JP6772093B2 - 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 controls braking of a bar handle vehicle.

In a bar handle vehicle such as a motorcycle (hereinafter, also simply referred to as a vehicle), a brake control device for a bar handle vehicle is used to control the hydraulic pressure to reduce, increase, or maintain the brake fluid pressure. For example, as the hydraulic pressure control, ABS (Antilock-Braking-System) control that suppresses wheel slip during braking of the vehicle can be mentioned. The system disclosed in Patent Document 1 performs ABS control when the wheel deceleration or slip exceeds the limit value, and further adjusts the limit value according to the bank angle which is the inclined state of the vehicle body. ing.

Japanese Unexamined Patent Publication No. 2-216355

By the way, this type of bar handle vehicle is susceptible to the influence of disturbance (for example, change in frictional resistance of the road surface) during turning. Therefore, in the brake control device for a bar handle vehicle, it is desired to improve the stability of the vehicle when turning.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a brake control device for a bar handle vehicle capable of further improving the stability of the bar handle vehicle by a simple configuration.

In order to achieve the above object, the present invention is a brake control device for a bar handle vehicle that controls the hydraulic pressure of reducing, increasing or holding the brake hydraulic pressure acting on the wheel brake of the bar handle vehicle. A bank angle acquisition means for acquiring the bank angle of the bar handle vehicle, a target deceleration setting means for setting a decompression target deceleration for turning according to the bank angle, and a wheel deceleration calculation for calculating the wheel deceleration from the wheel speed. The target deceleration setting includes means and control means for starting depressurization of the hydraulic pressure control when the wheel deceleration reaches the turning decompression target deceleration when the bar handle vehicle is in a turning state. The means is characterized in that, in the non-operating state of the hydraulic pressure control, the correction is performed so that the deceleration target deceleration for turning is smaller than that in the operating state of the hydraulic pressure control.

According to the above, the bar handle vehicle brake control device reduces the decompression target deceleration for turning when the hydraulic pressure control is inactive, so that the first decompression control starts early during turning. This makes it possible to improve the stability of the bar handle vehicle in a turning state. For example, when the deceleration fluctuates due to the influence of disturbance during turning of the vehicle, the wheel deceleration reaches earlier than the slightly corrected decompression target deceleration for turning. Therefore, the decompression of the brake fluid pressure can be started at an early stage, and the wheel slip during turning is suppressed. That is, the brake control device for a bar handle vehicle can further improve the stability of the vehicle.

Further, the control means may maintain or increase the hydraulic pressure control so that the wheel deceleration follows the target deceleration.

The control means holds or increases the wheel deceleration so as to follow the target deceleration during hydraulic pressure control. For example, by setting the target deceleration according to the state of the vehicle, the control means responds to the state of the vehicle. It is possible to hold or control the pressure increase.

Further, the target deceleration setting means further sets a target deceleration for straight travel used in the straight running state, and in the turning state of the bar handle vehicle, both the decompression target deceleration for turning and the target deceleration for straight running are both. Is set, and the value of the smaller deceleration of the turning decompression target deceleration and the straight-ahead target deceleration may be set as the target deceleration.

As a result, the target deceleration is set as the target deceleration of the decompression target deceleration for turning and the target deceleration for straight running, whichever is smaller, even while the vehicle is turning. Pressure control becomes possible, and the stability of the vehicle can be further improved.

Further, it is preferable that the target deceleration setting means is set so that the larger the bank angle, the smaller the decompression target deceleration for turning.

The brake control device for a bar handle vehicle can start decompression earlier as the bank angle is larger by reducing the decompression target deceleration for turning as the bank angle is larger. Therefore, the stability of the vehicle when turning is further improved.

Further, the target deceleration setting means may set the decompression target deceleration for turning to gradually increase with a predetermined gradient when the bar handle vehicle shifts from the turning state to the straight traveling state.

The brake control device for bar-handle vehicles is good at suppressing sudden fluctuations in the deceleration target deceleration for turning by gradually increasing the deceleration target deceleration for turning with a predetermined gradient in the transition from the turning state to the straight-ahead state. It is possible to control the hydraulic pressure.

Further, it is preferable that the control means calculates the amount of decompression at the time of decompression of the hydraulic pressure control based on the vehicle body speed estimated from the wheel speed.

The brake control device for a bar handle vehicle can perform appropriate decompression control according to the vehicle body speed by calculating the decompression amount according to the vehicle body speed.

Further, when the depressurization of the hydraulic pressure control is started in the non-operating state of the hydraulic pressure control, it is advisable to make a correction to increase the initial depressurization amount.

The brake control device for a bar handle vehicle can further improve the stability of the vehicle at the initial stage of braking by increasing the amount of decompression at the start of hydraulic pressure control.

According to the present invention, the brake control device for a bar handle vehicle can further improve the stability of the bar handle vehicle by starting the hydraulic pressure control during turning at an early stage with a simple configuration.

It is a schematic block diagram of the bar handle vehicle equipped with the brake control device for a bar handle vehicle which concerns on one Embodiment of this invention. It is a circuit diagram of the hydraulic circuit of the brake control device for a bar handle vehicle. It is explanatory drawing which shows the bank angle of a bar handle vehicle. It is a flowchart which shows the control flow of the brake control device for a bar hand vehicle in the turning state of a bar handle vehicle. It is a block block diagram of the ECU of the brake control device for a bar handle vehicle. It is a block block diagram of the decompression target deceleration setting means for turning. FIG. 7A is a graph illustrating a bank angle / deceleration map for low speed, FIG. 7B is a graph illustrating a bank angle / deceleration map for medium speed, and FIG. 7C is a bank angle for high speed. -It is a graph exemplifying a deceleration map. It is a graph which shows the state which offset the decompression target deceleration for turning to the reduction speed side. It is a graph which shows the change of the decompression target deceleration for turning when the bank angle returns. It is a graph explaining the generation of the target deceleration based on the decompression target deceleration for turning and the target deceleration for straight running. It is a waveform diagram which illustrates the decompression pulse output by the valve control means of FIG. It is a graph which shows the relationship between the vehicle body speed and the time width of a decompression pulse. It is a time chart which shows bank angle, front wheel deceleration, target deceleration, caliper pressure and master cylinder pressure at the time of turning of a bar handle vehicle.

