JP5029250B2 - Vehicle braking control device and vehicle braking control method - Google Patents

Description

  The present invention relates to a vehicle brake control device and a vehicle brake control method for executing anti-lock brake control for suppressing the lock of a wheel by controlling a braking force to the wheel of the vehicle during vehicle braking.

  In general, in a motorcycle, which is a kind of vehicle, it is desired to improve the operability of the vehicle during vehicle braking as in the case of an automatic four-wheel vehicle. Therefore, in recent years, a motorcycle braking device (hereinafter simply referred to as “braking device”) capable of executing anti-lock brake control that suppresses the locking of the wheel during vehicle braking is also mounted on the motorcycle. Has been proposed.

  This braking device includes a first braking mechanism for a front wheel and a second braking mechanism for a rear wheel. Each of these braking mechanisms includes a master cylinder, a wheel cylinder, a reservoir that temporarily stores brake fluid that has flowed out of the wheel cylinder, and a brake fluid that is temporarily stored in the reservoir. And a pump (for example, a piston pump). Further, on each upstream brake fluid passage for allowing the brake fluid to flow from the master cylinder side toward the wheel cylinder, a normally open type first on-off valve is provided, and from the wheel cylinder toward the reservoir. A normally closed second on-off valve is provided on each downstream brake fluid passage for allowing the brake fluid to flow.

  By the way, immediately after the ignition switch of the motorcycle is turned “ON”, an initial check is performed to check whether each on-off valve, pump, or the like operates normally. When this initial check is executed, the brake fluid in the downstream brake fluid passage and the reservoir is discharged to the upstream brake fluid passage side by driving the pump, so the downstream brake fluid passage is in contact with the upstream brake fluid passage. May cause negative pressure.

  In addition, while the motorcycle is running, the brake fluid remaining in the pump whose drive is stopped gradually overflows to the upstream brake fluid passage, and the brake fluid overflows from the pump to the upstream brake fluid passage. Therefore, the brake fluid pressure in the upstream brake fluid passage increases. As a result, even if the pump is not driven while the motorcycle is running, the downstream brake fluid passage may be in a negative pressure state with respect to the upstream brake fluid passage.

Therefore, in the brake control device that controls the brake device, when it is determined that the brake operation by the driver is not executed immediately after the initial check or while the vehicle is running, communication control for opening and closing each on-off valve is executed. I was trying to do it. As a result, a part of the brake fluid is supplied from the upstream brake fluid passage side into the downstream brake fluid passage, so that the negative pressure state of the downstream brake fluid passage is eliminated (for example, patent Reference 1).
JP-A-2005-53428

  By the way, during traveling of a motorcycle, negative pressure on the upstream brake fluid path may be generated in the downstream brake fluid path even when the pump is not driven as described above. However, Patent Document 1 does not disclose any method for eliminating the negative pressure in the downstream brake fluid passage. Therefore, in the brake control device described in Patent Document 1, it is not possible to appropriately set a drive pattern for communication control executed while the vehicle is traveling.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle braking control device and a vehicle braking control method capable of executing communication control based on an appropriate drive pattern while the vehicle is traveling. It is to provide.

In order to achieve the above object, the brake device (11) for applying braking force to the vehicle wheels (FW, RW) generates brake fluid pressure based on the operation of the brake operation means (22, 23) by the driver. Master cylinders (16f, 16r) and wheel cylinders for applying a braking force according to the brake fluid pressure of the brake fluid supplied from the master cylinders (16f, 16r) to the corresponding wheels (FW, RW) ( 19f, 19r, 50), reservoirs (26f, 26r) for storing brake fluid flowing out from the wheel cylinders (19f, 19r, 50), and brakes stored in the reservoirs (26f, 26r) Pumps (27f, 27r) for sucking and discharging liquid to the master cylinders (16f, 16r), and the master cylinders (16f, 16r) Upstream brake fluid passages (24f, 24r) for flowing brake fluid from the wheel cylinders (19f, 19r, 50) to the wheel cylinders (19f, 19r, 50), and the reservoirs (26f, The on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, etc.) that are driven to open and close so that the downstream brake fluid passages (25f, 25r) for allowing the brake fluid to flow toward 26r) are connected or disconnected. 32r) and a braking control device (15) for a vehicle for controlling the driving of the braking device (11) so as to apply a braking force to the wheels (FW, RW). The on-off valves (29f, 29r, 3) are driven by opening and closing the valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r). f, 30r, 31f, 31r, 32f, 32r), the brake fluid passage (24f, 24r, 33f, 33r) on the master cylinder (16f, 16r) side and the downstream brake fluid passage (25f, 25r). With regard to the communication control for communication, storage means (41) for storing a plurality of drive patterns (P1, P2) in which the drive modes of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) to be opened and closed are different. ), And when a non-brake operation determination condition for determining that the brake operation means (22, 23) is in a non-operation state after the ignition switch (IGSW) of the vehicle is turned on is established, Communication control based on the main drive pattern (P1) among the drive patterns (P1, P2) stored in the storage means (41). On the other hand, when the non-brake operation determination condition is satisfied when the elapsed time (T1) after the end of the communication control has exceeded a preset specified time (KT1), the main drive pattern (P1 ) And a control means (15) for executing communication control based on a sub drive pattern (P2) different from that of the control valve, and the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r ) during the communication control. ) Is periodically opened and closed, and the sub drive pattern (P2) has a communication control execution time (KTs) based on the sub drive pattern (P2) in the main drive pattern (P1). Is set to be shorter than the execution time (KTm) of the communication control based on, and the opening during the communication control based on the sub drive pattern (P2). The on-off valve (29f, 29r, 30f, 30r, 31r, 31f, 31f, 31r, 32f, 32r) is open / closed during the communication control based on the main drive pattern (P1). , 31r, 32f, 32r) is set to be longer than the cycle of the opening / closing drive .

  In the above configuration, the communication control executed when the non-brake operation determination condition is satisfied when the specified time has elapsed after the communication control based on the main drive pattern is completed. Are based on different sub-drive patterns. Therefore, communication control based on an appropriate drive pattern can be executed while the vehicle is traveling.

  In the above configuration, the communication control based on the sub drive pattern is shorter than the communication control based on the main drive pattern, so that it is difficult for the driver to notice the execution of the communication control. In addition, the reduction of execution time can contribute to the reduction of power consumption.

  In general, the shorter the opening / closing drive cycle of the on / off valve, the greater the drive sound from the on / off valve. In this regard, in the present invention, in the communication control based on the sub drive pattern, the cycle of the opening / closing drive of the on / off valve is set longer than the cycle of the opening / closing drive of the on / off valve during the communication control based on the main drive pattern. Therefore, the communication control based on the sub drive pattern can be made less noticeable by the driver than the communication control based on the main drive pattern.

According to a second aspect of the invention, the brake control apparatus for a vehicle according to claim 1, wherein the braking device (11), said pump (27f, 27r) rotating electric machine for driving the (M) is provided The control means (15) is configured to perform duty control on the rotating electrical machine (M) during communication control, and the sub drive pattern (P2) is connected to the sub drive pattern (P2). The gist is that the duty ratio for the rotating electrical machine (M) under control is set to be lower than the duty ratio for the rotating electrical machine (M) under communication control based on the main drive pattern (P1). .

  Generally, the driving sound based on the driving of the pump becomes smaller as the duty ratio with respect to the rotating electrical machine that drives the pump is lower. Therefore, in the present invention, in the communication control based on the sub drive pattern, the duty ratio for the rotating electrical machine is set lower than the duty ratio for the rotating electrical machine during the communication control based on the main drive pattern. Therefore, even when both the on-off valve and the pump are driven, the communication control based on the sub drive pattern can be made less noticeable by the driver than the communication control based on the main drive pattern, and the power consumption can be reduced. Can contribute.

