JP4634970B2 - Brake control device for motorcycle - Google Patents

Description

  The present invention relates to a motorcycle brake control device.

ABS control of the so-called "rear wheel lift (also known as rear wheel load loss, jackknife, rear lift up)" when the vehicle is braking, especially when the vehicle is decelerating at high speed, the load moves to the front wheel side and the rear wheel is lifted. There is known a brake control device that suppresses using the above.
For example, Patent Document 1 includes a determination unit that determines that a ground contact load of a rear wheel is equal to or less than a predetermined value, and when it is determined to be equal to or less than a predetermined value, for a motorcycle that controls damping of a braking force of a front wheel brake. A brake control device is disclosed. Further, in Patent Document 2, when it is determined that high-G braking and sudden braking before and during the operation of the antilock brake control, the increase mode and the holding mode are intermittently switched using the ABS system. A technique for making the increase rate slower than usual is disclosed.
Furthermore, Patent Document 3 discloses a technique for reducing the braking force of the front wheel according to a time function when the rear wheel lift is detected.

JP-A-5-24523 JP-A-6-255468 JP-A-5-201317

  However, in the conventional control for preventing the rear wheel from being lifted up, the braking force of the front wheel brake is gradually increased when the conditions for generating the rear wheel lift are met. There is a risk that the operation feeling will be lowered, for example, when the user feels that the user has a feeling of deceleration. Therefore, it is possible to simply adopt a method of increasing the braking force by increasing the increasing gradient after controlling the braking force by slowly increasing for a predetermined time. However, in the method of increasing the braking force by increasing the increasing gradient, the rear wheel may be lifted as the increasing gradient increases.

  The present invention was devised in view of the above-described circumstances, and provides a brake control device for a motorcycle that can improve the operational feeling while reliably suppressing rear wheel lift. Let it be an issue.

The present invention devised to solve such a problem has braking force control means for controlling so as to at least reduce or increase the braking force of a brake device mounted on a wheel, and locks the wheel during braking. A brake control device for a motorcycle for suppressing the deceleration monitor value acquiring means for acquiring a deceleration monitor value correlated with the deceleration of the motorcycle, and correlating with a limit deceleration at which rear wheel lift occurs during braking. a control target value setting means for setting a control target value, monitors the shortage of the deceleration monitoring value for the control target values, the shortage monitoring value obtaining means for obtaining the shortage monitor value that correlates to the shortage When the acquired deficiency monitor value satisfies the given first condition, the increasing gradient of the braking force of the brake device is set to be larger than the increasing gradient at the start of the braking force increase control. Includes a braking force incremental gradient setting unit that, the said braking force control means is adapted to control the braking force of the brake device on the basis of the incremental gradient which is set, the shortage monitoring value obtaining means When the deceleration monitor value has not reached the control target value, the count value as the shortage monitor value is counted down, and when the deceleration monitor value has reached the control target value, the count value is A counter for counting up, and the braking force increase gradient setting means calculates an increasing gradient of the braking force of the brake device when the count value reaches a given count value as the given first condition. The braking force increase control is set to be larger than the increase gradient at the start of the control, and is intermittent at a given time interval based on the acquired count value. The ratio of the time interval during the increase control is set to be smaller as the acquired count value is smaller, and the braking force is increased as the acquired count value is smaller. The pressure increase pulse for the increase control is increased, and the time interval is shortened and the increase gradient is increased as the acquired count value is decreased .

According to such a brake control device for the motorcycle, the shortage monitoring value obtaining means, shortage of the deceleration monitoring value is monitored with respect to the control target value, correlated to the shortage, shortage monitor value is obtained. Then, the braking force increasing gradient setting means sets the braking force increasing gradient large when the shortage monitor value satisfies the given first condition. That is, the shortage of the deceleration monitor value relative to the control target value is insufficient to satisfy the given condition, that is, the deceleration monitor value is insufficient relative to the control target value, and the deceleration monitor value is the control target value. The braking force is increased when the state where the rear wheel does not reach the state continues for a long time and the rear wheel is hardly lifted even if the braking force is increased. As a result, the feeling of operation is improved while the lifting of the rear wheel is suppressed.
The counter of the shortage monitor value acquisition means counts down the count value as the shortage monitor value when the deceleration monitor value does not reach the control target value, and the deceleration monitor value reaches the control target value. Since the count value as the shortage monitor value is counted up when the vehicle is running, the count value can be increased or decreased by following the change in the acquired deceleration monitor value. Then, the shortage monitor value acquisition means starts the increase control of the braking force when the count value by the counter reaches a given count value which is a given first condition, Since the braking force of the brake device is increased, the rear wheel lift is suppressed more accurately while following the change in the deceleration monitor value. As a result, the operational feeling is improved. In addition, it is possible to secure a suitable braking force.
In addition, since the time interval is set shorter as the acquired count value is smaller, the braking force is set when the count value is small and it is necessary to set a large increase gradient corresponding to the shortage of the deceleration monitor value. Can be efficiently controlled.

Further, the braking force increase gradient setting means controls the braking force increase gradient of the brake device when the count value reaches a given count value of the given first condition. When an increase gradient is set larger than the starting gradient and the given count value as the second condition is returned, the increase gradient set larger is set smaller than this. Based on the acquired deficiency monitor value, the braking force is intermittently increased and controlled at a given time interval. The smaller the acquired deficiency monitor value is, the more the ratio of the time interval during the increase control is controlled. The smaller the acquired count value, the larger the pressure increasing pulse for increasing control of the braking force, and the acquired count value. Small enough, to shorten the time interval, it is preferable to configured to set so increasing gradient increases.

According to such a motorcycle brake control device, when the acquired count value satisfies the given second condition after satisfying the first condition, for example, the shortage of the deceleration monitor value with respect to the control target value is reduced. When the condition that satisfies the condition such as or disappears and the control of the braking force having a large increasing gradient is not required, the increasing gradient of the braking force is set to be small. That is, even after the braking force is greatly increased, the increase in the braking force can be reduced as necessary, and the braking can be performed with the braking force corresponding to the shortage of the deceleration monitor value. It becomes like this. Therefore, the operation feeling is improved while further suppressing the rear wheel lift.
Also, if the count value reaches a given count value for a given first condition and then returns to a given count value as a given second condition, that is, an increase in braking force is required. In the event that the braking force increases, the increasing gradient of the braking force is set to be small, so that the increasing gradient is set to an accurate gradient corresponding to the shortage of the deceleration monitor value. Therefore, the operation feeling is improved while suppressing the rear wheel from floating.

  The deficiency monitor value acquisition means is configured to reset the count value to an initial value when the control of the braking force of the brake device by the braking force control means is switched from increase control to decrease control. Is good.

  According to such a motorcycle brake control device, the count value is reset to the initial value when switching from the increase control to the decrease control, so that the arithmetic processing when switching from the increase control to the decrease control can be simplified. Accordingly, the acquisition of the shortage monitor value can be realized with a small calculation processing load.

  Further, the road surface friction coefficient determining means for determining whether or not the road surface friction coefficient satisfies a given low friction coefficient condition, the braking force increase gradient setting means includes a road surface friction coefficient having a given low friction coefficient condition. When it is determined that the condition is satisfied, the increase gradient of the braking force of the brake device may be set larger than the increase gradient at the start of the increase control of the braking force.

  According to such a motorcycle brake control device, when the road surface friction coefficient is low and the rear wheel does not easily lift, the increasing gradient of the braking force of the braking device is larger than the increasing gradient at the start of the increasing control of the braking force. As a result, the braking force is increased, so that efficient braking is performed.

  Further, the control target value further comprises an elapsed time determination means for determining whether or not an elapsed time from the start of braking of the motorcycle is within a reference time required for the load change between the front and rear wheels of the motorcycle to be stable. The setting means may be configured to set the control target value to be smaller when it is determined that the elapsed time is within the reference time than when it is determined that the elapsed time has exceeded the reference time.

  According to such a motorcycle brake control device, when the elapsed time is within the reference time, the load of the motorcycle is in a moving state, so that the elapsed time exceeds the reference time. The limit deceleration monitor value (for example, the smallest value among the deceleration monitor values at which rear wheel lift occurs during braking) becomes small. Therefore, when the elapsed time is within the reference time, the control target value is set smaller than when the elapsed time exceeds the reference time, so that the limit deceleration monitor value that varies depending on the state of the motorcycle can be handled. Control can be performed. Therefore, the operation feeling is improved while suppressing the rear wheel from floating.

