Vehicle braking system

Abstract

This brake device (U) comprises: an operation amount detector (31); a wheel speed detector (32); a controller (50) for controlling a wheel brake (F); and an electronic controller (200). The electronic controller (200) sets a target deceleration on the basis of an operation amount of a brake lever (L2), and sets an estimated deceleration on the basis of a wheel speed. Further, the electronic controller (200) controls the controller (50) on the basis of the target deceleration and the estimated deceleration. The brake device (U) improves operation feel for a driver, while being capable of reducing the number of components and simplifying control.

Description

Technical Field

[0001] The present invention relates to a vehicle braking device.

Background Art

[0002] As a braking device mainly used for vehicles of the bar handle type such as motorcycles, three-wheel vehicles, all-terrain vehicles (ATVs), etc., there is one that controls the braking force of wheel brakes based on the brake hydraulic pressure of a hydraulic braking system (for example, see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above-described conventional vehicle braking device, there is a problem that when the weight of the load carried on the vehicle is large or small, even if the operation amount of the brake lever by the driver is the same, the braking of the vehicle changes.

[0005] Also, in the conventional vehicle braking device, since the braking force of the wheel brakes is controlled based on the brake hydraulic pressure detected by a plurality of hydraulic sensors, there is a problem that the number of components in the modulator increases and the control becomes complicated.

[0006] An object of the present invention is to provide a vehicle braking device that solves the above problems, can improve the operation feeling of the driver, can reduce the number of components in the modulator, and can simplify the control.

Means for Solving the Problems

[0007] To solve the aforementioned problems, the present invention provides a vehicle brake device, Two operating elements, one for the front wheel and one for the rear wheel; two wheel brakes, one for the front wheel and one for the rear wheel; a first brake system connecting one of the operating elements and one of the wheel brakes; a second brake system connecting the other operating element and the other wheel brake; An operating amount detection device for detecting the amount of operation of the control element, and a wheel speed detection device for detecting the wheel speed, The aforementioned It is equipped with a control device that controls the braking force of the wheel brakes, and an electronic control device. The first brake system comprises a hydraulic passage through which brake fluid pressure is generated by one of the operators or a pump, and a control valve means provided in the hydraulic passage. The control valve means comprises a pressure regulating valve, an inlet valve connected to the pressure regulating valve and to one of the wheel brakes, and an outlet valve connected to one of the wheel brakes and to the suction side of the pump. By adjusting the opening pressure of the pressure regulating valve, the brake fluid pressure acting from one of the operators to one of the wheel brakes can be adjusted. The aforementioned electronic control device is The other The electronic control unit includes a target deceleration setting unit that sets a target deceleration, which is a target value for the degree of deceleration of the vehicle, based on the amount of operation of the control element, and an estimated deceleration setting unit that sets an estimated deceleration, which is an estimated value for the degree of deceleration of the vehicle, based on the wheel speed detected by the wheel speed detection device. Furthermore, the electronic control unit, based on the target deceleration and the estimated deceleration, The first brake system is provided The system includes a brake control unit that controls the aforementioned control device. The brake control unit controls the braking force of one wheel brake by switching the opening and closing of the control valve means in conjunction with the braking force of the other wheel brake. When the estimated deceleration is the same as or less than the target deceleration, it adjusts the opening pressure of the pressure regulating valve, opens the inlet valve, closes the outlet valve, operates the pump, and changes the discharge amount of the pump based on the difference between the target deceleration and the estimated deceleration.

[0008] In the vehicle braking system of the present invention, the braking force of the wheel brakes is controlled by referring to the wheel speed in addition to the amount of operation of the control element. Therefore, even if the weight of the load on the vehicle differs, the vehicle can be braked in the same way if the amount of operation is the same. As a result, the vehicle braking system of the present invention is less affected by the weight of the load, and the vehicle brakes according to the amount of operation of the control element, thus improving the driver's operating feel.

[0009] The vehicle brake system of the present invention controls the braking force of the wheel brakes based on the amount of operation of the control element and the wheel speed, and is therefore applicable to systems other than hydraulic brake systems.

[0010] The vehicle brake system of the present invention can control the braking force of the wheels without using a hydraulic sensor for brake control. Furthermore, by omitting the hydraulic sensor, the number of parts in the modulator is reduced, thereby lowering manufacturing costs and enabling miniaturization and weight reduction.

[0011] In the vehicle braking system of the present invention, the target deceleration is set based on the wheel speed, which simplifies control and increases versatility.

[0012] In the aforementioned vehicle braking system, it is preferable that the electronic control unit stores deceleration data indicating the correspondence between the amount of operation of the control element and the deceleration of the vehicle, and that the target deceleration setting unit accurately sets the target deceleration based on the deceleration data.

[0013] In the aforementioned vehicle brake system, it is preferable that the brake control unit performs brake control that matches the target deceleration by controlling the brake fluid pressure acting on the wheel brakes based on the difference between the target deceleration and the estimated deceleration.