According to a third aspect of the present invention, in the vehicle braking control apparatus according to the first or second aspect , the control means (15) is configured such that an ignition switch (IGSW) of the motorcycle is “ON”. When the non-brake operation determination condition is not satisfied and the relaxed non-brake operation determination condition relaxed than the non-brake operation determination condition is satisfied, the communication control based on the main drive pattern (P1) is executed. Is the gist.

  According to the above configuration, even when the non-brake operation determination condition is not satisfied when the ignition switch is turned on, the main drive pattern is changed to the main drive pattern when the relaxation non-brake operation determination condition is subsequently satisfied. The communication control based on this is forcibly executed. Therefore, the non-execution of the communication control based on the main drive pattern suppresses the negative pressure state of the downstream brake fluid passage from being continued with respect to the upstream brake fluid passage in each fluid pressure circuit.

According to a fourth aspect of the present invention, in the vehicle braking control device according to any one of the first to third aspects, the control means (15) communicates based on the main drive pattern (P1). When the elapsed time (T1) from the execution of the control exceeds the specified time (KT1) and the non-brake operation determination condition is not satisfied, the relaxed non-brake is relaxed more than the non-brake operation determination condition The gist is to execute the communication control based on the sub drive pattern (P2) when the operation determination condition is satisfied.

  According to the above configuration, even when the non-brake operation determination condition is not satisfied at the timing of executing the communication control based on the sub drive pattern, the sub drive pattern is determined when the relaxed non-brake operation determination condition is subsequently satisfied. The communication control based on is forcibly executed. For this reason, since the communication control is executed almost regularly while the vehicle is running, the downstream brake fluid passage is in a negative pressure state with respect to the upstream brake fluid passage in each fluid pressure circuit. Is suppressed.

On the other hand, according to the fifth aspect of the invention relating to the vehicle braking control method, the braking device (11) for applying a braking force to the wheels (FW, RW) of the vehicle has brake operating means (22, 23) by the driver. ) On the basis of the operation of the master cylinder (16f, 16r) that generates the brake fluid pressure, and the wheel (FW, FW) corresponding to the brake fluid pressure of the brake fluid supplied from the master cylinder (16f, 16r). RW), a reservoir (26f, 26r) for storing brake fluid flowing out from the wheel cylinder (19f, 19r, 50), and the reservoir (26f). 26r), pumps (27f, 27r) for sucking the brake fluid stored in the master cylinders (16f, 16r) and discharging them to the master cylinders (16f, 16r); Upstream brake fluid passages (24f, 24r) for allowing brake fluid to flow from the cylinder cylinders (16f, 16r) side toward the wheel cylinders (19f, 19r, 50), and the wheel cylinders (19f, 19r, 50) Open / close valves (29f, 29r, 30f, 30r) that are driven to open or close to communicate or disengage the downstream brake fluid passages (25f, 25r) for allowing the brake fluid to flow from the reservoirs (26f, 26r) to the reservoirs (26f, 26r). , 31f, 31r, 32f, and 32r), respectively, and is a vehicle braking control method for controlling the driving of the braking device (11) to apply braking force to the wheels (FW, RW). Thus, after the ignition switch (IGSW) of the vehicle is turned “ON”, the brake operating means (22, 23) is in a non-operating state. When the non-brake operation determination condition for determining the presence of the opening / closing valve is satisfied, the opening / closing valve (29f, 29r) is driven by opening / closing the opening / closing valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r). , 30f, 30r, 31f, 31r, 32f, 32r), the brake fluid passage (24f, 24r, 33f, 33r) on the master cylinder (16f, 16r) side and the downstream brake fluid passage (25f, 25r). Of the driving patterns (P1, P2) set in advance so that the driving modes of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) that are opened / closed during communication control are different. Of these, the main execution step (S23) for executing communication control based on the main drive pattern (P1) and the communication control executed last. When the non-brake operation determination condition is satisfied when the elapsed time (T1) from the end of the control exceeds a predetermined time (KT1) set in advance, a sub drive different from the main drive pattern (P1) possess a sub execution step (S52) to perform the communication control based on the pattern (P2), wherein the on-off valve in the connection control in (29f, 29r, 30f, 30r , 31f, 31r, 32f, 32r) , the period The sub drive pattern (P2) has a communication control execution time (KTs) based on the sub drive pattern (P2). The on-off valve (29f, 29f, which is set to be shorter than the execution time (KTm) and is in communication control based on the sub drive pattern (P2) 9r, 30f, 30r, 31f, 31r, 32f, 32r) has a cycle of opening / closing drive (29f, 29r, 30f, 30r, 31f, 31r, 32f) during communication control based on the main drive pattern (P1). , 32r) is set to be longer than the cycle of the opening / closing drive .

With the above configuration, the same function and effect as that of the first aspect of the invention can be achieved.
According to a sixth aspect of the present invention, in the vehicle braking control method according to the fifth aspect , the sub execution step (S52) is changed to an elapsed time (T1) after the previous sub execution step (S52) is completed. Is executed again when the non-brake operation determination condition is satisfied when the specified time (KT1) has elapsed.

  In the above configuration, the communication control based on the sub drive pattern is executed at specified time intervals while the vehicle is traveling. Therefore, even if a negative pressure with respect to the upstream brake fluid passage is generated in the downstream brake fluid passage, the negative pressure can be quickly eliminated.

(First embodiment)
Hereinafter, a first embodiment in which the present invention is embodied in a braking control device for a motorcycle and a braking control method for a motorcycle will be described with reference to FIGS. In the following description of the present specification, the traveling direction (forward direction) of the vehicle is assumed to be the front (front of the vehicle).

  As shown in FIG. 1, the motorcycle according to the present embodiment has a driving mechanism (not shown) for applying a driving force to the rear wheel RW, which is a driving wheel, and a braking force for the front wheel FW and the rear wheel RW. The braking device 11 is provided. The drive mechanism includes an engine (not shown) serving as a drive source for the motorcycle, and the engine outputs a driving force corresponding to the amount of operation of the accelerator 12 by the driver.

  The braking device 11 includes a first braking mechanism 13 for applying a braking force to the front wheel FW, a second braking mechanism 14 for applying a braking force to the rear wheel RW, and driving of the braking mechanisms 13 and 14. An electronic control device (hereinafter referred to as “ECU”) 15 is provided as a braking control device for controlling. The first braking mechanism 13 includes a first hydraulic pressure generator 18f having a first master cylinder 16f and a booster 17, and a first wheel cylinder 19f corresponding to the front wheel FW and the first master cylinder 16f. One hydraulic circuit 20f is provided. When the brake lever 22 as a brake operation means disposed at a position corresponding to the right handle 21 of the motorcycle is operated so as to approach the right handle 21, the operation amount of the brake lever 22 is increased. The corresponding brake fluid is supplied into the first wheel cylinder 19f from the first master cylinder 16f side via the first hydraulic circuit 20f. The motorcycle according to the present embodiment is provided with a first brake switch SW1 for detecting that the brake lever 22 has been gripped. From the first brake switch SW1, the operation state of the brake lever 22 is provided. A signal corresponding to the above is output to the ECU 15.

