JP4866379B2 - Brake hydraulic pressure control device for bar handle vehicle - Google Patents

Description

  The present invention relates to a brake hydraulic pressure control device for a bar handle vehicle.

  In addition to antilock brake control for each wheel brake, the front and rear wheel brakes are mainly used as a hydraulic circuit for brake hydraulic pressure control devices used in bar-handle type vehicles such as motorcycles, tricycles, and all-terrain vehicles (ATVs). There is known one that can perform brake control for interlocking (hereinafter referred to as interlocking brake control) (see, for example, Patent Document 1).

  In this hydraulic circuit, a brake system for braking one of the two front and rear wheel brakes (for example, the rear wheel brake) and a brake system for braking the other wheel brake (for example, the front wheel brake). And is configured. The master cylinder provided in the brake system for the rear wheels and the wheel cylinder provided in the brake system for the front wheels are connected through a hydraulic path, and the brake system for the rear wheels can control the brake fluid pressure. The brake fluid pressure is applied to the wheel brake of the front wheel by operating the brake lever of the rear wheel.

JP 2006-117233 A

By the way, in the brake hydraulic pressure control device for a bar handle vehicle of Patent Document 1, as described above, the brake system of the rear wheel is provided so as to be able to control the increase of the brake hydraulic pressure. It has been essential to provide a sensor that detects the brake fluid pressure in the fluid pressure path leading to the master cylinder and a sensor that detects the brake fluid pressure applied to the wheel brakes of the rear wheels.
For this reason, it is necessary to provide a space for arranging these sensors in the control device, and there is a problem that the control device is increased in size and cost.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a brake hydraulic pressure control device for a bar handle vehicle that can control the increase of the brake hydraulic pressure and can reduce the size of the entire device and reduce the cost.

SUMMARY OF THE INVENTION The present invention that solves such problems includes a front-wheel brake system that applies a braking force to a front wheel brake, and a rear-wheel brake system that applies a braking force to a rear wheel brake. a fluid pressure control device, the brake system for the rear wheel, and a master cylinder for generating a brake fluid pressure corresponding to the stroke extent of the brake operation element of the rear wheel, a first hydraulic pressure passage communicating with the master cylinder A second hydraulic path branched from the first hydraulic path, a first wheel cylinder connected to the first hydraulic path, a second wheel cylinder connected to the second hydraulic path, and The second hydraulic pressure path detection means provided in the second hydraulic pressure path and capable of detecting the brake hydraulic pressure in the second hydraulic pressure path, and without increasing the brake hydraulic pressure in the first hydraulic pressure path, The brake fluid pressure in the second fluid pressure passage can be increased. Pressure increasing means, pressure adjusting means capable of adjusting the brake hydraulic pressure in the second hydraulic pressure path boosted by the pressure increasing means, and master pressure estimating means for estimating the brake hydraulic pressure generated in the master cylinder And the pressure adjusting means adjusts a differential pressure between the first hydraulic pressure path and the second hydraulic pressure path, and the first liquid is operated by operating the brake operator of a rear wheel. The brake fluid pressure in the second fluid pressure passage is increased as the brake fluid pressure in the pressure passage rises, and the master pressure estimating means is used for operating the brake operator of the front wheel. The brake fluid pressure of the master cylinder is estimated when the brake operator of the rear wheel is operated after the start of the interlock brake control for generating the braking force in the brake system for the rear wheel in conjunction. the at brake control second Hui A target wheel pressure calculating unit that calculates a target wheel pressure to be applied to the cylinder, and a target that is set in the pressure adjusting unit by feedback control so that the brake fluid pressure increased by the pressure increasing unit approaches the target wheel pressure A target adjustment pressure calculation unit that calculates an adjustment pressure, and a master pressure calculation unit that estimates a brake fluid pressure of the master cylinder from the target wheel pressure and the target adjustment pressure are provided.

According to this bar handle vehicle brake hydraulic pressure control device, the second wheel cylinder of the brake system for the rear wheel can be boosted by the boosting means, so that the brake operator corresponding to the brake system for the front wheel can be operated. In conjunction with this, it is possible to execute linked brake control for generating braking force in the brake of the brake system for the rear wheels .
Moreover, according to the present invention is provided with a master pressure estimating means, since the boosting means is enabled to estimate the brake fluid pressure of the first hydraulic path of brake system for the rear wheels provided, after The brake hydraulic pressure in the first hydraulic pressure passage can be grasped without providing a conventional detecting means for detecting the brake hydraulic pressure for the wheel brake system. That is, the brake system for the rear wheel has two hydraulic pressure paths, the first hydraulic pressure path and the second hydraulic pressure path, and can generate a hydraulic pressure difference between the two hydraulic pressure paths. However, it is not necessary to increase the number of detection means.
As a result, the number of detection means installed in the brake system for the rear wheels can be reduced, and the boost control can be performed in the same manner as when the detection means for detecting the brake hydraulic pressure in the first hydraulic pressure path is provided. A brake hydraulic pressure control device for a bar handle vehicle that can be executed and can be reduced in size and cost as a whole device is obtained.

  In addition, since it is not necessary to increase the brake fluid pressure in the first hydraulic pressure path during interlocking brake control, even if additional input is performed by the brake operator during interlocking brake control, no reaction force is generated in the brake operator. The so-called “wall feeling (rigidity)” is not given to the driver. In other words, according to the present invention, the operation feeling of the brake operator during the interlocking brake control can be made the same as the operation feeling at the time of normal braking where the interlocking brake control is not executed.

Further, the target adjusting pressure calculation unit, before SL and the target wheel pressure target wheel pressure calculation unit has calculated the last time, the brake fluid pressure the second hydraulic path detected by the detecting means and the feedback control from the target adjustment pressure It is good to be the structure which calculates.

  According to the brake hydraulic pressure control device for a bar handle vehicle, since the estimation by the master pressure estimating means is performed based on the previously calculated target wheel pressure and the actually detected brake hydraulic pressure, the entire device As a result, the brake fluid pressure can be estimated with high accuracy.

The target wheel pressure calculation unit may calculate the target wheel pressure based on the brake fluid pressure generated in the brake system for the front wheels .

According to the brake hydraulic pressure control device for a bar handle vehicle, since the target wheel pressure is calculated based on the brake hydraulic pressure in the brake system for the front wheels that is actually detected, it is possible to realize good interlocking brake control. In addition, the brake fluid pressure can be estimated with high accuracy.

Further, the brake system for the front wheels includes a master cylinder that generates a brake fluid pressure corresponding to a stroke amount of a brake operator, and a detection unit that can detect at least a brake fluid pressure in a fluid pressure path that communicates with the master cylinder. It is preferable that the target wheel pressure calculation unit of the brake system for the rear wheels calculates the target wheel pressure based on the brake hydraulic pressure detected by the detection means.

According to the brake fluid pressure control device for a bar handle vehicle, the target wheel pressure is calculated based on the brake fluid pressure corresponding to the stroke amount of the brake operating element in the brake system for the front wheels. Brake control can be realized and the brake fluid pressure can be estimated with high accuracy.

  ADVANTAGE OF THE INVENTION According to this invention, the brake hydraulic pressure control apparatus for bar handle vehicles which can aim at the size reduction of the whole apparatus and reduction of a cost, while the pressure | voltage rise control of brake hydraulic pressure is possible is obtained.

