controlled to increase.
[0023]
Next, the operation of the first embodiment will be described. When the anti-lock control of the front wheel brake BF is executed in order to avoid the front wheel from being locked during the single braking of the front wheel, the front wheel speed, front wheel, When the calculated acceleration / deceleration ACL of the front wheel and the differential value WDD of the calculated acceleration / deceleration ACL of the front wheel change as shown in FIG. 2, basically, the calculated acceleration / deceleration ACL of the front wheel changes from positive to negative. The pressure increase control of the front wheel brake BF is started at a time t3 when the front wheel is switched to. Even before the time t3, the front wheel calculation acceleration / deceleration ACL is a positive value and the front wheel calculation acceleration is increased. In the range where the differential value WDD of the deceleration ACL is equal to or greater than the positive set differential value WDDO (range from time t1 to t2), the hydraulic pressure of the front wheel brake BF is corrected to be increased.
[0024]
When the anti-lock control as described above at the time of independent braking of the front wheel is executed, the front wheel brake BF is prevented from being over-depressurized on the road surface with a high coefficient of friction, and a “feeling of falling out” is generated in the deceleration. By avoiding the braking feeling, the braking feeling can be improved.
[0025]
In other words, the differential value WDD of the front wheel calculation acceleration / deceleration ACL indicates a change tendency of the front wheel calculation acceleration / deceleration ACL, and on the road surface with a high friction coefficient, the front wheel speed is reduced by reducing the pressure of the front wheel brake BF. Should recover quickly compared to a road surface with a low coefficient of friction. Thus, a range (a range from time t1 to t2) in which the calculated acceleration / deceleration ACL of the front wheel is positive and the differential value WDD of the calculated acceleration / deceleration ACL is greater than or equal to the positive set differential value WDDO is determined. The abrupt recovery process of the front wheel speed can be determined at a time t3 when the front wheel calculation acceleration / deceleration ACL changes from positive to negative on a road surface with a high friction coefficient. It should occur before, and on the road surface with a high coefficient of friction, the front wheel brake BF can be pre-pressurized early to avoid a “feeling of falling out” in the deceleration.
[0026]
On the other hand, on the road surface with a low friction coefficient, the speed at which the front wheel speed is recovered by the decompression control of the front wheel brake BF is moderate, and the differential value WDD of the front wheel calculation acceleration / deceleration ACL is a positive set differential value WDDO. The pressure increase control is started at the timing when the front wheel calculation acceleration / deceleration ACL changes from positive to negative, and the pressure reduction control of the front wheel brake BF is lengthened. It is possible to increase the amount and improve the vehicle stability.
[0027]
FIG. 3 shows a second embodiment of the present invention, in which the control unit 18 has a front wheel slip ratio that is less than or equal to a set slip ratio during antilock control of the front wheel brake BF during front brake individual braking. In other words, the front wheel speed is equal to or higher than the reference wheel speed of the set slip ratio, and the front wheel calculation acceleration / deceleration ACL is greater than the positive setting acceleration / deceleration ACLO and the front wheel calculation acceleration / deceleration In the range where the ACL differential value WDD is negative, the hydraulic pressure of the front wheel brake BF is controlled to increase even before the front wheel calculation acceleration / deceleration ACL changes from positive to negative.
[0028]
Here, assuming that the wheel speed of the front wheel, the calculated acceleration / deceleration ACL of the front wheel, and the differential value WDD of the calculated acceleration / deceleration ACL of the front wheel change as shown in FIG. The pressure increase control of the front wheel brake BF is started at time t3 ′ when the calculated acceleration / deceleration ACL changes from positive to negative. In the range where the speed ACL is greater than the positive setting acceleration / deceleration ACLO and the differential value WDD of the front wheel calculation acceleration / deceleration ACL is negative (time t1 'to t2'), the front wheel brake BF Correct the fluid pressure to increase.
[0029]
Also according to the second embodiment, the front wheel brake BF is prevented from being excessively depressurized on the road surface having a high friction coefficient, and the braking feeling is improved by avoiding the occurrence of a “feeling of falling out” in the deceleration. be able to.
[0030]
In other words, the differential value WDD of the front wheel calculation acceleration / deceleration ACL indicates a change tendency of the front wheel calculation acceleration / deceleration ACL, and on the road surface with a high friction coefficient, the front wheel speed is reduced by reducing the pressure of the front wheel brake BF. Should recover quickly compared to a road surface with a low coefficient of friction. Thus, after a sudden recovery, the change in the wheel speed has become gradual, the front wheel slip rate is less than the set slip rate, the front wheel operation acceleration / deceleration ACL differential value WDD is negative, and the front wheel operation addition / reduction. The speed ACL can be determined as a range where the positive acceleration / deceleration is greater than the deceleration ACLO. This condition occurs on the road surface with a high friction coefficient before the calculated acceleration / deceleration ACL of the front wheels changes from positive to negative. On the road surface with a high coefficient of friction, the front wheel brake BF is brought into a pressure increasing state early so as to avoid the occurrence of a “missing feeling” in the deceleration.
[0031]
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.
[0032]
【The invention's effect】
As described above, according to the first aspect of the present invention, on the road surface with a high friction coefficient, the wheel speed of the front wheel recovers more quickly than the road surface with a low friction coefficient by reducing the pressure of the front wheel brake. Therefore, the front wheel brake can be in a pressure-increasing state early so as to detect a recovery process, thereby avoiding a “feeling of falling out” in the deceleration and improving the braking feeling.
[0033]
According to the second aspect of the invention, on the road surface with a high friction coefficient, the wheel speed of the front wheel recovers more quickly than the road surface with a low friction coefficient by reducing the pressure of the front wheel brake. By detecting a state in which the change has become gradual, the front wheel brake can be brought into a pressure-increasing state early so as to avoid a “feeling of falling out” in the deceleration and improve the braking feeling.
[Brief description of the drawings]
FIG. 1 is a hydraulic circuit diagram of a motorcycle brake device according to a first embodiment.
FIG. 2 is a timing chart.
FIG. 3 is a timing chart of the second embodiment.
[Explanation of symbols]
19F: front wheel speed sensor 19R: rear wheel speed sensor ACL: front wheel calculation acceleration / deceleration ACLO ... positive setting acceleration / deceleration BF ... front wheel brake BR・ ・ ・ Rear wheel brake WDD ・ ・ ・ Front wheel calculation acceleration / deceleration differential value WDDO ・ ・ ・ Positive set differential value

