JP6366480B2 - Brake control device for bar handle vehicle - Google Patents

Description

  The present invention relates to a brake control device for a bar handle vehicle that executes anti-lock brake control for suppressing wheel lock.

  As a vehicle brake control device, for example, in Patent Document 1, there is a state in which a vehicle body speed calculated based on a signal from a wheel speed sensor is larger than a predetermined vehicle body speed and the wheel speed is smaller than a minimum wheel speed. What is determined that the wheel speed sensor is abnormal when it is continued for a while.

JP 2006-327474 A

  Incidentally, some bar handle vehicles such as motorcycles are configured such that antilock brake control is performed only on one of the front wheels and the rear wheels (for example, the front wheels). In such a configuration, when both the front and rear wheels are braked, the other wheel (for example, the rear wheel) may be locked, but one wheel (the front wheel) is anti-lock brake controlled. When executed, the lock is suppressed. However, in the situation where the front wheel brake system is abnormal, if the brake operation is performed on both the front and rear wheels and the rear wheels are locked, the front wheels are locked or the front wheel speed sensor is broken. Then, since the estimation accuracy of the vehicle body speed is lowered, there is a possibility that the accuracy of the abnormality determination is lowered by the method like the conventional technique.

  Accordingly, an object of the present invention is to provide a bar-handle vehicle brake control device that can accurately determine abnormality.

  In order to solve the above-described problem, the brake control device for a bar handle vehicle according to the present invention includes a first wheel speed acquisition unit that acquires the wheel speed of one of the front wheels and the rear wheels, and the other of the front wheels and the rear wheels. A second wheel speed acquisition means for acquiring a wheel speed of the wheel, a first antilock brake control means for executing an antilock brake control for suppressing the locking of the one wheel, and the first antilock brake control means. When executing the lock brake control, it is determined that the one wheel tends to be locked based on the wheel speed of the one wheel, and the other wheel is locked based on the wheel speed of the other wheel. When the state determined to be in a tendency continues for the first time, the first abnormality determination is performed to determine that there is an abnormality in the brake system of the one wheel. Characterized in that it comprises an abnormality determination means.

  According to such a configuration, it is said that both the one wheel and the other wheel tend to be locked despite the execution of the anti-lock brake control for suppressing the lock of one wheel. Thus, it can be determined that there is an abnormality in the brake system of one of the wheels. If one wheel and the other wheel tend to lock, when estimating the vehicle body speed based on the wheel speed as in the prior art, the estimation accuracy of the vehicle body speed may be reduced. Since it does not depend on the vehicle body speed, the abnormality can be determined with high accuracy.

  When the wheel speed of the one wheel is less than or equal to the first threshold, the device described above determines that the one wheel has a tendency to lock, and the wheel speed of the other wheel is less than or equal to the second threshold. It can be set as the structure which determines with the said other wheel having a lock tendency.

  According to such a configuration, different threshold values can be used for one wheel and the other wheel, and a suitable threshold value can be set according to the vehicle type, so that the determination accuracy can be improved. .

  The apparatus described above includes vehicle body speed acquisition means for acquiring a vehicle body speed, and the abnormality determination means has the vehicle body speed equal to or higher than a predetermined speed, and the one wheel is locked based on the wheel speed of the one wheel. When the state determined to have a tendency continues for the second time, the second abnormality determination may be performed to determine that there is an abnormality in the brake system of the one wheel.

  According to such a configuration, for example, when one of the wheels continues to be locked when the brake is operated only on one of the wheels, there is an abnormality in the brake system of one of the wheels. Can be determined.

  The apparatus described above includes a second antilock brake control means for executing an antilock brake control for suppressing the lock of the other wheel, and both the first antilock brake control means and the second antilock brake control means. Switching means for switching between a first mode that operates and a second mode in which only the first antilock brake control means operates, wherein the abnormality determination means is configured to perform the second mode during execution of the first mode. While performing only abnormality determination, it can be set as the structure which performs a said 1st abnormality determination and a said 2nd abnormality determination during execution of the said 2nd mode.

  According to such a configuration, a mode in which antilock brake control is possible for both the front and rear wheels, and a mode in which antilock brake control is possible only for one wheel, depending on the road surface condition, etc. Can be switched. In the second mode, for example, when the brake operation is performed on both the front and rear wheels and the antilock brake control is executed on one wheel, there is a possibility that both the front and rear wheels may be locked. However, in this case, it can be accurately determined that there is an abnormality in the brake system of one wheel by the first abnormality determination.