The brake hydraulic pressure control device for a bar handle vehicle according to the present embodiment is suitably used for a bar handle type vehicle such as a motorcycle, a tricycle, and an all terrain vehicle (ATV). As shown in FIG. a brake system F for a front wheel for applying braking force to the brake B _F, the brake system R for rear wheel for applying braking force to the rear wheel brake B _R, interlocking brake control for interlocking the both brakes B _F, the B _R and two brake B _F, B _R of the control unit to execute the antilock brake control SU and a (see FIG. 2).
As shown in FIG. 2, the control unit SU is provided with a master pressure estimating means 200. In this embodiment, the master pressure estimating means 200 causes the first hydraulic pressure path of the brake system R for the rear wheels. The brake fluid pressure generated at A1 is estimated. That is, the rear-wheel brake system R has a configuration in which detection means such as a pressure sensor that detects the brake hydraulic pressure generated in the first hydraulic pressure path A1 is omitted.

  Here, since the main hydraulic circuits are the same for both brake systems F and R, the brake system F for the front wheels will be mainly described below, and the brake system R for the rear wheels will be described as appropriate. The components such as solenoid valves and motors provided in both brake systems F and R are the same in both brake systems F and R, and are therefore described with the same reference numerals. For the brake system R, the symbol “′” is appended to the appended alphanumeric sign to distinguish it from the brake system F for the front wheels.

The brake system F for the front wheels includes a master cylinder M that generates brake fluid pressure according to the stroke amount of the brake operator L, and a first wheel cylinder W1 connected to a first fluid pressure path A1 that communicates with the master cylinder M. , W1, the second wheel cylinder W2 connected to the second hydraulic pressure path A2 branched from the first hydraulic pressure path A1, and the second wheel cylinder without increasing the brake hydraulic pressure in the first hydraulic pressure path A1. A pressure increasing means S capable of increasing the brake fluid pressure in W2, a first control valve means V1 provided in the first hydraulic pressure path A1, and a second control valve means V2 provided in the second hydraulic pressure path A2. , A reservoir T that can store brake fluid, a first pressure sensor P1 that measures the brake fluid pressure in the first fluid pressure passage A1, and a second pressure sensor that measures the brake fluid pressure in the second fluid pressure passage A2. P2 (second hydraulic pressure path detection means) It is provided.
In this embodiment, two brake _B F, with respect to _{B R,} wherein the first wheel cylinders W1, W1 and the second wheel cylinder W2 (brake _{B R} In the first wheel cylinders W1 ', W1' and a second wheel cylinder W2 ') and is used respectively 3 pots brake equipped with, as described later, the second wheel cylinder W2 (brake B _R in the second wheel cylinder W2 of which' the), are driven during the interlocked brake control to be described later Cylinder.

  The master cylinder M has a cylinder (not shown) connected to a tank chamber for storing brake fluid. The master cylinder M slides in the cylinder axial direction by the operation of the brake operator L in the cylinder. A rod piston (not shown) that flows the brake fluid out to A1 is assembled.

  The first wheel cylinders W1, W1 and the second wheel cylinder W2 are arranged on one side of the disk D and are formed in one floating caliper Ca. In the present embodiment, the first wheel cylinders W1, W1 are arranged so as to sandwich the second wheel cylinder W2. The first hydraulic pressure path A1 is a brake fluid flow path from the master cylinder M to the two first wheel cylinders W1 and W1, and the second hydraulic pressure path A2 is branched from the first hydraulic pressure path A1. The brake fluid flow path to the second wheel cylinder W2.

The pressurizing means S includes a pump 1, a cut valve 2, and a suction valve 3.
The pump 1 is a reciprocating pump provided in a suction flow path A3 that bypasses the cut valve 2, operates by obtaining the power of the motor Mo, and sucks brake fluid on the master cylinder M side from itself. Discharge to the second wheel cylinder W2 side. The suction flow path A3 is a flow of brake fluid from the flow path leading to the master cylinder M (the first hydraulic pressure path A1 in this embodiment) to the second hydraulic pressure path A2 on the second wheel cylinder W2 side from the cut valve 2. It is a flow path. In addition, a check valve 1a for blocking the inflow of the brake fluid from the suction flow path A3 to the reservoir T is interposed in the flow path from the reservoir T to the suction flow path A3.

The pump 1 operates when executing the interlock brake control described later and supplies brake fluid to the second hydraulic pressure passage A2 on the second wheel cylinder W2 side from the cut valve 2 via the suction passage A3. . For example, the hydraulic pressure path pressurized by the pump 1 ′ of the brake system R for the rear wheels at the time of front interlocking brake control, which will be described later, is a hydraulic pressure path indicated by a thick line in the brake system R as shown in FIG. That is, the suction flow path A3 ′ downstream of the pump 1 ′ and the second hydraulic pressure path A2 ′ of the second wheel cylinder W2 ′ side of the cut valve 2 ′ are formed. Although not shown, at the time of the rear interlocking brake control, the same hydraulic pressure path in the brake system F for the front wheels is a hydraulic pressure path pressurized by the pump 1.
The pump 1 also operates during anti-lock brake control, and discharges the brake fluid temporarily stored in the reservoir T to the second hydraulic pressure path A2 side. Since the pump 1 includes a one-way valve that allows only the brake fluid to flow from the suction port side to the discharge port side, the brake fluid pressure on the discharge port side is the brake fluid pressure on the suction port side. Even higher, the brake fluid will not flow backwards. Further, a damper and an orifice (not shown) are provided on the discharge side of the pump 1, and the pulsation of the brake fluid discharged from the pump 1 is attenuated by the cooperative action.

  The motor Mo is a common power source for the pump 1 of the brake system F for the front wheels and the pump 1 'of the brake system R for the rear wheels, and operates based on a command from the control unit SU.

  The cut valve 2 opens and closes the second hydraulic pressure path A2 on the master cylinder M side of the connection portion between the second hydraulic pressure path A2 and the suction flow path A3, and is a normally open electromagnetic valve. . The normally open type electromagnetic valve constituting the cut valve 2 has an electromagnetic coil for driving the valve body electrically connected to the control unit SU, and the electromagnetic coil is excited based on a command from the control unit SU. Then, the valve is closed, and when it is demagnetized, the valve is opened. The cut valve 2 of the present embodiment is a linear solenoid valve that can control the valve opening pressure, and is set to a value obtained by subtracting the brake fluid pressure on the master cylinder M side from the brake fluid pressure on the wheel cylinder W2 side. When the valve opening pressure is exceeded, the valve opens automatically. In other words, the cut valve 2 also functions as a relief valve 2b that adjusts the brake fluid pressure on the second control valve means V2 side relative to itself to a set value or less. The valve opening pressure of the cut valve 2 (the valve opening pressure of the relief valve 2b) can be increased or decreased by controlling the magnitude of the current value applied to the electromagnetic coil.

  The cut valve 2 and the check valve 2a provided in parallel with itself constitute a regulator Re (pressure adjusting means). The check valve 2a is a one-way valve that allows only brake fluid to flow from the master cylinder M side to the second control valve means V2.

