JP4137879B2 - Motorcycle brake equipment - Google Patents

Description

  The present invention relates to a brake device for a motorcycle, and more particularly to a so-called brake-by-wire brake device.

As a motorcycle brake device, a so-called by-wire type device that electrically detects the operation amount of a brake operation unit such as a brake lever and operates the wheel braking means by the hydraulic pressure created by the hydraulic pressure modulator based on the detected value (For example, refer to Patent Document 1).
In this by-wire type brake device, for example, a master cylinder that interlocks with a brake lever (brake operation section) and a brake caliper (wheel braking means) that applies a braking force to the wheel by hydraulic operation are normally open type. And a hydraulic pressure generated by the electric actuator is supplied to the brake caliper on the brake caliper side of the main brake passage from the first electromagnetic on-off valve. And a pseudo hydraulic reaction force is applied to the master cylinder in the main brake passage closer to the master cylinder than the first electromagnetic on-off valve according to the operation amount of the brake operation unit. A liquid loss simulator is connected, and a normally closed second electromagnetic on-off valve is provided between the main brake passage and the liquid loss simulator. There is a thing was.

In this brake device, the first electromagnetic on-off valve is opened and the second electromagnetic on-off valve is closed at the time of non-braking, and a current is passed through the first electromagnetic on-off valve when a braking input is applied. The main brake passage is closed by closing the electromagnetic on-off valve, and the brake caliper and hydraulic pressure modulator are disconnected from the master cylinder, and the hydraulic pressure is generated by the hydraulic pressure modulator according to the amount of operation of the brake lever. Supply and brake. In parallel with this, by passing an electric current through the second electromagnetic on-off valve to open the second electromagnetic on-off valve, the liquid loss simulator and the master cylinder are communicated with each other, and the pseudo loss generated by the liquid loss simulator is generated. A reactive force acts on the brake operating portion via the master cylinder.
JP 2001-310717 A

However, in the brake device, since there is a slight time delay from when the braking input is applied until the first and second electromagnetic on-off valves are opened and closed, the brake lever stroke is affected and the hydraulic pressure modulator is affected. The hydraulic pressure generation due to will be delayed.
To cope with this, when the ignition switch is turned on, or when the vehicle speed reaches a predetermined vehicle speed, a current is passed through the first and second electromagnetic on-off valves to close the first electromagnetic on-off valve. It is conceivable that the main brake passage is closed and the second electromagnetic on-off valve is opened to allow the liquid loss simulator and the master cylinder to communicate with each other so as to be in a standby state from the time of non-braking. The first and second electromagnetic on-off valves are always energized, leading to an increase in power consumption.
Further, when the first electromagnetic on-off valve is always energized, the hydraulic pressure of the hydraulic pressure modulator and the brake caliper does not release to the atmosphere, so that the brake pad may be dragged.
Therefore, the present invention provides a brake device for a motorcycle that can eliminate time delay, reduce power consumption, and prevent dragging of a brake pad.

In order to solve the above-mentioned problem, the invention according to claim 1 includes a master cylinder (for example, master cylinder 3 in an embodiment described later) interlocked with a brake operation unit (for example, a brake operation unit 2 in an embodiment described later). , Wheel braking means (for example, a brake caliper 4 in an embodiment to be described later) for applying a braking force to the wheel by hydraulic pressure of the master cylinder, and a main brake passage (for example, connecting the master cylinder and the wheel braking means) A hydraulic pressure modulator that supplies hydraulic pressure generated by a main brake passage 5) in an embodiment described later and an electric actuator (for example, an electric motor 23 in an embodiment described later) to the wheel braking means via the main brake passage. (E.g., hydraulic modulator 6 in an embodiment described later) and the main A normally open first electromagnetic on-off valve (for example, a first electromagnetic on-off valve V1 in an embodiment described later) provided closer to the master cylinder than the connecting portion with the hydraulic pressure modulator in the rake passage; In the braking operation, with the first electromagnetic on-off valve closed, the electric actuator is controlled in accordance with the operation amount of the brake operation unit, and the wheel braking means is hydraulically controlled via the hydraulic pressure modulator. In the motorcycle braking device that supplies the first electromagnetic on-off valve, the main electromagnetic power is turned on or until the vehicle speed reaches a predetermined vehicle speed, the first electromagnetic on-off valve is opened, and after the vehicle speed reaches the predetermined vehicle speed, the first One electromagnetic on-off valve is closed by flowing a rated current, and then the current flowing to the first electromagnetic on-off valve is reduced within a range in which this operating state can be maintained.
With this configuration, the master cylinder, the fluid pressure modulator, and the wheel braking means can be kept separated during non-braking, so that the operation stroke of the brake operation unit during braking is stabilized, and The hydraulic pressure can be generated immediately by the hydraulic pressure modulator when a braking input is received. Further, after the rated current is supplied and the first electromagnetic on-off valve is closed, the current flowing through the first electromagnetic on-off valve can be reduced to maintain the closed state.

