JP4581886B2 - ABS control device for motorcycle - Google Patents

Description

  In a motorcycle, the present invention obtains wheel speeds and vehicle body speeds (estimated vehicle body speeds) of front and rear wheels using detection signals from wheel speed sensors provided on the front and rear wheels, respectively. The present invention relates to an ABS control device that executes ABS (anti-skid) control based on speed.

  A conventionally known ABS control device for a four-wheel vehicle obtains a vehicle body speed using the wheel speed of each wheel, and the deviation between the vehicle body speed and the wheel speed of each wheel ((vehicle body speed−wheel speed) / vehicle body The ABS control is started when the (speed) exceeds a predetermined threshold (see, for example, Patent Document 1).

Similarly, when such an ABS control device is applied to a motorcycle, if the deviation between the vehicle body speed and the wheel speeds of the front and rear wheels exceeds a predetermined threshold value, the ABS control is started. Will be done.
JP-A-11-304830

  However, in the case of a motorcycle, it has been confirmed that the following problems occur.

  For example, the detection signal of the wheel speed sensor of the driven wheel is affected by noise generated when the wheel is idle or the engine is idle while the main stand is standing, and the wheel speed should be zero. In some cases, calculation is performed as if the wheel speed is generated. This state is expressed as shown in FIG. 4, and when the wheel speed is generated due to the idling of the rear wheels, the wheel speeds varying in various values are obtained under the influence of noise. For example, a noise of about 100 Hz corresponds to a wheel speed of 15 km / h of the front wheel that is a driven wheel.

  In such a situation, generally, the wheel speed of the driven wheel is used as it is as the vehicle body speed, so the vehicle body speed is also increased in accordance with the wheel speed of the front wheel. In this case, for example, if the wheel speed of the rear wheel suddenly decreases due to the influence of noise or the like, the deviation between the vehicle body speed and the wheel speed of the front wheel exceeds a predetermined threshold value, even if the vehicle is not running. Regardless, the ABS control is started.

  Once ABS control is started, the vehicle body speed is generally set to the larger value of the front and rear wheel speeds, and thereafter the front wheel speed is used as the vehicle speed. Thus, the state in which the deviation between the vehicle body speed and the wheel speed of the rear wheel exceeds a predetermined threshold value continues.

  As a result, for example, the brake pressure of the brake fluid released to the pressure reducing reservoir during ABS control acts on the brake pedal and brake lever as a reaction force, and the driver cannot operate the brake pedal or brake lever. This will cause a decrease in brake feeling.

  The present invention has been made in view of the above points, and an object of the present invention is to prevent the ABS control of a motorcycle from starting erroneously even though it is not running.

  In order to achieve the above object, according to the first aspect of the present invention, the main stand detection means (26) detects whether or not the main stand (25) of the motorcycle is set up by the traveling state determination means (100). ) To determine whether the motorcycle is in a state where it cannot travel or in a state where it can travel, and the traveling state determination means (100) allows the motorcycle to travel. When it is determined that there is no state, the ABS control prohibiting means (110) prohibits the start of ABS control.

  As described above, when the main stand (25) is set up, the ABS control is prohibited. For this reason, the detection signal of the wheel speed sensor of the driven wheel is influenced by noise generated when the wheel is idle or the engine is blown while the main stand (25) is standing, and the wheel speed is thus affected. Is calculated as if the wheel speed is generated, and ABS control is started even if the deviation between the vehicle body speed and the wheel speed obtained using it exceeds a predetermined threshold. Can be prevented.

  Thereby, in the ABS control device for a motorcycle, it is possible to prevent the ABS control from being erroneously started even when the vehicle is not running. And when ABS control is started accidentally, it can prevent that a driver feels a plate feeling that a brake lever (11) or a brake pedal (12) cannot be operated, and can prevent a fall in brake feeling.

In the first aspect of the invention, the failure determination means (120) determines whether or not the main stand detection means (26) has failed, and determines that the main stand detection means (26) has failed. In this case, even if it is determined by the traveling state determining means (100) that the motorcycle cannot travel, the prohibition of starting the ABS control by the ABS control prohibiting means (110) is canceled. The start of ABS control is permitted by the ABS control permission means (130).

