JP5905955B2 - Brake device and saddle riding type vehicle - Google Patents

Description

  The present invention relates to a brake device and a saddle riding type vehicle, and more particularly to a braking device provided with an anti-lock braking system and a saddle riding type vehicle provided with the braking device.

  A motorcycle is known as a kind of saddle riding type vehicle. The motorcycle includes a front wheel brake that applies a braking force to the front wheels and a rear wheel brake that applies a braking force to the rear wheels. If the wheels stop rotating (wheel lock) while the motorcycle moves, it becomes difficult for the occupant to operate the vehicle. 2. Description of the Related Art A motorcycle equipped with an ABS (anti-lock brake system) for preventing the wheels from being stopped is known. In a motorcycle equipped with ABS, the storage unit stores a threshold value for the slip amount of the front wheel or the rear wheel. In a motorcycle equipped with ABS, when the slip amount of the front wheel or the slip amount of the rear wheel reaches a threshold value, the front wheel brake or the rear wheel brake is controlled so as to weaken the braking force of the front wheel brake or the rear wheel brake.

  For example, when a motorcycle turns, an occupant may tilt the motorcycle. When the motorcycle is tilted, the centrifugal force and the lateral frictional force of the wheels are balanced. When the brake is operated with the motorcycle tilted and the wheels stop rotating, the frictional force in the lateral direction of the wheels decreases. For this reason, the motorcycle is in an unstable state such as skidding. Therefore, in the state where the vehicle body is tilted, it is more necessary to prevent the rotation of the wheels from being stopped than in the state where the vehicle body is not tilted.

  However, in general, in a motorcycle equipped with an ABS, a threshold value is set based on a state in which the vehicle body is not inclined. For this reason, if the brake is operated while the motorcycle body is tilted, the lateral frictional force may be reduced before the wheel rotation is stopped, resulting in an unstable state. There is.

  In the brake device described in Japanese Patent Application Laid-Open No. 2004-155212, the threshold value is changed according to the inclination angle of the vehicle body in order to prevent instability such as the motorcycle slipping when turning the motorcycle. Is set to For this reason, when the inclination angle is large, the braking force is weakened at a timing when the braking force acting on the wheels is lower than when the inclination angle is small.

  In the configuration of Japanese Patent Application Laid-Open No. 2004-155212, the threshold value is lowered according to the inclination angle. For this reason, the braking force is weakened when the braking force of the brake is low. Therefore, while the motorcycle is turning, the braking force acting on the wheels is small and the speed is unlikely to decrease.

  An object of the present invention is to provide a configuration in which a motorcycle is less likely to skid when a vehicle body has a large inclination angle and a sufficient braking force can be applied to wheels.

  The brake device according to the present invention is a brake device provided in a saddle riding type vehicle. The brake device includes a front wheel brake, a front wheel rotation speed sensor, a rear wheel brake, a rear wheel rotation speed sensor, an inclination angle detection unit, a slip amount calculation unit, a storage unit, a front wheel brake control unit, and a rear wheel brake control unit. The front wheel brake applies a braking force to the front wheel. The front wheel rotation speed sensor detects the rotation speed of the front wheel. The rear wheel brake applies a braking force to the rear wheel. The rear wheel rotational speed sensor detects the rotational speed of the rear wheel. The tilt angle detection unit detects the tilt angle of the vehicle body of the saddle riding type vehicle. The slip amount calculation unit calculates a front wheel slip amount and a rear wheel slip amount based on detection results of the front wheel rotation speed sensor and the rear wheel rotation speed sensor. The storage unit indicates a first threshold value regarding the slip amount, a decrease amount relationship indicating a decrease reference ratio of the decrease amount of the brake braking force with respect to time, and a relationship between a detection result of the inclination angle detection unit and a correction amount of the decrease reference ratio The reduction correction relationship is stored. The front wheel brake control unit reduces the braking force of the front wheel brake based on the decrease amount relationship and the decrease correction relationship when the front wheel slip amount is equal to or greater than the first threshold value. The rear wheel brake control unit decreases the braking force of the rear wheel brake based on the decrease amount relationship and the decrease correction relationship when the rear wheel slip amount is equal to or greater than the first threshold value. The decrease correction relationship is a relationship in which the amount of decrease with respect to time becomes larger than the decrease reference ratio.

  In the brake device of the present embodiment, the threshold value is not changed even if the inclination angle of the vehicle body changes. Even when the inclination angle of the vehicle body is large, a sufficient braking force can be applied to the wheels. In the brake device of the present embodiment, the braking force of the brake is reduced based on the reduction amount relationship and the reduction correction relationship. The decrease correction relationship is a relationship in which the amount of decrease with respect to time increases according to the inclination angle of the vehicle body. The larger the inclination angle, the weaker the braking force can be reduced in a short time. It is possible to recover from a state where the wheel slips in a short time.

FIG. 1 is a schematic overall view of a motorcycle equipped with a brake device according to the present invention. FIG. 2 is a schematic configuration diagram of the brake device. FIG. 3 is a schematic configuration diagram of the front wheel hydraulic control unit. FIG. 4 is an overall block diagram of the brake device. FIG. 5 is a diagram illustrating the relationship between the target braking force and the operation amount of the brake lever. FIG. 6 is a flowchart showing the operation when the brake lever is operated. FIG. 7 is a diagram showing the relationship between the time after operating the brake lever and the braking force. FIG. 8 is an overall block diagram of the brake device according to the second embodiment. FIG. 9 is a schematic diagram showing the front wheels when the motorcycle is tilted at a predetermined angle. FIG. 10 is a flowchart illustrating an operation when the brake lever according to the second embodiment is operated. FIG. 11 is a diagram illustrating the relationship between the time after operating the brake lever and the braking force in the second embodiment. FIG. 12 is an overall block diagram of the brake device according to the third embodiment. FIG. 13 is a flowchart illustrating an operation when the brake lever according to the third embodiment is operated. FIG. 14 is a diagram illustrating the relationship between the time after operating the brake lever and the braking force in the third embodiment. FIG. 15 is a schematic configuration diagram of an electric brake according to another embodiment.

  Hereinafter, a motorcycle 1 including a brake device 5 according to an embodiment of the present invention will be described with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and description of the members will not be repeated. The arrow F in the figure indicates the forward direction of the motorcycle 1, and the arrow U indicates the upward direction of the motorcycle 1.

<overall structure>
FIG. 1 shows a schematic overall view of a motorcycle 1 provided with a brake device 5 according to the present invention. In the following description, the front, rear, left, and right directions indicate the front, rear, left, and right directions as viewed from the occupant seated on the seat of the motorcycle 1.

  The motorcycle 1 includes a vehicle body 2, a front wheel 3, a rear wheel 4, and a brake device 5.

  The vehicle body 2 is composed of a vehicle body frame, a vehicle body cover, a headlight, a seat, and the like.

  The front wheel 3 is provided at the front portion of the vehicle body 2 so as to be steerable via a front fork (not shown). A brake device 5 is connected to the front wheel 3. A front disc plate 31 is provided on the front wheel 3. The front disc plate 31 is an annular member. The front disc plate 31 is disposed on the side of the front wheel 3.

  The rear wheel 4 is disposed on the rear portion of the vehicle body 2 via a rear arm (not shown). A brake device 5 is connected to the rear wheel 4. The rear wheel 4 is provided at the rear part of the vehicle body 2. A rear disk plate 41 is provided on the rear wheel 4. The rear disk plate 41 is an annular member. The rear disk plate 41 is disposed on the side of the rear wheel 4.

  The brake device 5 includes a front wheel brake 51, a rear wheel brake 52, a brake lever 53, an inclination angle detection sensor 54, a front wheel rotation speed sensor 55, a rear wheel rotation speed sensor 56, and a brake control device 57.

  The front wheel brake 51 is attached to a front fork that supports the front wheel 3. The front wheel brake 51 is a device for braking the rotation of the front wheel 3.

  The rear wheel brake 52 is attached to a rear arm that supports the rear wheel 4. The rear wheel brake 52 is a device for braking the rotation of the rear wheel 4.

  The brake lever 53 operates the front wheel brake 51 and the rear wheel brake 52. A pair of brake levers 53 are attached to the left and right handles, respectively. FIG. 1 shows only the brake lever 53 attached to the left handle. The front wheel brake 51 and the rear wheel brake 52 are operated in conjunction by a brake lever 53 attached to the left and right handles.