Hereinafter, a preferred embodiment of the brake control device for a bar handle vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, the brake control device 10 for a bar handle vehicle according to an embodiment of the present invention is mounted on the bar handle vehicle 12 and controls the operation of the brake system 14 (wheel brake). Hereinafter, for convenience of explanation, the brake control device 10 for a bar handle vehicle is also simply referred to as a control device 10. Further, examples of the bar handle vehicle 12 (vehicle) include a motorcycle, a tricycle, and the like. In the following description, a motorcycle will be described as an example.

The control device 10 performs hydraulic pressure control (decrease, increase or hold of brake fluid pressure) as necessary. For example, the hydraulic pressure control includes ABS control that suppresses slipping of the wheel 18 during braking.

In particular, the control device 10 according to the present embodiment enables the hydraulic pressure control to be performed at an early stage when the driver operates the brake while the vehicle 12 is turning, so that the stability of the vehicle 12 in the turning state is achieved. Aim for improvement. In the following, in order to facilitate understanding of the control device 10, the vehicle 12 and the brake system 14 will be described first.

The vehicle 12 includes a vehicle body 16 and wheels 18 (front wheels 18F, rear wheels 18R). The vehicle body 16 is provided with a traveling drive device (not shown) such as an engine for driving the rear wheels 18R, and a bar handle 20 for the driver to operate the traveling direction of the vehicle 12. The vehicle 12 turns in a desired direction when the bar handle 20 is operated by the driver and the vehicle body 16 itself is tilted.

The braking system 14 appropriately brakes the front wheels 18F and the rear wheels 18R under the control of the control device 10. The brake system 14 includes a control device 10, a front wheel brake 22F, a rear wheel brake 22R, a brake lever 24, a brake pedal 26, a first master cylinder 28, and a second master cylinder 30. Then, between the front wheel brake 22F and the first master cylinder 28, and between the rear wheel brake 22R and the second master cylinder 30, the hydraulic pressure of the brake fluid composed of the brake fluid pipe 32 and the control device 10. A system 34 is provided.

The front wheel brake 22F includes a front wheel disc 36F that is attached to the front wheel 18F and rotates together with the front wheel 18F, and a front wheel caliper 38F that advances and retreats a pad (not shown) sandwiching the front wheel disc 36F by brake fluid pressure. Similarly, the rear wheel brake 22R is a rear wheel caliper 38R that is attached to the rear wheel 18R and rotates together with the rear wheel 18R, and a pad (not shown) sandwiching the rear wheel disc 36R is moved forward and backward by the brake fluid pressure. And.

The brake lever 24 is provided on one side of the bar handle 20 (on the right side in FIG. 1) and is connected to the first master cylinder 28 also attached to the bar handle 20. The first master cylinder 28 applies a brake hydraulic pressure to the hydraulic pressure system 34 according to the operating force of the brake lever 24 by the driver.

The brake pedal 26 is provided at a predetermined position on the vehicle body 16 and is connected to a second master cylinder 30 attached to the vehicle body 16. The second master cylinder 30 applies a brake hydraulic pressure to the hydraulic pressure system 34 according to the depression operation force of the brake pedal 26 by the driver.

The piping 32 of the hydraulic system 34 includes a first piping 32F1 connecting between the first master cylinder 28 and the control device 10, a front wheel brake piping 32F2 connecting between the control device 10 and the front wheel brake 22F, and a second master. The second pipe 32R1 connecting between the cylinder 30 and the control device 10 and the rear wheel brake pipe 32R2 connecting between the control device 10 and the rear wheel brake 22R are included.

The control device 10 includes a hydraulic pressure unit 42 and an ECU (Electronic Control Unit) 44 that controls the hydraulic pressure unit 42. Inside the hydraulic unit 42, a hydraulic circuit 40 that constitutes a hydraulic system 34 is provided by a flow path of brake fluid and various parts. The first pipe 32F1, the front wheel brake pipe 32F2, the second pipe 32R1, and the rear wheel brake pipe 32R2 are connected to the input port and the output port of the hydraulic unit 42.

As shown in FIG. 2, the hydraulic circuit 40 has a front wheel brake flow path 41F that communicates the first pipe 32F1 and the front wheel brake pipe 32F2, and a rear wheel that communicates the second pipe 32R1 and the rear wheel brake pipe 32R2. It is provided with a brake flow path 41R. The front wheel brake flow path 41F and the rear wheel brake flow path 41R are basically formed to be the same, and in the following description, the configuration of the front wheel brake flow path 41F will be typically described.

Inlet valve 46F (inlet valve 46R in rear wheel brake flow path 41R), outlet valve 48F (outlet valve 48R in rear wheel brake flow path 41R), check valve 50 at appropriate locations on the front wheel brake flow path 41F. , The reservoir 52, the suction valve 54, the pump 56, the discharge valve 58, the orifice 60, and the like are provided. Further, the front wheel brake flow path 41F has five liquid passages 61, 62, 63, 64 and 65.

In order to guide the brake fluid pressure to the inlet valve 46F, the liquid passage 61 communicates from the input port to which the first pipe 32F1 on the first master cylinder 28 side is connected to one end of the inlet valve 46F.

The liquid passage 62 communicates from the other end of the inlet valve 46F to the outlet port to which the front wheel brake pipe 32F2 on the front wheel caliper 38F side is connected.

