WO2007088590A1 - 自動二輪車のブレーキ制御方法及びその装置 - Google Patents
自動二輪車のブレーキ制御方法及びその装置 Download PDFInfo
- Publication number
- WO2007088590A1 WO2007088590A1 PCT/JP2006/301556 JP2006301556W WO2007088590A1 WO 2007088590 A1 WO2007088590 A1 WO 2007088590A1 JP 2006301556 W JP2006301556 W JP 2006301556W WO 2007088590 A1 WO2007088590 A1 WO 2007088590A1
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- WO
- WIPO (PCT)
- Prior art keywords
- brake
- wheel cylinder
- brake control
- pressure
- determined
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1766—Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/03—Overturn, rollover
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
- B60T2240/06—Wheel load; Wheel lift
Definitions
- the present invention relates to a brake control method and device for a motorcycle, and more particularly, to a method for improving controllability of rear wheel lifting and the like.
- Patent Document 1 discloses a technology in which the rear wheel lift is detected based on various conditions such as vehicle deceleration and a drop in rear wheel speed, and the braking force of the brake is adjusted.
- Patent Document 1 Patent No. 3416819
- the present invention has been made in view of the above situation, and provides a motorcycle brake control method and device capable of reliably suppressing and preventing rear wheel lifting caused by a sharp brake operation. It is.
- a brake control method for a motorcycle wherein a value of a predetermined parameter selected in advance as an index for predicting the possibility of the rear wheel rising exceeds a predetermined value. Determine whether or not
- the wheel cylinder pressure What is configured to reduce the intensification slope is provided.
- the hydraulic pressure generated in the front brake master cylinder in response to the operation of the first brake operator can be transmitted to the front wheel cylinder via the hydraulic system
- the hydraulic pressure generated in the rear brake master cylinder in response to the operation of the operating element can be transmitted to the rear wheel cylinder via the hydraulic system.
- a brake control device for a motorcycle wherein the brake fluid of the front wheel cylinder can be discharged to a front reservoir as desired.
- the brake control device The brake control device
- the brake control device for a motorcycle is configured to discharge the brake fluid of the front wheel cylinder so as to reduce the pressure increase gradient of the front wheel cylinder when it is determined that the predetermined parameter exceeds a predetermined value. Is provided.
- the increase in the braking pressure on the front wheel is alleviated by reducing the gradient of the pressure increase in the front wheel cylinder pressure, As a result, lifting of the rear wheel can be reliably suppressed and prevented, and if the vehicle and the occupant can be more reliably secured, the following effects can be obtained.
- the front wheel cylinder pressure is maintained at a constant pressure or depressurized when the lifting of the rear wheel is predicted, the sudden increase of the brake pressure on the front wheel is stopped or temporarily stopped. As this can be reduced, the rear wheel lift is suppressed and prevented, and more reliable safety of the vehicle and the occupant can be ensured.
- FIG. 1 is a block diagram showing a configuration example of a brake control device according to an embodiment of the present invention.
- FIG. 2 is a subroutine flowchart showing a processing procedure of a first brake control executed by an electronic control unit of the brake control device shown in FIG.
- FIG. 3 is a schematic characteristic diagram schematically showing an example of a change in master cylinder pressure in the first brake control shown in FIG. 2;
- FIG. 4 is a subroutine flowchart showing a second brake control processing procedure executed by the electronic control unit of the brake control device shown in FIG. 1;
- FIG. 5 is a subroutine flowchart showing a processing procedure of a third brake control executed by the electronic control unit of the brake control device shown in FIG. 1;
- FIG. 6 is a subroutine flowchart showing a processing procedure of a fourth brake control performed by the electronic control unit of the brake control device shown in FIG. 1;
- FIG. 7 is a subroutine flowchart showing a processing procedure of a fifth brake control executed by the electronic control unit of the brake control device shown in FIG. 1.
