Brake system for saddle-ride type vehicle, and saddle-ride type vehicle

Abstract

The purpose of the present invention is to improve the mountability of a brake system to a straddle-type vehicle while considering safety. In this brake system, a mechanism portion includes a friction applying device that brakes a wheel of a straddle-type vehicle with frictional force corresponding to the movement of an operator, an operator movement sensor that detects the movement of the operator, and an actuator that is unitized with the friction applying device. During normal braking, a control unit controls the output of the actuator on the basis of a detection result from the operator movement sensor to change the frictional force applied to the wheel by the friction applying device, and, when the actuator is in a non-energized state, frictional force is applied to the wheel by the friction applying device.

Description

[Technical field]

[0001] The present invention relates to a brake system for a saddle-type vehicle having at least one operator operated by a rider, and to a saddle-type vehicle having such a brake system. [Background technology]

[0002] There is known a brake system for a saddle-type vehicle, which is equipped with at least one operator (e.g., a brake pedal, a brake lever, etc.) operated by a rider. The brake system is equipped with a mechanism including a friction applying device that brakes a wheel with a friction force corresponding to at least the movement of the operator. The mechanism includes a master cylinder to which the movement of the operator is transmitted, and a wheel cylinder that communicates with the master cylinder via a fluid passage filled with brake fluid. At least a portion of the fluid passage is constituted by a brake fluid pipe. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-15077 A Summary of the Invention [Problem to be solved by the invention]

[0004] A saddle-type vehicle has an extremely small body compared to other vehicles (e.g., automobiles, trucks, etc.). Therefore, in a conventional brake system for a saddle-type vehicle, it may be difficult to secure a space for arranging a brake fluid pipe and a space for the work. Therefore, in addition to the friction imparting device, it may be considered to adopt a mechanism including an operator motion sensor that detects the motion of an operator and an actuator that is united with the friction imparting device. That is, during normal braking (so-called service braking), the control unit increases the output of the actuator as the input of the operator by the rider increases, thereby increasing the friction force imparted to the wheels. However, in such a configuration, if the actuator is de-energized for some reason, it may be difficult to impart friction force to the wheels. In particular, in a saddle-type vehicle, there is a high need to simplify the protection of the friction imparting device compared to other vehicles (e.g., automobiles, trucks, etc.), and therefore, when an actuator that is united with the friction imparting device is adopted, the possibility of the actuator being de-energized may be high.

[0005] The present invention has been made in light of the above-mentioned problems, and has an object to improve the mountability of a brake system in a saddle-type vehicle while taking safety into consideration. [Means for solving the problem]

[0006] The brake system of the present invention is a brake system for a saddle-riding vehicle having at least one operator operated by a rider, and is equipped with a mechanism including a friction imparting device that brakes the wheels of the saddle-riding vehicle with a frictional force corresponding to at least the movement of the operator, the mechanism further including an operator movement sensor that detects the movement of the operator, and an actuator united with the friction imparting device, and further including a control unit that, during normal braking, controls the output of the actuator based on the detection result of the operator movement sensor to change the frictional force imparted to the wheel by the friction imparting device, and when the actuator is in a non-energized state, the frictional force is imparted to the wheel by the friction imparting device.

[0007] A straddle-type vehicle according to the present invention includes the above-mentioned brake system. Effect of the Invention