Claims (2)

The acceleration / deceleration of the front and rear wheels is calculated based on the wheel speed detected by the front wheel and rear wheel speed sensors (19F, 19R), respectively, and the calculated acceleration / deceleration changes from positive to negative. Thus, in the antilock brake control method for a motorcycle, the antilock control for the front wheel and rear wheel brakes (BF, BR) can be executed independently of each other by starting the pressure increase control. When the anti-lock control of the front wheel brake (BF) is executed in the front wheel single braking state, the calculation acceleration / deceleration (ACL) of the front wheel has a positive value during the rapid recovery process of the wheel speed of the front wheel. The front wheel calculation acceleration / deceleration (ACL) differential value (WDD) is determined to be in a range equal to or greater than a positive set differential value (WDDO) , and within that range, the front wheel calculation acceleration / deceleration (ACL) Is positive Antilock brake control method of the motorcycle, characterized in that Gosuru pressure increasing hydraulic Luo front wheel brake even before negatively converting (BF). The acceleration / deceleration of the front and rear wheels is calculated based on the wheel speed detected by the front wheel and rear wheel speed sensors (19F, 19R), respectively, and the calculated acceleration / deceleration changes from positive to negative. Thus, in the antilock brake control method for a motorcycle, the antilock control for the front wheel and rear wheel brakes (BF, BR) can be executed independently of each other by starting the pressure increase control. When the anti-lock control of the front wheel brake (BF) in the front wheel single braking state is executed, the state in which the change in the wheel speed of the front wheel becomes gentle after the rapid recovery of the wheel speed of the front wheel is expressed as the slip ratio of the front wheel. Is less than the set slip ratio and the calculated acceleration / deceleration (ACL) of the front wheel is greater than or equal to the positive set acceleration / deceleration (ACLO) and the differential value of the calculated acceleration / deceleration (ACL) of the front wheel ( Defined as the range DD) is negative, within that range, the front wheel of the operational acceleration and deceleration (ACL) is the pressure increase the fluid pressure in the front wheel brake even before the switch from positive to negative (BF) An antilock brake control method for a motorcycle, characterized by controlling the motorcycle.

Images