  Thus, even if it is determined by the analogy traveling state determination means (100) that the motorcycle cannot travel, if the main stand detection means (26) is determined to be in failure, , The start of ABS control can be permitted.

For example, as shown in claim 2 , the failure determination means (120) detects that the main stand (25) is set up by the main stand detection means (26), and the front wheel (FW) The difference between the wheel speed of the vehicle and the wheel speed of the rear wheel (RW) is smaller than the first threshold value, and the wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW) are greater than or equal to the second threshold value. In some cases, it can be determined that the main stand detection means (26) is out of order.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 shows an overall configuration of an ABS control device 1 for a motorcycle to which an embodiment of the present invention is applied. The ABS control apparatus 1 has a first piping system that generates a braking force for the front wheels FW and a second piping system that generates a braking force for the rear wheels RW.

  As shown in FIG. 1, the ABS control device 1 includes a brake lever 11 located on the right handle and a brake pedal 12 located in front of the right footrest. The brake lever 11 and the brake pedal 12 correspond to brake operation members for generating a braking force for the front wheel FW and the rear wheel RW, respectively, and are operated independently by the driver. The brake lever 11 and the brake pedal 12 are connected to a brake circuit having first and second piping systems via a master cylinder (hereinafter referred to as M / C) not shown.

  The brake lever 11 is connected to a first piping system that generates a braking force for the front wheels FW via an M / C or the like. The first piping system has a pipeline A as a main pipeline connected to the M / C that generates brake fluid pressure according to the operation of the brake lever 11, and is provided to the front wheel FW through this pipeline A. It is connected to a wheel cylinder (hereinafter referred to as W / C) 13. For this reason, the M / C pressure generated in the M / C in accordance with the operation of the brake lever 11 is transmitted to the W / C 13 through the pipe line A.

  Further, a pipeline B as a pressure reducing pipeline is connected to the pipeline A. A reservoir 14 is connected to the pipeline B, and a pressure reduction control valve 15 is disposed on the upstream side of the reservoir 14 in the pipeline B, that is, on the pipeline A side. Further, a conduit C serving as a reflux conduit is disposed so as to connect the reservoir 14 and the conduit A. The pipe C is provided with a pump 17 driven by a motor 16 so as to suck and discharge brake fluid from the reservoir 14 toward the pipe A.

  The reservoir 14 is configured to allow the brake fluid to flow up to a predetermined capacity. In the reservoir chamber 14a of the reservoir 14, there are provided a piston 14b having a predetermined stroke and a spring 14c for biasing the piston 14b in a direction for discharging the brake fluid in the reservoir chamber 14a.

  The reservoir 14 configured in this manner releases the brake fluid that generates the W / C pressure with respect to the W / C 13, and when the suction is performed by the pump 17, the stored brake fluid is discharged toward the pump 17. It is supposed to be.

  The pressure reduction control valve 15 is constituted by a normally closed two-position electromagnetic valve capable of controlling the communication / blocking state between the W / C 13 and the reservoir 14, for example. Since the pressure reducing control valve 15 is in a non-excited state during normal braking, it is always cut off.

  On the other hand, the brake pedal 12 is connected to a second piping system that generates a braking force for the rear wheel RW via an M / C or the like. The second piping system has a pipeline D as a main pipeline connected to the M / C that generates brake fluid pressure according to the operation of the brake pedal 12, and is provided to the rear wheel RW through this pipeline D. It is connected to W / C18. Since the second piping system has the same configuration as the first piping system, detailed description of individual components will not be made, but the pipeline D is the pipeline A and the pipeline E is the pipeline. B, a pipe F is provided as a pipe C, a pressure reduction control valve 19 is provided as a pressure reduction control valve 15, a reservoir 20 is provided as a reservoir 14, and a pump 21 is provided as a pump 17.

  The ABS control device 1 is provided with a brake ECU 22. The brake ECU 22 functions as a control unit for executing ABS control, and is configured by a known microcomputer having a CPU, ROM, RAM, I / O, and the like, and performs ABS control processing according to a program stored in the ROM or the like. Various processes such as are executed.