According to a second aspect of the present invention, in the first aspect of the invention, when there is a braking input after reducing the current flowing through the first electromagnetic on-off valve, a rated current is passed through the first electromagnetic on-off valve. It is characterized by that.
With this configuration, the closed state of the first electromagnetic on-off valve can be reliably maintained during braking, so that the master cylinder, the hydraulic modulator, and the wheel braking means are securely disconnected during braking. Can be kept.

According to a third aspect of the present invention, in the first or second aspect of the present invention, a pseudo hydraulic reaction force is applied to the master cylinder more than the first electromagnetic on-off valve in accordance with the operation amount of the brake operation unit. A liquid loss simulator (for example, a liquid loss simulator 9 in an embodiment to be described later) that acts on the master cylinder via the main brake passage on the side, and provided between the main brake passage and the liquid loss simulator during braking Includes a normally closed second electromagnetic on-off valve that is opened (for example, a second electromagnetic on-off valve V2 in an embodiment described later), and the vehicle speed is a predetermined vehicle speed when the main power supply is turned on. The first electromagnetic on-off valve is opened and the second electromagnetic on-off valve is closed until the vehicle speed reaches, and after the vehicle speed reaches the predetermined vehicle speed, a rated current is supplied to the first electromagnetic on-off valve. Close Open flowing the rated current to the second solenoid valve with, then, is characterized by reducing the current applied to the first and second solenoid valves in a range capable of holding the operating state.
With this configuration, the master cylinder, the hydraulic pressure modulator, and the wheel braking means can be separated from each other at the time of non-braking, and the master cylinder and the liquid loss simulator can be kept in communication with each other. The operation stroke of the operation unit is stabilized, and the hydraulic pressure can be immediately generated by the hydraulic pressure modulator when a braking input is received. In addition, after the rated current is supplied and the first and second electromagnetic opening / closing valves are opened / closed, the current flowing through these electromagnetic opening / closing valves can be reduced to maintain the operating state.

According to a fourth aspect of the present invention, in the third aspect of the present invention, when there is a braking input after reducing the current flowing through the first and second electromagnetic opening / closing valves, the first and second electromagnetic opening / closing operations are performed. It is characterized by flowing a rated current through the valve.
By configuring in this way, the closed state of the first electromagnetic on-off valve and the open state of the second electromagnetic on-off valve can be reliably maintained during braking, so that the master cylinder, the hydraulic modulator, and the wheel braking can be maintained during braking. The means can be reliably disconnected, and the master cylinder and the liquid loss simulator can be held in communication with each other.