  The second brake mechanism 14 includes a second fluid pressure generator 18r having a second master cylinder 16r and a second fluid for communicating the second master cylinder 16r and the second wheel cylinder 19r corresponding to the rear wheel RW. A pressure circuit 20r is provided. When the brake pedal 23 as a brake operation means disposed in front of the right footrest of the motorcycle is depressed, the brake fluid corresponding to the operation amount of the brake pedal 23 is on the second master cylinder 16r side. To the second wheel cylinder 19r through the second hydraulic circuit 20r. Note that the motorcycle according to the present embodiment is provided with a second brake switch SW2 for detecting that the brake pedal 23 has been depressed, and the operation state of the brake pedal 23 is determined from the second brake switch SW2. A signal corresponding to the above is output to the ECU 15.

Next, the hydraulic circuits 20f and 20r will be described below.
The hydraulic circuits 20f and 20r flow out from the upstream brake fluid passages 24f and 24r for allowing the brake fluid in the master cylinders 16f and 16r to flow toward the wheel cylinders 19f and 19r, and the wheel cylinders 19f and 19r. Each is provided with downstream brake fluid passages 25f, 25r through which the brake fluid flows. On each hydraulic circuit 20f, 20r, reservoirs 26f, 26r for temporarily storing brake fluid flowing in the downstream brake fluid passages 25f, 25r from the wheel cylinders 19f, 19r side, and temporarily in the reservoirs 26f, 26r. Pumps 27f and 27r (for example, piston pumps) for sucking the stored brake fluid and discharging it to the upstream brake fluid passages 24f and 24r are provided. Each of these pumps 27f and 27r is driven based on the rotation of a motor M (DC motor in this embodiment) as a common rotating electrical machine.

  In addition, the fluid pressure circuits 20f and 20r communicate with the upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r without the wheel cylinders 19f and 19r. Are formed respectively. In the following description, the connection portion between the upstream ends of the communication fluid passages 28f and 28r and the upstream brake fluid passages 24f and 24r is referred to as “upstream connection portion” and the downstream end of the communication fluid passages 28f and 28r. And the downstream brake fluid passages 25f and 25r are referred to as “downstream connection portions”.

  In addition, on the hydraulic circuits 20f and 20r, first open / close valves 29f and 29r (for example, electromagnetic valves) of a normally open type are respectively disposed between the upstream connecting portion and the wheel cylinders 19f and 19r. Yes. In addition, on the hydraulic circuits 20f and 20r, normally closed second on-off valves 30f and 30r (for example, electromagnetic valves) are respectively disposed between the wheel cylinders 19f and 19r and the downstream connection portion. Yes. Further, first open / close valves 31f and 31r, which are normally open valves, are disposed on the communication liquid paths 28f and 28r, respectively, and the first open / close valves 31f and 31r are provided on the communication liquid paths 28f and 28r. Also on the downstream side, second on-off valves 32f and 32r, which are normally closed valves, are arranged, respectively. In the following description, the brake fluid passage between the first on-off valves 31f and 31r and the second on-off valves 32f and 32r in the communication fluid passages 28f and 28r is referred to as “negative pressure release fluid passages 33f and 33r. ".

  The first on-off valves 29f, 31f, 29r, and 31r are closed when the solenoid coils are energized, while the second on-off valves 30f, 32f, 30r, and 32r are energized by the solenoid coils. By doing so, each opens. The on-off valves 29f to 32f and 29r to 32r are opened and closed while the brake lever 22 and the brake pedal 23 are operated, so that the brake fluid pressure in the wheel cylinders 19f and 19r increases. Or be held or lowered.

Next, the ECU 15 of this embodiment will be described below.
The ECU 15 is mainly configured by a digital computer including a CPU 40, a ROM 41, a RAM 42, and the like, and a drive circuit for driving each device. The ROM 41 includes various control programs (such as communication control processing described later) for individually controlling the motor M, the on-off valves 29f to 32f and 29r to 32r, and various threshold values (switch-on elapsed time thresholds described later, brake non-control). An operation elapsed time threshold value, a main execution time, a sub execution time, a specified time, and the like) and various tables (a table showing a communication pattern for driving communication described later) are stored. Further, the RAM 42 stores various information that is appropriately rewritten while the motorcycle is being driven (switch-on elapsed time, brake non-operation elapsed time, main elapsed time, sub elapsed time, first elapsed time, main completion flag, An ignition flag, a brake operation determination flag, etc.) are stored.

  An input side interface (not shown) of the ECU 15 detects the brake switches SW1 and SW2, wheel speed sensors SE1 and SE2 for detecting the wheel speeds of the wheels FW and RW, and the vehicle body acceleration of the motorcycle. A vehicle body acceleration sensor SE3 and an ignition switch IGSW for a motorcycle are connected. On the other hand, an output side interface (not shown) of the ECU 15 is connected to a motor M for driving the pumps 27f and 27r and the on-off valves 29f to 32f and 29r to 32r. And ECU15 is based on each input signal from each brake switch SW1, SW2, each wheel speed sensor SE1, SE2, vehicle body acceleration sensor SE3, and ignition switch IGSW, motor M, each on-off valve 29f-32f, 29r-32r. The operation is individually controlled.

Next, the table stored in the ROM 41 will be described below with reference to FIGS.
The tables shown in FIGS. 2 and 3 include upstream brake fluid passages 24f and 24r and downstream brake fluid passages 25f that are upstream of the on-off valves 29f to 32f and 29r to 32r in the hydraulic circuits 20f and 20r. With respect to the communication control for communicating with 25r, a plurality of types (two types in the present embodiment) of driving patterns showing the driving modes of the first on-off valves 31f and 31r and the second on-off valves 32f and 32r on the communication liquid passages 28f and 28r. P1 and P2 are stored. Of these drive patterns P1, P2, the main drive pattern P1 is a pattern that is selected when the communication control is executed immediately after the ignition switch IGSW is turned on. The sub drive pattern P2 is a pattern that is selected when the communication control is executed while the motorcycle is running. Therefore, in this embodiment, the ROM 41 constitutes a storage unit.

  In the communication control based on the main drive pattern P1 (hereinafter, also referred to as “main communication control”), the first main valve control time Tvm1 (in this embodiment, 20 msec. (Milliseconds)) from the time when the communication control is started. Until the time elapses, by stopping energization of the solenoids of the first on-off valves 31f and 31r, the open state of the first on-off valves 31f and 31r is maintained. Further, when the second main valve control time Tvm2 (5 msec. In the present embodiment) has elapsed from the time when the main communication control is started, energization of the solenoids of the second on-off valves 32f and 32r is started. The second on-off valves 32f and 32r are opened.

  When the third main valve control time Tvm3 (10 msec. In the present embodiment) has elapsed since the second on-off valves 32f and 32r are opened, the second on-off valves 32f and 32r are in the closed state. Become. Subsequently, when the first main valve control time Tvm1 has elapsed since the start of the main communication control, the first on-off valves 31f and 31r are closed. Furthermore, when the fourth main valve control time Tvm4 (10 msec. In the present embodiment) has elapsed since the first on-off valves 31f and 31r are in the closed state, the first on-off valves 31f and 31r are in the open state again. become. That is, in the main communication control, the opening / closing driving of the first opening / closing valves 31f, 31r and the second opening / closing valves 32f, 32r described above is repeatedly executed. The execution time of the main communication control is set in advance to the main execution time KTm (890 msec. In the present embodiment).

