WO2022091695A1

WO2022091695A1 - Brake device for vehicle

Info

Publication number: WO2022091695A1
Application number: PCT/JP2021/036480
Authority: WO
Inventors: 郁也津田
Original assignee: 日立Astemo株式会社
Priority date: 2020-10-26
Filing date: 2021-10-01
Publication date: 2022-05-05
Also published as: JPWO2022091695A1

Abstract

The present invention provides a brake device (11) for a vehicle, the brake device comprising a front-wheel side brake (23) to which a braking force is imparted by braking hydraulic pressure from a hydraulic brake system (25), a modulator (39) for adjusting the braking hydraulic pressure to decrease, maintain, or increase the braking hydraulic pressure, and a BRK-ECU (17) that performs pressure regulation control for the braking hydraulic pressure using the modulator (39). The BRK-ECU (17) is provided with an information acquisition unit that acquires the vehicle body speed and a stop determination unit that, in the case where the vehicle body speed falls below a predetermined speed threshold during the execution of the pressure regulation control for maintaining or increasing the braking hydraulic pressure by the action of the modulator (39), makes a stop determination regarding whether or not the vehicle (10) tends to stop, and the BRK-ECU (17) performs the pressure regulation control for maintaining the braking hydraulic pressure on the basis of the result of the stop determination by the stop determination unit. With this configuration, the braking feeling can be maintained favorably.

Description

Vehicle braking device

The present invention relates to a vehicle braking device that brakes a vehicle.

For example, Patent Document 1 discloses an invention of a vehicle braking device capable of improving mountability on a vehicle such as a motorcycle. The vehicle brake device according to Patent Document 1 controls the braking force of the wheel brake based on the braking hydraulic pressure of the brake fluid circulating in the hydraulic braking system.

In the vehicle brake device according to Patent Document 1, for example, when the behavior of the wheel tends to be locked, the pressure adjustment for adjusting the braking fluid pressure acting on the wheel brake to either decrease, hold, or increase. An actuator (see, for example, the pump 24, the motor 25, etc. of Patent Document 1) is provided.

Japanese Unexamined Patent Publication No. 2018-69792

In the vehicle brake device according to Patent Document 1, the vehicle body speed of the vehicle is a predetermined speed threshold value (provided, a predetermined speed) while the pressure regulation control for holding or increasing the braking fluid pressure by the operation of the pressure regulating actuator is being executed. It is assumed that a configuration is adopted in which the pressure regulation control is stopped when the value falls below (the threshold value is larger than zero). In this case, the braking force changes so as to decrease when the vehicle body speed falls below a predetermined speed threshold value. Then, the driver of the vehicle feels that the deceleration is missing. As a result, there is a problem that the braking feeling is impaired.

The present invention has been made to solve the above-mentioned problems, and is a vehicle capable of maintaining a good braking feeling while performing pressure regulation control for maintaining or increasing the braking fluid pressure by operating the pressure regulating actuator. It is an object of the present invention to provide a brake device for use.

In order to solve the above problems, the vehicle brake device according to the present invention includes a wheel brake to which a braking force is applied by the action of the braking fluid pressure related to the hydraulic braking system, and a pressure regulating for adjusting the braking hydraulic pressure. It is a brake device for a vehicle including an actuator and a control device for controlling the pressure adjustment of the braking fluid pressure using the pressure adjustment actuator. The control device has an information acquisition unit that acquires information related to the vehicle body speed of the vehicle, and the vehicle body speed has a predetermined speed threshold value while executing pressure regulation control that adjusts the braking fluid pressure by operating the pressure regulating actuator. If the speed is lower than the above, the vehicle is provided with a stop determination unit for determining whether or not the vehicle tends to stop, and the pressure adjustment control is continued or stopped based on the stop determination result by the stop determination unit. That is the most important feature.

According to the vehicle brake device according to the present invention, pressure regulation control (for example, control of supplying brake fluid to the hydraulic path leading to the wheel brake by a pump) for adjusting the braking fluid pressure by operating the pressure regulating actuator is being executed. In addition, even if the vehicle body speed falls below the predetermined speed threshold, the pressure regulation control is continued when the vehicle tends to stop. Therefore, the pressure regulation control is performed when the vehicle body speed falls below the predetermined speed threshold. Compared to the case of stopping, it is harder to experience the deceleration omission. As a result, the braking feeling can be maintained well.

Further, in the vehicle brake device described above, the pressure regulating actuator includes at least a pump motor and a pump, and the pressure regulating control is controlled so as to hold or increase the braking fluid pressure by driving the pump motor. May be good.

According to this configuration, in the pressure regulation control, the braking fluid pressure is maintained or increased by driving a pump motor having a high control response, so that the pressure regulation control can be performed in a timely and appropriate manner.

Further, in the vehicle brake device described above, the hydraulic brake system includes a hydraulic path in which the braking hydraulic pressure is generated by the operation of the brake operator and / or the operation of the pressure adjusting actuator. This hydraulic path is equipped with a control valve means. The pressure regulating actuator includes a pressure regulating valve provided in the hydraulic path. The pressure regulating valve and the control valve means can adjust the braking fluid pressure, and the control device adjusts the valve opening pressure of the pressure regulating valve during the execution of the pressure regulating control.

According to this configuration, it is possible to easily and accurately perform control for adjusting the braking force applied to the wheel brake while the pressure adjustment control is being executed.

Further, in the vehicle brake device described above, the information acquisition unit further acquires information regarding the presence / absence of operation of the brake operator, and the vehicle stop determination unit is related to the information acquisition unit having the operation of the brake operator. When the information is acquired, it is determined that the vehicle tends to stop, while when the information acquisition unit acquires the information relating to the non-operation of the brake operator, the vehicle does not tend to stop. When it is determined that the vehicle tends to stop, the control device continues the pressure regulation control until a predetermined time elapses, starting from the time when the determination is made. On the other hand, if it is determined that the vehicle does not tend to stop, the configuration may be adopted in which the pressure adjustment control is terminated at the time when the determination is made.

According to this configuration, when it is determined that the vehicle tends to stop, the control device continuously performs pressure adjustment control until a predetermined time elapses, starting from the time when the determination is made. By simply and appropriately setting the grace period (predetermined time) for which the pressure adjustment control is continued, it becomes difficult to experience the deceleration omission. As a result, the braking feeling can be maintained well.
Further, when it is determined that the vehicle does not tend to stop, the control device terminates the pressure regulation control at the time when the determination is made, so that wasteful power consumption is suppressed and energy saving is contributed. can do.