  The brake device further includes a braking force generation order determination unit that determines a generation order of the braking force of the front wheel braking device and the braking force of the rear wheel braking device, and the control target value setting unit includes the front wheel brake. When it is determined that the braking force generation of the device is slower than the braking force generation of the rear wheel braking device, the braking force generation of the front wheel braking device is earlier than the braking force generation of the rear wheel braking device. It is preferable to set the control target value to be larger than that in the case where it is determined as follows.

According to such a motorcycle brake control device, when the generation of the braking force of the front wheel braking device is slower or simultaneous with the generation of the braking force of the rear wheel braking device, the motorcycle is driven by the braking force of the rear wheel braking device. Since the center of gravity of the rear wheel lowers and the rear wheel does not easily lift, the limit deceleration monitor value becomes larger than when the braking force of the front wheel braking device is generated earlier than the braking force of the rear wheel braking device.
Therefore, when the generation of the braking force of the front wheel braking device is slower or simultaneous with the generation of the braking force of the rear wheel braking device, the generation of the braking force of the front wheel braking device is greater than the generation of the braking force of the rear wheel braking device. By setting the control target value larger than in the early case, it becomes possible to perform control corresponding to the limit deceleration monitor value that varies depending on the state of the motorcycle. Therefore, the operation feeling is improved while suppressing the rear wheel from floating.

  Further, it further comprises braking force magnitude determining means for determining a relationship between magnitudes of the braking force of the front wheel braking device and the braking force of the rear wheel braking device, and the control target value setting means includes the front wheel braking device. When it is determined that the braking force is smaller than the braking force of the rear wheel braking device by satisfying a predetermined condition, it is determined that the braking force of the front wheel braking device is larger than the braking force of the rear wheel braking device. Compared to the case, the control target value may be set larger.

  According to such a motorcycle brake control device, when the braking force of the front wheel braking device is equal to or less than the braking force of the rear wheel braking device, the center of gravity of the motorcycle is lowered by the braking force of the rear wheel braking device, and the rear wheel is lifted. Therefore, by setting a large control target value in such a case, it becomes possible to perform control corresponding to the limit deceleration monitor value that varies depending on the state of the motorcycle, and lift the rear wheel. The operation feeling is improved while suppressing.

  According to the motorcycle brake control device of the present invention, it is possible to improve the operational feeling while reliably suppressing the rear wheel lift.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.
(First embodiment)
In the drawings to be referred to, FIG. 1 is a configuration diagram of a motorcycle provided with a motorcycle brake control device according to a first embodiment of the present invention, and FIG. 2 is also a brake hydraulic circuit diagram.

  As shown in FIG. 1, a brake control device 100 for a motorcycle is provided with a braking force (brake hydraulic pressure) applied to a front wheel FT and a rear wheel RT (hereinafter also referred to as wheels FT, RT) of a vehicle BK that is a motorcycle. ), The hydraulic unit 10 provided with an oil passage (brake fluid passage) and various parts, and a control device 20 for appropriately controlling various parts in the hydraulic unit 10. And mainly. Further, the control device 20 of the motorcycle brake control device 100 detects the brake fluid pressure (first master cylinder pressure, second master cylinder pressure) generated by the first master cylinder M1 and the second master cylinder M2. The first pressure sensor 51 and the second pressure sensor 52 (hereinafter also referred to as pressure sensors 51 and 52), and the front wheel speed sensor 53 that detects the wheel speeds (front wheel speed and rear wheel speed) of the front wheel FT and the rear wheel RT. And a rear wheel speed sensor 54 (hereinafter also referred to as wheel speed sensors 53 and 54). The control device 20 includes, for example, a CPU, a RAM, a ROM, and an input / output circuit, and inputs from the pressure sensors 51 and 52, the front wheel speed sensor 53 and the rear wheel speed sensor 54, and a program stored in the ROM, Control is performed by performing each arithmetic processing based on data.

The front wheel FT is provided with a first front wheel wheel cylinder FH1 and a second front wheel wheel cylinder FH2 (interlocking brake), and the rear wheel RT is provided with a rear wheel wheel cylinder RH.
The first front wheel cylinder FH1 is a fluid that converts the brake fluid pressure generated by the first master cylinder M1 and the motorcycle brake control device 100 into the operating force of the front wheel brake (front wheel brake device) FB provided on the front wheel FT. Pressure device. The second front wheel wheel cylinder FH2 is a hydraulic device that converts the brake fluid pressure generated by the second master cylinder M2 and the motorcycle brake control device 100 into the operating force of the front wheel brake FB provided on the front wheel FT.
The rear wheel wheel cylinder RH converts the brake fluid pressure generated by the second master cylinder M2 and the motorcycle brake control device 100 into the operating force of the rear wheel brake (rear wheel brake device) RB provided on the rear wheel RT. This is a hydraulic device. The first front wheel wheel cylinder FH1, the second front wheel wheel cylinder FH2 and the rear wheel wheel cylinder RH are connected to the hydraulic pressure unit 10 of the motorcycle brake control device 100 through pipes.

(Hydraulic unit 10)
As shown in FIG. 2, the hydraulic pressure unit 10 of the motorcycle brake control device 100 generates brake hydraulic pressure corresponding to the force applied by the driver to the first brake operator L1 and the second brake operator L2. The pump body 10a, which is a base body having an oil passage through which brake fluid circulates, is disposed between the first master cylinder M1 and the second master cylinder M2 and the front wheel brake FB and the rear wheel brake RB. A plurality of inlet valves 11 and outlet valves 12 are arranged.
The first master cylinder M1 is connected to the output hydraulic pressure path A1 formed in the pump body 10a, and the wheel hydraulic pressure path B1 formed in the pump body 10a is connected to the first front wheel wheel cylinder FH1. The second master cylinder M2 is connected to the output hydraulic pressure path A2 formed in the pump body 10a, and the wheel hydraulic pressure path B2 formed in the pump body 10a is connected to the second front wheel wheel cylinder FH2 and the rear wheel wheel cylinder. Connected to RH.
The oil passage connected to the first master cylinder M1 normally communicates from the first master cylinder M1 to the first front wheel cylinder FH1, and the operating force applied to the first brake operator L1 is applied to the front wheel brake FB. It is to be transmitted. The oil passage connected to the second master cylinder M2 normally communicates from the second master cylinder M2 to the second front wheel wheel cylinder FH2 and the rear wheel wheel cylinder RH, and an operation applied to the second brake operator L2. The force is transmitted to the front wheel brake FB and the rear wheel brake RB.

On the oil passage connecting the first master cylinder M1 and the first front wheel cylinder FH1, one inlet valve 11, one outlet valve 12 and one check valve 11a are provided corresponding to the front wheel brake FB. On the oil passage connecting the second master cylinder M2, the second front wheel wheel cylinder FH2 and the rear wheel wheel cylinder RH, there are two inlet valves 11, two outlet valves 12 corresponding to the front wheel brake FB and the rear wheel brake RB, and Two check valves 11a are provided.
The pump body 10a includes two reservoirs 13, two pumps 14 corresponding to the first master cylinder M1 and the second master cylinder M2, and a suction valve 15 and a discharge valve 16 provided in each of the pumps 14, respectively. Two dampers 17 and two orifices 17a are provided. Further, the hydraulic unit 10 includes an electric motor 18 for driving the two pumps 14.

  The inlet valve 11 is a normally open electromagnetic valve, which is between the first master cylinder M1 and the first front wheel cylinder FH1 (between the output hydraulic pressure path A1 and the wheel hydraulic pressure path B1), and the second master cylinder. M2 and the second front wheel wheel cylinder FH2 (between the output hydraulic pressure path A2 and the wheel hydraulic pressure path B2), and between the second master cylinder M2 and the rear wheel wheel cylinder RH (the output hydraulic pressure path A2 and (Between the wheel hydraulic pressure paths B2). Each inlet valve 11 is normally open, so that the brake fluid pressure from the first master cylinder M1 to the first front wheel cylinder FH1 and from the second master cylinder M2 to the second front wheel cylinder FH2 and the rear wheel cylinder RH. Are allowed to communicate. Further, each inlet valve 11 is closed by the control device 20 when the front wheel FT and the rear wheel RT are about to be locked, so that the second brake operator L2 is transferred from the first brake operator L1 to the front wheel brake FB. The brake hydraulic pressure applied to the front wheel brake FR and the rear wheel brake RB is cut off.