  In the communication control based on the sub drive pattern P2 (hereinafter, also referred to as “sub communication control”), the opening / closing drive of the first on / off valves 31f and 31r and the second on / off valves 32f and 32r is repeated at the same timing as the main communication control. It is. The execution time of the sub-communication control is set in advance to a sub execution time KTs (290 msec. In the present embodiment) shorter than the main execution time KTm. Therefore, it can be said that the magnitude of the drive sound generated from the first on-off valves 31f and 31r and the second on-off valves 32f and 32r based on the execution of the communication control is smaller during the sub-communication control than during the main communication control. . Further, the amount of brake fluid that can flow into the downstream brake fluid passages 25f, 25r from the upstream brake fluid passages 24f, 24r by executing the sub-communication control is equal to the upstream brake fluid passage 24f by executing the main communication control. , 24r is less than the possible amount of brake fluid that can flow into the downstream brake fluid passages 25f, 25r.

Next, a communication control process routine among the control processes executed by the ECU 15 of the present embodiment will be described below based on the flowcharts shown in FIGS. 4, 5, and 6.
The ECU 15 executes a communication control processing routine at predetermined intervals (for example, every 0.01 sec. (Seconds)) after the ignition switch IGSW is turned “ON”. In the communication control processing routine, the ECU 15 determines whether or not the main completion flag FLG1 for determining whether or not the main communication control is executed is “0 (zero)” (step S10). The main completion flag FLG1 is set to “1” when the main communication control is completed, and is set to “0 (zero)” when the main communication control is not completed. If the determination result in step S10 is affirmative (FLG1 = “0 (zero)”), the ECU 15 determines whether or not the engine is reliably driven when the ignition switch IGSW is turned “ON”. It is determined whether or not an ignition flag FLGig for determination is “0 (zero)” (step S11).

  If the determination result is affirmative (FLGig = “0 (zero)”), the ECU 15 updates the switch-on elapsed time Tig, which is the elapsed time from when the ignition switch IGSW is turned “ON” (step S12). ). Then, the ECU 15 determines whether or not the switch-on elapsed time Tig updated in step S12 is greater than or equal to a preset switch-on elapsed time threshold value KTig (for example, 2 sec.) (Step S13). This switch-on elapsed time threshold value KTig is a time required until the engine is driven when the ignition switch IGSW is turned “ON”, and is set in advance by experiments or simulations. It should be noted that an initial for checking whether the motor M and each of the on-off valves 29f to 32f and 29r to 32r operate normally during the period from when the ignition switch IGSW is turned on until the switch-on elapsed time threshold value KTig elapses. The check is complete.

  If the determination result in step S13 is negative (Tig <KTig), the ECU 15 repeatedly executes the processes in steps S12 and S13 until the determination result in step S13 is affirmative. On the other hand, when the determination result of step S13 is affirmative (Tig ≧ KTig), the ECU 15 sets the ignition flag FLGig to “1” (step S14). Subsequently, the ECU 15 determines whether or not both brake switches SW1 and SW2 are “off” (step S15). If this determination result is a negative determination, the ECU 15 determines that at least one of the brake switches SW1 and SW2 is “ON”, and once ends the communication control processing routine.

  On the other hand, if the determination in step S15 is affirmative, the ECU 15 updates the brake non-operation elapsed time Tb, which is the elapsed time since the brake switches SW1 and SW2 are both turned off (step S16). Subsequently, the ECU 15 determines whether or not the brake non-operation elapsed time Tb updated in step S16 is equal to or greater than a preset brake non-operation elapsed time threshold value KTb (step S17). The brake non-operation elapsed time threshold value KTb is a value for determining whether or not the braking force is not applied to the wheels FW and RW by the brake operation, and is set in advance by experiments or simulations. The

  If the determination result in step S17 is negative (Tb <KTb), the ECU 15 repeatedly executes the processes in steps S16 and S17 until the determination result in step S17 is affirmative. On the other hand, if the determination result in step S17 is affirmative (Tb ≧ KTb), the ECU 15 calculates the vehicle body acceleration G of the vehicle based on the input signal from the vehicle body acceleration sensor SE3 (step S18). Note that the value of the vehicle body acceleration G is a positive value when the vehicle is accelerating, and a negative value when the vehicle is decelerating. Then, the ECU 15 determines whether or not the vehicle acceleration G calculated in step S18 is a positive value (step S19). If this determination result is a negative determination (G ≦ “0 (zero)”), the ECU 15 once ends the communication control processing routine.

  On the other hand, when the determination result in step S19 is affirmative (G> “0 (zero)”), the ECU 15 determines the wheel speed VFW of each wheel FW, RW based on each input signal from each wheel speed sensor SE1, SE2. , VRW are calculated (step S20), and the estimated vehicle body speed VS of the vehicle is calculated based on the wheel speeds VFW, VRW of the wheels FW, RW (step S21). Then, the ECU 15 determines whether or not the estimated vehicle speed VS calculated in step S21 is “3 km / h” (3 km / h) or more and “30 km / h” or less (step S22). When this determination result is a negative determination (VS <3 or 30 <VS), the ECU 15 once ends the communication control processing routine. On the other hand, if the determination result in step S22 is affirmative (3 ≦ VS ≦ 30), the ECU 15 determines that the non-brake operation determination condition A for determining that the brake lever 22 and the brake pedal 23 are in a non-operation state. Judge that it is true.

  The brake switches SW1 and SW2 output a signal indicating that the brake operation has been performed to the ECU 15 when the amount of operation of the brake operation means by the driver exceeds the determination threshold value. However, the brake switches SW1 and SW2 of the motorcycle are configured such that the size of the determination threshold can be changed by the driver himself. Further, unlike a brake switch of a four-wheel vehicle, the brake switch of the motorcycle has a very high possibility of being exposed to rain, so that there is a possibility of falling into a leak state. Therefore, the input signals from the brake switches SW1 and SW2 lack reliability. Therefore, in the present embodiment, the ECU 15 determines that the non-brake operation determination condition A is satisfied when both the brake switches SW1 and SW2 are “off” and both the step S19 and step S22 are affirmative. . On the other hand, the ECU 15 determines that the non-brake operation determination condition A is not satisfied when at least one of the determination results of steps S15, S19, and S22 is negative.

  When the non-brake operation determination condition A is satisfied, the ECU 15 reads out the main drive pattern P1 described above and executes main communication control (step S23). In this regard, in the present embodiment, the ECU 15 also functions as a control unit. This step S23 corresponds to a main execution step. Then, the ECU 15 updates the main elapsed time Tm, which is the elapsed time since the start of the main communication control (step S24), and determines whether the main elapsed time Tm is equal to or longer than the main execution time KTm ( Step S25). When this determination result is a negative determination (Tm <KTm), the ECU 15 repeatedly executes the processes of steps S24 and S25 until the determination result of step S25 becomes a positive determination. On the other hand, when the determination result of step S25 is affirmative, the ECU 15 determines that the main communication control is completed, and sets the first elapsed time T1 that is an elapsed time after the completion of the main communication control to “0 (zero). ”” (Step S26), the main completion flag FLG1 is set to “1” (step S27), and then the communication control processing routine is temporarily terminated.

  On the other hand, if the determination result in step S11 is negative (FLGig = “1”), the ECU 15 determines that it is not immediately after the ignition switch IGSW is turned “ON”, and the above-described steps S18 and S19 are performed. Corresponding steps S28 and S29 are sequentially executed. When the determination result in step S29 is negative (G ≦ “0 (zero)”), the ECU 15 once ends the communication control processing routine, while the determination result in step S29 is positive (G> “ 0 (zero) "), steps S30 and S31 corresponding to steps S20 and S21 are executed. Subsequently, the ECU 15 determines whether or not the estimated vehicle speed VS calculated in step S31 is “30 km / h” (step S32).