  The inclination angle detection sensor 54 is a sensor for detecting the inclination angle of the vehicle body.

  The front wheel rotation speed sensor 55 detects the rotation speed of the front wheel 3. The front wheel rotational speed sensor 55 is provided in the vicinity of the front wheel 3.

  The rear wheel rotational speed sensor 56 detects the rotational speed of the rear wheel 4. The rear wheel rotational speed sensor 56 is provided in the vicinity of the rear wheel 4.

  The brake control device 57 is a device that controls the front wheel brake 51 and the rear wheel brake 52. The brake control device 57 is connected to the front wheel rotation speed sensor 55, the rear wheel rotation speed sensor 56, the tilt angle detection sensor 54, the front wheel brake 51 and the rear wheel brake 52.

<Brake device>
FIG. 2 is a schematic configuration diagram of the brake device 5.

  The brake lever 53 is a part that can be operated by the occupant when the motorcycle 1 is braked.

  The brake control device 57 determines the braking force for the front wheel 3 of the front wheel brake 51 and the braking force for the rear wheel 4 of the rear wheel brake 52. The brake control device 57 includes an ECU (Electronic Control Unit) 57a, a hydraulic pressure distribution unit 58, and a hydraulic pressure control unit 583.

  The ECU 57 a is connected to the front wheel rotation speed sensor 55, the rear wheel rotation speed sensor 56, and the tilt angle detection sensor 54. The ECU 57a inputs signals related to the detection results from the front wheel rotation speed sensor 55, the rear wheel rotation speed sensor 56, and the tilt angle detection sensor 54. The ECU 57 a calculates the braking force of the front wheel brake 51 and the braking force of the rear wheel brake 52 based on the operation amount of the brake lever 53. The ECU 57a is connected to the front wheel hydraulic control unit 59 through a power line 602. The ECU 57a is connected to the rear wheel hydraulic control unit 581 via a power line 602. The ECU 57a is connected to the hydraulic pressure distribution unit 58. The ECU 57a controls the front wheel hydraulic control unit 59 and the rear wheel hydraulic control unit 581 based on the calculation result.

  The hydraulic pressure distribution unit 58 distributes the hydraulic pressure supplied to the front wheel brake 51 and the rear wheel brake 52 based on the stroke amount of the brake lever 53.

  The hydraulic control unit 583 includes a front wheel hydraulic control unit 59 and a rear wheel hydraulic control unit 581. The hydraulic distribution unit 58 is connected to the front wheel hydraulic control unit 59 and the rear wheel hydraulic control unit 581 via a hydraulic pipe 601a. The front wheel hydraulic control unit 59 is connected to the front wheel brake 51 via a front brake hydraulic pipe 57c. The rear wheel hydraulic control unit 581 is connected to the rear wheel brake 52 via a rear brake hydraulic pipe 57d.

  The front wheel brake 51 is a device that brakes the rotation of the front disc plate 31. The front wheel brake 51 includes a caliper body 511, a brake piston 512, and a pair of brake pads 513.

  The caliper body 511 is connected to one end of the front brake hydraulic pipe 57c. The caliper body 511 has a space A in which the brake piston 512 is accommodated. The space A is connected to the front brake hydraulic pipe 57c. Brake oil can flow into the space A from the front brake hydraulic pipe 57c. The caliper body 511 has a groove B in which a part of the front disk plate 31 can be arranged. The caliper body 511 supports the brake pad 513 on the side wall C that forms the groove B.

  The brake piston 512 is in contact with one of the brake pads 513. Brake oil is supplied to the space A via the front brake hydraulic pipe 57c, and the brake piston 512 presses the brake pad 513 against the front disc plate 31.

  The pair of brake pads 513 includes a first brake pad 513a and a second brake pad 513b. The first brake pad 513a and the second brake pad 513b are disposed with the front disc plate 31 interposed therebetween. The first brake pad 513 a is disposed between the front disc plate 31 and the side wall C of the caliper body 511. The second brake pad 513 b is disposed between the brake piston 512 and the front disc plate 31.

  The rear wheel brake 52 is a device that brakes the rotation of the rear disc plate 41. Since the rear wheel brake 52 has the same configuration as that of the front wheel brake 51, the description of the configuration is omitted. The same number is attached | subjected to the structure corresponding to the structure of the front-wheel brake 51. FIG.

  FIG. 3 is a schematic diagram showing the configuration of the front wheel hydraulic control unit 59. Since the rear wheel hydraulic control unit 581 has the same configuration as the front wheel hydraulic control unit 59, the description of the rear wheel hydraulic control unit 581 is omitted.

  The front wheel hydraulic control unit 59 includes a holding solenoid valve 591, a pressure reducing solenoid valve 592, and a pump 593.

  The holding solenoid valve 591 can pass brake oil when no voltage is applied. The holding solenoid valve 591 is blocked from passing brake oil when a voltage is applied. The holding solenoid valve 591 is disposed above the pressure reducing solenoid valve 592.

  The decompression solenoid valve 592 is blocked from passing brake oil when no voltage is applied. The decompression solenoid valve 592 can pass brake oil when a voltage is applied.

  The pump 593 sends the brake oil upward. A motor (not shown) is attached to the pump 593. When the motor operates, the pump 593 sends the brake oil upward. A motor connected to the pump 593 operates the pump 593 when a voltage is applied.

  The holding solenoid valve 591, the decompression solenoid valve 592 and the pump 593 are PWM driven.

  When no voltage is applied to the motor connected to the holding solenoid valve 591, the pressure reducing solenoid valve 592, and the pump 593, the holding solenoid valve 591 passes brake oil and the pressure reducing solenoid valve 592 blocks passage of brake oil. To do. For this reason, the brake oil exerts pressure on the brake piston 512.

  When a voltage is applied to the holding solenoid valve 591, the pressure reducing solenoid valve 592, and the motor connected to the pump 593, the holding solenoid valve 591 blocks the passage of brake oil, and the pressure reducing solenoid valve 592 allows the brake oil to pass. At the same time, the pump 593 sends the brake oil upward. For this reason, the pressure with respect to the brake piston 512 by brake oil falls.

  In the front wheel hydraulic control unit 59, the pressure of the brake oil to the brake piston 512 is adjusted by changing the duty ratio. In other words, the front wheel hydraulic control unit 59 increases the ratio of time during which voltage is applied to the motor connected to the holding solenoid valve 591, the pressure reducing solenoid valve 592 and the pump 593, thereby increasing the pressure of the brake oil to the brake piston 512. Decrease.

  FIG. 4 is a block diagram showing the configuration of the brake device 5. The configuration of the brake device 5 will be described with reference to FIG.

  The brake device 5 includes a front wheel brake 51, a rear wheel brake 52, a brake lever 53, an inclination angle detection sensor 54, a front wheel rotation speed sensor 55, a rear wheel rotation speed sensor 56, a stroke sensor 53a, and a brake control device 57. .

  A stroke sensor 53 a is attached to the brake lever 53. The stroke sensor 53a detects the operation amount of the brake lever 53.

  The inclination angle detection sensor 54 has a gyro sensor. The inclination angle detection sensor 54 detects the inclination angle of the vehicle body based on the angular velocity of the motorcycle body detected by the gyro sensor.

  The brake control device 57 includes an ECU 57a, a hydraulic pressure distribution unit 58, and a hydraulic pressure control unit 583. The ECU 57a includes a storage unit 571, a target braking force setting unit 572, an inclination angle detection unit 573, a front wheel speed calculation unit 574, a rear wheel speed calculation unit 575, a slip amount calculation unit 576, a first threshold value determination unit 577, and a second threshold value determination. 578, a reduction ratio determining unit 579, a front wheel brake control unit 580, and a rear wheel brake control unit 582.

  The storage unit 571 stores a target braking force relationship, a first threshold value, a second threshold value, a decrease amount relationship, an increase amount relationship, a decrease correction relationship, a front wheel diameter, and a rear wheel diameter.

  The target braking force relationship is a relationship between the stroke of the brake lever 53 and the braking force applied to the front wheel 3 of the front wheel brake 51. The target braking force relationship is a relationship between the stroke of the brake lever 53 and the braking force applied to the rear wheel 4 of the rear wheel brake 52.

