Saddle-riding vehicle control device

Abstract

Disclosed is a saddle-riding vehicle control device capable of appropriately decelerating a saddle-riding vehicle by only operating a prime mover operator in a deceleration direction. The saddle-riding vehicle control device (vehicle brake control device C) comprises a prime mover operator sensor (angle sensor 53), a wheel brake (front brake 20F), and a control unit (100). The prime mover operator sensor is a sensor for detecting movement of the prime mover operator (accelerator AC). The prime mover operator is an operator for operating a prime mover (engine ENG) of a saddle-riding vehicle (motorcycle MC). The prime mover operator is operated by the hand of a driver. The wheel brake is operated by a brake operator. In a case where the control unit (100) determines, on the basis of information from the prime mover operator sensor, that the prime mover operator is subjected to a deceleration operation, the control unit executes a prime mover deceleration braking process causing the wheel brake to exert a braking force.

Description

Control device for straddle-type vehicle

[0001] The present disclosure relates to a control device for a saddle-ride type vehicle.

[0002] Conventionally, a control device for a saddle-ride type vehicle that controls wheel brakes based on the operation of a brake operator is known (see International Publication No. 2022 / 025095).

[0003] In conventional technology, when a driver operates the accelerator to decelerate a saddle-type vehicle (turning the throttle in the direction of closing the throttle) while the vehicle is traveling, the engine brake is applied, but no braking force is generated from the wheel brakes, so there is a need for a more appropriate way to decelerate the saddle-type vehicle.

[0004] Therefore, the present disclosure provides a control device for a saddle-ride type vehicle that can appropriately decelerate the saddle-ride type vehicle simply by operating a motor operating element to decelerate.

[0005] In one aspect, a control device for a saddle-riding type vehicle includes a prime mover operator sensor, a wheel brake, and a control unit. The prime mover operator sensor is a sensor that detects movement of the prime mover operator. The prime mover operator is an operator that operates the prime mover of the saddle-riding type vehicle. The prime mover operator is operated by the driver's hand. The wheel brake is operated by a brake operator. When the control unit determines that the prime mover operator has been operated to decelerate based on information from the prime mover operator sensor, it executes a prime mover deceleration braking process that generates a braking force in the wheel brake.

[0006] When the control unit determines that the prime mover operator has been operated to decelerate based on information from the prime mover operator sensor, the control unit is configured to generate braking force in the wheel brakes.This means that braking force is generated in the wheel brakes simply by the driver operating the prime mover operator to decelerate, allowing the saddle-type vehicle to be decelerated appropriately.

[0007] Fig. 1 is a diagram showing the configuration of a motorcycle equipped with a vehicle brake control device according to an embodiment. Fig. 2 is a flowchart showing the operation of a control unit. Fig. 3 is a diagram showing three-dimensional map data showing the relationship between the return amount of an accelerator deceleration operation, vehicle body speed, and target deceleration. Fig. 4 is a time chart showing a specific example of the operation of the control unit. Fig. 5 is a flowchart showing a modified example of the operation of the control unit.

[0008] 1, a motorcycle MC as an example of a saddle-ride type vehicle includes a camera CM as an example of an imaging unit, an engine ENG as an example of a prime mover, a transmission TM, an accelerator AC as an example of a prime mover operating element, and a vehicle brake control device C as an example of a saddle-ride type vehicle control device.

[0009] The camera CM is a camera that captures an image in front of the motorcycle MC. Image information captured by the camera CM is output to the control unit 100 of the vehicle brake control device C.

[0010] The engine ENG is a drive source that applies driving force to the rear wheel WR and is connected to the rear wheel WR via the transmission TM. That is, in the motorcycle MC of this embodiment, the rear wheel WR is the drive wheel and the front wheel WF is the driven wheel. The engine ENG is provided with a throttle sensor 54 that detects the opening of the throttle valve of the engine ENG. The opening of the throttle valve increases as the amount of operation of the accelerator AC increases. The transmission TM is a mechanism that changes the speed and transmits the driving force of the engine ENG to the rear wheel WR, and a speed detection sensor 52 is provided near the output shaft of the transmission TM.