- FIG. 7 is a subroutine flowchart showing a processing procedure of a fifth brake control executed by the electronic control unit of the brake control device shown in FIG. 1.
- the brake control device S has a brake handle 35 as a first brake operator.
- a front brake master cylinder 1 provided to be able to convert the operating force into hydraulic pressure
- a rear brake master cylinder 2 provided to be able to change the operating force of the brake pedal 36 as the second brake operator to hydraulic pressure
- a front Brake master cylinder 1 Front wheel cylinder 3 that applies braking force to front wheels 37 according to the hydraulic pressure from rear master cylinder 2
- Rear wheel cylinder 4 that applies braking force to rear wheels 38 according to the hydraulic pressure of 2 such as rear brake master cylinder
- the antilock brake control device 101 is broadly divided into the brake control device 101 and the antilock brake control device 101 provided between the front and rear brake master cylinders 1 and 2 and the front and rear wheel cylinders 3 and 4. It has become.
- the front brake master cylinder 1 and the front wheel cylinder 3 are connected by a first main hydraulic pipe 5, and in the middle of the first main hydraulic pipe 5, the front brake master cylinder 1 side force order
- a throttle 6 for the front main hydraulic pipe and a first solenoid valve 7 which is normally open are disposed. Furthermore, the front main hydraulic pipe throttle 6 and the first solenoid valve 7 are bypassed, and the back flow of brake fluid (brake fluid) from the front wheel cylinder 3 to the front brake master cylinder 1 is prevented.
- a check valve 8 for the front main hydraulic pipe is provided in the direction.
- the rear brake master cylinder 2 and the rear wheel cylinder 4 are connected by a second main hydraulic pipe 9, and in the middle of the second main hydraulic pipe 9, the rear brake master cylinder 2 and the rear wheel cylinder 4 are connected.
- a rear main hydraulic pipe throttle 10 and a second solenoid valve 11 which is normally opened are disposed in turn on the stator cylinder 2 side force. Further, the rear main hydraulic pipe throttle 10 and the second solenoid valve 11 are bypassed, and the rear main hydraulic pipe is directed in the direction to prevent the backflow of brake fluid from the rear wheel cylinder 4 to the rear brake master cylinder 2.
- a check valve 12 is provided.
- a front reservoir connection hydraulic pipe 13 is connected, and in the middle thereof, For the front wheel cylinder 3 side force, a front reservoir throttle 14 and a front reservoir inflow control solenoid valve 15 are disposed in order, and the front reservoir 16 is connected via these.
- the front reservoir inflow control solenoid valve 15 is normally closed.
- the front reservoir connection hydraulic pipe 13 communicates with the front brake master cylinder 1 at an appropriate position between the front reservoir inflow control solenoid valve 15 and the front reservoir 16.
- the front brake master cylinder 1 side force is also sequentially reduced for the front return passage 18, the first front return passage check valve 19, and the second front return passage check valve 20. Is provided.
- second main hydraulic pipe 9 between second solenoid valve 11 and rear wheel cylinder 4 the configuration is basically the same as that of first main hydraulic pipe 5 described above.
- the rear reservoir connection hydraulic pipe 21 is connected, and in the middle thereof, the rear reservoir throttle 22 and the rear reservoir inflow control solenoid valve 23 are disposed sequentially from the rear wheel cylinder 4 side.
- the rear reservoir 24 is connected.
- the rear reservoir inflow control solenoid valve 23 is normally closed.
- the second reservoir connection hydraulic pipe 21 is a front return hydraulic pipe communicating with the rear brake master cylinder 2 at an appropriate position between the rear reservoir inflow control solenoid valve 23 and the rear reservoir 24.
- the rear return passage throttle 26, the first rear return passage check valve 27, and the second rear return passage check valve 28 are sequentially connected from the rear brake master cylinder 2 side. It is arranged.