Further, in the vehicle brake device described above, the vehicle stop determination unit determines that the vehicle tends to stop when the vehicle body speed is maintained below a predetermined speed threshold. When the vehicle body speed transitions from a state where the vehicle body speed is lower than the predetermined speed threshold value to a state where the vehicle body speed is equal to or higher than the speed threshold value, the control device determines that the vehicle does not tend to stop, and the control device determines that the vehicle tends to stop. When the judgment is made, the pressure adjustment control is continuously performed until a predetermined time elapses starting from the time when the judgment is first made, while the judgment that the vehicle does not tend to stop. If is determined, the configuration may be adopted in which the pressure adjustment control is terminated at the time when the determination is made.

According to this configuration, the vehicle stop determination unit determines that the vehicle tends to stop when the vehicle body speed is maintained below a predetermined speed threshold value, and is based on the actual behavior of the vehicle. It is possible to determine whether or not there is a tendency to stop with high accuracy.
Further, when it is determined that the vehicle tends to stop, the control device continuously performs the pressure adjustment control until a predetermined time elapses, starting from the time when the determination is first made. By clearly setting the start of the elapsed time and simply and appropriately setting the grace period (predetermined time) for continuing the pressure regulation control, it becomes difficult to experience the deceleration omission. As a result, the braking feeling can be maintained well.

Moreover, in the above-described configuration, the vehicle stop determination unit provided in the control device determines that the vehicle does not tend to stop when the vehicle body speed transitions from a state where the vehicle body speed is below a predetermined speed threshold value to a state where the vehicle body speed is equal to or higher than the speed threshold value. Therefore, it is possible to determine whether or not there is a tendency to stop with high accuracy based on the actual behavior of the vehicle.
Further, when it is determined that the vehicle does not tend to stop, the control device ends the pressure regulation control at the time when the determination is made, so that wasteful power consumption is suppressed and energy is saved. Can contribute.

Further, in the vehicle brake device described above, a configuration may be adopted in which the predetermined time is variably set to a value according to the magnitude of the predetermined speed threshold value. For example, the predetermined time is set to a longer time value as the predetermined speed threshold value becomes larger. This is because when the set value of the predetermined speed threshold value becomes large, the time required until the auxiliary braking control becomes unnecessary in the vehicle under the deceleration control also becomes long.

In this configuration, since the predetermined time is set to a value corresponding to the magnitude of the predetermined speed threshold value, a grace period (predetermined time) in which the pressure regulation control is continued is set according to the actual behavior of the vehicle. It is possible to set it easily and accurately. As a result, it becomes difficult to experience the deceleration omission. The braking feeling can be maintained well.

Further, in the vehicle brake device described above, the vehicle may adopt a configuration in which the vehicle is a bar handle type vehicle.
When the vehicle braking device according to the present invention is applied to a bar-handle type vehicle, it is difficult to experience deceleration omission due to stable posture for a bar-handle vehicle that is easily affected by changes in deceleration, and a braking fee is applied. It is possible to provide a bar handle vehicle that can maintain the ring well.

Further, the vehicle brake device described above may adopt a configuration provided on the front wheels.
With this configuration, it is possible to provide a vehicle that can maintain a good posture of the vehicle by adjusting the braking fluid pressure of the front wheels.

According to the vehicle brake device according to the present invention, the braking feeling can be maintained satisfactorily while the pressure regulation control for maintaining or increasing the braking fluid pressure by the operation of the pressure regulating actuator is being executed.

It is a schematic block diagram of the brake device for a vehicle which concerns on embodiment of this invention. FIG. 3 is a block configuration diagram inside and around the BRK-ECU provided in the vehicle brake device according to the embodiment of the present invention. It is a flowchart which provides the operation | movement explanation of the vehicle brake device which concerns on embodiment of this invention. It is a time chart diagram provided for the operation explanation of the vehicle brake device which concerns on embodiment of this invention. It is a flowchart which provides the operation | movement explanation of the brake device for a vehicle which concerns on the modification of this invention.

The vehicle brake device according to the embodiment of the present invention will be described in detail with reference to the drawings as appropriate.
In addition, in the figure shown below, the members having a common function or the members having the functions corresponding to each other shall be designated by a common reference code in principle. Also, for convenience of explanation, the size and shape of the member may be deformed or exaggerated schematically.

[Schematic configuration diagram of the vehicle brake device 11 according to the embodiment]
First, a schematic configuration of the vehicle brake device 11 according to the embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a vehicle brake device 11 according to an embodiment.

As shown in FIG. 1, the vehicle brake device 11 according to the embodiment has a function of controlling the braking force of the front wheel side wheel brake 23 based on the braking hydraulic pressure of the brake fluid flowing through the hydraulic brake system 25. Have. The vehicle braking device 11 is mainly used for a bar handle type vehicle 10 such as a motorcycle, a motorcycle, and an all-terrain vehicle (ATV).

The vehicle brake device 11 includes a front wheel side brake device 13, a rear wheel side brake device 15, and a BRK-ECU 17 that controls the braking force of the front wheel side brake device 13 and the rear wheel side brake device 15. ing. The front wheel side brake device 13, the rear wheel side brake device 15, and the BRK-ECU 17 will be described in detail later. The BRK-ECU 17 corresponds to the "control device" of the present invention.

[Schematic configuration of the front wheel side brake device 13]
As shown in FIG. 1, the front wheel side brake device 13 includes a front wheel side brake lever 21, a front wheel side wheel brake 23 for braking the front wheels, and a hydraulic brake system that generates braking hydraulic pressure in the front wheel side wheel brake 23. 25 and is configured. A wheel speed sensor 73 that detects the rotation speed (wheel speed) of the wheels (front wheels) is provided in the vicinity of the front wheel side wheel brake 23. The wheel speed sensor 73 will be described in detail later.

The front wheel side brake lever 21 is provided at the right end of the bar handle (not shown). A master cylinder 27 is connected to the front wheel side brake lever 21. The master cylinder 27 has a function of generating a braking fluid pressure according to the force applied by the driver to the front wheel side brake lever 21. The master cylinder 27 is connected to the front wheel side wheel brake 23 via the hydraulic brake system 25.

The hydraulic brake system 25 is provided so as to intervene between the master cylinder 27 and the front wheel side wheel brake 23. The hydraulic brake system 25 is embodied by a metal block-shaped substrate 29 having a hydraulic passage 30 through which the brake fluid flows. The substrate 29 is provided with an inlet port 31 and an outlet port 33 of the hydraulic passage 30, respectively.