  The outlet valve 12 is a normally closed solenoid valve, and is between the first front wheel wheel cylinder FH1 and the reservoir 13 (on the open path C1), and between the second front wheel wheel cylinder FH2 and the reservoir 13 (on the open path C2). ) And between the rear wheel cylinder RH and the reservoir 13 (on the open path C2). Although each outlet valve 12 is normally closed, the brake fluid applied to the front wheel brake FB and the rear wheel brake RB is released by the control device 20 when the front wheel FT and the rear wheel RT are about to be locked. Pressure is released to each reservoir 13.

  The check valve 11a is connected to each inlet valve 11 in parallel. The check valve 11a brakes from the first front wheel wheel cylinder FH1 to the first master cylinder M1 side, from the second front wheel wheel cylinder FH2 to the second master cylinder M2 side, and from the rear wheel wheel cylinder RH to the second master cylinder M2 side. Even when the inlet valve 11 is closed when the inputs from the first brake operator L1 and the second brake operator L2 are released, each wheel cylinder FH1 , FH2, RH side allows the brake fluid to flow into each master cylinder M1, M2 side.

  The reservoir 13 has a function of absorbing brake fluid that is released when each outlet valve 12 is opened.

  Each pump 14 has a function of sucking the brake fluid absorbed in the reservoir 13 and returning the brake fluid to the master cylinders M1 and M2 side. As a result, the pressure state of each of the output hydraulic pressure paths A1 and A2 reduced by the brake fluid absorption by the reservoir 13 is recovered.

  The intake valve 15 is provided between the reservoir 13 and the upstream side of the pump 14, and allows only the brake fluid to flow from the reservoir 13 side to the upstream side of the pump 14.

  The discharge valve 16 is provided between the downstream side of the pump 14 and each of the master cylinders M1 and M2, and allows only the brake fluid to flow from the downstream side of the pump 14 to each of the master cylinders M1 and M2. It is. The pulsation of the brake fluid discharged to the master cylinders M1 and M2 via the discharge valve 16 is absorbed by the damper 17 and the orifice 17a.

  A delay valve 19 is provided between the second front wheel cylinder FH2 and the corresponding inlet valve 11. Due to its mechanical structure, the delay valve 19 has a function of transmitting the pressure applied to the brake fluid by the operation of the second brake operator L2 to the second front wheel cylinder FH2 smaller than the rear wheel cylinder RH. It is a valve. Further, due to the action of the delay valve 19, the timing at which the brake fluid pressure starts to be applied to the second front wheel cylinder FH2 may be slightly delayed from the timing at which the brake fluid pressure begins to be applied to the rear wheel cylinder RH.

(Control device 20)
Next, the control device 20 will be described. FIG. 3 is a block diagram showing a motorcycle brake control device according to an embodiment of the present invention.
As shown in FIG. 3, the control device 20 includes a deceleration monitor value acquisition unit 21, a vehicle body speed monitor value acquisition unit 22, a control target value setting unit 23, and an insufficient monitor value acquisition unit 24 as functional units. , Braking force increase gradient setting means 25, braking force control means 26, and ABS determination means 30 are provided.

(Deceleration monitor value acquisition means 21)
The deceleration monitor value acquisition means 21 acquires a deceleration monitor value that correlates with the deceleration of the vehicle BK. It is desirable that the deceleration monitor value particularly correlates with the deceleration of the front wheel FT. The deceleration monitor value includes a front wheel deceleration that is a wheel deceleration of the front wheel FT and a front wheel that is a braking force of the front wheel brake FB. For example, cylinder pressure. When the deceleration monitor value is the front wheel deceleration, the deceleration monitor value acquisition means 21 acquires the front wheel deceleration by differentiating the front wheel speed detected by the front wheel speed sensor 53 with respect to time. When the deceleration monitor value is the front wheel cylinder pressure, the deceleration monitor value acquisition means 21 detects each master cylinder pressure detected by the first pressure sensor 51 and the second pressure sensor 52, and braking force control described later. The front wheel wheel cylinder pressure is obtained by calculation based on the drive amount of each inlet valve 11 and each outlet valve 12 by means 26. In the following, the description will be focused on the case where the deceleration monitor value is the front wheel wheel cylinder pressure. The acquired deceleration monitor value is output to the shortage monitor value acquisition means 24, the braking force increase gradient setting means 25, and the braking force control means 26.

(Car body speed monitor value acquisition means 22)
The vehicle body speed monitor value acquisition means 22 acquires a vehicle body speed monitor value correlated with the vehicle body speed of the vehicle BK. Examples of the vehicle speed monitor value include a vehicle speed that is the speed of the vehicle BK. When the vehicle body speed monitor value is the vehicle body speed, the vehicle body speed monitor value acquisition unit 22 acquires the vehicle body speed based on the wheel speeds detected by the front wheel speed sensor 53 and the rear wheel speed sensor 54. As a calculation method for acquiring the vehicle body speed, a known method can be used. For example, the front wheel speed detected by the wheel speed sensor 53 V _F, when the wheel speed after being detected by the rear wheel speed sensor 54 and V _R, the vehicle speed V _BK is obtained by the following equation (1).
_{V BK = (V F + V} R) / 2 ... formula (1)
The acquired vehicle speed monitor value is output to the ABS determination means 30 and the control target value setting means 23.

(Control target value setting means 23)
The control target value setting means 23 sets a control target value that is a target value of the deceleration monitor value when the braking force control means 26 controls the front wheel brake FB. The control target value is a value that correlates to the smallest value (limit deceleration monitor value) among the deceleration monitor values at which rear wheel lift occurs during braking.
The limit deceleration monitor value is a value that varies depending on the performance of the vehicle BK, the road surface friction coefficient, the vehicle body speed, etc., and the limit deceleration monitor value under each condition is obtained in advance by experiments and the like. The control target value under each condition is determined based on the value. The control target value setting means 23 stores each condition and the control target value under the condition in association with each other.
Further, the control target value setting means 23 can set a target value for controlling the drive amount of each inlet valve 11, each outlet valve 12 and the electric motor 18 in ABS control or the like.

(Insufficient monitor value acquisition means 24)
The deficiency monitor value acquisition means 24 monitors the deficiency of the deceleration monitor value (deceleration monitor value acquisition means 21) with respect to the control target value set by the control target value setting means 23, and correlates with the deficiency. , Get the shortage monitor value. As a means for that, the shortage monitor value acquisition means 24 includes a counter. This counter subtracts the count value CT (countdown) when the deceleration monitor value does not reach the control target value, that is, when the deceleration monitor value is insufficient without reaching the control target value, When the deceleration monitoring value reaches the control target value, that is, when the deceleration monitoring value is the same as the control target value or exceeds the control target value, the count value CT is added (counted up). ing. And by acquiring such count value CT, this is utilized as a shortage monitor value. Here, the deceleration monitoring value _V M (> 0 (zero)), the control target value _V C (> 0 (zero)), the relationship between the shortage monitored value _{P D,} is expressed by the following equation (2).
_{P D = V M -V C ···} (2)
In _addition, P _{D> V} M ··· count _up, which is a P D _<V M ··· countdown.

Further, regardless of such counter, it is configured to acquire the shortage monitored value P _D by integrating in time by extracting a difference between the deceleration monitoring value V _M and the control target value V _C Good. In this case, since the shortage monitor value P _D is a time integral value of the difference between the deceleration monitoring value V _M and the control target value V _C, the value following the change in the deceleration monitoring value V _M is As a result, it is possible to increase the accuracy of setting a high rate increase gradient, which will be described later.

(Braking force increase gradient setting means 25)
Braking force incremental gradient setting unit 25, based on the relationship between the deceleration monitoring value V _M and the control target value V _C, sets the increase gradient of the braking force of the front wheel brake FB. In the present embodiment, the braking force increase gradient setting means 25 can set at least two types of braking force increase gradients having different gradients. At least one of the increasing gradients is a gentle increasing gradient for preventing the rear wheel RT from lifting, that is, an increasing gradient set at the start of the braking force increasing control, and is a predetermined increasing gradient (for example, smaller than normal) (for example, The other increasing gradient is a high-rate increasing gradient in which the gradient is set larger than the slowly increasing gradient, which is a characteristic part of the present embodiment.