[0014] In the vehicle brake system described above, the electronic control unit includes an anti-lock brake control unit that performs anti-lock brake control to suppress wheel locking by increasing, decreasing, or maintaining the brake fluid pressure of the wheel brakes, and an anti-lock brake control determination unit that determines whether or not the anti-lock brake control is necessary. If the anti-lock brake control determination unit determines that the anti-lock brake control is necessary, the anti-lock brake control unit performs the anti-lock brake control. If the anti-lock brake control determination unit determines that the anti-lock brake control is unnecessary, the brake control unit performs control of the braking force of the wheel brakes.

[0015] This configuration enables anti-lock brake control and improves the driver's feel by controlling the braking force of the wheel brakes based on the amount of control input and wheel speed.

[0016] In the aforementioned vehicle brake system, the electronic control unit includes a slip amount detection unit for detecting the amount of slip of the wheel. The anti-lock brake control determination unit then executes the anti-lock brake control when the slip amount is greater than the slip threshold, or when the estimated deceleration is greater than the lift threshold. In this configuration, anti-lock brake control can be executed while suppressing wheel slip and vehicle body lift.

[0018] The present invention provides a vehicle brake system. Then, by operating one of the operators, brake control of the first brake system can be executed, and further, when the other operator is operated, brake control of the first brake system can be executed.

[0020] In the above-described vehicle brake device, the brake control unit can operate the pump based on the operation amount of the other operator to generate a braking force on one of the wheel brakes. The present invention provides a vehicle brake system. Then, a braking force can be generated on the wheel brake of the first brake system in conjunction with the wheel brake of the second brake system of hydraulic, mechanical or electric type.

[0021] In the above-described vehicle brake device, it is preferable that the brake control unit performs interlocking brake control in accordance with the target deceleration by increasing, decreasing or maintaining the brake hydraulic pressure of one of the wheel brakes by switching the opening and closing of the control valve means.

[0023] In the above-described vehicle brake device, when the estimated deceleration is greater than the target deceleration and the difference between the target deceleration and the estimated deceleration is deceleration threshold In the following cases, the opening pressure of the pressure regulating valve is adjusted to the first hydraulic pressure, the inlet valve is opened, the outlet valve is closed, the pump is operated, and the discharge amount of the pump is adjusted to the first set value. In this configuration, by increasing the brake hydraulic pressure by adjusting the discharge amount of the pump to the set value, the braking force of the wheel brake can be maintained or increased in accordance with the usage situation and specifications of the vehicle.

[0024] In the above-described vehicle brake device, when the estimated deceleration is greater than the target deceleration and the difference between the target deceleration and the estimated deceleration is The deceleration thresholdIf it is larger than that, the opening pressure of the pressure regulating valve is adjusted to a second hydraulic pressure smaller than the first hydraulic pressure, the inlet valve is opened, the outlet valve is closed, the pump is operated, and the discharge amount of the pump is adjusted to a second set value smaller than the first set value. In this configuration, by reducing the discharge amount of the pump and reducing the brake hydraulic pressure, the braking force of the wheel brake can be reduced according to the usage status and specifications of the vehicle.

Effects of the Invention

[0025] In the vehicle braking device of the present invention, brake control according to the difference between the target deceleration and the estimated deceleration becomes possible, so it is difficult to be affected by the weight of the load, and the driving feeling of the driver can be improved. Further, in the vehicle braking device of the present invention, it can be applied to various brake systems and the control can be simplified. Further, in the vehicle braking device of the present invention, the number of parts can be reduced.

Brief Description of the Drawings

[0026] [Figure 1] It is a configuration diagram of a braking device according to an embodiment of the present invention. [Figure 2] It is a configuration diagram of an electronic control device according to an embodiment of the present invention. [Figure 3] It is a diagram showing deceleration data according to an embodiment of the present invention. [Figure 4] It is a configuration diagram during interlocking brake control in a braking device according to an embodiment of the present invention. [Figure 5] It is a flowchart showing brake control in a braking device according to an embodiment of the present invention. [Figure 6] It is a flowchart showing brake control in a braking device according to an embodiment of the present invention.

Modes for Carrying Out the Invention

[0027] Embodiments of the present invention will be described in detail with reference to the drawings as appropriate. The vehicle brake device U of this embodiment (hereinafter simply referred to as "brake device") is used in vehicles with handlebars, such as motorcycles, three-wheeled vehicles, and all-terrain vehicles (ATVs), as shown in Figure 1.

[0028] The brake system U comprises two brake levers L1 and L2 for the front and rear wheels, two wheel brakes F and R for the front and rear wheels, a first brake system K1, a second brake system K2, a metal base 100, and a motor 20. The brake system U also comprises an operating amount detection device 31 for detecting the amount of operation of the brake lever L2, a wheel speed detection device 32 for detecting the wheel speed, a control device 50, and an electronic control device 200. The wheel speed detection device 32 is a wheel speed sensor for detecting the wheel speed of the front wheel.

[0029] Brake device U is capable of anti-lock brake control of the front wheel brake F. Furthermore, brake device U is capable of linked brake control, which generates braking force on the front wheel brake F in conjunction with the rear wheel brake R.

[0030] The first braking system K1 is a hydraulic circuit for applying brake fluid pressure to the front wheel brake F. The front wheel brake F is a hydraulic disc brake in which braking force is generated on the wheel when the brake fluid pressure acting on the wheel cylinder causes the pads to clamp onto the disc.