The regulator Re has a second hydraulic pressure path A2 on the second wheel cylinder W2 side of the cut valve 2 (hereinafter referred to as the second hydraulic pressure path A2 (A2 ′), which is higher than the cut valve 2 (2 ′). It plays the role of adjusting the brake fluid pressure in the second hydraulic pressure path A2 (A2 ′) on the two-wheel cylinder W2 (W2 ′) side (role as a differential pressure control valve). However, in the present embodiment, the function of opening and closing the second hydraulic pressure path A2 (cut valve 2) and the function of adjusting the brake hydraulic pressure in the second hydraulic pressure path A2 to a set value or less (relief valve 2b). When the brake fluid pressure in the first fluid pressure passage A1 becomes larger than the brake fluid pressure in the second fluid pressure passage A2, the brake fluid flows into the second fluid pressure passage A2 from the first fluid pressure passage A1. (Check valve 2a).
For example, when the front interlocking brake control as described later is performed, the regulator Re ′ uses the brake fluid measured by the second pressure sensor P2 ′ in the second hydraulic pressure path A2 ′ of the brake system R of the rear wheel. For example, the pressure is controlled to be a brake fluid pressure (desired target wheel pressure) corresponding to an ideal braking force distribution curve between the front wheels and the rear wheels.
In the following, for convenience of explanation, the brake fluid pressure in the first hydraulic pressure passage A1 ′ of the rear wheel estimated by the master pressure estimating means 200 described later is referred to as “master pressure”, and the front interlocking brake control described later is performed. The brake hydraulic pressure set in the second hydraulic pressure path A2 ′ of the brake system R for the rear wheels is referred to as “target wheel pressure”.
Here, since the regulator Re ′ has a function as a differential pressure control valve as described above, the brake fluid pressure by the operation of the brake operator L ′ of the brake system R of the rear wheel during the front interlocking brake control. When an additional input is made, it operates as follows.
That is, when an additional input is made by the brake operator L ′ during the front interlocking brake control, the regulator Re ′ functions as a differential pressure control valve, so that the relief valve 2b ′ tries to maintain a desired differential pressure. The brake fluid pressure in the first fluid pressure passage A1 ′ and the brake fluid pressure in the second fluid pressure passage A2 ′ are maintained so as to have a desired differential pressure. Therefore, the brake fluid pressure in the second fluid pressure passage A2 ′ is increased by the amount that the brake fluid pressure in the first fluid pressure passage A1 ′ is increased. As a result, the brake fluid pressure in the second fluid pressure passage A2 ′ is increased. The pressure is higher than the set target wheel pressure.
Therefore, in the present embodiment, a function for preventing the increase of the brake hydraulic pressure in the second hydraulic pressure path A2 ′ is provided in the master pressure estimating means 200 described later, and the brake in the second hydraulic pressure path A2 ′ is provided. The hydraulic pressure is maintained at a desired target wheel pressure. Details of the master pressure estimating means 200 will be described later.
In this embodiment, the function of the relief valve 2b is added to the cut valve 2 that is a linear type electromagnetic valve. However, when the non-linear type electromagnetic valve is used as the cut valve 2, it opens with a predetermined differential pressure. A relief valve to be valved may be provided in parallel with the cut valve 2.

  The suction valve 3 opens and closes the suction flow path A3 on the suction side of the pump 1, and is a normally closed electromagnetic valve in this embodiment. That is, the suction valve 3 switches between a state in which the suction flow path A3 is opened and a state in which it is closed, and when the valve is opened, the master cylinder M and the suction port of the pump 1 are in communication with each other. The normally closed electromagnetic valve constituting the intake valve 3 has an electromagnetic coil for driving the valve body electrically connected to the control unit SU and excites the electromagnetic coil based on a command from the control unit SU. Then, it opens, and when it is demagnetized, it closes.

  The first control valve means V1 is provided to adjust the magnitude of the brake fluid pressure acting on the first wheel cylinders W1 and W1, and is connected to a pressure reducing flow path A4 that leads to the reservoir T. And a function of switching between a state in which the outflow of the brake fluid to the pressure reducing channel A4 is allowed and a state in which the brake fluid is blocked. The first control valve means V1 of this embodiment includes an inlet valve 4, a check valve 4a, and an outlet valve 5, and brake fluid to the pressure reducing flow path A4 while opening the first hydraulic pressure path A1. A state in which the outflow of the brake fluid (pressure increase state), a state in which the outflow of the brake fluid to the pressure reducing flow path A4 is allowed while closing the first hydraulic pressure passage A1 (a reduced pressure state), and a first hydraulic pressure passage A1 It has a function of switching a state (holding state) that prevents the brake fluid from flowing out to the pressure reducing flow path A4 while being closed.

  The inlet valve 4 is a normally open electromagnetic valve provided in the first hydraulic pressure path A1. The normally open type electromagnetic valve constituting the inlet valve 4 has an electromagnetic coil for driving the valve body electrically connected to the control unit SU, and the electromagnetic coil is excited based on a command from the control unit SU. Then, the valve is closed, and when it is demagnetized, the valve is opened.

  The check valve 4a is a one-way valve provided in parallel with the inlet valve 4 and allows only the inflow of brake fluid from the first wheel cylinders W1, W1 side to the master cylinder M side.

  The outlet valve 5 is a normally closed electromagnetic valve provided in a flow path from the first hydraulic pressure path A1 to the pressure reducing flow path A4. The normally closed electromagnetic valve constituting the outlet valve 5 has an electromagnetic coil for driving the valve body electrically connected to the control unit SU and excites the electromagnetic coil based on a command from the control unit SU. Then, it opens, and when it is demagnetized, it closes.

  The second control valve means V2 is provided to adjust the magnitude of the brake fluid pressure acting on the second wheel cylinder W2, is connected to the pressure reducing flow path A4, and is connected to the pressure reducing flow path A4. The function which switches the state which accept | permits the outflow of the brake fluid to a, and the state which prevents is provided. In addition, since the 2nd control valve means V2 of this embodiment is equipped with the same structure as the 1st control valve means V1, the detailed description is abbreviate | omitted.

  The reservoir T is provided at the end point of the pressure reducing flow path A4, and has a function of temporarily storing brake fluid that is released when each outlet valve 5 is opened. The reservoir T communicates with the suction side of the pump 1, and the brake fluid stored in the reservoir T is pumped out by the pump 1 and returned to the second hydraulic pressure path A2.

The first pressure sensor P1 is provided in a flow path communicating with the first hydraulic pressure path A1 on the master cylinder M side of the first control valve means V1, and directly the brake fluid in the first hydraulic pressure path A1. Although the pressure is measured, the brake fluid pressure obtained by the first pressure sensor P1 can be regarded as the brake fluid pressure generated in the master cylinder M. Note that the brake fluid pressure measured by the first pressure sensor P1 is taken into the control unit SU as needed, and is used for various controls such as interlocking brake control.
Here, the first pressure sensor P1 is provided only in the front wheel brake system F, and in this embodiment, the brake fluid pressure acting on the first fluid pressure path A1 ′ of the rear wheel brake system R will be described later. The configuration is estimated by the master pressure estimating means 200. As a result, the size of the bar handle vehicle brake hydraulic pressure control device can be reduced by the amount that the first pressure sensor P1 is deleted from the brake system R for the rear wheels.

The second pressure sensor P2 is provided in a flow path communicating with the second hydraulic pressure path A2 on the second wheel cylinder W2 side relative to the second control valve means V2, and is directly connected to the second hydraulic pressure path A2. Although the brake fluid pressure is measured, the brake fluid pressure obtained by the second pressure sensor P2 can be regarded as the brake fluid pressure acting on the second wheel cylinder W2. The brake fluid pressure measured by the second pressure sensor P2 is taken into the control unit SU as needed and used for various controls such as interlocking brake control.
By the way, during normal braking described later, the first hydraulic pressure path A1 and the second hydraulic pressure path A2 communicate with each other through the opened cut valve 2, and are provided in the brake system R for the rear wheels. The brake fluid pressure increased by the operation of the brake operator L ′ acts on the second pressure sensor P2 ′. As a result, during normal braking, the measured value of the second pressure sensor P2 ′ can be regarded as the brake fluid pressure generated in the master cylinder M ′ of the brake system R of the rear wheels.
During front interlocking brake control, which will be described later, the cut valve 2 'of the rear wheel brake system R is closed, and the first hydraulic pressure path A1' and the second hydraulic pressure path A2 'are separated in principle. Therefore, the second pressure sensor P2 ′ measures only the brake fluid pressure acting on the second fluid pressure path A2 ′. Further, during the front interlocking brake control, when an additional input is made by the brake operator L ′ of the rear wheel brake system R, as described above, the regulator Re ′ acts as a differential pressure control valve, so that the increased pressure is applied. The brake fluid pressure in the second fluid pressure path A2 ′ increases with the fluid pressure. This increased brake fluid pressure is measured by the second pressure sensor P2 ′, and the measured value (brake fluid pressure _PR2). The target regulator current A _REG is adjusted so that the value of the target wheel pressure becomes the target wheel pressure. Thus, the brake fluid pressure of the second hydraulic path A2 'is adapted to be maintained at the target wheel pressure P _H to be described later.