  The gently increasing gradient is set when the vehicle body deceleration after the start of braking and the time variation of the vehicle body deceleration exceed the respective predetermined values, and as described above, the rear wheel RT is lifted. Set for the purpose of preventing. That is, when the vehicle BK is suddenly decelerated by the driver's braking operation and the load (center of gravity) moves to the front wheel FT side and the rear wheel RT is likely to lift, the braking force is reduced for the purpose of preventing this. The increasing gradient is set to a slowly increasing gradient. Accordingly, since the braking force weaker than the normal braking force is applied to the front wheel brake FB, the driver's operation feeling may be impaired. Therefore, in order to improve the operation feeling that tends to be lost, the braking force increasing gradient setting means 25 sets the increasing gradient of the braking force to an increasing gradient at a high rate.

Increasing slope of the high rate, shortage monitored value P _D obtained are adapted to be set when a given first condition is satisfied, increasing slope at increasing control starting of the braking force, that is, the The increasing gradient is set larger than the slowly increasing gradient. In this embodiment, the count value CT as shortage monitor value P _D in shortage monitoring value obtaining unit 24, the braking force incremental gradient setting unit that determines whether reaches a predetermined value as the given first condition 25 Is determined, and when it is determined that it has been reached, the slowly increasing gradient is set to the increasing gradient of the high rate. Such a high rate increasing gradient is repeatedly set while a predetermined value as a given first condition is reached. If the count value CT does not reach the predetermined value after the high rate increasing gradient is set, the increasing gradient of the braking force of the front wheel brake FB gradually decreases from the high rate increasing gradient. Set to increasing slope. Note that once the high rate increase gradient is set, the high rate increase gradient may be maintained regardless of the count value CT for a predetermined time.

Further, a plurality of predetermined values may be set in a stepwise manner, and a plurality of types of increasing gradients of the high rate change stepwise depending on whether or not the count value CT has reached each predetermined value. It may be set.
The increasing rate of the high rate is set by varying the pressure-increasing pulse (the amount of the open signal of the pulse signal) and the time interval (the interval of the open signal of the pulse signal), which will be described later, depending on the driving situation. . Note that a plurality of types of patterns may be stored in advance in the braking force increase gradient setting means 25, and may be acquired and set as appropriate based on the driving situation or the like. For example, the increase gradient can be increased by shortening the time interval or increasing the pressure increasing pulse, or by decreasing the ratio of the time interval during the increase control.

(Braking force control means 26)
The braking force control means 26 controls the braking force of the front wheel brake FB and the rear wheel brake RB by controlling the drive amounts of the inlet valves 11, the outlet valves 12, and the electric motor 18. The increased braking force control unit 26 is for controlling the braking force of the front wheel brake FB so as to approach the deceleration monitoring value V _M of the control target value V _C, which is set by the braking force incremental gradient setting unit 25 Based on the gradient (gradual increase gradient, high rate increase gradient), the braking force of the front wheel brake FB is controlled (increase control).
Specifically, the braking force control means 26 controls the braking force of the front wheel brake FB based on the slowly increasing gradient when the vehicle body deceleration and the time change amount of the vehicle body deceleration exceed predetermined values after the front wheel braking is started. Thereafter, when the count value CT counted by the counter of the shortage monitor value acquisition means 24 reaches a predetermined value, the braking force of the front wheel brake FB is controlled based on the increasing gradient of the high rate. Further, when the count value CT returns to a state where it does not reach the predetermined value, the braking force of the front wheel brake FB is controlled based on the gently increasing gradient. Therefore, it is possible to improve the operation feeling by suppressing the occurrence of the lifting of the rear wheel R and applying the braking force of the front wheel brake FB strongly.

(ABS determination means 30)
The ABS determination means 30 is based on the wheel speeds detected by the wheel speed sensors 53 and 54 and the vehicle body speed monitor value acquired by the vehicle body speed monitor value acquisition means 22, and the ABS of the wheel brakes FB and RB. It is determined whether or not control is necessary. The determination result is output to the control target value setting means 23 and the braking force control means 26.

(Method for controlling braking force of front wheel brake FB)
Next, a method for controlling the braking force of the front wheel brake FB using the motorcycle brake control device 100 according to the present embodiment will be described. FIG. 4 is a flowchart for explaining a method of controlling the braking force of the front wheel brake FB using the motorcycle brake control device 100 according to the present embodiment. FIG. 5 is a subroutine of step S5 of FIG. Hereinafter, description will be made with reference to FIGS. 1 to 3 as appropriate.

  As shown in FIG. 4, when the driver inputs an operation to the front wheel brake FB and the front wheel brake FB generates a braking force, first, as shown in step S1, various monitor values are acquired by the control device 20. . In step S2, the ABS determination means 30 determines whether or not the braking force of the front wheel brake FB needs to be ABS-controlled.

  In step S2, when it is determined by the ABS determination means 30 that the braking force of the front wheel brake FB needs to be ABS-controlled (Yes), the braking force control means 26 of the control device 20 performs the front wheel wheel by the ABS control. The cylinder pressure is reduced (step S3). At the same time, the process proceeds to step S4, where the count value CT is reset to the initial value.

  On the other hand, if it is determined in step S2 that the braking force of the front wheel brake FB need not be ABS-controlled (No), the process proceeds to step S5, where the control device 20 lifts the rear wheel against the front wheel brake FB. Execute suppression control.

  The control device 20 repeatedly executes these controls until the operation input to the front wheel brake FB is released (Yes in step S6).

Here, the rear wheel floating suppression control in step S5 will be described in more detail.
As shown in FIG. 5, first, it is determined by the braking force increase gradient setting means 25 of the control device 20 whether or not the vehicle body deceleration after the start of braking and the time change amount of the vehicle body deceleration have exceeded respective predetermined values. If it is determined that the predetermined value has been exceeded (Yes in step S10), a signal is output to the braking force control means 26. As a result, the braking force control means 26 controls the front wheel cylinder pressure to gradually increase based on a predetermined increasing gradient (step S11).

Then, the process proceeds to step S12, the control target value setting means 23 sets the control target value V _C as a reference target control value. Here, the reference control target value is set to a value that is smaller than the limit deceleration monitor value by a predetermined amount, for example.

Thereafter, the process proceeds to step S13, the shortage monitoring value obtaining unit 24, whether or not deceleration monitoring value V _M is equal to or less than the target control value V _C is determined. In step S13, the deceleration monitoring value V _M is equal to or less than the target control value V _C when (Yes, deceleration to have insufficient) is determined, the process proceeds to step S14, the shortage monitoring value obtaining unit 24 counter the count value CT counts down (-1), also deceleration monitoring value V _M exceeds the control target value V _C when (No, deceleration is being sufficient) is determined, in step S15 Then, the counter of the shortage monitor value acquisition means 24 counts up (+1) the count value CT.

  Next, proceeding to step S16, the braking force increase gradient setting means 25 determines whether or not the count value CT is equal to or less than the predetermined value D, that is, whether or not the count value CT has reached the predetermined value D. When it is determined in step S16 that the count value CT is equal to or less than the predetermined value D (Yes, there is a large amount of deficiency), the process proceeds to step S17, where the braking force increase gradient setting means 25 is operated with a high rate increase gradient. Increase cylinder pressure. If it is determined in step S16 that the count value CT has not reached the predetermined value D (No, the shortage is small), the process returns to step S10 and the following steps are repeated.

In step S17, as shown in FIGS. 6 (a) and 6 (b), the braking force increase gradient setting means 25 calculates the time interval and the pressure increase pulse. Basically, the braking force incremental gradient setting unit 25, based on the shortage monitored value P _D acquired, with increasing controls the braking force at a given increment, the shortage monitor value P _D obtained The smaller the value is, the larger the increase amount is set. Further, the braking force incremental gradient setting unit 25, based on the acquired deficiency monitored value P _D, with increasing control intermittently braking force at a given time interval, obtained shortfall monitored value P _D The smaller the is, the shorter the time interval is set.

Specifically, in the calculation of the time interval TI, as shown in step S20 of FIG. 6A, the in-cycle correction value SH is obtained by the following equation (3).
SH = (predetermined set value 1−count value CT) × coefficient 1 (3)
Here, the given set value 1 and the coefficient 1 are appropriately set according to the type of the vehicle BK, the traveling state, and the like. Further, the correction value SH during the cycle is set to 0 (zero) or more.
Next, the process proceeds to step S21, and an interval standard value α is obtained by the following equation (4).
alpha = target control value _{V C} - deceleration monitoring value _{V M} + cycle in the correction value _S H ··· (4)
Thereafter, the process proceeds to step S22, and the time interval TI corresponding to the interval guide value α is acquired. Here, the time interval TI is set to be shorter as the interval reference value α is larger.

