JP2020026186A - Brake fluid pressure control device for bar-handle vehicle - Google Patents

Abstract

To provide a brake fluid pressure control device for a bar-handle vehicle that can obtain braking force corresponding to engine braking.SOLUTION: The brake fluid pressure control device for a bar-handle vehicle comprises control means 20 that can execute compression control of brake fluid pressure. The bar-handle vehicle comprises a shift switch 21 for generating braking force corresponding to engine braking to a driving wheel. The control means 20 sets a virtual shift position on the basis of vehicle body speed when turning on an accelerator; when detecting operation input of the shift switch 21 at the time of turning off the accelerator, newly sets a virtual shift position corresponding to the operation input of the shift switch 21 on the basis of the virtual shift position set when turning on the accelerator; and sets target pressure equivalent to engine braking corresponding to the newly set virtual shift position. The control means 20 boosts brake fluid pressure to be imparted to a wheel brake of the driving wheel up to the target pressure equivalent to the engine braking.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a brake fluid pressure control device for a bar handle vehicle.

  2. Description of the Related Art Conventionally, as a brake fluid pressure control device for a bar handle vehicle used for a bar handle vehicle such as a motorcycle, a motorcycle, an all-terrain vehicle (ATV), and the like, one disclosed in Patent Literature 1, for example, is known. The brake fluid pressure control device for a bar handle vehicle can execute anti-lock brake control and interlocking brake control between front wheels and rear wheels.

  Generally, in a bar-handle vehicle equipped with an engine and a transmission, a braking force can be obtained by engine braking when downshifting. Therefore, at the time of decelerating traveling, it is possible to travel by generating a stepwise braking force by downshifting without the driver performing the brake operation.

  On the other hand, also in a bar handle vehicle using an electric motor as a drive source, mounting of a brake fluid pressure control device for a bar handle vehicle has been promoted.

Japanese Patent No. 5979751

  By the way, since a bar-handle vehicle driven by an electric motor generally does not have a transmission, a step-down braking force is generated by downshifting like a bar-handle vehicle equipped with an engine and a transmission. I can't let it.

  For this reason, in such a bar-handle vehicle, there is a problem that the load of the driver's brake operation increases. In particular, in order to obtain a braking force while cornering, it is necessary to perform a brake operation while maintaining a banked posture of the vehicle body, and thus the driver's load may be further increased.

  An object of the present invention is to provide a brake fluid pressure control device for a bar handle vehicle that can obtain a braking force corresponding to an engine brake.

  In order to solve the above-mentioned problems, the present invention relates to a bar handle vehicle brake fluid pressure control device including a control unit capable of executing a pressurization control of a brake fluid pressure to at least a wheel brake of a driving wheel of a bar handle vehicle. is there. The bar handle vehicle includes a shift switch for generating a braking force corresponding to an engine brake on the drive wheels. The control means sets a virtual shift position based on the vehicle speed of the bar-handled vehicle when the accelerator is turned on, and sets a virtual shift position set when the accelerator is turned on when detecting an operation input of the shift switch when the accelerator is turned off. Based on the shift position, a virtual shift position corresponding to the operation input of the shift switch is newly set, and an engine brake equivalent target pressure corresponding to the virtual shift position is set. The control means executes control for increasing a brake fluid pressure applied to a wheel brake of the drive wheel to a target pressure equivalent to the engine brake.

According to the present invention, a braking force corresponding to the virtual shift position can be obtained, and braking equivalent to engine braking can be obtained. As a result, the load associated with the driver's brake operation can be reduced.
In particular, even in a posture in which the vehicle body is banked during cornering or the like, a braking force corresponding to an engine brake can be easily obtained by operating the shift switch.
Further, since a braking force corresponding to the virtual shift position can be obtained, the feeling of the braking force corresponding to the engine brake is improved.

  Further, it is preferable that the engine brake equivalent target pressure is set so as to decrease as the vehicle speed decreases.

  In this way, it is possible to obtain a braking force that gradually decreases as the vehicle speed decreases. Therefore, the feeling of the braking force corresponding to the engine brake is improved.

  Further, it is preferable that the control means terminates the control for increasing the pressure up to the target pressure corresponding to the engine brake when detecting the stop of the bar handle vehicle or the accelerator ON.

  With this configuration, the braking force corresponding to the engine brake continues until the stop of the bar handle vehicle or the detection of the accelerator ON, so that a continuous braking force can be obtained as in a bar handle vehicle equipped with an engine and a transmission. .

  Further, the control means can execute interlock brake control for interlocking the drive wheel and the driven wheel to perform braking. In this case, when the operation input of the shift switch is detected during the interlocking brake control, the brake fluid pressure applied to the wheel brake of the drive wheel is set to the target pressure during the interlocking brake control. It is preferable to execute control for increasing the pressure to a target pressure obtained by adding the considerable target pressure.

  By doing so, it is possible to obtain braking by applying a braking force corresponding to engine braking during interlock brake control. Therefore, it is possible to reduce the load caused by the driver's brake operation.