  Based on the electrical signal from the brake ECU 22, voltage application control to the motor 16 for driving the pressure-reducing control valves 15 and 19 and the pumps 17 and 21 in the ABS control device 1 configured as described above is executed. It has become so. Thereby, the W / C pressure generated in each of the W / Cs 13 and 18 is controlled.

  The ABS control device 1 is also provided with wheel speed sensors 23 and 24. The wheel speed sensors 23 and 24 are arranged corresponding to the front wheel FW and the rear wheel RW, respectively, and send the rotation speed of the front wheel FW and the rear wheel RW, that is, a pulse signal having a pulse number proportional to the wheel speed to the brake ECU 22. Output. Therefore, the brake ECU 22 obtains the wheel speeds of the front wheel FW and the rear wheel RW based on the detection signals from the wheel speed sensors 23 and 24, and obtains the vehicle body speed using the wheel speeds. ABS control is executed.

  Further, the ABS control device 1 is also provided with a main stand switch 26 for detecting whether or not the main stand 25 provided in the motorcycle is set up. The main stand switch 26 is arranged corresponding to the main stand 25 and indicates whether or not the main stand 25 is in a standing state, that is, whether or not the motorcycle can run or can run. A detection signal is output to the brake ECU 22.

  As described above, the ABS control device 1 for a motorcycle shown in this embodiment is configured.

  In the ABS control device 1 configured as described above, for example, during normal braking in which ABS control is not executed, the control voltage for driving the pressure reducing control valves 15 and 19 and the motor 16 is not applied from the brake ECU 22, and the brake lever 11 and the W / C pressure corresponding to the operation amount of the brake pedal 12 is generated in each of the W / Cs 13 and 18. Thereby, the braking force according to the brake lever 11 and the brake pedal 12 is emitted to the front wheel FW and the rear wheel RW.

  Further, during ABS control, a control voltage for driving the decompression control valves 15 and 19 and the motor 16 is applied from the brake ECU 22 as necessary, and the decompression control valves 15 and 19 are driven according to the applied voltage. At the same time, the motor 16 is driven. As a result, the pipelines A and D and the reservoirs 14 and 18 are brought into communication with each other through the pipelines B and E, the W / C pressure generated in each of the W / Cs 13 and 18 is reduced, and wheel slip is suppressed. This makes it possible to avoid wheel lock.

  In executing such ABS control, the ABS control apparatus 1 of the present embodiment executes an ABS control permission determination process for determining whether or not the ABS control may be executed. Hereinafter, the ABS control permission determination process will be described. In the ABS control device 1 of the present embodiment, the portion different from the conventional one is about the ABS control permission determination processing, and the ABS control processing itself is the same as the conventional one. Only the processing will be described.

  FIG. 2 is a flowchart of an ABS control permission determination process executed by the brake ECU 22 in the ABS control device 1 of the present embodiment. This process is executed every predetermined calculation cycle (for example, 60 ms or 80 ms) after the ignition switch is switched from the OFF state to the ON state, for example.

  First, in step 100, a traveling state determination is performed to determine whether or not the motorcycle can travel. Specifically, it is determined whether or not the main stand 25 is set up. This determination is made based on the detection signal of the main stand switch 26. If it is determined that the main stand 25 is set up, it is determined that the motorcycle is not in a state where it can travel, and the routine proceeds to step 110 where ABS control prohibition processing is executed. For example, the fact is stored in the RAM in the brake ECU 22 by setting an ABS control prohibition flag or the like.

  Next, the routine proceeds to step 120 where a main stand switch failure determination is performed. Specifically, the wheel speed difference between the front wheel FW and the rear wheel RW and the wheel speed difference between the front wheel FW and the rear wheel RW are obtained, and the difference between the front and rear wheel speeds is set to a predetermined value (first threshold value). It is determined whether the wheel speed of the front wheel FW and the rear wheel RW is equal to or greater than a specified value (second threshold value).

  That is, when the main stand 25 is set up and the rear wheel RW is lifted, basically, the wheel speed of the front wheel FW does not increase except for the influence of the noise described above. For this reason, when the wheel speeds of the front wheel FW and the rear wheel RW exceed the specified value, it is assumed that such a situation occurs due to the influence of noise or the failure of the main stand switch 26, and If the difference between the wheel speeds of the front wheel FW and the rear wheel RW is small, it is determined that the failure is not caused by noise but the main stand switch 26 is caused by a factor.