The liquid passage 63 communicates from the liquid passage 61 to the reservoir 52. The liquid passage 63 is provided with an outlet valve 48F.

The liquid passage 64 communicates from the reservoir 52 to the suction side of the pump 56. The liquid passage 65 communicates with the liquid passage 61 from the discharge side of the pump 56. The liquid passage 65 is provided with an orifice 60.

The inlet valve 46F is a normally open type solenoid valve, and is provided between the first master cylinder 28 and the front wheel caliper 38F (between the liquid passage 61 and the liquid passage 62). The inlet valve 46F is open in a non-operating state of ABS control (hydraulic pressure control) to allow transmission of brake fluid pressure from the first master cylinder 28 to the front wheel caliper 38F. On the other hand, the inlet valve 46F is closed when the front wheel 18F is about to slip in ABS control, thereby shutting off the brake fluid pressure applied from the brake lever 24 to the front wheel brake 22F via the first master cylinder 28. ..

The outlet valve 48F is a normally closed solenoid valve, and is provided between the front wheel caliper 38F and the reservoir 52 (liquid passage 63). The outlet valve 48F is closed in the non-operating state of ABS control, but the valve is opened when the front wheel 18F is about to slip in ABS control, so that the brake fluid pressure applied to the front wheel brake 22F is transferred to the reservoir 52. Let go.

The check valve 50 is a valve that allows only the inflow of brake fluid from the front wheel caliper 38F to the first master cylinder 28 side, and is connected in parallel to the inlet valve 46F. As a result, when the input of the hydraulic pressure from the first master cylinder 28 is released, the flow of the brake fluid from the front wheel caliper 38F side to the first master cylinder 28 is allowed even if the inlet valve 46F is closed.

Further, the reservoir 52 stores the brake fluid that flows when the outlet valve 48F is opened. The pump 56 includes a suction valve 54 and a discharge valve 58, is operated by a motor M provided in the hydraulic pressure unit 42, sucks the brake fluid stored in the reservoir 52, and uses the brake fluid as the first master cylinder. It has a function of returning (discharging) to the 28 side. Further, the orifice 60 absorbs the pulsation of the brake fluid discharged to the first master cylinder 28 side via the discharge valve 58.

Then, as shown in FIGS. 1 and 2, the vehicle 12 detects the speed of the front wheel speed sensor 66F for detecting the speed of the front wheel 18F (front wheel speed FV) and the speed of the rear wheel 18R (rear wheel speed RV). It is equipped with a rear wheel speed sensor 66R. Hereinafter, the front wheel speed sensor 66F and the rear wheel speed sensor 66R are collectively referred to as a wheel speed sensor 66. The wheel speed sensor 66 is communicably connected to the control device 10 via a communication line 69. In FIGS. 1 and 2, the flow path of the brake fluid is drawn with a thick solid line, and the communication line 69 for transmitting a signal from a sensor or the like is drawn with a thin solid line.

Further, the vehicle 12 includes a bank angle sensor 68 that detects a bank angle θ which is an inclined state of the vehicle 12. As the bank angle sensor 68, for example, a well-known tilt angle sensor or gyro sensor can be applied. The bank angle sensor 68 is communicably connected to the control device 10 via the communication line 69.

The ECU 44 of the braking system 14 (control device 10) is configured as a computer (including a microcontroller) including a processor, a memory, and an input / output interface (not shown). The ECU 44 controls the operation of the hydraulic unit 42 by the processor arithmetically processing the program stored in the memory. In particular, the ECU 44 performs hydraulic pressure control to apply an appropriate braking force when the driver operates the brake (operates the brake lever 24 and the brake pedal 26) while the vehicle 12 is turning on a curve of a traveling path or the like. ..

As shown in FIG. 3, the driver tilts the posture of the vehicle body 16 to the left or right when turning the vehicle 12 to the left or right. As a result, a force is applied to the vehicle 12 in the left-right direction according to the bank angle θ. When the driver brakes the vehicle 12 while the vehicle 12 is turning, the vehicle 12 decelerates and decelerates, and a force in the front-rear direction is applied in a form combined with a force in the left-right direction. become.

The ECU 44 has a function of suppressing slippage of the vehicle 12 by performing hydraulic pressure control so that the wheel deceleration follows the target deceleration according to the bank angle θ even when the driver operates the brake during turning. Have.

Specifically, the ECU 44 performs hydraulic pressure control during turning along the flow shown in FIG. In this case, first, the turning decompression target deceleration Ag that starts decompression (that is, starts hydraulic pressure control) at the time of turning is determined (step S1). Next, the target deceleration At, which is the target value of the pressure increase control aimed at by the wheel deceleration of the vehicle 12, is set during the execution of the hydraulic pressure control (step S2). After that, during turning, the front wheel deceleration FA and the rear wheel deceleration RA of the front wheels 18F and the rear wheels 18R are compared with the decompression target decompression Ag and the target deceleration At for turning for the front wheels or the rear wheels, respectively. , It is determined whether the brake fluid pressure is reduced or increased (step S3). Further, based on the determination result in step S3, when it is determined that the decompression is started, the decompression amount is set (step S4). Then, the opening or closing of the inlet valve 46F and the outlet valve 48F is controlled (step S5).

Therefore, as shown in FIG. 5, inside the ECU 44, the wheel speed acquisition means 70, the vehicle body speed calculation means 72, the wheel deceleration calculation means 74, the bank angle acquisition means 76, the turning state determination means 78, and the target deceleration setting are set. Means 80, determination means 82, and valve control means 84 are provided.

The wheel speed acquisition means 70 receives a detection signal from the wheel speed sensor 66 (front wheel speed sensor 66F, rear wheel speed sensor 66R). Then, the received detection values are temporarily stored in the memory as information on the front wheel speed FV and the rear wheel speed RV, and the front wheel speed FV and the rear wheel speed RV are calculated by the vehicle body speed calculation means 72 and the wheel deceleration. Output to means 74.