[0011] The speed detection sensor 52 is a sensor (so-called speedometer sensor) that detects the wheel speed of the rear wheels WR. The speed detection sensor 52 detects the wheel speed corresponding to the speed displayed on a speedometer (not shown). The speed detection sensor 52 has a different detection method from the wheel speed sensor 51 that detects the wheel speed of the front wheels WF. The wheel speed sensor 51 is a sensor that generates a pulse wave in response to the rotation of the wheels.

[0012] The accelerator AC is a grip-type operator that operates the engine ENG and can be operated by the driver's hand. The accelerator AC is rotatably attached to the handlebars of the motorcycle MC and is biased to an initial position by a spring. When the driver rotates the accelerator AC toward himself, the motorcycle MC accelerates. When the driver rotates the accelerator AC away from him or releases his hand from the accelerator AC while it is rotated toward him, the spring causes the accelerator AC to rotate toward the initial position, and the motorcycle MC decelerates.

[0013] In the following description, the operation of the accelerator AC for accelerating the motorcycle MC will also be referred to as the "acceleration operation," and the operation of the accelerator AC for decelerating the motorcycle MC will also be referred to as the "deceleration operation." The acceleration operation is the operation of rotating the accelerator AC in the throttle opening direction (the direction in which the throttle opening becomes larger). The deceleration operation is the operation of rotating the accelerator AC in the throttle closing direction (the direction in which the throttle opening becomes smaller). In other words, the deceleration operation is the operation of returning the accelerator AC toward its initial position.

[0014] The vehicle brake control device C includes an angle sensor 53 as an example of a motor operating element sensor, a brake system BF for the front wheels WF, a brake system BR for the rear wheels WR, and a control unit 100.

[0015] The angle sensor 53 is a sensor that detects the movement of the accelerator AC. More specifically, the angle sensor 53 detects the operating angle of the accelerator AC. The accelerator AC is rotatable between a fully closed throttle position (neutral position) and a fully open throttle position. Here, the "fully closed throttle position" refers to the position where the throttle is closed, and the "fully open throttle position" refers to the position where the throttle is fully open.

[0016] The brake system BF mainly includes a front brake lever LF as an example of a brake operator, a master cylinder MF, a hydraulic unit 10, a front brake 20F as an example of a wheel brake, a pipe 30 connecting the master cylinder MF to the input port 11a of the hydraulic unit 10, and a pipe 40 connecting the output port 11b of the hydraulic unit 10 to the front brake 20F.

[0017] The front brake lever LF is an operating lever for operating the front brake 20F. The front brake lever LF is located on the right side of the handlebar of the motorcycle MC and can be operated by the rider's right hand. The front brake lever LF is connected to the front brake 20F via a master cylinder MF, a pipe 30, a hydraulic unit 10, and a pipe 40. The master cylinder MF is a device that outputs hydraulic pressure according to the amount of operation of the front brake lever LF.

[0018] The front brake 20F is a brake that brakes the front wheels WF. The front brake 20F mainly includes a brake rotor 21, brake pads (not shown), and a wheel cylinder 23 that generates a braking force by pressing the brake pads against the brake rotor 21 using hydraulic pressure output from a master cylinder MF.

[0019] The hydraulic unit 10 is a unit that applies hydraulic pressure to the front brake 20F to generate braking force for the front brake 20F. The hydraulic unit 10 is configured by arranging various electromagnetic valves and the like in a pump body 11, which is a base having an oil passage (hydraulic pressure passage) through which brake fluid flows. Under normal circumstances, an oil passage is connected from the input port 11a to the output port 11b of the pump body 11, so that the hydraulic pressure output from the master cylinder MF is transmitted to the front brake 20F.