  The first threshold is a preset value. The first threshold value is determined in consideration of the braking force of the brake when the wheels of the motorcycle 1 stop rotating (wheel lock). The first threshold value is set to a braking force that is weaker than the braking force of the brake when the wheels of the motorcycle stop rotating (wheel lock).

  The second threshold is a preset value. The second threshold is set to a value lower than the first threshold.

  The decrease amount relationship indicates a decrease reference ratio of the decrease amount of the brake braking force with respect to time. The decrease amount relationship indicates a reference ratio with respect to time of the braking force decrease amount when the braking force decreases from the first threshold value toward the second threshold value. The decrease reference ratio indicates the degree of decrease in the braking force of the brake with respect to time when the motorcycle 1 is not tilted.

  The increase amount relationship indicates an increase reference ratio of the increase amount of the brake braking force with respect to time. The increase amount relationship indicates a ratio serving as a reference with respect to time of the braking force increase amount when the braking force increases from the second threshold value toward the first threshold value. The increase reference ratio indicates the degree of increase in the braking force of the brake with respect to time when the motorcycle 1 is not tilted.

  The decrease correction relationship indicates the relationship between the inclination angle of the vehicle body and the correction amount of the decrease reference ratio. The decrease correction relationship indicates how much the decrease reference ratio is corrected according to the inclination angle of the vehicle body. The decrease correction relationship indicates a correction value in a direction in which the decrease reference ratio is increased. That is, the decrease correction relationship indicates a correction value for correcting the decrease amount with respect to time with respect to the decrease reference ratio. In the decrease correction relationship, the correction amount is increased so that the decrease amount with respect to time increases as the tilt angle of the vehicle body increases.

  The target braking force setting unit 572 refers to the target braking force relationship and sets the target braking force from the detection result of the stroke sensor 53a. The target braking force means a braking force corresponding to the operation amount of the brake lever 53.

  The inclination angle detection unit 573 detects the inclination angle of the vehicle body of the motorcycle 1. The inclination angle detection unit 573 detects the inclination angle of the motorcycle 1 from the detection result of the inclination angle detection sensor 54. The tilt angle detection sensor 54 includes a gyro sensor. The tilt angle detection unit 573 detects the tilt angle of the vehicle body based on the angular velocity of the vehicle body of the motorcycle 1 detected by the gyro sensor.

  The front wheel speed calculation unit 574 calculates the front wheel speed. The front wheel speed calculation unit 574 calculates the distance traveled when the front wheel 3 makes one revolution from the product of the diameter and the circumference of the front wheel 3 stored in the storage unit 571. The front wheel speed calculation unit 574 calculates the front wheel speed by multiplying the rotation speed per unit time detected by the front wheel rotation speed sensor 55 and the distance traveled by the front wheel 3 per rotation.

  The rear wheel speed calculation unit 575 calculates the rear wheel speed. The rear wheel speed calculation unit 575 calculates the distance traveled when the front wheel 3 makes one rotation from the product of the diameter and the circumference of the rear wheel 4 stored in the storage unit 571. The rear wheel speed line calculation unit 575 calculates the rear wheel speed by multiplying the number of revolutions per unit time detected by the rear wheel rotational speed sensor 56 and the distance traveled by the rear wheel 4 per revolution.

  The slip amount calculation unit 576 calculates the front wheel slip amount and the rear wheel slip amount based on the detection result of the front wheel rotation speed sensor 55 and the detection result of the rear wheel rotation speed sensor 56. The slip amount calculation unit 576 calculates the front wheel slip amount from the following equation (1).

Front wheel slip amount = (rear wheel speed−front wheel speed) / rear wheel speed (1)
In the above formula (1), the rear wheel 4 is used as a reference. In the above formula (1), it is assumed that the rear wheel 4 does not slip with respect to the road surface.

  Here, the front wheel speed means the product of the number of rotations of the front wheel 3 per unit time and the circumference of the front wheel.

  The slip amount calculation unit 576 calculates the rear wheel slip amount from the following equation (2).

Rear wheel slip amount = (front wheel speed−rear wheel speed) / front wheel speed (2)
In the above formula (2), the front wheel 3 is used as a reference. In the above formula (2), it is assumed that the front wheel 3 does not slip with respect to the road surface.

  The first threshold determination unit 577 determines whether or not the front wheel slip amount is equal to or greater than the first threshold. The first threshold determination unit 577 determines whether the rear wheel slip amount is equal to or greater than the first threshold.

  The second threshold determination unit 578 determines whether or not the front wheel slip amount is equal to or less than the second threshold. The second threshold determination unit 578 determines whether or not the rear wheel slip amount is equal to or less than the second threshold.

  The reduction ratio determination unit 579 determines the reduction ratio of the braking force of the front wheel brake 51 with respect to the front wheels 3 with respect to time. The reduction ratio determination unit 579 determines a reduction ratio with respect to time of the braking force for the rear wheel 4 of the rear wheel brake 52. The reduction ratio determination unit 579 determines the reduction ratio by correcting the reduction reference ratio using the reduction correction relationship.

  The front wheel brake control unit 580 controls the front wheel brake 51. The front wheel brake control unit 580 controls the brake piston 512 by controlling the flow rate of the brake oil in the front brake hydraulic pipe 57c.

  The rear wheel brake control unit 582 controls the rear wheel brake 52. The rear wheel brake control unit 582 controls the brake piston 512 by controlling the flow rate of the brake oil in the rear brake hydraulic pipe 57d.

  FIG. 5 shows the target braking force relationship.

  As shown in FIG. 5, the relationship between the operation amount of the brake lever 53 and the target braking force is expressed by the following equation (3).

Target braking force = (Brake lever operation amount) * A (3)
A in the above formula (3) means a predetermined constant.

  When the brake lever 53 is operated, the operation amount of the brake lever 53 is detected by the stroke sensor 53a. When the operation amount of the brake lever 53 is detected by the stroke sensor 53a, the target braking force setting unit 572 calculates the target braking force from the operation amount of the brake lever 53 with reference to the target braking force relationship.

  Here, there is a relationship of the following formula (4) between the target braking force, the braking force of the front wheel brake 51, and the braking force of the rear wheel brake 52.

Target braking force = (braking force of front wheel brake) + (braking force of rear wheel brake) (4)
The ratio of the braking force of the front wheel brake 51 to the front wheel 3 and the braking force of the rear wheel brake 52 to the rear wheel 4 is set to a predetermined ratio. For example, when the right brake lever 53 is operated, the ratio is set such that the braking force of the front wheel brake 51 becomes larger than the braking force of the rear wheel brake 52. On the other hand, when the left brake lever 53 is operated, the ratio is set such that the braking force of the rear wheel brake 52 becomes larger than the braking force of the front wheel brake 51.

  Here, the case where the predetermined ratio is set as described above will be described, but other ratios may be used. For example, the ratio of the braking force of the front wheel brake 51 and the braking force 52 of the rear wheel brake may be determined based on an ideal braking force distribution characteristic curve. Here, the ideal braking force distribution characteristic curve refers to the braking force of the front wheel brake 51 and the rear wheel brake 52 when the front wheel 3 and the rear wheel 4 simultaneously stop rotating (wheel lock) in a state where the inclination angle of the vehicle body is small. It is a curve regarding the ratio of braking force.

<Operation when the brake is operated with the vehicle body tilted>
FIG. 6 is a flowchart showing the operation when the brake lever 53 is operated. The operation when the brake lever 53 is operated will be described below with reference to the flowchart of FIG.

  When the passenger operates the brake lever 53, the stroke sensor 53a detects the operation amount of the brake lever 53 (step S1). When the operation amount of the brake lever 53 is detected, the target braking force setting unit 572 sets the entire target braking force with reference to the target braking force relationship. Here, the total target braking force means a sum of the front wheel target braking force and the rear wheel target braking force. When the overall target braking force is calculated, the target braking force of the front wheel brake 51 and the target braking force of the rear wheel brake 52 are set based on the ideal braking force distribution characteristic curve (step S2).

  The following operations are performed for both the front wheel brake 51 and the rear wheel brake 52. However, the operations performed for the front wheel brake 51 and the operations performed for the rear wheel brake 52 are the same. Only explained.