  According to the present invention, it is possible to accurately determine abnormality.

It is a figure showing composition of a bar handle vehicle provided with a brake control device for bar handle vehicles concerning an embodiment. It is a block diagram which shows the structure of a control part. It is a flowchart which shows the process by a control part. It is a flowchart which shows the 1st abnormality determination process. It is a flowchart which shows the determination process of 2nd abnormality. It is a time chart explaining determination of abnormality when brakes of both front wheels and rear wheels are operated during execution of the two-wheel ABS mode. It is a time chart explaining the determination of abnormality when only the brake of the front wheel is operated during execution of the one-wheel ABS mode. It is a time chart explaining determination of abnormality when brakes of both front wheels and rear wheels are operated during execution of the single-wheel ABS mode.

Hereinafter, embodiments will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1, a motorcycle as an example of a bar handle vehicle according to the present embodiment includes a brake system BF for a front wheel WF, a brake system BR for a rear wheel WR, and an example of a brake control device for a bar handle vehicle. The control part 100 is provided. In the present embodiment, the front wheel WF corresponds to “one wheel of the front wheels and the rear wheels”, and the rear wheel WR corresponds to “the other wheel of the front wheels and the rear wheels”.

  The brake system BF includes a master cylinder MF, a hydraulic unit 10 (10F), a wheel brake 20, a pipe 30 connecting the master cylinder MF and the inlet port 10a of the hydraulic unit 10, and an outlet port 10b of the hydraulic unit 10. And a pipe 40 that connects the wheel brake 20 and a front wheel speed sensor 51 that detects a wheel speed (front wheel speed) WS1 of the front wheel WF. Similarly to the brake system BF, the brake system BR includes a master cylinder MR, a hydraulic unit 10 (10R), a wheel brake 20, a pipe 30 connecting the master cylinder MR and the hydraulic unit 10, and a hydraulic unit. 10, a pipe 40 that connects the wheel brake 20 and a rear wheel speed sensor 52 that detects a wheel speed (rear wheel speed) WS2 of the rear wheel WR.

  The master cylinder MF is a device that outputs a hydraulic pressure corresponding to the amount of operation of the brake lever LF that the driver operates with the right hand, and the master cylinder MR corresponds to the amount of operation of the brake lever LR that the driver operates with the left hand. It is a device that outputs the hydraulic pressure.

  Each of the wheel brakes 20 is a wheel that generates a braking force (braking force) by pressing the brake pad against the brake rotor 21 by the brake rotor 21, a brake pad (not shown), and the hydraulic pressure output from the master cylinders MF and MR. A cylinder 23 is mainly provided.

  The hydraulic unit 10 (10F, 10R) mainly includes an inlet valve 1, a check valve 1a, an outlet valve 2, a reservoir 3, a pump 4, a suction valve 4a, a discharge valve 4b, an orifice 5a, a damper 5b, and a motor 6. Under normal conditions, the fluid path output from the master cylinders MF and MR is transmitted to the wheel brake 20 because the oil passage is communicated from the inlet port 10a to the outlet port 10b. Since the hydraulic unit 10R has the same configuration as the hydraulic unit 10F, the internal structure is not shown.

  The inlet valve 1 is a normally open electromagnetic valve provided between the master cylinders MF and MR and the wheel brake 20. The inlet valve 1 is open at normal times, thereby allowing the hydraulic pressure to be transmitted from the master cylinders MF and MR to the wheel brake 20. Further, the inlet valve 1 is blocked by the control unit 100 when the wheels WF and WR are likely to be locked, thereby blocking the transmission of hydraulic pressure from the master cylinders MF and MR to the wheel brake 20.

  The outlet valve 2 is a normally closed electromagnetic valve provided between the wheel brake 20 and the reservoir 3. Although the outlet valve 2 is normally closed, it is released by the control unit 100 when the wheels WF and WR are likely to be locked, so that the hydraulic pressure applied to the wheel brake 20 is released to the reservoir 3.

