Brake control system for saddled vehicle

Abstract

A brake control system (1A) for a saddled vehicle is provided integrally with at least one of a front wheel side brake modulator (6F) and a rear wheel side brake modulator (6RA), and comprises a control unit (10F) that controls the front wheel side brake modulator (6F) and / or the rear wheel side brake modulator (6RA). The control unit (10F) is capable of controlling the front wheel side brake modulator (6F) and / or the rear wheel side brake modulator (6RA) even when there is no operation of a front wheel side operation element (4F) and / or a rear wheel side operation element (4R).

Description

Brake control system for straddle-type vehicles

[0001] The present invention relates to a technique for controlling brakes in a saddle-ride type vehicle.

[0002] Patent Document 1 describes a brake system that is provided on a vehicle body with a front hydraulic pressure modulator, a rear hydraulic pressure modulator, and a control unit that controls these, in order to control the braking force of a brake in a motorcycle.

[0003] JP 2012-126170 A

[0004] In such a brake system, the control unit is mounted on the vehicle body as a separate unit from the front hydraulic pressure modulator and the rear hydraulic pressure modulator, and therefore it is necessary to provide a space for mounting the control unit on the vehicle body.

[0005] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a brake control system for a straddle-type vehicle that can improve the mountability of a control unit.

[0006] In order to solve the above problem, the brake control system for a saddle-type vehicle of the present invention comprises a front wheel brake system having a front wheel operating element, a front wheel brake that applies braking force to the front wheel, and a front wheel brake modulator that activates the front wheel brake; a rear wheel brake system having a rear wheel operating element, a rear wheel brake that applies braking force to the rear wheel, and a rear wheel brake modulator that activates the rear wheel brake; and a control unit that is integrally formed with at least one of the front wheel brake modulator and the rear wheel brake modulator and controls the front wheel brake modulator and / or the rear wheel brake modulator, and the control unit is capable of controlling the front wheel brake modulator and / or the rear wheel brake modulator even when the front wheel operating element and / or the rear wheel operating element is not operated.

[0007] According to the present invention, the mountability of the control unit can be improved.

[0008] FIG. 1 is a side view schematically showing a saddle-riding type vehicle to which a brake control system for a saddle-riding type vehicle according to a first embodiment of the present invention is applied. FIG. 2 is a block diagram schematically showing a brake control system for a saddle-riding type vehicle according to the first embodiment of the present invention. FIG. 3 is a circuit diagram schematically showing a fluid pressure changing unit and a pressurizing unit of a brake modulator. FIG. 4 is a block diagram schematically showing a brake control system for a saddle-riding type vehicle according to a second embodiment of the present invention. FIG. 5 is a circuit diagram schematically showing a fluid pressure changing unit and a pressure-feeding unit of a brake modulator. FIG. 6 is a table showing examples of combinations of braking force changing units in a brake control system for a saddle-riding type vehicle according to a modified example. FIG. 7 is a table showing examples of combinations of a control unit and a board unit in a brake control system for a saddle-riding type vehicle according to a modified example. FIG. 8 is a block diagram schematically showing a brake control system for a saddle-riding type vehicle according to a third embodiment of the present invention.

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] The present invention will be described in detail with reference to the accompanying drawings. In the following description, the same elements are designated by the same reference numerals, and redundant description will be omitted.

[0010] 1 and 2, a brake control system 1A for a saddle-riding vehicle according to a first embodiment is a brake control system applied to a saddle-riding vehicle (bar-handle vehicle) 2 such as a motorcycle, a three-wheeled motor vehicle, or an all-terrain vehicle. The brake control system 1A for a saddle-riding vehicle includes a front wheel brake system 3F and a rear wheel brake system 3RA as brake systems 3 that use hydraulic brake fluid pressure. The brake fluid circuit of the front wheel brake system 3F and the brake fluid circuit of the rear wheel brake system 3RA are independent of each other.

[0011] <Front Wheel Brake System> The front wheel brake system 3F brakes the wheels W (front wheels W) of the saddle riding type vehicle 2 using the hydraulic pressure of brake fluid (first hydraulic fluid). Ｆ The front wheel brake system 3F includes a front wheel operating element 4F as the operating element 4, a front wheel master cylinder 5F as the master cylinder 5, a front wheel brake modulator 6F as the brake modulator 6, and a front wheel brake 7F as the brake 7.

[0012] <Front Wheel Side Operator> The front wheel side operator (front wheel side brake operator) 4F is an operator (brake operator, for example, a lever) operated by the driver of the saddle riding type vehicle 2 to operate the front wheel side brake 7F.

[0013] <Front Wheel Master Cylinder> The front wheel master cylinder 5F generates brake fluid pressure for braking force in accordance with the amount of operation of the front wheel operating element 4F.

[0014] <Front Wheel Brake Modulator> The front wheel brake modulator 6F transmits the brake fluid pressure generated by the front wheel master cylinder 5F to the front wheel brakes 7F. The front wheel brake modulator 6F has a function of adjusting the brake fluid pressure. The front wheel brake modulator 6F will be described in detail later.

[0015] <Front Wheel Brake> The front wheel brake 7F is a device (for example, a caliper) that generates a braking force by brake fluid pressure when the front wheel operating element 4F is operated by the driver of the saddle riding type vehicle 2, for example.