[0020] A pressure regulating valve 7 is provided on the hydraulic pressure path connecting the input port 11a and the output port 11b. The pressure regulating valve 7 varies the hydraulic pressure applied to the front brake 20F in accordance with the value of the command current output from the control unit 100. The pressure regulating valve 7 is a normally open proportional solenoid valve that is capable of adjusting the difference in hydraulic pressure upstream and downstream thereof in accordance with the value of the command current. More specifically, the pressure regulating valve 7 is configured so that the greater the magnitude of the command current, the greater the difference in hydraulic pressure upstream and downstream of the pressure regulating valve 7. A check valve 7a is provided in parallel with the pressure regulating valve 7, allowing flow only toward the output port 11b.

[0021] An inlet valve 1, which is a normally open solenoid valve, is disposed on the hydraulic path between the pressure regulating valve 7 and the output port 11b. A check valve 1a is provided in parallel with the inlet valve 1 to allow flow only to the pressure regulating valve 7 side.

[0022] A return hydraulic line 19B is provided from the hydraulic line between the output port 11b and the inlet valve 1 to the hydraulic line between the pressure regulating valve 7 and the inlet valve 1 via the outlet valve 2, which is a normally closed solenoid valve.

[0023] On this return hydraulic line 19B, arranged in this order from the outlet valve 2 side are a reservoir 3 that temporarily absorbs excess brake fluid, a check valve 3a, a pump 4, and an orifice 4a. The check valve 3a is positioned so as to allow flow only toward the hydraulic line between the pressure regulating valve 7 and the inlet valve 1. The pump 4 is driven by a motor 6 and is provided so as to generate pressure toward the hydraulic line between the pressure regulating valve 7 and the inlet valve 1. The orifice 4a damps pressure pulsations of the brake fluid discharged from the pump 4 and pulsations generated by operation of the pressure regulating valve 7.

[0024] An intake hydraulic pressure line 19C connects an intake hydraulic pressure line 19A connecting the input port 11a and the pressure regulating valve 7 to a portion of the return hydraulic pressure line 19B between the check valve 3a and the pump 4. A mechanical intake valve 8 is disposed in the intake hydraulic pressure line 19C.

[0025] The intake valve 8 switches the intake hydraulic pressure line 19C between an open state and a closed state. The intake valve 8 is normally closed, and is configured to open depending on the difference between the hydraulic pressure of the hydraulic fluid on the master cylinder MF side and the hydraulic pressure of the hydraulic fluid on the intake port side of the pump 4, which becomes negative pressure when the pump 4 is activated.

[0026] In the hydraulic unit 10 configured as described above, under normal conditions, the solenoid valves are not energized, and brake fluid pressure introduced from the input port 11a is output to the output port 11b through the pressure regulating valve 7 and the inlet valve 1, and is directly applied to the front brakes 20F. When excessive brake fluid pressure in the front brakes 20F needs to be reduced, such as during anti-lock brake control, the inlet valve 1 is closed and the outlet valve 2 is opened to allow brake fluid to flow through the return fluid pressure line 19B to the reservoir 3, thereby draining the brake fluid from the front brakes 20F. Furthermore, when the front brakes 20F need to be pressurized without the driver operating the front brake lever LF, for example, the motor 6 is driven to open the intake valve 8, and brake fluid can be actively supplied to the front brakes 20F by the pressure applied by the pump 4. Furthermore, the degree of pressurization of the front brakes 20F can be adjusted by adjusting the current flowing through the pressure regulating valve 7.

[0027] The brake system BR is mainly composed of a rear brake lever LR, a rear brake 20R, and a wire W connecting the rear brake lever LR and the rear brake 20R.

[0028] The rear brake lever LR is an operating lever for operating the rear brake 20R. The rear brake lever LR is located on the left side of the handlebar of the motorcycle MC and can be operated by the rider's left hand. The rear brake lever LR is connected to the rear brake 20R via a wire W.