The vehicle body speed calculation means 72 calculates the speed of the vehicle body 16 (vehicle body speed VV) based on at least one of the front wheel speed FV and the rear wheel speed RV. For example, the vehicle body speed VV can be obtained by taking the average of the received front wheel speed FV and the rear wheel speed RV.

The wheel deceleration calculation means 74 calculates the wheel deceleration from the wheel speed of the wheel 18. For example, the deceleration can be obtained by differentiating the wheel speed of the wheel 18 (calculating the rate of change at the time interval). It can also be calculated by subtracting the current value from the previous value of the wheel speed, for example. In the present embodiment, the front wheel deceleration FA of the front wheel 18F is calculated from the front wheel speed FV, and the rear wheel deceleration RA of the rear wheel 18R is calculated from the rear wheel speed RV.

The bank angle acquisition means 76 receives the detection value of the bank angle sensor 68 and temporarily stores it in the memory as information on the bank angle θ, and stores the bank angle θ in the turning state determining means 78 and the target deceleration setting means. Output to 80.

The turning state determining means 78 determines the turning state or the straight-ahead state of the vehicle 12 based on the received bank angle θ. For example, the turning state determining means 78 has an angle threshold value (not shown) corresponding to the bank angle θ, and when the bank angle θ becomes equal to or greater than the angle threshold value and the state continues for a predetermined time, the turning state of the vehicle 12 is changed. Determine. On the other hand, when the state in which the bank angle θ is smaller than the angle threshold value or greater than or equal to the angle threshold value of the bank angle θ is immediately resolved, the straight-ahead state of the vehicle 12 is determined.

The target deceleration setting means 80 sets the target deceleration At, which is the target value of the wheel deceleration in the pressure boosting / holding control, when the vehicle 12 turns. Specifically, inside the target deceleration setting means 80, a decompression target deceleration setting means 86 for turning and a target deceleration generation means 88 are provided.

The turning decompression target deceleration setting means 86 sets the turning decompression target deceleration Ag at the time of turning by using the bank angle θ of the vehicle body 16 and the vehicle speed VV, and sets the turning decompression target deceleration as necessary. Correct Ag. Therefore, as shown in FIG. 6, the initial deceleration search means 90, the offset correction means 92, and the deceleration limiting means 94 are provided inside the turning decompression target deceleration setting means 86. Further, the turning decompression target deceleration setting means 86 has a storage means 86a (memory storage area) that stores a database of the bank angle / deceleration map 96 used for setting the turning decompression target deceleration Ag. ..

Here, the bank angle / deceleration map 96 is map information in which the bank angle θ of the vehicle body 16 and the deceleration target deceleration Ag for turning are associated with each other, and as shown in FIGS. 7A to 7C, for example, laterally. The axis can be represented by a graph with a bank angle θ and the vertical axis can be represented by a deceleration graph. The bank angle / deceleration map 96 is basically configured so that the decompression target deceleration Ag for turning decreases as the bank angle θ increases.

Further, in the storage means 86a, a plurality of (three in the present embodiment) bank angle / deceleration maps 96 are stored in advance according to the vehicle body speed VV. That is, in the plurality of bank angles / deceleration maps 96 of the storage means 86a, the relationship between the bank angle θ and the decompression target deceleration Ag for turning differs depending on the vehicle body speed VV in three stages of low speed, medium speed, and high speed. ing.

Specifically, in contrast to the low speed bank angle / deceleration map 96A of FIG. 7A, in the medium speed bank angle / deceleration map 96B of FIG. 7B, the decompression target deceleration Ag for turning is on the reduction speed side (FIG. 7A). And above in the graph of FIG. 7B. Hereinafter, the same applies to FIG. 7C). Further, in the bank angle / deceleration map 96C for high speed shown in FIG. 7C, the decompression target deceleration Ag for turning is located on the reduction speed side with respect to the bank angle / deceleration map 96B for medium speed in FIG. 7B. .. The maps of these bank angles θ and the decompression target deceleration Ag for turning are preset by experiments and the like.

The initial deceleration search means 90 reads out any one of the plurality of bank angles / deceleration maps 96A to 96C according to the vehicle body speed VV received from the vehicle body speed calculation means 72. Then, the decompression target deceleration Ag for turning is appropriately searched from the read bank angle / deceleration map 96 using the bank angle θ of the vehicle body 16 as an argument. That is, the initial deceleration search means 90 obtains one turning decompression target deceleration Ag based on the two parameters of the bank angle θ and the vehicle body speed VV, and uses this turning decompression target deceleration Ag as the offset correction means 92. Output. Further, the initial deceleration search means 90 repeats the setting of the decompression target deceleration Ag for turning at predetermined intervals.

The offset correction means 92 offset-corrects (first correction) the turning decompression target deceleration Ag searched by the initial deceleration search means 90 when the hydraulic pressure control such as ABS control is not operating while the vehicle 12 is turning. ), The decompression target deceleration Ag1 for turning after the first correction is set (see FIG. 8). On the contrary, when the hydraulic pressure control is in the operating state, the offset correction by the offset correction means 92 is not performed.

When the offset correction means 92 recognizes that the hydraulic pressure control is inactive, as shown in FIG. 8, the offset decompression target deceleration Ag for turning obtained from the bank angle θ is lowered by a predetermined amount (in other words,). , Move to the reduced speed side). This offset amount Δg is obtained and stored in advance by an experiment or the like, and the offset correction means 92 uniformly reduces the turning decompression target deceleration Ag by the stored offset amount Δg in the non-operating state of the hydraulic pressure control. Let me. The offset amount Δg is not quantitative and may change according to, for example, the decompression target deceleration Ag for turning. As an example, when the turning decompression target deceleration Ag is high, it may be largely offset to the reduction speed side, while when the turning decompression target deceleration Ag is low, it may be offset slightly to the reduction speed side.