[0008] In the brake system according to the present invention, the mechanism unit includes a friction imparting device that brakes the wheels of a saddle-riding vehicle with frictional force corresponding to the movement of an operator, an operator movement sensor that detects the movement of the operator, and an actuator that is united with the friction imparting device, and during normal braking, the control unit controls the output of the actuator based on the detection result of the operator movement sensor to change the frictional force imparted to the wheels by the friction imparting device. Then, when the actuator is in a non-energized state, frictional force is imparted to the wheels by the friction imparting device. Therefore, if the actuator is de-energized for some reason, it becomes possible to impart frictional force to the wheels, and it becomes possible to improve the mountability of the brake system on a saddle-riding vehicle while taking safety into consideration. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing a configuration of a saddle-type vehicle equipped with a brake system according to an embodiment of the present invention; [Diagram 2]1 is a diagram showing a configuration of a brake system according to an embodiment of the present invention; [Diagram 3] 1 is a diagram showing a configuration of a fluid pressure adjusting unit of a brake system according to an embodiment of the present invention; [Figure 4] 3 is a diagram showing a configuration of a main part of a second mechanism of the brake system according to the embodiment of the present invention. FIG. [Diagram 5] 1 is a diagram showing a system configuration of a brake system according to an embodiment of the present invention; [Figure 6] 11 is a diagram showing a modified example of the configuration of the brake system according to the embodiment of the present invention. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] The present invention will now be described with reference to the drawings. In the following, the brake system according to the present invention will be described as being applied to a motorcycle, but the brake system according to the present invention may be applied to saddle-ride vehicles other than motorcycles. A saddle-ride vehicle refers to any vehicle on which a rider straddles and rides. Examples of saddle-ride vehicles include motorcycles (motorcycles and three-wheeled vehicles), buggies, bicycles, and the like. A motorcycle includes a two-wheeled vehicle or three-wheeled vehicle using an engine as a propulsion source, and a two-wheeled vehicle or three-wheeled vehicle using an electric motor as a propulsion source, and includes, for example, a motorcycle, a scooter, and an electric scooter. A bicycle refers to any vehicle that can be propelled on a road by the rider's pedaling force applied to the pedals. Examples of bicycles include a normal bicycle, an electrically assisted bicycle, and an electric bicycle.

[0011] In addition, the following describes a case in which the first mechanism, which is a mechanism for braking the front wheels, is hydraulically connected to the first operator, which is an operator for braking the front wheels, and the second mechanism, which is a mechanism for braking the rear wheels, is communicatively connected to the second operator, which is an operator for braking the rear wheels (i.e., it includes an actuator unitized with a friction imparting device), but the first mechanism may be communicatively connected to the first operator and the second mechanism may be hydraulically connected to the second operator, or the first mechanism may be communicatively connected to the first operator and the second mechanism may be communicatively connected to the second operator.

[0012] In addition, the following describes a case where the mechanism is hydraulically connected to the operating element, the mechanism includes a hydraulic pressure adjustment unit, and the hydraulic pressure of the brake fluid in the wheel cylinder is reduced using the pump of the hydraulic pressure adjustment unit, but the hydraulic pressure of the brake fluid in the wheel cylinder may also be reduced using a pumpless hydraulic pressure adjustment unit.

[0013] In addition, although the following describes a case where both the first and second mechanism units include only one frictional force imparting device, at least one of the first and second mechanism units may include multiple frictional force imparting devices. Furthermore, the multiple frictional force imparting devices provided in each mechanism unit may impart frictional force in response to an input to the same operating element, or may impart frictional force in response to inputs to different operating elements.

[0014] The configurations, operations, etc. described below are merely examples, and the brake system according to the present invention is not limited to such configurations, operations, etc. Furthermore, illustrations of detailed structures are simplified or omitted as appropriate. Furthermore, duplicate or similar descriptions may be simplified or omitted as appropriate.

[0015] Embodiment A brake system according to an embodiment will be described below.

[0016] <Brake system configuration and operation> The configuration and operation of a brake system according to an embodiment will be described with reference to FIGS.

[0017] FIG. 1 is a diagram showing the configuration of a saddle-ride type vehicle equipped with a brake system according to an embodiment of the present invention. FIG. 2 is a diagram showing the configuration of a brake system according to an embodiment of the present invention. FIG. 3 is a diagram showing the configuration of a fluid pressure adjustment unit of a brake system according to an embodiment of the present invention. FIG. 4 is a diagram showing the configuration of a main part of a second mechanism part of a brake system according to an embodiment of the present invention. FIG. 5 is a diagram showing the system configuration of a brake system according to an embodiment of the present invention. FIG. 6 is a diagram showing a modified example of the configuration of a brake system according to an embodiment of the present invention.