- the antilock brake control device 101 is provided with a hydraulic pump device 31 shared by the front brake and the rear brake. That is, the hydraulic pump device 31 also includes a motor 32 and two plungers 33a and 33b, which are reciprocated by a fixed cam (not shown) fixed to the output shaft (not shown) of the motor 32. It is one of the kind.
- one plunger 33a is between the first front return path check valve 19 and the second front return path check valve 20, and the other plunger 33b is the first rear return path.
- the brake oil of the front reservoir 16 is sucked up by the reciprocating movement of the plungers 33a, 33b.
- the brake fluid from the rear reservoir 24 is drawn up to the master cylinder 1 and returned to the rear brake master cylinder 2! /, Respectively.
- the electronic control unit 51 is configured by including a storage element (not shown) such as a RAM or a ROM around a microcomputer (not shown) having a known configuration. It has become.
- the powerful electronic control unit 51 executes various control programs for controlling the traveling of the vehicle stored in a storage element (not shown), and performs various operation control necessary for driving and traveling of the vehicle. There is.
- operation control of the vehicle for example, engine control, ABS control (Antilock Brake System), monitoring processing of wheel speed to determine presence or absence of abnormality of wheel speed sensor, detection of rear wheel lifting Processing, wheel slip detection processing, etc.
- ABS control Antilock Brake System
- monitoring processing of wheel speed to determine presence or absence of abnormality of wheel speed sensor detection of rear wheel lifting Processing
- detection of rear wheel lifting Processing detection of rear wheel lifting Processing
- wheel slip detection processing etc.
- a brake control process to be described later is executed!
- the electronic control unit 51 is provided with wheel speed sensors 45, 46 provided correspondingly to detect the wheel speeds of the front wheel 37 and the rear wheel 38 in order to perform the control processing as described above.
- a detection signal, a detection signal of a pressure sensor 47 that detects the pressure generated by the front wheel cylinder 3, and the like are input.
- detection signals of a brake lever operation switch (not shown) for detecting the operation of the brake handle 35 and a brake pedal operation switch (not shown) for detecting the operation of the brake pedal 36, etc. Will be input too
- a motor drive circuit 41 which generates and outputs a drive signal for the motor 32 in response to a control signal from the electronic control unit 51.
- the solenoid valves control the drive of the first and second solenoid valves 7, 11 and the front reservoir inflow control solenoid valve 15 and the rear reservoir inflow control solenoid valve 23 according to the control signal from the electronic control unit 51.
- a drive circuit 42 is provided. In FIG. 1, the connection between the solenoid valve drive circuit 42 and each solenoid valve is omitted in order to simplify the drawing and facilitate understanding.
- a detection signal corresponding to detection of the operation is electronically controlled by a brake lever operation switch (not shown) that detects the operation of the brake handle 35. It is input to the test 51.
- hydraulic brake fluid corresponding to the operation of the brake handle 35 is supplied from the brake master cylinder 1 to the front wheel cylinder 3 to generate a braking force so that the braking force acts on the wheel 37. It has become.
- the first solenoid valve 7 is excited and the first main hydraulic pipe 5 is put in a disconnected state.
- the hydraulic pressure of the front wheel cylinder 3 is held constant.
- the front reservoir inflow control solenoid valve 15 is excited.
- the brake fluid of the front wheel cylinder 3 is discharged to the front reservoir 16 through the front reservoir inflow control solenoid valve 15, and the braking force is changed.
- the motor 32 is driven by the electronic control unit 51 via the motor drive circuit 41, and the brake fluid stored in the front reservoir 16 is sucked up by the movement of the plunger 33a and returned to the front brake master cylinder 1. It's like!
- step S100 At least detection signals (sensor signals) of the wheel speed sensors 45 and 46 are input to the electronic control unit 51 and temporarily stored in a predetermined storage area (not shown).
- a predetermined storage area not shown.
- another sensor signal that is, a detection signal of pressure sensor 47 is also input.