  The front wheel hydraulic control unit 59 applies hydraulic pressure to the brake piston 512 of the front wheel brake 51. The brake piston 512 of the front wheel brake 51 increases the pressing force pressing the brake pad 513. When the pressing force from the brake piston 512 acting on the brake pad 513 increases, the brake pad 513 is pressed against the front brake disc 31 with a large pressing force. The braking force acting on the front wheel 3 is increased (step S3).

  It is determined whether or not the braking force of the front wheel brake 51 is greater than or equal to the target braking force (step S4). When the braking force of front wheel brake 51 is equal to or greater than the target braking force (YES in step S4), the operation for increasing the braking force of front wheel brake 51 is terminated. On the other hand, when the braking force of the front wheel brake 51 is not greater than or equal to the target braking force, the slip amount calculation unit 576 calculates the front wheel slip amount (step S5).

  It is determined whether or not the front wheel slip amount is equal to or greater than a first threshold value (step S6). If the front wheel slip amount is not greater than or equal to the first threshold value (NO in step S6), the process returns to step 3. On the other hand, when the front wheel slip amount is equal to or greater than the first threshold (YES in step S6), inclination angle detector 573 detects the inclination angle of motorcycle 1 (step S7). The reduction ratio determining unit 579 determines the reduction ratio (step S8). The reduction ratio determining unit 579 determines the reduction ratio as the reduction reference ratio when the vehicle body is not tilted. When the vehicle body is tilted, the reduction ratio determination unit 579 corrects the reduction reference ratio using the reduction correction relationship and determines the reduction ratio. When the reduction ratio is determined, based on the reduction ratio, the front wheel hydraulic control unit 59 reduces the braking force of the front wheel brake 51 (step S9).

Thereafter, the slip amount calculation unit 576 calculates the front wheel slip amount (step S10). It is determined whether the front wheel slip amount is equal to or smaller than a second threshold value (step S11). If the front wheel slip amount is not less than or equal to the second threshold value (NO in step S11), the process returns to step S9 . On the other hand, when the front wheel slip amount is equal to or smaller than the second threshold value (YES in step S11), the front wheel hydraulic control unit 59 increases the braking force of the front wheel brake 51 based on the increase reference ratio (step S12). Then, it returns to step 4.

  FIG. 7 shows changes in braking force with respect to time when the brake lever 53 is operated. Point A in FIG. 7 indicates the timing at which the slip amount reaches the first threshold value. Point B indicates the timing at which the slip amount reaches the second threshold value. A solid line C indicates a change in braking force when the brake lever 53 is operated in a state where the motorcycle 1 is inclined at a predetermined angle. A chain line D indicates a change in the braking force with respect to time when the braking force changes based on the decrease reference ratio and the increase reference ratio. That is, the chain line D indicates a change in braking force with respect to time when the brake lever 53 is operated in a state where the motorcycle 1 is not tilted. An alternate long and short dash line E shows an example of a change in braking force with respect to time when the inclination angle is larger than that of the solid line C.

  When the brake lever 53 is operated, the braking force increases (C1). At this time, when the braking force reaches the target braking force, the increase of the braking force is finished. However, here, a case will be described in which the front wheel slip amount exceeds the first threshold before the braking force reaches the target braking force.

  A slip amount calculation unit 576 calculates a front wheel slip amount. When the front wheel slip amount reaches the first threshold, the inclination angle of the motorcycle 1 is detected. The reduction ratio determination unit 579 determines the reduction ratio according to the inclination angle of the motorcycle 1. In this embodiment, the case where the solid line C2 is determined will be described. However, as the inclination angle of the motorcycle 1 increases, the reduction ratio determination unit 576 reduces the amount of decrease in braking force with respect to time as indicated by a one-dot chain line E. Decide on a large ratio. When the reduction ratio is determined, the braking force is reduced based on the reduction ratio (C2). Thereafter, the slip amount calculation unit 576 calculates the front wheel slip amount. When the front wheel slip amount decreases to the second threshold value, the braking force is increased based on the increase reference ratio (C3).

<Features of this embodiment>
The features of the first embodiment will be described below.

  In the above-described embodiment, when the front wheel slip amount exceeds the first threshold, the braking force of the front wheel brake 51 is reduced based on the reduction ratio corrected according to the inclination angle. For this reason, even when the inclination angle is large, it is possible to recover from the state in which the front wheels 3 slip in a short time, and it is possible to prevent the motorcycle 1 from becoming unstable.

  In the above embodiment, when the rear wheel slip amount exceeds the first threshold value, the braking force of the rear wheel brake 52 is reduced based on the reduction ratio corrected according to the inclination angle. For this reason, even if the inclination angle is large, the rear wheel 4 can be recovered from the slipped state in a short time, and the motorcycle 1 can be prevented from becoming unstable.

  In the above embodiment, the braking force is increased until the front wheel slip amount and the rear wheel slip amount exceed the first threshold. For this reason, a sufficient braking force can be applied to the wheels.

  In the above embodiment, by operating one brake lever 53, the front wheel brake 51 and the rear wheel brake 52 operate in conjunction with each other. For this reason, even when the front wheel 3 stops rotating (wheel lock), the braking force of the motorcycle 1 can be increased by the rear wheel 4. Therefore, compared with a configuration in which only one of the front wheel brake and the rear wheel brake is operated by operating one brake lever, the motorcycle 1 is prevented from becoming unstable, and the motorcycle 1 system is controlled. Power can be increased.

  In the above embodiment, a hydraulic brake device is used. In the above embodiment, since the braking force can be increased or decreased by controlling the hydraulic pressure, it is easy to increase or decrease the braking force.

[Second Embodiment]
A motorcycle provided with a brake device 7 according to a second embodiment will be described below with reference to the drawings.

  The motorcycle according to the second embodiment is the same as the first embodiment in the configuration other than the brake device 7. For this reason, description about structures other than the brake device 7 is omitted. The same configurations as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and description thereof is omitted.

  FIG. 8 is an overall block diagram showing the configuration of the brake device 7. The configuration of the brake device 7 will be described with reference to FIG.

  The brake device 7 includes a front wheel brake 51, a rear wheel brake 52, a brake lever 53, an inclination angle detection sensor 73, a stroke sensor 53a, and a brake control device 71. Since the configuration other than the inclination angle detection sensor 73 and the brake control device 71 is the same as that of the first embodiment, detailed description thereof is omitted.

  The tilt angle detection sensor 73 includes a yaw rate sensor.

  The brake control device 71 includes an ECU 71a, a hydraulic pressure distribution unit 58, and a hydraulic pressure control unit 583. The ECU 71a includes a storage unit 72, a target braking force setting unit 572, an inclination angle detection unit 74, a front wheel speed calculation unit 574, a rear wheel speed calculation unit 575, a slip amount calculation unit 576, a first threshold value determination unit 577, and a second threshold value determination. 578, an increase ratio determining unit 721, a correction value calculating unit 722, a front wheel brake control unit 580, and a rear wheel brake control unit 582. Here, the target braking force setting unit 572, the front wheel speed calculation unit 574, the rear wheel speed calculation unit 575, the slip amount calculation unit 576, the first threshold value determination unit 577, the second threshold value determination unit 578, the front wheel brake control unit 580, and the rear Since the wheel brake control unit 582 has the same configuration as that of the first embodiment, description thereof is omitted.

  The storage unit 72 stores a target braking force relationship, a first threshold value, a second threshold value, a decrease amount relationship, an increase amount relationship, and an increase correction relationship. Here, since the target power relationship, the first threshold value, the second threshold value, the decrease amount relationship, and the increase amount relationship are the same as those in the first embodiment, description thereof will be omitted.

  The increase correction relationship indicates a relationship between the inclination angle of the vehicle body and the correction amount of the increase reference ratio. The increase correction relationship indicates how much the increase reference ratio is corrected according to the inclination angle of the vehicle body. The increase correction relationship indicates a correction value in a direction to decrease the increase reference ratio. That is, the increase correction relationship indicates a correction value for correcting the increase amount with respect to time with respect to the increase reference ratio. In the increase correction relationship, the correction amount increases so that the increase with respect to time decreases as the tilt angle of the vehicle body increases.