As shown in FIG. 2, the control unit SU has a vehicle body speed V _S obtained based on the wheel speed sensor SN, a brake hydraulic pressure P _F1 in the first hydraulic pressure path A1 measured by the first pressure sensor P1, and a second pressure. based on the various physical quantities such as the brake fluid pressure P _F2 of the second hydraulic path A2 measured by the sensor P2, the cut valve 2 in the hydraulic unit EU, the inlet valve 4, outlet valve 5 and the opening and closing of the intake valve 3, and, Controls ON / OFF of the pump 1 (directly the motor Mo). Although not shown in the figure, it includes a CPU (Central Processing Unit), RAM, ROM, and input / output circuit. By performing arithmetic processing based on a physical quantity, a control program stored in the ROM, various threshold values (reference values), and the like, antilock brake control, interlocking brake control, and the like are executed.

The control unit SU includes interlocking brake control means 100 and master pressure estimation means 200.
The interlocking brake control unit 100 includes an interlocking determination unit 101, an interlocking control unit 102, and a motor rotation speed control unit 103.

Interlocking determination unit 101, for example, in conjunction with the operation of the brake operation element L corresponding to the brake system F for a front wheel of the other hand, the rear wheel brake B _R corresponding to the brake system R for the rear wheel of the hand A function for determining whether or not it is necessary to apply the brake fluid pressure (that is, whether or not it is necessary to execute interlocking brake control), and a function of outputting the determination result to the interlocking control unit 102 Yes.
In the present embodiment, when the brake fluid pressure (measured by the first pressure sensor P1) in the first hydraulic pressure path A1 in the brake system F for the front wheels is equal to or greater than a predetermined value (hereinafter referred to as “front interlock condition”), the interlock is performed. The determination unit 101 determines that it is necessary to execute front interlocking brake control (control the rear wheel brake system R in conjunction with the front wheel brake system F). Further, when the brake fluid pressure (measured by the second pressure sensor P2 ′) in the second hydraulic pressure path A2 ′ in the brake system R for the rear wheels is equal to or higher than a predetermined value, the interlock determination unit 101 performs the rear interlock brake control. It is determined that it is necessary to execute (control the brake system F for the front wheels in conjunction with the brake system R for the rear wheels).
When the front interlocking brake control is performed, the interlock determination unit 101 detects that the brake fluid pressure in the first hydraulic pressure path A1 in the brake system F for the front wheels has become zero (the operation of the brake operator L for the front wheels has been completed). Then, it is determined that it is necessary to end the front interlocking brake control. Further, at the time of rear interlocking brake control, it is necessary to end the rear interlocking brake control when the brake hydraulic pressure in the brake system R for the rear wheels becomes zero (the operation of the brake operator L ′ for the rear wheels is completed). Judge that there is.
The predetermined value may be set to a value that can exclude “zero” or measurement errors of the first and second pressure sensors P1 and P2, but in the present embodiment, the brake operators L and L ′. Is set to a value larger than the brake fluid pressure that is generated when it is lightly operated.
In the present embodiment, the master cylinders M and M ′ of the brake systems F and R in the normal setting state, which will be described later, are measured values of the first pressure sensor P1 of the brake system F and the second pressure sensor P2 ′ of the brake system R. The case where it is determined whether or not it is necessary to execute the interlocking brake control based on the fact that it can be considered that the brake hydraulic pressure is generated from is illustrated, but the determination method is not limited. For example, when a stroke sensor that detects the magnitude of the stroke amount of the brake operators L and L ′, which is one of the physical quantities correlated with the brake fluid pressure of the master cylinders M and M ′, is provided. You may determine whether it is necessary to perform interlocking brake control based on the magnitude | size of the stroke amount acquired with the sensor.

  The interlock control unit 102 has a function of executing predefined interlock brake control when the interlock determination unit 101 determines that it is necessary to execute front interlock brake control or rear interlock brake control. The interlocking brake control by the interlocking control unit 102 includes control for closing the cut valve 2, control for opening the intake valve 3, and control for driving the pump 1 (motor Mo in the present embodiment). Further, the interlock control unit 102 controls the intake valve 3 to open the cut valve 2 that is the target of the interlock brake control when the interlock determination unit 101 determines that the interlock brake control needs to be terminated. Control for closing the valve and control for stopping the pump 1 are executed, and the interlocking brake control is terminated.

When the interlock determination unit 101 determines that the front interlocking brake control or the rear interlocking brake control needs to be executed, the motor rotation speed control unit 103 performs motor rotation speed control for the predefined interlocking brake control. It has a function to execute. The motor rotation speed control by the motor rotation speed control unit 103 includes, for example, pulsation corresponding to control for setting to a predetermined motor rotation speed n1 at the time of interlocking braking or additional input of the brake operator L during interlocking brake control. This includes control for setting the motor speed n2 at a relatively low speed to be suppressed. In addition, when the interlock determination unit 101 determines that the interlock brake control needs to be terminated, the motor rotation speed control unit 103 stops the motor Mo (stops energization).
In the present embodiment, during the front interlocking brake control, the motor by the motor rotation speed control unit 103 is based on the magnitude of the master pressure in the first hydraulic pressure path A1 ′ for the rear wheels, which is estimated by the master pressure estimating means 200 described later. Rotational speed control is performed. Further, during the rear interlocking brake control, the motor rotation speed control by the motor rotation speed control unit 103 is performed based on the measured value acquired from the first pressure sensor P1 of the front wheel brake system F.

  The master pressure estimating means 200 estimates the brake fluid pressure generated in the master cylinder M ′ of the brake system R for the rear wheels, and fluid pressure feedback as a target wheel pressure calculation unit 10 and a target adjustment pressure calculation unit. The controller 20 and the target regulator pressure calculator 30 are further provided with a master pressure calculator 40 and a target regulator current calculator 50.

The target wheel pressure calculation unit 10 includes a reference wheel pressure setting unit 11, a vehicle speed correction coefficient calculation unit 12, and a master pressure correction coefficient calculation unit 13, and at the time of front interlocking brake control, the second hydraulic pressure path of the brake system R of the rear wheel calculating a target wheel pressure P _H is set to A2 '.

Reference wheel pressure setting unit 11, the other reference wheel pressure as a reference of the target wheel pressure P _H is set to the brake system R of the other hand based on the brake fluid pressure P _F1 brake system F (rear wheels) of the (front) PK A function for setting _H is provided. Reference wheel pressure PK _H, like the front wheel brake B _F and the rear wheel brake B _R is a predetermined braking force distribution is calculated based on the magnitude of the brake fluid pressure P _F1 of the front wheel brake system F. Here, the brake fluid pressure _PF1 is acquired based on a map or function stored in advance in the map storage unit 11A.
The map stored in the map storage unit 11A is, for example, as shown in FIG. 3A. For example, the reference wheel pressure PK _H and the brake hydraulic pressure _PF1 are set to a desired ideal braking force distribution curve. Etc. can be used. The reference wheel pressure PK _H is the brake fluid pressure P _F1 acquired from the first pressure sensor P1 of the brake system F for the front wheels (or the brake fluid pressure P acquired from the second pressure sensor P2 of the brake system F for the front wheels). It can also be set taking into account the pressure increasing speed of _F2 ).