[0031] The first brake system K1 is located between the master cylinder MC and the wheel brake F. The first brake system K1 is a system that runs from the inlet port J1 to the outlet port J2 of the base unit 100. The inlet port J1 is connected to the piping H1 that leads to the master cylinder MC, and the outlet port J2 is connected to the piping H2 that leads to the wheel brake F.

[0032] The brake lever L1, which acts as the operator, is connected to the master cylinder MC. The master cylinder MC generates brake fluid pressure corresponding to the force applied by the driver to the brake lever L1. The master cylinder MC is connected to the wheel brake F via the first brake system K1.

[0033] The first brake system K1 comprises a hydraulic passage 10 from the master cylinder MC to the wheel brake F, and a control device 50. The control device 50 is a modulator that controls the braking force of the wheel brake F. The control device 50 includes a pressure regulating valve 1, a control valve means V, an intake valve 4, a reservoir 5, and a pump 6, and each component is assembled to the base body 100.

[0034] In the following explanation, in the hydraulic passage 10, the hydraulic passage from the inlet port J1 to the pressure regulating valve 1 is referred to as "output hydraulic passage A," and the hydraulic passage from the pressure regulating valve 1 to the wheel brake F is referred to as "wheel hydraulic passage B." Furthermore, in the hydraulic passage 10, the hydraulic passage branching off from output hydraulic passage A to the pump 6 is referred to as "suction passage C," and the hydraulic passage from the pump 6 to wheel hydraulic passage B is referred to as "discharge passage D." In addition, in the hydraulic passage 10, the hydraulic passage from wheel hydraulic passage B to suction passage C is referred to as "open passage E." Also, "upstream side" means the master cylinder MC side, and "downstream side" means the wheel brake F side.

[0035] The pressure regulating valve 1 is a normally open proportional solenoid valve (linear solenoid valve) interposed between the output hydraulic pressure passage A and the wheel hydraulic pressure passage B. The electromagnetic coil for driving the valve body of the pressure regulating valve 1 is electrically connected to the electronic control device 200. The pressure regulating valve 1 closes when the electromagnetic coil is energized based on a command from the electronic control unit 200, and opens when the electromagnetic coil is de-energized.

[0036] When the pressure regulating valve 1 is closed, it opens when the pressure difference between the brake fluid pressure on the wheel hydraulic passage B side (wheel brake F side) and the brake fluid pressure on the output hydraulic passage A side (master cylinder MC side) becomes greater than or equal to the opening pressure. As a result, brake fluid flows from the wheel hydraulic passage B side to the output hydraulic passage A side through the pressure regulating valve 1. The pressure regulating valve 1 can adjust the valve opening pressure by adjusting the current value supplied to the electromagnetic coil based on a command from the electronic control unit 200. Brake fluid flows from the wheel hydraulic pressure passage B to the output hydraulic pressure passage A through the pressure regulating valve 1, thereby adjusting the brake fluid pressure in the wheel hydraulic pressure passage B to a predetermined pressure. In other words, the brake fluid pressure acting on the wheel brake F can be adjusted by adjusting the opening pressure of the pressure regulating valve 1.

[0037] The pressure regulating valve 1 is equipped with a check valve 1a. The check valve 1a is connected in parallel to the pressure regulating valve 1. This check valve 1a is a one-way valve that allows the flow of brake fluid from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B.

[0038] The control valve means V has the function of switching between a state in which the wheel hydraulic pressure passage B is open while the open passage E is closed, a state in which the wheel hydraulic pressure passage B is closed while the open passage E is open, and a state in which both the wheel hydraulic pressure passage B and the open passage E are closed. The control valve means V includes an inlet valve 2, a check valve 2a, and an outlet valve 3.

[0039] The inlet valve 2 is a normally open solenoid valve located in the wheel hydraulic pressure passage B, and is connected to the pressure regulating valve 1 and the wheel brake F. When the inlet valve 2 is open, it allows brake fluid to flow from the upstream side to the downstream side, and when it is closed, it blocks the flow between the upstream and downstream sides. The inlet valve 2 has an electromagnetic coil for driving its valve body that is electrically connected to the electronic control unit 200. Based on a command from the electronic control unit 200, the valve closes when the electromagnetic coil is energized and opens when the electromagnetic coil is de-energized. The check valve 2a is a one-way valve that only allows brake fluid to flow from its downstream side to its upstream side, and is connected in parallel with the inlet valve 2.

[0040] The outlet valve 3 consists of a normally closed solenoid valve interposed in the open passage E, and is connected to the wheel brake F, as well as the pump described later. 6It is connected to the intake side. When the outlet valve 3 is closed, it blocks the wheel brake F side from the reservoir 5 side, and when it is open, it allows brake fluid to flow from the wheel brake F side to the reservoir 5 side. The outlet valve 3 has an electromagnetic coil for driving its valve body that is electrically connected to the electronic control unit 200. Based on a command from the electronic control unit 200, the valve opens when the electromagnetic coil is energized and closes when the electromagnetic coil is de-energized.

[0041] Reservoir 5 is located in the open passage E and has the function of temporarily storing brake fluid that is released when the outlet valve 3 is opened. In addition, a check valve 5a is interposed between reservoir 5 and pump 6, which only allows the flow of brake fluid from reservoir 5 to pump 6.