  When this determination result is a negative determination (VS <“30 km / h”), the ECU 15 once ends the communication control processing routine. On the other hand, if the determination result in step S32 is affirmative (VS ≧ 30), the ECU 15 determines that the relaxed non-brake operation determination condition B, which is relaxed than the non-brake operation determination condition A, is satisfied, and The process proceeds to step S23 described above.

  Here, the relaxation non-brake operation determination condition B is the main communication control even when the main communication control is not executed because the non-brake operation determination condition A is not satisfied immediately after the ignition switch IGSW is turned “ON”. Is a condition for forcibly executing. The relaxed non-brake operation determination condition B is relaxed compared to the non-brake operation determination condition A, and is more easily established than the non-brake operation determination condition A.

  On the other hand, when the determination result of step S10 is negative (FLG1 = “1”), the ECU 15 determines that the main communication control is completed, and updates the first elapsed time T1 (step S40). Then, it is determined whether or not the first elapsed time T1 is equal to or longer than a preset specified time KT1 (2 hours in the present embodiment) (step S41). The specified time KT1 is a value for specifying the interval at which the communication control is executed, and is set in advance by experiments or simulations. If this determination result is a negative determination (T1 <KT1), the ECU 15 once ends the communication control processing routine.

  On the other hand, when the determination result in step S41 is affirmative (T1 ≧ KT1), the ECU 15 determines whether or not the non-brake operation determination condition A is satisfied after the completion of the main communication control. It is determined whether or not the brake operation determination flag FLGb set to “1” is “0 (zero)” (step S42). If this determination result is affirmative (FLGb = “0 (zero)”), the ECU 15 determines whether or not the non-brake operation determination condition A is satisfied, step S43 corresponding to steps S15 to S22. , S44, S45, S46, S47, S48, S49, and S50 are sequentially executed.

  When at least one of the determination results of steps S43, S47, and S50 is negative, the ECU 15 determines that the non-brake operation determination condition A is not satisfied, and sets the brake operation determination flag FLGb to “ 1 "(step S51), and the communication control processing routine is temporarily terminated. On the other hand, when all the determination results in steps S43, S47, and S50 are affirmative determinations, the ECU 15 determines that the non-brake operation determination condition A is satisfied, reads the sub drive pattern P2 described above, and performs sub communication control. Is executed (step S52). In this regard, in the present embodiment, this step S52 corresponds to a sub execution step.

  Then, the ECU 15 updates the sub elapsed time Ts, which is the elapsed time since the start of the sub communication control (step S53), and determines whether or not the sub elapsed time Ts is equal to or greater than the sub execution time KTs ( Step S54). When this determination result is a negative determination (Ts <KTs), the ECU 15 repeatedly executes the processes of steps S53 and S54 until the determination result of step S54 is affirmative. On the other hand, if the determination result in step S54 is affirmative, the ECU 15 determines that the sub-communication control has been completed, and resets both the first elapsed time T1 and the sub-elapsed time Ts to “0 (zero)” (step 0). S55), the communication control processing routine is temporarily terminated.

  On the other hand, when the determination result of step S42 is negative (FLGb = “1”), the ECU 15 sequentially executes the processes of steps S56, S57, S58, S59, and S60 corresponding to steps S28 to S32. If at least one of the determination results of steps S57 and S60 is negative, the ECU 15 determines that the relaxation non-brake operation determination condition B is not satisfied, and temporarily ends the communication control processing routine. To do. On the other hand, when both determination results of steps S57 and S60 are affirmative determinations, the ECU 15 determines that the relaxation non-brake operation determination condition B is satisfied, and the process proceeds to step S52 described above.

Therefore, in this embodiment, the following effects can be obtained.
(1) The sub-communication control executed when the non-brake operation determination condition A is satisfied while the motorcycle is traveling is on the communication fluid paths 28f and 28r as compared with the main communication control based on the main drive pattern P1. This is based on the sub drive pattern P2 in which the drive sound from the first on-off valves 31f and 31r and the second on-off valves 32f and 32r is small. Therefore, communication control based on an appropriate drive pattern (that is, the sub drive pattern P2) can be executed while the vehicle is traveling. In addition, it is possible to suppress the driver from noticing the execution of the sub-communication control while the vehicle is running as compared with the case where the main communication control is being executed.

  (2) Since the sub execution time KTs of the sub communication control is set shorter than the main execution time KTm of the main communication control, the driver is less likely to notice the execution of the sub communication control by the short execution time. be able to.

  (3) Even when the non-brake operation determination condition A is not satisfied when the ignition switch IGSW is turned “ON”, when the relaxation non-brake operation determination condition B is subsequently satisfied, the main communication control is performed. It is forcibly executed. Therefore, it is possible to suppress the negative pressure state of the downstream brake fluid passages 25f and 25r from being maintained in the upstream brake fluid passages 24f and 24r in the hydraulic pressure circuits 20f and 20r due to the non-execution of the main communication control.

  (4) Even if the non-brake operation determination condition A is not satisfied at the timing of executing the sub-communication control, if the relaxed non-brake operation determination condition B is subsequently satisfied, the sub-communication control is forcibly executed. Is done. Therefore, since the sub-communication control is executed almost regularly during the traveling of the motorcycle, in each hydraulic circuit 20f, 20r, the downstream brake fluid passage 25f, 25r is connected to the upstream brake fluid passage. It can suppress that it will be in a negative pressure state with respect to 24f and 24r.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. Note that the second embodiment is slightly different from the first embodiment in the configuration of the second braking mechanism 14 and the contents of the drive patterns P1 and P2. Therefore, in the following description, parts different from those of the first embodiment will be mainly described, and the same or corresponding member configurations as those of the first embodiment are denoted by the same reference numerals, and redundant description will be omitted. Shall.

  As shown in FIG. 7, in the motorcycle according to the present embodiment, a third wheel cylinder 50 for applying a braking force to the front wheels FW is provided separately from the first wheel cylinder 19f. The inside of the third wheel cylinder 50 is connected to the second hydraulic circuit 20 r of the second braking mechanism 14. In other words, the second hydraulic pressure circuit 20r has a first passage extending from the negative pressure release liquid passage 33r between the first on-off valve 31r and the second on-off valve 32r toward the third wheel cylinder 50 in the communication liquid passage 28r. A three-wheel cylinder liquid passage 51 is provided. Therefore, in this embodiment, when the brake pedal 23 is depressed, braking force is applied not only to the rear wheel RW but also to the front wheel FW.

Next, a motor drive circuit for rotating the motor M among the drive circuits in the ECU 15 will be described below with reference to FIGS.
As shown in FIG. 8, the motor drive circuit 43 is provided with a power transistor 44 as a switching element. The collector terminal of the power transistor 44 is electrically connected to a power source (not shown) of the motorcycle, and the emitter terminal of the power transistor 44 is electrically connected to one terminal of the motor M. The other terminal of the motor M is electrically connected to the ground.

  A control signal Vcont generated based on a control command from the CPU 40 is input to the power transistor 44 via a base terminal. As shown in FIG. 9, the CPU 40 alternates between a “High” level (hereinafter abbreviated as “H level”) and a “Low” level (hereinafter abbreviated as “L level”). A control signal Vcont is generated. When the level of the control signal Vcont input to the power transistor 44 is H level, the power transistor 44 is turned on, so that the motor M has a driving voltage Vcc (DC voltage of the motor driving system). For example, 12V) is applied. On the other hand, when the level of the control signal Vcont input to the power transistor 44 is L level, the power transistor 44 is in the “off” state, so that the application of the drive voltage Vcc to the motor M is stopped.