The deceleration limiting means 94 of the turning decompression target deceleration setting means 86 shown in FIG. 6 gradually increases the turning decompression target deceleration Ag even when the bank angle θ suddenly returns during turning of the vehicle 12. It is a functional part that restricts the transition to (high deceleration side). For example, when the bank angle θ of the vehicle body 16 changes from a large value to a small value (that is, when shifting from a turning state to a straight-ahead state), the turning decompression target deceleration Ag acquired based on the bank angle θ is shown in FIG. It fluctuates greatly as shown by the dotted line of.

On the other hand, the deceleration limiting means 94 makes a second correction (second correction) so that when the bank angle θ suddenly changes from a large value to a small value, it gradually increases with a predetermined gradient. The decompression target deceleration Ag2 for turning after correction is set (see the solid line in FIG. 9). This gradient may be preset by experiments or the like. As a result, the control device 10 can suppress sudden changes in wheel deceleration, and can further improve the stability of the vehicle 12 near the end of turning.

The turning decompression target deceleration setting means 86 is processed by the above initial deceleration search means 90, offset correction means 92, and deceleration limiting means 94 to turn the turning decompression target deceleration Ag and the first corrected turning decompression target. When the deceleration Ag1 or the deceleration target deceleration Ag2 for turning after the second correction is set, the target deceleration generation means 88 shown in FIG. After the second correction, the decompression target deceleration Ag2 for turning is output. In the following, an example in the case of using the decompression target deceleration Ag for turning will be typically described.

The target deceleration generating means 88 sets the target deceleration At at the time of turning by combining the received decompression target deceleration Ag for turning and the target deceleration As for straight traveling when the vehicle 12 goes straight. Therefore, inside the target deceleration generating means 88, a straight-ahead deceleration search means 98 for setting a straight-ahead target deceleration As is provided.

The straight-ahead target deceleration As is stored in the storage means 88a (memory storage area) of the target deceleration generation means 88 as a value that increases or decreases according to the vehicle body speed VV. This straight-ahead target deceleration As is a target value that is also used when hydraulic pressure control is performed when the vehicle 12 goes straight. The straight-ahead deceleration search means 98 appropriately extracts the straight-ahead target deceleration As with the vehicle body speed VV received from the vehicle body speed calculation means 72 as an argument.

Then, as shown in FIG. 10, since the target deceleration generating means 88 sets the target deceleration At during turning, the reduction speed side of the turning decompression target deceleration Ag and the straight-ahead target deceleration As Set the deceleration to the target deceleration At (that is, low select). For example, if the vehicle body speed VV is constant, the turning decompression target deceleration Ag is selected when the bank angle θ is large, and the straight-ahead target deceleration As is selected when the bank angle θ is small.

The target deceleration setting means 80 outputs either the turning decompression target deceleration Ag or the straight-ahead target deceleration As selected by the target deceleration generating means 88 to the determination means 82 as the target deceleration At. The target deceleration At is calculated separately for the front wheels 18F and the rear wheels 18R, and the ECU 44 is configured to individually control the hydraulic pressure of the braking force of the front wheels 18F and the rear wheels 18R. When the target deceleration setting means 80 receives the decompression target deceleration Ag1 for turning after the first correction or the decompression target deceleration Ag2 for turning after the second correction, instead of the decompression target deceleration Ag2 for turning. Using the decompression target deceleration Ag1 for turning after the first correction or the deceleration target deceleration Ag2 for turning after the second correction, the target deceleration At is set in the same manner as described above, and is output to the determination means 82. In the following, the hydraulic pressure control of the front wheel 18F will be typically described in accordance with the above description.

At the time of turning, the determination means 82 of the ECU 44 controls the hydraulic pressure (decompression, boosting) based on, for example, the front wheel deceleration FA of the front wheels 18F, and the received decompression target deceleration Ag and target deceleration At for turning of the front wheels 18F. Or hold) is determined. Based on the determination of the determination means 82, the ECU 44 performs hydraulic pressure control by the valve control means 84 described later so that the front wheel deceleration FA matches the target deceleration At.

Specifically, the determination means 82 has a timer unit (not shown) that measures the time. Then, the determination means 82 is at a time when the front wheel deceleration FA reaches a deceleration larger than the turning decompression target deceleration Ag (= target deceleration At) (acceleration smaller than the turning decompression target deceleration Ag) (FIG. Time is measured from (see t2 of 13). Here, while the vehicle 12 is turning, the turning decompression target deceleration Ag is offset-corrected to the turning decompression target deceleration Ag1 after the first correction as described above, and the determination means 82 uses the front wheel decompression FA. The start of time measurement is determined at a relatively small stage. Further, the determination means 82 determines that the hydraulic pressure control starts depressurization after a predetermined time has elapsed from the time when the front wheel deceleration FA decelerates more than the turning decompression target deceleration Ag, and the valve control means 84 applies to the front wheel caliper 38F. The brake fluid pressure is reduced (see t3 in FIG. 13).

In this way, by starting the hydraulic pressure control decompression after a predetermined time has elapsed from the time when the front wheel decompression FA becomes larger (exceeds) than the turning decompression target decompression Ag, the target decompression due to factors such as noise is started. It is possible to prevent the brake fluid pressure from being immediately reduced due to a sudden change in At. This predetermined time can be appropriately set by an experiment or the like.