[0029] The rear brake 20R is a brake that applies brakes to the rear wheel WR. The rear brake 20R is a mechanical brake that is activated when the force generated when the rear brake lever LR is gripped is transmitted via a wire W. The rear brake 20R cannot be operated with the front brake lever LF. The rear brake 20R is, for example, a drum brake, and includes a drum 25 and a brake shoe and return spring (not shown).

[0030] The drum 25 is rotatable integrally with the rear wheel WR. The brake shoes are rotatable between a contact position where they contact the inner circumferential surface of the drum 25 and a spaced position where they are separated from the inner circumferential surface of the drum 25. A return spring biases the brake shoes from the contact position toward the spaced position. When the driver grips the rear brake lever LR, the wire W is pulled by the rear brake lever LR, causing the brake shoes to rotate from the spaced position toward the contact position against the biasing force of the return spring.

[0031] The control unit 100 is configured to include, for example, a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), input / output circuits, etc. The control unit 100 controls the hydraulic unit 10 by performing various arithmetic processing based on inputs from the wheel speed sensors 51, the speed detection sensor 52, the angle sensor 53, and the throttle sensor 54, as well as programs and data stored in the ROM.

[0032] When the control unit 100 determines that the accelerator AC has been operated for deceleration based on information from the angle sensor 53, the control unit 100 has a function of executing a braking process during motor deceleration that generates a braking force in the front brake 20F by controlling the hydraulic unit 10. In the braking process during motor deceleration, the control unit 100 changes the braking force of the front brake 20F based on the amount of operation of the accelerator AC due to the deceleration operation.

[0033] Specifically, the control unit 100 calculates the target deceleration of the vehicle based on the amount of return of the deceleration operation of the accelerator AC per predetermined time, the current vehicle speed, and the map shown in Figure 3, and controls the hydraulic unit 10 based on the calculated target deceleration. Here, the amount of return of the deceleration operation of the accelerator AC per predetermined time is the difference between the previous and current values ​​of the operation angle of the accelerator AC when the previous value (the value from a predetermined time before the present) is greater than the current value (the current value). Note that the vehicle speed can be calculated based on, for example, the wheel speeds obtained from the wheel speed sensors 51.

[0034] The map in Fig. 3 is three-dimensional map data that shows the relationship between the return amount of the deceleration operation of the accelerator AC, the vehicle body speed, and the target deceleration on three orthogonal axes. In the map in Fig. 3, the increase in the target deceleration relative to the increase in the vehicle body speed is set to be larger in the high-vehicle speed range than in the low-vehicle speed range. In the map in Fig. 3, the target deceleration is set to increase as the return amount of the deceleration operation of the accelerator AC increases.

[0035] The target deceleration in the map of Fig. 3 is set so that the magnitude of the deceleration of the motorcycle MC caused by the braking process during motor deceleration is smaller than the magnitude of the deceleration of the motorcycle MC caused when the front brake lever LF is operated to the maximum extent. The target deceleration in the map of Fig. 3 is also set to a value that takes into account the deceleration caused by engine braking.

[0036] The map in Fig. 3 is appropriately set through experiments and simulations, and is stored in the storage unit of the control unit 100.

[0037] The control unit 100 calculates an estimated deceleration of the vehicle based on the wheel speeds obtained from the wheel speed sensors 51. The control unit 100 controls the hydraulic unit 10 so that the estimated deceleration approaches the target deceleration.

[0038] More specifically, when the magnitude of the estimated deceleration is equal to or less than the magnitude of the target deceleration, the control unit 100 closes the pressure regulator valve 7, opens the inlet valve 1, closes the outlet valve 2, and operates the motor 6. This operates the pump 4, opens the intake valve 8, and increases the pressure in the front brake 20F. In the following description, the term "estimated deceleration" refers to the magnitude of the estimated deceleration, and the term "target deceleration" refers to the magnitude of the target deceleration.