In addition, as shown in step S23 of FIG. 6B, the basic pressure increasing pulse PB is first determined based on the traveling state and the like, and the calculation of the pressure increasing pulse PZ proceeds to step S24, where the pulse correction value β Is obtained by the following equation (5).
β = (predetermined set value 2−count value CT) × coefficient 2 (5)
Here, the given set value 1 and the coefficient 1 are appropriately set according to the type of the vehicle BK, the traveling state, and the like. The pulse correction value β is set to 0 (zero) or more.
Thereafter, the process proceeds to step S25, and the pressure-increasing pulse PZ is obtained by the following equation (6).
PZ = basic pressure increase pulse PB + pulse correction value β (6)
Based on the time interval TI and the pressure-increasing pulse PZ thus determined, a high-rate increasing gradient is set and the braking force of the front wheel braking device FB is controlled.

Next, an example of the operation of the motorcycle brake control device 100 according to the present embodiment will be described with reference to a time chart shown in FIG. In addition, each figure is referred suitably.
First, when the vehicle BK is suddenly decelerated by the driver's braking operation and the load (center of gravity) moves to the front wheel FT side and the rear wheel RT is likely to be lifted, it is determined that the slow increase control is necessary (step) S10, Yes), the slow increase control is started (step S11), and as shown in FIG. 7A, the wheel speed V _F changes with respect to the vehicle body speed V _BK . At the same time, as shown in FIG. 7 (b), the control target value V _C is set (step S12), the difference between the deceleration monitoring value V _M is as the count value CT, is added or subtracted with respect to the control target value V _C (Step S13 to Step S15). Here, as shown in FIG. 7C, the count value CT has a preset initial value (reset state), and the count value CT is added or subtracted from the initial value. It has become. In this example, as shown in FIG. 7 (b), since the deceleration monitoring value V _M from the slow increase control is started at time t1 has reached the control target value V _C, in FIG. 7 (c) As shown, the count value CT is counted down (-1) from time 0 (zero, initial value) to time t1.

Thereafter, as shown in FIG. 7 (b), since the deceleration monitoring value V _M from the time t1 to time t2 is in a state of exceeding the control target value V _C, during this time, shown in FIG. 7 (c) Thus, the count value CT is counted up (+1). Thereafter, similarly, as shown in FIG. 7 (b), depending on whether the deceleration monitoring value V _M reaches the control target value V _C, as shown in FIG. 7 (c), the count value CT is counted down (-1) or counted up (+1). While the increase / decrease of the count value CT is repeated, when the count value CT reaches the predetermined value D (time t7a, step S16, Yes), the increasing gradient of the braking force of the front wheel brake FB starts from the slowly increasing gradient. The front wheel wheel cylinder pressure is increased by setting the gradient to increase at a high rate (step S17). In other words, a state where deficiency represented by the count value CT that correlates to the difference between the deceleration monitoring value V _M and the control target value V _C is insufficient as a given condition is satisfied, that is the control target value V _C shortage of deceleration monitoring value V _M is large and when the lifting of the rear wheels even deceleration monitoring value V _M is continued for a long time the state does not reach the control target value V _C increases the braking force is unlikely situation occur, The braking force is increased. As a result, the rear wheel lift is suppressed, the braking performance is ensured, and the operational feeling is improved.

  After that, at time t7b, when the count value CT exceeds the predetermined value D (the state in which the predetermined value D has not been reached) (step S16, No), the increasing gradient of the braking force of the front wheel brake FB becomes a high rate. From the increasing gradient to the slowly increasing gradient, the slowly increasing control is executed.

Here, with reference to each figure of FIG. 8, the pressure increasing pulse, the wheel speed, and the deceleration in the process in which the increasing gradient of the braking force is set from the slowly increasing gradient to the increasing gradient of the high rate, The relationship with the hydraulic pressure will be described.
As shown in FIG. 8 (d), when the slow increase control is started at the time t11 after the driver's braking operation, as shown in FIG. The pressure increasing pulse P1 is generated at the time interval. Thus, as shown in FIG. 8 (d), the first front wheel cylinder pressure P _FH1 is controlled lower than the first master cylinder pressure P _M. Along with this, correlated to the difference between the control target value V _C that shown in FIG. 8 (c) and the deceleration monitoring value V _M, as shown in FIG. 8 (d), the count value CT is counted down from the initial value Or it is counted up.

Thereafter, at time t12, the as shown in FIG. 8 (b), open the difference between the wheel speed _{V F} and the wheel speed _{V R,} it is determined that required ABS control (step S2 in FIG. 4, Yes), an increase The control is switched to the decrease control (step S3). Accordingly, as shown in FIG. 8D, the count value CT is reset to the initial value at time t12 (step S4). After the time t12, if the ABS control is no longer necessary (No at Step S2), the control shifts again to the rear wheel lifting suppression control (Step S5). Thereafter, when the count value CT reaches a predetermined value (not shown) as shown between time t13 and time t14, as shown in FIG. 8 (a), the pressure increasing pulse P2 is generated at a predetermined short time interval. Then, the braking force is controlled with an increasing gradient at a high rate. As a result, as shown in FIG. 8D, between the time t13 and the time t14, the first front wheel wheel cylinder pressure _PFH1 rises so as to draw a curve, and the braking performance of the front wheel brake FB is improved. Incidentally, between the time t14 of time t15, as shown in FIG. 8 (c), correlated to the difference between the deceleration monitoring value V _M and the control target value V _C repeats the count value CT of the countdown and count up Thus, as shown in FIG. 8A, the generation of the pressure-increasing pulse is small. At time t16 from the time t15 is just before the vehicle is stopped BK, 8 as shown in (c), around past the time t15 and the control target value V _C and deceleration monitoring value V _M is the same value As shown in FIG. 8D, the count value CT reaches a predetermined value (not shown), and the increasing gradient of the braking force is set to the increasing gradient of the high rate. As a result, the pressure increasing pulse P3 is generated. Thereafter, the vehicle BK stops.

According to the brake control device for the motorcycle 100 of the embodiment described, the lifting of the rear wheel be shortage of shortage monitor value V _M is to increase the braking force is insufficient as satisfies a given condition occurs more When the situation is difficult, the deficient monitor value acquisition means 24 sets the increasing gradient of the braking force to the increasing gradient of the high rate. As a result, the feeling of operation is improved while the lifting of the rear wheel is suppressed.

Further, when the control of the braking force by increasing the gradient of the high-rate of a condition that has not required, since the increase gradient of the braking force is set small, the braking force corresponding to the shortage of the deceleration monitoring value V _M With this, braking can be performed. Therefore, the operation feeling is improved while further suppressing the rear wheel lift.

Braking force incremental gradient setting unit 25 moderation set a larger pressure increase pulse PZ acquired deficiency monitored value P _{D (count} value CT) is small, also small shortage monitored value P _D acquired time since it is configured to set a short interval TI, shortage monitored value P _D is small, when the shortage of the deceleration monitoring value V _M is necessary to set a large incremental gradient corresponding, the control for increasing the braking force It can be done efficiently.

The counter of shortage monitoring value obtaining unit 24, the count value CT is counted down when the deceleration monitoring value V _M does not reach the control target value V _C, deceleration monitoring value V _M reaches the target control value V _C since the count value CT when that is adapted to be counted up, it can be allowed to follow the change of the acquired deceleration monitoring value V _M increases or decreases the count value CT. Then, when the count value CT by the counter reaches the predetermined value D, the shortage monitor value acquisition unit 24 changes the braking force increasing gradient of the front wheel braking device FB to a slowly increasing gradient (at the time of starting the braking force increasing control). since increasing slope) is adapted to set larger than, become braking forces of the front wheel braking device FB is increased, while following a change in the deceleration monitoring value V _M, lifting of the rear wheel to more accurately Is suppressed, and the operational feeling is improved. In addition, it is possible to ensure a suitable braking force.

Further, the deficient monitor value acquisition means 24, when the count value CT reaches the predetermined value D and then returns to the state where it does not reach the predetermined value D again, that is, when it is no longer necessary to increase the braking force. because setting a small increase gradient of the braking force, so that an increase gradient is set to correct the gradient corresponding to the shortage of the deceleration monitoring value V _M. Therefore, the operation feeling is improved while suppressing the rear wheel lift.

