JP6873374B2 - Brake control device for bar handlebar vehicles - 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 slipping of wheels during braking of a 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, in this type of bar handle vehicle, the amount of decompression at which wheel slip is eliminated also changes depending on the tilted state (the size of the bank angle). Therefore, in the vehicle, the recovery from the slip in the ABS control varies depending on the tilted state, and the stability of the vehicle may also vary.

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

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 fluid pressure acting on the wheel brake of the bar handle vehicle. The control means includes a bank angle acquisition means for acquiring the bank angle of the bar handle vehicle and a control means for starting the hydraulic pressure control based on a predetermined trigger, and the control means has the liquid according to the acquired bank angle. The hydraulic pressure control is depressurized by setting the depressurizing amount at the time of depressurizing the pressure control and opening the normally closed valve for adjusting the brake fluid pressure according to the depressurizing amount. The control means sets the on-time width of the decompression pulse as the bank angle increases with respect to the reference on-time width of the decompression pulse for opening the normally closed valve when the bank angle is 0 °. The feature is that the decompression amount is increased by increasing the length.

According to the above, the brake control device for a bar handle vehicle suppresses variation in recovery from slip by a simple configuration in which the amount of decompression of the brake fluid pressure is set according to the bank angle which is the inclined state of the bar handle vehicle. It is possible to further improve the stability of the bar handle vehicle.

Further, the brake control device for a bar handle vehicle can recover the wheels from slip at an early stage even when the bank angle is large, and the stability of the wheels can be further improved.

The brake control apparatus for a bar-handle vehicle, the valve opening to Rukoto a normally closed valve in accordance with the pressure reduction amount, it is possible to depressurize the brake fluid pressure at the intended pressure reduction by a simple configuration.

Furthermore, the control means has a slip amount calculation means for calculating the slip amount of each wheel based on the wheel speed of each wheel, and the predetermined trigger sets a threshold value previously possessed by the calculated slip amount. It should be caused by exceeding.

As a result, the brake control device for the bar handle vehicle sets the decompression amount according to the bank angle, and starts the decompression control based on the slip amount exceeding the threshold value held in advance. Therefore, when it is determined that the vehicle is likely to slip during turning, the brake fluid pressure along the inclination of the vehicle can be reduced more reliably.

According to the present invention, the brake control device for a bar-handle vehicle can suppress variations in recovery from slip during turning by a simple configuration, and can further improve the stability of the bar-handle vehicle.

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 a block block diagram of the ECU of the brake control device for a bar handle vehicle. 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 a bank angle and a decompression rate. FIG. 6A is an explanatory diagram showing a decompression pulse when the bank angle is small, and FIG. 6B is an explanatory diagram showing a decompression pulse when the bank angle is large. It is a time chart which shows the vehicle body speed and caliper pressure at the time of slip by the control of the bar handle vehicle brake control device which concerns on this embodiment.

Hereinafter, a suitable embodiment of the brake control device for a bar handle vehicle according to the present invention will be described, and 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 12) include a motorcycle, a tricycle, and the like. In the following description, a motorcycle will be described as an example.

The control device 10 controls the hydraulic pressure (reduces, increases, or holds the 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 stabilizes the vehicle 12 in the turning state by changing the decompression amount based on the bank angle θ in the ABS control when the wheels 18 are likely to slip while the vehicle 12 is turning. Aim. 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 by operating the bar handle 20 by the driver and tilting the vehicle body 16 itself.

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.

At appropriate locations on the front wheel brake flow path 41F, an inlet valve 46F (inlet valve 46R for the rear wheel brake flow path 41R), an outlet valve 48F (outlet valve 48R for the rear wheel brake flow path 41R), and a check valve 50. , Reservoir 52, suction valve 54, pump 56, discharge valve 58, 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.

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 wheels 18F (front wheel speed FV), the front wheel speed sensor 66F, and the speed of the rear wheels 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, acceleration 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 pressure unit 42 by the processor arithmetically processing the program stored in the memory. In particular, the ECU 44 appropriately adjusts the brake fluid pressure to suppress the slip when it is determined that the wheels 18 are likely to slip due to the braking force in the turning state of the vehicle 12 on a curve of a traveling road or the like. ..