[0018] As shown particularly in Figures 1 and 2, the brake system 10 is mounted on a saddle-type vehicle 100. The saddle-type vehicle 100 includes a body 1, a handlebar 2 rotatably held on the body 1, a front wheel 3 rotatably held together with the handlebar 2 on the body 1, and a rear wheel 4 rotatably held on the body 1. The rear wheel 4 corresponds to the "wheel" in this invention. The front wheel 3 corresponds to the "another wheel" in this invention.

[0019] The brake system 10 includes a first operator 11 and a second operator 12 operated by the rider. The first operator 11 is configured, for example, as a brake lever provided on the handlebars 2, and is operated by the user's hand. The second operator 12 is configured, for example, as a brake pedal provided on the lower part of the body 1, and is operated by the user's foot. The second operator 12 corresponds to the "operator" of the present invention.

[0020] The brake system 10 includes a first mechanism 20 hydraulically connected to the first operating element 11 and a second mechanism 40 communicatively connected to the second operating element 12. The first mechanism 20 presses a friction material (not shown) of a first friction imparting device 21 held by the body 1 against a disk rotor 3a that rotates together with the front wheel 3, thereby braking the front wheel 3 with a friction force corresponding to the amount of operation of the first operating element 11. The second mechanism 40 presses a friction material 51 (to be described later) of a second friction imparting device 50 held by the body 1 against a disk rotor 4a that rotates together with the rear wheel 4, thereby braking the rear wheel 4 with a friction force corresponding to the amount of operation of the second operating element 12. The first friction imparting device 21 and the second friction imparting device 50 may have other structures. For example, the first friction imparting device 21 may press a friction material of a brake shoe held by the body 1 against a brake drum that rotates together with the front wheel 3, thereby generating a friction force according to the amount of operation of the first operating element 11. Also, the second friction imparting device 50 may press a friction material of a brake shoe held by the body 1 against a brake drum that rotates together with the rear wheel 4, thereby generating a friction force according to the amount of operation of the second operating element 12. The second mechanism 40 corresponds to the "mechanism" in this invention. The second friction imparting device 50 corresponds to the "friction imparting device" in this invention.

[0021] The first mechanism section 20 includes a master cylinder 22 to which the motion of the first operating element 11 is transmitted, a reservoir 23 attached to the master cylinder 22, a wheel cylinder 25 connected to the master cylinder 22 via a fluid passage 24 filled with brake fluid and built into the first friction imparting device 21, a brake fluid pipe 24a constituting a part of the fluid passage 24 and one end connected to the master cylinder 22, a brake fluid pipe 24b constituting a part of the fluid passage 24 and one end connected to the wheel cylinder 25, and a fluid pressure adjustment unit 30 connected to the other end of the brake fluid pipe 24a and the other end of the brake fluid pipe 24b. The brake fluid pipe 24a may not be used and the fluid pressure adjustment unit 30 may be directly connected to the master cylinder 22, or the brake fluid pipe 24b may not be used and the fluid pressure adjustment unit 30 may be directly connected to the wheel cylinder 25. The fluid pressure adjustment unit 30 may be united with the master cylinder 22 or the wheel cylinder 25.

[0022] 2 and 3, the hydraulic pressure adjusting unit 30 includes a base body 31. The base body 31 is provided with a master cylinder port MP to which the brake fluid pipe 24a is connected, a wheel cylinder port WP to which the brake fluid pipe 24b is connected, a main fluid passage 24c which is an internal fluid passage that constitutes part of the fluid passage 24 and connects between the master cylinder port MP and the wheel cylinder port WP, and a sub-fluid passage 24d which is an internal fluid passage that constitutes part of the fluid passage 24 and bypasses the main fluid passage 24c. The brake fluid in the wheel cylinder 25 is released to a midway portion of the main fluid passage 24c via the sub-fluid passage 24d.