In addition, since the count value CT is reset to the initial value when switching from the increase control to the decrease control, it is possible to simplify the arithmetic processing when switching from the increase control to the decrease control. it is possible to realize the acquisition of values P _D with less processing load.

(Second Embodiment)
FIG. 9 is a block diagram showing a motorcycle brake control device according to a second embodiment of the present invention, and FIG. 10 is a block diagram showing a main part. The present embodiment differs from the first embodiment in that the control device 20 includes a road surface friction coefficient determination means 26A, an elapsed time determination means 27, a braking force generation order determination means 28, and a braking force magnitude determination means 29. The other points are not changed.

(Road surface friction coefficient determination means 26A)
The road surface friction coefficient determination means 26A determines whether or not the road surface during travel of the vehicle BK satisfies a given low friction coefficient condition. Friction coefficient between the road surface friction coefficient determining means 26A, the higher the friction coefficient is large time rate of change of the deceleration monitoring value V _M by utilizing the fact that a high value, the road surface during traveling and the wheels FT, and RT is intended to estimate the (road surface friction coefficient), graph the relationship between the time rate of change and the road surface friction coefficient of the deceleration monitoring value V _M, stores in advance as a table or the like, the road surface friction coefficient using such relationship presume. Then, the road surface friction coefficient determining means 26A determines that the running road surface satisfies a given low friction coefficient condition when the estimated road surface friction coefficient is equal to or less than a given value, and is estimated. When the road surface friction coefficient is larger than a given value, it is determined that the running road surface does not satisfy the given low friction coefficient condition. The determination result is output to the braking force control means 26. The method for estimating the road surface friction coefficient can be replaced by other known methods.

  The braking force control means 26 increases the given high rate when it is judged that the running road surface satisfies the given low friction coefficient condition based on the judgment result of the road surface friction coefficient judging means 26A. Based on the gradient, the braking force of the front wheel brake FB is controlled. When the road surface friction coefficient is low, it is difficult for the rear wheel to lift. Therefore, when the road surface friction coefficient is low, the braking force control means 26 can perform more efficient braking by increasing the braking force of the front wheel brake FB based on a given high rate increasing gradient. .

(Elapsed time determination means 27)
The elapsed time determination means 27 measures the elapsed time from the start of braking of the vehicle BK. Then, it is determined whether or not the elapsed time from the start of braking is within a reference time described later. The determination result is output to the control target value setting means 23.
The elapsed time determination means 27 detects the braking start of the vehicle BK, specifically, the braking start of the wheel brakes FB and RB by the same method as the braking force generation order determination means 28 described later, and detects the detected braking. Measure the elapsed time from the start.

  The reference time is the time required for the change in load before and after the vehicle BK to stabilize after the vehicle BK starts braking. When the vehicle BK includes a front fork type steering mechanism, the time required from when the vehicle BK starts decelerating until the suspension of the front fork finishes being the reference time is the reference time.

Based on the determination result of the elapsed time determination unit 27, the control target value setting unit 23 compares the elapsed time with the reference time when it is determined that the elapsed time is within the reference time. , setting a small control target value _{V C.} When the elapsed time is within the reference time, the load change between the front and rear of the vehicle BK is in an unstable state, so the limit deceleration monitor value is smaller than when the elapsed time exceeds the reference time. . Therefore, when the elapsed time is within the reference time, as compared with the case where the elapsed time exceeds the reference time, by setting smaller the control target value V _C, the limit deceleration monitoring value varies depending on the state of the vehicle BK Thus, it is possible to suppress the occurrence of rear wheel lifting while suppressing a decrease in the braking force of the front wheel brake FB.

(Braking force generation order determination means 28)
The braking force generation order determination means 28 determines the generation order of the braking force of the front wheel brake FB and the braking force of the rear wheel brake RB. These generation orders correlate with the input order of operation inputs to the wheel brakes FB and RB, and are determined based on the detection values of the pressure sensors 51 and 52 in this embodiment. For example, if the operation input to the front wheel brake FB is first, the detection value of the first pressure sensor 51 is first increased from 0 (zero), and if the operation input to the rear wheel brake RB is first, the second The detection value of the pressure sensor 52 increases from 0 (zero) first. The braking force generation order determination means 28 determines the generation order of the braking forces of the wheel brakes FB and RB by determining which of the detection values of the pressure sensors 51 and 52 has first increased from 0 (zero). To do. Since the hydraulic pressure unit 10 of the present embodiment includes the delay valve 19, the braking force generation order determination unit 28 determines that the front wheel when the detection value of the second pressure sensor 52 increases from 0 (zero). It can be determined that the generation of the braking force of the brake FB is slower than the generation of the braking force of the rear wheel brake RB. The determination result is output to the control target value setting means 23.

The control target value setting unit 23 determines that the generation of the braking force of the front wheel brake FB is later than or the same as the generation of the braking force of the rear wheel brake RB based on the determination result of the braking force generation order determination unit 28. the, compared to the case where the generation of the brake force of the front wheel brake FB is determined earlier than the occurrence of the braking force of the rear wheel brake RB, setting a large control target value V _C.
When the generation of the braking force of the front wheel brake FB is slower or simultaneous with the generation of the braking force of the rear wheel brake RB, the center of gravity of the vehicle BK is lowered by the braking force of the rear wheel brake RB, and the rear wheel is lifted. Therefore, the limit deceleration monitor value becomes larger than when the braking force of the front wheel brake FB is generated earlier than the braking force of the rear wheel brake RB.
Therefore, when the braking force of the front wheel brake FB is generated later than or simultaneously with the braking force of the rear wheel brake RB, the braking force of the front wheel brake FB is generated more than the braking force of the rear wheel brake RB. Compared to the early case, the control target value V _C is set to be larger, so that control corresponding to the limit deceleration monitor value that varies depending on the state of the vehicle BK is performed, and the reduction of the braking force of the front wheel brake FB is suppressed. Occurrence of lifting can be suppressed.

(Braking force magnitude determination means 29)
The braking force magnitude determination means 29 determines the relationship between the magnitudes of the braking force generated in the front wheel brake FB and the braking force generated in the rear wheel brake RB. The magnitude of the braking force, that is, the wheel cylinder pressure acting on the wheel brakes FB and RB is determined by the detection results of the pressure sensors 51 and 52 and the driving amounts of the inlet valves 11 and the outlet valves 12 by the braking force control means 26. Based on the above. The wheel cylinder pressure acting on each wheel brake FB, RB is directly detected by separately providing pressure sensors in the wheel hydraulic pressure paths B1, B2 in the vicinity of each wheel brake FB, RB. Also good. The determination result is output to the control target value setting means 23.

Based on the determination result of the braking force magnitude determination unit 29, the control target value setting unit 23 determines that the front wheel brake FB is applied when the braking force of the front wheel brake FB is determined to be equal to or less than the braking force of the rear wheel brake RB. compared to the case where the braking force is determined to be larger than the braking force of the rear wheel brake RB, setting a large control target value V _C.
When the braking force of the front wheel brake FB is less than or equal to the braking force of the rear wheel brake RB, the center of gravity of the vehicle BK is lowered by the braking force of the rear wheel brake RB, and the rear wheel lift is less likely to occur. The limit deceleration monitor value becomes larger than when the braking force is larger than the braking force of the rear wheel brake RB.
Therefore, when the braking force of the front wheel brake FB is equal to or less than the braking force of the rear wheel brake RB, the control target value V _C is set as compared with the case where the braking force of the front wheel brake FB is larger than the braking force of the rear wheel brake RB. By setting a large value, control corresponding to the limit deceleration monitor value that differs depending on the state of the vehicle BK can be performed, and the occurrence of rear wheel lifting can be suppressed while suppressing a decrease in the braking force of the front wheel brake FB.

Here, detailed configurations of the control target value setting unit 23 and the elapsed time determination unit 27 according to the present embodiment will be described.
As shown in FIG. 10, the control target value setting means 23 includes, as functional units, a reference control target value setting unit 23a, an elapsed time corresponding correction unit 23b ₁ , a braking force generation order corresponding correction unit 23b _2, and a braking force magnitude. It includes a control target value correction unit 23b having a corresponding correction unit 23b _3, a. The elapsed time determination unit 27 includes a reference time setting unit 27a and an elapsed time determination unit 27b as functional units.