  According to the present invention, there is provided a brake fluid pressure control device for a bar handle vehicle capable of obtaining a braking force corresponding to an engine brake.

1 is a hydraulic circuit diagram of a brake hydraulic pressure control device for a bar handle vehicle according to an embodiment of the present invention. It is a block diagram for explaining the function of the brake fluid pressure control device for bar handle vehicles of one embodiment of the present invention. 4 is a flowchart for explaining calculation of an engine brake equivalent target pressure of the brake fluid pressure control device for a bar handle vehicle according to one embodiment of the present invention. 6 is a time chart showing a transition of an engine brake equivalent target pressure when a shift switch is operated.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1, a brake fluid pressure control device (hereinafter, simply referred to as a "brake fluid pressure control device") U for a bar handle vehicle of the present embodiment is a bar handle such as a motorcycle, a motorcycle, an all-terrain vehicle (ATV), It is used for vehicles of the type. In the present embodiment, a brake fluid pressure control device U applied to an electric motorcycle in which a rear wheel is a driving wheel will be described, but the type of a bar handle vehicle applied is not limited.

(Configuration of brake fluid pressure control device)
As shown in FIG. 1, the brake fluid pressure control device U controls various components such as an electromagnetic valve and a pump, and a fluid pressure unit 10 provided with a brake fluid flow path, and various components of the fluid pressure unit 10. And control means 20. The brake fluid pressure control device U performs independent anti-lock brake control of the front wheel brake FB and rear wheel brake RB, and interlock brake control (pressurization control) for linking the wheel brake FB and the wheel brake RB. It is feasible. Further, the brake fluid pressure control device U can execute brake control corresponding to engine braking on the rear wheels.

  The brake fluid pressure control device U includes a brake system K1 for braking the front wheels and a brake system K2 for braking the rear wheels. The brake system K1 is a system from the inlet port J1 of the hydraulic unit 10 to the outlet port J2. A pipe H1 leading to the master cylinder MC1 is connected to the inlet port J1, and a pipe H2 leading to the wheel brake FB is connected to the outlet port J2.

  The brake system K2 is a system from the inlet port J3 of the hydraulic unit 10 to the outlet port J4. A pipe H3 leading to the master cylinder MC2 is connected to the inlet port J3, and a pipe H4 leading to the wheel brake RB is connected to the outlet port J4.

  Although FIG. 1 illustrates a case where the brake operator L1 is a brake lever and the brake operator L2 is a brake pedal, this is not intended to limit the form of the brake operator.

  Since the configurations of the respective brake systems K1 and K2 are the same, the following mainly describes the rear wheel brake system K2 and the front wheel brake system K1 as appropriate.

  The brake system K2 for the rear wheels includes a regulator RE, control valve means V, a suction valve 4, a reservoir 5, a pump 6, a pressure sensor 8a, and a pressure sensor 8b.

  In the following description, the hydraulic path (flow path) from the master cylinder MC2 to the regulator RE is referred to as “output hydraulic path A”, and the flow path from the regulator RE to the wheel brake RB is referred to as “wheel hydraulic path B”. Name. A flow path bypassing the regulator RE and extending from the output hydraulic pressure path A to the pump 6 is referred to as a “suction hydraulic pressure path C”. This is referred to as “discharge hydraulic pressure path D”. Further, a flow path from the wheel hydraulic pressure path B to the reservoir 5 is referred to as an “open path E”. The term "upstream" means the side of the master cylinder MC2 (MC1), and the term "downstream" means the side of the wheel brake RB (FB).

The master cylinder MC2 is connected to a wheel brake RB (wheel cylinder) via a pipe H3, an output hydraulic pressure path A, a wheel hydraulic pressure path B, and a pipe H4. The fluid passages (output fluid pressure passage A and wheel fluid pressure passage B) connected to master cylinder MC2 normally communicate from master cylinder MC2 to wheel brake RB. Thereby, the brake fluid pressure generated by the operation of the brake operator L2 is transmitted to the wheel brake RB.
Similarly, the master cylinder MC1 is connected to a wheel brake FB (wheel cylinder) via a pipe H1, an output hydraulic pressure path A, a wheel hydraulic pressure path B, and a pipe H2. The fluid passages (the output fluid passage A and the wheel fluid passage B) connected to the master cylinder MC1 normally communicate from the master cylinder MC1 to the wheel brake FB. Thus, the brake fluid pressure generated by the operation of the brake operator L1 is transmitted to the wheel brake FB.

  The regulator RE has a function of switching between a state in which the flow of the brake fluid in the output hydraulic pressure path A is permitted and a state in which the flow is blocked. Further, the regulator RE has a function of adjusting the brake fluid pressure in the wheel fluid pressure passage B to a predetermined value or less when the flow of the brake fluid in the output fluid pressure passage A is interrupted. Further, when the upstream brake fluid pressure becomes higher than the downstream brake fluid pressure, the regulator RE brakes from the upstream fluid to the downstream fluid (that is, from the output hydraulic fluid passage A to the wheel hydraulic fluid passage B). It has a function to allow the inflow of liquid. The regulator RE includes a cut valve 1 and a check valve 1a.