[0042] Pump 6 is interposed between the intake passage C and the discharge passage D. Pump 6 is driven by the rotational force of motor 20 and draws in brake fluid stored in reservoir 5 in intake passage C and discharges it into discharge passage D.

[0043] Motor 20 is the power source for pump 6 in the first brake system K1 and is an electric component that operates based on commands from the electronic control unit 200.

[0044] The intake valve 4 switches between opening and closing the intake passage C. The intake valve 4 is normally closed and is configured to open based on the difference between the brake fluid pressure on the output hydraulic passage A side (master cylinder MC side) and the brake fluid pressure on the intake side of the pump 6.

[0045] When pump 6 operates and the suction passage C on the inlet side of pump 6 becomes negative pressure, the negative pressure chamber 4a communicating with the suction passage C on the inlet side of pump 6 becomes negative pressure, as shown in Figure 4. This negative pressure causes the diaphragm 4b of the suction valve 4 to elastically deform toward the valve body 4d, and the plunger 4c pushes up the valve body 4d. As a result, the valve body 4d separates from the valve seat, and the suction valve 4 opens.

[0046] The second braking system K2 generates braking force by directly activating the rear wheel brake R through the operation of the brake lever L2, which is the brake control element. One end of the brake wire W is connected to the brake lever L2. The other end of the brake wire W is connected to the rod R1 of the rear wheel brake R. The rear wheel brake R is a mechanical drum brake in which, when the brake lever L2 is operated and the brake wire W is pulled, the rod R1 tilts and the brake shoe is pressed against the inner surface of the drum, thereby generating braking force on the wheel.

[0047] The second brake system K2 is equipped with an operating amount detection device 31 that detects the amount of operation of the rear brake lever L2. The maneuvering amount detection device 31 is an angle sensor that detects the tilt angle of the brake lever L2 when the driver operates the brake lever L2. The tilt angle of the brake lever L2 measured by the maneuvering amount detection device 31 is continuously input to the electronic control unit 200.

[0048] The electronic control unit 200 is a microcomputer composed of a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), and the like. In this embodiment, the electronic control unit 200 performs anti-lock brake control and interlock brake control. The electronic control unit 200 controls the opening and closing of the pressure regulating valve 1, the inlet valve 2, and the outlet valve 3, as well as the operation of the motor 20, based on various information from the manipulated amount detection device 31, the wheel speed detection device 32, and so on.

[0049] As shown in Figure 2, the electronic control unit 200 includes a storage unit 210, a target deceleration setting unit 220, an estimated deceleration setting unit 230, a slip amount detection unit 270, a vehicle information calculation unit 240, an anti-lock brake control determination unit 255, an anti-lock brake control unit 250, and an interlock brake control unit 260.

[0050] The slip amount detection unit 270 detects the amount of slip of the front wheels based on the wheel speed detected by the wheel speed detection device 32.

[0051] The memory unit 210 stores deceleration data that shows the correspondence between the amount of operation of the rear brake lever L2 and the deceleration of the vehicle. This deceleration data is based on actual measurements of the vehicle's deceleration when the rear brake lever L2 is operated, with one person in the vehicle and no cargo loaded. The deceleration data in this embodiment is a three-dimensional map data showing the manipulated amount, deceleration, and target deceleration on three orthogonal axes, as shown in Figure 3. Note that the brake lever angle in Figure 3 represents the manipulated amount of brake lever L2. In this embodiment, the increase in target deceleration relative to the increase in vehicle speed is set to be greater in the high-speed range than in the low-speed range.

[0052] Furthermore, the memory unit 210 shown in Figure 2 stores a slip threshold, which is the threshold value for the amount of slip used to determine whether or not anti-lock brake control is necessary based on the amount of slip. Furthermore, the memory unit 210 stores a lift threshold, which is the threshold value for the estimated deceleration used to determine whether or not anti-lock brake control is necessary based on the estimated deceleration. If the estimated deceleration is greater than the lift threshold, it indicates that the load on the front wheels of the vehicle is greater, and the lift state, in which the rear wheels of the vehicle tend to lift off the ground, is greater.

[0053] The target deceleration setting unit 220 sets the target deceleration, which is the target value of the vehicle's deceleration degree, based on the deceleration data from the amount of operation of the brake lever L2 detected by the operation amount detection device 31. The target deceleration is the deceleration that the driver desires when operating the brake lever L2.

[0054] The estimated deceleration setting unit 230 sets the estimated deceleration, which is an estimated value of the actual deceleration of the vehicle, based on the wheel speed detected by the wheel speed detection device 32.

[0055] The anti-lock brake control determination unit 255 determines whether or not anti-lock brake control is necessary. The anti-lock brake control determination unit 255 instructs the anti-lock brake control unit 250 to perform anti-lock brake control if the amount of slip is greater than the slip threshold, or if the estimated deceleration is greater than the lift threshold.

[0056] The anti-lock brake control determination unit 255 determines that anti-lock brake control is unnecessary if the amount of wheel slip is less than or equal to the slip threshold, and if the estimated deceleration is less than or equal to the lift threshold. In this case, the anti-lock brake control determination unit 255 instructs the interlock brake control unit 260 to control the braking force of the front wheel brake F.