According to a fifth aspect of the present invention, there is provided a master cylinder (for example, master cylinder 3 in an embodiment to be described later) interlocked with a brake operation unit (for example, a brake operation unit 2 in an embodiment to be described later), Wheel braking means (for example, a brake caliper 4 in an embodiment described later) for applying braking force to the wheel, and a main brake passage (for example, a main brake passage in an embodiment described later) for connecting the master cylinder and the wheel braking means. 5) and a hydraulic pressure modulator (for example, in an embodiment described later) for supplying hydraulic pressure generated by an electric actuator (for example, an electric motor 23 in an embodiment described later) to the wheel braking means via the main brake passage. Hydraulic modulator 6) and the fluid in the main brake passage A normally-open first electromagnetic on-off valve (for example, a first electromagnetic on-off valve V1 in an embodiment described later) provided closer to the master cylinder than the connecting portion with the modulator, for braking Of the motorcycle which controls the electric actuator according to the operation amount of the brake operation unit and supplies the hydraulic pressure to the wheel braking means via the hydraulic pressure modulator with the first electromagnetic on-off valve closed. In the brake device, when the main power is turned on or until the vehicle speed reaches a predetermined vehicle speed, the first electromagnetic on-off valve is opened, and after the vehicle speed reaches the predetermined vehicle speed, the first electromagnetic on-off valve is opened. In this state, when the brake is input and the brake is released after the brake is input, the first electromagnetic opening / closing valve is temporarily opened at a predetermined timing when the brake is not applied. .
With this configuration, when the brake input is applied and the brake is released after the brake is input, the hydraulic pressure remaining in the hydraulic pressure modulator and the wheel brake means is temporarily transferred to the first electromagnetic on-off valve. Opening to the master cylinder side allows it to escape.

According to a sixth aspect of the present invention, in the fifth aspect of the present invention, a pseudo hydraulic reaction force is generated on the master cylinder side from the first electromagnetic on-off valve in accordance with an operation amount of the brake operation unit. A liquid loss simulator (for example, a liquid loss simulator 9 in an embodiment to be described later) that acts on the master cylinder via a brake passage, is provided between the main brake passage and the liquid loss simulator, and is open during braking. A normally closed second electromagnetic on-off valve (for example, a second electromagnetic on-off valve V2 in an embodiment described later), and when the main power is turned on or until the vehicle speed reaches a predetermined vehicle speed The first electromagnetic on-off valve is opened and the second electromagnetic on-off valve is closed, and after the vehicle speed reaches the predetermined vehicle speed, the first electromagnetic on-off valve is closed and the second electromagnetic on-off valve is closed. In this state, when there is a braking input and braking is performed, and there is a braking release input, the first electromagnetic opening / closing valve is temporarily opened at a predetermined timing and the second electromagnetic The on-off valve is closed.
With this configuration, when the brake input is applied and the brake is released after the brake is input, the hydraulic pressure remaining in the hydraulic pressure modulator and the wheel brake means is temporarily transferred to the first electromagnetic on-off valve. Opening to the master cylinder side allows it to escape.

The invention according to claim 7 is the invention according to any one of claims 1 to 6, wherein the third electromagnetic open / close is a normally closed type provided between the main brake passage and the hydraulic modulator. A valve (for example, a third electromagnetic opening / closing valve V3 in an embodiment described later) is provided, and the third electromagnetic opening / closing valve is opened only when there is a braking input.
By doing so, the hydraulic pressure can be reliably supplied from the hydraulic pressure modulator to the wheel braking means when there is a braking input, and the hydraulic pressure is supplied from the hydraulic pressure modulator to the wheel braking means when there is no braking input. Can be prevented.

According to the first aspect of the present invention, since the master cylinder, the hydraulic modulator, and the wheel braking means can be kept separated during non-braking, the operation stroke of the brake operation unit during braking is stabilized. , Braking feeling is improved. In addition, since the hydraulic pressure can be generated immediately by the hydraulic pressure modulator when a braking input is received, stable braking performance can be obtained. Furthermore, after the rated current is supplied and the first electromagnetic on-off valve is closed, the current flowing through the first electromagnetic on-off valve can be reduced to maintain the closed state, thereby reducing power consumption. Can do.
According to the second aspect of the invention, since the closed state of the first electromagnetic on-off valve can be reliably maintained during braking, the master cylinder, the hydraulic pressure modulator, and the wheel braking means are reliably disconnected during braking. Can be retained.

According to the third aspect of the present invention, the master cylinder, the hydraulic pressure modulator, and the wheel braking means can be disconnected at the time of non-braking, and the master cylinder and the fluid loss simulator can be held in communication with each other. The operation stroke of the brake operation unit at is stabilized, and the braking feeling is improved. In addition, since the hydraulic pressure can be generated immediately by the hydraulic pressure modulator when a braking input is received, stable braking performance can be obtained. Furthermore, after the rated current is passed and the first and second electromagnetic on-off valves are opened / closed, the current flowing through these electromagnetic on-off valves can be reduced to maintain the operating state, thereby reducing power consumption. be able to.
According to the fourth aspect of the invention, since the closed state of the first electromagnetic on-off valve and the open state of the second electromagnetic on-off valve can be reliably maintained during braking, the master cylinder and the hydraulic modulator and The wheel braking means can be reliably disconnected, and the master cylinder and the liquid loss simulator can be kept in communication with each other.