Vehicle speed correction coefficient calculating unit 12 is provided with a function of setting the vehicle speed correction coefficient K1, based on the magnitude of the vehicle speed V _S inputted, vehicle speed from the previously stored map or a function in the map storage unit 12A A correction coefficient K1 is acquired. The vehicle speed correction coefficient K1 is a coefficient for correcting the reference wheel pressure PK _H , and is a function of the vehicle body speed V _S.
As a map stored in the map storage unit 12A, for example, a function graph as shown in FIG. 3B can be used.
As the vehicle body speed V _S , a vehicle speed calculated based on an output value from a wheel speed sensor SN arranged to face a side surface of a pulsar gear (not shown) fixed to the front wheels and rear wheels can be used.

Master pressure correction coefficient calculation unit 13 is provided with a function of setting the master pressure correction coefficient K2, of the estimated master pressure as described later, the size of the previous master pressure P _{R M} (n-1) Based on the above, the master pressure correction coefficient K2 is acquired from a map or function stored in advance in the map storage unit 13A. Master pressure correction coefficient K2 is a coefficient for correcting the reference wheel pressure PK _H, which is a function of the master pressure P _{R M.}
As the map stored in the map storage unit 13A, for example, a function graph as shown in FIG. 3C can be used.
Here, the initial value of the master pressure _P R M (n-1) is "zero". In the present specification, referred continues on variables such as P R _M (n-1) represents the previous calculation results, showing an (n) is the current calculation result.

Then, the target wheel pressure calculation unit 10 multiplies the reference wheel pressure PK _H set by the reference wheel pressure setting unit 11 by the vehicle speed correction coefficient K1 and the master pressure correction coefficient K2 to obtain the target wheel pressure P _H (n). calculate. For example, the target wheel pressure P _H (n) is expressed by the following formula: P _H (n) = PK _H × K1 × K2 (1)
Calculated by The calculated target wheel pressure P _H (n) is output to the target regulator pressure calculation unit 30 and the master pressure calculation unit 40.

Hydraulic feedback control unit 20, the calculated and the brake fluid pressure P _R2 is a current measurement value of the second pressure sensor P2 'of the previous target wheel pressure P _{H (n-1)} and the rear wheel brake system R Input, calculate the differential pressure between the two, perform a well-known PI calculation (P is proportional control, I is integral control) based on the calculated differential pressure, PI control amount (feedback) according to the differential pressure Control amount) P _PI (n) is calculated. The calculated PI control amount P _PI (n) is output to the target regulator pressure calculation unit 30.
Here, the front interlocking brake control as described later is performed, and the brake operation of the rear wheel is further performed from the state in which the brake hydraulic pressure is applied to the second hydraulic pressure path A2 ′ of the brake system R of the rear wheel. child L 'if the additional input is performed, the regulator Re' since (see FIG. 1) is a differential pressure control valve, the brake fluid pressure P _R2 of the second hydraulic path A2 ', the first liquid The pressure is increased while maintaining a predetermined differential pressure with respect to the brake fluid pressure acting on the pressure path A1 ′. Therefore, the brake fluid pressure P _R2 of the second hydraulic path A2 'is that outweighs the target wheel pressure P _H calculated by the target wheel pressure calculation section 10 _(n), by a hydraulic feedback control unit 20 A PI control amount P _PI (n) corresponding to the differential pressure between the previous target wheel pressure P _H (n−1) and the current brake hydraulic pressure PR ₂ of the rear wheel brake system R is made, and this is It is reflected in the calculation of the target regulator pressure P _REG, thereby, so that the boosting of the brake fluid pressure P _R2 of the second hydraulic path A2 is suppressed.

The target regulator pressure calculation unit 30 sets the target regulator pressure P _REG to be set to the regulator Re ′ (see FIG. 1, the same applies hereinafter) based on the current PI control amount P _PI (n) calculated by the hydraulic pressure feedback control unit 20. (N) It has a function of calculating (target adjustment pressure).
The calculated target regulator pressure P _REG (n) is output to the master pressure calculation unit 40 and the target regulator current calculation unit 50.

The master pressure calculation unit 40 calculates the master pressure P _R M (n) based on the current target regulator pressure P _REG (n) calculated by the target regulator pressure calculation unit 30, and the first fluid of the brake system R The brake fluid pressure in the pressure path A1 ′ is estimated.
Calculated master pressure P _{R M} (n) is a hydraulic unit EU is output to the interlocking brake control unit 100 is output to the master pressure correction coefficient calculation unit 13 of the target wheel pressure calculation section 10 is controlled.

The target regulator current calculation unit 50 has a function of setting the target regulator current A _REG (n) of the regulator Re ′ based on the target regulator pressure P _REG (n) calculated by the target regulator pressure calculation unit 30. Based on the input target regulator pressure P _REG (n), the target regulator current A _REG (n) is acquired from a map or function stored in advance in the map storage unit 50A. The target regulator current A _REG (n) is a current that flows through the electromagnetic coil of the cut valve 2 ′.
As the map stored in the map storage unit 50A, for example, a function graph as shown in FIG. 4 can be used. As shown in FIG. 4, the target regulator current A _REG (n) is proportional to the calculated target regulator pressure P _REG (n), and the target regulator current A _REG is increased as the target regulator pressure P _REG (n) increases. (N) is defined to be large.
The target regulator current A _REG (n) calculated by the target regulator current calculation unit 50 is output to the interlocking brake control means 100, and the regulator Re ′ is driven based on the target regulator current A _REG (n). That is, based on the target regulator current A _{REG (n),} the cut valve 2 'is set to the desired valve opening pressure, the second hydraulic path A2' and the brake fluid pressure P _R2 of the first hydraulic path A1 ' by the pressure difference between the brake fluid pressure is regulated, the brake fluid pressure P _R2 of the second hydraulic path A2 ', so that the target wheel pressure calculating section 10 target wheel pressure is calculated by P _{H (n)} Adjusted to

  Although not shown, the pump 1, various solenoid valves, the reservoir T, the housing (not shown) that houses the control unit SU, the motor Mo, and the like are assembled to a block-like base body on which a brake fluid passage is formed. ing.

  Next, the operation of the brake hydraulic pressure control device for a bar handle vehicle according to this embodiment will be described. As will be described below, the brake hydraulic pressure control device for a bar handle vehicle according to the present embodiment can generate a braking force according to the operation of the brake operator L, as well as anti-lock brake control, interlocking brake control, etc. Can be executed.

First, a normal setting state in which a braking force is generated according to the operation of the brake operator L (a state in which the interlock brake control or the antilock brake control is not executed, a state in which the engine is stopped (an ignition switch not shown is in an off state)) The state of the hydraulic circuit in FIG.
When the control unit SU selects the normal setting state, as shown in FIG. 1, all the electromagnetic coils are demagnetized and the motor Mo (pump 1) is also stopped. That is, in the normal setting state, the cut valve 2 and the inlet valve 4 are opened, and the intake valve 3 and the outlet valve 5 are closed. Therefore, when the driver operates the brake operator L, the master cylinder M The brake hydraulic pressure generated in step 1 directly acts on the first wheel cylinders W1 and W1 via the first hydraulic pressure path A1, and directly on the second wheel cylinder W2 via the second hydraulic pressure path A2. acts, so that the front wheel brake B _F, respectively to the rear wheel brake B _R of the brake operation element L, the braking force corresponding to the stroke amount of L 'is given.
Here, in the brake system R for the rear wheels, the brake hydraulic pressure generated by the operation of the brake operator L ′ acts on the second hydraulic pressure path A2 ′ through the first hydraulic pressure path A1 ′ and the cut valve 2 ′. To do. That is, the brake fluid pressure measured by the second pressure sensor P2 ′ can be regarded as the brake fluid pressure from the master cylinder M ′ of the rear wheel, and the brake fluid pressure is directly measured by the second pressure sensor P2 ′. It can be measured. Therefore, even if it is the structure which deleted the 1st pressure sensor P1 from 1st hydraulic pressure path A1 ', the brake fluid pressure from master cylinder M' can be measured.