- the amount of change in vehicle deceleration is calculated as an index for predicting the possibility of the rear wheel lifting due to the sharp increase in brake pressure.
- the front wheel cylinder described above is used.
- the pressure sensor 47 for detecting the pressure of the cylinder 3 is unnecessary.
- the simulated vehicle speed is calculated and calculated using a predetermined calculation formula.
- the amount of change in the simulated vehicle speed force and the vehicle deceleration is calculated.
- step S104 it is determined whether or not the amount of change in vehicle deceleration calculated as described above exceeds a predetermined value K1 (see step S104 in FIG. 2), and does not exceed the predetermined value K1. If it is determined (in the case of NO), the series of processing is ended, and the process returns to the main routine (not shown). On the other hand, if it is determined in step S104 that the amount of change in vehicle deceleration exceeds the predetermined value K1 (in the case of YES), a sharp increase in brake pressure occurs, which may cause the rear wheel to lift up. If it is large, the process proceeds to the next step S 106 and the pressure increase gradient of the brake pressure, ie, the pressure increase gradient of the wheel cylinder pressure (the pressure of the front wheel cylinder 3) is forcibly reduced. It will be.
- the solenoid valve 15 for front reservoir inflow control is opened by the electronic control unit 51 through the solenoid valve drive circuit 42, and a part of brake oil of the front wheel cylinder 3 is the front. Discharge to the reservoir 16 reduces the pressure increase gradient of the wheel cylinder pressure.
- FIG. 1 A characteristic diagram showing an example of the rough change of the wheel cylinder pressure in this case is shown in FIG.
- the horizontal axis is the time axis.
- the vertical axis represents the wheel cylinder pressure (denoted as "WZC pressure” in FIG. 3), in other words, the brake pressure.
- step S104 if it is determined that the amount of change in vehicle deceleration does not exceed the predetermined value K1 (in the case of NO), it is determined whether forced reduction of the wheel cylinder pressure increase gradient is being performed. (See step S108 in FIG. 2).
- step S108 if the forcible reduction of the intensifying gradient is performed and it is determined that it is not (in the case of NO), the series of processing is ended, and the main routine ⁇ ⁇ not shown is not shown. It will be back. On the other hand, if it is determined in step S108 that the forcible reduction of the intensifying gradient is being performed (in the case of YES), the forcible reduction operation of the intensifying gradient as described above is canceled and the main routine not shown is shown. ⁇ ⁇ Once again, normal brake control will be performed.
- the amount of change in vehicle deceleration is used as an index to predict the possibility of the rear wheel lifting due to a sharp increase in brake pressure.
- the body deceleration may be used instead of the amount of change.
- the meanings of the simulated vehicle speed VI, V2 and At are as described in the previous step S102.
- step S102 it may be determined whether or not the vehicle deceleration calculated in this manner exceeds the predetermined value K1 '.
- step S104 when it is determined in step S104 that the amount of change in the vehicle deceleration exceeds the predetermined value K1, the wheel cylinder pressure is maintained at the pressure at that time (see step S106A in FIG. 4). ). Specifically, the first solenoid valve 7 is closed by the electronic control unit 51 via the solenoid valve drive circuit 42, whereby the pressure is maintained. Then, while pressure holding is performed, if it is determined that the amount of change in the vehicle deceleration exceeds the predetermined value K1 and it is determined that the vehicle cylinder pressure is too small, the process proceeds to step S108A to determine whether the wheel cylinder pressure is being held.
- the amount of change in the vehicle deceleration is used as an index to predict the possibility of the rear wheel lifting due to a sharp increase in brake pressure, even in the first example above.
- the amount of change in vehicle deceleration instead of the amount of change in vehicle deceleration, use the vehicle deceleration. A little.
- the wheel cylinder pressure is reduced when it is determined that the amount of change in vehicle deceleration exceeds the predetermined value K1.
- step S104 determines whether the amount of change in the vehicle deceleration does not exceed the predetermined value K1 (in the case of NO).