  The inclination angle detection unit 74 is based on the vehicle body angular velocity detected by the yaw rate sensor included in the inclination angle detection sensor 73 and the detection result of the front wheel speed detection unit 574 or the detection result of the rear wheel speed detection unit 575. Detect the tilt angle.

  The increase ratio determination unit 721 determines an increase ratio with respect to time of the braking force of the front wheel brake 51 for the front wheels 3. The increase ratio determination unit 721 determines an increase ratio with respect to time of the braking force for the rear wheel 4 of the rear wheel brake 52. The increase ratio determination unit 721 determines the increase ratio by correcting the increase reference ratio using the increase correction relationship.

  The correction value calculation unit 722 calculates a front wheel rotation speed correction value and a rear wheel rotation speed correction value. FIG. 9 shows the front wheel 3 when the motorcycle 1 is inclined at a predetermined angle S. As described above, the front wheel speed means the distance traveled by the front wheel 3 per unit time. When the motorcycle 1 is not inclined, it contacts the ground at the point F. However, when the motorcycle 1 is inclined at a predetermined angle, the motorcycle 1 is in contact with the ground at a point G. For this reason, there is a difference of only the length Y between the effective radius of the front wheel 3 when the motorcycle 1 is not inclined and the effective radius of the front wheel 3 when the motorcycle 1 is inclined at the angle S. . When the motorcycle 1 is inclined at a predetermined angle, the distance traveled when the front wheel 3 makes one rotation is smaller than when the motorcycle 1 is not inclined. When the motorcycle 1 is tilted at a predetermined angle, the number of revolutions per unit time is larger than when the motorcycle 1 is not tilted. In consideration of this point, the correction value calculation unit 722 calculates a wheel rotation correction value by subtracting twice Y from the wheel diameter stored in the storage unit 72, for example.

  The correction value calculation unit 722 calculates the following correction values in addition to the above correction.

  When the motorcycle 1 performs a turning motion, a position where the front wheel 3 passes and a position where the rear wheel 4 passes are different. For this reason, even if the front wheel 3 and the rear wheel 4 are not slipping, a difference occurs between the front wheel speed and the rear wheel speed. The correction value calculation unit 722 calculates the front wheel correction value and the rear wheel correction value from a predetermined calculation formula in consideration of the difference between the front wheel speed and the rear wheel speed that accompanies the turning motion of the motorcycle 1.

  The slip amount calculation unit 576 calculates the front wheel slip amount and the rear wheel slip amount based on the detection result of the front wheel rotation speed sensor 55 and the detection result of the rear wheel rotation speed sensor 56. The slip amount calculation unit calculates the front wheel slip amount from the following equation (5).

Front wheel slip amount = (rear wheel rotation correction value−front wheel rotation correction value) / rear wheel rotation correction value (5)
In the above formula (5), the rear wheel 4 is used as a reference. In the above formula (5), it is assumed that the rear wheel 4 does not slip with respect to the road surface.

  The slip amount calculation unit 576 calculates the rear wheel slip amount from the following equation (6).

Rear wheel slip amount = (front wheel rotation correction value−rear wheel rotation correction value) / front wheel rotation correction value (6)
In the above formula (6), the front wheel is used as a reference. In the above formula (6), it is assumed that the front wheel 3 does not slip with respect to the road surface.

<Operation when the brake is operated with the vehicle body tilted>
FIG. 10 is a flowchart showing the operation when the brake lever 53 is operated. Hereinafter, the operation when the brake lever is operated will be described with reference to the flowchart of FIG.

  When the passenger operates the brake lever 53, the stroke sensor 53a detects the operation amount of the brake lever 53 (step S21). When the operation amount of the brake lever 53 is detected, the target braking force setting unit 572 sets the entire target braking force with reference to the target braking force relationship. Here, the total target braking force means a sum of the front wheel target braking force and the rear wheel target braking force. When the overall target braking force is set, the target braking force of the front wheel brake 51 and the target braking force of the rear wheel brake 52 are set based on the ideal braking force distribution characteristic curve (step S22). The front wheel hydraulic control unit 59 applies hydraulic pressure to the brake piston 512 of the front wheel brake 51. The rear wheel hydraulic control unit 581 applies hydraulic pressure to the brake piston 512 of the rear wheel brake 52. The brake piston 512 of the front wheel brake 51 and the brake piston 512 of the rear wheel brake 52 increase the pressing force pressing the brake pad 513. When the pressing force from the brake piston 512 acting on the brake pad 513 increases, the brake pad 513 is pressed against the front brake disc 31 or the rear brake disc 41 with a large pressing force. The braking force acting on the front wheel 3 and the rear wheel 4 is increased (step S23).

  The following operations are performed for both the front wheel brake 51 and the rear wheel brake 52, but the operations performed for the front wheel brake 51 and the operations performed for the rear wheel brake 52 are the same, and therefore only the front wheel brake 51 will be described.

  It is determined whether or not the braking force of the front wheel brake 51 is greater than or equal to the target braking force (step S24). If the braking force of front wheel brake 51 is equal to or greater than the target braking force (YES in step S24), the operation of increasing the braking force of front wheel brake 51 is terminated. On the other hand, when the braking force of front wheel brake 51 is not equal to or greater than the target braking force (NO in step S24), correction value calculation unit 722 calculates a front wheel rotation correction value and a rear wheel rotation correction value (step S25).

  The slip amount calculation unit 576 calculates the front wheel slip amount from the front wheel rotation correction value and the rear wheel rotation correction value (step S26). It is determined whether the front wheel slip amount is equal to or greater than a first threshold value (step S27). If the front wheel slip amount is not greater than or equal to the first threshold (NO in step S27), the process returns to step S23. On the other hand, when the front wheel slip amount is greater than or equal to the first threshold (YES in step S27), the braking force is reduced based on the reduction reference ratio (step S28).

  The correction value calculation unit 722 calculates a front wheel rotation correction value and a rear wheel rotation correction value (step S29). The slip amount calculation unit 576 calculates the front wheel slip amount from the front wheel rotation correction value and the rear wheel rotation correction value (step S30).

  It is determined whether or not the front wheel slip amount is equal to or smaller than a second threshold value (step S31). If the front wheel slip amount is not less than or equal to the second threshold value (NO in step S31), the process returns to step S28 to reduce the braking force. On the other hand, when the front wheel slip amount is equal to or smaller than the second threshold value (YES in step S31), the inclination angle of motorcycle 1 is detected (step S32). Based on the inclination angle of the motorcycle 1, the increase ratio determination unit 721 determines the increase ratio (step S33). The increase ratio determination unit 721 determines the increase ratio as the increase reference ratio when the vehicle body is not tilted. When the vehicle body is tilted, the increase ratio determination unit 721 corrects the increase reference ratio using the increase correction relationship and determines the increase ratio. Based on the increase ratio, the front wheel brake 51 increases the braking force (step S34). Thereafter, the process returns to step S24.

  FIG. 11 shows a change in braking force with respect to time when the brake lever 53 is operated. A point K in FIG. 11 indicates the timing at which the slip amount reaches the first threshold value. Point L indicates the timing at which the slip amount reaches the second threshold value. A solid line J shows a change with time of the braking force when the brake lever 53 is operated in a state where the motorcycle is inclined at a predetermined angle. A chain line M indicates a change in the braking force with respect to time when the braking force changes based on the decrease reference ratio and the increase reference ratio. That is, the chain line M indicates the change of the braking force with respect to time when the motorcycle is not tilted. An alternate long and short dash line N indicates an example of the braking force with respect to time when the inclination angle is larger than that of the solid line J.

  When the brake lever 53 is operated, the braking force increases (J1). At this time, when the braking force reaches the target braking force, the increase of the braking force is finished. However, here, a case where the slip amount exceeds the first threshold before the braking force reaches the target braking force will be described.

  The braking force increases, and the front wheel rotation correction value and the rear wheel rotation correction value are calculated. A front wheel slip amount and a rear wheel slip amount are calculated based on the front wheel rotation correction value and the rear wheel rotation correction value. When the slip amount reaches the first threshold value, the braking force decreases based on the decrease reference ratio (J2).