The ECU 44 is configured to suppress the slip of the wheel 18 by reducing the brake fluid pressure according to the bank angle θ when the brake operation is performed by the driver during turning and the wheel 18 is likely to slip. Has been done.

Therefore, as shown in FIG. 3, the wheel speed acquisition means 70, the vehicle body speed calculation means 72, the slip amount calculation means 74, the determination means 76, the bank angle acquisition means 78, and the valve control means 80 are provided inside the ECU 44. Be done.

The wheel speed acquisition means 70 receives a detected value 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 stored in the vehicle body speed calculation means 72 and the slip amount calculation means. Output to 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 is obtained by averaging the received front wheel speed FV and rear wheel speed RV, or by selecting and correcting the higher speed of the front wheel speed FV and the rear wheel speed RV. Obtainable. The vehicle body speed VV may be acquired from the speedometer or the like of the vehicle 12.

The slip amount calculating means 74 receives the vehicle body speed VV calculated by the vehicle body speed calculating means 72, and calculates the slip amount SL (FSL, RSL) of each wheel 18 based on the front wheel speed FV and the rear wheel speed RV. .. For example, the slip amount calculating means 74 calculates the difference between the vehicle body speed VV and the front wheel speed FV as the slip amount FSL of the front wheels 18F, and calculates the difference between the vehicle body speed VV and the rear wheel speed RV as the slip amount of the rear wheels 18R. Calculated as RSL. When the slip amount calculation means 74 calculates the slip amount SL, the calculated slip amount SL is output to the determination means 76.

The determination means 76 determines whether or not ABS control is performed for each wheel based on the slip amount SL (FSL, RSL) calculated by the slip amount calculation means 74. In this case, the determination means 76 has a determination threshold value (not shown) corresponding to the slip amount SL, and when the slip amount SL exceeds the determination threshold value, the operation of the ABS control is determined, and the determination result J is valved. Output to the control means 80. On the contrary, when the slip amount SL is equal to or less than the determination threshold value, the non-operation of ABS control is determined.

The bank angle acquisition means 78 receives the detection value of the bank angle sensor 68, temporarily stores it in the memory as information on the bank angle θ, and outputs the bank angle θ to the valve control means 80.

Upon receiving the determination result J by the determination means 76, the valve control means 80 opens and closes the inlet valve 46F and the outlet valve 48F of the hydraulic pressure unit 42, for example, when it is determined that the front wheel 18F is to be ABS controlled. The valve control means 80 outputs pulses (boosting pulse BP, depressurizing pulse DP) to the inlet valve 46F and the outlet valve 48F to perform open / close control. For example, the valve control means 80 outputs a pressure reducing pulse DP to the outlet valve 48F as shown in FIG. 4 when the determination means 76 determines the pressure reduction. The decompression pulse DP in FIG. 4 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 76 determines that the ABS 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 76 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. Furthermore, when the slip amount FSL exceeds the determination threshold value, the inlet valve 46F is closed and the outlet valve 48F is opened to reduce the brake fluid pressure of the front wheel caliper 38F again. The determination means 76 also performs the same processing on the rear wheel 18R as described above.

Further, the valve control means 80 is configured to change the time width T of the pressure reducing pulse DP based on the bank angle θ when the brake fluid pressure is reduced in ABS control. Therefore, the decompression amount setting means 82 and the decompression pulse width setting means 84 are provided inside the valve control means 80.

The decompression amount setting means 82 sets the decompression amount of the brake fluid pressure based on the bank angle θ acquired by the bank angle acquisition means 78. For example, the storage means of the valve control means 80 stores map information of the decompression rate (decompression amount) associated with the bank angle θ, and the decompression amount setting means 82 reads out this map information during ABS control. Then, the decompression rate with the bank angle θ as an argument is set. In the present embodiment, this decompression rate indicates the amount of increase in the time width of the decompression pulse DP as a ratio.