  The cut valve 1 is a normally open linear solenoid valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B. In the cut valve 1, an electromagnetic coil for driving the valve body is electrically connected to the control unit 20. Based on a command from the control means 20, the cut valve 1 closes when the electromagnetic coil is excited, and opens when the electromagnetic coil is demagnetized. The cut valve 1 has a configuration in which the control means 20 controls the energization of the solenoid to adjust the valve opening pressure (a configuration having a function as a relief valve).

  When the cut valve 1 is in the open state, the brake fluid discharged from the pump 6 to the discharge hydraulic pressure passage D and flowing into the wheel hydraulic pressure passage B is supplied to the suction hydraulic pressure through the output hydraulic pressure passage A and the suction valve 4. Returning to the path C (circulating) is permitted.

Further, the cut valve 1 is opened when the differential pressure between the brake hydraulic pressure on the wheel hydraulic pressure path B side and the brake hydraulic pressure on the output hydraulic pressure path A side becomes larger than the valve opening pressure in the closed state. I do. As a result, the brake fluid flows from the wheel hydraulic pressure path B side to the output hydraulic pressure path A side through the cut valve 1.
In the cut valve 1, the valve opening pressure can be adjusted by adjusting the value of the current flowing through the electromagnetic coil based on a command from the control means 20.
When the brake fluid flows from the wheel hydraulic pressure passage B to the output hydraulic pressure passage A through the cut valve 1, the brake hydraulic pressure in the wheel hydraulic pressure passage B is adjusted to a predetermined pressure. That is, by adjusting the valve opening pressure of the cut valve 1, the brake fluid pressure acting on the wheel brake RB can be adjusted.

  The check valve 1a is connected to the cut valve 1 in parallel. The check valve 1a is a one-way valve that allows the flow of the brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B.

  The control valve means V includes a state in which the wheel hydraulic path B is opened and the open path E is shut off, a state in which the wheel hydraulic path B is opened and the open path E is opened, and a state in which the wheel hydraulic path B and the open path E are opened. It has a function to switch the cutoff state. The control valve means V includes an inlet valve 2, a check valve 2a, and an outlet valve 3.

  The inlet valve 2 is a normally-open solenoid valve provided in the wheel hydraulic pressure path B, and allows the flow of brake fluid from the upstream side to the downstream side when the valve is in the open state. Cut off at a certain time. The normally open type electromagnetic valve constituting the inlet valve 2 closes when the electromagnetic coil is excited based on a command from the control means 20, and opens when the electromagnetic coil is demagnetized.

  The check valve 2 a is a valve that allows only the flow of the brake fluid from the downstream side to the upstream side, and is provided in parallel with the inlet valve 2.

  The outlet valve 3 is a normally-closed solenoid valve provided in the open path E, and shuts off the flow of the brake fluid from the wheel brake RB side to the reservoir 5 side when the valve is in the closed state. Accept at some point. The normally closed electromagnetic valve constituting the outlet valve 3 opens when the electromagnetic coil is excited based on a command from the control means 20, and closes when the electromagnetic coil is demagnetized.

  The suction valve 4 opens and closes the suction hydraulic pressure passage C on the suction side of the pump 6, and is a normally closed solenoid valve. When the suction hydraulic pressure path C is opened by the suction valve 4, the master cylinder MC 2 and the suction port of the pump 6 are in communication. The normally closed type electromagnetic valve constituting the suction valve 4 opens when the electromagnetic coil is excited based on a command from the control means 20, and closes when the electromagnetic coil is demagnetized.

  The reservoir 5 is provided at the end point of the open path E, and temporarily stores the brake fluid that is released when the outlet valve 3 is opened. A check valve 5a that allows only the flow of the brake fluid from the reservoir 5 side to the pump 6 side is provided in a flow path that connects the reservoir 5 and the suction port of the pump 6.

The pump 6 is provided between the suction hydraulic pressure path C and the discharge hydraulic pressure path D, and is driven by the rotational force of the motor 7. The pump 6 is driven during the antilock brake control, so that the brake fluid temporarily stored in the reservoir 5 is sucked and discharged to the wheel hydraulic pressure path B side. As a result, the pressure states of the output hydraulic pressure path A and the wheel hydraulic pressure path B that have been reduced are restored.
The pump 6 is driven when the cut valve 1 is in the closed state and the suction valve 4 is in the open state, so that the pump 6 is stored in the master cylinder MC2, the output hydraulic pressure path A and the suction hydraulic pressure path C. The brake fluid is sucked and discharged to the wheel hydraulic pressure passage B side. Thus, the brake fluid pressure can be applied to the wheel brake RB even when the brake operator L2 is not operated during the interlock brake control. A damper and an orifice (not shown) are provided on the discharge side of the pump 6, and the pulsation of the brake fluid discharged from the pump 6 is attenuated by the cooperation of the damper and the orifice.

