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

Abstract

To provide a brake system of a saddle-riding type vehicle which can brake a wheel in the vehicle stop state.SOLUTION: In a brake system, a mechanism unit comprises: a friction application device which brakes a wheel of a saddle-riding type vehicle with friction force corresponding to movement of an operator; an operator movement sensor which detects the movement of the operator; and an actuator which is unitized together with the friction application device. In a time of regular brake, a control unit changes the friction force applied to the wheel by the friction application device by controlling an output of the actuator on the basis of the detection result of the operator movement sensor, and the control unit (62) causes the friction application device to apply the friction force to the wheel during the vehicle stop state where the saddle-riding type vehicle (100) is stopped.SELECTED DRAWING: Figure 7

Description

Technical Field

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

Background Art

[0002] A braking system for a saddle-type vehicle having at least one operator (for example, a brake pedal, a brake lever, etc.) operated by a rider is known. The braking system includes a mechanism portion including a friction applying device that brakes a wheel with a frictional force corresponding to at least the movement of the operator. The mechanism portion has a configuration including a master cylinder to which the movement of the operator is transmitted, and a wheel cylinder communicating with the master cylinder via a liquid passage filled with brake fluid.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a braking system configured as in Patent Document 1, it is difficult to maintain the hydraulic pressure of the brake fluid in the wheel cylinder at a relatively high state where braking force is generated when the operator is not being operated by the rider, and it is not possible to brake the wheels when the vehicle is stopped or parked without the operator being operated.

[0005] The present invention has been made against the background of the above problems, and an object thereof is to provide a braking system for a saddle-type vehicle capable of braking wheels in a stopped state.

Means for Solving the Problems

[0006] The brake system according to the present invention is a brake system for a saddle-type vehicle, comprising at least one operator operated by a rider, and comprising a mechanism including a friction-applying device that brakes the wheels of the saddle-type vehicle with a frictional force corresponding to the movement of at least the operator, the mechanism further comprising an operator motion sensor that detects the movement of the operator, and an actuator unitized together with the friction-applying device, and further comprising a control unit that, during normal braking, controls the output of the actuator based on the detection result of the operator motion sensor to change the frictional force applied to the wheels by the friction-applying device, and the control unit causes the friction-applying device to apply the frictional force to the wheels when the saddle-type vehicle is stopped.

[0007] The saddle-type vehicle according to the present invention is equipped with the brake system described above. [Effects of the Invention]

[0008] In the brake system according to the present invention, the mechanism includes a friction-applying device that brakes the wheels of a saddle-type vehicle with a frictional force corresponding to the movement of an operator, an operator motion sensor that detects the movement of the operator, and an actuator that is unitized with the friction-applying device. During service braking, the control unit controls the output of the actuator based on the detection result of the operator motion sensor to change the frictional force applied to the wheels by the friction-applying device. The control unit applies a frictional force to the wheels by the friction-applying device when the saddle-type vehicle is stationary. Therefore, when the saddle-type vehicle is stationary, it is possible to apply a frictional force to the wheels using the service brake to brake. [Brief explanation of the drawing]

[0009] [Figure 1] This figure shows the configuration of a saddle-type vehicle equipped with a brake system according to an embodiment of the present invention. [Figure 2] This figure shows the configuration of a brake system according to an embodiment of the present invention. [Figure 3] This figure shows the configuration of the hydraulic pressure adjustment unit for a brake system according to an embodiment of the present invention. [Figure 4] This figure shows the main components of the second mechanism of the brake system according to an embodiment of the present invention. [Figure 5] This figure shows the system configuration of a brake system according to an embodiment of the present invention. [Figure 6] This figure shows a modified example of the configuration of a brake system according to an embodiment of the present invention. [Figure 7] This diagram shows the flow of parking brake control for a brake system according to an embodiment of the present invention. [Modes for carrying out the invention]

[0010] The present invention will be described below with reference to the drawings. In the following description, the brake system according to the present invention will be explained in the case of application to a motorcycle, but the brake system according to the present invention may also be applied to other saddle-type vehicles other than motorcycles. Saddle-type vehicles refer to all vehicles on which a rider straddles and rides. Saddle-type vehicles include motorcycles (two-wheeled vehicles, three-wheeled vehicles), buggies, bicycles, etc. Motorcycles include two-wheeled or three-wheeled vehicles that use an engine as a propulsion source, two-wheeled or three-wheeled vehicles that use an electric motor as a propulsion source, etc., and include motorcycles, scooters, electric scooters, etc. Bicycles refer to all vehicles that can be propelled on the road by the force applied by the rider to the pedals. Bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc.