[0023] The main fluid passage 24c is provided with an inlet valve 32. The sub-fluid passage 24d is provided with, in order from the upstream side, a release valve 33, an accumulator 34 for storing brake fluid, and a pump 35. The pump 35 is driven by a motor 36. The inlet valve 32, the release valve 33, the accumulator 34, the pump 35, and the motor 36 are assembled to a base 31. A housing 37 for accommodating at least a part of a control device (ECU) 60 is attached to the base 31. The inlet valve 32 is an electromagnetic valve that switches the flow of brake fluid at its installation location from open to closed when it is switched from a non-energized state to an energized state. The release valve 32 is an electromagnetic valve that switches the flow of brake fluid toward the pump 35 via its installation location from closed to open when it is switched from a non-energized state to an energized state.

[0024] As shown in FIG. 2 and FIG. 4 in particular, the second mechanism section 40 includes an actuator 41 that is united with the second friction imparting device 50. The actuator 41 may be attached to the outside of the second friction imparting device 50, or may be built into the second friction imparting device 50. The second friction imparting device 50 is configured as a floating caliper. The second friction imparting device 50 may have another structure. For example, the second friction imparting device 50 may be configured as an opposed caliper. The second friction imparting device 50 includes a pair of friction materials 51 that sandwich the disc rotor 4a, and a spindle 52 that adjusts the distance of the friction material 51 to the disc rotor 4a. The actuator 41 is connected to the spindle 52 and causes the spindle 52 to move linearly to adjust the distance. The actuator 41 is, for example, a motor. The linear movement of the spindle 52 may be transmitted to the friction material 51 via an elastic member, or may be transmitted to the friction material 51 via a fluid such as a hydraulic fluid.

[0025] Here, the spindle 52 is biased in a direction to reduce the distance from the disc rotor 4a by a biasing member (not shown) such as a spring built into the second friction imparting device 50 or the actuator 41. Therefore, when the actuator 41 is in a non-energized state, that is, when there is no output from the actuator 41, the spindle 52 is pushed out by the biasing force, and the friction material 51 of the second friction imparting device 50 is pressed against the disc rotor 4a, thereby braking the rear wheel 4. It is preferable that the biasing force is sufficient to stop the saddle riding type vehicle 100. Also, when the actuator 41 is in a power-on state, as the output of the actuator 41 increases, the spindle 52 is returned against the biasing force, and the friction material 51 of the second friction imparting device 50 is separated from the disc rotor 4a. In other words, when the actuator 41 is in a non-energized state, a frictional force is applied to the rear wheel 4 by the second frictional force applying device 50, and when the actuator 41 is in a power-on state, the frictional force applied to the rear wheel 4 by the second frictional force applying device 50 decreases as the output of the actuator 41 increases. Note that the output of the actuator 41 means the force applied by the actuator 41 to a mechanical element (here, the spindle 52) that performs physical movement.

[0026] As shown in particular in Fig. 2 and Fig. 5, the control device 60 includes a first control unit 61 that controls the operation of the inlet valve 32, the release valve 33, and the motor 36, and a second control unit 62 that controls the operation of the actuator 41. The first control unit 61 and the second control unit 62 may be integrated into one, or may be divided into multiple units. A part or all of the first control unit 61 and the second control unit 62 may be composed of, for example, a microcomputer, a microprocessor unit, or the like, or may be composed of updatable firmware, or may be a program module executed by a command from a CPU, or the like. The second control unit 62 corresponds to the "control unit" of the present invention. The first control unit 61 corresponds to the "another control unit" of the present invention.

[0027] To the control device 60, output signals of, for example, a front wheel rotation speed sensor 81, a brake fluid pressure sensor 82, a rear wheel rotation speed sensor 91, a second operating element movement sensor 92, a friction material movement sensor 93, and the like are transmitted by wire or wirelessly. Output signals of other sensors may also be transmitted to the control device 60. The control device 60 derives target braking forces to be generated on the front wheels 3 and the rear wheels 4 based on those output signals. The first control unit 61 transmits command signals corresponding to the target braking forces to be generated on the front wheels 3 to the drivers of the inlet valve 32, the release valve 33, and the motor 36 by wire or wirelessly. In addition, the second control unit 62 transmits command signals corresponding to the target braking forces to be generated on the rear wheels 4 to the driver of the actuator 41 by wire or wirelessly. The second operating element movement sensor 92 corresponds to the "operating element movement sensor" in this invention.