Next, the state of the hydraulic circuit and the operating state of the brake hydraulic pressure during antilock brake control will be described.
The anti-lock brake control is executed when the wheel is about to fall into the locked state, and the first control valve means V1 and the second control in the brake systems F and R that are about to fall into the locked state. This is realized by controlling the valve means V2 to reduce, increase or keep constant the brake fluid pressure acting on the first wheel cylinders W1, W1 and the second wheel cylinder W2. Whether to select the pressure reduction, pressure increase or holding mode is determined by the control unit SU based on the vehicle body speed V _S obtained from the wheel speed sensor SN. In the following description, it is assumed that only the front wheel brake operator L is operated and the antilock brake control is executed for the front wheel brake system F.

In the anti-lock brake control for the front wheel brake system F, when a mode for reducing the brake fluid pressure applied to the wheel cylinders W1, W2 is executed, as shown in FIG. In each of the control valve means V2, the inlet valve 4 is closed and the outlet valve 5 is opened. As a result, the brake fluid on the front wheel brake _BF side of the inlet valve 4 flows into the reservoir T through the pressure reducing flow path A4, so that the brakes acting on the wheel cylinders W1 and W2 are applied. The hydraulic pressure is reduced. When the anti-lock brake control is executed, the pressure is reduced by operating the pump 1 (directly the motor Mo) and returning the brake fluid stored in the reservoir T to the second hydraulic pressure path A2. The pressure state of the first hydraulic pressure passage A1 and the second hydraulic pressure passage A2 is recovered.

  When only the front wheel brake operator L is operated, the interlock brake control is executed for the brake system R for the rear wheels. The interlock brake control is performed for the brake system F for the front wheels. It continues even after the anti-lock brake control is executed.

  In the anti-lock brake control for the brake system F for the front wheels, when a mode for maintaining the brake fluid pressure applied to each wheel cylinder W1, W2 is executed, the first control valve means V1 and the second control valve means 2 are not shown. In each of the control valve means V2, the inlet valve 4 and the outlet valve 5 are closed. In this way, since the brake fluid is confined in the flow path closed by the inlet valve 4 and the outlet valve 5, the brake fluid pressure acting on the wheel cylinders W1, W2 is maintained. Become.

  In the anti-lock brake control for the brake system F for the front wheels, when the mode for increasing the brake fluid pressure applied to the wheel cylinders W1, W2 is executed, the inlet valve 4 is opened and the outlet valve 5 is closed. To do. In this way, the brake fluid pressure generated in the master cylinder M due to the operation of the brake operator L is applied to the first wheel cylinders W1, W1 via the first fluid pressure path A1, and the second Since this is applied to the second wheel cylinder W2 via the hydraulic pressure path A2, the brake hydraulic pressure of each wheel cylinder W1, W2 increases.

Next, the state of the hydraulic circuit and the operation state of the brake hydraulic pressure during the interlocking brake control will be described with reference to FIGS. 6 and 7 and FIG. 2 described above.
Here, the interlocking brake control, the rear wheel brake operation element L is operated in a state not (brake fluid pressure generated by the operation of the brake operation element L for the rear wheel including the case is small) front wheel brake operation element L Is operated (that is, when the brake fluid pressure generated by the operation of the brake operator of the front wheel becomes equal to or higher than a predetermined value). In the following description, it is assumed that the front interlocking brake control is performed when the front wheel brake operator L is operated in a state where the rear wheel brake operator L ′ is not operated.

When the front wheel brake operation element L is operated, as shown in the control flow of FIG. 7, in step S1, the interlocking brake control unit 100 acquires the brake fluid pressure P _F1 from the first pressure sensor P1 of the front wheel. Further, the interlocking brake control unit 100, together with the second pressure sensor P2 'of the rear wheels to obtain the brake fluid pressure P _R2, acquires the vehicle speed V _S based on the wheel speed sensor SN. Here, it is assumed that perform the interlocking brake control based on brake fluid pressure P _F1 obtained by the first pressure sensor P1, based on the brake fluid pressure P _F2 obtained from the front wheel of the second pressure sensor P2 _{Alternatively} , the interlocking brake control may be performed based on the brake fluid pressure _PF1 and the brake fluid pressure _PF2 .

In step S2, the interlock determination unit 101 determines whether or not the front interlock condition is satisfied. When it is determined that the front interlocking condition is satisfied (Yes), the process proceeds to step S3, and the target wheel pressure calculation unit 10 calculates the target wheel pressure P _H (n).
The target wheel pressure calculation unit 10, first, the reference wheel pressure setting unit 11, based on the brake fluid pressure P _F1 of the first pressure sensor P1, acquires the reference wheel pressure PK _H the map of the map storage unit 11A, a vehicle speed Based on the vehicle body speed V _S acquired by the correction coefficient calculation unit 12, the vehicle speed correction coefficient K1 is acquired from the map of the map storage unit 12A, and the master pressure correction coefficient calculation unit 13 further acquires the previous master pressure P _R M (n -1), the master pressure correction coefficient K2 is acquired from the map of the map storage unit 13A. Incidentally, the interlocking brake beginning, the initial value to the master pressure P _{R M} (n-1) is set to "zero", acquires the master pressure correction coefficient K2 = 1 from the map of the map storage section 13A (FIG. 3 (c )reference).
If it is determined that the front interlocking condition is satisfied, the motor speed control unit 103 executes control so that the motor speed n1 (see FIG. 8B) for predefined interlocking brake control is obtained. To do.
Then, the target wheel pressure calculation unit 10 sets the target wheel pressure P _H (n) for setting the second hydraulic pressure path A2 ′ (wheel cylinder W2 ′) of the brake system R for the rear wheels by the above formula (1). ) Is calculated.

Here, when the interlocking brake control is executed for the brake system R for the rear wheels by the control unit SU, the electromagnetic coils corresponding to the cut valve 2 'and the suction valve 3' in the brake system R are excited. As shown in FIG. 6, the cut valve 2 ′ is closed, the suction valve 3 ′ is opened, and the pump 1 ′ (directly the motor Mo) is operated. The electromagnetic coils corresponding to the inlet valve 4 ′ and the outlet valve 5 ′ of the first and second hydraulic pressure paths A1 ′, A2 ′ are demagnetized, the inlet valve 4 ′ is opened, and the outlet Valve 5 'closes. When the pump 1 ′ is operated with the cut valve 2 ′ closed and the suction valve 3 ′ opened, the brake fluid taken into the pump 1 ′ via the suction flow path A3 ′ becomes the second hydraulic pressure path A2 ′. The brake hydraulic pressure in the second hydraulic pressure passage A2 ′ on the second wheel cylinder W2 ′ side is increased from the cut valve 2 ′, and the brake hydraulic pressure in the second wheel cylinder W2 ′ is further increased. that result, so the braking force is applied to the rear wheel brake B _R.

Thereafter, in step S < _b > 4, the PI control amount P _PI (n) is calculated by the hydraulic pressure feedback control unit 20. The hydraulic feedback control unit 20 first calculates the previous target wheel pressure P _{H (n-1),} the differential pressure between the brake fluid pressure P _R2 of the second pressure sensor P2 'obtained in step S1, the A PI operation is performed based on the calculated differential pressure, and a PI control amount P _PI (n) corresponding to the differential pressure is calculated. At the start of the interlocking brake, the initial value “zero” is set to the target wheel pressure P _H (n−1), and the differential pressure becomes “zero”.