As shown in FIG. 5, for example, the map information stored in the storage means can be represented as a characteristic diagram in which the horizontal axis is the bank angle θ and the vertical axis is the decompression rate G. In FIG. 5, the case where the bank angle θ is 0 ° is set as the reference (lowest) decompression amount, and the decompression rate G at this time is set as the basic decompression rate GL. Further, in the range where the bank angle θ is from 0 ° to the first angle α, the decompression rate G is not changed and remains at the basic decompression rate GL. Then, when the bank angle θ becomes larger than the first angle α, the decompression rate G is linearly increased with respect to the bank angle θ. Further, in the range where the bank angle θ is larger than the second angle β (α <β), the decompression rate G is the upper limit value GU.

When the decompression rate G corresponding to the bank angle θ is extracted with reference to the map information, the decompression amount setting means 82 outputs the decompression pulse width setting means 84. The corresponding function between the bank angle θ and the decompression rate G can be arbitrarily set. For example, the bank angle θ and the decompression rate G may be non-linearly (with a polynomial function) associated with each other by an experiment or the like. ..

The decompression pulse width setting means 84 sets the time width T (see FIG. 4) of the decompression pulse DP output to the outlet valve 48F based on the decompression rate G received from the decompression amount setting means 82. For example, the time width T is lengthened by multiplying the reference time width TA when the bank angle θ is 0 ° by the decompression rate G (coefficient). The amount of decompression of the brake fluid pressure is not limited to being set by the decompression rate G, and for example, the bank angle θ and the time width T of the decompression pulse DP may be directly associated (linked).

6A and 6B show an example of setting the time width of the decompression pulse DP. Here, the bank angle θ2 in FIG. 6B is larger than the bank angle θ1 in FIG. 6A. Therefore, the decompression rate G (that is, the increase in FIGS. 6A and 6B) extracted from the map according to the bank angle θ is larger in FIG. 6B than in FIG. 6A, and as a result, the decompression in FIG. 6A. The time width T2 of the decompression pulse DP of FIG. 6B is larger than the time width T1 of the pulse DP.

The ECU 44 also reduces the pressure on the rear wheels 18R during ABS control by the valve control means 80 similar to the above. That is, the ECU 44 changes the time width T of the pressure reducing pulse DP output to the outlet valve 48R for the rear wheel 18R based on the bank angle θ, and changes the amount of pressure reduced in the brake fluid pressure. Therefore, 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 following operation description, the control for the front wheel 18F will be described as a representative as before.

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, the bank angle θ of the vehicle body 16 fluctuates during turning. Then, while the vehicle 12 is traveling, the bank angle acquisition means 78 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 vehicle body speed calculation means 72 calculates the vehicle body speed VV from at least one of the front wheel speed FV and the rear wheel speed RV. Further, the slip amount calculating means 74 calculates the slip amount SL (FSL, RSL) of the front wheels 18F or the rear wheels 18R based on the calculated vehicle body speed VV and the front wheel speed FV or the rear wheel speed RV. Then, the determination means 76 determines whether or not to perform ABS control on each wheel 18 based on the slip amount SL (FSL, RSL) of the front wheels 18F or the rear wheels 18R.

For example, at the time point t1 in FIG. 7, 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 is reduced.

It is assumed that the front wheel 18F is likely to slip at the time point t2 in FIG. At this time, the determination means 76 determines that the slip amount FSL of the front wheel 18F exceeds the determination threshold value, and instructs the valve control means 80 to start ABS control (outputs the determination result J of the decompression determination as a trigger). To do). The valve control means 80 performs a process of reducing the caliper pressure based on receiving this pressure reduction determination.