- step S104 determines whether the amount of change in the vehicle deceleration does not exceed the predetermined value K1 (in the case of NO).
- step S104 determines whether the amount of change in the vehicle deceleration does not exceed the predetermined value K1 (in the case of NO).
- step S104 determines whether the speed change amount exceeds the predetermined value K1 (in the case of YES)
- the wheel cylinder pressure is reduced by a predetermined pressure, and the series of processing is ended (Step S106B in FIG. 5). reference).
- the front reservoir inflow control solenoid valve 15 is temporarily opened by the electronic control unit 51 via the solenoid valve drive circuit 42, and the front wheel is thus reduced. It is performed by a part of the brake fluid of the cylinder 3 being discharged to the front reservoir 16. Note that the amount of pressure reduction and the time for which the front reservoir inflow control solenoid valve 15 is open can not be uniquely determined due to the specific conditions of the vehicle, so it depends on the conditions of each vehicle. It is preferable to set the optimum value based on simulation, experiments, etc.
- the amount of change in the vehicle deceleration is used as an index to predict the possibility of the rear wheel lifting due to the sharp increase in brake pressure
- the first example above also As stated above, use the vehicle deceleration instead of the change in the vehicle deceleration.
- step S104 determines whether the amount of change in the vehicle deceleration exceeds the predetermined value K1 (in the case of YES)
- the presence or absence of a slip ie, whether a slip larger than a predetermined amount is generated on the front wheel 37 It is judged whether or not it is not (refer to step S 105 in FIG. 6).
- the presence or absence of the occurrence of the slip and the size thereof do not have to be unique to the present invention, as long as they are based on known methods.
- it is assumed that the presence or absence of the slip and the size thereof are determined while the electronic control unit 51 performs the operation control processing of the antilock brake control device 101.
- the result of the judgment processing of the presence / absence and size of the slip at the execution time of S 105 may be used.
- step S 105 if it is determined in step S 105 that there is a predetermined or more slip (in the case of YES), the wheel cylinder pressure is reduced by a predetermined pressure (see step S 106 B in FIG. 6). On the other hand, when it is determined in step S105 that there is no slip above a predetermined level (in the case of NO), the main routine ⁇ ⁇ (not shown) is returned to execute normal brake control.
- the method of controlling the wheel cylinder pressure on condition of occurrence of the slip of the front wheel 37 while the rear wheel is expected to be lifted causes the slip particularly in comparison with the condition of the vehicle in the conventional brake control. It is suitable for easy vehicles.
- the amount of change in the vehicle deceleration is used as an index to predict the possibility of the rear wheel lifting due to the sharp increase in brake pressure
- the first example above also As stated above, use the vehicle deceleration instead of the change in the vehicle deceleration.
- the first to fourth control examples described above are based on the premise that the pressure sensor 47 for detecting the pressure of the front wheel cylinder 3 is not provided.
- the example is premised on a configuration having a pressure sensor 47.
- the amount of change in the vehicle deceleration is used as an index to predict the possibility of the rear wheel lifting due to the sharp increase in brake pressure. Force for which the pressure sensor 47 was unnecessary
- step S104A the pressure increase slope of the brake pressure, ie, the pressure increase slope of the wheel cylinder pressure It will be forced to be reduced.
- each control can be similarly performed based on the detection signal of the pressure sensor 47.
- the magnitude of the wheel cylinder pressure is determined based on the value detected from the pressure sensor 47 in step S102A, and the wheel cylinder pressure exceeds a predetermined value in step S104. If it is judged whether or not it is a car, then you.