  The motor 7 is a common power source for the pump 6 in the front wheel brake system K1 and the pump 6 in the rear wheel brake system K2, and operates based on a command from the control unit 20.

  The pressure sensor 8a measures the magnitude of the brake fluid pressure in the master cylinder MC2. The pressure sensor 8b measures the magnitude of the brake fluid pressure in the wheel brake RB.

  In the state where the antilock brake control and the interlocking brake control are not executed (normal state), the electromagnetic coil for driving the electromagnetic valve is demagnetized, the cut valve 1 and the inlet valve 2 are opened, and the outlet valve 3 is opened. And the suction valve 4 is closed. Therefore, when the driver operates the brake operators L1 and L2 while the control means 20 selects the normal state (anti-lock brake non-control state), the brake fluid pressure generated in the master cylinders MC1 and MC2 becomes It is directly applied to the wheel brakes FB and RB via each output hydraulic pressure path A and each wheel hydraulic pressure path B.

  The control means 20 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The control means 20 is based on information from the pressure sensors 8a and 8b, the front wheel speed sensor 9a, the rear wheel speed sensor 9b, the shift switch 21 (see FIG. 2), and the accelerator opening sensor 22 (see FIG. 2). Thus, the opening and closing of the cut valve 1, the inlet valve 2, the outlet valve 3, and the suction valve 4 and the operation of the motor 7 are controlled.

  As shown in FIG. 2, the control means 20 includes an antilock control means (not shown) for executing antilock brake control, an interlock brake control means 30, an engine brake control means 40, a target pressure adjusting means 50, a control execution means. 60 is provided.

The interlock brake control means 30 is for executing interlock brake control between the front wheels and the rear wheels. The interlocking brake control means 30 calculates the target pressure of the cut valve 1 of the other brake system when generating a braking force on the wheel brakes of the other brake system in conjunction with one of the brake systems. The interlocking brake control means 30 calculates the target pressure based on information from the pressure sensors 8a, 8a of the master cylinders MC1, MC2, the front wheel speed sensor 9a, the rear wheel speed sensor 9b, and the like.
By setting the valve opening pressure of the cut valve 1 to the target pressure, it is possible to generate a predetermined braking force on the other wheel brake. A front target pressure is set for the front wheel brake system K1, and a rear target pressure is set for the rear wheel brake system K2.
The target pressure set by the interlocking brake control means 30 is output to the target pressure adjusting means 50.

  The engine brake control means 40 includes a vehicle speed calculation section 41, a virtual shift position calculation section 42, a start / end determination section 43, and an engine brake equivalent target pressure calculation section 44.

  The vehicle speed calculator 41 calculates the vehicle speed based on the wheel speeds obtained by the front wheel speed sensors 9a and the wheel speeds obtained by the rear wheel speed sensors 9b. The calculated vehicle speed is output to the virtual shift position calculation unit 42 and the start / end determination unit 43.

  When detecting the accelerator opening (accelerator ON), the virtual shift position calculator 42 inputs the vehicle speed calculated by the vehicle speed calculator 41 and calculates a virtual shift position corresponding to the vehicle speed. That is, when the accelerator is ON, the virtual shift position is set based on the vehicle speed. For example, the virtual shift position calculation unit 42 calculates that the virtual shift position is the first speed when the vehicle body speed is in a very low speed region, and calculates the virtual shift position when the vehicle body speed is in a low speed region larger than the very low speed region. Calculates that the virtual shift position is the second speed. Similarly, if the vehicle body speed is in the middle / low speed range larger than the low speed range, it is calculated as the third speed, and if the body speed is in the middle speed range larger than the middle / low speed range, it is calculated as the fourth speed. When the vehicle speed is higher than the middle speed range, the speed is calculated as the fifth speed. Each speed range can be set arbitrarily according to the magnitude of the output of the traveling motor mounted on the bar handle vehicle, the type of the bar handle vehicle, and the like. Information on the calculated speed range is output to the engine brake equivalent target pressure calculation unit 44.

  The start / end determination unit 43 has a function of determining whether start or end of the engine brake control has been requested. The start / end determination unit 43 starts or ends the engine brake control based on the vehicle speed calculated by the vehicle speed calculation unit 41, the operation input of the shift switch 21, and the accelerator opening obtained by the accelerator opening sensor 22. Is determined. Specifically, the start / end determination unit 43 determines that the calculated vehicle speed is equal to or higher than the predetermined speed, that there is an operation input of the shift switch 21, and that the accelerator opening amount acquired by the accelerator opening sensor 22 is If the value is zero (closed state, accelerator OFF), it is determined that the start of engine brake control is requested.

In addition, the start / end determination unit 43 requests termination of the engine brake control when the accelerator opening amount acquired by the accelerator opening sensor 22 is not zero (closed state) or when the vehicle body speed becomes zero. It is determined that there is.
The determination result is output to the engine brake equivalent target pressure calculation unit 44.