[0011] Furthermore, the following description explains the case in which a first mechanism, which is a mechanism for braking the front wheels, is hydraulically connected to a first operator, which is an operator for braking the front wheels, and a second mechanism, which is a mechanism for braking the rear wheels, is wirelessly connected to a second operator, which is an operator for braking the rear wheels (i.e., it includes an actuator that is unitized together with a friction-applying device). However, the first mechanism may be wirelessly connected to the first operator and the second mechanism may be hydraulically connected to the second operator, or the first mechanism may be wirelessly connected to the first operator and the second mechanism may be wirelessly connected to the second operator.

[0012] Furthermore, the following description explains a case where the mechanism is hydraulically connected to the operator, and 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. However, the hydraulic pressure of the brake fluid in the wheel cylinder may also be reduced using a pumpless hydraulic pressure adjustment unit.

[0013] Furthermore, although the following description assumes that both the first and second mechanisms include only one friction-applying device, at least one of the first and second mechanisms may include multiple friction-applying devices. Additionally, the multiple friction-applying devices provided in each mechanism may apply frictional force in response to input to the same operator, or they may apply frictional force in response to input to different operators.

[0014] Furthermore, the configurations and operations described below are merely examples, and the brake system according to the present invention is not limited to such configurations and operations. Also, detailed structural elements have been simplified or omitted in the illustrations as appropriate. Additionally, redundant or similar explanations may be simplified or omitted as appropriate.

[0015] Embodiment. The brake system according to an embodiment is described below.

[0016] <Brake system configuration and operation> Referring to FIGS. 1 to 7, the configuration and operation of the braking system according to the embodiment will be described.

[0017] FIG. 1 is a diagram showing the configuration of a saddle-type vehicle on which the braking system according to the embodiment of the present invention is mounted. FIG. 2 is a diagram showing the configuration of the braking system according to the embodiment of the present invention. FIG. 3 is a diagram showing the configuration of the hydraulic pressure adjustment unit of the braking system according to the embodiment of the present invention. FIG. 4 is a diagram showing the main part configuration of the second mechanism part of the braking system according to the embodiment of the present invention. FIG. 5 is a diagram showing the system configuration of the braking system according to the embodiment of the present invention. FIG. 6 is a diagram showing a modified example of the configuration of the braking system according to the embodiment of the present invention. FIG. 7 is a diagram showing the flow of parking brake control of the braking system according to the embodiment of the present invention.

[0018] Particularly, as shown in FIGS. 1 and 2, the braking system 10 is mounted on the saddle-type vehicle 100. The saddle-type vehicle 100 includes a body 1, a handle 2 rotatably held on the body 1, a front wheel 3 rotatably held on the body 1 together with the handle 2, and a rear wheel 4 rotatably held on the body 1. The rear wheel 4 corresponds to the "wheel" in the present invention. The front wheel 3 corresponds to the "another wheel" in the present invention.

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

[0020] The brake system 10 includes a first mechanism 20 hydraulically connected to a first operator 11 and a second mechanism 40 communicationally connected to a second operator 12. The first mechanism 20 presses the friction material (not shown) of a first friction-applying device 21 held in the body 1 against a disc rotor 3a that rotates with the front wheel 3, thereby braking the front wheel 3 with a frictional force corresponding to the amount of operation of the first operator 11. The second mechanism 40 presses the friction material 51 of a second friction-applying device 50 (described later) held in the body 1 against a disc rotor 4a that rotates with the rear wheel 4, thereby braking the rear wheel 4 with a frictional force corresponding to the amount of operation of the second operator 12. Note that the first friction-applying device 21 and the second friction-applying device 50 may have other structures. For example, the first friction-applying device 21 may press the friction material of the brake shoe held on the body 1 against the brake drum that rotates with the front wheel 3, thereby generating a frictional force corresponding to the amount of operation of the first operator 11. Alternatively, the second friction-applying device 50 may press the friction material of the brake shoe held on the body 1 against the brake drum that rotates with the rear wheel 4, thereby generating a frictional force corresponding to the amount of operation of the second operator 12. The second mechanism 40 corresponds to the "mechanism" in this invention. The second friction-applying device 50 corresponds to the "friction-applying device" in this invention.

[0021] The first mechanism 20 includes a master cylinder 22 to which the motion of the first operator 11 is transmitted, a reservoir 23 attached to the master cylinder 22, a wheel cylinder 25 built into the first friction device 21 and communicating with the master cylinder 22 via a fluid passage 24 filled with brake fluid, a brake fluid pipe 24a which forms part of the fluid passage 24 and has one end connected to the master cylinder 22, a brake fluid pipe 24b which also forms part of the fluid passage 24 and has one end connected to the wheel cylinder 25, and a hydraulic 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 hydraulic 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 hydraulic pressure adjustment unit 30 may be directly connected to the wheel cylinder 25. The hydraulic pressure adjustment unit 30 may also be unitized together with the master cylinder 22 or the wheel cylinder 25.