  The check valve 1a is a valve that allows only the brake fluid to flow from the wheel brake 20 side to the master cylinders MF and MR, and is connected to the inlet valve 1 in parallel. When the hydraulic pressure input from the master cylinders MF and MR is released, the check valve 1a allows the brake fluid to flow from the wheel brake 20 side to the master cylinders MF and MR side even if the inlet valve 1 is closed. Allow.

  The reservoir 3 temporarily stores brake fluid that is released when the outlet valve 2 is opened. The pump 4 is provided between the reservoir 3 and the master cylinders MF and MR, and is driven by the rotational drive of the motor 6 to suck the brake fluid stored in the reservoir 3 and return it to the master cylinders MF and MR. The orifice 5a and the damper 5b absorb fluid pressure fluctuations.

  The hydraulic unit 10 adjusts the braking force, specifically, the hydraulic pressure of the wheel cylinder 23, by controlling the opening / closing states of the inlet valve 1 and the outlet valve 2 by the control unit 100. For example, in a normal state in which the inlet valve 1 is opened and the outlet valve 2 is closed, if the brake levers LF and LR are operated, the hydraulic pressures of the master cylinders MF and MR are transmitted to the wheel cylinders 23 as they are and the braking force is applied. The pressure increase state increases. Further, when the inlet valve 1 is closed and the outlet valve 2 is opened, the brake fluid flows out from the wheel cylinder 23 to the reservoir 3 side, resulting in a reduced pressure state in which the braking force is reduced. Further, when both the inlet valve 1 and the outlet valve 2 are closed, the hydraulic pressure of the wheel cylinder 23 is maintained and the braking force is maintained.

  The control unit 100 mainly controls the hydraulic unit 10 provided in the brake systems BF and BR of the front wheel WF and the rear wheel WR, thereby suppressing the lock of the wheels WF and WR (hereinafter referred to as “ This is an apparatus that executes control. The control unit 100 includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input / output circuit, and the like, and inputs from the sensors 51 and 52, Control is executed by performing various arithmetic processes based on programs, data, and the like stored in the ROM.

  As shown in FIG. 2, the control unit 100 includes a front wheel speed acquisition unit 111 as an example of a first wheel speed acquisition unit, a rear wheel speed acquisition unit 112 as an example of a second wheel speed acquisition unit, and a vehicle body speed acquisition. Means 120, front wheel ABS control means 131 as an example of first antilock brake control means, rear wheel ABS control means 132 as an example of second antilock brake control means, switching means 140, front wheel lock determination means 151, a rear wheel lock determination unit 152, an abnormality determination unit 160, and a storage unit 190.

  The front wheel speed acquisition unit 111 is a unit that acquires information on the front wheel speed WS1 from the front wheel speed sensor 51. The front wheel speed acquisition unit 111 outputs information on the front wheel speed WS1 to the vehicle body speed acquisition unit 120, the front wheel ABS control unit 131, and the front wheel lock determination unit 151.

  The rear wheel speed acquisition means 112 is means for acquiring information on the rear wheel speed WS2 from the rear wheel speed sensor 52. The rear wheel speed acquisition unit 112 outputs information on the rear wheel speed WS2 to the vehicle body speed acquisition unit 120, the rear wheel ABS control unit 132, and the rear wheel lock determination unit 152.

  The vehicle body speed acquisition unit 120 is a unit that calculates and acquires the vehicle body speed V based on information on the wheel speeds WS1 and WS2. Specifically, in the present embodiment, the vehicle body speed acquisition unit 120 calculates the vehicle body speed V1 based on the front wheel speed WS1 and the vehicle body speed V2 based on the rear wheel speed WS2 by a known method. The larger one of the vehicle body speeds V1 and V2 is set to the vehicle body speed V. The vehicle body speed acquisition unit 120 outputs information on the vehicle body speed V to the front wheel ABS control unit 131, the rear wheel ABS control unit 132, and the abnormality determination unit 160.