[0016] <Rear Wheel Brake System> The rear wheel brake system 3RA uses the hydraulic pressure of brake fluid (second hydraulic fluid) to brake the wheels W (rear wheels W Ｒ The rear wheel brake system 3RA includes a rear wheel operating element 4R as the operating element 4, a rear wheel master cylinder 5R as the master cylinder 5, a rear wheel brake modulator 6RA as the brake modulator 6, and a rear wheel brake 7RA as the brake 7.

[0017] <Rear Wheel Side Operator> The rear wheel side operator (rear wheel side brake operator) 4R is an operator (brake operator, for example, a foot pedal, lever, etc.) operated by the driver of the saddle-riding type vehicle 2 to operate the rear wheel side brake 7RA.

[0018] <Rear Wheel Side Master Cylinder> The rear wheel side master cylinder 5R generates brake fluid pressure for braking force in accordance with the amount of operation of the rear wheel side operating element 4R.

[0019] <Rear Wheel Brake Modulator> The rear wheel brake modulator 6RA transmits the brake fluid pressure generated by the rear wheel master cylinder 5R to the rear wheel brake 7RA. The rear wheel brake modulator 6R has a function of adjusting the brake fluid pressure. The rear wheel brake modulator 6RA will be described in detail later.

[0020] <Rear Wheel Brake> The rear wheel brake 7RA is a device (for example, a caliper) that generates a braking force by brake fluid pressure when the rear wheel operating element 4R is operated by the driver of the saddle riding type vehicle 2, for example.

[0021] <Details of Front Wheel Brake Modulator> The front wheel brake modulator 6F includes a control unit 10F as the control unit 10, a signal output unit 20F, and a braking force change unit 30F as the braking force change unit 30, which are unitized and integrated into a housing X1.

[0022] <<Control Unit>> The control unit (front wheel control unit) 10F is a so-called ECU (Electronic Control Unit) configured with a CPU (Central Processing Unit), ROM (Read-Only Memory), RAM (Random Access Memory), input / output circuits, etc. The control unit 10F controls the front wheel brake modulator 6F and the rear wheel brake modulator 6RA based on the detection results (including the image capture results) of at least one sensor of the sensor group 40 of the saddle riding type vehicle 2, thereby changing the brake fluid pressure acting on the front wheel brake 7F and the rear wheel brake 7RA. For example, the control unit 10F determines whether the operator 4 is being operated based on the measurement results of a fluid pressure sensor 44 (described below), and performs pressurization control, etc. based on the measured fluid pressure. The control unit 10F also outputs the detection results of the sensor group 40 to the display unit 50 of the saddle riding type vehicle 2, causing the display unit 50 to display the detection results, etc.

[0023] <<Signal Output Unit>> The signal output unit (front wheel side signal output unit) 20F is electrically connected to each electrical component of the control unit 10F and the braking force change unit 30F, acquires a control signal from the control unit 10F, and outputs an electrical signal to each electrical component based on the acquired control signal to operate each electrical component of the braking force change unit 30F. The signal output unit 20F can be mounted on the same board as the control unit 10F.

[0024] Braking Force Change Unit The braking force change unit 30F includes a hydraulic pressure change unit 30a and a pressurizing unit 30b (see FIG. 3). The hydraulic pressure change unit 30a adjusts the braking force by reducing, increasing, or maintaining the hydraulic pressure of the brake fluid (first hydraulic fluid), thereby performing so-called anti-lock brake control. The pressurizing unit 30b increases the braking force by pressurizing the brake fluid (first hydraulic fluid), thereby performing so-called pressurizing control. The pressurizing control includes, for example, interlocking brake control, which generates brake hydraulic pressure acting on the front wheel brakes 7F in response to operation of the rear wheel operating element 4R, even when the front wheel operating element 4F is not operated. In this embodiment, the hydraulic pressure change unit 30a and the pressurizing unit 30b share the same hydraulic circuit. That is, the pressurizing unit 30b is realized by adding a branch hydraulic line L6 and a suction valve 37 (described later) to the hydraulic pressure change unit 30a.

[0025] <Details of Rear Wheel Brake Modulator> The rear wheel brake modulator 6RA includes a signal output section 20R and a braking force change section 30RA as a unit, which are integrally provided in the housing X2.

[0026] <<Signal Output Unit>> The signal output unit (rear wheel side signal output unit) 20R is electrically connected to each electrical component of the braking force change unit 30RA. The signal output unit 20R is connected to the control unit 10F so as to be able to communicate (for example, via CAN communication 8), acquires a control signal from the control unit 10F, and outputs an electrical signal to each electrical component of the braking force change unit 30RA based on the acquired control signal. Note that communication between the control unit 10F and the signal output unit 20R is not limited to CAN communication 8, and may be wired serial communication, wireless communication, or the like.