Here, the shift switch 21 is, for example, a switch that operates in conjunction with the operation of a shift pedal provided on the vehicle body. The shift switch 21 is attached to, for example, a shift pedal (not shown) supported by a footrest bracket of the vehicle body. The shift switch 21 outputs a downshift operation input to the start / end determination unit 43 by operating the shift pedal down, and conversely, upshifts the shift pedal by operating the shift pedal up. Is output to the start / end determination unit 43. The information on the shift-down operation and the information on the shift-up operation are output to the engine brake equivalent target pressure calculating section 44 together with the determination result of the request to start the engine brake control.
Note that, instead of the shift switch 21, a shift switch having a similar function may be arranged at a position near the grip of the steering wheel or the like.

The engine brake-equivalent target pressure calculating unit 44 determines that the engine brake is to be decelerated so that deceleration corresponding to the engine brake is obtained when the determination result from the start / end determination unit 43 is a request for starting the engine brake control. Set the equivalent target pressure. Specifically, when the request to start the engine brake control is based on a shift-down operation input, for example, when the virtual shift position is the fourth speed, the engine brake equivalent target pressure calculating unit 44 increases the value by one. An engine brake-equivalent target pressure is set such that the vehicle speed is reduced to a third-speed lower speed range. When the request to start the engine brake control is based on an upshift operation input, for example, when the virtual shift position is the fourth speed, the engine brake equivalent target pressure calculating unit 44 increases the position by one step. An engine brake equivalent target pressure is set such that the vehicle speed is reduced to the fifth speed range. That is, when the accelerator is off, the target pressure corresponding to the engine brake is set with priority given to the operation input of the shift switch 21 without being based on the vehicle speed. Then, at the time of setting, the engine brake equivalent target pressure is set such that the vehicle speed is reduced to the speed range of the virtual shift position shifted down or up, starting from the virtual shift position set when the accelerator is turned on. You.
When the virtual shift position is the first speed, the setting of the engine brake equivalent target pressure based on the downshift operation is not performed.
The calculated target pressure corresponding to the engine brake is output to the target pressure adjusting means 50.

The target pressure adjusting means 50 adjusts the target pressure of the cut valve 1 of the rear wheel brake system K2 when the shift switch 21 is operated.
When the shift switch 21 is operated in a state where the rear target pressure is set by the interlocking brake control, the target pressure adjusting means 50 adds the rear target pressure of the interlocking brake control to the target pressure equivalent to the engine brake. Set the final rear target pressure.
When the shift switch 21 is operated in a state where the rear target pressure has not been set by the interlocking brake control, the target pressure adjusting unit 50 sets the engine brake equivalent target pressure to the final rear target pressure.
When the antilock brake control is being executed, the target pressure adjusting unit 50 inputs the target pressure and sets the rear target pressure with a pressure that takes the target pressure into consideration.

  The control execution means 60 drives the motor 7 when the braking force is generated in the wheel brakes of the other brake system in conjunction with one of the brake systems during the execution of the interlocking brake control. The valve 4 is opened. Further, the control execution means 60 sets the valve opening pressure of the cut valve 1 of the other brake system to the target pressure set by the target pressure adjustment means 50.

  The control executing means 60 drives the motor 7 of the brake system K2 for the rear wheels and opens the suction valve 4 when executing the engine brake control. Further, the control execution unit 60 sets the valve opening pressure of the cut valve 1 of the brake system K2 for the rear wheel to the target pressure set by the target pressure adjustment unit 50.

  Next, an outline of the anti-lock brake non-control and the anti-lock brake control realized by the control unit 20 will be described mainly with reference to the hydraulic circuit of FIG.

(No anti-lock brake control)
At the time of anti-lock brake non-control where there is no possibility that the wheels are locked, the plurality of electromagnetic coils for driving the above-described plurality of electromagnetic valves are all demagnetized by the control means 20. That is, when the anti-lock brake is not controlled, the cut valve 1 and the inlet valve 2 are open, and the outlet valve 3 and the suction valve 4 are closed.

When the driver operates the brake operating element L2 in such a state, the brake hydraulic pressure generated in the master cylinder MC2 due to the operation force is changed to the output hydraulic pressure path A, the cut valve 1, and the wheel hydraulic pressure path. This is transmitted to the wheel brake RB via B, and the rear wheel is braked. When the brake operator L2 is loosened, the brake fluid flowing into the wheel hydraulic pressure path B is returned to the master cylinder MC2 via the cut valve 1 and the output hydraulic pressure path A.
In the brake system K1 on the front wheel side, the front wheels are similarly braked by anti-lock brake non-control.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheels are about to be locked, and controls the control valve means V to reduce, increase or maintain the brake fluid pressure acting on the wheel brakes RB. This is realized by appropriately selecting the state to be held. Whether the pressure reduction, pressure increase or holding is selected is determined by the control means 20 based on the wheel speeds obtained from the pressure sensors 8a and 8b, the front wheel speed sensor 9a and the rear wheel speed sensor 9b. You.