[0022] In particular, as shown in Figures 2 and 3, the hydraulic pressure adjustment unit 30 includes a base body 31. The base body 31 has 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 forms part of the fluid passage 24 and connects the master cylinder port MP and the wheel cylinder port WP, and a secondary fluid passage 24d which is an internal fluid passage that forms part of the fluid passage 24 and bypasses the main fluid passage 24c. The brake fluid from the wheel cylinder 25 is released to a part of the main fluid passage 24c via the secondary fluid passage 24d.

[0023] The main fluid passage 24c is provided with a suction valve 32. The secondary fluid passage 24d is provided with, in order from upstream, 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 suction 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 housing at least a part of the control unit (ECU) 60 is attached to the base 31. The suction valve 32 is a solenoid valve that, for example, switches the flow of brake fluid at its installation point from open to closed when the system is energized from a non-energized state. The release valve 32 is a solenoid valve that, for example, switches the flow of brake fluid from closed to open when the system is energized from a non-energized state.

[0024] In particular, as shown in Figures 2 and 4, the second mechanism 40 includes an actuator 41 unitized with the second friction-applying device 50. The actuator 41 may be mounted on the outside of the second friction-applying device 50, or it may be built into the second friction-applying device 50. The second friction-applying device 50 is configured as a floating caliper. The second friction-applying device 50 may have other structures. For example, the second friction-applying device 50 may be configured as an opposing caliper. The second friction-applying 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 materials 51 relative to the disc rotor 4a. The actuator 41 is connected to the spindle 52 and causes the spindle 52 to produce a linear motion for adjusting its distance. The actuator 41 is, for example, a motor. The linear motion of the spindle 52 may be transmitted to the friction materials 51 via an elastic member, or it may be transmitted to the friction materials 51 via a fluid such as a working fluid.

[0025] Here, the spindle 52 is biased in a direction that reduces its distance from the disc rotor 4a by a biasing member (not shown) such as a spring built into the second friction-applying device 50 or the actuator 41. Therefore, when the actuator 41 is not energized, that is, when there is no output from the actuator 41, the spindle 52 is pushed out by its biasing force, and the friction material 51 of the second friction-applying device 50 is pressed against the disc rotor 4a, thereby braking the rear wheel 4. It is desirable that this biasing force is sufficient to stop the saddle-type vehicle 100. Also, when the actuator 41 is energized, as the output of the actuator 41 increases, the spindle 52 is returned against its biasing force, and the friction material 51 of the second friction-applying device 50 is moved away from the disc rotor 4a. In other words, when the actuator 41 is not energized, a frictional force is applied to the rear wheel 4 by the second friction-applying device 50, and when the actuator 41 is energized, the frictional force applied to the rear wheel 4 by the second friction-applying device 50 decreases as the output of the actuator 41 increases. The output of the actuator 41 refers to the force that the actuator 41 applies to the mechanical element performing physical motion (in this case, the spindle 52).

[0026] In particular, as shown in Figures 2 and 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 combined into one unit or divided into multiple units. Parts or all of each of the first control unit 61 and the second control unit 62 may be composed of, for example, a microcontroller, a microprocessor unit, etc., or may be composed of updatable components such as firmware, or may be program modules executed by commands from a CPU, etc. 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] The control device 60 receives output signals from, for example, the front wheel rotation speed sensor 81, brake fluid pressure sensor 82, road surface gradient sensor 83, engine ON sensor 84, rear wheel rotation speed sensor 91, second operator motion sensor 92, and friction material motion sensor 93 via wired or wireless connection. Output signals from other sensors may also be transmitted to the control device 60. Based on these output signals, the control device 60 derives target braking forces to be applied to the front wheels 3 and rear wheels 4. The first control unit 61 transmits command signals corresponding to the target braking force to be applied to the front wheels 3 to the drivers of the engagement valve 32, release valve 33, and motor 36 via wired or wireless connection. The second control unit 62 also transmits command signals corresponding to the target braking force to be applied to the rear wheels 4 to the driver of the actuator 41 via wired or wireless connection. The second operator motion sensor 92 corresponds to the "operator motion 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 other physical quantities that are substantially convertible to the rotation speed of the front wheel 3.