  Therefore, if a negative determination is made in step 120, the main stand switch 26 has not failed, and even if the wheel speed of the front wheel FW has increased, it is assumed that this is due to the influence of noise, and the processing is ended as it is. It is done. Therefore, in this case, since the main stand 25 is set up, the ABS control prohibition flag remains set, and the ABS control is not started.

  On the other hand, if an affirmative determination is made in step 120, it is assumed that the main stand switch 26 is out of order and the ABS control prohibition process has been executed once in step 110. move on. Thereby, the ABS control permission process is executed. Therefore, the ABS control prohibition flag is reset, and the ABS control can be started.

  On the other hand, if a negative determination is made in step 100, the process proceeds to step 140, and an empty determination process is executed. Specifically, the wheel speeds of the front wheel FW and the rear wheel RW are obtained, the wheel speed of the front wheel FW is equal to or less than a specified value (first threshold value), and the wheel speed of the rear wheel RW is a specified value (first value). It is determined whether or not it is equal to or greater than (2 threshold values).

  In the case where the wheel speed of the front wheel is less than the specified value, if the wheel speed of the rear wheel RW exceeds the specified value, it is assumed that only the rear wheel RW is idling due to the flying. The For this reason, when such a condition is satisfied, the routine proceeds to step 150, where the idling determination is made, and the ABS control prohibiting process is executed as in step 110.

  On the other hand, if the above condition is not satisfied, it is determined that it is not idling, and the process proceeds to step 160 where noise determination processing is executed. Specifically, it is determined whether or not the wheel speeds of the front wheel FW and the rear wheel RW vary greatly within a specified time. FIG. 3 shows changes in the wheel speeds of the front wheel FW and the rear wheel RW, which will be described.

  As shown in FIG. 3, when the wheel speed of the front wheel FW, which is the driven wheel, is generated due to noise or the like generated during wheel idling or idling, the wheel speed fluctuates greatly in a short time, and the variation increases. On the other hand, the wheel speed of the rear wheel RW serving as the drive wheel is not much different from the normal running even if the wheel is idle. Therefore, the wheel speed difference between the front wheel FW and the rear wheel RW is obtained and monitored within a specified time. For example, when the difference between the minimum value and the maximum value of the wheel speed difference exceeds a predetermined threshold value. It can be determined that noise has occurred as a large variation.

  Therefore, if an affirmative determination is made in step 160, the process proceeds to step 170, where a noise determination is made, and the ABS control prohibiting process is executed as in steps 110 and 150.

  On the other hand, if a negative determination is made in step 160, it is determined that no noise has occurred, the process proceeds to step 180, the ABS control permission process similar to step 130 is executed, and the process ends thereafter.

  In this way, the ABS control permission determination process by the ABS control device 1 of the present embodiment is completed. Note that the steps shown in FIG. 2 correspond to means for executing various processes in the brake ECU 22. Specifically, the part that executes the process of step 100 is the traveling state determination means, the part that executes the processes of steps 110, 150, and 170 is the ABS control prohibiting means, the part that executes the process of step 120 is the failure determination means, The part that executes the process of step 130 corresponds to the ABS control permission means, the part that executes the process of step 140 corresponds to the idling determination means, and the part that executes the process of step step 160 corresponds to the noise determination means.

  As described above, the ABS control apparatus 1 shown in the present embodiment executes the ABS control permission determination process for determining whether or not to permit the start of ABS control. In the ABS control permission determination process, the running state determination (step 100), the idling determination (step 140), and the noise determination (step 160) are executed.

  For this reason, the detection signal of the wheel speed sensor 23 of the driven wheel is influenced by noise generated when the wheel is idling or the engine is idle while the main stand is standing, and the wheel speed is zero. In spite of this, it is calculated as if the wheel speed is generated, and the ABS control is not started even if the deviation between the vehicle body speed and the wheel speed obtained by using it is more than a predetermined threshold value. Can be.

  Thereby, in the ABS control device for a motorcycle, it is possible to prevent the ABS control from being erroneously started even when the vehicle is not running. And since ABS control is mistakenly started, it is possible to prevent the driver from feeling that the brake lever 11 or the brake pedal 12 cannot be operated, and to prevent a decrease in brake feeling.