When the control means 20 determines that the brake hydraulic pressure acting on the wheel brake RB should be reduced, the control valve means V shuts off the wheel hydraulic pressure path B and opens the open path E. Specifically, the control means 20 excites the inlet valve 2 to close the valve, and excites the outlet valve 3 to open the valve.
In this way, the brake fluid in the wheel hydraulic pressure passage B leading to the wheel brake RB flows into the reservoir 5 through the open passage E, and as a result, the brake fluid pressure acting on the wheel brake RB is reduced.

When the control means 20 determines that the brake hydraulic pressure acting on the wheel brake RB should be maintained, the control valve means V shuts off the wheel hydraulic pressure path B and the open path E, respectively. Specifically, the control means 20 excites the inlet valve 2 to close the valve, and demagnetizes the outlet valve 3 to close the valve.
In this way, the brake fluid is confined in the hydraulic passage closed by the wheel brake RB, the inlet valve 2 and the outlet valve 3, and as a result, the brake fluid pressure acting on the wheel brake RB becomes constant. Is held.

When the control means 20 determines that the brake fluid pressure acting on the wheel brake RB should be increased, the control valve means V opens the wheel hydraulic pressure path B and shuts off the open path E. Specifically, the control means 20 demagnetizes the inlet valve 2 to open the valve, and demagnetizes the outlet valve 3 to close the valve. When the motor 7 is driven by the control means 20, the pump 6 operates in accordance with the driving of the motor 7, and the brake fluid stored in the reservoir 5 is returned to the wheel hydraulic pressure path B side.
In the brake system K1 on the front wheel side, the front wheels are similarly braked by the antilock brake control.

Next, the interlock brake control will be described in detail.
The interlocking brake control is performed according to the magnitude of the braking force when the driver operates only one of the brake operator L1 and the brake operator L2 or when the driver operates both but the other is insufficient. This is executed when it is determined that the applied braking force needs to be applied to the other wheel brake.

  For example, when the driver operates the brake operator L1, it is necessary to apply a braking force to the rear wheels based on various information from the pressure sensors 8a and 8b and the wheel speed sensors 9a and 9b. When the control means 20 determines, the control means 20 performs interlock brake control on the brake system K2 on the rear wheel side.

Specifically, the control means 20 activates the motor 7 after the cut valve 1 is closed and the suction valve 4 is opened in the brake system K2 on the rear wheel side. As a result, the pump 6 is driven to discharge the brake fluid on the suction hydraulic pressure path C side to the wheel hydraulic pressure path B side via the discharge hydraulic pressure path D, and the brake hydraulic pressure is applied to the rear wheel brake RB. Acts to generate braking force.
Further, by setting the valve opening pressure of the cut valve 1 to the rear target pressure by the control means 20, the brake fluid pressure acting on the wheel brake RB (the rear wheel brake system K2) is adjusted to a predetermined pressure.

  Further, when the driver operates the brake operator L2, it is controlled that a braking force needs to be applied to the front wheels based on various information from the pressure sensors 8a and 8b and the wheel speed sensors 9a and 9b. When the means 20 determines, the control means 20 performs interlock brake control of the front-wheel-side brake system K1.

Also in this case, similarly, the brake fluid pressure is applied to the front wheel side wheel brake FB by the control means 20, and a braking force is generated.
Further, the control means 20 sets the valve opening pressure of the cut valve 1 to the front target pressure in the front wheel side brake system K1, so that the brake fluid pressure acting on the wheel brake FB (the front wheel brake system K1) is reduced. It is adjusted to a predetermined pressure.

Next, the processing in the engine brake control will be described in detail.
In the following description, the hydraulic circuit diagram of FIG. 1, the block diagram of FIG. 2, and the flowchart of FIG. 3 are appropriately referred to.

The engine brake control is executed when there is a request to start the engine brake control based on the driver's operation of the shift switch 21 during traveling. In the following, a description will be given of a control process in a case where an operation input of the shift switch 21 is performed in a traveling state where no braking force is generated.
Note that the processing shown in the flowchart of FIG. 3 is repeatedly performed for each predetermined control cycle (unit time ΔT).

  As shown in FIG. 3, the control means 20 first specifies a virtual shift position corresponding to the vehicle speed of the bar-handled vehicle (step ST1). Then, control means 20 determines whether or not there is a request to start engine brake control (step ST2). If there is no request to start the engine brake control (No in step ST2), the control means 20 ends the current process.

  On the other hand, when there is a request to start the engine brake control (Yes in step ST2), the control means 20 calculates an engine brake equivalent target pressure set in the cut valve 1 of the rear wheel brake system K2 (step ST3), The target pressure is adjusted (step ST4). In the adjustment of the target pressure, when the rear target pressure is set in the brake system K2 of the rear wheel, which is the driving wheel, by the interlocking brake control or the like, the control means 20 calculates the rear target pressure by using the engine calculated in step ST3. The sum of the target pressures corresponding to the brakes is set as the target pressure of the brake system K2 for the rear wheels. In the adjustment of the target pressure, if the rear target pressure is not set in the rear wheel brake system K2, the control means 20 applies the engine brake equivalent target pressure calculated in step ST3 to the rear wheel brake system K2. Set as target pressure.