  The front wheel ABS control means 131 is means for executing ABS control for suppressing the lock of the front wheel WF. As an example, in the front wheel ABS control means 131, the acceleration of the front wheel WF is 0 or less, and the slip ratio obtained by dividing the difference (slip amount) between the vehicle body speed V and the wheel speed WS1 by the vehicle body speed V is greater than the threshold value. In this case, an instruction to reduce (depressurize) the braking force is output to the hydraulic unit 10F, the inlet valve 1 is closed, and the outlet valve 2 is opened. Further, when the acceleration of the front wheel WF becomes greater than 0 after the pressure reduction, an instruction to hold the braking force is output to the hydraulic unit 10F, and both the inlet valve 1 and the outlet valve 2 are closed. Furthermore, after the holding, when the acceleration of the front wheel WF becomes 0 or less and the slip ratio becomes a threshold or less, an instruction to increase (increase) the braking force is output to the hydraulic unit 10F and the inlet valve 1 is opened. The outlet valve 2 is closed. When the ABS control is started, the front wheel ABS control means 131 changes the front wheel ABS flag FF from 0 (non-execution) to 1 (execution) and outputs information to that effect to the abnormality determination means 160.

  Further, the front wheel ABS control means 131 executes provisional control when the abnormality determination means 160 determines that the brake system BF of the front wheel WF is abnormal as will be described later. Specifically, the front wheel ABS control means 131 alternately outputs a holding instruction and a pressure increasing instruction to the hydraulic pressure unit 10F during the preset third time T3 in the temporary control.

  The rear wheel ABS control means 132 is means for executing ABS control for suppressing the lock of the rear wheel WR. The specific ABS control method (instruction to be output to the hydraulic pressure unit 10R) is the same as that in the case of the front wheel ABS control means 131, and thus detailed description thereof is omitted. When the ABS control is started, the rear wheel ABS control means 132 changes the rear wheel ABS flag FR from 0 (non-execution) to 1 (execution).

  The switching unit 140 includes a two-wheel ABS mode (first mode) in which ABS control is possible for both the front wheel WF and the rear wheel WR by operating both the front wheel ABS control unit 131 and the rear wheel ABS control unit 132. In this case, only the front wheel ABS control means 131 is operated to switch the single wheel ABS mode (second mode) in which ABS control is possible only for the front wheel WF. Specifically, the switching means 140 is a two-wheel ABS mode in which the driver operates the mode changeover switch 53 provided on the handle of the motorcycle to select the mode, thereby operating the rear wheel ABS control means 132; The single wheel ABS mode for stopping the operation of the rear wheel ABS control means 132 is switched. The switching unit 140 outputs information on the currently selected mode to the abnormality determination unit 160.

  The front wheel lock determination means 151 is a means for determining whether or not the front wheel WF has a locking tendency based on the front wheel speed WS1. Specifically, the front wheel lock determination unit 151 determines that the front wheel WF is in a lock tendency when the front wheel speed WS1 is equal to or lower than a first threshold WSth1 set in advance. The front wheel lock determination unit 151 outputs information on whether or not the front wheel WF has a locking tendency to the abnormality determination unit 160.

  The rear wheel lock determination means 152 is a means for determining whether or not the rear wheel WR has a locking tendency based on the rear wheel speed WS2. Specifically, the rear wheel lock determination unit 152 determines that the rear wheel WR has a locking tendency when the rear wheel speed WS2 is equal to or lower than a second threshold value WSth2 set in advance. The rear wheel lock determination unit 152 outputs information on whether or not the rear wheel WR has a locking tendency to the abnormality determination unit 160.

  In the present embodiment, the first threshold value WSth1 and the second threshold value WSth2 are different values, and the first threshold value WSth1 is set to a value smaller than the second threshold value WSth2. The first threshold value WSth1 and the second threshold value WSth2 may be the same value.

  The abnormality determination unit 160 is a unit that determines whether there is an abnormality in the brake system BF of the front wheel WF (for example, abnormality in the hydraulic unit 10F, abnormality in the front wheel speed sensor 51, or the like). Specifically, the abnormality determination unit 160 performs the first abnormality determination during the execution of the one-wheel ABS mode, and the second determination is made regardless of whether the two-wheel ABS mode is being executed or the single-wheel ABS mode is being executed. Abnormality judgment is executed. In other words, the abnormality determination unit 160 executes only the second abnormality determination during the execution of the two-wheel ABS mode, and executes the first abnormality determination and the second abnormality determination during the execution of the one-wheel ABS mode.