The master cylinder 27 and the inlet port 31 of the hydraulic path 30 are communicated with each other via the inlet side pipe 35. As a result, the braking hydraulic pressure generated in the master cylinder 27 is transmitted to the hydraulic brake system 25.

On the other hand, the outlet port 33 of the hydraulic path 30 and the caliper portion 23a of the front wheel side wheel brake 23 are communicated with each other via the outlet side pipe 37. As a result, the braking hydraulic pressure generated in the hydraulic passage 30 of the hydraulic brake system 25 is transmitted to the caliper portion 23a of the front wheel side wheel brake 23.

The front wheel side wheel brake 23 is, for example, a hydraulic disc brake that brakes the front wheels (not shown) by the pad (not shown) sandwiching the disc 24 by the braking hydraulic pressure transmitted to the caliper portion 23a.

The hydraulic path 30 of the hydraulic brake system 25 is provided with a modulator 39. The modulator 39 has a function of adjusting the braking force of the front wheel side wheel brake 23 by adjusting the braking hydraulic pressure in the hydraulic path 30. The modulator 39 includes a pressure regulating valve 41, a control valve means 43, a suction valve 45, a reservoir 47, a pump 49, and a pump motor 51. The components of these modulators 39 are assembled to the substrate 29.
The modulator 39 corresponds to the "pressure regulating actuator" of the present invention.

Here, in the following description, in the hydraulic passage 30, the hydraulic passage from the inlet port 31 to the pressure regulating valve 41 is referred to as an "input hydraulic passage 61", and the hydraulic pressure from the pressure regulating valve 41 to the front wheel side wheel brake 23. The path is referred to as an "output hydraulic path 63". Further, in the hydraulic passage 30, the hydraulic passage branching from the input hydraulic passage 61 to the pump 49 is referred to as a “suction passage 65”, and the hydraulic passage from the pump 49 to the output hydraulic passage 63 is referred to as a “discharge passage”. 67 ".
Further, in the hydraulic passage 30, the hydraulic passage from the output hydraulic passage 63 to the suction passage 65 is referred to as an "open passage 69". Further, the "upstream side" at a certain point means the side of the master cylinder 27 with respect to a certain point. On the other hand, the "downstream side" at a certain point means the side of the front wheel side wheel brake 23 with respect to a certain point.

The pressure regulating valve 41 is, for example, a normally open type proportional solenoid valve (linear solenoid valve) provided between the input hydraulic passage 61 and the output hydraulic passage 63. The pressure regulating valve 41 includes an electromagnetic coil (not shown) for driving the valve body (not shown). The electromagnetic coil of the pressure regulating valve 41 is electrically connected to the BRK-ECU 17. The pressure regulating valve 41 operates so as to be in a closed state when the electromagnetic coil is excited, and to be in an open state when the electromagnetic coil is degaussed, in accordance with a control command from the BRK-ECU 17.

The pressure regulating valve 41 is the difference between the braking fluid pressure BKLP2 on the output hydraulic path 63 side (front wheel side wheel brake 23 side) and the braking hydraulic pressure BKLP1 on the input hydraulic path 61 side (master cylinder 27 side) in the closed state. When the pressure (BKLP_df = BKLP2-BKLP1) becomes larger than the predetermined valve opening pressure OPN_P, the state transitions from the closed state to the open state. As a result, the brake fluid flows from the output hydraulic path 63 side to the input hydraulic path 61 side through the pressure regulating valve 41.

In the pressure regulating valve 41, a predetermined valve opening pressure OPN_P can be remotely adjusted by adjusting the current value flowing through the electromagnetic coil according to a control command from the BRK-ECU 17.
When the brake fluid flows from the output hydraulic path 63 side to the input hydraulic path 61 side through the pressure regulating valve 41, the braking hydraulic pressure BKLP2 on the output hydraulic path 63 side can be adjusted to a predetermined braking hydraulic pressure BKLP. .. This means that the braking hydraulic pressure BKLP acting on the front wheel side wheel brake 23 can be remotely adjusted by adjusting the predetermined valve opening pressure OPN_P of the pressure regulating valve 41.

The pressure regulating valve 41 is equipped with a check valve 41a. The check valve 41a is connected in parallel to the pressure regulating valve 41. The check valve 41a is a one-way valve that allows the flow of brake fluid from the input hydraulic path 61 side to the output hydraulic path 63 side.

The control valve means 43 opens the output hydraulic passage 63 and shuts off the open passage 69, shuts off the output hydraulic passage 63 and opens the open passage 69, and opens the output hydraulic passage 63 and the open passage 69. It has a function to switch the shutoff state. The control valve means 43 includes an inlet valve 53, a check valve 53a, and an outlet valve 55.

The inlet valve 53 is composed of, for example, a normally open type solenoid valve provided in the output hydraulic passage 63. The inlet valve 53 communicates with the pressure regulating valve 41 and also communicates with the front wheel side wheel brake 23. The inlet valve 53 has a function of allowing the flow of brake fluid from the upstream side to the downstream side in the open state, while blocking the flow of brake fluid between the upstream side and the downstream side in the closed state.

The inlet valve 53 includes an electromagnetic coil (not shown) for driving the valve body (not shown). The electromagnetic coil of the inlet valve 53 is electrically connected to the BRK-ECU 17. The inlet valve 53 operates so as to be in a closed state when the electromagnetic coil is excited, and to be in an open state when the electromagnetic coil is degaussed, in accordance with a control command from the BRK-ECU 17.

The inlet valve 53 is equipped with a check valve 53a. The check valve 53a is connected in parallel to the inlet valve 53. The check valve 53a is a one-way valve that allows only the flow of brake fluid from the downstream side to the upstream side thereof.

The outlet valve 55 is composed of, for example, a normally closed solenoid valve provided so as to intervene in the open path 69. The outlet valve 55 communicates with the front wheel side wheel brake 23 and also with the suction side of the pump 49. The outlet valve 55 blocks the flow of brake fluid between the front wheel side wheel brake 23 and the reservoir 47 in the closed state, while allowing the flow of brake fluid between the front wheel side wheel brake 23 and the reservoir 47 in the open state. Has the function of

The outlet valve 55 includes an electromagnetic coil (not shown) for driving the valve body (not shown). The electromagnetic coil of the outlet valve 55 is electrically connected to the BRK-ECU 17. The outlet valve 55 operates so as to be in an open state when the electromagnetic coil is excited, and to be in a closed state when the electromagnetic coil is degaussed, in accordance with a control command from the BRK-ECU 17.