  After step ST4, the control means 20 determines again whether there is a request to start engine brake control (step ST5). When there is a request to start the engine brake control (Yes in step ST5), the control means 20 repeats the processing in steps ST3 and ST4.

On the other hand, if there is no request to start the engine brake control in step ST5 (No in step ST5), the process proceeds to step ST6. In step ST6, the control means 20 determines whether or not there is a request to end the engine brake control. If there is no request to end the engine brake control (No in step ST6), the control unit 20 returns to step ST5 and repeats the transition process.
On the other hand, when there is a request to end the engine brake control (Yes in step ST6), the control means 20 ends the current process without continuing the engine brake control.

  Next, an example of engine brake control by the control means 20 will be described with reference to a timing chart of FIG. The engine brake control shown in FIG. 4 exemplifies the engine brake control executed when the rear target pressure is not set by the interlock brake control or the like.

As shown in FIG. 4, at time T1, when the accelerator is opened and the bar-handled vehicle is started, the vehicle speed increases, and the virtual shift position is sequentially set to the first gear from the first speed in accordance with the increasing vehicle speed. Is done.
When the accelerator is closed (turned off) at time T2 after the increase in the vehicle speed, the control means 20 changes the virtual shift position to the fifth speed position calculated and set based on the vehicle speed at time T2. Hold.

Then, at time T3, when the shift pedal is operated down (when the operation input of the shift switch 21 is performed) in a state where the accelerator opening is turned off, the control means 20 sets the virtual shift set at time T2. Based on the position, the speed is newly set from the fifth speed to the fourth speed one stage lower, and the pump 7 is operated by driving the motor 7. Further, the control means 20 calculates an engine brake equivalent target pressure corresponding to the fourth speed of the newly set virtual shift position, and sets this target pressure as a target pressure of the brake system K2 for the rear wheels.
Therefore, a braking force equivalent to the fourth-speed engine brake is generated in the rear wheel brake RB, and deceleration equivalent to the fourth-speed engine brake is realized.

  The set engine brake-equivalent target pressure decreases as the vehicle speed decreases (period from time T3 to time T4). Further, the regulator valve operating current (cut valve operating current) also decreases as the vehicle speed decreases (period from time T3 to time T4). The virtual shift position is maintained at the fourth speed.

Then, at time T4, when the shift pedal is again down-operated (when the operation input of the shift switch 21 is performed), the control means 20 shifts down by one step from the fourth speed based on the virtual shift position set at time T3. The third speed is newly set, and the motor 7 is driven to operate the pump 6. Further, the control means 20 newly calculates an engine brake equivalent target pressure corresponding to the third speed of the newly set virtual shift position, and sets this target pressure as a target pressure of the brake system K2 for the rear wheels.
Therefore, a braking force equivalent to the third-speed engine brake is generated in the rear wheel brake RB, and deceleration equivalent to the third-speed engine brake is realized.

  The set engine brake equivalent target pressure decreases as the vehicle speed decreases (period from time T4 to time T5). Also, the regulator valve operating current (cut valve operating current) decreases as the vehicle speed decreases (period from time T4 to time T5). The virtual shift position is maintained at the third speed.

After that, at time T5, when the shift pedal is up-operated (when the operation input of the shift switch 21 is performed), the control means 20 shifts up from the third gear by one step based on the virtual shift position set at time T4. Newly set to 4th speed. Further, the control means 20 newly calculates an engine brake-equivalent target pressure corresponding to the fourth speed of the newly set virtual shift position, and sets this target pressure as a target pressure of the brake system K2 for the rear wheels.
Therefore, a braking force equivalent to the fourth-speed engine brake is generated in the rear wheel brake RB, and gradual deceleration equivalent to the fourth-speed engine brake is realized.

  Thereafter, at time T6, when the accelerator is turned on again from the closed state, the calculation of the virtual shift position is started again based on the vehicle speed at that time. Specifically, at time T6, the virtual shift position is newly set based on the vehicle speed at time T6 without being based on the virtual shift position that has been set to the fourth speed. In this case, the virtual shift position is set to the second speed based on the vehicle speed at time T6, and thereafter, the virtual shift position is sequentially set to an upper stage corresponding to the increasing vehicle speed.

Note that, after the time T5, when the vehicle speed decreases without the accelerator being turned on, the set target pressure corresponding to engine brake decreases as the vehicle speed decreases. Further, the regulator valve operating current (cut valve operating current) also decreases as the vehicle speed decreases.
The virtual shift position is maintained at the fourth speed, and is set to the first speed (reset) after the bar-handle vehicle stops.