[0057] The vehicle information calculation unit 240 compares the magnitude of the target deceleration and the estimated deceleration. If the estimated deceleration is the same as or less than the target deceleration, the interlocking brake control unit 260 adjusts the opening pressure of the pressure regulating valve 1 shown in Figure 1, opening the inlet valve 2 and closing the outlet valve 3 to operate the pump 6. This increases the brake fluid pressure acting on the wheel brake F. At this time, the interlocking brake control unit 260 adjusts the opening pressure of the pressure regulating valve 1 based on the difference between the target deceleration and the estimated deceleration so that the estimated deceleration approaches the target deceleration, and drives the motor 20 with a variable value to operate the pump 6. 6 The discharge volume is changed.

[0058] If the estimated deceleration is greater than the target deceleration, and the difference between the target deceleration and the estimated deceleration is less than or equal to the deceleration threshold, the interlocking brake control unit 260 (see Figure 2) adjusts the opening pressure of the pressure regulating valve 1 to the first fluid pressure, opens the inlet valve 2, closes the outlet valve 3, and operates the pump 6. At this time, the interlocking brake control unit 260 (see Figure 2) maintains the brake fluid pressure acting on the wheel brake F by adjusting the discharge amount of the pump 6 to the first set value.

[0059] The estimated deceleration is greater than the target deceleration, and the difference between the target deceleration and the estimated deceleration is decreaseIf the speed is greater than the speed threshold, the interlocking brake control unit 260 (see Figure 2) adjusts the opening pressure of the pressure regulating valve 1 to a second hydraulic pressure that is smaller than the first hydraulic pressure, opens the inlet valve 2, and closes the outlet valve 3 to operate the pump 6. At this time, the interlocking brake control unit 260 (see Figure 2) reduces the brake fluid pressure acting on the wheel brake F by adjusting the discharge amount of the pump 6 to a second setting value that is smaller than the first setting value. The deceleration threshold, first hydraulic pressure, second hydraulic pressure, first set value, and second set value are stored in the memory unit 210.

[0060] Next, we will describe the anti-lock brake control, anti-lock brake non-control, and interlock brake control realized by the brake device U of this embodiment. In the following description, we will refer to the flowcharts in Figures 5 and 6 as appropriate.

[0061] (Anti-lock braking control) First, when the driver operates the brake lever L1 shown in Figure 1 on the front wheel side, the slip amount detection unit 270 shown in Figure 2 detects the slip amount of the front wheel based on the wheel speed of the front wheel, and the estimated deceleration setting unit 230 sets the estimated deceleration (step S10).

[0062] The anti-lock brake control determination unit 255 determines that the front wheels are about to lock up if the amount of slip is greater than the slip threshold (NO in step S11). At this time, the anti-lock brake control determination unit 255 instructs the anti-lock brake control unit 250 to start anti-lock brake control (step S20) and reduces the brake fluid pressure acting on the wheel brake F (step S21).

[0063] Furthermore, the anti-lock brake control determination unit 255 determines that the front wheels are about to lock up if the slip amount is less than or equal to the slip threshold (YES in step S11), but the estimated deceleration is greater than the lift threshold (NO in step S12). At this time, the anti-lock brake control determination unit 255 instructs the anti-lock brake control unit 250 to start anti-lock brake control (step S20) and reduces the brake fluid pressure acting on the wheel brake F (step S21).

[0064] Furthermore, the anti-lock brake control determination unit 255 determines whether or not the brake fluid pressure reduction is being performed by the anti-lock brake control unit 250 if the slip amount is less than or equal to the slip threshold (YES in step S11) and the estimated deceleration is less than or equal to the lift threshold (YES in step S12).

[0065] If the anti-lock brake control unit 250 is reducing the brake fluid pressure (YES in step S13), the anti-lock brake control determination unit 255 instructs the anti-lock brake control unit 250 to increase or maintain the brake fluid pressure acting on the wheel brake F (step S30). At this time, the anti-lock brake control determination unit 255 increases or maintains the brake fluid pressure acting on the wheel brake F based on information from various sensors, such as the wheel speed obtained from the wheel speed detection device 32.

[0066] In the anti-lock brake control unit 250, after increasing or maintaining the brake fluid pressure acting on the wheel brake F (step S30), it determines whether the elapsed time since the start of anti-lock brake control has reached the upper limit (step S31). Then, if the elapsed time has not reached the upper limit (NO in step S31), the detection of the amount of front wheel slip and the setting of the estimated deceleration are repeated (step S10).

[0067] Furthermore, if the elapsed time since the start of anti-lock brake control has reached the upper limit (YES in step S31), the anti-lock brake control unit 250 stops the anti-lock brake control (step S32) and repeats the detection of the front wheel slip amount and setting of the estimated deceleration (step S10).

[0068] When the electronic control unit 200 shown in Figure 1 determines that the brake fluid pressure acting on the wheel brake F should be reduced, the control valve means V shuts off the wheel fluid pressure passage B from the master cylinder MC, and opens the wheel fluid pressure passage B to the open passage E on the reservoir 5 side. Specifically, the electronic control unit 200 closes the inlet valve 2 and opens the outlet valve 3. In this way, the brake fluid in the wheel fluid pressure passage B leading to the wheel brake F flows into the reservoir 5 through the open passage E, and as a result, the brake fluid pressure acting on the wheel brake F is reduced.