  In the first abnormality determination, the abnormality determination unit 160 determines that the front wheel WF is in a locking tendency when the front wheel ABS control unit 131 is performing ABS control on the front wheel WF, and the rear wheel WR When the state determined to be in a locking tendency continues for a preset first time T1, it is determined that there is an abnormality in the brake system BF of the front wheels WF. Further, in the second abnormality determination, the abnormality determination means 160 is in a state in which it is determined that the vehicle body speed V is equal to or higher than a predetermined speed Vth that is set in advance (running) and the front wheels WF are in a locking tendency. When the preset second time T2 continues, it is determined that there is an abnormality in the brake system BF of the front wheels WF. While the one-wheel ABS mode is being executed, the first abnormality determination and the second abnormality determination are executed in parallel, but the abnormality determination means 160 is the first abnormality determination and the second abnormality determination. If any of the determination conditions is satisfied, it is determined that there is an abnormality in the brake system BF of the front wheel WF.

  In the present embodiment, the first time T1 and the second time T2 are different values, and the first time T1 is set to a value (short time) smaller than the second time T2. Note that the first time T1 and the second time T2 may be the same value.

  When the abnormality determination unit 160 determines that the brake system BF of the front wheel WF is abnormal, the determination flag FA is changed from the initial value 0 (normal) to 1 (abnormal), and information to that effect is displayed on the front wheel ABS control unit. In addition, the warning light 60 is turned on. When the determination flag FA is 1, the front wheel ABS control means 131 executes the above-described provisional control, and thereafter does not execute the ABS control for the front wheel WF.

  The storage unit 190 is a unit that appropriately stores programs necessary for the operation of the control unit 100, data such as threshold values, calculation results, and the like.

Next, processing in the control unit 100 will be described.
As shown in FIG. 3, the abnormality determination means 160 executes a process for determining abnormality of the brake system BF of the front wheels WF (S100, S200).

  Specifically, as shown in FIG. 4, during execution of the one-wheel ABS mode (S110, Yes), the abnormality determination unit 160 first determines whether or not ABS control is being performed on the front wheel WF as the first abnormality determination. (Whether the front wheel ABS flag FF is 1) is determined (S120). If the front wheel ABS flag FF is 1 (S120, Yes), the abnormality determination unit 160 determines whether the front wheel WF is in a locking tendency (whether the front wheel speed WS1 is equal to or lower than the first threshold WSth1) (S130). And, it is determined whether or not the rear wheel WR has a locking tendency (whether or not the rear wheel speed WS2 is equal to or lower than the second threshold value WSth2) (S140).

  When the front wheel speed WS1 is equal to or less than the first threshold value WSth1 (S130, Yes) and the rear wheel speed WS2 is equal to or less than the second threshold value WSth2 (S140, Yes), the abnormality determination unit 160 sets the front wheel ABS flag FF to 1. At this time, it is determined whether or not the state where the front wheel speed WS1 is equal to or lower than the first threshold value WSth1 and the rear wheel speed WS2 is equal to or lower than the second threshold value WSth2 continues for the first time T1 (S150).

  When the state satisfying the conditions of steps S120 to S140 continues for the first time T1 (S150, Yes), the abnormality determination unit 160 determines that the brake system BF of the front wheel WF is abnormal, and sets the determination flag FA. The value is changed from 0 to 1 (S160), and the process shown in FIG. 4 is terminated. On the other hand, if each step S120 to S150 is No, the abnormality determination unit 160 maintains the determination flag FA at 0 (S170), and ends the process shown in FIG.

  As shown in FIG. 5, the abnormality determination unit 160 first determines whether the vehicle is running (whether the vehicle body speed V is equal to or higher than a predetermined speed Vth) as the second abnormality determination (S210). When the vehicle body speed V is equal to or higher than the predetermined speed Vth (S210, Yes), the abnormality determination unit 160 determines whether or not the front wheel speed WS1 is equal to or lower than the first threshold value WSth1 (S220). When the front wheel speed WS1 is equal to or lower than the first threshold value WSth1 (S220, Yes), the abnormality determination unit 160 is in a state where the vehicle body speed V is equal to or higher than the predetermined speed Vth and the front wheel speed WS1 is equal to or lower than the first threshold value WSth1. It is determined whether or not the second time T2 continues (S230).

  When the state satisfying the conditions of steps S210 and S220 continues for the second time T2 (S230, Yes), the abnormality determination unit 160 determines that the brake system BF of the front wheel WF is abnormal, and sets the determination flag FA. The value is changed from 0 to 1 (S240), and the process shown in FIG. On the other hand, if each step S210 to S230 is No, the abnormality determination unit 160 maintains the determination flag FA at 0 (S250), and ends the process shown in FIG.