First, a detailed configuration of the elapsed time determination unit 27 will be described.
Reference time setting unit 27a, based on the vehicle speed V _BK, by using the pre-stored relationship between the vehicle speed V _BK and the reference time, it sets a reference time corresponding to the vehicle speed V _BK. The reference time correlates with the vehicle speed monitor value at the start of braking, and has a feature that the reference time becomes shorter as the vehicle speed monitor value at the start of braking increases. The reference time setting unit 27a stores in advance the relationship between the vehicle speed monitor value at the start of braking in the vehicle BK and the reference time.

  The elapsed time determination unit 27b determines whether or not the elapsed time is within the reference time based on the reference time set by the reference time setting unit 27a.

Next, a detailed configuration of the control target value setting unit 23 will be described.
The reference control target value setting unit 23a sets a control target value V _C in the reference state (hereinafter also referred to as a reference control target value V _C ). The reference state is a state in which correction by the elapsed time corresponding correction unit 23b ₁ , the braking force generation order corresponding correction unit 23b ₂ and the braking force magnitude corresponding correction unit 23b ₃ described later is not required, that is, the elapsed time is equal to or longer than the reference time. Yes, the operation input to the front wheel brake FB is faster and the braking force of the front wheel brake FB is equal to or greater than the braking force of the rear wheel brake RB. The set reference control target value (V _C ; V _C > 0 (zero)) is output to the elapsed time corresponding correction unit 23 b ₁ .

The control target value correction unit 23b corrects the control target value (reference control target value V _C ) based on the determination results of the elapsed time determination unit 27, the braking force generation order determination unit 28, and the braking force magnitude determination unit 29. It is composed of an elapsed time correspondence correction unit 23b ₁ , a braking force generation order correspondence correction unit 23b ₂ and a braking force magnitude correspondence correction unit 23b ₃ .

Elapsed time corresponding correction section 23b _1, based on a determination result by the elapsed time determining unit 27b, corrects the target control value _{(V C).} In this embodiment, the elapsed time corresponding correction section 23b _1, when the elapsed time is within the reference time, as small corrects the control target value of the predetermined value [alpha] 1 (0 _(zero) <α1 <V C). The obtained target control value _{(V C} or _V C _-α1) is output to the brake force generation order corresponding correction section 23b _2.

Braking force generating order corresponding correction section 23b _2, based on a determination result of the braking force generation order determining unit 28 corrects the control target value _{(V C} or _V C _-α1). In this embodiment, if the braking force generation order corresponding correction section 23b ₂ is the generation of the braking force of the front wheel brake FB is determined to be slow or simultaneous than the generation of the braking force of the rear wheel brake RB, the control target The value (V _C or V _C −α1) is corrected by a predetermined value α2. The obtained target control value _{(V C, V C -α1,} V C + α2 or _V C _-α1 + _α2) is output to the brake force magnitude corresponding correction unit 23b _3.

The braking force magnitude corresponding correction unit 23b ₃ corrects the control target value (V _C , V _C −α1, V _C + α2, or V _C −α1 + α2) based on the determination result by the braking force magnitude determination means 29. To do. In the present embodiment, the braking force magnitude corresponding correction unit 23b _3, when the braking force of the front wheel brake FB is equal to or less than the braking force of the rear wheel brake RB, the control target value (V _C, V C - α1, V _C + α2, or V _C −α1 + α2) is corrected by a predetermined value α3. The obtained control target value (V _C , V _C −α1, V _C + α2, V _C + α3, V _C −α1 + α2, V _C −α1 + α3, V _C + α2 + α3, or V _C −α1 + α2 + α3) is a braking force increasing gradient. It is output to the setting means 25.

The control target value correction unit 23b is an example, and the order of correction can be changed as appropriate (any order is acceptable, and simultaneous is also possible). Further, the reference state of the reference control target value set by the reference control target value setting unit 23a can be changed as appropriate, and the control target value correcting unit 23b corresponds to the reference control target value set as appropriate. to correct the value _{V C.}

(Method for controlling braking force of front wheel brake FB)
Next, a method for controlling the braking force of the front wheel brake FB using the motorcycle brake control device 100 according to the present embodiment will be described. FIG. 11 is a flowchart for explaining a method for controlling the braking force of the front wheel brake using the motorcycle brake control device according to the embodiment of the present invention. FIG. 12 is a subroutine of step 32 of FIG. In addition, each figure is referred suitably.

  As shown in FIG. 11, in this embodiment, when it is determined in step S2 that ABS control is not necessary (No), the process proceeds to step S30, where the road surface friction coefficient determination means 26A reduces the road surface friction coefficient. It is determined whether or not the friction coefficient condition is satisfied. And when it determines with satisfy | filling at step S30 (Yes), it progresses to step S31 and front-wheel wheel cylinder pressure is increase-controlled by the increase gradient of a high rate. As a result, efficient braking is performed. On the other hand, when it is determined that the condition is not satisfied (No) in Step S30, the process proceeds to Step S32, and the control shifts to the rear wheel lift suppression control similarly to the first embodiment.

As shown in FIG. 12, the rear wheel lift suppression control of this embodiment is different from the first embodiment in that control target value correction is performed in step S40. As shown in FIG. 13, the control target value correction is started by first determining whether or not the elapsed time is within the reference time in step S41.
The elapsed time determining unit 27, if the elapsed time is determined to be within the reference hours (Yes in step S41), the control target value setting means 23 of the controller 20 corrects the target control value V _C ( Step S42), the process proceeds to step S43.
Further, the elapsed time determining unit 27, if the elapsed time is determined to exceed the reference time (No in step S41), the control target value setting means 23 of the controller 20, the control target value V _C The process proceeds to step S43 without correction.
Here, when the elapsed time is within the reference time, the limit deceleration monitor value is smaller than when the elapsed time exceeds the reference time because the load of the motorcycle is moving. . Therefore, when the elapsed time is within the reference time, as compared with the case where the elapsed time exceeds the reference time, by setting smaller the control target value V _C, different limit deceleration monitoring value by the state of the motorcycle It becomes possible to perform control corresponding to. Therefore, it is possible to secure a suitable braking force while suppressing the rear wheel lift.

Subsequently, when it is determined by the braking force generation order determination means 28 that the generation of the braking force of the front wheel brake FB is slower or simultaneous with the generation of the braking force of the rear wheel brake RB (Yes in step S43). , the control target value setting means 23 of the controller 20 corrects the target control value _{V C} (step S44), the process proceeds to step S45.
Further, when the braking force generation sequence generation unit 28 determines that the generation of the braking force of the front wheel brake FB is earlier than the generation of the braking force of the rear wheel brake RB (No in step S43), the control device 20 control target value setting means 23, without correcting the target control value V _C, the process proceeds to step S45.

When the generation of the braking force of the front wheel braking device FB is slower or simultaneous with the generation of the braking force of the rear wheel braking device RB, the center of gravity of the motorcycle is lowered by the braking force of the rear wheel braking device RB, and the rear wheel is lifted. Since the braking force of the front wheel braking device FB is generated earlier than the braking force of the rear wheel braking device RB, the limit deceleration monitor value is increased.
Therefore, when the braking force of the front wheel braking device FB is generated later than or simultaneously with the braking force of the rear wheel braking device RB, the braking force of the front wheel braking device FB is generated by the braking force of the rear wheel braking device RB. By setting the control target value V _C to be larger than when it is earlier than the occurrence of this, it becomes possible to perform control corresponding to the limit deceleration monitor value that varies depending on the state of the motorcycle. Therefore, it is possible to secure a suitable braking force while suppressing the rear wheel lift.

Subsequently, when the braking force magnitude determination means 29 determines that the braking force of the front wheel brake FB is equal to or less than the braking force of the rear wheel brake RB (Yes in step S45), the control target value of the control device 20 is determined. setting means 23 corrects the control target value _{V C} (step S46), the process proceeds to step S13 in FIG. 12.
When the braking force magnitude determination means 29 determines that the braking force of the front wheel brake FB is larger than the braking force of the rear wheel brake RB (No in step S45), the control target value setting of the control device 20 is set. means 23, without correcting the target control value _{V C,} the process proceeds to step S13 in FIG. 12.

When the braking force of the front wheel braking device FB is less than or equal to the braking force of the rear wheel braking device RB, the center of gravity of the motorcycle is lowered by the braking force of the rear wheel braking device RB, and it is difficult for the rear wheel to lift. by setting a large control target value V _C when such, it becomes possible to perform control corresponding to different limit deceleration monitoring value by the state of the motorcycle, a suitable control while suppressing the lifting of the rear wheel Ensuring power is achieved and operational feeling is improved.