[0027] Braking Force Changing Unit The braking force changing unit 30RA includes a hydraulic pressure changing unit 30a and a pressurizing unit 30b (see FIG. 3). The hydraulic pressure changing unit 30a changes the braking force by changing the hydraulic pressure of brake fluid (second hydraulic fluid), thereby performing so-called anti-lock brake control (ABS (Anti-lock Brake System) control). The pressurizing unit 30b increases the braking force by pressurizing the brake fluid (second hydraulic fluid), thereby performing so-called pressurization control. In this embodiment, the hydraulic pressure changing unit 30a and the pressurizing unit 30b share the same hydraulic circuit.

[0028] <Configuration of Braking Force Changing Unit> As shown in FIG. 3, the hydraulic pressure changing unit 30a and the pressurizing unit 30b include a regulator 31, a first inlet valve 32, a first outlet valve 33, a first reservoir 34, a check valve 35, a first pump 36, a suction valve 37, and a motor 38.

[0029] Here, the brake fluid paths formed within the housing X of the brake modulator 6 will be described. The output hydraulic pressure path L1 is a fluid path from the pipe H1 on the master cylinder 5 side to the regulator 31. The wheel hydraulic pressure path L2 is a fluid path from the regulator 31 to the pipe H2 on the brake 7 side and the first outlet valve 33. The release path L3 is a flow path from the first outlet valve 33 to the first reservoir 34. The intake hydraulic pressure path L4 is a flow path from the first reservoir 34 to the first pump 36 and the suction valve 37. The discharge hydraulic pressure path L5 is a flow path from the first pump 36 to the wheel hydraulic pressure path L2. The branch hydraulic pressure path L6 is a flow path that branches off from the output hydraulic pressure path L1 and leads to the suction valve 37.

[0030] <<Regulator>> The regulator 31 has a function of switching between a state in which the flow of brake fluid in the output hydraulic pressure line L1 is permitted and a state in which the flow of brake fluid is blocked. Furthermore, the regulator 31 has a function of adjusting the brake fluid pressure in the wheel hydraulic pressure line L2 to a predetermined value or less when the flow of brake fluid in the output hydraulic pressure line L1 is blocked. The regulator 31 includes a cut valve 31 a and a check valve 31 b.

[0031] The cut valve 31a is a normally open linear electromagnetic valve interposed between the output hydraulic pressure passage L1 and the wheel hydraulic pressure passage L2.

[0032] The check valve 31b is connected in parallel to the cut valve 31a. The check valve 31b is a one-way valve that allows the flow of brake fluid from the wheel hydraulic pressure line L2 to the output hydraulic pressure line L1. The check valve 31b is provided integrally with the linear electromagnetic valve that constitutes the cut valve 31a.

[0033] <<First Inlet Valve>> The first inlet valve 32 is a normally open solenoid valve that is interposed in the wheel hydraulic pressure passage L2 between the regulator 31 and the brake 7. When the first inlet valve 32 is in an open state, it allows the brake hydraulic pressure from the master cylinder 5 or the brake hydraulic pressure boosted by the first pump 36 to be transmitted to the brake 7. Furthermore, when the wheel W is about to lock, the first inlet valve 32 is closed by the control unit 10F, thereby cutting off the brake hydraulic pressure applied to the brake 7.

[0034] A check valve 32a is connected in parallel to the first inlet valve 32. The check valve 32a allows brake fluid to flow from the brake 7 side to the master cylinder 5 side. The check valve 32a is provided integrally with the solenoid valve that constitutes the first inlet valve 32.

[0035] <<First Outlet Valve>> The first outlet valve 33 is a normally closed solenoid valve that is provided in the release path L3 between the brake 7 and the first reservoir 34. When the wheel W is about to lock, the first outlet valve 33 is opened by the control unit 10F to release the brake fluid pressure applied to the brake 7 to the first reservoir 34.

[0036] <<First Reservoir>> The first reservoir 34 has a function of temporarily storing the brake fluid that is released when the first outlet valve 33 is opened.

[0037] <<Check Valve>> The check valve 35 is provided in the suction hydraulic pressure passage L4, and is a one-way valve that allows the brake fluid to flow from the first reservoir 34 side to the first pump 36 side.

[0038] <<First Pump>> The first pump 36 is configured to suck in brake fluid (first hydraulic fluid) stored in the first reservoir 34 and discharge the brake fluid to the wheel hydraulic pressure passage L2. The first pump 36 is, for example, a plunger pump.

[0039] The suction valve 37 is a mechanical valve that switches between an open state and a closed state between the suction hydraulic pressure line L4 and the branch hydraulic pressure line L6. The suction valve 37 is configured to open in response to the pressure difference between the brake hydraulic pressure on the master cylinder 5 side and the brake hydraulic pressure on the suction port side (suction hydraulic pressure line L4 side) of the first pump 36, which becomes negative pressure when the first pump 36 is activated.

[0040] <Motor> The motor 38 is driven based on an electric signal (electric power) from the signal output unit 20F to operate the first pump 36.

[0041] <Sensor Group> The sensor group 40 is a plurality of sensors that detect the external environment and vehicle conditions of the saddle riding type vehicle 2. The sensor group 40 includes an image pickup unit 41 that picks up images of the surroundings of the saddle riding type vehicle 2 as a sensor that detects the external environment of the saddle riding type vehicle 2. The sensor group 40 also includes a wheel W (front wheel W Ｆ and rear wheel W Ｒ and an inertial measurement unit (IMU) 43 that detects the movement of the saddle riding type vehicle 2, i.e., the acceleration and angular velocity of the saddle riding type vehicle 2. The sensor group 40 also includes a hydraulic pressure sensor 44 that detects brake pressure in the master cylinder 5.