  Returning to FIG. 3, when the determination flag FA is 1 (S310, Yes), the abnormality determination unit 160 turns on the warning lamp 60 (S320) and notifies the driver of the abnormality. Further, the front wheel ABS control means 131 performs temporary control for alternately outputting a holding instruction and a pressure increasing instruction to the hydraulic pressure unit 10F during the third time T3 (S330). After executing the temporary control, the control unit 100 prohibits the execution of the ABS control for the front wheels WF and ends the process shown in FIG. When the determination flag FA is not 1 (when it is 0) (S310, No), there is no abnormality in the brake system BF of the front wheels WF, so the abnormality determination means 160 ends the process shown in FIG.

  Next, determination of abnormality of the brake system BF of the front wheel WF will be described with reference to FIGS. 6 to 8, it is assumed that the hydraulic pressure of the master cylinder MF is directly transmitted to the wheel cylinder 23 due to a failure of the brake system BF of the front wheel WF.

  FIG. 6 shows a case where both brake levers LF and LR are operated at time t11 during execution of the two-wheel ABS mode. In this case, when the slip ratio of the front wheel WF and the rear wheel WR becomes larger than the threshold at time t12, the front wheel ABS control means 131 changes the front wheel ABS flag FF from 0 to 1 and executes ABS control for the front wheel WF. Then, the rear wheel ABS control means 132 changes the rear wheel ABS flag FR from 0 to 1, and executes ABS control for the rear wheel WR.

  As a result, the rear wheel WR is restrained from deviating from the vehicle body speed V and the tendency to lock due to the hydraulic pressure of the wheel cylinder 23 being reduced, held, or increased. The On the other hand, the front wheel WF continues to decelerate as the hydraulic pressure of the master cylinder MF is transmitted to the wheel cylinder 23 as it is, and at the time t13, the front wheel speed WS1 becomes equal to or less than the first threshold WSth1 and tends to be locked. At this time, the vehicle body speed V is equal to or higher than the predetermined speed Vth.

  The abnormality determination unit 160 determines that the vehicle speed V is equal to or higher than the predetermined speed Vth and the front wheel speed WS1 is equal to or lower than the first threshold value WSth1 from the time t13 when the second time T2 continues. At the time, the determination flag FA is changed from 0 to 1 (determined that there is an abnormality in the brake system BF of the front wheel WF). Further, the front wheel ABS control means 131 resets the front wheel ABS flag FF from 1 to 0, stops execution of ABS control for the front wheel WF, and executes provisional control.

  FIG. 7 shows a case where only the brake lever LF (brake of the front wheel WF) is operated at time t21 during the execution of the one-wheel ABS mode. In this case, when the slip ratio of the front wheel WF becomes larger than the threshold value at time t22, the front wheel ABS control means 131 executes ABS control on the front wheel WF. However, the front wheel WF continues to decelerate as the hydraulic pressure of the master cylinder MF is directly transmitted to the wheel cylinder 23, and at the time t23, the front wheel speed WS1 becomes equal to or lower than the first threshold value WSth1 and tends to be locked. On the other hand, the rear wheel WR is gradually decelerated by the braking force acting on the front wheel WF, but is not locked, and the vehicle body speed V is equal to or higher than the predetermined speed Vth.

  Then, as in the case of FIG. 6, the abnormality determination means 160 is in the second state from the time t23 when the vehicle body speed V is equal to or higher than the predetermined speed Vth and the front wheel speed WS1 is equal to or lower than the first threshold value WSth1. When the time T2 continues, the determination flag FA is changed from 0 to 1 at time t24. Further, the front wheel ABS control means 131 stops execution of the ABS control for the front wheel WF, and executes provisional control.

  FIG. 8 shows a case where both brake levers LF and LR are operated at time t31 during execution of the one-wheel ABS mode. In this case, when the slip ratio of the front wheel WF becomes larger than the threshold at time t32, the front wheel ABS control means 131 executes ABS control on the front wheel WF. However, the front wheel WF continues to decelerate as the hydraulic pressure of the master cylinder MF is transmitted to the wheel cylinder 23 as it is, and the front wheel speed WS1 becomes equal to or lower than the first threshold value WSth1 at time t34 and tends to be locked. On the other hand, the rear wheel WR also continues to decelerate because the hydraulic pressure of the master cylinder MR is directly transmitted to the wheel cylinder 23, and at time t33, the rear wheel speed WS2 becomes equal to or lower than the second threshold value WSth2 and tends to be locked.