  According to the fifth and sixth aspects of the present invention, when there is a brake release input after a braking input is performed and braking is performed, the hydraulic pressure remaining in the hydraulic pressure modulator and the wheel braking means is reduced to the first level. Since the solenoid on-off valve can be temporarily opened to escape to the master cylinder side, the hydraulic pressure of the hydraulic pressure modulator and the wheel braking means can be returned to the atmospheric pressure, and dragging of the brake pad can be prevented.

  According to the seventh aspect of the present invention, it is possible to reliably supply the hydraulic pressure from the hydraulic pressure modulator to the wheel braking means when there is a braking input, and the hydraulic pressure modulator to the wheel braking means when there is no braking input. It is possible to prevent the pressure from being supplied.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a hydraulic circuit diagram of a brake device for a motorcycle according to an embodiment of the present invention. As shown in the figure, in the brake device of this embodiment, a front wheel side brake circuit 1a and a rear wheel side brake circuit 1b are linked by a controller (ECU) 20 independently of each other.

  The brake operation is performed by the brake lever which is the brake operation unit 2 in the brake circuit 1a on the front wheel side, and the brake pedal which is the brake operation unit 2 in the brake circuit 1b on the rear wheel side. Since the brake circuit 1a and the brake circuit 1b on the rear wheel side are substantially the same, only the brake circuit 1a on the front wheel side will be described in detail, and the brake circuit 1b on the rear wheel side is the same as the brake circuit 1a on the front wheel side. Are given the same reference numerals, and duplicate descriptions are omitted.

This brake device employs a by-wire system for both the front and rear wheels, and electrically detects the amount of operation of the brake operation unit such as the brake lever (in this embodiment, the hydraulic pressure), and based on the detected value, the hydraulic pressure modulator The braking force is generated by the created hydraulic pressure.
In addition, this brake system employs a brake system (CBS; COMBRED BRAKE SYSTEM, hereinafter referred to as “CBS”) in which the front and rear wheel braking means operate in a braking manner by braking one side of the front and rear wheels. Yes.

Specifically, in the brake circuit on the side where the brake operation unit 2 is operated first, the hydraulic pressure applied by the hydraulic modulator based on the hydraulic pressure of the master cylinder is applied to the brake caliper on the side operated first by the by-wire method. The hydraulic pressure acting on the brake caliper also acts on the brake caliper by the by-wire method in the brake circuit on the side operated later on the basis of the master cylinder pressure of the brake circuit on the side operated earlier.
Further, this brake device employs a brake system (ABS: ANTI LOCK BRAKE SYSTEM, hereinafter referred to as “ABS”) for controlling the slip ratio of the wheel by the brake operation during braking.

  Each brake circuit 1 a, 1 b is configured such that a master cylinder 3 interlocked with the brake operation unit 2 and a brake caliper 4 corresponding to the master cylinder 3 are connected by a main brake passage 5. In the middle of the main brake passage 5, a hydraulic pressure modulator 6 described later is joined and connected by a supply / discharge passage 7.

  A normally open (NO) first electromagnetic on-off valve V1 that connects and disconnects the master cylinder 3 and the brake caliper 4 to the master cylinder 3 side of the main brake passage 5 with respect to the master cylinder 3 side from the joint connection portion with the supply / discharge passage 7. And a branch passage 8 are connected. In the branch passage 8, a pseudo hydraulic reaction force corresponding to the operation amount of the brake operation unit 2 is applied to the master cylinder 3 when the first electromagnetic opening / closing valve V 1 closes the main brake passage 5. A liquid loss simulator 9 is connected via a normally closed (NC) second electromagnetic on-off valve V2. The second electromagnetic on-off valve V2 opens the branch passage 8 to provide communication between the master cylinder 3 side and the liquid loss simulator 9 when a reaction force is applied.