[0039] At this time, the control unit 100 adjusts the valve opening pressure of the pressure regulating valve 7 so that the estimated deceleration approaches the target deceleration, and drives the motor 6 at a variable value based on the difference between the target deceleration and the estimated deceleration, thereby changing the discharge volume of the pump 4 and adjusting the brake fluid pressure acting on the front brake 20F in accordance with the vehicle's usage conditions and specifications.

[0040] If the estimated deceleration is greater than the target deceleration and the difference between the target deceleration and the estimated deceleration is equal to or less than the deceleration threshold, the control unit 100 adjusts the valve opening pressure of the pressure regulating valve 7 to the first hydraulic pressure, opens the inlet valve 1, closes the outlet valve 2, and operates the motor 6. At this time, the control unit 100 drives the motor 6 at a fixed value to match the discharge rate of the pump 4 to the first set value. In this way, the brake hydraulic pressure acting on the front brake 20F is maintained so as to maintain the difference between the target deceleration and the estimated deceleration.

[0041] If the estimated deceleration is greater than the target deceleration and the difference between the target deceleration and the estimated deceleration is greater than the deceleration threshold, the control unit 100 adjusts the brake fluid pressure in the pressure regulating valve 7 to a second fluid pressure lower than the first fluid pressure, opens the inlet valve 1, closes the outlet valve 2, and operates the motor 6. At this time, the control unit 100 drives the motor 6 at a fixed value and adjusts the discharge rate of the pump 4 to a second set value lower than the first set value. In this way, the brake fluid pressure acting on the front brakes 20F is reduced in accordance with the usage conditions and specifications of the vehicle.

[0042] Furthermore, the control unit 100 has a function of changing the braking force of the front brake 20F based on information from the camera CM during execution of the braking process during deceleration of the motor. For example, during execution of the braking process during deceleration of the motor, the control unit 100 changes the braking force of the front brake 20F based on the distance between the subject vehicle and an object captured by the camera CM.

[0043] Specifically, when the distance between the object and the vehicle becomes equal to or less than a predetermined value, the control unit 100 controls the hydraulic unit 10 to increase the braking force of the front brakes 20F, thereby increasing the brake hydraulic pressure acting on the front brakes 20F. Note that the method for increasing the brake hydraulic pressure may be, for example, the same method as the pressure increase method used in the braking process when the prime mover is decelerating (a method in which the pressure regulating valve 7 is closed, the inlet valve 1 is opened, the outlet valve 2 is closed, and the motor 6 is operated).

[0044] Note that the control of changing the braking force of the front brake 20F based on information from the camera CM is not limited to a method based on the distance between the object and the vehicle. For example, the control unit may determine whether the road is curved based on information from the camera, and if it determines that the road is curved, increase the braking force of the front brake 20F before the vehicle approaches the curve. Furthermore, the control unit may also control the braking force of the front brake 20F to change in a direction that prevents the wheels from locking based on information about the road surface from the camera CM, such as information about puddles, frozen roads, fallen leaves, dirt, Belgian roads, etc. In other words, the braking force of the front brake 20F may be reduced based on information about the road surface from the camera CM.

[0045] Furthermore, when the motorcycle MC is stopped by executing the braking process during motor deceleration, the control unit 100 has a function of maintaining the braking force of the front brake 20F at the braking force when the motorcycle MC was stopped. More specifically, when the motorcycle MC is stopped by executing the braking process during motor deceleration, the control unit 100 controls the hydraulic unit 10 to maintain the brake fluid pressure acting on the front brake 20F. Note that the method of maintaining the brake fluid pressure may be, for example, the maintenance method used in the braking process during motor deceleration (a method of adjusting the valve opening pressure of the pressure regulating valve 7, opening the inlet valve 1, closing the outlet valve 2, and operating the motor 6), or a method of closing both the inlet valve 1 and the outlet valve 2.

[0046] Next, a detailed description will be given of the operation of the control unit 100. The control unit 100 repeatedly executes the process shown in FIG.