The reservoir 47 is provided so as to intervene in the open path 69. The reservoir 47 has a function of temporarily storing the brake fluid that is released when the outlet valve 55 is opened. A check valve 46 that allows only the flow of brake fluid from the reservoir 47 side to the pump 49 side is provided between the reservoir 47 and the pump 49.

The pump 49 is provided so as to intervene between the suction passage 65 and the discharge passage 67. The pump 49 is driven by the rotational force of the pump motor 51. As a result, the pump 49 plays a role of sucking the brake fluid stored in the reservoir 47 of the open path 69 and discharging it to the discharge path 67.

The pump motor 51 is a power source for driving the pump 49. The pump motor 51 can adjust the degree of discharge of the brake fluid by the pump 49 by adjusting the rotation speed of the pump motor 51 according to a control command from the BRK-ECU 17.

The suction valve 45 is provided so as to intervene in the suction passage 65. The suction valve 45 has a function of switching the suction passage 65 to an open state or a shutoff state. The suction valve 45 is normally closed, but is opened by the difference pressure between the braking fluid pressure on the input hydraulic path 61 side (master cylinder 27 side) and the braking hydraulic pressure on the suction port side of the pump 49. That is, when the pump 49 operates and the suction passage 65 on the suction port side of the pump 49 becomes a negative pressure, the suction valve 45 operates so as to be in an open state.

[Rough configuration of rear wheel side brake device 15]
On the other hand, as shown in FIG. 1, the rear wheel side brake device 15 for braking the rear wheel side brake lever 22 (corresponding to the "brake operator" of the present invention), the brake wire 75, and the rear wheel. It is configured to include a rear wheel side wheel brake 77. The rear wheel side brake lever 22 is connected to one end of the brake wire 75. Further, the other end of the brake wire 75 is connected to the rod portion 77a of the rear wheel side wheel brake 77.

The rear wheel side brake lever 22 is provided at the left end of a bar handle (not shown). In the rear wheel side brake device 15, for example, when the brake wire 75 is pulled by the gripping operation (braking operation) of the rear wheel side brake lever 22, the rod portion 77a is tilted and the brake shoe is not on the inner peripheral surface of the drum. It is a mechanical drum brake that brakes the rear wheels (not shown) by being pressed against (not shown).

The rear wheel side brake lever 22 is provided with a lever operation amount sensor 71 that detects the grip operation amount. The lever operation amount sensor 71 is, for example, an angle sensor that detects the tilt angle of the rear wheel side brake lever 22 when the driver grips and operates the rear wheel side brake lever 22. The information of the lever operation amount MV detected by the lever operation amount sensor 71 is sent to the BRK-ECU 17.

[Block configuration inside and around BRK-ECU 17]
Next, the block configuration inside and around the BRK-ECU 17 will be described with reference to FIG. FIG. 2 is a block configuration diagram inside and around the BRK-ECU 17 provided in the vehicle brake device 11.

The BRK-ECU 17 includes a microcomputer equipped with a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.

As an input system, the BRK-ECU 17 has a lever operation amount sensor 71 that detects a lever operation amount MV related to the rear wheel side brake lever 22, and a wheel speed that is a rotation speed of the front wheels (wheels). The wheel speed sensor 73 for detecting the above is connected.
On the other hand, as an output system, the BRK-ECU 17 is connected to a pressure regulating valve 41, a control valve means 43, and a pump motor 51 provided in the modulator 39, as shown in FIG.

The BRK-ECU 17 has a pressure regulating valve 41, a control valve means 43, and a pump motor 51 provided in the modulator 39 based on information such as the lever operation amount MV detected by the lever operation amount sensor 71 and the vehicle body speed VS of the vehicle 10. It has a function of controlling the braking force of the vehicle 10 by performing the drive control of each of the above.

Further, the BRK-ECU 17 has a function of performing anti-lock brake control and interlocking brake control. Details of each function that performs anti-lock brake control and interlocking brake control will be described later.

As shown in FIG. 2, the BRK-ECU 17 is configured to include an information acquisition unit 81 and a stop determination unit 83 in order to realize the function of controlling the braking force of the vehicle 10.

The information acquisition unit 81 has a function of acquiring information on the lever operation amount MV detected by the lever operation amount sensor 71 and information on the wheel speed detected by the wheel speed sensor 73, respectively. The information acquisition unit 81 converts the acquired wheel speed information into the vehicle body speed VS of the vehicle 10. Thereby, the information on the wheel speed can be commonly handled as the information on the vehicle body speed VS of the vehicle 10.
The information on the lever operation amount MV acquired by the information acquisition unit 81 and the information on the vehicle body speed VS are sent to the vehicle stop determination unit 83, respectively.

The vehicle stop determination unit 83 determines whether or not the vehicle 10 tends to stop when the vehicle body speed VS of the vehicle 10 falls below a predetermined speed threshold VSth while the pressure adjustment control for holding or increasing the braking fluid pressure is being executed. It has a function to determine such a stop. The predetermined speed threshold value VSth is appropriately set to a value considered appropriate for determining whether or not the pressure regulation control can be continued by the operation of the modulator (pressure regulating actuator) 39.

Specifically, in the vehicle stop determination unit 83, the information related to the information acquisition unit 81 having the operation of the rear wheel side brake lever (brake operator) 22 (for example, the output value of the lever operation amount sensor 71 exceeds a predetermined value). When the information regarding whether or not the vehicle 10 is acquired, it is determined that the vehicle 10 tends to stop, while the information acquisition unit 81 provides information regarding no operation of the rear wheel side brake lever 22 (for example, the lever operation amount sensor 71). When the information on whether or not the output value of the lever operation amount sensor 71 is equal to or less than a predetermined value and the information that the output value of the lever operation amount sensor 71 is zero) is acquired, it is determined that the vehicle 10 does not tend to stop.

However, the vehicle stop determination unit 83 determines that the vehicle 10 tends to stop when the vehicle body speed VS is maintained below the predetermined speed threshold value VSth, while the vehicle body speed VS determines the predetermined speed. A configuration may be adopted in which it is determined that the vehicle 10 does not tend to stop when the transition from the state below the threshold value VSth to the state of being equal to or higher than the speed threshold value VSth.