[0042] <Normal Braking> During normal braking when there is no possibility of the wheels W locking, the plurality of electromagnetic coils that drive the plurality of electromagnetic valves are all de-energized by the signal output unit 20F. That is, during normal braking, the cut valve 31a and the first inlet valve 32 are open, and the first outlet valve 33 is closed. In addition, the one-way valve of the suction valve 37 is closed.

[0043] When the driver operates the operating element 4 in this state, the brake fluid pressure generated by the operating force is transmitted as is to the brake 7, and the wheels W are braked.

[0044] In this case, the brake fluid pressure from the master cylinder 5 acts on the suction valve 37 via the branch hydraulic pressure line L6, thereby maintaining the suction valve 37 in a closed state, i.e., the brake fluid pressure from the master cylinder 5 does not act on the suction hydraulic pressure line L4.

[0045] <Anti-lock brake (ABS) control> Anti-lock brake control is executed when the wheels W are about to lock up, and is realized by appropriately selecting a state in which the brake fluid pressure acting on the brakes 7 is reduced, increased, or maintained constant. Note that the selection of reducing, increasing, or maintaining the pressure is determined by the control unit 10F based on the wheel speeds obtained from the wheel speed sensors 42.

[0046] If the wheels W are about to lock while the operating element 4 is being operated, the control unit 10F starts anti-lock brake control.

[0047] In the pressure reduction control, the signal output unit 20F receives a control signal from the control unit 10F and closes the first inlet valve 32 and opens the first outlet valve 33. This causes the brake fluid in the wheel hydraulic pressure passage L2 leading to the brake 7 to flow into the first reservoir 34 through the release passage L3. As a result, the brake fluid pressure acting on the brake 7 is reduced.

[0048] When anti-lock brake control is executed, the signal output unit 20F receives a control signal from the control unit 10F and drives the motor 38 to operate the first pump 36, causing the brake fluid stored in the first reservoir 34 to flow back to the wheel hydraulic pressure line L2 via the discharge hydraulic pressure line L5.

[0049] In addition, in the control to maintain the brake fluid pressure constant, the signal output unit 20F, which receives a control signal from the control unit 10F, closes the first inlet valve 32 and the first outlet valve 33. In this way, the brake fluid is trapped in the flow paths closed by the first inlet valve 32 and the first outlet valve 33. As a result, the brake fluid pressure acting on the brakes 7 is maintained constant.

[0050] Furthermore, in the pressure increase control, the signal output unit 20F, which has received a control signal from the control unit 10F, opens the first inlet valve 32 and closes the first outlet valve 33. In this way, the brake fluid pressure generated by the operating force of the operating element 4 acts directly on the brake 7. As a result, the brake fluid pressure acting on the brake 7 is increased.

[0051] <Pressure control> When the control unit 10F determines that the wheels W should be braked during non-operation of the operating element 4, the control unit 10F excites the cut valve 31a to close it and drives the first pump 36.

[0052] When the first pump 36 is driven, the brake fluid in the suction hydraulic pressure line L4 is sucked into the first pump 36, creating a negative pressure in the suction hydraulic pressure line L4. This opens the suction valve 37 that communicates with the suction hydraulic pressure line L4. This causes the brake fluid on the master cylinder 5 side to flow from the branch hydraulic pressure line L6 into the suction hydraulic pressure line L4 and be sucked into the first pump 36.

[0053] The brake fluid pressurized by the first pump 36 is discharged from the first pump 36 to the wheel hydraulic pressure passage L2 and acts on the brakes 7. As a result, the wheels W are braked.

[0054] Such pressure control is also executed when the control unit 10F determines that the wheels W should be braked while the operating element 4 is being operated.

[0055] In this way, when the front-wheel-side operating element 4F and / or the rear-wheel-side operating element 4R is operated, the control unit 10F can execute antilock brake control or pressure application control for the front-wheel-side brake modulator 6F and / or the rear-wheel-side brake modulator 6R. Furthermore, even when the front-wheel-side operating element 4F and the rear-wheel-side operating element 4R are not operated, the control unit 10F can execute pressure application control or control (cruise control, automatic driving (driving assistance) control, etc.) for the front-wheel-side brake modulator 6F and / or the rear-wheel-side brake modulator 6R based on the image capture result of the image capture unit 41, the detection result of the wheel speed sensor 42, the detection result of the inertial measurement sensor 43, etc.