[0028] The front wheel rotation speed sensor 81 detects the rotation speed of the front wheel 3. The front wheel rotation speed sensor 81 is held, for example, by the fuselage 1. The front wheel rotation speed sensor 81 may also detect another physical quantity that can be substantially converted into the rotation speed of the front wheel 3.

[0029] The brake fluid pressure sensor 82 detects, for example, the pressure of the brake fluid in the wheel cylinder 25. The brake fluid pressure sensor 82 is provided, for example, in a region of the main fluid path 24c that is closer to the wheel cylinder 25 than the inlet valve 32. The brake fluid pressure sensor 82 may detect another physical quantity that can be substantially converted into the pressure of the brake fluid in the wheel cylinder 25.

[0030] The rear wheel rotation speed sensor 91 detects the rotation speed of the rear wheel 4. The rear wheel rotation speed sensor 91 is held, for example, by the body 1. The rear wheel rotation speed sensor 91 may also detect another physical quantity that can be substantially converted into the rotation speed of the rear wheel 4.

[0031] The second operator motion sensor 92 detects the motion of the second operator 12. The second operator motion sensor 92 may be any sensor that detects a physical quantity reflecting a braking force desired by the rider. For example, the second operator motion sensor 92 may detect the amount of operation of the second operator 12 by the rider, or may detect a force applied to the second operator 12 by the rider. The second operator motion sensor 92 is held by the body 1, for example. The second operator motion sensor 92 may detect another physical quantity that can be substantially converted into the amount of operation of the second operator 12 or the force applied to the second operator 12.

[0032] The friction material motion sensor 93 detects the motion of the friction material 51 of the second friction imparting device 50. The friction material motion sensor 93 may be any sensor that detects a physical quantity that reflects the braking force generated on the rear wheel 4 by the second friction imparting device 50. For example, the friction material motion sensor 93 may be a sensor that detects the drive amount of the actuator 41, or a sensor that detects a reaction force acting on the spindle 52. The friction material motion sensor 93 is held, for example, by the second friction imparting device 50. The friction material motion sensor 93 may be a sensor that detects another physical quantity that can be substantially converted into the drive amount of the actuator 41 or the reaction force acting on the spindle 52.

[0033] The first control unit 61 and the second control unit 62 are accommodated in the housing 37 of the hydraulic pressure adjusting unit 30. In other words, the first control unit 61 and the second control unit 62 are unitized with the inlet valve 32, the release valve 33, and the motor 36. The second control unit 62 may be unitized with the second friction imparting device 50 and the actuator 41, or may be unitized with the second operator movement sensor 92.

[0034] When the rider operates the first operating element 11 while the saddle riding type vehicle 100 is stopped or while the saddle riding type vehicle 100 is traveling without slippage exceeding a reference value occurring in the front wheel 3 and the rear wheel 4, that is, during the normal brake (so-called service brake) of the first mechanism unit 20, the first control unit 61 controls the inlet valve 32 and the release valve 33 to a non-energized state and controls the motor 36 to a non-driven state. When the rider operates the first operating element 11, the piston (not shown) of the master cylinder 22 is pushed in, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 25, and the friction material of the first friction imparting device 21 is pressed against the disc rotor 3a, thereby braking the front wheel 3. When the rider releases the first operating element 11, the piston of the master cylinder 22 is returned, decreasing the hydraulic pressure of the brake fluid in the wheel cylinder 25, and the friction material of the first friction imparting device 21 is separated from the disc rotor 3a. That is, in the first mechanism section 20, during normal braking, the frictional force applied to the front wheel 3 by the first frictional force application device 21 changes according to the hydraulic pressure of the brake fluid in the master cylinder 22. Note that when the rider operates the first operating element 11, an interlocking brake control operation may be executed in which, in addition to the application of frictional force to the front wheel 3 by the first frictional force application device 21, a frictional force is applied to the rear wheel 4 by the second frictional force application device 50.