[0029] The brake fluid pressure sensor 82 detects, for example, the fluid pressure of the brake fluid in the wheel cylinder 25. The brake fluid pressure sensor 82 is located, for example, in the area of ​​the main fluid passage 24c that is closer to the wheel cylinder 25 than the suction valve 32. The brake fluid pressure sensor 82 may also detect other physical quantities that are substantially convertible to the fluid pressure of the brake fluid in the wheel cylinder 25.

[0030] The road surface gradient sensor 83 detects the gradient of the road surface on which the saddle-type vehicle 100 is traveling or stopped. The road surface gradient sensor 83 is held, for example, by the body 1. The road surface gradient sensor 83 may also detect other physical quantities that can be substantially converted into a road surface gradient.

[0031] The engine ON sensor 84 detects the ON state in which the engine of the saddle-type vehicle 100 is operating. The engine ON sensor 84 is held, for example, by the body 1. The engine ON sensor 84 may also detect other physical quantities that can be substantially converted into the operating state of the engine of the saddle-type vehicle 100.

[0032] 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 fuselage 1. The rear wheel rotation speed sensor 91 may also detect other physical quantities that are substantially convertible to the rotation speed of the rear wheel 4.

[0033] The second operator motion sensor 92 detects the motion of the second operator 12. The second operator motion sensor 92 can be any type of sensor that detects a physical quantity that reflects the braking force desired by the LiDAR. For example, the second operator motion sensor 92 may detect the amount of manipulation of the second operator 12 by the LiDAR, or it may detect the force applied to the second operator 12 by the LiDAR. The second operator motion sensor 92 is held, for example, by the body 1. The second operator motion sensor 92 may also detect other physical quantities that are substantially convertible to the amount of manipulation of the second operator 12 or the force applied to the second operator 12.

[0034] The friction material motion sensor 93 detects the motion of the friction material 51 of the second friction-applying device 50. The friction material motion sensor 93 can be any type of sensor that detects a physical quantity that reflects the braking force generated on the rear wheel 4 by the second friction-applying device 50. For example, the friction material motion sensor 93 may detect the amount of drive of the actuator 41, or it may detect the reaction force acting on the spindle 52. The friction material motion sensor 93 is held, for example, by the second friction-applying device 50. The friction material motion sensor 93 may also detect other physical quantities that can be substantially converted into the amount of drive of the actuator 41 or the reaction force acting on the spindle 52.

[0035] The first control unit 61 and the second control unit 62 are housed within the housing 37 of the hydraulic pressure adjustment unit 30. In other words, the first control unit 61 and the second control unit 62 are unitized together with the suction valve 32, the release valve 33, and the motor 36. The second control unit 62 may also be unitized together with the second friction-applying device 50 and the actuator 41, or it may be unitized together with the second operator motion sensor 92.

[0036] When the saddle-type vehicle 100 is stopped, or when the saddle-type vehicle 100 is running without slippage exceeding a standard value in the front wheels 3 and rear wheels 4, and the rider operates the first operator 11, that is, when the first mechanism 20 is in service brake mode (so-called service brake), the first control unit 61 controls the load valve 32 and release valve 33 to a non-energized state, and also controls the motor 36 to a non-driving state. When the rider operates the first operator 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 device 21 is pressed against the disc rotor 3a, thereby braking the front wheel 3. When the rider releases the first operator 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 device 21 is separated from the disc rotor 3a. In other words, in the first mechanism 20, during normal braking, the frictional force applied to the front wheel 3 by the first friction-applying device 21 changes according to the hydraulic pressure of the brake fluid in the master cylinder 22. Furthermore, when the rider operates the first control element 11, an interlocking brake control operation may be performed in which, in addition to the application of frictional force to the front wheel 3 by the first friction-applying device 21, frictional force is also applied to the rear wheel 4 by the second friction-applying device 50.

[0037] When the rider is not operating the second operator 12, that is, when the second friction device 50 does not need to brake the rear wheel 4, the second control unit 62 increases the output of the actuator 41 to its upper limit. When the saddle-type vehicle 100 is stopped, or when the saddle-type vehicle 100 is running without slipping exceeding a standard value in the front wheel 3 and rear wheel 4, and the rider operates the second operator 12, that is, when the second mechanism 40 is in service braking mode, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the second operator motion sensor 92. When the rider operates the second operator 12, the second control unit 62 reduces the output of the actuator 41, pushing out the spindle 52, pressing the friction material 51 of the second friction device 50 against the disc rotor 4a, and braking the rear wheel 4. Furthermore, when the rider releases the second operator 12, the second control unit 62 increases the output of the actuator 41, causing the spindle 52 to return and the friction material 51 of the second friction device 50 to move away from the disc rotor 4a. In other words, in the second mechanism 40, during normal braking, the friction force applied to the rear wheel 4 by the second friction device 50 changes as the second control unit 62 controls the output of the actuator 41 based on the detection result of the second operator motion sensor 92. In addition, when the rider operates the second operator 12, an interlocked brake control operation may be performed in which, in addition to the application of friction force to the rear wheel 4 by the second friction device 50, friction force is also applied to the front wheel 3 by the first friction device 21.