In step S5, the target regulator pressure calculation unit 30 calculates the target regulator pressure P _REG (n) based on the PI control amount P _PI (n) calculated in step S4.
Here, after the front interlocking brake is started, if no additional input is made by the brake operator L ′ in the brake system R for the rear wheels, the calculated master pressure remains “zero”, so the target regulator pressure the calculation unit 30, as the brake fluid pressure _{P R2} brake system R for the rear wheels becomes the target wheel pressure is calculated by the target wheel pressure calculation section 10 _P H (n), the target regulator pressure _P REG (n) Is calculated.

In step S6, the master pressure calculating section 40, based on the target regulator pressure _{P REG} (n) calculated in step S5, and calculates the master pressure _P R M (n).

In step S7, the target regulator current calculation unit 50 calculates the target regulator current A _REG (n) of the regulator Re ′. The target regulator current calculation unit 50 acquires the target regulator current A _REG (n) from the map storage unit 50A based on the target regulator pressure P _REG (n) calculated in step S5, and proceeds to “RETURN”.

When the brake hydraulic pressure _PR2 becomes larger than the target wheel pressure P _H (n) during the interlocking brake control, the pressure adjusting function of the regulator Re ′ (cut valve 2 ′) causes the pressure in the second hydraulic pressure path A2 ′. The brake fluid flows out to the master cylinder M ′ through the regulator Re ′, and the brake fluid pressure in the second wheel cylinder W2 ′ (second fluid pressure path A2 ′) is maintained at the target wheel pressure P _H (n). It will be. When the interlocking brake control is finished, the electromagnetic coils corresponding to the cut valve 2 ′ and the suction valve 3 ′ are demagnetized, the cut valve 2 ′ is opened, the suction valve 3 ′ is closed, and the second hydraulic pressure is closed. Since the brake fluid in the path A2 ′ flows back to the master cylinder M ′ through the cut valve 2 ′, the brake fluid pressure acting on the second wheel cylinder W2 ′ is quickly reduced.

  Next, a description will be given with reference to time charts shown in FIGS. Here, after the front interlocking brake control is started in the control flow as described above, the brake fluid pressure application state, the target regulator pressure setting state, the motor rotation when the rear wheel brake operator L ′ is operated. The change in the number will be described.

As shown in FIG. 8A, when the front interlocking brake control is started, the target regulator pressure calculation unit 30 calculates the target regulator pressure P _REG (n), and the target regulator current calculation unit 50 calculates the target regulator current. Set A _REG (n).
Further, the motor rotation speed control unit 103 sets the rotation speed of the motor Mo to the motor rotation speed n1 for interlocking brake control (see FIG. 8B).

When additional input is made by the rear wheel brake operator L ′ at time t1, the inlet valve 4 ′ of the first hydraulic pressure passage A1 ′ is opened and the outlet valve 5 ′ is closed. the master cylinder M 'brake fluid pressure generated in the first hydraulic path A1' first wheel cylinders W1 through ', W1' directly acts on, is applied to the rear wheel brake B _R by the interlocking brake control The braking force corresponding to the stroke amount of the brake operator L ′ is added to the braking force.

After the time t2, the brake fluid pressure additionally input by the brake operator L ′ is larger than the brake fluid pressure generated when the brake operator L ′ is lightly operated, that is, the first fluid pressure path A1. When the brake fluid pressure of 'becomes a brake fluid pressure having a magnitude that affects the valve opening pressure of the cut valve 2', the operation of the regulator Re 'as the differential pressure control valve causes the first hydraulic pressure path A1' and the second hydraulic pressure passage A 'since the pressure difference between is maintained, second hydraulic path A2' hydraulic passage A2 brake fluid pressure P _R2 of boosted hydraulic feedback control section 20 calculates a PI controlled variable P _{PI (n)} To do. Then, the target regulator pressure calculation unit 30 calculates the target regulator pressure P _REG (n) corresponding to the additional input, and the target regulator current A _REG (n) is set. That is, after the time t2, the target wheel pressure P _{H (n-1),} the differential pressure between the brake fluid pressure P _R2 of the second hydraulic path A2 'is, is needed calculated in hydraulic feedback control unit 20, it PI calculation is performed based on the above, and a PI control amount P _PI (n) corresponding to the differential pressure is calculated (step S4). Then, the target regulator pressure calculation unit 30 calculates the target regulator pressure P _REG (n) to be set in the regulator Re ′ based on the PI control amount P _PI (n) calculated in step S4 (step S5).

On the other hand, after time t2, the master pressure calculating section 40, based on the target regulator pressure _{P REG} (n) calculated in step S5, sequentially calculates the master pressure of the first hydraulic path A1 _'P R M (n) .

The calculated master pressure P _R M (n) is input to the motor rotation speed control unit 103, and when the value of the master pressure P _R M (n) increases, the brake hydraulic pressure P _{R2 in} the second hydraulic pressure path A2 is increased. Since the target wheel pressure P _H (n) can be maintained even if the amount is decreased, the motor rotation speed control unit 103 sets the rotation speed of the motor Mo to a relatively low motor rotation speed n2 that suppresses pulsation. (See FIG. 8 (b)). Thereby, the pulsation transmitted to the brake operator L ′ is extremely small.

By the way, the calculated target regulator pressure P _REG (n) gradually decreases on the contrary, since the brake fluid pressure in the first fluid pressure passage A1 ′ gradually increases from time t2 to time t3. becomes way, a "zero" at time t3 where first hydraulic path A1 'brake fluid pressure in the second hydraulic path A2' becomes equal to the brake fluid pressure P _R2 of.
Further, when the estimated master pressure P _{R M} (n) is equal to the brake fluid pressure P _R2, its possible, is input to the motor speed controller 103, a motor speed control unit 103 stops controlling the motor Mo (See FIG. 8 (b)).

After time t3, because the first hydraulic path A1 'brake fluid pressure in the second hydraulic path A2' is larger than the brake fluid pressure P _R2 of the second hydraulic pressure passage from the first hydraulic path A1 'A2 'the brake fluid pressure is applied, the first hydraulic path A1' brake fluid pressure P _R2 of the brake fluid pressure of the and second hydraulic path A2 'are pressure increased both.

According to the above-described brake hydraulic pressure control device for a bar handle vehicle according to the present embodiment, in each of the brake systems F and R, the second hydraulic pressure paths A2 and A2 ′ communicating with the second wheel cylinders W2 and W2 ′ are provided. Since the brake fluid pressure can be raised by the boosting means S and S ′, various controls including the interlocking brake control can be executed.
Moreover, according to the present embodiment, the master pressure estimating means 200 is provided, and the brake hydraulic pressure (master pressure) of the first hydraulic pressure path A1 ′ of the brake system R of the rear wheel provided with the pressure increasing means S ′ is determined. Since it is possible to estimate, the brake of the first hydraulic pressure path A1 ′ is not provided for the brake system R for the rear wheels without providing the first pressure sensor P1 for detecting the brake hydraulic pressure as in the past. The magnitude of the hydraulic pressure can be grasped. That is, the rear wheel brake system R includes two hydraulic pressure paths, the first hydraulic pressure path A1 ′ and the second hydraulic pressure path A2 ′, and a hydraulic pressure difference can be generated between the two hydraulic pressure paths. Even if it is set as a simple structure, it is not necessary to increase the number of sensors.
As a result, the number of sensors installed in the brake system R for the rear wheels can be reduced, and the boost control can be executed in the same manner as when the first pressure sensor P1 for detecting the brake fluid pressure is provided. Although possible, it is possible to obtain a bar-handle vehicle brake hydraulic pressure control device that can be reduced in size and cost as a whole.