  When the front wheel ABS flag FF is 1, the abnormality determination means 160 is in a state where the front wheel speed WS1 is equal to or lower than the first threshold value WSth1 and the rear wheel speed WS2 is equal to or lower than the second threshold value WSth2 from the time t34. When the first time T1 continues, the determination flag FA is changed from 0 to 1 at time t35. Further, the front wheel ABS control means 131 stops execution of the ABS control for the front wheel WF, and executes provisional control.

  In the situation where the abnormality in the brake system BF of the front wheel WF is, for example, a failure of the front wheel speed sensor 51 and the hydraulic unit 10F operates normally, the front wheel ABS control means 131 performs the third control in the provisional control. During the time T3, by alternately outputting a holding instruction and a pressure increasing instruction, the hydraulic pressure in the wheel cylinder 23 of the front wheel WF is gradually increased while repeating the holding and pressure increasing over the third time T3. Can be made. Thereby, it is possible to suppress the front wheel WF from being locked due to a sudden increase in braking force.

According to the present embodiment described above, the following operational effects can be obtained.
When the front wheel WF and the rear wheel WR are determined to be in a lock tendency when the ABS control is being performed on the front wheel WF for the first time T1, the lock for the front wheel WF is suppressed. Although both the front wheel WF and the rear wheel WR continue to be locked despite executing the ABS control, it can be determined that the brake system BF of the front wheel WF is abnormal. If both the front wheel WF and the rear wheel WR tend to be locked, the estimation accuracy of the vehicle body speed V estimated from the wheel speeds WS1 and WS2 may be reduced. However, the first abnormality determination is performed as in the prior art. Since the vehicle speed estimated from the wheel speed is not required, in other words, it does not depend on the vehicle speed, it is possible to accurately determine the abnormality of the brake system BF of the front wheel WF.

  Further, when the front wheel speed WS1 is equal to or lower than the first threshold value WSth1, it is determined that the front wheel WF tends to be locked, and when the rear wheel speed WS2 is equal to or lower than the second threshold value WSth2, it is determined that the rear wheel WR tends to be locked. Therefore, different threshold values can be used for the front wheel WF and the rear wheel WR, and a suitable threshold value can be set according to the vehicle type. Thereby, the accuracy of determination can be improved.

  Further, when the vehicle speed V is equal to or higher than the predetermined speed Vth and the state in which it is determined that the front wheel WF is in a locking tendency continues for the second time T2, the front wheel WF is in spite of traveling. In this case, it can be determined that there is an abnormality in the brake system BF of the front wheel WF. In this case, as shown in FIGS. 6 and 7, since the rear wheel WR does not tend to lock (because the rear wheel speed WS2 is not less than or equal to the second threshold value WSth2), the estimation accuracy of the vehicle body speed V is maintained. Therefore, even if the vehicle body speed V is used, the determination accuracy does not decrease. 6 and 7 show an example in which the predetermined speed Vth and the second threshold value WSth2 are set to the same value. However, the present invention is not limited to this, and the predetermined speed Vth and the second threshold value WSth2 are set to different values. It may be.

  Further, since the mode in which both the front wheel ABS control unit 131 and the rear wheel ABS control unit 132 are operated and the mode in which only the front wheel ABS control unit 131 is operated can be switched, the two-wheel ABS mode can be switched according to the road surface condition. The single wheel ABS mode can be switched. In the one-wheel ABS mode, as described with reference to FIG. 8, both the front wheel WF and the rear wheel WR may tend to be locked. In this case, the front wheel WF is determined by the first abnormality determination. It can be accurately determined that there is an abnormality in the brake system BF.

  Although the embodiment has been described above, the present invention is not limited to the embodiment. About a concrete structure, it can change suitably in the range which does not deviate from the meaning of invention as follows.

  In the above embodiment, the front wheel lock determination means 151 (first lock determination means) determines whether or not the front wheel WF has a locking tendency, and the rear wheel lock determination means 152 determines whether or not the rear wheel WR has a locking tendency. Although the configuration determined by (second lock determination means) is exemplified, the configuration is not limited to this. For example, the front wheel ABS control means for calculating the slip ratio (slip amount) of the front wheel determines whether or not the front wheel tends to lock, and determines whether or not the rear wheel tends to lock. ) May be determined by the rear wheel ABS control means.