[0069] When the electronic control unit 200 determines that the brake fluid pressure acting on the wheel brake F should be kept constant, the control valve means V blocks the wheel fluid pressure passage B and the open passage E, respectively. Specifically, the electronic control unit 200 closes both the inlet valve 2 and the outlet valve 3. In this manner, the brake fluid is confined within the hydraulic passage closed by the wheel brake F, the inlet valve 2, and the outlet valve 3, and as a result, the brake fluid pressure acting on the wheel brake F is maintained at a constant level.

[0070] When the electronic control unit 200 determines that the brake fluid pressure acting on the wheel brake F should be increased, the control valve means V opens the wheel fluid pressure passage B and closes the open passage E. Specifically, the electronic control unit 200 opens the inlet valve 2 and closes the outlet valve 3. Then, when the electronic control unit 200 drives the motor 20, the pump 6 operates in conjunction with the motor 20, and the brake fluid stored in the reservoir 5 is returned to the wheel fluid pressure passage B via the discharge passage D, thereby increasing the brake fluid pressure in the wheel fluid pressure passage B.

[0071] At this time, the spring in reservoir 5 is biasing the piston of reservoir 5 back to its initial position, so the open passage E and the intake passage C are pressurized. At this time, the intake valve 4 remains closed until the pressure increase from reservoir 5 is eliminated (the brake fluid in reservoir 5 is empty).

[0072] If the pressure boosting control continues even after the brake fluid in reservoir 5 has run out, as shown in Figure 4, the pump 6 will continue to operate, and the negative pressure chamber 4a of the intake valve 4 will become negative, pushing the valve body 4d up against the plunger 4c, causing the intake valve 4 to open. When the intake valve 4 is open, the brake fluid that has flowed from the intake passage C on the master cylinder MC side into the negative pressure chamber 4a flows into the intake passage C on the pump 6 side and is drawn into the pump 6.

[0073] (Anti-lock brakes not controlled) In the anti-lock brake control determination unit 255 shown in Figure 2, if the amount of slip is less than or equal to the slip threshold (YES in step S11), and furthermore, if the estimated deceleration is less than or equal to the lift threshold (YES in step S12), it is determined that there is no possibility of the front wheels locking up, and anti-lock brake control is not performed.

[0074] When the anti-lock brake is not controlled, as shown in Figure 1, in the first brake system K1, the multiple electromagnetic coils that drive the multiple solenoid valves are all demagnetized by the electronic control unit 200. In other words, in normal brake control, the pressure regulating valve 1 and the inlet valve 2 are open, and the outlet valve 3 and the intake valve 4 are closed.

[0075] When the anti-lock brake is not engaged, if the driver operates the front brake lever L1, brake fluid pressure is generated in the master cylinder MC due to the force of the operation. This brake fluid pressure is transmitted to the front wheel brake F via the output hydraulic pressure passage A, the pressure regulating valve 1, and the wheel hydraulic pressure passage B, thereby braking the front wheel. When the brake lever L1 is released, the brake fluid that has flowed into the wheel hydraulic pressure passage B is returned to the master cylinder MC via the pressure regulating valve 1 and the output hydraulic pressure passage A.

[0076] In the second braking system K2, when the driver operates the rear brake lever L2, the force applied activates the brake wire W, which generates braking force on the rear wheel brake R, thereby braking the rear wheel.

[0077] (Linked brake control) In the anti-lock brake control unit 250 shown in Figure 2, when anti-lock brake control is not being performed (NO in step S13), if the driver operates the rear brake lever L2, or operates both the front and rear brake levers L1 and L2, the vehicle information calculation unit 240 acquires the vehicle speed and the amount of operation of the rear brake lever L2.

[0078] If the vehicle speed is below a predetermined threshold and the amount of operation of the brake lever L2 is below a predetermined threshold (NO in step S40), the interlocking brake control unit 260 stops the motor 20 (see Figure 1) of the pump 6 (see Figure 1) (step S41). In other words, interlocking brake control is not performed.

[0079] If the vehicle speed is greater than a predetermined threshold and the amount of operation of the brake lever L2 is greater than a predetermined threshold (YES in step S40), the target deceleration setting unit 220 sets a target deceleration based on the amount of operation of the rear brake lever L2 (step S42). Furthermore, the vehicle information calculation unit 240 compares the magnitude of the target deceleration and the estimated deceleration (step S43).

[0080] If the estimated deceleration is the same as or less than the target deceleration (YES in step S44), the interlocking brake control unit 260 closes the pressure regulating valve 1 of the first brake system K1 shown in Figure 1, opens the inlet valve 2, closes the outlet valve 3, and operates the motor 20. As a result, when the pump 6 operates, the negative pressure chamber 4a of the suction valve 4 becomes negative, and the suction valve 4 opens, drawing brake fluid from the suction passage C into the pump 6. Then, the brake fluid is discharged from the pump 6 into the discharge passage D, and as the brake fluid flows from the discharge passage D into the wheel fluid pressure passage B, the brake fluid pressure in the wheel fluid pressure passage B is increased (step S45).