  A front wheel rotation correction value and a rear wheel rotation correction value are calculated. A front wheel slip amount and a rear wheel slip amount are calculated based on the front wheel rotation correction value and the rear wheel rotation correction value. When the front wheel slip amount decreases to the second threshold value, the inclination angle of the motorcycle 1 is detected. The increase ratio determining unit 721 determines the increase ratio according to the inclination angle of the motorcycle 1. In the second embodiment, a case where the solid line J3 is determined will be described. However, as the inclination angle increases, the increase ratio determination unit 721 has a small ratio of increase in the braking force with respect to time as indicated by a dashed line N To decide. When the increase ratio is determined, the braking force increases based on the increase ratio (J3).

<Features of Second Embodiment>
The features of the second embodiment will be described below.

  In the above embodiment, when the front wheel slip amount becomes equal to or smaller than the second threshold value after the front wheel slip amount exceeds the first threshold value, the control is performed based on the increase ratio corrected according to the inclination angle of the motorcycle 1. Power is increased.

  For this reason, even when the inclination angle of the motorcycle 1 is large, it is possible to prevent the braking force from rapidly increasing. Therefore, in the motorcycle 1 according to the second embodiment, it is possible to prevent the motorcycle 1 from becoming unstable because the slip amount decreases after the slip amount increases and the slip amount increases again.

  In the above embodiment, when the rear wheel slip amount becomes equal to or smaller than the second threshold value after the rear wheel slip amount exceeds the first threshold value, the increase ratio corrected according to the inclination angle of the motorcycle 1 is used. As a result, the braking force is increased.

  For this reason, even when the inclination angle of the motorcycle 1 is large, it is possible to prevent the braking force from rapidly increasing. Therefore, in the motorcycle 1 according to the second embodiment, it is possible to prevent the motorcycle 1 from becoming unstable because the slip amount decreases after the slip amount increases and the slip amount increases again.

  In the second embodiment, when the slip amount is calculated, correction is performed in consideration of a difference when the motorcycle 1 is tilted compared to when the motorcycle 1 is not tilted. For this reason, it is possible to calculate the slip amount with higher accuracy than when the difference between the case where the motorcycle 1 is inclined and the case where the motorcycle 1 is not inclined is not taken into consideration.

  In the second embodiment, a yaw rate sensor is used to detect the tilt angle of the vehicle body. The yaw rate sensor is also necessary for calculating the correction value. For this reason, the number of parts can be reduced compared with the case where the correction value is calculated and the inclination angle is calculated using the gyro sensor.

[Third Embodiment]
The motorcycle according to the third embodiment is the same as the first embodiment except for the configuration of the brake device 8. For this reason, description about structures other than the brake device 8 is abbreviate | omitted. The same configurations as those of the first embodiment or the second embodiment are denoted by the same reference numerals as those of the first embodiment or the second embodiment, and description thereof is omitted.

  FIG. 12 is an overall block diagram showing the configuration of the brake device 8. The configuration of the brake device 8 will be described with reference to FIG.

  The brake device 8 includes a front wheel brake 51, a rear wheel brake 52, a brake lever 53, an inclination angle detection sensor 54, a front wheel rotation speed sensor 55, a rear wheel rotation speed sensor 56, a stroke sensor 53a, and a brake control device 81. . Since the configuration other than the brake control device 81 is the same as that of the first embodiment, detailed description thereof is omitted.

  The brake control device 81 includes an ECU 81a, a hydraulic pressure distribution unit 58, and a hydraulic pressure control unit 583. The ECU 81a includes a storage unit 82, a target braking force setting unit 572, an inclination angle detection unit 573, a front wheel speed calculation unit 574, a rear wheel speed calculation unit 575, a slip amount calculation unit 576, a first threshold value determination unit 577, and a second threshold value determination. 578, an increase ratio determination unit 721, a decrease ratio determination unit 579, a correction value calculation unit 722, a front wheel brake control unit 580, and a rear wheel brake control unit 582. Here, the target braking force setting unit 572, the inclination angle detection unit 573, the front wheel speed calculation unit 574, the rear wheel speed calculation unit 575, the slip amount calculation unit 576, the first threshold value determination unit 577, the second threshold value determination unit 578, the decrease Since the ratio determination unit 579, the front wheel brake control unit 580, and the rear wheel brake control unit 582 have the same configuration as that of the first embodiment, description thereof is omitted. Since the increase ratio determination unit 721 and the correction value calculation unit 722 have the same configuration as the increase ratio determination unit 721 and the correction value calculation unit 722 of the second embodiment, description thereof is omitted.

  The storage unit 82 stores a target braking force relationship, a first threshold value, a second threshold value, a decrease amount relationship, an increase amount relationship, a decrease correction relationship, and an increase correction relationship. Here, since the target braking force relationship, the first threshold value, the second threshold value, the decrease amount relationship, the increase amount relationship, and the decrease correction relationship are the same as those in the first embodiment, description thereof will be omitted. Since the increase correction relationship is the same as that of the second embodiment, the description thereof is omitted.

<Operation when the brake is operated with the vehicle body tilted>
FIG. 13 is a flowchart showing the operation when the brake lever 53 is operated. The operation when the brake lever 53 is operated will be described below with reference to the flowchart of FIG.

  When an occupant operates the brake lever 53, the stroke sensor 53a detects the operation amount of the brake lever 53 (step S41). When the operation amount of the brake lever 53 is detected, the target braking force setting unit 572 sets the overall target braking force with reference to the target braking force relationship. Here, the total target braking force means a sum of the front wheel target braking force and the rear wheel target braking force. When the overall target braking force is calculated, the target braking force of the front wheel brake 51 and the target braking force of the rear wheel brake 52 are set based on the ideal braking force distribution characteristic curve (step S42). The front wheel hydraulic control unit 59 applies hydraulic pressure to the brake piston 512 of the front wheel brake 51. On the other hand, the rear wheel hydraulic control unit 581 applies hydraulic pressure to the brake piston 512 of the rear wheel brake 52. The brake piston 512 of the front wheel brake 51 and the brake piston 512 of the rear wheel brake 52 increase the pressing force pressing the brake pad 513. When the pressing force from the brake piston 512 acting on the brake pad 513 increases, the brake pad 513 is pressed against the front brake disc 31 or the rear brake disc 41 with a large pressing force. The braking force acting on the front wheel 3 and the rear wheel 4 is increased (step S43).

  It is determined whether or not the braking force of the front wheel brake 51 is greater than or equal to the target braking force (step S44). When the braking force of front wheel brake 51 is equal to or greater than the target braking force (YES in step S44), the operation for increasing the braking force of front wheel brake 51 is terminated. On the other hand, when the braking force of front wheel brake 51 is not equal to or greater than the target braking force (NO in step S44), correction value calculation unit 722 calculates a front wheel rotation correction value and a rear wheel rotation correction value (step S45).

  The following operations are performed for both the front wheel brake 51 and the rear wheel brake 52, but the operations performed for the front wheel brake 51 and the operations performed for the rear wheel brake 52 are the same, and therefore only the front wheel brake 51 will be described.

  The slip amount calculation unit 576 calculates the front wheel slip amount from the front wheel rotation correction value and the rear wheel rotation correction value (step S46). It is determined whether the front wheel slip amount is equal to or greater than a first threshold value (step S47). If the front wheel slip amount is not equal to or greater than the first threshold value (NO in step 47), the process returns to step S43. On the other hand, when the front wheel slip amount is greater than or equal to the first threshold (YES in step 47), the inclination angle of motorcycle 1 is detected. Based on the inclination angle of the motorcycle 1, the reduction ratio determination unit 579 determines the reduction ratio (step S48). The reduction ratio determining unit 579 determines the reduction ratio as the reduction reference ratio when the vehicle body is not tilted. When the vehicle body is tilted, the reduction ratio determination unit 579 corrects the reduction reference ratio using the reduction correction relationship and determines the reduction ratio. Based on the reduction ratio, the front wheel brake 51 reduces the braking force (step S49).