  Further, as shown in FIG. 8, the motor drive circuit 43 is provided with a voltage monitor 45 for detecting an inter-terminal voltage Vmt which is a voltage between two terminals of the motor M. Of these three terminals, the first terminal is electrically connected to the electric wire between the power transistor 44 and the motor M. Further, the second terminal of the voltage monitor 45 is electrically connected to the ground, and the third terminal of the voltage monitor 45 is electrically connected to the CPU 40. Then, the CPU 40 calculates the inter-terminal voltage Vmt based on the magnitude of the input signal from the voltage monitor 45.

  Specifically, when the level of the control signal Vcont input to the power transistor 44 is H level, the CPU 40 calculates the drive voltage Vcc as the inter-terminal voltage Vmt. On the other hand, immediately after the level of the control signal Vcont input to the power transistor 44 changes from the H level to the L level, the pumps 27f and 27r are driven by the inertial force when the drive voltage Vcc is applied to the motor M. The motor M continues to rotate. As a result, the motor M functions as a generator and generates a generated voltage Vg based on electromagnetic induction. Therefore, when the level of the control signal Vcont input to the power transistor 44 is L level, the CPU 40 calculates the generated voltage Vg corresponding to the rotation speed of the motor M as the inter-terminal voltage Vmt. The generated voltage Vg decreases as the rotation speed of the motor M decreases.

  Next, the main drive pattern P1 and the sub drive pattern P2 of this embodiment will be described with reference to FIGS. In the communication control of the present embodiment, not only the first on-off valves 31f and 31r and the second on-off valves 32f and 32r on the communication liquid passages 28f and 28r are driven, but also the pumps 27f and 27r (that is, the motor M). Also comes to drive.

  That is, in the main communication control, as shown in FIG. 9, until the main execution time KTm elapses, the first on-off valves 31f and 31r and the second on-off valves 32f and 32r are controlled as in the first embodiment. A cycle for opening and closing is set. In the main communication control, when the communication control is started, the level of the control signal Vcont is set to H level, so that the motor M rotates and the pumps 27f and 27r are driven. When the main rotation time Tmm1 (for example, 10 msec.) Elapses from the time when the level of the control signal Vcont becomes H level, the level of the control signal Vcont is changed to L level.

  The voltage Vmt between the terminals of the motor M (= the generated voltage Vg generated by the motor M) after the level of the control signal Vcont is changed to the L level is equal to or lower than a preset main generated voltage threshold KVgm (for example, 4 V). In this case, the level of the control signal Vcont is changed to the H level again. When the main rotation time Tmm1 elapses from the time when the level of the control signal Vcont is changed again to the H level, the level of the control signal Vcont is changed to the L level. Thus, in the main communication control, the level change of the control signal Vcont as described above is repeatedly executed. When the brake operation is not performed when the main communication control is executed, the period during which the level of the control signal Vcont is L level is substantially constant. Therefore, during the execution of the main communication control, the motor M is duty-controlled with a predetermined duty ratio (Duty ratio).

  In the sub communication control, as shown in FIG. 10, until the sub execution time KTs elapses, it is longer than the cycle of the opening / closing drive of the first on / off valves 31f, 31r and the second on / off valves 32f, 32r in the main communication control. Thus, the opening / closing drive cycle of the first opening / closing valves 31f, 31r and the second opening / closing valves 32f, 32r is set. Specifically, in the sub-communication control, the first sub-valve control time Tvs1 (30 msec. In the present embodiment) set longer than the first main valve control time Tvm1 from the time when the communication control is started. Until the time elapses, the open state of the first on-off valves 31f and 31r is maintained. Further, when the second sub valve control time Tvs2 (7.5 msec. In the present embodiment) set longer than the second main valve control time Tvm2 has elapsed since the time when the sub communication control was started, The second on-off valves 32f and 32r are opened.

  Then, a third sub valve control time Tvs3 (15 msec. In the present embodiment) set longer than the third main valve control time Tvm3 has elapsed from the time when the second on-off valves 32f and 32r are opened. In this case, the second on-off valves 32f and 32r are closed. Subsequently, when the first sub valve control time Tvs1 has elapsed since the start of the sub-communication control, the first on-off valves 31f and 31r are closed. Further, a fourth sub valve control time Tvs4 (15 msec. In the present embodiment) set longer than the fourth main valve control time Tvm4 has elapsed since the first on-off valves 31f and 31r are closed. In this case, the first on-off valves 31f and 31r are opened again.

  In the sub-communication control, when the communication control is started, the level of the control signal Vcont is set to the H level, so that the motor M rotates and the pumps 27f and 27r are driven. When the sub rotation time Tms1 (for example, 5 msec.) Set in a shorter time than the main rotation time Tmm1 has elapsed from the time when the level of the control signal Vcont becomes H level, the level of the control signal Vcont is L. Changed to level.

  The inter-terminal voltage Vmt of the motor M after the level of the control signal Vcont is changed to the L level is calculated, and the inter-terminal voltage Vmt is preset to a value lower than the main power generation voltage threshold KVgm. When it becomes (for example, 2V) or less, the level of the control signal Vcont is changed to the H level again. When the sub rotation time Tms1 has elapsed from the time when the level of the control signal Vcont is changed again to the H level, the level of the control signal Vcont is changed to the L level.

  That is, in the sub-communication control, the time for applying the drive voltage Vcc to the motor M is shortened and the time for the motor M to function as a generator is longer than in the case of the main communication control. In other words, the duty ratio for the motor M during the sub-communication control is set to be lower than the duty ratio for the motor M during the main control.

Therefore, in the present embodiment, the following effects can be obtained in addition to the effects shown in the above (1) to (4).
(5) Generally, the first on-off valves 31f and 31r and the second on-off valve 32f are shorter as the on-off driving cycle of the first on-off valves 31f and 31r and the second on-off valves 32f and 32r on the communication liquid passages 28f and 28r is shorter. , 32r drive noise increases. In this regard, in this embodiment, in the sub-communication control, the first on-off valves 31f and 31r and the second on-off driving cycle of the first on-off valves 31f and 31r and the second on-off valves 32f and 32r are in the main communication control. The opening / closing valves 32f and 32r are set longer than the opening / closing drive cycle. Therefore, the sub-communication control executed while the motorcycle is traveling can be made less noticeable by the driver than the main communication control executed immediately after the ignition switch IGSW is turned “ON”.

  (6) In the communication control of this embodiment, the pumps 27f and 27r (that is, the motor M) are also driven. Generally, the driving sound based on the driving of the pumps 27f and 27r becomes smaller as the duty ratio with respect to the motor M that drives the pumps 27f and 27r is lower. Therefore, in the present embodiment, in the sub-communication control, the duty ratio for the motor M is set lower than the duty ratio for the motor M during the main communication control. Therefore, even when the first on-off valves 31f and 31r and the second on-off valves 32f and 32r and the pumps 27f and 27r are driven together, the sub-communication control is less likely to be noticed by the driver than the main communication control. be able to.

Each embodiment may be changed to another embodiment as described below.
In each embodiment, when the non-brake operation determination condition A is not satisfied after the lapse of the specified time KT1 after the communication control is completed, the sub communication control is executed until the non-brake operation determination condition A is satisfied. You don't have to.

  In each embodiment, the non-brake operation determination condition A may be a condition in which communication control is executed regardless of the estimated vehicle body speed VS as long as it can be determined that the motorcycle is accelerating.

The non-brake operation determination condition A may be a condition for determining whether or not the non-brake operation determination condition A is satisfied based on the estimated vehicle body speed VS regardless of the vehicle body acceleration G.
Further, the non-brake operation determination condition A may be a condition that is satisfied when both the brake switches SW1 and SW2 are “off” regardless of the vehicle body acceleration G and the estimated vehicle body speed VS.