[0038] Furthermore, the stopping of the saddle-type vehicle 100, and the slip occurring in the front wheels 3 and rear wheels 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.

[0039] If the saddle-type vehicle 100 is traveling with slip exceeding a standard value in the front wheels 3 or rear wheels 4, the control device 60 performs a slip control operation to suppress the slip. Slip control operations include, for example, operations that perform anti-lock brake control for each wheel, operations that perform wheel spin suppression control for each wheel, and operations that perform lateral skid suppression control for each wheel. When performing a slip control operation, the control device 60 may control other systems mounted on the saddle-type vehicle 100 in addition to the brake system 10.

[0040] When slip control is performed and it is necessary to reduce the frictional force applied to the front wheel 3, the first control unit 61 controls the engagement valve 32 and release valve 33 to an energized state, and also drives the motor 36 with a drive amount corresponding to the output signal of the brake fluid pressure sensor 82. Such control reduces the fluid pressure of the brake fluid in the wheel cylinder 25, and the friction material of the first friction-applying device 21 is separated from the disc rotor 3a. In other words, in the first mechanism 20, when slip control is performed, the frictional force applied to the front wheel 3 by the first friction-applying device 21 changes due to the control of the engagement valve 32, release valve 33, and motor 36 by the first control unit 61.

[0041] When slip control is 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 friction material motion sensor 93. The second control unit 62 increases the output of the actuator 41, causing the spindle 52 to return and the friction material 51 of the second friction-applying device 50 to move away from the disc rotor 4a. In other words, in the second mechanism 40, when slip control is performed, the frictional force applied to the rear wheel 4 by the second friction-applying device 50 changes as the second control unit 62 controls the output of the actuator 41.

[0042] The brake system 10 may be configured to reduce and increase the frictional force applied to the front wheels 3 when slip control operation is performed. That is, as shown in Figure 6, a pressure boosting fluid passage 24e may be formed in the base 31 of the hydraulic pressure adjustment unit 30, with one end connected to the master cylinder 22 side of the junction with the downstream end of the sub-fluid passage 24d of the main fluid passage 24c, and the other end connected to the accumulator 34 and pump 35 of the sub-fluid passage 24d. A switching valve 38 is provided between the junction with the pressure boosting fluid passage 24e of the main fluid passage 24c and the junction with the downstream end of the sub-fluid passage 24d, and a pressure boosting valve 39 is provided in the pressure boosting fluid passage 24e. The switching valve 38 is, for example, a solenoid valve that switches the flow of brake fluid at its installation location from open to closed when the system is energized from a non-energized state. The pressure boosting valve 39 is a solenoid valve that, for example, switches the flow of brake fluid from closed to open when the system is energized, via its installation location, to the pump 35.

[0043] When slip control is performed and it is necessary to apply or increase the frictional force applied to the front wheel 3, the first control unit 61 controls the ignition valve 32 and the release valve 33 to a de-energized state, controls the switching valve 38 and the pressure boosting valve 39 to an energized state, and drives the motor 36 with a drive amount corresponding to the output signal of the brake fluid pressure sensor 82. Such control increases the hydraulic pressure of the brake fluid in the wheel cylinder 25, and the friction material of the first friction-applying device 21 is pressed against the disc rotor 3a. In other words, in the first mechanism 20, when slip control is performed, the frictional force applied to the front wheel 3 by the first friction-applying device 21 changes due to the control of the ignition valve 32, the release valve 33, the switching valve 38, the pressure boosting valve 39, and the motor 36 by the first control unit 61.

[0044] The brake system 10 may be configured to decrease and increase the frictional force applied to the rear wheels 4 when performing slip control operations. When it is necessary to apply or increase the frictional force applied to the rear wheels 4 during slip control operations, the second control unit 62 drives the actuator 41 with a drive amount corresponding to the output signal of the friction material motion sensor 93. By reducing the output of the actuator 41, the spindle 52 is pushed out, and the friction material 51 of the second friction-applying device 50 is pressed against the disc rotor 4a. In other words, in the second mechanism 40, when performing slip control operations, the frictional force applied to the rear wheels 4 by the second friction-applying device 50 changes as the second control unit 62 controls the output of the actuator 41.