[0047] 2, the control unit 100 first determines whether or not the accelerator AC has been operated for deceleration (S1) based on information from the angle sensor 53. If it is determined in step S1 that the accelerator AC has been operated for deceleration (Yes), the control unit 100 determines whether or not the return amount θ of the deceleration operation of the accelerator AC per predetermined time is greater than a threshold value TH1 (S2).

[0048] If it is determined in step S2 that θ is not greater than TH1 (No), the control unit 100 ends this process. If it is determined in step S2 that θ is greater than TH1 (Yes), the control unit 100 sets a flag F, which indicates that the braking process during deceleration of the prime mover, is being executed, to 1 (S3), and starts the braking process during deceleration of the prime mover.

[0049] After step S3, the control unit 100 sets the target deceleration based on the return amount θ of the deceleration operation of the accelerator AC, the vehicle speed, and the map of Fig. 3 (S4). After step S4, the control unit 100 controls the hydraulic unit 10 based on the target deceleration and the estimated deceleration (S5).

[0050] After step S5, the control unit 100 acquires information from the camera CM (S6). After step S6, the control unit 100 determines whether or not the braking force of the front brake 20F needs to be changed based on the information from the camera CM (S7). For example, in step S7, the control unit 100 determines whether or not the distance between the object and the vehicle is equal to or less than a predetermined value, and if so, determines that the braking force of the front brake 20F needs to be increased. Also, for example, in step S7, the control unit 100 determines whether or not the wheels are about to lock based on information about the road surface from the camera CM, and if it determines that the wheels are about to lock, determines that the braking force of the front brake 20F needs to be reduced.

[0051] If it is determined in step S7 that a change in the braking force is necessary (Yes), the control unit 100 controls the hydraulic unit 10 in accordance with the change in the braking force (target value) of the front brake 20F (S8). After step S8, or if it is determined No in step S7, the control unit 100 determines whether the vehicle has stopped (S9).

[0052] If it is determined in step S9 that the vehicle has stopped (Yes), the control unit 100 maintains the hydraulic pressure acting on the front brake 20F at the current hydraulic pressure (S10) and ends this process. If it is determined in step S9 that the vehicle has not stopped (No), the control unit 100 ends this process.

[0053] If it is determined in step S1 that the accelerator AC has not been operated to decelerate (No), the control unit 100 determines whether or not the flag F is 1 (S11). If it is determined in step S11 that F=1 (Yes), the control unit 100 determines whether or not the accelerator AC has been operated to accelerate based on information from the angle sensor 53 (S12).

[0054] If it is determined in step S12 that the accelerator AC has not been operated for acceleration (No), the control unit 100 proceeds to the process of step S5 and continues the braking process during deceleration of the prime mover. If it is determined in step S12 that the accelerator AC has been operated for acceleration (Yes), the control unit 100 sets the flag F to 0 (S13), reduces the hydraulic pressure acting on the front brake 20F (S14), and ends the braking process during deceleration of the prime mover.

[0055] After step S14, or if it is determined in step S11 that F is not 1 (No), the control unit 100 ends this process.

[0056] Next, a specific example of the operation of the control unit 100 will be described. As shown in Fig. 4, when the rider performs a deceleration operation by, for example, releasing the accelerator AC while the motorcycle MC is traveling (time t1), the accelerator AC rotates to return to its initial position, thereby reducing the operating angle of the accelerator AC and causing the motorcycle MC to decelerate.

[0057] When the return amount θ of the deceleration operation of the accelerator AC per predetermined time period becomes greater than the threshold value TH1 (time t2), the control unit 100 sets the flag F to 1 and starts the braking process during motor deceleration. This increases the brake fluid pressure, and the motorcycle MC decelerates due to the brake fluid pressure and engine braking.

[0058] During the motor deceleration braking process, for example, if the distance between the preceding vehicle and the host vehicle becomes equal to or less than a predetermined value (time t3), the control unit 100 determines that an increase in braking force is necessary and further increases the brake fluid pressure. This applies an appropriate braking force to the host vehicle. Thereafter, when the host vehicle stops (time t4), the control unit 100 maintains the brake fluid pressure.