[0081] At this time, the interlocking brake control unit 260 adjusts the opening pressure of the pressure regulating valve 1 so that the estimated deceleration approaches the target deceleration, and drives the motor 20 with a variable value based on the difference between the target deceleration and the estimated deceleration to pump 6 By changing the discharge volume, the brake fluid pressure acting on the front wheel brakes F is adjusted according to the vehicle's usage conditions and specifications.

[0082] If the estimated deceleration is greater than the target deceleration (NO in step S44), the interlocking brake control unit 260 determines whether the difference between the target deceleration and the estimated deceleration is less than or equal to the deceleration threshold (step S46). Then, if the difference between the target deceleration and the estimated deceleration is less than or equal to the deceleration threshold (YES in step S46), the interlocking brake control unit 260 (see Figure 2) adjusts the opening pressure of the pressure regulating valve 1 to the first fluid pressure, opens the inlet valve 2, closes the outlet valve 3, and operates the motor 20. At this time, the interlocking brake control unit 260 (see Figure 2) drives the motor 20 at a fixed value to adjust the discharge amount of the pump 6 to the first set value. In this way, the brake fluid pressure acting on the wheel brake F is maintained so as to maintain the difference between the target deceleration and the estimated deceleration (step S47).

[0083] If the estimated deceleration is greater than the target deceleration (NO in step S44), and the difference between the target deceleration and the estimated deceleration is greater than the deceleration threshold (NO in step S46), the interlocking brake control unit 260 (see Figure 2) adjusts the brake fluid pressure at the pressure regulating valve 1 to a second fluid pressure that is less than the first fluid pressure, opens the inlet valve 2, closes the outlet valve 3, and operates the motor 20. At this time, the interlocking brake control unit 260 (see Figure 2) , Mo The -20 is driven at a fixed value, and the discharge volume of the pump 6 is adjusted to a second setting value which is smaller than the first setting value. In this way, the brake fluid pressure acting on the wheel brake F is reduced according to the vehicle's usage conditions and specifications (step S48).

[0084] In the braking system U described above, the braking force of the wheel brake F is controlled by referring to the wheel speed in addition to the amount of operation of the rear wheel brake lever L2. Therefore, even if the weight of the load on the vehicle differs, the vehicle can be braked in the same way if the amount of operation is the same. As a result, the brake device U of this embodiment is less affected by the weight of the load, and the vehicle brakes according to the amount of operation of the brake lever L2, thereby improving the driver's operating feel.

[0085] The brake device U of this embodiment is applicable to a brake system having a mechanical second brake system K2. In the brake device U of this embodiment, the braking force of the wheels can be controlled without using a hydraulic pressure sensor for brake control. Furthermore, by omitting the hydraulic pressure sensor, the number of parts in the control device 50 (modulator) is reduced, thereby lowering manufacturing costs and enabling miniaturization and weight reduction.

[0086] In the brake device U of this embodiment, the target deceleration is set based on the amount of operation of the brake lever L2 and the wheel speed, which simplifies the control of the electronic control device 200 and increases its versatility.

[0087] The brake device U of this embodiment is capable of performing anti-lock brake control to suppress wheel locking, and also controls the braking force of the wheel brake F by referring to the wheel speed in addition to the amount of operation of the brake lever L1, thereby improving the driver's operating feel. Furthermore, the brake device U of this embodiment can perform anti-lock brake control while suppressing wheel slip and vehicle body lift.

[0088] The intake valve 4 of the brake device U in this embodiment is a mechanical type that opens and closes according to the pressure difference, and since the opening and closing of the intake valve 4 is automated, control by the electronic control device 200 is simplified and manufacturing costs can be reduced.

[0089] Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and can be modified as appropriate without departing from its spirit. In the brake device U of this embodiment, as shown in Figure 1, the amount of operation of the brake lever L2 is detected based on the inclination angle of the rear wheel brake lever L2. However, the amount of operation of the brake lever L2 may also be detected based on the operation of other parts of the second brake system K2. For example, the amount of operation of the brake lever L2 can also be detected based on the inclination angle of the rod R1 of the rear wheel brake R.

[0090] In the brake device U of this embodiment, the electronic control device 200 can perform antilock brake non-control, antilock brake control, and interlock brake control. However, the electronic control device 200 may be configured to perform other brake controls. For example, when the brake lever L1 on the front wheel is operated, the system may be configured to perform brake assist control by operating the pump 6 with the pressure regulating valve 1 open, allowing brake fluid to flow into the wheel fluid pressure passage B, thereby generating braking force on the front wheel brake F.

[0091] In the brake device U of this embodiment, the second brake system K2 is a mechanical brake system, but the second brake system may also be a hydraulic brake system.

[0092] In this embodiment, the brake system of the present invention is described as being applied to a motorcycle as an example, but the brake system of the present invention can also be applied to a four-wheeled vehicle with handlebars, as long as it has independent brake systems. In this case, the brakes of the two front wheels are connected to one brake system, and the brakes of the two rear wheels are connected to the other brake system. The brake lever L2 on the rear wheel side may also be used as a brake pedal.