[0045] The second control unit 62 performs parking brake control Sa, which applies friction force to the rear wheels 4 using the second friction device 50 when the saddle-type vehicle 100 is stationary. Specifically, as shown in Figure 7, the second control unit 62 acquires the output signals of the front wheel rotation speed sensor 81, the rear wheel rotation speed sensor 91, the road surface gradient sensor 83, and the engine ON sensor 84 (Sa01), and determines whether the reference conditions are met based on these output signals (Sa02). The reference conditions include, as a first reference condition, the saddle-type vehicle 100 being stationary and the engine being stopped, and as a second reference condition, the saddle-type vehicle 100 being stationary and the gradient of the road surface on which the saddle-type vehicle 100 is stationary exceeding a reference value. In step Sa02, the second control unit 62 determines that the reference conditions are met if either the first or second reference condition is met. When the second control unit 62 determines that the standard conditions are met, it controls the actuator 41 to a non-energized state (Sa03), that is, to a state where there is no output from the actuator 41, and controls the second friction-applying device 50 to press the disc rotor 4a with the friction material 51, thereby applying frictional force to the rear wheel 4 and braking. In this way, when the vehicle is stopped due to parking, or stopped on a slope with a gradient exceeding the above-mentioned standard value, the movement of the saddle-type vehicle 100 can be restricted by applying frictional force to the rear wheel 4, thereby assisting the rider.

[0046] The second control unit 62 may acquire the output signal of either the front wheel rotation speed sensor 81 or the rear wheel rotation speed sensor 91 and determine the stationary state based on that output signal. Alternatively, the second control unit 62 may determine the stationary state based on the output signals of sensors other than the front wheel rotation speed sensor 81 and the rear wheel rotation speed sensor 91 (for example, a vehicle speed sensor, an inertia force sensor, etc.). Furthermore, for example, the first criterion may include the state in which the rider is not seated in the seat of the saddle-type vehicle 100, that is, the rider has dismounted from the saddle-type vehicle 100, and parking brake control Sa may be executed on the condition that the rider has dismounted. As sensors for detecting when the rider has dismounted, for example, a pressure sensor placed in the seat of the saddle-type vehicle 100 to detect when the rider is seated, a camera that photographs the rider seated in the seat, etc., can be installed in the saddle-type vehicle 100, and it is possible to detect whether the rider is not seated in the seat (the rider has dismounted) based on the output signals of these sensors.

[0047] In parking brake control Sa, if the second control unit 62 determines that the standard conditions are met, it controls the actuator 41 to a de-energized state and continues to do so until the release conditions described later are met. That is, if the first standard conditions are met, the second control unit 62 maintains the de-energized state of the actuator 41 and brakes the rear wheels 4 after the saddle-type vehicle 100 has stopped and the engine has stopped, and continues to brake, making it difficult for the saddle-type vehicle 100 to move for the duration that it is parked and stopped. Also, if the second standard conditions are met, the second control unit 62 maintains the de-energized state of the actuator 41 and brakes the rear wheels 4 when the saddle-type vehicle 100 is stopped on a road surface with a gradient exceeding the standard value, making it possible to reduce or prevent the saddle-type vehicle 100 from sliding downwards when it is stopped on a slope with a gradient exceeding the standard value.

[0048] After executing parking brake control Sa in step Sa03, the second control unit 62 performs a release waiting process (Sa04) in which it waits until the conditions for releasing the parking brake control are met. In the release waiting process, the second control unit 62 determines whether or not the engine of the saddle-type vehicle 100 is running, and if the engine is not running, it waits until the engine is started. If the engine is running, it acquires the output signal of the brake fluid pressure sensor 82 and determines, based on the output signal, whether or not the fluid pressure of the brake fluid has risen above a reference value due to the operation of the first operator of the rider. It determines that the first release condition has been met if the fluid pressure of the brake fluid exceeds the reference value due to the operation of the first operator. Also, in the release waiting process, if the engine is running, the second control unit 62 acquires the output signal of the second operator motion sensor 92 and determines, based on the output signal, whether or not the amount of operation of the second operator 12 has risen above a reference value due to the operation of the rider. It determines that the second release condition has been met if the amount of operation of the second operator 12 exceeds the reference value. The release condition for parking brake control is determined to be met when either the first or second release condition is met. After the release condition is met, the second control unit 62 executes a release process to control the energized state of the actuator 41 (Sa05). In the release process, the second control unit 62 energizes the actuator 41 and controls the output so that the rear wheels 4 are braked with a frictional force corresponding to the amount of operation of the second operator 12. After the release process is executed, the second control unit 62 terminates the parking brake control and moves to the control of the service brake.