The liquid loss simulator 9 is a cylinder 10 in which a piston 11 is accommodated so as to be able to move forward and backward, and a liquid chamber 12 is formed between the cylinder 10 and the piston 11 to receive hydraulic fluid flowing from the master cylinder 3 side. A coil spring 13 and a resin spring 14 having different characteristics are arranged in series on the back side of the piston 11, and the two coil springs 13 and the resin spring 14 raise the piston 11 (brake operation unit 2). A reaction force with a characteristic that is gentle and has a sudden rise at the stroke end is applied.
The branch passage 8 is provided with a bypass passage 15 that bypasses the second electromagnetic on-off valve V2, and the bypass passage 15 allows the flow of hydraulic fluid from the liquid loss simulator 9 to the master cylinder 3 side. A check valve 16 is provided.

The hydraulic pressure modulator 6 includes a cam mechanism 21 that presses a piston 18 provided in a cylinder 17 in a direction of a hydraulic pressure chamber 19 formed between the cylinder 17 and the piston 18, and the piston 18 on the cam mechanism 21 side. A return spring 22 that always presses the cam mechanism 21 and an electric motor 23 that operates the cam mechanism 21 are provided, and the hydraulic chamber 19 is connected in communication with the supply / discharge passage 7. The hydraulic pressure modulator 6 increases or decreases the pressure in the hydraulic pressure chamber 19 by pressing the piston 18 with the electric motor 23 via the cam mechanism 21 with respect to the initial position of the cylinder 17 or returning the piston 18 by the return spring 22. Thus, the braking pressure of the brake caliper 4 can be increased or decreased.
Here, the electric motor 23 adjusts the current value determined by the input duty ratio (ON time / ON time + OFF time) by PWM control, so that the piston determined at the rotational position of the cam mechanism 21 described above. The position 18 is adjusted electrically and accurately, and the pressure in the hydraulic chamber 19 is adjusted.

  A lifter 25, whose stroke is regulated by a stopper (not shown) via a backup spring 24, is disposed in the cam mechanism 21 so as to be able to advance and retreat. The piston 18 is constantly pressed in a direction to reduce the hydraulic chamber 19 by the lifter 25. Yes. As a result, when the electric motor 23 is in a non-energized state, the lifter 25 is pressed by the backup spring 24 and stopped by the stopper to return the piston 18 to the initial position. Therefore, it is possible to perform CBS control that actively supplies hydraulic fluid to the main brake passage 5 (brake caliper 4), and ABS control that moves the piston 18 backward and forward to reduce, hold, and repressurize the hydraulic pressure chamber 19.

  The supply / discharge passage 7 is provided with a normally closed (NC) third electromagnetic on-off valve V3. The supply / discharge passage 7 is provided with a bypass passage 26 that bypasses the third electromagnetic opening / closing valve V3. The bypass passage 26 allows the flow of hydraulic fluid from the hydraulic pressure modulator 6 side toward the brake caliper 4. A check valve 27 is provided.

  Here, in the brake circuit 1a on the front wheel side and the brake circuit 1b on the rear wheel side, a pressure sensor (P) 28 is provided on the input side, which is the master cylinder 3 side, with the first electromagnetic on-off valve V1 interposed therebetween. Pressure sensors (P) 29 are respectively provided on the output side which is the side. An angle sensor 30 for feedback of angle information is provided on a cam shaft (not shown) of the cam mechanism 21, and a wheel speed sensor 31 for detecting a wheel speed is provided on the brake caliper 4. In addition, a mode switching switch 32 for switching the control mode by a manual operation by the rider is provided, and when the CBS control is desired, the rider switches and selects it. The following description is for the case where CBS control is selected.

  Based on the detection signals of the pressure sensors 28 and 29, the detection signal of the angle sensor 30, and the detection signal of the wheel speed sensor 31, the controller 20 includes the first electromagnetic on-off valve V1, the second electromagnetic on-off valve V2, The third electromagnetic switching valve V3 is controlled to be opened and closed, and the electric motor 23 is driven and controlled.