[0056] The brake control system 1A for a saddle-riding type vehicle according to the first embodiment of the present invention includes a front wheel brake system 3F and a rear wheel brake system 3RA. The front wheel brake system 3F includes a front wheel operating element 4F, a front wheel W Ｆ The rear wheel brake system 3RA includes a front wheel brake 7F that applies a braking force to the rear wheel W and a front wheel brake modulator 6F that operates the front wheel brake 7F. Ｒ The vehicle has a rear-wheel-side brake 7RA that applies a braking force to a front wheel and a rear-wheel-side brake modulator 6RA that activates the rear-wheel-side brake 7RA. A control unit 10F is provided integrally with at least one of the front-wheel-side brake modulator 6F and the rear-wheel-side brake modulator 6RA (in this embodiment, the front-wheel-side brake modulator 6F) and controls the front-wheel-side brake modulator 6F and / or the rear-wheel-side brake modulator 6RA (in this embodiment, both). The control unit 10F is capable of controlling the front-wheel-side brake modulator 6F when the front-wheel-side operating element 4F is operated by the driver, is capable of controlling the rear-wheel-side brake modulator 6RA when the rear-wheel-side operating element 4R is operated by the driver, and is capable of controlling the front-wheel-side brake modulator 6F and / or the rear-wheel-side brake modulator 6RA even when the front-wheel-side operating element 4F and / or the rear-wheel-side operating element 4R is not operated. Therefore, in the brake control system 1A for a saddle-ride type vehicle, the control unit 10F is integrally incorporated into the brake modulator, thereby improving the mountability of the control unit 10F.

[0057] The control unit 10F can control the front wheel brake modulator 6F and the rear wheel brake modulator 6RA even when the front wheel operating element 4F and the rear wheel operating element 4R are not operated. Therefore, the brake control system 1A for a saddle-ride type vehicle can realize control (cruise control, automatic driving (driving assistance) control, etc.) without the intervention of brake operation by the driver.

[0058] When only the front wheel side operating element 4F is operated by the driver, the control unit 10F can control the front wheel side brake modulator 6F and the rear wheel side brake modulator 6RA even when the rear wheel side operating element 4R is not operated. Also, when only the rear wheel side operating element 4RA is operated by the driver, the control unit 10F can control the front wheel side brake modulator 6F and the rear wheel side brake modulator 6RA even when the front wheel side operating element 4F is not operated. Therefore, when only the front wheel side operating element 4F is operated by the driver, the brake control system 1A for a saddle riding type vehicle controls the pressure of the rear wheel side brake modulator 6RA, thereby Ｆ In addition to the brake control of the rear wheel W Ｒ Similarly, in the brake control system 1A for a saddle-riding type vehicle, when the driver operates only the rear wheel side operating element 4R, the control unit 10F controls the pressure of the front wheel side brake modulator 6F, thereby realizing the interlocking brake control for performing the brake control of the rear wheel W. Ｒ In addition to the brake control of the front wheel W Ｆ Furthermore, in the brake control system 1A for a saddle-riding type vehicle, when the driver operates both the front wheel side operating element 4F and the rear wheel side operating element 4R, the control unit 10F controls the pressure of at least one of the front wheel side brake modulator 6F and the rear wheel side brake modulator 6RA, thereby realizing an interlocking brake control that performs brake control of the front wheels W. Ｆ and rear wheel W Ｒ It is possible to realize a control for adjusting the distribution of the braking force.

[0059] The front wheel brake modulator 6F and the rear wheel brake modulator 6RA are electrically connected. Therefore, the brake control system 1A for a saddle-ride type vehicle can realize brake control of both brake modulators 6 by the control unit 10. For example, if the control unit 10 is mounted on only one of the brake modulators 6, the two brake modulators 6 can be connected in a master-slave configuration, thereby simplifying the slave brake modulator 6 and reducing the cost of the system.

[0060] The control unit 10F is provided integrally with either the front brake modulator 6F or the rear brake modulator 6RA, and is capable of controlling both the front brake system 3F and the rear brake system 3RB. Therefore, by connecting the two brake modulators 6 in a master-slave configuration, the brake control system 1A for a saddle-type vehicle can simplify the slave brake modulator 6 and reduce the cost of the system.

[0061] One of the front wheel brake modulator 6F and the rear wheel brake modulator 6RA includes a hydraulic pressure change unit 30a that changes the braking force by increasing or decreasing the hydraulic pressure of the first hydraulic fluid, and a pressurizing unit 30b that increases the braking force by pressurizing the first hydraulic fluid. Therefore, the brake control system 1A for a saddle-ride type vehicle can achieve brake control when no operating element is operated, using an existing hydraulic path device.

[0062] Second Embodiment Next, a brake control system for a saddle-riding type vehicle according to a second embodiment will be described, focusing on the differences from the brake control system for a saddle-riding type vehicle according to the first embodiment. As shown in FIG. 4, a brake control system for a saddle-riding type vehicle 1B according to the second embodiment is provided with a rear-wheel brake system 3RB instead of a rear-wheel brake system 3RA. The rear-wheel brake system 3RB is provided with a rear-wheel brake modulator 6RB instead of a rear-wheel brake modulator 6RA. In this embodiment, the saddle-riding type vehicle 2 is provided with a jack unit 70 (see FIG. 5) as a vehicle height changing unit that can change the vehicle height of the saddle-riding type vehicle 2. The jack unit 70 as a vehicle height changing unit is provided with a jack unit 70 for changing the vehicle height of the corresponding wheel W (in this embodiment, the rear wheel W Ｒ In this embodiment, the sensor group 40 of the saddle-type vehicle 2 includes a movement amount sensor 45 (see FIG. 5) that detects the amount of movement of the jack unit 70 corresponding to the vehicle height.