[0049] <Effects of the braking system> The effects of the brake system according to the embodiment will be explained.

[0050] Saddle-type vehicles have extremely small bodies compared to other vehicles (e.g., cars, trucks, etc.). Therefore, conventional brake systems for saddle-type vehicles may have difficulty securing space for installing brake fluid lines and for the necessary work. To address this, it may be considered to adopt a mechanism that includes, in addition to a friction-applying device, an operator motion sensor that detects the movement of the operator, and an actuator that is unitized with the friction-applying device. In other words, during service braking (so-called service braking), the control unit increases the output of the actuator in response to an increase in the operator input from the rider, thereby increasing the frictional force applied to the wheel. However, in such a configuration, if the actuator is not energized for any reason, it may become difficult to apply frictional force to the wheel. In particular, in saddle-type vehicles, there is a greater need to simplify the protection of the friction-applying device compared to other vehicles (e.g., cars, trucks, etc.), so when an actuator is unitized with the friction-applying device, the possibility of the actuator being not energized increases.

[0051] In contrast, the brake system 10 includes a mechanism (second mechanism 40) which includes a friction-applying device (second friction-applying device 50) that brakes the wheels (rear wheels 4) of the saddle-type vehicle 100 with a frictional force corresponding to the movement of an 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 unitized together with the friction-applying device (second friction-applying 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 frictional force applied to the wheels (rear wheels 4) by the friction-applying device (second friction-applying device 50). When the actuator 41 is not energized, a frictional force is applied to the wheels (rear wheels 4) by the friction-applying device (second friction-applying device 50). Therefore, if the power supply to the actuator 41 is interrupted for any reason, it becomes possible to apply frictional force to the wheels (rear wheels 4), thereby improving the mountability of the brake system 10 on the saddle-type vehicle 100 while taking safety into consideration.

[0052] Preferably, when the actuator 41 is energized, the frictional force applied to the wheel (rear wheel 4) by the friction-applying device (second friction-applying device 50) decreases as the output of the actuator 41 increases. With this configuration, it becomes possible to easily improve the mountability of the brake system 10 on the saddle-type vehicle 100 while taking safety into consideration.

[0053] Preferably, during slip control operations that control the slip of the wheels (rear wheels 4), the control unit (second control unit 62) controls the output of the actuator 41 to change the frictional force applied to the wheels (rear wheels 4) by the friction-applying device (second friction-applying device 50). This configuration makes it possible to improve safety while maintaining the mountability of the brake system 10 on the saddle-type vehicle 100.

[0054] Preferably, the wheel that the friction-applying device (second friction-applying device 50) brakes is the rear wheel 4 of the saddle-type vehicle 100. With this configuration, if the power supply is interrupted for any reason, even if a large braking force is suddenly generated, the relatively safe rear wheel 4 will be braked, thereby improving safety.

[0055] Conventional saddle-type vehicle brake systems include a mechanism that provides friction to brake the wheels with a frictional force corresponding to the movement of an operator. This 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. In such a mechanism, it is difficult to maintain the fluid pressure of the brake fluid in the wheel cylinder at a relatively high level that generates braking force when the operator is not being operated by the rider. To maintain the fluid pressure in the wheel cylinder at a relatively high level, it is necessary to modify the mechanism, for example, by adding a solenoid valve or the like, which is not used in service brakes, to the brake piping that constitutes the fluid passage.

[0056] In contrast, the brake system 10 includes a mechanism (second mechanism 40) which includes a friction-applying device (second friction-applying device 50) that brakes the wheels (rear wheels 4) of the saddle-type vehicle 100 with a frictional force corresponding to the movement of an 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 unitized together with the friction-applying device (second friction-applying 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 frictional force applied to the wheels (rear wheels 4) by the friction-applying device (second friction-applying device 50). The control unit (second control unit 62) also causes the friction-applying device (second friction-applying device 50) to apply frictional force to the wheels (rear wheels 4) when the saddle-type vehicle 100 is stationary. Therefore, by utilizing the second friction-applying device 50 used for the service brake without changing its configuration, when the saddle-type vehicle 100 is stationary (for example, when parked, or when stopped before starting on a slope, etc.), frictional force can be applied to the rear wheels 4 to brake and restrict the movement of the saddle-type vehicle 100.

[0057] Preferably, the friction-applying device (second friction-applying device 50) continues to apply frictional force to the wheels (rear wheels 4) even after the vehicle is stopped and the engine of the saddle-type vehicle 100 has stopped. With this configuration, when the saddle-type vehicle 100 is parked and stopped, frictional force is applied to the rear wheels 4 to brake and restrict the movement of the saddle-type vehicle 100.