(Other embodiments)
In the above embodiment, as the failure determination of the main stand switch 26, it is determined whether or not the condition shown in step 120 is satisfied. However, for example, the detection signal of the main stand switch 26 is normally input. Whether or not the detection signal itself is a diagnostic signal indicating a failure can be used as a criterion for failure determination.

  In addition, as the idling determination, it is determined whether or not the condition shown in Step 140 is satisfied. In addition to this, for example, an engine torque signal is received from the engine ECU or the like through the in-vehicle LAN, and from the engine speed indicated in the engine It may be determined whether or not it is an idling.

  Further, as the noise determination, it is determined whether or not the condition shown in step 160 is satisfied. In addition, for example, the determination is made based on whether or not the variation in the wheel speed of the front wheel FW is larger than a specified value. You can go. Further, when the wheel speed of the front wheel FW is larger than the wheel speed of the rear wheel RW by a predetermined value or more, it can be regarded as an influence due to noise.

  In the above embodiment, the main stand switch 26 is used as the main stand detecting means to detect whether or not the main stand 25 is set up, but the angle of the main stand 25 is detected by an angle sensor or the like. Whether the main stand 25 is set up may be detected by detecting a load applied to the suspension on the rear wheel RW side by a load sensor or the like.

1 is a diagram showing an overall configuration of an ABS control device 1 for a motorcycle equipped with a vehicle body speed calculation device according to a first embodiment of the present invention. 3 is a flowchart of an ABS control permission determination process executed by a brake ECU 22 of the ABS control device 1 shown in FIG. It is the timing chart which showed the mode of the change of the wheel speed of front-wheel FW and rear-wheel RW. It is a timing chart showing a state when calculation is performed as if the wheel speed is generated even though the detection signal of the wheel speed sensor of the driven wheel is affected by noise and the wheel speed should be zero.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... ABS control apparatus, 11 ... Brake lever, 12 ... Brake pedal, 13, 18 ... W / C, 14, 20 ... Reservoir, 15, 19 ... Depressurization control valve, 16 ... Motor, 17, 21 ... Pump, 23 ... Wheel speed sensor (wheel speed sensor for front wheels), 24 ... Wheel speed sensor (wheel speed sensor for rear wheels), 25 ... Main stand, 26 ... Main stand switch, A to F ... Pipe line, FW ... Front wheel, RW ... Rear ring.

Claims (2)

Receiving detection signals from the front wheel speed sensor (23) and the rear wheel speed sensor (24) provided for the front wheel (FW) as a driven wheel and the rear wheel (RW) as a driving wheel, The wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW) are obtained, and the vehicle body speed is calculated based on the wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW). And a motorcycle configured to execute ABS control to avoid a wheel lock tendency based on a deviation between the vehicle body speed and the wheel speed of the front wheel (FW) or the wheel speed of the rear wheel (RW). The ABS control device of
Based on the detection signal of the main stand detecting means (26) for detecting whether or not the main stand (25) of the motorcycle is set up, the motorcycle is in a state where it cannot travel. Traveling state determination means (100) for determining whether the state is to be obtained;
ABS control prohibiting means (110) for prohibiting the start of ABS control when the traveling state determining means (100) determines that the motorcycle cannot travel.
Failure determination means (120) for determining whether or not the main stand detection means (26) has failed;
When the failure determination means (120) determines that the main stand detection means (26) is defective, the traveling state determination means (100) is in a state where the motorcycle cannot travel. The ABS control permission means (130) for releasing the prohibition of the start of the ABS control by the ABS control prohibition means (110) and permitting the start of the ABS control . An ABS control device for a motorcycle characterized by the above. The failure determination means (120) detects that the main stand (25) is set up by the main stand detection means (26), and the front wheel (FW) wheel speed and the rear wheel are detected. When the difference in the wheel speed of (RW) is smaller than the first threshold value and the wheel speed of the front wheel (FW) and the wheel speed of the rear wheel (RW) are greater than or equal to a second threshold value, The ABS control apparatus for a motorcycle according to claim 1 , wherein the main stand detection means (26) is determined to be malfunctioning.

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