[0035] In a state where the rider is not operating the second operating element 12, that is, in a state where the second friction imparting device 50 does not need to brake the rear wheel 4, the second control unit 62 increases the output of the actuator 41 to an upper limit. Then, when the rider operates the second operating element 12 while the saddle riding type vehicle 100 is stopped or while the saddle riding type vehicle 100 is traveling without slippage exceeding a reference value occurring in the front wheel 3 and the rear wheel 4, that is, during normal braking of the second mechanism unit 40, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the second operating element movement sensor 92. When the rider operates the second operating element 12, the second control unit 62 reduces the output of the actuator 41, so that the spindle 52 is pushed out, and the friction material 51 of the second friction imparting device 50 is pressed against the disc rotor 4a, thereby braking the rear wheel 4. Furthermore, when the rider releases the second operating element 12, the second control unit 62 increases the output of the actuator 41, thereby returning the spindle 52 and separating the friction material 51 of the second friction imparting device 50 from the disc rotor 4a. That is, in the second mechanism unit 40, during normal braking, the friction force imparted to the rear wheel 4 by the second friction imparting device 50 is changed by the second control unit 62 controlling the output of the actuator 41 based on the detection result of the second operating element movement sensor 92. Note that, when the rider operates the second operating element 12, an interlocking brake control operation may be executed in which, in addition to the application of a friction force to the rear wheel 4 by the second friction imparting device 50, a friction force is applied to the front wheel 3 by the first friction imparting device 21.

[0036] The stop of the saddle riding type vehicle 100 and the slippage occurring in the front wheel 3 and the rear wheel 4 can be determined by a well-known method using the output signals of the front wheel rotation speed sensor 81 and the rear wheel rotation speed sensor 91.

[0037] When the saddle riding type vehicle 100 is traveling with slippage exceeding a reference value occurring in the front wheels 3 or the rear wheels 4, the control device 60 executes a slip control operation to suppress the slippage. The slip control operation includes, for example, an operation to execute antilock brake control for each wheel, an operation to execute spin suppression control for each wheel, an operation to execute sideslip suppression control for each wheel, etc. When executing the slip control operation, the control device 60 may control other systems mounted on the saddle riding type vehicle 100 in addition to the brake system 10.

[0038] When the slip control operation is being performed and it is necessary to reduce the frictional force applied to the front wheel 3, the first control unit 61 controls the inlet valve 32 and the release valve 33 to an energized state and drives the motor 36 at a drive amount corresponding to the output signal of the brake fluid pressure sensor 82. By such control, the hydraulic pressure of the brake fluid in the wheel cylinder 25 is reduced and the friction material of the first friction imparting device 21 is separated from the disc rotor 3a. In other words, in the first mechanism unit 20, when the slip control operation is being performed, the frictional force applied to the front wheel 3 by the first friction imparting device 21 is changed by the control of the inlet valve 32, the release valve 33 and the motor 36 by the first control unit 61.

[0039] When the slip control operation is being performed and it is necessary to reduce the frictional force applied to the rear wheel 4, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the frictional material movement sensor 93. When the second control unit 62 increases the output of the actuator 41, the spindle 52 is returned and the frictional material 51 of the second frictional force applying device 50 is separated from the disc rotor 4a. In other words, when the slip control operation is being performed, in the second mechanism unit 40, the frictional force applied to the rear wheel 4 by the second frictional force applying device 50 is changed by the second control unit 62 controlling the output of the actuator 41.