[0063] <Rear Wheel Brake Modulator> The rear wheel brake modulator 6RB includes a control unit 10R and a braking force change unit 30RB instead of the braking force change unit 30RA. <Control Unit> The control unit (rear wheel control unit) 10R is a so-called ECU composed of a CPU, ROM, RAM, input / output circuits, etc. The control unit 10R is electrically connected to a signal output unit 20F. The control unit 10R controls the front wheel brake modulator 6F and the rear wheel brake modulator 6RB based on the detection results of the sensor group 40, and changes the brake fluid pressure acting on the front wheel brake 7F and the rear wheel brake 7RA. The control unit 10R can be mounted on the same board as the signal output unit 20R, and is unitized with the signal output unit 20R and the braking force change unit 30RB and is provided integrally within the housing X2 of the rear wheel brake modulator 6RB.

[0064] The control units 10F, 10R are connected to each other so that they can communicate with each other (for example, via CAN communication 8). One of the control units 10F, 10R may be configured as a master and the other as a slave. The control unit 10 as the master normally controls the front wheel brake modulator 6F and the rear wheel brake modulator 6RB. If the control unit 10 as the master fails, the control unit 10 as the slave switches to the master role and controls the front wheel brake modulator 6F and the rear wheel brake modulator 6RB. Note that communication between the control units 10F, 10R is not limited to CAN communication 8, and may be wired serial communication, wireless communication, or the like.

[0065] Furthermore, the control units 10F and 10R may share functions. For example, one control unit 10F executes antilock brake control of the front wheel brake modulator 6F and the rear wheel brake modulator 6RB and pressure control of the front wheel brake modulator 6F, while the other control unit 10R executes vehicle height adjustment control of the rear wheel brake modulator 6R.

[0066] <Configuration of Braking Force Change Unit> As shown in Fig. 5, braking force change unit 30RB includes a pressure-feeding unit 30c instead of pressurizing unit 30b. Here, hydraulic pressure change unit 30a in Fig. 5 does not include regulator 31 and hydraulic pressure sensor 44 (see Fig. 3), but may include regulator 31 and hydraulic pressure sensor 44. Pressure-feeding unit 30c includes a second reservoir 61, a second inlet valve 62, a second outlet valve 63, a pressure valve 64, and a second pump 65.

[0067] Here, the fluid paths for the jack fluid (second hydraulic fluid) formed within the housing X2 of the rear wheel brake modulator 6RB will be described. The first jack hydraulic pressure path L11, the second jack hydraulic pressure path L12, and the third jack hydraulic pressure path L13 are fluid paths that are provided in parallel with one another and extend from the second reservoir 61 to the pipe H3 on the jack unit 70 side.

[0068] In the braking force change unit 30RB, the fluid path for the brake fluid (second hydraulic fluid) in the hydraulic pressure change unit 30a and the fluid path for the jack fluid (second hydraulic fluid) in the pressure feed unit 30c are independent of each other. The brake fluid and the jack fluid as the second hydraulic fluid may be the same type of liquid (e.g., oil) or different types of liquid (e.g., oil).

[0069] The second reservoir 61 has a function of storing jack fluid (second hydraulic fluid).

[0070] The second inlet valve 62 is a normally closed solenoid valve that is disposed in the first jack hydraulic pressure passage L11 between the second reservoir 61 and the jack unit 70. When the vehicle height of the saddle-ride type vehicle 2 is raised, the second inlet valve 62 is opened by the control unit 10R to allow the application of jack hydraulic pressure from the second reservoir 61 to the jack unit 70.

[0071] The second outlet valve 63 is a normally closed solenoid valve that is disposed in the second jack hydraulic pressure passage L12 between the second reservoir 61 and the jack unit 70. When the vehicle height of the saddle-ride type vehicle 2 is lowered, the second outlet valve 63 is opened by the control unit 10R to release the jack hydraulic pressure of the jack unit 70 to the second reservoir 61.

[0072] The pressure valve 64 is a one-way valve interposed in the third jack hydraulic passage L13 between the second reservoir 61 and the jack unit 70. The pressure valve 64 releases excessive hydraulic pressure generated in the jack unit 70 and the third jack hydraulic passage L13 to the second reservoir 61.

[0073] The second pump 65 is capable of sucking in jack fluid (second hydraulic fluid) stored in the second reservoir 61 and discharging it to the jack unit 70. In this embodiment, the motor 38 is shared by the hydraulic pressure changing unit 30a and the pressure-feeding unit 30c, and is driven based on a control signal from the control unit 10R to operate the second pump 65.

[0074] <Vehicle Height Adjustment Control> When the control units 10F, 10R maintain the ABS stop signal, the driver operates the vehicle height adjustment input unit 80, regardless of whether the saddle-riding type vehicle 2 is stopped or moving, and the control unit 10R executes jack-up control. That is, the control unit 10R outputs a control signal based on the operation signal of the vehicle height adjustment input unit 80 to the signal output unit 20R, and the signal output unit 20R opens only the second inlet valve 62 in accordance with the acquired control signal. The second pump 65 is able to suck jacking fluid (oil) from the second reservoir 61 and applies jacking hydraulic pressure to the jack unit 70. As a result, the hydraulic shock absorber of the jack unit 70 extends, and the rear wheels W of the saddle-riding type vehicle 2 are lifted up. Ｒ Raise the side height.