Further, the determination means 82 holds or increases the pressure based on the target deceleration At after depressurizing (see t4 and t7 in FIG. 13). The determination means 82 continues the comparison between the front wheel deceleration FA and the turning decompression target deceleration Ag during the hydraulic pressure control, and the front wheel deceleration FA becomes larger again than the turning decompression target deceleration Ag. The time is measured from the time point (see t9 in FIG. 13). Here, when the vehicle 12 shifts from the turning state to the straight traveling state, the turning decompression target deceleration Ag is corrected to the turning decompression target deceleration Ag2 (see FIG. 9) after the second correction. Therefore, at the time of transition from turning to straight ahead, the determination means 82 can determine the start of time measurement when the front wheel deceleration FA shows a relatively small change. Then, the determination means 82 depressurizes the brake fluid pressure after a lapse of a predetermined time (see t10 in FIG. 13).

On the other hand, the valve control means 84 of the ECU 44 receives the determination result by the determination means 82 and opens and closes the inlet valve 46F and the outlet valve 48F of the hydraulic unit 42. The valve control means 84 controls opening and closing of the inlet valve 46F and the outlet valve 48F by pulse output. For example, the valve control means 84 outputs a pressure reducing pulse to the outlet valve 48F as shown in FIG. 11 when the determination means 82 determines the pressure reduction. The decompression pulse in FIG. 11 closes the normally closed outlet valve 48F when the pulse is 0 (OFF). On the other hand, when the pulse is 1 (ON), the outlet valve 48F is opened.

For example, when the determination means 82 determines that the hydraulic pressure control starts to reduce the pressure, the inlet valve 46F is closed and the outlet valve 48F is opened to reduce the brake fluid pressure (caliper pressure) applied to the front wheel caliper 38F. Then, after the caliper pressure is reduced, the inlet valve 46F and the outlet valve 48F are closed and kept constant in that state. Further, when the determination means 82 determines that the pressure increase has started, the brake fluid pressure of the front wheel caliper 38F is increased by opening the inlet valve 46F. Further, when it is determined that the front wheel deceleration FA is larger than the turning decompression target deceleration Ag, the outlet valve 48F is opened to reduce the brake fluid pressure again.

Further, the valve control means 84 calculates the required depressurization amount by using the vehicle body speed VV acquired from the vehicle body speed calculation means 72 as an argument when the brake fluid pressure is depressurized. The required decompression amount is an amount that reduces the caliper pressure at one decompression, and after calculating the required decompression amount, the valve control means 84 outputs a decompression pulse (of the outlet valve 48F) until the required decompression amount is reached. Opening and closing) is repeated. Further, when the valve control means 84 starts the hydraulic pressure control from the non-operating state of the hydraulic pressure control, the valve control means 84 makes a correction to increase the initial required decompression amount.

Further, the valve control means 84 controls to widen the time width T of the pressure reducing pulse output to the outlet valve 48F according to the vehicle body speed VV, that is, to lengthen the open state of the outlet valve 48F when the caliper pressure is lowered. As a result, the decompression speed of the brake fluid pressure fluctuates, and the brake fluid pressure can be smoothly lowered at the start of hydraulic pressure control or the like.

For example, as shown in FIG. 12, the valve control means 84 sets the width of the decompression pulse so as to change stepwise according to the vehicle body speed VV. When the vehicle body speed VV is low from 0 to V1, the time width of the decompression pulse is set to the longest time width T1 among the three-step time width. When the vehicle body speed VV is a medium speed from V1 to V2, the time width of the decompression pulse is set to the intermediate time width T2 among the three-step time width. Further, when the vehicle body speed VV is high speed of V2 or more, the time width of the decompression pulse is set to the shortest time width T3 among the time widths of the three stages. The time widths T1 to T3 are predetermined by experiments or the like and are stored in the storage means (not shown) of the valve control means 84.

The ECU 44 also has the same functional parts as those described above for the rear wheel 18R, such as the wheel speed acquisition means 70 for the rear wheel 18R, the vehicle body speed calculation means 72, the wheel deceleration calculation means 74, and the target deceleration setting means 80. It has a determination means 82 and a valve control means 84 (note that the bank angle acquisition means 76 and the turning state determination means 78 are shared). Therefore, the ECU 44 calculates the target deceleration for the rear wheel 18R, monitors the rear wheel deceleration RA using this target deceleration, and reduces, increases, or holds the brake fluid pressure of the rear wheel caliper 38R. That is, when the vehicle 12 turns, the ECU 44 can appropriately brake the vehicle 12 as a whole by individually controlling the front wheels 18F and the rear wheels 18R.

The control device 10 according to the present embodiment is basically configured as described above, and its operation and effect will be described below with reference to the time chart of FIG. In the deceleration graph of FIG. 13, the solid line shows the target deceleration At, and in the turning state, the target deceleration At = the target deceleration for turning deceleration Ag (or the target deceleration for turning after the first correction). Ag1, the target deceleration target deceleration for turning after the second correction Ag2), and in the straight-ahead state, the target deceleration At = the target deceleration As for straight-ahead travel. Further, the following operation description will also typically describe the control for the front wheel 18F as in the past.

The driver turns by inclining the vehicle body 16 on a curve or the like of a traveling path while the vehicle 12 is traveling. Therefore, during turning, the bank angle θ of the vehicle body 16 becomes large. Then, while the vehicle 12 is traveling, the bank angle acquisition means 76 of the ECU 44 (control device 10) receives information on the bank angle θ of the vehicle body 16 from the bank angle sensor 68.

Further, the wheel speed acquisition means 70 of the ECU 44 receives the front wheel speed FV and the rear wheel speed RV from the front wheel speed sensor 66F and the rear wheel speed sensor 66R. Along with this reception, the wheel deceleration calculation means 74 calculates the front wheel deceleration FA from the front wheel speed FV, while the vehicle body speed calculation means 72 calculates the vehicle body speed based on at least one of the front wheel speed FV and the rear wheel speed RV. Calculate VV.