[0040] The brake system 10 may be configured to be able to reduce and increase the frictional force applied to the front wheel 3 when the slip control operation is performed. That is, as shown in Fig. 6, a booster fluid passage 24e may be formed in the base 31 of the fluid pressure adjusting unit 30, which is an internal flow passage having one end connected to the master cylinder 22 side of the junction of the main fluid passage 24c with the downstream end of the sub-fluid passage 24d and the other end connected between the accumulator 34 and the pump 35 of the sub-fluid passage 24d. A switching valve 38 is provided between the junction of the main fluid passage 24c with the booster fluid passage 24e and the junction of the downstream end of the sub-fluid passage 24d, and a booster valve 39 is provided in the booster fluid passage 24e. The switching valve 38 is, for example, an electromagnetic valve that switches the flow of brake fluid at the installation location from open to closed when the switching valve 38 is switched from a non-energized state to an energized state. The booster valve 39 is, for example, an electromagnetic valve that switches the flow of brake fluid toward the pump 35 through its installation location from closed to open when it is switched from a non-energized state to an energized state.

[0041] During slip control operation, when it is necessary to apply frictional force to the front wheel 3 or to increase the applied frictional force, the first control unit 61 controls the inlet valve 32 and the release valve 33 to a non-energized state, controls the switching valve 38 and the pressure increase valve 39 to a powered state, and drives the motor 36 with a drive amount corresponding to the output signal of the brake fluid pressure sensor 82. By such control, the hydraulic pressure of the brake fluid in the wheel cylinder 25 increases, and the friction material of the first friction imparting device 21 is pressed against the disc rotor 3a. In other words, during slip control operation, in the first mechanism unit 20, the frictional force applied to the front wheel 3 by the first friction imparting device 21 changes due to the control of the inlet valve 32, the release valve 33, the switching valve 38, the pressure increase valve 39, and the motor 36 by the first control unit 61.

[0042] The brake system 10 may be configured to be able to decrease and increase the frictional force applied to the rear wheel 4 during execution of the slip control operation. During execution of the slip control operation, in a state in which it is necessary to apply a frictional force to the rear wheel 4 or to increase the applied frictional force, the second control unit 62 drives the actuator 41 with a drive amount according to the output signal of the frictional material movement sensor 93. The second control unit 62 reduces the output of the actuator 41, thereby pushing out the spindle 52, and the frictional material 51 of the second frictional force applying device 50 is pressed against the disc rotor 4a. In other words, in the second mechanism unit 40, during execution of the slip control operation, the frictional force applied to the rear wheel 4 by the second frictional force applying device 50 is changed by the second control unit 62 controlling the output of the actuator 41.

[0043] <Effects of the brake system> The effects of the brake system according to the embodiment will be described.

[0044] In the brake system 10, the mechanism unit (second mechanism unit 40) includes a friction imparting device (second friction imparting device 50) that brakes the wheels (rear wheels 4) of the saddle riding type vehicle 100 with a friction force corresponding to the movement of the operator (second operator 12), an operator motion sensor (second operator motion sensor 92) that detects the movement of the operator (second operator 12), and an actuator 41 that is united with the friction imparting device (second friction imparting device 50). During normal braking, the control unit (second control unit 62) controls the output of the actuator 41 based on the detection result of the operator motion sensor (second operator motion sensor 92) to change the friction force imparted to the wheels (rear wheels 4) by the friction imparting device (second friction imparting device 50). Then, when the actuator 41 is in a non-energized state, the friction imparting device (second friction imparting device 50) imparts friction force to the wheels (rear wheels 4). Therefore, if the power supply to the actuator 41 is stopped for some reason, it becomes possible to apply a frictional force to the wheel (rear wheel 4), thereby improving the mountability of the brake system 10 on the saddle-type vehicle 100 while taking safety into consideration.

[0045] Preferably, when the actuator 41 is in an energized state, the frictional force applied to the wheel (rear wheel 4) by the frictional force applying device (second frictional force applying device 50) decreases with an increase in the output of the actuator 41. Such a configuration makes it possible to easily improve the mountability of the brake system 10 on the saddle-type vehicle 100 while taking safety into consideration.

[0046] Preferably, during a slip control operation for controlling slip of the wheel (rear wheel 4), the control unit (second control unit 62) controls the output of the actuator 41 to change the frictional force applied to the wheel (rear wheel 4) by the frictional force applying device (second frictional force applying device 50). Such a configuration makes it possible to improve safety while maintaining the mountability of the brake system 10 on the saddle-ride type vehicle 100.