  Thereafter, the correction value calculation unit 722 calculates a front wheel rotation correction value and a rear wheel rotation correction value (step S50). The slip amount calculation unit 722 calculates the front wheel slip amount from the front wheel rotation correction value and the rear wheel rotation correction value (step S51). It is determined whether the front wheel slip amount is equal to or smaller than a second threshold value (step S52). If the front wheel slip amount is not less than or equal to the second threshold value (NO in step S52), the process returns to step S49 to reduce the braking force. On the other hand, when the front wheel slip amount is equal to or smaller than the second threshold value (YES in step S52), the inclination angle of motorcycle 1 is detected. Based on the inclination angle of the motorcycle 1, the increase ratio determining unit 721 determines the increase ratio (step S53). The increase ratio determination unit 721 determines the increase ratio as the increase reference ratio when the vehicle body is not tilted. When the vehicle body is tilted, the increase ratio determination unit 721 corrects the increase reference ratio using the increase correction relationship and determines the increase ratio. Based on the increase ratio, the front wheel brake 51 or the rear wheel brake 52 increases the braking force (step S54). Thereafter, the process returns to step S44.

  FIG. 14 shows a change in braking force with respect to time when the brake is operated. Point P in FIG. 14 indicates the timing at which the slip amount reaches the first threshold value. Point Q indicates the timing at which the slip amount reaches the second threshold value. A solid line R indicates a change in braking force when the brake lever 53 is operated in a state where the motorcycle is inclined at a predetermined angle. A chain line T indicates a change in the braking force with respect to time when the braking force changes based on the decrease reference ratio and the increase reference ratio. That is, the chain line T indicates the change of the braking force with respect to time when the motorcycle is not tilted. A one-dot chain line U shows an example of a change in braking force with respect to time when the inclination angle is larger than that of the solid line R.

  When the brake lever 53 is operated, the braking force increases (R1). At this time, when the braking force reaches the target braking force, the increase of the braking force is finished. However, here, a case where the slip amount exceeds the first threshold before the braking force reaches the target braking force will be described.

  A front wheel rotation correction value and a rear wheel rotation correction value are calculated. A front wheel slip amount and a rear wheel slip amount are calculated based on the front wheel rotation correction value and the rear wheel rotation correction value. When the front wheel slip amount reaches the first threshold, the inclination angle of the motorcycle 1 is detected. The reduction ratio determination unit 579 determines the reduction ratio according to the inclination angle of the motorcycle 1. In this embodiment, the case where the solid line R2 is determined will be described. However, if the inclination angle increases, the reduction ratio determination unit 579 determines the ratio of the decrease in the braking force with respect to time as shown by the alternate long and short dash line U1. To do. When the reduction ratio is determined, the braking force is reduced based on the reduction ratio (R2).

  Thereafter, a front wheel rotation correction value and a rear wheel rotation correction value are calculated. A front wheel slip amount and a rear wheel slip amount are calculated based on the front wheel rotation correction value and the rear wheel rotation correction value. When the front wheel slip amount decreases to the second threshold value, the inclination angle of the motorcycle 1 is detected. The increase ratio determining unit 721 determines the increase ratio according to the inclination angle of the motorcycle 1. In this embodiment, a case where the solid line R3 is determined will be described. However, as the inclination angle of the motorcycle 1 increases, the increase ratio determination unit 721 increases the amount of increase in braking force with respect to time as indicated by a one-dot chain line U2. Decide on a small ratio. When the increase ratio is determined, the braking force increases based on the increase ratio (R3).

<Features of Third Embodiment>
The features of the third embodiment will be described below.

  In the third embodiment, when the front wheel slip amount exceeds the first threshold, the braking force of the front wheel brake 51 is reduced based on the reduction ratio corrected according to the inclination angle of the motorcycle 1. For this reason, even when the inclination angle is large, the front wheel 3 can be recovered from the slipped state in a short time, and the motorcycle can be prevented from becoming unstable.

  In the third embodiment, when the rear wheel slip amount exceeds the first threshold, the braking force of the rear wheel brake 52 is reduced based on the reduction ratio corrected in accordance with the inclination angle of the motorcycle 1. For this reason, even if the inclination angle is large, the rear wheel 4 can be recovered from the slipped state in a short time, and the motorcycle 1 can be prevented from becoming unstable.

  In the third embodiment, the braking force of the front wheel brake is increased until the front wheel slip amount exceeds the first threshold value. In the third embodiment, the braking force of the rear wheel brake is increased until the rear wheel slip amount exceeds the first threshold value. For this reason, a sufficient braking force can be applied to the front wheels.

  In the third embodiment, when the front wheel slip amount becomes equal to or smaller than the second threshold value after the front wheel slip amount exceeds the first threshold value, based on the increase ratio corrected according to the inclination angle of the motorcycle 1. The braking force is increased. For this reason, even when the inclination angle of the motorcycle 1 is large, it is possible to prevent the braking force from rapidly increasing. Therefore, in the motorcycle according to the third embodiment, the slip amount decreases after the slip amount increases, and the slip amount increases again, so that the motorcycle 1 can be prevented from becoming unstable.

[Other Embodiments]
(1) In the first embodiment and the third embodiment, the gyro sensor is used to detect the inclination angle of the vehicle body, but the present invention is not limited to this. The tilt angle of the vehicle body may be detected by other methods, and for example, may be calculated from the yaw rate sensor and the front wheel speed or the rear wheel speed as in the second embodiment. In the second embodiment, the configuration for detecting the tilt angle of the vehicle body is not limited to the configuration calculated from the yaw rate sensor and the front wheel speed or the rear wheel speed.

  (2) Although the hydraulic brake device is used in the above embodiment, the present invention is not limited to this. For example, a wire brake, a regenerative brake, or the like may be used. Further, the present invention may use an electric brake.

  Here, a configuration example of the electric brake will be described. FIG. 15 is a schematic diagram illustrating an example of the configuration of the electric brake 9. The electric brake 9 presses the brake pad 94 against the front brake disc 31 using the electric motor 91. The electric brake 9 includes an ECU 92, an electric motor 91, a trapezoidal screw 93, a brake pad 94, and a brake disc 95.

  The electric motor 91 receives a signal from the ECU 92 and moves the trapezoidal screw 93 in the direction of arrow V or arrow W.

  The trapezoidal screw 93 is connected to the electric motor 91. A brake pad 94 is attached to one end of the trapezoidal screw 93.

  The electric brake 9 receives a signal from the ECU 92 and drives the electric motor 91. When the electric motor 91 is driven, the trapezoidal screw 93 moves in the direction of the arrow V. As the trapezoidal screw 93 moves in the direction of arrow V, the brake pad 94 is pressed against the brake disc 95.

  In addition, said electric brake 9 is an example, Comprising: This invention is not limited to this. An electric brake having another configuration may be used.

  (3) In the first embodiment described above, when calculating the slip amount, the correction value considering the error when the vehicle body is tilted is not used, but the present invention is not limited to this. That is, in the first embodiment, the slip amount may be calculated using a correction value obtained by correcting an error that occurs when the vehicle body is tilted. On the other hand, in the second embodiment and the third embodiment, it is not essential to use the correction value when calculating the slip amount.

  (4) In the first embodiment, the second embodiment, and the third embodiment described above, based on the value obtained by correcting the rotational speed of the rear wheel or the rotational speed of the rear wheel when calculating the front wheel slip amount. Calculated. That is, the value obtained by correcting the rotational speed of the rear wheel or the rotational speed of the rear wheel is used as the denominator of the equation, but the present invention is not limited to this. For example, the vehicle speed can be used as a reference. The vehicle speed may be calculated by detecting the GPS data or integrating the acceleration of the motorcycle using an acceleration sensor.

  (5) In the first embodiment, the second embodiment, and the third embodiment described above, the motorcycle is described as the saddle riding type vehicle, but the present invention is not limited to this. For example, the present invention can be used for a three- or four-wheel saddle-type vehicle.

  (6) Although the brake disk type brake device has been described in the above embodiment, the present invention is not limited to this, and a drum brake type brake device may be used.

  (7) In the above embodiment, the brake lever 53 is used as an example of the brake operator. However, the present invention is not limited to this, and other configurations may be used. For example, a foot pedal may be used.

  (8) In the first embodiment described above, the brake device having the configuration in which only the second brake pad 513b is pressed against the front disc plate 31 as the front wheel brake 51 and the rear wheel brake 52 is used. Not limited to this, the brake device may be configured such that both the first brake pad 513a and the second brake pad 513b are pressed against the front disc brake 31 side.