Here, the basic operation of the BRK-ECU 17 will be described.
The BRK-ECU 17 is a target deceleration, which is a target value for deceleration of the vehicle 10 associated with each of the lever operation amount MV detected by the lever operation amount sensor 71 and each value belonging to the change range of the lever operation amount MV. Calculate the target deceleration based on the speed conversion table.
Further, the BRK-ECU 17 calculates an estimated deceleration, which is an estimated deceleration value of the vehicle 10, based on the information of the wheel speed (vehicle body speed) detected by the wheel speed sensor 73.
Next, the BRK-ECU 17 calculates the target braking force generated by the front wheel side wheel brake 23 based on the comparison result of the target deceleration and the estimated deceleration. The BRK-ECU 17 controls the braking force of the vehicle 10 by controlling the drive of each of the pressure regulating valve 41, the control valve means 43, and the pump motor 51 provided in the modulator 39 so as to realize the target braking force calculated in this way. I do.

Further, the BRK-ECU 17 determines whether or not the behavior of the front wheels (wheels) tends to lock, and as a result of this determination, when it is determined that the behavior of the wheels tends to lock, the BRK-ECU 17 determines whether or not the behavior of the wheels tends to lock. Performs anti-lock brake control (ABS control).

More specifically, the BRK-ECU 17 has no possibility that the front wheels will lock when the slip amount of the front wheels is equal to or less than the slip threshold value and the estimated deceleration is equal to or less than the predetermined lift threshold value. Judge and do not perform anti-lock braking control.

When the anti-lock brake is not controlled (normal brake control), in the front wheel side brake device 13 shown in FIG. 1, the pressure regulating valve 41 and the inlet valve 53 are opened by the control command of the BRK-ECU 17. , The suction valve 45 and the outlet valve 55 are closed.

When the driver grips and operates the front wheel side brake lever 21 when the anti-lock brake is not controlled, braking fluid pressure based on the operating force is generated in the master cylinder 27. This braking hydraulic pressure is sequentially transmitted to the front wheel side wheel brake 23 via the input hydraulic pressure passage 61, the pressure regulating valve 41, and the output hydraulic pressure passage 63. Then, the front wheels are braked. When the front wheel side brake lever 21 is loosened, the brake fluid flowing into the output hydraulic passage 63 sequentially passes through the pressure regulating valve 41 and the input hydraulic passage 61 to the master cylinder 27, contrary to the case of the gripping operation. Will be returned.

On the other hand, in the rear wheel side brake device 15 shown in FIG. 1, when the driver grips and operates the rear wheel side brake lever 22, the brake wire 75 is pulled by the operating force, and the tensile force is applied to the rear wheel side wheel brake 77. Be transmitted. Then, the rear wheels are braked.

Further, in the BRK-ECU 17, the rear wheel side brake lever 22 is gripped (braking operation), or both the front wheel side brake lever 21 and the rear wheel side brake lever 22 are operated, but the front wheel side brake lever 21 is gripped. Is insufficient, and when it is determined that the braking force corresponding to the magnitude of the braking force on the rear wheel side needs to be applied to the front wheel side wheel brake 23 as well, the interlocking brake control is executed. ..
More specifically, the interlocking brake control is a control for closing the pressure regulating valve 41 and driving the pump motor 51 (that is, a control for supplying the brake fluid to the output hydraulic passage 63 by the pump 49).
The valve opening pressure of the pressure regulating valve 41 is set by the BRK-ECU 17 according to the magnitude of the target braking hydraulic pressure acting on the caliper portion 23a of the front wheel side wheel brake 23.
When the interlocking brake control is executed, the brake fluid in the master cylinder 27 is supplied to the discharge passage 67 through the suction passage 65, the suction valve 45, and the pump 49. Then, the caliper portion 23a of the output hydraulic passage 63 and the front wheel side wheel brake 23 is braked until the differential pressure between the input hydraulic passage 61 and the output hydraulic passage 63 reaches a size reaching the valve opening pressure of the pressure regulating valve 41. The hydraulic pressure is increased.
During the execution of the interlocking brake control, the drive control of the pump motor 51 is continued even after the target braking fluid pressure applied to the caliper portion 23a is reached, but the braking fluid pressure is predetermined by the pressure regulating function of the pressure regulating valve 41. It is kept in size.
When the braking fluid pressure of the caliper portion 23a is increased or decreased during the execution of the interlocking brake control, the valve opening pressure of the pressure regulating valve 41 is increased or decreased by the BRK-ECU 17.

[Approximate operation of vehicle brake device 11]
Next, the schematic operation of the vehicle brake device 11 according to the embodiment of the present invention will be described with reference to FIG.
FIG. 3 is a flowchart for explaining the operation of the vehicle brake device 11 according to the embodiment of the present invention. As a premise, it is assumed that the vehicle brake device 11 is executing interlocking brake control (control to close the pressure regulating valve 41 and drive the pump motor 51).

In step S11 shown in FIG. 3, the information acquisition unit 81 provided in the BRK-ECU 17 acquires information on the vehicle body speed VS and information on the lever operation amount MV, respectively.

In step S12, the vehicle stop determination unit 83 provided in the BRK-ECU 17 determines whether or not the vehicle body speed VS of the vehicle 10 is below a predetermined speed threshold value VSth.

As a result of the determination in step S12, when the vehicle body speed VS of the vehicle 10 is equal to or higher than the predetermined speed threshold value VSth (No in step S12), the BRK-ECU 17 returns the processing flow to step S11 and repeats the subsequent processing. Let me.
On the other hand, as a result of the determination in step S12, when the vehicle body speed VS of the vehicle 10 is lower than the predetermined speed threshold value VSth (Yes in step S12), the BRK-ECU 17 advances the processing flow to the next step S13.

In step S13, the stop determination unit 83 provided in the BRK-ECU 17 determines whether or not the operation amount MV of the rear wheel side brake lever 22 exceeds the predetermined operation amount threshold value MVth. The predetermined operation amount threshold value MVth is appropriately set to a value considered appropriate for determining whether or not the rear wheel side brake lever 22 is operated.

As a result of the determination in step S13, when the operation amount MV of the rear wheel side brake lever 22 is equal to or less than the predetermined operation amount threshold value MVth (No in step S13), the BRK-ECU 17 causes the processing flow to jump to step S18.
On the other hand, as a result of the determination in step S13, when the operation amount MV of the rear wheel side brake lever 22 exceeds the predetermined operation amount threshold value MVth (Yes in step S13), the BRK-ECU 17 steps the process flow to the next step. Proceed to S14.

In step S14, the BRK-ECU 17 initially starts the timer count value CT starting from the time when it is determined in step S13 that the operation amount MV of the rear wheel side brake lever 22 exceeds the predetermined operation amount threshold value MVth. Set to the value (0).

In step S15, the BRK-ECU 17 increments the timer count value CT (CT = CT + 1).