Further, the turning state of the vehicle 12 is determined by the turning state determining means 78 based on the detection result of the bank angle θ. Then, when the turning state of the vehicle 12 is determined, the turning decompression target deceleration setting means 86 of the target deceleration setting means 80 turns decompression target deceleration Ag for turning based on the vehicle body speed VV and the bank angle θ (also in FIG. 8). See).

In this case, the initial deceleration search means 90 of the turning decompression target deceleration setting means 86 reads an appropriate bank angle / deceleration map 96 based on the vehicle body speed VV (low speed, medium speed, high speed). Further, the decompression target deceleration Ag for turning is extracted from the bank angle θ with reference to the read bank angle / deceleration map 96.

Then, the offset correction means 92 offsets the extracted turning decompression target deceleration Ag to the reduction speed side by a predetermined offset amount Δg in the non-operating state of the hydraulic pressure control, so that the first correction after turning decompression target Set the deceleration Ag1. Therefore, when the bank angle θ of the vehicle body 16 is large while the vehicle 12 is turning, the hydraulic pressure control by the brake system 14 can be started at an early stage when the driver's brake operation is weak.

For example, at time t1, the driver operates the brake lever 24, hydraulic pressure is generated in the first master cylinder 28, and the hydraulic pressure acts on the front wheel caliper 38F to brake the front wheel disc 36F. As a result, the front wheel speed FV (not shown in FIG. 13) decreases, and the front wheel deceleration FA calculated from the front wheel speed FV changes as shown in FIG. At this time, the determination means 82 monitors the front wheel deceleration FA of the wheel deceleration calculation means 74, that is, compares it with the offset decompression target decompression target Ag1 for turning after the first correction. Then, at the time point t2, the front wheel deceleration FA exceeds the decompression target decompression Ag1 for turning after the first correction (in FIG. 13, it is on the higher deceleration side than the decompression target decompression Ag1 for turning after the first correction). Then, the time measurement from that point is started.

At the time point t3, when the determination means 82 determines that the front wheel deceleration FA is larger than the decompression target deceleration Ag1 for turning after the first correction and a predetermined time has elapsed, the determination means 82 issues a command to start hydraulic pressure control. Output to 84. As a result, the valve control means 84 controls to reduce the brake fluid pressure applied to the front wheel caliper 38F.

The valve control means 84 acquires the vehicle body speed VV calculated by the vehicle body speed calculation means 72, and sets the time width of the decompression pulse to be output to the outlet valve 48F based on the vehicle body speed VV. As a result, the outlet valve 48F repeats opening and closing according to the time width. Further, at the start of hydraulic pressure control (time point t3), it is preferable that the valve control means 84 corrects the required depressurization amount of the brake fluid pressure to be larger than the required depressurization amount during the subsequent hydraulic pressure control. As a result, the brake fluid is sufficiently depressurized at the start of hydraulic pressure control, and the stability of the vehicle 12 can be improved.

When the outlet valve 48F is opened, the brake fluid pressure of the front wheel caliper 38F is released to the reservoir 52 side, the caliper pressure of the front wheel caliper 38F decreases, and the decrease of the front wheel deceleration FA is also suppressed.

Further, when the target deceleration setting means 80 receives the start of the hydraulic pressure control from the determination means 82 or the valve control means 84, the target deceleration setting means 80 ends the offset correction of the turning decompression target deceleration Ag, and sets the vehicle body speed VV and the bank angle θ. The turning decompression target deceleration Ag and the target deceleration At (the lower value of the turning decompression target deceleration Ag or the straight-ahead target deceleration As) set based on the above are output to the determination means 82. That is, at the time t3 when the hydraulic pressure control is started, the decompression target decompression Ag1 for turning after the first correction, which was offset to the reduction speed side, becomes the decompression target decompression Ag1 for turning (displaces to the high deceleration side). ).

The valve control means 84 continues to output the decompression pulse up to a predetermined required depressurization amount, and when the required decompression amount is reached at the time point t4, the valve control means 84 switches to control for maintaining the caliper pressure. As a result, the inlet valve 46F and the outlet valve 48F are closed, and the brake fluid pressure applied to the front wheel caliper 38F is kept constant. In FIG. 13, it is assumed that the bank angle θ becomes smaller at the time point t5. Here, when the bank angle θ becomes small at the time point t5, as shown by the dotted line in FIG. 13, the turning decompression target deceleration Ag (see FIG. 9) set based on the bank angle θ is on the high deceleration side. However, the deceleration limiting means 94 sets the deceleration target deceleration Ag2 for turning after the second correction by being limited to the inclination as shown in FIG. As a result, at the time point t5, the decompression target deceleration Ag for turning becomes the decompression target decompression Ag2 for turning after the second correction.

After that, when the front wheel deceleration FA becomes smaller than the target deceleration At at the time point t6, the determination means 82 starts the time measurement from that time point, and determines the pressure increase of the front wheel caliper 38F at the time point t7 when the predetermined time elapses. .. As a result, the valve control means 84 controls to increase the brake fluid pressure applied to the front wheel caliper 38F. The valve control means 84 opens the inlet valve 46F, which has been closed by holding the brake fluid pressure, and allows the brake fluid pressure to be increased from the first master cylinder 28. Therefore, the caliper pressure of the front wheel caliper 38F increases, and the front wheel deceleration FA also changes as shown in FIG. Further, the valve control means 84 switches to holding the brake fluid pressure at the time point t8.

After that, the ECU 44 repeats the same control as the control from the time points t2 to t8. That is, when the front wheel deceleration FA exceeds the decompression target deceleration Ag2 for turning after the second correction again at the time point t9, the brake fluid pressure is reduced at the time point t10 after the lapse of a predetermined time. When the front wheel deceleration FA becomes smaller than the target deceleration At again, the brake fluid pressure is increased. As a result, the pressure increase control is performed so that the front wheel deceleration FA approaches the target deceleration At. Then, when the determination means 82 determines the end of the hydraulic pressure control such as ABS control based on, for example, the front wheel deceleration FA, the determination means 82 ends the hydraulic pressure control.