At this time, the decompression amount setting means 82 of the valve control means 80 sets the decompression rate G based on the bank angle θ acquired by the bank angle acquisition means 78 from the bank angle sensor 68. Then, the decompression pulse width setting means 84 outputs a decompression pulse DP having a time width T corresponding to the decompression rate G. Therefore, as shown in FIG. 7, the amount of reduced caliper pressure is larger when the bank angle θ is larger than when the bank angle θ is smaller. In other words, when the bank angle θ is small, the pressure is switched from decompression to holding at the time point t3, whereas when the bank angle θ is large, the pressure is reduced to the time point t3'after the time point t3, and as a result, the pressure is reduced. The amount of decompression is larger when the bank angle θ is larger.

As a result, the front wheel speed FVg (thick line in the upper figure of FIG. 7) in ABS control during turning shows a change close to the front wheel speed FVs (thin line in the upper figure of FIG. 7) in ABS control during straight running. Will be. That is, the vehicle 12 will be subjected to the same ABS control as when going straight even when turning, and the slip of the front wheels 18F will be eliminated quickly and smoothly.

The control device 10 (valve control means 80) holds the caliper pressure after the depressurization of the brake fluid pressure is once completed at the time point t3 or the time point t3'. Further, at the time point t4, the caliper pressure is increased within a range in which the front wheel speed FVg does not exceed the target vehicle body speed Vt. The valve control means 80 gradually increases the caliper pressure without considering the bank angle θ of the vehicle body 16 (that is, the time width of the pressure increasing pulse BP remains uniform). As a result, the front wheel speed FVg changes so as to approach the target vehicle body speed Vt.

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, the control device 10 according to the present embodiment has a simple configuration in which the decompression rate G (decompression amount) of the brake fluid pressure is set according to the bank angle θ which is the inclined state of the vehicle 12, and the slip is prevented. It is possible to suppress the variation in the return of. For example, when the bank angle θ is large, the wheel 18 may slip significantly. Therefore, by reducing the brake fluid pressure significantly, the slip can be eliminated early and the stability of the wheel 18 can be further improved. Can be done. That is, the control device 10 can smoothly recover from the slip at the time of turning, and can further improve the stability of the vehicle 12.

Further, the control device 10 reduces the brake fluid pressure to the intended decompression amount by setting the valve opening time of the outlet valve 48F for adjusting the brake fluid pressure according to the decompression rate G. Can be done. Further, the control device 10 starts depressurization based on the slip amount SL (FSL, RSL) exceeding the determination threshold value held in advance, so that the brake fluid pressure based on the bank angle θ is likely to slip during turning. The depressurization of the above can be performed more reliably.

The present invention is not limited to the above-described embodiment, and various modifications can be made according to the gist of the invention. For example, in the above-described embodiment, when ABS control (hydraulic pressure control) is started, a trigger is that the slip amount SL (FSL, RSL) of the front wheels 18F or the rear wheels 18R exceeds the determination threshold value. However, the determination of the start of hydraulic pressure control may be arbitrarily set.

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 ... Slip amount calculation means 76 ... Judgment means 78 ... Bank angle acquisition means 80 ... Valve control means 82 ... Decompression amount setting means 84 ... Decompression pulse width setting means FVg, FVs ... Front wheel speed θ ... Bank angle

Claims (2)

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 control means for initiating the hydraulic pressure control based on a predetermined trigger is provided.
The control means sets a decompression amount at the time of decompression of the hydraulic pressure control according to the acquired bank angle, and opens a normally closed valve for adjusting the brake hydraulic pressure according to the decompression amount. This is a configuration that reduces the pressure of the hydraulic pressure control.
Further, the control means has an on-time width of the decompression pulse as the bank angle increases with respect to a reference on-time width of the decompression pulse for opening the normally closed valve when the bank angle is 0 °. A brake control device for a bar handle vehicle, characterized in that the amount of decompression is increased by increasing the length of the brake control device. A brake control apparatus for a bar-handle vehicle according to claim 1 Symbol placement,
The control means has a slip amount calculation means for calculating the slip amount of each wheel based on the wheel speed of each wheel.
The predetermined trigger is a brake control device for a bar handle vehicle, characterized in that the calculated slip amount exceeds a threshold value held in advance.

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