  In the embodiment, the motorcycle is provided with the hydraulic unit 10 in both the brake system BF of the front wheel WF and the brake system BR of the rear wheel WR so that the two-wheel ABS mode and the single-wheel ABS mode can be switched. Although configured, the present invention is not limited to this. For example, a motorcycle may be configured such that a hydraulic unit is provided only in the brake system for the front wheels, and ABS control is executed only for the front wheels (switching between the two-wheel ABS mode and the one-wheel ABS mode). May not be possible). In the configuration in which the hydraulic unit is provided only in the front wheel brake system, the rear wheel brake device may be, for example, a mechanical brake device.

  In the above-described embodiment, the example in which the ABS control is performed based on the slip ratio has been described. However, the present invention is not limited to this. For example, the ABS control may be performed based on the slip amount.

  In the above-described embodiment, the control unit 100 (bar handle vehicle brake control device) is configured to control the hydraulic brake device using the brake fluid, but is not limited thereto. For example, the brake control device for a bar handle vehicle may be configured to control an electric brake device that generates a braking force by an electric motor without using brake fluid.

  In the above embodiment, the configuration in which both the brake of the front wheel WF (one wheel) and the brake of the rear wheel WR (the other wheel) are operated by the brake levers LF and LR is exemplified, but the present invention is not limited to this. . For example, it is good also as a structure which operates the brake of one wheel with a brake lever, and operates the brake of the other wheel with a brake pedal.

  In the above embodiment, “one wheel” is a front wheel, and “the other wheel” is a rear wheel. However, the present invention is not limited to this, and “one wheel” is a rear wheel, and “the other wheel”. May be the front wheel.

  In the embodiment, the motorcycle is exemplified as the bar handle vehicle to which the present invention is applied. However, the present invention is not limited to this. For example, the bar handle vehicle may be a motor tricycle or a buggy car.

DESCRIPTION OF SYMBOLS 100 Control part 111 Front wheel speed acquisition means 112 Rear wheel speed acquisition means 120 Vehicle body speed acquisition means 131 Front wheel ABS control means 132 Rear wheel ABS control means 140 Switching means 151 Front wheel lock determination means 152 Rear wheel lock determination means 160 Abnormality determination means BF Brake System WF Front wheel WR Rear wheel

Claims (4)

First wheel speed acquisition means for acquiring the wheel speed of one of the front wheels and the rear wheels;
Second wheel speed acquisition means for acquiring the wheel speed of the other wheel of the front wheel and the rear wheel;
First antilock brake control means for executing antilock brake control for suppressing locking of the one wheel;
When the first anti-lock brake control means is executing anti-lock brake control, it is determined that the one wheel tends to lock based on the wheel speed of the one wheel, and the other wheel An abnormality that executes a first abnormality determination that determines that there is an abnormality in the brake system of the one wheel when the state in which it is determined that the other wheel tends to be locked based on the wheel speed continues for a first time. A bar control brake control device for a bar handle vehicle. When the wheel speed of the one wheel is equal to or lower than a first threshold, it is determined that the one wheel is in a locking tendency
2. The bar handle vehicle brake control device according to claim 1, wherein when the wheel speed of the other wheel is equal to or lower than a second threshold value, it is determined that the other wheel is in a lock tendency. 3. A vehicle speed acquisition means for acquiring the vehicle speed is provided,
In the case where the vehicle body speed is equal to or higher than a predetermined speed and the state in which the one wheel is determined to be in a lock tendency based on the wheel speed of the one wheel continues for a second time. The bar handle vehicle brake control device according to claim 1 or 2, wherein a second abnormality determination is performed to determine that there is an abnormality in the brake system of the one wheel. Second anti-lock brake control means for executing anti-lock brake control for suppressing locking of the other wheel;
A switching means for switching between a first mode in which both the first antilock brake control means and the second antilock brake control means are operated, and a second mode in which only the first antilock brake control means is operated. Prepared,
The abnormality determination means executes only the second abnormality determination during the execution of the first mode, and executes the first abnormality determination and the second abnormality determination during the execution of the second mode. The bar-handle vehicle brake control device according to claim 3.

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