  In each embodiment, the relaxation non-brake operation determination condition B may be a condition in which communication control is executed regardless of the estimated vehicle body speed VS as long as it can be determined that the motorcycle is accelerating.

In each embodiment, the vehicle body acceleration G may be obtained by differentiating the estimated vehicle body speed VS calculated based on input signals from the wheel speed sensors SE1 and SE2.
In the second embodiment, the pumps 27f and 27r may be driven in the main communication control, while the pumps 27f and 27r may not be driven in the sub communication control.

  In the second embodiment, the main execution time KTm of the main communication control and the sub execution time KTs of the sub communication control may be the same time. Even in this case, the cycle of opening and closing the first on-off valves 31f and 31r and the second on-off valves 32f and 32r in the sub-communication control is longer than that in the case of the main communication control. Therefore, the execution of the sub-communication control is less noticeable to the driver than the main communication control.

  In each embodiment, in each communication control (main communication control and sub-communication control), as shown in FIG. 11, the first on-off valves 31f and 31r and the second on-off valves 32f and 32r are driven to open and close. Also good. Specifically, in the communication control, the closed state of the first on-off valves 31f and 31r is maintained from when the communication control is started until the first main valve control time Tvm1 elapses. Further, when the second main valve control time Tvm2 has elapsed since the start of the communication control, the second on-off valves 32f and 32r are opened. When the third main valve control time Tvm3 has elapsed since the second on-off valves 32f and 32r are opened, the second on-off valves 32f and 32r are closed. Subsequently, when the first main valve control time Tvm1 has elapsed since the start of communication control, the first on-off valves 31f and 31r are opened. Furthermore, when the fourth main valve control time Tvm4 has elapsed from the time when the first on-off valves 31f and 31r are opened, the first on-off valves 31f and 31r are again closed. That is, in the main communication control, the first on-off valves 31f and 31r and the second on-off valves 32f and 32r are continuously opened and closed during the main execution time KTm, while the sub-communication control is performed during the sub execution time KTs. Thus, the opening / closing drive of the first opening / closing valves 31f, 31r and the second opening / closing valves 32f, 32r described above is continued.

  That is, when the second on-off valves 32f and 32r are opened, the downstream brake fluid passages 25f and 25r are arranged between the second on-off valves 32f and 32r and the first on-off valves 31f and 31r in the hydraulic circuits 20f and 20r. The negative pressure eliminating liquid passages 33f and 33r communicate with each other. Therefore, when the second on-off valves 32f and 32r are opened, the brake fluid flows into the downstream brake fluid passages 25f and 25r from the negative pressure elimination fluid passages 33f and 33r. The elimination fluid passages 33f and 33r are in relation to the upstream brake fluid passages 24f and 24r by the amount that part of the brake fluid in the fluid passages 33f and 33r flows toward the downstream brake fluid passages 25f and 25r. Negative pressure. Next, when the second on-off valves 32f and 32r are closed and the first on-off valves 31f and 31r are opened, the upstream brake fluid passage 24f is placed in the negative pressure release fluid passages 33f and 33r. , 24r flows in the brake fluid, and the negative pressure with respect to the upstream brake fluid passages 24f, 24r in the fluid passages 33f, 33r for releasing the negative pressure is eliminated.

  Therefore, when the first on-off valves 29f and 29r and the second on-off valves 32f and 32r are driven to open and close as shown in FIG. 11 during the communication control, the upstream brake fluid passage 24f in the downstream brake fluid passages 25f and 25r. , 24r can be gradually released each time the second on-off valves 32f, 32r change from the closed state to the open state. When the second on-off valves 32f and 32r are in the open state, the first on-off valves 31f and 31r are in the closed state, so that the brake fluid in the upstream brake fluid passages 24f and 24r is in the downstream brake fluid passage. It is suppressed that it flows to the 25f and 25r side at a stretch. Therefore, even if the brake is operated during the execution of the communication control, the brake fluid in the upstream brake fluid passages 24f and 24r flows to the downstream brake fluid passages 25f and 25r without flowing into the wheel cylinders 19f and 19r. The amount of operation of the brake lever 22 (or the brake pedal 23) can be suppressed from being increased more than necessary.

  In each embodiment, in the communication control, the first on-off valves 29f and 29r disposed between the upstream connection portion and the wheel cylinders 19f and 19r, and the wheel cylinders 19f and 19r and the downstream connection portion The upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r may be communicated with each other by opening and closing the second on-off valves 30f and 30r disposed therebetween. In the communication control, the upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r may communicate with each other by opening and closing all the on-off valves 29f to 32f and 29r to 32r. . When the first on-off valves 29f and 29r and the second on-off valves 30f and 30r are opened and closed during the communication control, the downstream brake fluid passages 25f and 25r are not limited to the upstream brake fluid passages 24f and 24r. The wheel cylinders 19f and 19r communicate with each other.

  In each embodiment, in the communication control, the second on-off valves 30f and 30r may be driven to open and close so that the downstream brake fluid passages 25f and 25r communicate with the wheel cylinders 19f and 19r. In such a configuration, even when negative pressure is generated in the upstream brake fluid passages 24f and 24r and the wheel cylinders 19f and 19r in the downstream brake fluid passages 25f and 25r, the communication control is executed. A part of the brake fluid in the wheel cylinders 19f and 19r flows toward the downstream brake fluid passages 25f and 25r. As a result, the negative pressure with respect to the upstream brake fluid passages 24f and 24r and the wheel cylinders 19f and 19r in the downstream brake fluid passages 25f and 25r is eliminated.

  When such communication control is executed, it is desirable to close the first on-off valves 29f and 29r. When configured in this manner, a part of the brake fluid in the upstream brake fluid passages 24f and 24r is prevented from flowing toward the downstream brake fluid passages 25f and 25r. Therefore, even if the brake is operated during the execution of the communication control, a shortage of brake fluid in the upstream brake fluid passages 24f, 24r is avoided, so that an appropriate amount of brake fluid can be supplied into the wheel cylinders 19f, 19r.

  -In 2nd Embodiment, when the brake fluid is supplied from the 1st braking mechanism 13, the 4th wheel cylinder which can provide braking force to the front wheel FW may be provided as a separate body from the 2nd wheel cylinder 19r. Good. In this case, the first hydraulic circuit 20f has a communication fluid passage 28f for the fourth wheel cylinder that extends from the brake fluid passage between the first on-off valve 31f and the second on-off valve 32f toward the fourth wheel cylinder. It is desirable to provide a liquid path.

  In each embodiment, the present invention is embodied in the braking control device that controls the braking device 11 mounted on the motorcycle, but may be embodied in the braking control device that controls the braking device mounted on the automobile. .