  Further, since it is not necessary to increase the brake fluid pressure in the first hydraulic pressure path A1 ′ during the interlocking brake control, even if an additional input is made by the brake operator L ′ during the interlocking brake control, the brake operator L ′ is operated. No reaction force is generated and the driver is not given a so-called “wall feeling (rigidity)”. That is, according to the present invention, the operation feeling of the brake operator L 'during the interlocking brake control can be made the same as the operation feeling at the time of normal braking where the interlocking brake control is not executed. Such an effect can be similarly obtained when additional input is performed by the brake operator L of the brake system F for the front wheels during the rear interlocking brake control.

The target regulator pressure calculating unit 30 includes a target wheel pressure _P H to the target wheel pressure calculation section 10 is previously calculated (n-1), the brake fluid pressure _{P R2} feedback control amount calculated from the Metropolitan _P PI (n) _Is used to calculate the target regulator pressure P _REG (n), so that the brake fluid pressure (master pressure) is estimated based on the pressure of each part actually detected, and the brake fluid pressure is estimated with high accuracy. Therefore, it is possible to reduce the size and cost of the entire apparatus.

Further, the target wheel pressure calculation unit 10 calculates the target wheel pressure P _H (n) based on the brake fluid pressure generated in the other brake system (brake system F for the front wheels). In addition to being able to be realized, the brake fluid pressure (master pressure) can be estimated with high accuracy, and the overall size and cost of the device can be reduced. In addition, since the target wheel pressure P _H (n) is calculated based on the brake fluid pressure corresponding to the stroke amount of the brake operator L in the brake system for the front wheels , a good interlocking brake can be realized, The brake fluid pressure (master pressure) can be estimated with high accuracy.

In the present embodiment, the brake system F, is exemplified bar handle vehicle brake hydraulic pressure control apparatus that allow the interlocking brake control, etc. for any R, it is not limited thereto, Bed no problem even in the bar handle brake fluid pressure control apparatus for a vehicle to carry out the interlocking brake control, etc. only to rake system F.

  In the present embodiment, the hydraulic pressure feedback control unit 20 calculates the feedback control amount by performing the PI calculation. However, the present invention is not limited to this. For example, a well-known differential control is added to the PI calculation. The feedback control amount may be calculated by the PID calculation.

  In the present embodiment, the motor rotation speed control unit 103 reduces the motor rotation speed n1 to a constant motor rotation speed n2 in response to the additional input of the brake operator L (L ′) during the interlocking brake control. However, the present invention is not limited to this. For example, the motor rotation speed is decreased stepwise or linearly in accordance with the input amount or input speed when the brake operation element L (L ′) is additionally input. It may be.

It is a hydraulic circuit diagram of a brake hydraulic pressure control device for a bar handle vehicle according to an embodiment of the present invention. It is a block diagram for demonstrating the function of the brake hydraulic pressure control apparatus for bar handle vehicles which concerns on one Embodiment of this invention. (A) is a diagram showing the relationship between the brake fluid pressure and the reference wheel pressure, (b) is a diagram showing the relationship between the vehicle body speed and the vehicle body speed correction coefficient, and (c) is the master pressure calculated by the master pressure calculator. It is a figure which shows the relationship with a master pressure correction coefficient. It is a figure which shows the relationship between a target regulator pressure and a target regulator electric current. It is a hydraulic-pressure circuit diagram for demonstrating anti-lock brake control. It is a hydraulic circuit diagram during front interlocking brake control. It is a flowchart for demonstrating a control flow. (A) is a figure which shows the relationship between the brake hydraulic pressure of the 1st hydraulic pressure path at the time of interlocking brake control, the brake hydraulic pressure of the 2nd hydraulic pressure path, and the target regulator current, (b) is at the time of interlocking brake control It is a figure which shows transition of the motor rotation speed in.

DESCRIPTION OF SYMBOLS 2 Cut valve 2b Relief valve 3 Intake valve 4 Inlet valve 5 Outlet valve 10 Target wheel pressure calculation part 11 Reference wheel pressure setting part 12 Vehicle speed correction coefficient calculation part 13 Master pressure correction coefficient calculation part 20 Hydraulic pressure feedback control part 30 Target regulator pressure Calculation unit 40 Master pressure calculation unit 50 Target regulator current calculation unit 100 Interlocking brake control unit 101 Interlocking determination unit 102 Interlocking control unit 103 Motor rotation speed control unit 200 Master pressure estimation unit A1 First hydraulic pressure path A2 Second hydraulic pressure path A3 Suction channel A4 Pressure reducing channel B _F Front wheel brake B _R Rear wheel brake F, R Brake system L Brake operator M Master cylinder P1 First pressure sensor P2 Second pressure sensor Re Regulator S Booster S1 Wheel speed sensor SU Control unit V1 First control valve means V2 Second control valve W1 first wheel cylinder W2 second wheel cylinder

Claims (4)

A brake system for the front wheels that applies braking force to the front wheel brakes;
A brake system for a bar handle vehicle including a brake system for a rear wheel that applies a braking force to the rear wheel brake,
The brake system for the rear wheel is
A master cylinder that generates brake fluid pressure according to the stroke amount of the brake operator of the rear wheel ;
A first hydraulic pressure path leading to the master cylinder;
A second hydraulic path branched from the first hydraulic path;
A first wheel cylinder connected to the first hydraulic pressure path;
A second wheel cylinder connected to the second hydraulic pressure path;
A second hydraulic pressure path detecting means provided in the second hydraulic pressure path and capable of detecting a brake hydraulic pressure of the second hydraulic pressure path;
Boosting means capable of boosting the brake hydraulic pressure in the second hydraulic pressure path without increasing the brake hydraulic pressure in the first hydraulic pressure path;
Pressure adjusting means capable of adjusting the brake fluid pressure in the second hydraulic pressure passage increased by the pressure increasing means;
Master pressure estimating means for estimating the brake fluid pressure generated in the master cylinder,
The pressure adjusting means adjusts a differential pressure between the first hydraulic pressure path and the second hydraulic pressure path, and the brake in the first hydraulic pressure path is operated by the operation of the brake operator on the rear wheel. It is configured to increase the brake hydraulic pressure in the second hydraulic pressure path as the hydraulic pressure increases,
The master pressure estimating means is operated when the brake operator for the rear wheel is operated after the start of the interlock brake control for generating the braking force in the brake system for the rear wheel in conjunction with the operation of the brake operator for the front wheel. In addition, the brake fluid pressure of the master cylinder is estimated,
A target wheel pressure calculating unit for calculating a target wheel pressure to be applied to the second wheel cylinder during brake control;
A target adjustment pressure calculation unit that performs feedback control so that the brake fluid pressure increased by the pressure increase unit approaches the target wheel pressure, and calculates a target adjustment pressure set in the pressure adjustment unit;
A brake hydraulic pressure control device for a bar handle vehicle, comprising: a master pressure calculation unit that estimates a brake hydraulic pressure of the master cylinder from the target wheel pressure and the target adjustment pressure. The target adjustment pressure calculation unit
2. The target adjustment pressure is calculated by performing feedback control from the target wheel pressure previously calculated by the target wheel pressure calculation unit and the brake hydraulic pressure detected by the second hydraulic pressure path detecting means. A brake fluid pressure control device for a bar handle vehicle according to claim 1. The bar handle vehicle brake according to claim 1, wherein the target wheel pressure calculation unit calculates a target wheel pressure based on a brake fluid pressure generated in the brake system for the front wheels. Hydraulic control device. The brake system for the front wheels is
A master cylinder that generates brake fluid pressure according to the stroke of the brake operator;
Detecting means capable of detecting at least a brake fluid pressure in a fluid pressure path communicating with the master cylinder,
4. The bar handle vehicle vehicle according to claim 3, wherein the target wheel pressure calculation unit of the brake system for the rear wheels calculates a target wheel pressure based on the brake fluid pressure detected by the detection unit. 5. Brake fluid pressure control device.

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