[0075] On the other hand, when the control units 10F, 10R maintain the ABS stop signal, the driver operates the vehicle height adjustment input unit 80 to lower the vehicle height, causing the control unit 10R to execute jack-down control. That is, the control unit 10R outputs a control signal based on the operation signal of the vehicle height adjustment input unit 80 to the signal output unit 20R, and the signal output unit 20R opens only the second outlet valve 63 in accordance with the acquired control signal. As a result, jacking fluid returns from the jack unit 70 to the second reservoir 61, reducing the jack oil pressure. The hydraulic shock absorber of the jack unit 70 retracts, and the rear wheel W of the saddle-ride type vehicle 2 Ｒ Lower the side height.

[0076] After the jack-up control or the jack-down control, when the movement amount sensor 45 detects that the vehicle height has reached the set value, it outputs a detection signal to the control unit 10R. The control unit 10R executes the jack maintenance control based on the detection result of the movement amount sensor 45. That is, the control unit 10R outputs a control signal to the signal output unit 20R, and the signal output unit 20R closes the second inlet valve 62 in accordance with the acquired control signal. As a result, the extension operation of the hydraulic shock absorber of the jack unit 70 stops, and the rear wheel W of the saddle-riding type vehicle 2 Ｒ The side ride height is maintained.

[0077] The brake control system 1B for a saddle-riding type vehicle according to the second embodiment includes, as the control units 10, a front-wheel-side control unit 10F that is integrally provided with a front-wheel-side brake modulator 6F, and a rear-wheel-side control unit 10R that is integrally provided with a rear-wheel-side brake modulator 6RB. The front-wheel-side control unit 10F and the rear-wheel-side control unit 10R can control both the front-wheel-side brake modulator 6F and the rear-wheel-side brake modulator 6RB, respectively. Therefore, in the brake control system 1B for a saddle-riding type vehicle, if one control unit 10 fails, the other control unit 10 will control the front wheel W Ｆ and rear wheel W Ｒ brake control can be continued.

[0078] One of the front-wheel brake modulator 6F and the rear-wheel brake modulator 6RA (the front-wheel brake modulator 6F in this embodiment) includes a hydraulic pressure change unit 30a that changes the braking force by increasing or decreasing the hydraulic pressure of the first hydraulic fluid, and a pressurizing unit 30b that increases the braking force by pressurizing the first hydraulic fluid. The other of the front-wheel brake modulator 6F and the rear-wheel brake modulator 6RB (the rear-wheel brake modulator 6RB in this embodiment) includes a hydraulic pressure change unit 30a that changes the braking force by increasing or decreasing the hydraulic pressure of the second hydraulic fluid, and a pressure-feed unit 30c that pressure-feeds the second hydraulic fluid to the vehicle height adjustment unit. Therefore, the brake control system 1B for a saddle-type vehicle can achieve brake control when no operating element is operated, and can also achieve a vehicle height adjustment function, using an existing hydraulic path device.

[0079] Next, a modified example of the brake control system for a saddle-ride type vehicle will be described. As shown in Fig. 6, the arrangement of the control unit and the board unit in the front wheel brake modulator and the rear wheel brake modulator can be set as appropriate. For example, as shown in the second column of the table in Fig. 6, the front wheel brake modulator 6F may include a signal output unit 20R, and the rear wheel brake modulator 6R may include a control unit 10R and a signal output unit 20R.

[0080] As shown in FIG. 7 , the functions of the front-wheel brake modulator and the rear-wheel brake modulator can be set as appropriate. For example, as shown in the second and third columns of the table in FIG. 7 , one of the front-wheel and rear-wheel braking force change units 30 may include a hydraulic pressure change unit 30a, and the other of the front-wheel and rear-wheel braking force change units 30 may include a hydraulic pressure change unit 30a and a pressure unit 30b. As shown in the fifth column of the table in FIG. 7 , both the front-wheel and rear-wheel braking force change units 30 may include a hydraulic pressure change unit 30a and a pressure-feed unit 30c. As shown in the sixth column of the table in FIG. 7 , both the front-wheel and rear-wheel braking force change units 30 may include a pressure-feed unit 30c.

[0081] Third Embodiment Next, a brake control system for a saddle-riding type vehicle according to a third embodiment will be described, focusing on the differences from the brake control system for a saddle-riding type vehicle 1B according to the second embodiment. As shown in Fig. 8, the brake control system for a saddle-riding type vehicle 1C according to the third embodiment includes a rear-wheel brake system 3RC instead of the rear-wheel brake system 3RB. In this embodiment, the sensor group 40 of the saddle-riding type vehicle 2 does not include the movement amount sensor 45 (see Fig. 5), but instead includes an operator sensor 46 that is also included in the rear-wheel brake system 3RC.

[0082] <Rear Wheel Brake System> The rear wheel brake system 3RC generates braking force using electricity. The rear wheel brake system 2RC includes an operator sensor 46, a rear wheel brake modulator 6RC, and a rear wheel brake 7RC instead of the rear wheel master cylinder 5R, the rear wheel brake modulator 6RA, and the rear wheel brake 7RA.