[0059] As described above, this embodiment can provide the following advantages: When the control unit 100 determines that the accelerator AC has been operated to decelerate, the control unit 100 is configured to generate a braking force in the front brake 20F. Therefore, the front brake 20F generates a braking force simply by the driver operating the accelerator AC to decelerate, thereby allowing the motorcycle MC to be decelerated appropriately.

[0060] Since the braking force of the front brake 20F is changed based on the amount of return of the deceleration operation of the accelerator AC, an appropriate braking force can be generated compared to, for example, a configuration in which the target deceleration in the braking processing during motor deceleration is set to a fixed value.

[0061] Since the control unit 100 changes the braking force of the front brake 20F based on information from the camera CM while executing the braking process during motor deceleration, it is possible to perform appropriate deceleration according to the situation ahead of the vehicle.

[0062] While the control unit 100 is executing the braking process when the prime mover is decelerating, it changes the braking force of the front brake 20F based on the distance between the object imaged by the camera CM and the vehicle, thereby enabling appropriate deceleration to be performed in accordance with the object in front of the vehicle.

[0063] When the control unit 100 stops the vehicle by executing the braking process when the engine is decelerating, it maintains the braking force of the front brake 20F at the braking force when the vehicle stopped, so that the vehicle can be maintained in a stopped state.

[0064] The magnitude of the deceleration of the motorcycle MC caused by the braking process when the motor decelerates is smaller than the magnitude of the deceleration of the motorcycle MC caused when the front brake lever LF is operated to the maximum, so that the driver can be prevented from feeling uncomfortable due to sudden deceleration.

[0065] The above-described embodiment can be modified in various ways as exemplified below. In the following description, structures and processes that are substantially the same as those in the above-described embodiment are denoted by the same reference numerals, and descriptions thereof will be omitted.

[0066] The control unit 100 may change the braking force of the wheel brakes based on the motion state of the host vehicle while executing the braking process during motor deceleration. Specifically, the control unit 100 may change the braking force of the front brake 20F based on the slip ratio of the host vehicle by executing the process of Fig. 5. Here, the process of Fig. 5 includes the processes of steps S1 to S14 of Fig. 2, as well as new processes of steps S31 and S32.

[0067] After step S8, or if the determination in step S7 is No, the control unit 100 calculates (S31) the slip ratio based on the wheel speeds acquired from the wheel speed sensors 51. After step S31, the control unit 100 controls the hydraulic unit 10 in accordance with the slip ratio (S32), and proceeds to the processing of step S9.

[0068] Specifically, in step S32, the control unit 100 reduces, maintains, or increases the brake fluid pressure in the antilock brake control based on the slip ratio and the wheel acceleration calculated from the wheel speed. More specifically, when the slip ratio is equal to or greater than a predetermined value and the wheel acceleration is equal to or less than 0, the control unit 100 closes the inlet valve 1 and opens the outlet valve 2 to reduce the brake fluid pressure in the front brake 20F.

[0069] When the wheel acceleration is greater than 0, the control unit 100 maintains the brake fluid pressure of the front brake 20F by closing both the inlet valve 1 and the outlet valve 2. When the slip ratio is less than a predetermined value and the wheel acceleration is equal to or less than 0, the control unit 100 opens the inlet valve 1 and closes the outlet valve 2 to increase the brake fluid pressure of the front brake 20F.

[0070] By configuring the control unit 100 to change the braking force of the front brake 20F based on the vehicle's motion state while the engine deceleration braking process is being executed, appropriate braking can be performed taking into account the vehicle's motion state even while the engine deceleration braking process is being executed.

[0071] In step S8, when the control unit 100 controls the braking force of the front brake 20F to change in a direction that prevents the wheels from locking based on road surface information from the camera CM, the control unit 100 may skip steps S31 and S32 and perform the process of step S9 after step S8. In other words, steps S31 and S32 may be executed only when the braking force is to be increased in step S8.