According to the above, the following effects can be obtained in the present embodiment.
The control means 20 sets a virtual shift position based on the vehicle speed of the bar-handled vehicle when the accelerator is ON, and a brake hydraulic pressure applied to the wheel brake RB of the drive wheel by an operation input of the shift switch 21 when the accelerator is OFF. To the target pressure equivalent to the engine brake.

Therefore, according to the present embodiment, in the electric motorcycle, a braking force corresponding to the virtual shift position can be obtained, and braking corresponding to engine braking can be obtained. As a result, the load associated with the driver's brake operation can be reduced.
In particular, even in a posture in which the vehicle body is banked during cornering or the like, a braking force corresponding to an engine brake can be easily obtained by operating the shift switch.
Further, since a braking force corresponding to the virtual shift position can be obtained, the feeling of the braking force corresponding to the engine brake is improved.

  Further, since the engine brake equivalent target pressure is set so as to decrease as the vehicle speed decreases, it is possible to obtain a braking force that gradually decreases as the vehicle speed decreases. Therefore, the feeling of the braking force corresponding to the engine brake is improved.

  The control means 20 terminates the control for increasing the pressure up to the target pressure corresponding to the engine brake when detecting the stop of the bar handle vehicle and the accelerator ON. That is, since the braking force corresponding to the engine brake continues until the stop of the bar handle vehicle and the detection of the accelerator ON, a continuous braking force can be obtained as in a bar handle vehicle equipped with an engine and a transmission.

  Further, the control means 20, when detecting the operation input of the shift switch 21 during the interlocking brake control, changes the brake fluid pressure applied to the wheel brake RB of the drive wheel to the target pressure at the time of the interlocking brake control. The pressure is increased to the target pressure obtained by adding the target pressure. Therefore, at the time of braking by the interlocking brake control, it is possible to obtain braking in which braking equivalent to engine braking is applied. Therefore, it is possible to reduce the load caused by the driver's brake operation.

As described above, the embodiments of the present invention have been described, but the present invention is not limited to the above embodiments, and can be appropriately changed without departing from the gist of the present invention.
In the above-described embodiment, a bar handle vehicle in which the drive wheels are rear wheels has been described.However, the present invention is not limited to this, and a bar handle vehicle in which the drive wheels are front wheels or a bar in which the drive wheels are both front wheels and rear wheels. Engine brake control can also be suitably performed on a steering wheel vehicle.

  Although the virtual shift position is set based on the vehicle speed, the virtual shift position may be set based on the front and rear wheel speeds. Further, the virtual shift position may be set based on one of the front and rear wheels. It may be.

  In the above-described embodiment, the present invention is applied to an electric motorcycle. However, the present invention is not limited to this, and may be applied to a motorcycle equipped with an engine and a transmission.

8a Pressure sensor 8b Pressure sensor 9a Front wheel speed sensor 9b Rear wheel speed sensor 20 Control means 21 Shift switch 22 Accelerator opening sensor 30 Interlocking brake control means 40 Engine brake control means 41 Vehicle speed calculation unit 42 Virtual shift position calculation Part 43 start / end determination part FB front wheel brake RB rear wheel brake U brake fluid pressure control device for bar handle vehicle

Claims (4)

A brake fluid pressure control device for a bar handle vehicle, comprising: control means capable of executing pressurization control of brake fluid pressure for at least a wheel brake of a drive wheel of a bar handle vehicle,
The bar handle vehicle includes a shift switch for generating a braking force corresponding to an engine brake on the drive wheels,
The control means includes:
When the accelerator is ON, a virtual shift position is set based on the vehicle speed of the bar handle vehicle,
When an operation input of the shift switch is detected when the accelerator is turned off, a virtual shift position corresponding to the operation input of the shift switch is newly set based on the virtual shift position set when the accelerator is turned on, and the virtual shift position is set. A brake for a bar handle vehicle, comprising: setting a target pressure corresponding to an engine brake corresponding to a shift position, and executing control for increasing a brake fluid pressure applied to a wheel brake of the drive wheel to the target pressure corresponding to the engine brake. Hydraulic pressure control device. The brake fluid pressure control device for a bar handle vehicle according to claim 1,
The brake fluid pressure control device for a bar handle vehicle, wherein the target pressure equivalent to the engine brake is set to decrease as the vehicle speed decreases. The brake fluid pressure control device for a bar handle vehicle according to claim 1 or 2,
The control means terminates the control for increasing the pressure up to the target pressure corresponding to the engine brake when the stop of the bar handle vehicle or the accelerator ON is detected. The brake fluid pressure control device for a bar handle vehicle according to any one of claims 1 to 3,
The control means includes:
It is possible to execute interlocking brake control for interlocking the driving wheel and the driven wheel to perform braking,
At the time of the interlocking brake control, when an operation input of the shift switch is detected, a brake fluid pressure applied to a wheel brake of the driving wheel is added to the target pressure at the time of the interlocking brake control by adding the engine brake equivalent target pressure. A brake fluid pressure control device for a bar handle vehicle, which performs control to increase the pressure to a target pressure.

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