In step S16, the BRK-ECU 17 executes pressure regulation control for maintaining the current braking fluid pressure. Here, the current braking fluid pressure is the braking fluid pressure immediately before it is determined in step S13 that the operation amount MV of the rear wheel side brake lever 22 exceeds the predetermined operation amount threshold value MVth (FIG. 4). Refer to the braking fluid pressure at time t1 shown in (1).

In step S17, the BRK-ECU 17 determines whether or not the timer count value CT exceeds the predetermined time PT.

As a result of the determination in step S17, when the timer count value CT is PT or less for a predetermined time (No in step S17), the BRK-ECU 17 returns the processing flow to step S15 and causes the subsequent processing to be repeated.
On the other hand, if the timer count value CT exceeds the predetermined time PT as a result of the determination in step S17 (Yes in step S17), the BRK-ECU 17 advances the processing flow to the next step S18.

In step S18, the BRK-ECU 17 stops the interlocking brake control. After that, the BRK-ECU 17 ends a series of processing flows.

[Time-series operation of vehicle brake device 11]
Next, the time-series operation of the vehicle brake device 11 according to the embodiment will be described with reference to FIG.
FIG. 4 is a time chart diagram for explaining the operation of the vehicle brake device 11. At time t0 shown in FIG. 4, the rear wheel side brake lever 22 is being braked, and the vehicle brake device 11 controls the interlocking brake with respect to the front wheel side wheel brake 23 (closes the pressure regulating valve 41 and controls the pump motor 51. It is assumed that the driving control) is being executed.

At time t0 shown in FIG. 4, the vehicle body speed VS exceeds a predetermined speed threshold value VSth. The lever operation amount MV of the rear wheel side brake lever 22 also exceeds a predetermined operation amount threshold value MVth. The timer count value CT exhibits an uncontrolled (arbitrary) value. Brake fluid pressure acting on the caliper portion 23a of the front wheel side wheel brake 23, which is generated by supplying the brake fluid to the output hydraulic path 63 by the pump 49 (MC braking generated by the master cylinder 27). (Not including the hydraulic pressure) exhibits a value according to the interlocking brake control (target braking fluid pressure in the interlocking brake control).

In the section from time t0 to t1, the vehicle body speed VS is gradually decreasing. The lever operation amount MV of the rear wheel side brake lever 22 maintains a constant value exceeding a predetermined operation amount threshold value MVth. The timer count value CT exhibits an uncontrolled (arbitrary) value. The pump braking fluid pressure exhibits a value according to the interlocking brake control.

At time t1, the vehicle body speed VS fell below the predetermined speed threshold value VSth. The lever operation amount MV of the rear wheel side brake lever 22 exceeds a predetermined operation amount threshold value MVth. The timer count value CT is set to the initial value (CT = 0). The pump braking fluid pressure exhibits a value according to the interlocking brake control similar to the time t0.

In the section immediately before time t1 to t2, the vehicle body speed VS continues to gradually decrease. The lever operation amount MV of the rear wheel side brake lever 22 maintains a constant value exceeding a predetermined operation amount threshold value MVth. The timer count value CT is incremented from moment to moment (see step S15: CT = CT + 1 shown in FIG. 3). The pump braking fluid pressure exhibits a value according to the interlocking brake control.

In the conventional technique, there is a case where the interlocking brake control is stopped by using the value of the vehicle body speed VS as a trigger. Specifically, for example, in the case where the configuration in which the interlocking brake control is stopped when the vehicle body speed VS falls below the predetermined speed threshold value VSth is adopted, the interlocking brake control is stopped at the time t1. In this case, the driver of the vehicle 10 feels a deceleration omission at time t1. As a result, the braking feeling is impaired.

On the other hand, in the vehicle brake device 11, the interlocking brake control does not stop at the time t1 (the pressure regulating valve 41 is closed and the control for driving the pump motor 51 (pump 49) is continued). In short, the section immediately before the time t1 to t2 is a grace period in which the execution state of the interlocking brake control is maintained.

At time t2, the vehicle body speed VS reached zero (stopped state). At the same time t2, the lever operation amount MV of the rear wheel side brake lever 22 exceeds a predetermined operation amount threshold value MVth. The timer count value CT does not exceed the predetermined time PT. The pump braking fluid pressure exhibits a value according to the interlocking brake control, as in the case immediately before the time t0 to t2.

In the section immediately before time t2 to t3, the vehicle body speed VS is maintained at zero (stopped state). The lever operation amount MV of the rear wheel side brake lever 22 exceeds a predetermined operation amount threshold value MVth. The timer count value CT does not exceed the predetermined time PT. The pump braking fluid pressure exhibits a value according to the interlocking brake control, similarly to the time t2.

At time t3, the timer count value CT reached the predetermined time PT. At the same time t3, zero (stopped state) is maintained. The lever operation amount MV of the rear wheel side brake lever 22 exceeds a predetermined operation amount threshold value MVth. At the same time t3, the interlocking brake control is stopped. Then, the pump motor 51 stops and the pressure regulating valve 41 opens. Therefore, the pump braking fluid pressure sharply decreases from the value according to the interlocking brake control held from time t0 to immediately before t3 to zero.

In the section immediately before time t3 to t4, the vehicle body speed VS is maintained at zero (stopped state). The lever operation amount MV of the rear wheel side brake lever 22 maintains a constant value exceeding a predetermined operation amount threshold value MVth. The timer count value CT exhibits an uncontrolled (arbitrary) value. The pump braking fluid pressure remains zero. This is because the interlocking brake control is stopped.

At time t4, since the driver released the gripping operation (braking operation) of the rear wheel side brake lever 22, the lever operation amount MV of the rear wheel side brake lever 22 becomes zero.

[Action and effect of vehicle brake device 11]
In the vehicle brake device 11 according to the embodiment, the information acquisition unit 81 acquires information related to the vehicle body speed VS of the vehicle 10. The vehicle body speed VS falls below a predetermined speed threshold VSth while the vehicle stop determination unit 83 is executing pressure regulation control (interlocking brake control in this embodiment) for adjusting the braking fluid pressure by operating the modulator (pressure regulating actuator) 39. If so, a stop determination is made depending on whether or not the vehicle 10 tends to stop. The BRK-ECU (control device) 17 continues or stops the pressure adjustment control based on the stop determination result by the stop determination unit 83.

According to the vehicle brake device 11, even when the vehicle body speed VS falls below a predetermined speed threshold VSth during the pressure regulation control for adjusting the braking fluid pressure by the operation of the modulator (pressure regulating actuator) 39. For example, since the pressure adjustment control is continued when the vehicle tends to stop, it is difficult to experience the deceleration omission as compared with the case where the pressure adjustment control is stopped when the vehicle body speed falls below a predetermined speed threshold. As a result, the braking feeling can be maintained well.