[0093] In this embodiment, the brake device U uses a mechanical intake valve 4, but the intake valve may also be configured using a solenoid valve that opens and closes based on a command from the electronic control device 200. [Explanation of Symbols]

[0094] 1. Pressure Regulating Valve 2 Inlet valve 3. Outlet valve 4. Inhalation valve 5 Reservoir 6 pumps 10 Hydraulic passage 20 motors 31 Manipulated variable detection device 32 Wheel speed detection device 50 Control device 100 base 200 Electronic control unit 210 Storage section 220 Target deceleration setting section 230 Estimated deceleration setting section 240 Vehicle Information Processing Unit 250 Anti-lock brake control unit 255 Anti-lock brake control determination unit 260 Interlocking Brake Control Unit 270 Slip amount detection unit A Output hydraulic circuit B Wheel hydraulic passage C Suction passage D Discharge path E open road F Front wheel brake R Rear wheel brake K1 First Brake System K2 Second Brake System L1 Front brake lever L2 Rear brake lever MC Master Cylinder U-brake system V Control valve means W Brake wire

Claims

1. Two operating elements, one on the front wheel side and one on the rear wheel side, Two wheel brakes, one on the front wheel and one on the rear wheel, A first brake system connecting one of the aforementioned operating elements and one of the aforementioned wheel brakes, A second brake system connecting the other operator and the other wheel brake, An operating amount detection device for detecting the amount of operation of the aforementioned operating element, A wheel speed detection device that detects wheel speed, A control device for controlling the braking force of the wheel brakes, It includes an electronic control unit, The aforementioned first brake system is A hydraulic passage through which brake fluid pressure is generated by one of the aforementioned operators or pumps, The hydraulic passage includes a control valve means, The control valve means is Pressure regulating valve, An inlet valve that is connected to the pressure regulating valve and also to one of the wheel brakes, It comprises an outlet valve that is connected to one of the wheel brakes and also to the suction side of the pump, By adjusting the opening pressure of the pressure regulating valve, the brake fluid pressure acting from one of the operating elements to one of the wheel brakes can be adjusted. The aforementioned electronic control device is A target deceleration setting unit sets a target deceleration value, which is the target value of the vehicle's deceleration degree, based on the amount of operation of the other control element. An estimated deceleration setting unit sets an estimated deceleration, which is an estimated value of the vehicle's deceleration degree, based on the wheel speed detected by the wheel speed detection device. The system includes a brake control unit that controls the control device provided in the first brake system based on the target deceleration and the estimated deceleration, The brake control unit, By switching the opening and closing of the control valve means in conjunction with the braking force of the other wheel brake, the braking force of one of the wheel brakes is controlled. A vehicle brake device characterized in that, when the estimated deceleration is the same as or less than the target deceleration, the opening pressure of the pressure regulating valve is adjusted to open the inlet valve and close the outlet valve to operate the pump, and the discharge amount of the pump is changed based on the difference between the target deceleration and the estimated deceleration.

2. A vehicle brake device according to claim 1, The electronic control device stores deceleration data that shows the correspondence between the amount of operation of the control element and the deceleration of the vehicle. The vehicle brake device is characterized in that the target deceleration setting unit sets the target deceleration based on the deceleration data.

3. A vehicle brake device according to claim 1 or claim 2, The brake control unit is characterized by performing brake control to control the brake fluid pressure acting on the wheel brakes based on the difference between the target deceleration and the estimated deceleration.

4. A vehicle brake device according to any one of claims 1 to 3, The aforementioned electronic control device is The control device performs anti-lock brake control to suppress wheel locking by increasing, decreasing, or maintaining the brake fluid pressure of the wheel brakes, and the anti-lock brake control unit The system includes an anti-lock brake control determination unit that determines whether or not the aforementioned anti-lock brake control is necessary, If the anti-lock brake control determination unit determines that anti-lock brake control is necessary, the anti-lock brake control unit will execute the anti-lock brake control. A vehicle brake system characterized in that, if the anti-lock brake control determination unit determines that the anti-lock brake control is unnecessary, the brake control unit performs control of the braking force of the wheel brakes.

5. A vehicle brake device according to claim 4, The aforementioned electronic control device is The system includes a slip amount detection unit that detects the amount of slip of the wheel, The antilock brake control determination unit is characterized in that it performs the antilock brake control when the slip amount is greater than the slip threshold, or when the estimated deceleration is greater than the lift threshold.

6. A vehicle brake device according to Claim 1, The brake control unit is characterized by increasing, decreasing, or maintaining the brake fluid pressure of one of the wheel brakes by switching the opening and closing of the control valve means.

7. A vehicle brake device according to Claim 1, The brake control unit is characterized in that, when the estimated deceleration is greater than the target deceleration and the difference between the target deceleration and the estimated deceleration is less than or equal to a deceleration threshold, it adjusts the opening pressure of the pressure regulating valve to a first hydraulic pressure, opens the inlet valve, closes the outlet valve, operates the pump, and adjusts the discharge amount of the pump to a first set value.

8. A vehicle brake device according to claim 7, The brake control unit is characterized in that, when the estimated deceleration is greater than the target deceleration and the difference between the target deceleration and the estimated deceleration is greater than the deceleration threshold, it adjusts the opening pressure of the pressure regulating valve to a second hydraulic pressure that is smaller than the first hydraulic pressure, opens the inlet valve, closes the outlet valve, operates the pump, and adjusts the discharge amount of the pump to a second set value that is smaller than the first set value.

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