  Specifically, when the vehicle is powered on and the vehicle is stopped (vehicle speed = 0), as shown in FIG. 1, in the brake circuit 1a on the front wheel side and the brake circuit 1b on the rear wheel side, The first first electromagnetic on-off valve V1 is in an open operation state, the second electromagnetic on-off valve V2 is in a closed operation state, and the third electromagnetic on-off valve V3 is in a closed operation state. Therefore, no electric power is required for each of the electromagnetic on-off valves V1, V2, and V3.

  When the vehicle starts traveling from this state, the speed of the front and rear wheels is input from the wheel speed sensor 31 to the controller 20, and the higher vehicle speed vr of the front and rear wheels is set as the estimated vehicle speed vr of the vehicle. Is detected to reach a predetermined vehicle speed (for example, several km / hr), as shown in FIG. 2, the first electromagnetic on-off valve V1 in the front wheel side brake circuit 1a and the rear wheel side brake circuit 1b is detected. Is in a closed state, and the second electromagnetic on-off valve V2 is in a standby state in which it is open. Thereby, the main brake passage 5 is shut off by the closing operation of the first electromagnetic on-off valve V1, and at the same time the branch passage 8 and the main brake passage 5 are connected to the master cylinder 3 and the liquid by the opening operation of the second electromagnetic on-off valve V2. The loss simulator 9 is conducted. At this time, the third electromagnetic on-off valve V3 is kept in a non-energized state, and therefore the third electromagnetic on-off valve V3 is closed.

  Here, the first electromagnetic on-off valve V1, the second electromagnetic on-off valve V2, and the third electromagnetic on-off valve V3 are all switched by energizing the solenoid, but the switching requires a rated current. In order to maintain the generated state, an operating state holding current that requires less power than the rated current is sufficient. Note that the operating state holding current is sufficiently smaller than the rated current. As a result, in the standby state, the closed state of the first electromagnetic on-off valve V1 and the open state of the second electromagnetic on-off valve V2 are merely held by the operating state holding current, so that power consumption can be reduced. This standby state is maintained until a braking signal is input to the controller 20 (that is, until a braking input is received).

  When the rider operates a brake lever that is the brake operation unit 2 on the front wheel side during traveling of the vehicle (that is, when there is a braking input to the controller 20), information such as a brake operation amount is transmitted to the controller 20 through the pressure sensor 28. As shown in FIG. 3, the controller 20 causes the rated current to flow again through the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V2 in the brake circuit 1a on the front wheel side, so that the first electromagnetic on-off valve The closed state of V1 is securely held, and the open state of the second electromagnetic on-off valve V2 is securely held. At the same time, a rated current is supplied to the third electromagnetic on-off valve V3 to provide a third electromagnetic on-off valve. V3 is opened, and the hydraulic pressure modulator 6 and the brake caliper 4 are conducted through the supply / discharge passage 7 and the main brake passage 5.

  On the other hand, at this time, also in the brake circuit 1b on the rear wheel side, the rated current is supplied again to the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V2 to ensure that the first electromagnetic on-off valve V1 is closed. At the same time, the open state of the second electromagnetic on-off valve V2 is securely held, and at the same time, a rated current is passed through the third electromagnetic on-off valve V3 to open the third electromagnetic on-off valve V3. The hydraulic pressure modulator 6 and the brake caliper 4 are conducted through the supply / discharge passage 7 and the main brake passage 5.

  As a result, the rider can feel a feeling of brake operation on the front and rear wheel sides simulated by the liquid loss simulator 9 of the brake circuits 1a and 1b on the front wheel side and the rear wheel side (see the chain line arrows in FIG. 3). At the same time, the hydraulic pressure fluctuation due to the operation of the hydraulic pressure modulator 6 is not transmitted to the rider because the first electromagnetic on-off valve V1 is closed. At the same time, the electric motor 23 of the both hydraulic pressure modulators 6 is controlled according to the driving conditions and the brake operation of the vehicle, and the piston 18 is pressed by the cam mechanism 21 so that the hydraulic chamber 19 Pressurize the hydraulic fluid. As a result, the hydraulic pressure corresponding to the control of the electric motor 23 is supplied to the brake caliper 4 through the main brake passage 5 (see the solid line arrow in FIG. 3).