Then, by the first embodiment and the shortage monitoring value obtaining unit 24 in the same manner, whether deceleration monitoring value V _M is equal to or less than the target control value V _C is determined, the shortage monitoring value obtaining unit 24 The count value CT is counted down (-1) by the counter, or the count value CT is counted up (+1), and the process proceeds to the following steps.

  According to such a motorcycle brake control device 100, it is possible to improve the operational feeling while more reliably suppressing the rear wheel lift. Further, the braking force of the front wheel brake FB is increased in consideration of the road surface friction coefficient, the elapsed time from the start of braking, the generation order of the braking force of each wheel brake FB, RB, and the magnitude of the braking force of each wheel brake device FB, RB. By setting the gradient and performing the increase control of the front wheel brake FB based on the increased gradient, it is possible to achieve a balance between suppression of rear wheel lift and high braking performance in accordance with each situation.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A design change is possible suitably in the range which does not deviate from the summary of this invention.
For example, although the above embodiment has been described with a focus on the braking force of the front wheel brake device FB, the present invention can be similarly applied to the case where the control is performed in conjunction with the rear wheel brake device RB.
Moreover, in the said embodiment, although the 1st master cylinder pressure and the 2nd master cylinder pressure are each detected by the 1st pressure sensor 51 and the 2nd pressure sensor 52, it is not restricted to this, Each master cylinder pressure May be estimated by a known method.

1 is a configuration diagram of a motorcycle including a motorcycle brake control device according to a first embodiment of the present invention. FIG. 1 is a brake hydraulic circuit diagram of a motorcycle brake control device. FIG. 1 is a block diagram showing a motorcycle brake control device according to a first embodiment of the present invention. FIG. It is a flowchart for demonstrating the control method of the braking force of a front-wheel brake. (A) and (b) are the subroutine of step S5 of FIG. This is a subroutine of step S17 in FIG. 4 is a time chart schematically showing an example of the operation of the motorcycle brake control device according to the first embodiment. It is a time chart which shows typically an example of operation similarly. It is a block diagram which shows the brake control apparatus for motorcycles concerning 2nd Embodiment of this invention. It is a block diagram which shows the principal part of the brake control apparatus for motorcycles similarly. It is a flowchart for demonstrating the control method of the braking force of a front-wheel brake. This is a subroutine of step S31 in FIG. This is a subroutine of step S40 in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Hydraulic pressure unit 20 Control apparatus 21 Deceleration monitor value acquisition means 22 Vehicle body speed monitor value acquisition means 23 Control target value acquisition means 24 Insufficiency monitor value acquisition means 25 Braking force increase gradient setting means 26 Braking force control means 26A Road surface friction coefficient Determination means 27 Elapsed time determination means 28 Braking force generation order determination means 29 Braking force magnitude determination means 100 Brake control device for motorcycle FB Front wheel brake (device)
RB Rear wheel brake (device)

Claims (7)

A brake control device for a motorcycle having braking force control means for controlling the braking force of a brake device mounted on a wheel to at least decrease or increase, and suppressing wheel lock during braking,
A deceleration monitor value acquisition means for acquiring a deceleration monitor value correlated with the deceleration of the motorcycle;
Control target value setting means for setting a control target value that correlates with a critical deceleration at which rear wheel lifting occurs during braking;
Monitoring the shortage of the deceleration monitoring value for the control target values, the shortage monitoring value obtaining means for obtaining the shortage monitor value that correlates to the shortage,
Braking force increase gradient setting for setting the increase gradient of the braking force of the brake device to be larger than the increase gradient at the start of the increase control of the braking force when the acquired shortage monitor value satisfies the given first condition Means,
With
The braking force control means is configured to control the braking force of the brake device based on a set increase gradient ,
The insufficient monitor value acquisition means counts down the count value as the insufficient monitor value when the deceleration monitor value does not reach the control target value, and the deceleration monitor value reaches the control target value. A counter that counts up the count value when
The braking force increase gradient setting means includes:
When the count value reaches a given count value as the given first condition, the increasing gradient of the braking force of the brake device is set larger than the increasing gradient at the start of the braking force increase control. And
Based on the acquired count value, the braking force is intermittently controlled to increase at a given time interval, and the smaller the acquired count value, the smaller the time interval ratio during the increase control is set. And
The smaller the acquired count value, the larger the pressure increasing pulse for increasing control of braking force, and the smaller the acquired count value, the shorter the time interval and the larger the increasing gradient. A brake control device for a motorcycle, characterized by being set as follows . A brake control device for a motorcycle having braking force control means for controlling so as to reduce or increase the braking force of a brake device mounted on a wheel and suppressing wheel lock during braking,
A deceleration monitor value acquisition means for acquiring a deceleration monitor value correlated with the deceleration of the motorcycle;
Control target value setting means for setting a control target value that correlates with a critical deceleration at which rear wheel lifting occurs during braking;
Monitoring the shortage of the deceleration monitoring value for the control target values, the shortage monitoring value obtaining means for obtaining the shortage monitor value that correlates to the shortage,
When the acquired shortage monitor value satisfies the given first condition, the increase gradient of the braking force of the brake device is set larger than the increase gradient at the start of the increase control of the braking force, and the acquired Braking force increase gradient setting means for resetting the increase gradient set to be larger than this when the deficient monitor value satisfies the given second condition after satisfying the first condition;
With
The braking force control means controls the braking force of the brake device based on a set increase gradient ,
The insufficient monitor value acquisition means counts down the count value as the insufficient monitor value when the deceleration monitor value does not reach the control target value, and the deceleration monitor value reaches the control target value. A counter that counts up the count value when
The braking force increase gradient setting means includes:
When the count value reaches a given count value as the given first condition, the increasing gradient of the braking force of the brake device is set larger than the increasing gradient at the start of the increasing control of the braking force. , When returning to a given count value as the given second condition, the increasing slope set larger is set smaller than this,
Based on the acquired count value, the braking force is intermittently controlled to increase at a given time interval, and the smaller the acquired count value, the smaller the time interval ratio during the increase control is set. And
The smaller the acquired count value, the larger the pressure increasing pulse for increasing control of braking force, and the smaller the acquired count value, the shorter the time interval and the larger the increasing gradient. A brake control device for a motorcycle, characterized by being set as follows . The deficient monitor value acquisition unit resets the count value to an initial value when the braking force control of the brake device by the braking force control unit is switched from increase control to decrease control. The brake control device for a motorcycle according to claim 1 or 2 . Road surface friction coefficient determination means for determining whether or not the road surface friction coefficient satisfies a given low friction coefficient condition;
The braking force increase gradient setting means, when it is determined that the road surface friction coefficient satisfies a given low friction coefficient condition, the braking force increasing gradient at the start of braking force increase control. The brake control device for a motorcycle according to any one of claims 1 to 3 , wherein the brake control device is set to be larger than that of the motorcycle. Elapsed time determination means for determining whether the elapsed time from the start of braking of the motorcycle is within a reference time required to stabilize the load change between the front and rear wheels of the motorcycle,
The control target value setting means sets the control target value smaller when it is determined that the elapsed time is within the reference time than when it is determined that the elapsed time exceeds the reference time. The brake control device for a motorcycle according to any one of claims 1 to 4 . Among the braking devices, further comprising a braking force generation order determination means for determining the generation order of the braking force of the front wheel braking device and the braking force of the rear wheel braking device,
The control target value setting means generates the braking force of the front wheel braking device when the braking force of the front wheel braking device is determined to be slower than the braking force of the rear wheel braking device. compared with the case where it is determined that earlier than the occurrence of the braking force of the wheel brake system, for a motorcycle according to claims 1, characterized in that the control target value is set to be large in any one of claims 5 Brake control device. A braking force magnitude judging means for judging a relationship between magnitudes of the braking force of the front wheel braking device and the braking force of the rear wheel braking device;
The control target value setting means determines that the braking force of the front wheel braking device is less than the rear wheel braking device when the braking force of the front wheel braking device satisfies a predetermined condition and is smaller than the braking force of the rear wheel braking device. The brake control for a motorcycle according to any one of claims 1 to 6 , wherein the control target value is set to be larger than a case where it is determined that the braking force is greater than a braking force of the wheel brake device. apparatus.

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