[0083] <<Operation Sensor>> The operation sensor 46 measures the amount of operation of the rear wheel side operation device 4R, and outputs the measurement result to the control unit 10R.

[0084] <<Rear Wheel Brake Modulator>> The rear wheel brake modulator 6RC includes, as a braking force change unit, a motor 30d as a drive source that is operated by a control signal from the control unit 10R based on the measurement result of the operation sensor 46. The motor 30d may be provided integrally with the control unit 10R within the housing X2, or may be provided separately from the control unit 10R and integral with the rear wheel brake 7RC.

[0085] <<Rear Wheel Brake>> The rear wheel brake 7RC is driven by the driving force of the motor 30d. Ｒ It is an electric brake that applies braking force to the

[0086] In a brake control system 1C for a saddle-riding type vehicle according to the third embodiment, one of the front brake modulator 6F and the rear brake modulator 6RA (the front brake modulator 6F in this embodiment) includes a hydraulic pressure change unit 30a that changes the braking force by increasing or decreasing the hydraulic pressure of a first hydraulic fluid, and a pressurizing unit 30b that increases the braking force by pressurizing the first hydraulic fluid. The other of the front brake modulator 6F and the rear brake modulator 6RC includes a motor 30d that changes the braking force by electric power, and the front brake 7F or the rear brake 7RC corresponding to the motor 30d (the rear brake 7RC in this embodiment) is an electric brake. Therefore, the brake control system 1C for a saddle-riding type vehicle can improve the mountability of the control unit 10F even when one of the brake systems 3 uses hydraulic pressure and the other uses electric power.

[0087] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments and can be modified as appropriate within the scope of the gist of the present invention.

[0088] DESCRIPTION OF THE REFERENCE NUMERALS 1A, 1B, 1C... Brake control system for straddle-type vehicle 2... Saddle-type vehicle 3F... Front wheel brake system 3RA, 3RB, 3RC... Rear wheel brake system 4F... Front wheel operation element 4R... Rear wheel operation element 6F... Front wheel brake modulator 6R... Rear wheel brake modulator 7F... Front wheel brake 7R... Rear wheel brake 8... CAN communication 10F... Control element (front wheel control element) 10R... Control element (rear wheel control element) 30a... Fluid pressure change element 30b... Pressurizing element 30c... Pressure feeding element 30d... Motor 70... Vehicle height change element (jack element)

Claims

1. A brake control system for a saddle-ride type vehicle comprising: a front-wheel brake system having a front-wheel operating element, a front-wheel brake that applies braking force to the front wheels, and a front-wheel brake modulator that activates the front-wheel brake; a rear-wheel brake system having a rear-wheel operating element, a rear-wheel brake that applies braking force to the rear wheels, and a rear-wheel brake modulator that activates the rear-wheel brake; and a control unit that is integrally provided with at least one of the front-wheel brake modulator and the rear-wheel brake modulator and controls the front-wheel brake modulator and / or the rear-wheel brake modulator, wherein the control unit is capable of controlling the front-wheel brake modulator and / or the rear-wheel brake modulator even when the front-wheel operating element and / or the rear-wheel operating element is not operated.

2. A brake control system for a straddle-type vehicle as set forth in claim 1, wherein the control unit is capable of controlling the front wheel brake modulator and the rear wheel brake modulator even when the front wheel operating element and the rear wheel operating element are not operated.

3. The brake control system for a straddle-type vehicle according to claim 1, wherein the front wheel brake modulator and the rear wheel brake modulator are electrically connected.

4. A brake control system for a saddle-type vehicle as described in claim 3, wherein the control unit comprises a front wheel side control unit integrally provided with the front wheel side brake modulator, and a rear wheel side control unit integrally provided with the rear wheel side brake modulator, and the front wheel side control unit and the rear wheel side control unit are each capable of controlling both the front wheel side brake modulator and the rear wheel side brake modulator.

5. A brake control system for a straddle-type vehicle as set forth in claim 3, wherein the control unit is integrally provided with either the front wheel brake modulator or the rear wheel brake modulator and is capable of controlling both the front wheel brake system and the rear wheel brake system.

6. A brake control system for a straddle-type vehicle as set forth in claim 1, wherein one of the front wheel brake modulator and the rear wheel brake modulator comprises: a hydraulic pressure change unit that changes the braking force by increasing or decreasing the hydraulic pressure of a first hydraulic fluid; and a pressurizing unit that increases the braking force by pressurizing the first hydraulic fluid.

7. A brake control system for a straddle-type vehicle as set forth in claim 6, wherein the other of the front wheel brake modulator and the rear wheel brake modulator comprises: a fluid pressure change unit that changes the braking force by increasing or decreasing the fluid pressure of a second hydraulic fluid; and a pressure-feed unit that pressure-feeds the second hydraulic fluid to a vehicle height change unit.

8. A brake control system for a straddle-type vehicle as set forth in claim 6, wherein the other of the front wheel brake modulator and the rear wheel brake modulator is provided with a motor that changes the braking force using electricity, and the front wheel brake or the rear wheel brake that corresponds to the motor is an electric brake.

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