[0072] The saddle-type vehicle is not limited to a motorcycle, but may be any vehicle that a rider straddles the body of, for example, a three-wheeled vehicle equipped with handlebars.

[0073] The prime mover is not limited to an engine, but may be, for example, a motor that rotates wheels, etc. The prime mover operator is not limited to a grip-type operator, but may be, for example, a lever-type operator, etc.

[0074] The prime mover operator sensor is not limited to an angle sensor and may be, for example, a throttle sensor. The prime mover operator sensor may be integrated with the prime mover operator or may be separate. The brake operator is not limited to a lever-type operator and may be, for example, a pedal-type operator operated by the foot.

[0075] The wheel brakes are not limited to front brakes, but may be rear brakes, for example. Both the front and rear brakes may generate braking force hydraulically, and each may be controlled by a control device. The wheel brakes are not limited to those that generate braking force hydraulically, but may also be those that generate braking force electrically.

[0076] In the above embodiment, the control unit changes the braking force of the wheel brakes based on the amount of movement of the motor operator in the motor deceleration braking process, but the control unit may execute the motor deceleration braking process without referring to the amount of movement of the motor operator. For example, the control unit may set the target deceleration in the motor deceleration braking process to a fixed value, or may calculate the target deceleration based only on the vehicle body speed.

[0077] The control device for a saddle-type vehicle is not limited to a vehicle brake control device, but may be, for example, a control device having a function of controlling an engine. The imaging unit is not limited to a camera, but may be, for example, a millimeter-wave radar.

[0078] The elements described in the above-described embodiment and modified examples may be implemented in any combination.

Claims

1. A control device for a saddle-riding type vehicle, comprising: a motor operator that operates the motor of the saddle-riding type vehicle and is operated by the driver's hand; a motor operator sensor that detects the movement of the motor operator; a wheel brake that is operated by a brake operator; and a control unit, wherein the control unit executes a motor deceleration braking process that generates a braking force in the wheel brake when it determines, based on information from the motor operator sensor, that the motor operator has been operated to decelerate.

2. A control device for a straddle-type vehicle as described in claim 1, characterized in that it is provided with a hydraulic unit that applies hydraulic pressure to the wheel brakes to generate braking force in the wheel brakes, and the control unit controls the hydraulic unit when it determines that the prime mover operating element has been operated to decelerate.

3. The control device for a straddle-type vehicle according to claim 1, wherein the control unit changes the braking force of the wheel brakes based on the amount of movement of the prime mover operating element.

4. The control device for a straddle-type vehicle according to claim 1, characterized in that the control unit changes the braking force of the wheel brakes based on the vehicle's motion state while the braking process during motor deceleration is being executed.

5. A control device for a saddle-type vehicle as described in claim 1, further comprising an imaging unit that images an area in front of the saddle-type vehicle, and wherein the control unit changes the braking force of the wheel brakes based on information from the imaging unit while the braking process is being executed when the prime mover is decelerating.

6. A control device for a saddle-type vehicle as described in claim 1, further comprising an imaging unit that images an area in front of the saddle-type vehicle, and wherein the control unit, while executing the braking process during motor deceleration, changes the braking force of the wheel brakes based on the distance between the object imaged by the imaging unit and the vehicle.

7. The control device for a saddle-type vehicle as described in claim 1, characterized in that when the saddle-type vehicle stops due to execution of the braking process during motor deceleration, the control unit maintains the braking force of the wheel brake at the braking force when the saddle-type vehicle stopped.

8. A control device for a saddle-riding vehicle as described in claim 1, characterized in that the magnitude of deceleration of the saddle-riding vehicle caused by the braking process when the prime mover is decelerated is smaller than the magnitude of deceleration of the saddle-riding vehicle caused when the brake operator is operated to the maximum.

Images