Further, the modulator (pressure adjusting actuator) 39 includes at least a pump 49 and a pump motor 51, and the pressure adjusting control is a control for holding or increasing the braking fluid pressure by driving the pump motor 51.
With this configuration, in the pressure regulation control, the braking fluid pressure is maintained or increased by driving the pump motor 51 having a high control response, so that the pressure regulation control can be performed in a timely and appropriate manner.

Further, in the vehicle brake device 11, the braking hydraulic pressure acting on the front wheel side wheel brake 23 is applied by increasing or decreasing the valve opening pressure of the pressure regulating valve 41 provided in the hydraulic pressure path 30 during the execution of the pressure regulating control. It is adjustable. Further, in the vehicle brake device 11, the braking hydraulic pressure acting on the front wheel side wheel brake 23 can be adjusted by the action of the control valve means 43 provided in the hydraulic pressure path 30 during the execution of the pressure regulation control.

With this configuration, the BRK-ECU (control device) 17 can easily and accurately adjust the braking force applied to the front wheel side wheel brake 23 by the interlocking brake control.

Further, in the vehicle brake device 11, the BRK-ECU (control device) 17 determines whether or not the vehicle 10 tends to stop, and as a result of this determination, it is determined that the vehicle 10 tends to stop. If it is made, the pressure adjustment control is continuously performed until the predetermined time PT elapses starting from the time when the judgment is made, while the judgment that the vehicle 10 does not tend to stop is made. A configuration may be adopted in which the pressure adjustment control is stopped when the determination is made.

With this configuration, when the BRK-ECU (control device) 17 determines that the vehicle 10 tends to stop, the BRK-ECU (control device) 17 starts from the time when the determination is made and until the predetermined time PT elapses. Since the pressure adjustment control is continuously performed, it is possible to avoid deceleration omission at the time when it is determined that the vehicle 10 tends to stop. As a result, the braking feeling can be maintained well.
Further, when the BRK-ECU (control device) 17 determines that the vehicle 10 does not tend to stop, the BRK-ECU (control device) 17 stops the pressure adjustment control at the time when the determination is made, so that wasteful power consumption is consumed. It can be suppressed and contribute to energy saving.

Further, in the vehicle brake device 11, the vehicle stop determination unit 83 provided in the BRK-ECU (control device) 17 stops the vehicle 10 when the vehicle body speed VS is maintained below a predetermined speed threshold value VSth. While making a judgment that there is a tendency, when the vehicle body speed VS changes from a state where the vehicle body speed VS is lower than the predetermined speed threshold value VSth to a state where the vehicle body speed VSth is equal to or higher than the speed threshold value VSth, it is judged that the vehicle 10 does not have a tendency to stop. ..
When the BRK-ECU (control device) 17 determines that the vehicle 10 tends to stop, the BRK-ECU (control device) 17 performs the pressure adjustment control until a predetermined time PT elapses, starting from the time when the determination is first made. On the other hand, if it is determined that the vehicle 10 does not tend to stop, a configuration may be adopted in which the pressure adjustment control is stopped at the time when the determination is made.

In short, the vehicle stop determination unit 83 provided in the BRK-ECU (control device) 17 determines that the vehicle 10 tends to stop when the vehicle body speed VS is maintained below a predetermined speed threshold value VSth. In this case, the BRK-ECU (control device) 17 continuously performs the pressure adjustment control until the predetermined time PT elapses, starting from the time when the determination is first made.

If it is determined that the vehicle 10 tends to stop when the vehicle body speed VS is maintained below the predetermined speed threshold VSth, it is determined whether or not the vehicle 10 has a tendency to stop based on the actual behavior of the vehicle 10. Can be performed with high accuracy. Further, when it is determined that the vehicle 10 tends to stop, if the pressure adjustment control is continued until the predetermined time PT elapses from the time when the determination is first made, the adjustment is performed. It is possible to avoid deceleration omission during the grace period (predetermined time PT) in which pressure control is continued. As a result, the braking feeling can be maintained well.

Further, the vehicle stop determination unit 83 provided in the BRK-ECU (control device) 17 is in a state where the vehicle body speed VS is below a predetermined speed threshold value VSth as shown in the operation flowchart according to the modification of FIG. 5 (step S21). In the case of Yes), when the vehicle body speed VS transitions to a state of being equal to or higher than a predetermined speed threshold value VSth (Yes in step S22), it is determined that the vehicle 10 does not tend to stop (step S23). In this case, the BRK-ECU (control device) 17 stops the pressure adjustment control at the time when the determination is made (step S24).

Such an operation is, for example, parallel to monitor whether or not the vehicle body speed VS has transitioned from a state where the vehicle body speed VS is lower than a predetermined speed threshold value VSth to a state where the vehicle body speed VSth is equal to or higher than the speed threshold value VSth with respect to the configuration of the operation flowchart shown in FIG. A process may be added, and when it is determined that the transition has occurred in this parallel process, the pressure adjustment control may be stopped at the time when the determination is made.

With this configuration, the vehicle stop determination unit 83 provided in the BRK-ECU (control device) 17 transitions from a state in which the vehicle body speed VS is lower than the predetermined speed threshold VSth to a state in which the vehicle body speed VS is equal to or higher than the speed threshold VSth. Since it is determined that the vehicle 10 does not have a tendency to stop, it is possible to determine whether or not the vehicle 10 has a tendency to stop with high accuracy based on the actual behavior of the vehicle 10.
Further, when it is determined that the vehicle 10 does not tend to stop, the BRK-ECU (control device) 17 stops the pressure adjustment control at the time when the determination is made, so that wasteful power consumption is consumed. Can contribute to energy saving.

Further, in the vehicle brake device 11 according to the embodiment of the present invention, the predetermined time PT may be variably set to a value according to the magnitude of the predetermined speed threshold value VSth. For example, the predetermined time PT is set to a longer time value as the predetermined speed threshold VSth is larger. This is because when the set value of the predetermined speed threshold value VSth becomes large, the time required until the auxiliary braking control becomes unnecessary in the vehicle 10 under the deceleration control also becomes long.

With this configuration, the predetermined time PT is variably set to a value corresponding to the magnitude of the predetermined speed threshold value VSth, so that the pressure regulation control is continued according to the actual behavior of the vehicle 10. The grace period (predetermined time PT) can be set easily and appropriately. Then, the deceleration omission can be avoided for a predetermined time. As a result, the braking feeling can be maintained well.