(9) In the above embodiment, the stroke sensor 53a is used as a sensor for detecting the operation amount of the brake lever 53. However, the present invention is not limited to this, and the operation amount of the brake lever 53 is determined by other sensors or methods. It can also be detected. In addition to the linear potentiometer, a rotary potentiometer can be used as the stroke sensor. Furthermore, instead of using the stroke sensor, the operation amount can be detected from the load acting on the brake lever using a load cell.

Claims (12)

A brake device provided in a saddle-ride type vehicle,
A front wheel brake that applies a braking force to the front wheels;
A front wheel rotational speed sensor for detecting the rotational speed of the front wheel;
A rear wheel brake that applies braking force to the rear wheel;
A rear wheel rotational speed sensor for detecting the rotational speed of the rear wheel;
An inclination angle detection unit for detecting an inclination angle of a vehicle body of the saddle riding type vehicle;
A slip amount calculation unit that calculates a front wheel slip amount and a rear wheel slip amount based on detection results of the front wheel rotation speed sensor and the rear wheel rotation speed sensor;
A first threshold relating to the slip amount, a decrease amount relationship indicating a decrease reference ratio of a decrease amount of brake braking force with respect to time, and a decrease correction indicating a relationship between a detection result of the inclination angle detection unit and a correction amount of the decrease reference ratio A storage unit for storing the relationship,
A front wheel brake control unit that reduces the braking force of the front wheel brake based on the decrease amount relationship and the decrease correction relationship when the front wheel slip amount is equal to or greater than a first threshold;
A rear wheel brake control unit that reduces a braking force of the rear wheel brake based on the decrease amount relationship and the decrease correction relationship when the rear wheel slip amount is equal to or greater than a first threshold;
With
The decrease correction relationship is a relationship for correcting so that the amount of decrease in brake braking force with respect to time is larger than the decrease reference ratio.
Brake device. A brake device provided in a saddle-ride type vehicle,
A front wheel brake that applies a braking force to the front wheels;
A front wheel rotational speed sensor for detecting the rotational speed of the front wheel;
A rear wheel brake that applies braking force to the rear wheel;
A rear wheel rotational speed sensor for detecting the rotational speed of the rear wheel;
An inclination angle detection unit for detecting an inclination angle of a vehicle body of the saddle riding type vehicle;
A slip amount calculation unit that calculates a front wheel slip amount and a rear wheel slip amount based on detection results of the front wheel rotation speed sensor and the rear wheel rotation speed sensor;
A first threshold value regarding the slip amount, a second threshold value regarding the slip amount, a decrease amount relationship indicating a decrease reference ratio of the decrease amount of the brake braking force with respect to time, an increase amount relationship indicating the increase reference ratio of the increase amount of the brake braking force with respect to time, And a storage unit that stores an increase correction relationship indicating a relationship between a detection result of the tilt angle detection unit and a correction amount of the increase reference ratio;
The increase correction relationship is a relationship for correcting so that the amount of increase in brake braking force with respect to time is smaller than the increase reference ratio,
The front wheel brake control unit reduces the braking force of the front wheel brake based on the decrease reference ratio indicated by the decrease amount relationship after the front wheel slip amount is equal to or greater than a first threshold value, and then decreases below the second threshold value. In some cases, based on the increase amount relationship and the increase correction relationship, to increase the braking force of the front wheel brake,
The rear wheel brake control unit reduces the braking force of the rear wheel brake after the rear wheel slip amount is equal to or greater than a first threshold and reduces the braking force of the rear wheel brake based on the decrease reference ratio indicated by the decrease amount relationship. Increasing the braking force of the rear wheel brake based on the increase amount relationship and the increase correction relationship when it is equal to or less than a threshold;
Brake device. A brake device provided in a saddle-ride type vehicle,
A front wheel brake that applies a braking force to the front wheels;
A front wheel rotational speed sensor for detecting the rotational speed of the front wheel;
A rear wheel brake that applies braking force to the rear wheel;
A rear wheel rotational speed sensor for detecting the rotational speed of the rear wheel;
An inclination angle detection unit for detecting an inclination angle of a vehicle body of the saddle riding type vehicle;
A slip amount calculation unit that calculates a front wheel slip amount and a rear wheel slip amount based on detection results of the front wheel rotation speed sensor and the rear wheel rotation speed sensor;
A first threshold value regarding the slip amount, a second threshold value regarding the slip amount, a decrease amount relationship indicating a decrease reference ratio of the decrease amount of the brake braking force with respect to time, a detection result of the inclination angle detection unit, and a correction amount of the decrease reference ratio A decrease correction relationship indicating the relationship, an increase amount relationship indicating the increase reference ratio of the increase amount of the brake braking force with respect to time, and an increase correction indicating the relationship between the detection result of the tilt angle detection unit and the correction amount of the increase reference ratio A storage unit for storing the relationship,
When the front wheel slip amount is equal to or greater than a first threshold value and is less than or equal to the second threshold value after the braking force of the front wheel brake is decreased based on the decrease amount relationship and the decrease correction relationship, the increase amount relationship and Based on the increase correction relationship, a front wheel brake control unit that increases the braking force of the front wheel brake;
The increase amount when the rear wheel slip amount is equal to or greater than a first threshold value and is equal to or less than the second threshold value after the braking force of the rear wheel brake is decreased based on the decrease amount relationship and the decrease correction relationship. A rear wheel brake control unit for increasing the braking force of the rear wheel brake based on the relationship and the increase correction relationship;
With
The decrease correction relationship is a relationship for correcting the decrease amount of the brake braking force with respect to time to be larger than the decrease reference ratio,
The increase correction relationship is a relationship for correcting so that the amount of increase in brake braking force with respect to time is smaller than the increase reference ratio.
Brake device. The brake device according to any one of claims 1 to 3,
The brake device is
A brake operation unit for operating the front wheel brake and the rear wheel brake with a single operator;
Brake device. The brake device according to any one of claims 1 to 4,
The brake device further includes a correction value calculation unit,
The correction value calculation unit calculates a front wheel rotation speed correction value based on the detection result of the inclination angle detection unit and the detection result of the front wheel rotation speed sensor, and detects the detection result of the inclination angle detection unit and the rear wheel rotation. Based on the detection result of the speed sensor, the rear wheel rotational speed correction value is calculated,
The slip amount calculation unit calculates the front wheel slip amount and the rear wheel slip amount based on the front wheel rotation speed correction value and the rear wheel rotation speed correction value.
Brake device. The brake device according to any one of claims 1 to 4,
The brake device further includes a yaw rate sensor and a correction value calculation unit,
The correction value calculation unit is configured to detect a front wheel rotation speed correction value based on a detection result detected by the yaw rate sensor, a detection result detected by the front wheel rotation speed sensor, and a detection result detected by the rear wheel rotation speed sensor. And calculating the rear wheel rotational speed correction value,
The slip amount calculation unit calculates the front wheel slip amount and the rear wheel slip amount based on the front wheel rotation correction value and the rear wheel rotation correction value.
Brake device. The brake device according to claim 6, wherein
The inclination angle detection unit calculates an inclination angle based on a yaw rate detected by the yaw rate sensor and a detection result of the front wheel rotation speed detection sensor or a detection result of the rear wheel rotation speed detection sensor;
Brake device. The brake device according to any one of claims 1 to 6,
The tilt angle detection unit includes a gyro sensor, and calculates a tilt angle of the vehicle body based on a value detected by the gyro sensor.
Brake device. The brake device according to any one of claims 1 to 8,
The slip amount calculation unit calculates the front wheel slip amount and the rear wheel slip amount based on a difference between a rotation speed of the front wheel and a rotation speed of the rear wheel.
Brake device. The brake device according to any one of claims 1 to 9,
The front wheel brake includes a front wheel brake pad and a front wheel brake pad operating mechanism,
The front wheel brake pad operating mechanism moves the front wheel brake pad with brake oil,
The rear wheel brake includes a rear wheel brake pad and a rear wheel brake pad operating mechanism,
The rear wheel brake pad operating mechanism moves the rear wheel brake pad with brake oil;
Brake device. The brake device according to any one of claims 1 to 9,
The front wheel brake and the rear wheel brake are any one of a wire brake, a regenerative brake and an electric brake,
Brake device. A brake device according to any one of claims 1 to 10 is provided.
Saddle type vehicle.

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