1 is a block diagram of a braking device for a motorcycle according to a first embodiment. The timing chart which shows the period of the opening / closing drive of each on-off valve during communication control. The table which shows the execution time of each drive pattern regarding communication control. The flowchart (first half part) which shows the communication control processing routine of 1st Embodiment. The flowchart which shows the communication control processing routine of 1st Embodiment (middle board part). The flowchart (latter half part) which shows the communication control processing routine of 1st Embodiment. The block diagram of the braking device of the motorcycle in 2nd Embodiment. The block diagram explaining schematic structure of the drive circuit for motors. The timing chart which shows the drive mode of each on-off valve and motor during the communication control based on a main drive pattern. The timing chart which shows the drive mode of each on-off valve and motor during the communication control based on a sub drive pattern. The timing chart which shows the drive mode of each on-off valve in the communication control of another embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Brake device, 15 ... Brake control device, ECU as control means, 16f, 16r ... Master cylinder, 19f, 19r, 50 ... Wheel cylinder, 22 ... Brake lever as brake operation means, 23 ... Brake operation means Brake pedal, 24f, 24r ... Upstream brake fluid passage, 25f, 25r ... Downstream brake fluid passage, 26f, 26r ... Reservoir, 27f, 27r ... Pump, 29f, 29r, 31f, 31r ... First on-off valve, 30f, 30r, 32f, 32r ... second on-off valve, 33f, 33r ... negative pressure canceling fluid passage, 41 ... ROM as storage means, A ... non-brake operation determination condition, B ... relaxation non-brake operation determination condition, FW, RW ... Wheel, IGSW ... Ignition switch, KT1 ... Specified time, KTs ... Sub execution time, KTm ... Main execution During, M ... motor as the rotary electric machine, P1, P2 ... drive pattern, T1 ... first elapsed time.

Claims (6)

A master cylinder (16f, 16r) that generates brake fluid pressure based on the operation of the brake operation means (22, 23) by the driver is provided in the braking device (11) that applies a braking force to the wheels (FW, RW) of the vehicle. A wheel cylinder (19f, 19r, 50) for applying a braking force according to the brake fluid pressure of the brake fluid supplied from the master cylinder (16f, 16r) to the corresponding wheel (FW, RW); A reservoir (26f, 26r) for storing brake fluid flowing out from the wheel cylinder (19f, 19r, 50), and the master cylinder by sucking the brake fluid stored in the reservoir (26f, 26r) Pumps (27f, 27r) that discharge to the (16f, 16r) side, and the wheel cylinders from the master cylinder (16f, 16r) side 19f, 19r, 50) toward the upstream brake fluid passage (24f, 24r) for flowing the brake fluid toward the reservoir (26f, 26r) from the wheel cylinder (19f, 19r, 50). An on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) that opens and closes to make the downstream brake fluid passage (25f, 25r) for allowing the brake fluid to flow open or close. A brake control device (15) for a vehicle that is provided respectively and controls the drive of the brake device (11) to apply a braking force to the wheels (FW, RW);
The master is more controlled than the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) by driving the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r). The on-off valve (29f, 29r) that is driven to open and close is related to the communication control that connects the brake fluid passage (24f, 24r, 33f, 33r) on the cylinder (16f, 16r) side and the downstream brake fluid passage (25f, 25r). , 30f, 30r, 31f, 31r, 32f, 32r) storage means (41) for storing a plurality of drive patterns (P1, P2) having different drive modes;
When a non-brake operation determination condition for determining that the brake operation means (22, 23) is in a non-operating state after the ignition switch (IGSW) of the vehicle is turned on, the storage means While performing the communication control based on the main drive pattern (P1) among the drive patterns (P1, P2) stored in (41), the elapsed time (T1) after the completion of the communication control is set in advance. When the specified time (KT1) has passed and the non-brake operation determination condition is satisfied, the control means (15) executes communication control based on a sub drive pattern (P2) different from the main drive pattern (P1). ) and equipped with a,
During the communication control, the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) are periodically opened and closed,
In the sub drive pattern (P2), the communication control execution time (KTs) based on the sub drive pattern (P2) is shorter than the communication control execution time (KTm) based on the main drive pattern (P1). The open / close drive cycle of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) during the communication control based on the sub drive pattern (P2) is set to the main drive pattern ( A braking control device for a vehicle, which is set to be longer than an opening / closing drive cycle of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) during communication control based on P1) . The braking device (11) is provided with a rotating electrical machine (M) for driving the pumps (27f, 27r), and the control means (15) controls the rotating electrical machine (M) during communication control. The duty is controlled.
The sub drive pattern (P2) has a duty ratio with respect to the rotating electrical machine (M) under communication control based on the sub drive pattern (P2), and the rotating electrical machine (M) under communication control based on the main drive pattern (P1). 2. The vehicle braking control device according to claim 1, wherein the vehicle braking control device is set so as to be lower than a duty ratio with respect to 2). When the ignition switch (IGSW) of the motorcycle is “ON” and the non-brake operation determination condition is not satisfied, the control means (15) is less relaxed than the non-brake operation determination condition. The vehicle braking control device according to claim 1 or 2 , wherein communication control based on the main drive pattern (P1) is executed when a brake operation determination condition is satisfied. The control means (15) determines that the non-brake operation determination condition is not satisfied as the elapsed time (T1) from the execution of the communication control based on the main drive pattern (P1) passes the specified time (KT1). in case where, when relaxed is more relaxed than the non-brake operation determination condition non braking operation judgment condition is satisfied, any one of claims 1 to 3 for executing the communication control based on the sub-drive pattern (P2) The vehicle braking control device according to claim 1. A master cylinder (16f, 16r) that generates brake fluid pressure based on the operation of the brake operation means (22, 23) by the driver is provided in the braking device (11) that applies a braking force to the wheels (FW, RW) of the vehicle. A wheel cylinder (19f, 19r, 50) for applying a braking force according to the brake fluid pressure of the brake fluid supplied from the master cylinder (16f, 16r) to the corresponding wheel (FW, RW); A reservoir (26f, 26r) for storing brake fluid flowing out from the wheel cylinder (19f, 19r, 50), and the master cylinder by sucking the brake fluid stored in the reservoir (26f, 26r) Pumps (27f, 27r) that discharge to the (16f, 16r) side, and the wheel cylinders from the master cylinder (16f, 16r) side 19f, 19r, 50) toward the upstream brake fluid passage (24f, 24r) for flowing the brake fluid toward the reservoir (26f, 26r) from the wheel cylinder (19f, 19r, 50). An on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) that opens and closes to make the downstream brake fluid passage (25f, 25r) for allowing the brake fluid to flow open or close. A vehicle braking control method for controlling driving of the braking device (11) so as to apply braking force to the wheels (FW, RW),
When a non-brake operation determination condition for determining that the brake operation means (22, 23) is in a non-operating state is satisfied after an ignition switch (IGSW) of the vehicle is turned on, the on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) is driven to open and close to the master cylinder (16f) rather than the on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r). , 16r) and the on-off valves (29f, 29r, 30f, 30f, 29f, 30f, 30f) that are opened and closed during communication control for communicating the brake fluid passages (24f, 24r, 33f, 33r) on the side and the downstream brake fluid passages (25f, 25r). 30r, 31f, 31r, 32f, 32r) of each driving pattern (P1, P2) set in advance so that the driving mode is different. The main execution step (S23) to perform the communication control based on the main drive pattern (P1) Chi,
When the non-brake operation determination condition is satisfied when an elapsed time (T1) after the end of the communication control based on the main drive pattern (P1) has passed a predetermined time (KT1) set in advance, possess a sub execution step (S52) to perform the communication control based on the different sub-drive pattern (P2) is a drive pattern (P1),
During the communication control, the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) are periodically opened and closed,
In the sub drive pattern (P2), the communication control execution time (KTs) based on the sub drive pattern (P2) is shorter than the communication control execution time (KTm) based on the main drive pattern (P1). The open / close drive cycle of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) during the communication control based on the sub drive pattern (P2) is set to the main drive pattern ( A braking control method for a vehicle, which is set to be longer than a cycle of opening / closing driving of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) during communication control based on P1) . When the non-brake operation determination condition is satisfied when the elapsed time (T1) from the end of the previous sub-execution step (S52) exceeds the specified time (KT1). The vehicle braking control method according to claim 5, which is executed again.

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