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- Regulating Braking Force (AREA)
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CNA2006800521337A CN101336182A (zh) | 2006-01-31 | 2006-01-31 | 机动两轮车的制动控制方法及其装置 |
EP06712699A EP1982885A4 (en) | 2006-01-31 | 2006-01-31 | BRAKE CONTROL METHOD AND DEVICE FOR TWO-WHEELED MOTOR VEHICLE |
PCT/JP2006/301556 WO2007088590A1 (ja) | 2006-01-31 | 2006-01-31 | 自動二輪車のブレーキ制御方法及びその装置 |
JP2007556730A JP5014162B2 (ja) | 2006-01-31 | 2006-01-31 | 自動二輪車のブレーキ制御方法及びその装置 |
US12/162,223 US20090048753A1 (en) | 2006-01-31 | 2006-01-31 | Two-wheeled motor vehicle brake control method and system |
KR1020087017915A KR100946953B1 (ko) | 2006-01-31 | 2006-01-31 | 자동 이륜차의 브레이크 제어방법 및 그 장치 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2006/301556 WO2007088590A1 (ja) | 2006-01-31 | 2006-01-31 | 自動二輪車のブレーキ制御方法及びその装置 |
Publications (1)
Publication Number | Publication Date |
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WO2007088590A1 true WO2007088590A1 (ja) | 2007-08-09 |
Family
ID=38327177
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2006/301556 WO2007088590A1 (ja) | 2006-01-31 | 2006-01-31 | 自動二輪車のブレーキ制御方法及びその装置 |
Country Status (6)
Country | Link |
---|---|
US (1) | US20090048753A1 (ja) |
EP (1) | EP1982885A4 (ja) |
JP (1) | JP5014162B2 (ja) |
KR (1) | KR100946953B1 (ja) |
CN (1) | CN101336182A (ja) |
WO (1) | WO2007088590A1 (ja) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008102844A1 (ja) * | 2007-02-23 | 2008-08-28 | Bosch Corporation | 自動二輪車のブレーキ制御方法及びブレーキ制御装置 |
JP2009090774A (ja) * | 2007-10-05 | 2009-04-30 | Advics:Kk | ブレーキ液圧制御装置および自動二輪車のブレーキ液圧制御装置 |
JP2010285147A (ja) * | 2009-06-15 | 2010-12-24 | Robert Bosch Gmbh | ブレーキシステムを制御する方法 |
JP5251986B2 (ja) * | 2008-10-14 | 2013-07-31 | トヨタ自動車株式会社 | 制動時の車輪過剰スリップを抑制する車輌用制動装置 |
JP2013209049A (ja) * | 2012-03-30 | 2013-10-10 | Advics Co Ltd | 車両の制動制御装置及び車両の制動制御方法 |
EP2216219B1 (en) * | 2007-11-02 | 2017-03-15 | Bosch Corporation | Brake liquid-pressure control device |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4701809B2 (ja) * | 2005-04-21 | 2011-06-15 | 株式会社アドヴィックス | 車両用ブレーキ制御装置 |
JP5014160B2 (ja) * | 2006-01-24 | 2012-08-29 | ボッシュ株式会社 | 自動二輪車のブレーキ制御方法及びその装置 |
ES2355929T3 (es) * | 2006-01-24 | 2011-04-01 | Bosch Corporation | Método y dispositivo de control de freno. |
CN101336181B (zh) | 2006-01-27 | 2012-06-13 | 博世株式会社 | 机动两轮车的制动控制方法及其装置 |
KR100946954B1 (ko) | 2006-02-08 | 2010-03-15 | 봇슈 가부시키가이샤 | 자동 이륜차의 브레이크 제어 방법 및 브레이크 제어 장치 |
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Also Published As
Publication number | Publication date |
---|---|
JP5014162B2 (ja) | 2012-08-29 |
EP1982885A4 (en) | 2009-11-04 |
CN101336182A (zh) | 2008-12-31 |
JPWO2007088590A1 (ja) | 2009-06-25 |
EP1982885A1 (en) | 2008-10-22 |
KR100946953B1 (ko) | 2010-03-15 |
KR20080085056A (ko) | 2008-09-22 |
US20090048753A1 (en) | 2009-02-19 |
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