[0058] Preferably, the friction-applying device (second friction-applying device 50) applies frictional force to the wheels (rear wheels 4) when the actuator 41 is not energized. With this configuration, frictional force can be applied to the wheels (rear wheels 4) without consuming power when the vehicle is stationary.

[0059] Preferably, the control unit (second control unit 62) determines whether a standard condition is met, and if it determines that the standard condition is met, it causes the friction-applying device (second friction-applying device 50) to apply frictional force to the wheels (rear wheels 4), and the standard condition includes the rider dismounting. With this configuration, when the saddle-type vehicle 100 is parked and stopped, frictional force is applied to the rear wheels 4 to brake them, thereby restricting the movement of the saddle-type vehicle 100. Preferably, the control unit (second control unit 62) determines whether a reference condition is met, and if it determines that the reference condition is met, it causes the friction-applying device (second friction-applying device 50) to apply frictional force to the wheels (rear wheels 4), and the reference condition includes the fact that the saddle-type vehicle (100) has stopped. With this configuration, when the saddle-type vehicle 100 is stopped, frictional force is applied to the rear wheels 4 to brake it, thereby restricting the movement of the saddle-type vehicle 100. Preferably, the reference condition includes the road surface gradient exceeding a reference value. With this configuration, when the saddle-type vehicle 100 is stopped on a road surface with a gradient exceeding the reference value, frictional force is applied to the rear wheels 4 to brake and restrict the movement of the saddle-type vehicle 100.

[0060] The embodiments of the present invention are not limited to those described above. In other words, the present invention includes modified forms of the embodiments described above. Furthermore, the present invention includes forms in which only a part of the embodiments described above is implemented, or forms in which parts of those embodiments are combined.

[0061] For example, although the above describes a case where slip control operation is possible in both the first mechanism 20 and the second mechanism 40, slip control operation may not be possible in at least one of the first mechanism 20 and the second mechanism 40. In other words, the hydraulic pressure adjustment unit 30 may be omitted in the first mechanism 20. [Explanation of Symbols]

[0062] 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 Passage, 25 Wheel Cylinder, 30 Hydraulic Pressure Adjustment Unit, 31 Base, 32 Intake Valve, 33 Release Valve, 34 Accumulator, 35 Pump, 36 Motor, 37 Housing, 38 Switching Valve, 39 Pressure Boosting 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, 83 Road Gradient Sensor, 84 Engine ON Sensor, 91 Rear Wheel Rotation Speed ​​Sensor, 92 Second Operator Motion Sensor, 93 Friction material motion sensor, 100 saddle-type vehicle.

Claims

1. A saddle-type vehicle equipped with at least one operator (12) operated by a rider ( A brake system (10) for 100, At least the frictional force corresponding to the movement of the operator (12) is applied to the wheels of the saddle-type vehicle (100) ( 4) It is equipped with a mechanism (40) including a friction-applying device (50) that brakes, The mechanism (40) further includes an operator motion sensor that detects the movement of the operator (12). The actuator (4) is a unitized unit with the sensor (92) and the friction-applying device (50). 1) and, Furthermore, during normal braking, based on the detection result of the operator motion sensor (92) The output of the actuator (41) is controlled by the friction-applying device (50) The system includes a control unit (62) that changes the frictional force applied to the wheel (4), The control unit (62) operates when the saddle-type vehicle (100) is in a stationary state. The friction device (50) applies the friction force to the wheel (4), The friction-applying device (50) applies the friction force to the wheel (4) by the biasing force of the biasing member when the actuator (41) is not energized. Brake system (10).

2. The friction-applying device (50) is in the stationary state, and the engine of the saddle-type vehicle (100) Even after the engine stops, the frictional force is continued to be applied to the wheel (4). The brake system (10) according to claim 1.

3. The control unit (62) determines whether the standard conditions are met, and if the standard conditions are met If this is determined, the friction device (50) applies the friction force to the wheel (4). Allow, The aforementioned criteria include the rider dismounting, The brake system (10) according to claim 1 or 2.

4. The control unit (62) determines whether the standard conditions are met, and if the standard conditions are met If this is determined, the friction device (50) applies the friction force to the wheel (4). Allow, The aforementioned criteria include the fact that the saddle-type vehicle (100) has stopped. The brake system (10) according to claim 1 or 2.

5. The aforementioned standard conditions include, The brake system (10) according to claim 4.

6. The wheel that the friction-applying device (50) brakes is the rear wheel of the saddle-type vehicle (100) ( 4) is, A brake system (10) according to any one of claims 1 to 5.

7. A brake system (10) according to any one of claims 1 to 6, Saddle-type vehicle (100).

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