The control of the rear wheel brake 22R is also performed separately from the control of the front wheel brake 22F, and the same processing as described above is performed.

As described above, in the control device 10 according to the present embodiment, when the hydraulic pressure control is in the non-operating state, the decompression target deceleration Ag for turning is corrected to be small, so that the first decompression control is early during turning. The stability of the vehicle 12 in a turning state can be improved. For example, when the deceleration fluctuates due to the influence of disturbance during the turning of the vehicle 12, the decompression target deceleration Ag1 for turning (the above-mentioned first decompression target decompression Ag1 for turning after correction) is corrected slightly. , Wheel deceleration (front wheel deceleration FA, rear wheel deceleration RA) will reach early. Therefore, the depressurization of the brake fluid pressure can be started at an early stage, and the slip of the wheel 18 at the time of turning is suppressed. That is, the control device 10 can further improve the stability of the vehicle 12.

Further, the valve control means 84 holds or increases the wheel deceleration so as to follow the target deceleration At during hydraulic pressure control, so that, for example, the target deceleration At is set according to the state of the vehicle 12. This makes it possible to hold or increase the pressure according to the state of the vehicle 12. At this time, the control device 10 can perform appropriate decompression control according to the vehicle body speed VV by calculating the decompression amount according to the vehicle body speed VV.

Further, the target deceleration setting means 80 is set as the target deceleration At by the smaller deceleration of the turning decompression target deceleration Ag and the straight-ahead target deceleration As even while the vehicle 12 is turning. Hydraulic pressure control with suppressed deceleration becomes possible, and the stability of the vehicle 12 is further improved. Then, the control device 10 can start decompression earlier as the bank angle θ is larger by reducing the turning decompression target deceleration Ag as the bank angle θ is larger. Therefore, the stability of the vehicle 12 when turning is further improved.

Further, the control device 10 gradually increases the turning decompression target deceleration Ag (the above-mentioned second corrected turning decompression target deceleration Ag2) with a predetermined gradient in the transition from the turning state to the straight running state. Therefore, it is possible to perform good hydraulic pressure control by suppressing sudden fluctuations in the decompression target deceleration Ag for turning. Furthermore, the stability of the vehicle 12 can be further improved at the initial stage of braking if the configuration is such that the amount of decompression at the start of hydraulic pressure control is increased.

The present invention is not limited to the above-described embodiment, and various modifications can be made according to the gist of the invention.

10 ... Brake control device (control device) for bar handle vehicle
12 ... Bar handle vehicle (vehicle) 14 ... Brake system 16 ... Body 18F ... Front wheel 18R ... Rear wheel 66F ... Front wheel speed sensor 66R ... Rear wheel wheel speed sensor 68 ... Bank angle sensor 70 ... Wheel speed acquisition means 72 ... Body speed Calculation means 74 ... Wheel deceleration calculation means 76 ... Bank angle acquisition means 80 ... Target deceleration setting means 82 ... Judgment means 84 ... Valve control means 86 ... Decompression target deceleration setting means for turning 88 ... Target deceleration generation means 90 ... Initial deceleration search means 92 ... Offset correction means 94 ... Deceleration limiting means 96 ... Bank angle / deceleration map Ag ... Decompression target deceleration for turning As ... Target deceleration for straight running At ... Target deceleration

Claims (7)

A brake control device for bar handlebar vehicles that controls the hydraulic pressure to reduce, increase, or hold the brake fluid pressure acting on the wheel brakes of the bar handlebar vehicle.
A bank angle acquisition means for acquiring the bank angle of the bar handle vehicle, and
A target decompression setting means for setting a decompression target deceleration for turning according to the bank angle, and
Wheel deceleration calculation means that calculates wheel deceleration from wheel speed,
When the bar handle vehicle is in a turning state, the control means for starting the depressurization of the hydraulic pressure control when the wheel deceleration reaches the turning decompression target deceleration is provided.
The target deceleration setting means makes a correction to make the turning decompression target deceleration smaller than the operating state of the hydraulic pressure control in the non-operating state of the hydraulic pressure control. Control device. In the brake control device for a bar handle vehicle according to claim 1.
The control means is a brake control device for a bar handle vehicle, characterized in that the hydraulic pressure control is held or increased so that the wheel deceleration follows a target deceleration. In the brake control device for a bar handle vehicle according to claim 2.
The target deceleration setting means
Further set the target deceleration for straight running used in the straight running state,
In the turning state of the bar handle vehicle, both the turning decompression target deceleration and the straight-ahead target deceleration are set, and the deceleration is smaller among the turning decompression target deceleration and the straight-ahead target deceleration. A brake control device for a bar handle vehicle, characterized in that the value of the one is set as the target deceleration. In the brake control device for a bar handle vehicle according to any one of claims 1 to 3.
The target deceleration setting means is a brake control device for a bar handle vehicle, characterized in that the larger the bank angle, the smaller the decompression target deceleration for turning. In the brake control device for a bar handle vehicle according to any one of claims 1 to 4.
The target deceleration setting means is a bar characterized in that when the bar handle vehicle shifts from a turning state to a straight-ahead state, the turning decompression target deceleration is gradually increased by a predetermined gradient. Brake control device for handlebar vehicles. In the brake control device for a bar handle vehicle according to any one of claims 1 to 5.
The control means is a brake control device for a bar handle vehicle, which calculates a decompression amount at the time of decompression of the hydraulic pressure control based on a vehicle body speed estimated from the wheel speed. In the brake control device for a bar handle vehicle according to claim 6.
A brake control device for a bar handle vehicle, characterized in that, when the hydraulic pressure control is not activated and the hydraulic pressure control is started to be depressurized, a correction for increasing the initial depressurizing amount is performed.

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