[0047] Preferably, the wheel braked by the friction imparting device (second friction imparting device 50) is the rear wheel 4 of the saddle riding type vehicle 100. With this configuration, if the power supply is stopped for some reason, the rear wheel 4, which is relatively safe, is braked even if a large braking force is suddenly generated, thereby improving safety.

[0048] The embodiments of the present invention are not limited to the above description. In other words, the present invention includes modifications to the above-described embodiments. The present invention also includes embodiments in which only a part of the above-described embodiments is implemented, or a combination of parts of the above-described embodiments.

[0049] For example, in the above, a case has been described in which the slip control operation is executable in both the first mechanism portion 20 and the second mechanism portion 40, but the slip control operation may not be executable in at least one of the first mechanism portion 20 and the second mechanism portion 40. In other words, in the first mechanism portion 20, the hydraulic pressure adjustment unit 30 may be omitted. [Explanation of symbols]

[0050] 1 body, 2 handle, 3 front wheel, 4 rear wheel, 10 brake system, 11 first operator, 12 second operator, 20 first mechanism, 21 first friction imparting device, 22 master cylinder, 23 reservoir, 24 fluid path, 25 wheel cylinder, 30 fluid pressure adjustment unit, 31 base, 32 inlet valve, 33 release valve, 34 accumulator, 35 pump, 36 motor, 37 housing, 38 switching valve, 39 booster valve, 40 second mechanism, 41 actuator, 50 second friction imparting device, 51 friction material, 52 spindle, 60 control device, 61 first control unit, 62 second control unit, 81 front wheel rotation speed sensor, 82 brake fluid pressure sensor, 91 rear wheel rotation speed sensor, 92 second operator motion sensor, 93 friction material motion sensor, 100 saddle-type vehicle.

Claims

1. A brake system (10) for a saddle-type vehicle (100) having at least one operator (12) operated by a rider, a mechanism (40) including a friction applying device (50) that applies a brake to a wheel (4) of the saddle-type vehicle (100) with a friction force corresponding to at least the movement of the operating element (12); the mechanism section (40) further includes an operator movement sensor (92) that detects the movement of the operator (12) and an actuator (41) that is united with the friction imparting device (50); Further, a control unit (62) is provided which controls an output of the actuator (41) based on a detection result of the operation element movement sensor (92) during normal braking to change the frictional force applied to the wheel (4) by the friction application device (50), When the actuator (41) is in a non-energized state, the friction material (51) of the friction imparting device (50) is biased in a direction in which a frictional force increases, whereby the wheel (4) is braked by the friction imparting device (50). Brake system (10).

2. When the actuator (41) is in an energized state, the friction force applied to the wheel (4) by the friction application device (50) decreases as the output of the actuator (41) increases. The braking system (10) of claim 1.

3. The control unit (62) is unitized with another control unit (61) that changes the frictional force applied to another wheel (3) different from the wheel (4). A braking system (10) according to claim 1 or 2.

4. The control unit (62) is unitized with the friction imparting device (50) and the actuator (41). A braking system (10) according to claim 1 or 2.

5. The control unit (62) is unitized with the operation element movement sensor (92). A braking system (10) according to claim 1 or 2.

6. the control unit (62) controls an output of the actuator (41) during a slip control operation for controlling slip of the wheel (4) to change the frictional force applied to the wheel (4) by the friction applying device (50). A braking system (10) according to any one of the preceding claims.

7. The slip control operation includes an operation in which anti-lock brake control is performed. A braking system (10) according to claim 6.

8. The slip control operation includes an operation in which a slip suppression control is executed. A braking system (10) according to claim 6 or 7.

9. The slip control operation includes an operation in which a skid suppression control is executed. A braking system (10) according to any one of claims 6 to 8.

10. The wheel braked by the friction applying device (50) is a rear wheel (4) of the saddle-type vehicle (100). A braking system (10) according to any one of the preceding claims.

11. A brake system (10) according to any one of claims 1 to 10, A saddle-type vehicle (100).

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