Further, in the present embodiment, since the vehicle brake device 11 is applied to a bar handle type vehicle, it is possible to experience deceleration omission by stabilizing the posture of the bar handle vehicle which is easily affected by the change in deceleration. It is possible to provide a bar handle vehicle that is difficult and can maintain a good braking feeling.

Further, in the present embodiment, since the vehicle braking device 11 is provided on the front wheels, it is possible to provide a bar handle vehicle capable of maintaining a good posture of the vehicle by adjusting the braking fluid pressure of the front wheels.

[Other embodiments]
The embodiment described above shows an example of embodying the present invention. Therefore, these should not limit the technical scope of the invention. This is because the present invention can be carried out in various forms without departing from its gist or its main features.

For example, in the description of the vehicle brake device 11, information regarding whether or not the brake operator is operated (lever operation amount MV) based on the inclination angle (rotation angle may be used; the same shall apply hereinafter) of the rear wheel side brake lever 22. However, the present invention is not limited to this example. For example, a configuration may be adopted in which information regarding the presence or absence of operation of the brake operator is acquired based on the inclination angle of the rod portion 77a of the rear wheel side wheel brake 77.
If the wheel brake on the rear wheel side is a hydraulic type, it is acquired by detecting or estimating the MC braking hydraulic pressure generated in the master cylinder, and it is related to the presence or absence of operation of the brake operator based on the acquired MC braking hydraulic pressure. A configuration for acquiring information may be adopted.

Further, in the description of the vehicle brake device 11, the rear wheel side brake lever 22 has been exemplified as a brake operator, but the present invention is not limited to this example. A rear wheel side brake pedal or a front wheel side brake lever 21 may be adopted as the brake operator.

Further, in the description of the vehicle brake device 11, a mechanical drum brake has been exemplified as a type of the rear wheel side brake device 15, but the present invention is not limited to this example. As the type of the rear wheel side brake device 15, a hydraulic disc brake similar to the front wheel side brake device 13 may be adopted.

Further, although the vehicle brake device 11 has been described by giving an example of applying it to a bar handle type vehicle (for example, a motorcycle) 10, the present invention is not limited to this example. The vehicle braking device according to the present invention may be applied to a bar handle type three-wheeled vehicle or four-wheeled vehicle. In this case, a configuration may be adopted in which a pair of front wheel side brakes is connected to one brake system and a pair of rear wheel side brakes are connected to the other brake system.

10 Vehicle 11 Vehicle brake device 17 BRK-ECU (control device)
21 Front wheel side brake lever (brake operator)
22 Rear wheel side brake lever (brake operator)
23 Front wheel side wheel brake (wheel brake)
25 Hydraulic brake system 30 Hydraulic path 39 Modulator (pressure regulating actuator)
41 Pressure regulating valve (one component of pressure regulating actuator)
43 Control valve means 51 Pump motor (one component of pressure regulating actuator)
71 Lever operation amount sensor 73 Wheel speed sensor 81 Information acquisition unit 83 Stop determination unit

Claims

A wheel brake to which braking force is applied by the action of the braking hydraulic pressure related to the hydraulic braking system, a pressure adjusting actuator for adjusting the braking hydraulic pressure, and a pressure adjusting of the braking hydraulic pressure using the pressure adjusting actuator. A vehicle brake device including a control device for controlling.
The control device is
The information acquisition unit that acquires information related to the vehicle body speed,
When the vehicle body speed falls below a predetermined speed threshold value while the pressure regulation control for adjusting the braking fluid pressure by the operation of the pressure regulating actuator is being executed, a stop determination is made as to whether or not the vehicle tends to stop. Equipped with a stop judgment unit to perform
A vehicle braking device, characterized in that the pressure adjustment control is continued or stopped based on a vehicle stop determination result by the vehicle stop determination unit.
The vehicle brake device according to claim 1.
The pressure regulating actuator includes at least a pump motor and a pump.
The pressure adjusting control is a control for holding or increasing the braking fluid pressure by driving the pump motor.
The vehicle brake device according to claim 1 or 2.
The hydraulic brake system includes a hydraulic path in which the braking hydraulic pressure is generated by the operation of the brake actuator and / or the operation of the pressure adjusting actuator.
The hydraulic path is equipped with a control valve means.
The pressure regulating actuator includes a pressure regulating valve provided in the hydraulic path.
The pressure regulating valve and the control valve means can adjust the braking fluid pressure.
The control device is a vehicle braking device, characterized in that the valve opening pressure of the pressure regulating valve can be adjusted during execution of the pressure regulating control.
The vehicle brake device according to any one of claims 1 to 3.
The information acquisition unit further acquires information regarding whether or not the brake operator is operated, and obtains information.
The vehicle stop determination unit determines that the vehicle tends to stop when the information acquisition unit acquires information relating to the operation of the brake operator, while the information acquisition unit determines that the vehicle tends to stop, while the information acquisition unit obtains the brake operator. When the information related to no operation is obtained, it is determined that the vehicle does not tend to stop.
When it is determined that the vehicle tends to stop, the control device continuously performs the pressure adjustment control until a predetermined time elapses starting from the time when the determination is made, while the vehicle. A vehicle braking device, characterized in that, when it is determined that the vehicle does not have a tendency to stop, the pressure adjustment control is stopped at the time when the determination is made.
The vehicle braking device according to any one of claims 1 to 4.
The vehicle stop determination unit provided in the control device determines that the vehicle tends to stop when the vehicle body speed is maintained below a predetermined speed threshold value, while the vehicle body speed is predetermined. When the vehicle transitions from a state below the speed threshold value to a state above the speed threshold value, it is determined that the vehicle does not tend to stop.
When it is determined that the vehicle tends to stop, the control device continuously performs the pressure regulation control until a predetermined time elapses, starting from the time when the determination is first made. A vehicle braking device, characterized in that, when it is determined that the vehicle does not tend to stop, the pressure adjustment control is stopped at the time when the determination is made.
The vehicle braking device according to claim 4 or 5.
A vehicle braking device, wherein the predetermined time is variably set to a value corresponding to the magnitude of the predetermined speed threshold value.
The vehicle braking device according to any one of claims 1 to 6.
The vehicle is a bar handle type vehicle.
A vehicle braking device characterized in that the front wheels are equipped with a front wheel side braking device, while the rear wheels are equipped with a rear wheel side braking device that operates independently of the front wheel side braking device.
The vehicle brake device according to claim 7.
The wheel brake is a vehicle braking device that belongs to the front wheel side braking device.