Further, the controller 20 sets the higher wheel speed among the wheel speeds detected by the wheel speed sensor 31 on the front wheel side and the wheel speed sensor 31 on the rear wheel side as the estimated vehicle speed vr of the vehicle. The front wheel slip ratio or the rear wheel slip ratio is calculated based on the difference between the estimated vehicle speed vr and the wheel speed of the front wheel or the rear wheel. Here, when the front wheel slip ratio and the rear wheel slip ratio exceed a preset threshold of slip ratio (for example, the front wheel in FIG. 3), it is determined that slip has occurred in the wheel, and the fluid of the hydraulic pressure modulator 6 is determined. The ABS control for reducing the pressure is started, the controller 20 controls the electric motor 23 to retract the piston 18 (indicated by a broken line arrow in FIG. 3), and the brake pressure of the brake caliper 4 is lowered to lock the wheel. To avoid.
At this time, the first electromagnetic on-off valve V1 is closed, the communication between the master cylinder 3 and the hydraulic pressure modulator 6 is cut off, and the pressure change of the ABS control is not transmitted to the rider's brake operation unit 2.

  Here, the description has been given of the case where the brake operation unit 2 is operated but the ABS is not activated and the vehicle is stopped. However, the same control can be performed when the ABS is activated and the vehicle is stopped. That is, when the ABS is activated, the ABS depressurizes, holds, and re-pressurizes the hydraulic chamber 19, so that the pressure on the master cylinder 3 side and the brake caliper 4 side depend on when the vehicle stops. Since the magnitude relationship with the pressure cannot be specified, the above-described forward / reverse drive of the electric motor 23 is included and PWM control is performed to adjust the current value determined by the input duty ratio, thereby reducing the pressure even when the pressure is increased. Even in the case of adjustment to the side, the position of the piston 18 determined by the rotational position of the cam mechanism 21 described above can be freely adjusted electrically and accurately and easily.

  Thus, when the vehicle reaches a predetermined vehicle speed, the first electromagnetic on-off valve V1 is closed and the second electromagnetic on-off valve V2 is opened, and the brake circuits 1a and 1b are in the standby state. The master cylinder 3 and the liquid loss simulator 9 can be kept in communication with each other while being disconnected from the pressure modulator 6 and the brake caliper 4, and as a result, the operation stroke of the brake operation unit 2 at the time of braking is stably braked. The feeling is improved, and the hydraulic pressure can be generated immediately by the hydraulic pressure modulator 6 when a braking input is received, and a stable braking performance can be obtained.

In addition, since the standby state is maintained by flowing an operating state holding current smaller than the rated current to the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V2, the standby state is maintained by continuously supplying the rated current. Compared with the case where it does, power consumption can be reduced significantly. As a result, it is possible to suppress a decrease in the remaining capacity of the battery.
Further, when there is a braking input in the standby state, a rated current is passed through the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V2 to reliably hold the closed state of the first electromagnetic on-off valve V1. Since the open state of the electromagnetic open / close valve V2 is reliably maintained, the master cylinder 3 is disconnected from the hydraulic pressure modulator 6 and the brake caliper 4 during braking, and the master cylinder 3 and the liquid loss simulator 9 are reliably connected. Can be held in.

When the vehicle is stopped by a series of these brake operations, when a certain time has elapsed after the vehicle stops, the operation mode shifts to a stop mode in which the operation of the hydraulic pressure modulator 6 (electric motor 23) is stopped.
In this stop mode, first, the hydraulic pressure of the master cylinder 3 detected by the input-side pressure sensor 28 and the hydraulic pressure of the brake caliper 4 detected by the output-side pressure sensor 29 are substantially equal. In addition, the operation of the electric motor 23 is controlled. When it is determined that the detected values of the pressure sensors 28 and 29 are substantially equal, the third electromagnetic switching valve V3 is de-energized and closed to shut off the communication between the modulator 6 and the main brake passage 5. (State of FIG. 2). The energization of the first and second electromagnetic on-off valves V1 and V2 is stopped simultaneously with the closing operation of the third electromagnetic on-off valve V3 or immediately after the closing operation of the third electromagnetic on-off valve V3 (FIG. 1 state). As a result, first, the communication between the master cylinder 3 and the liquid loss simulator 9 is shut off by closing the second electromagnetic on-off valve V2, and at the same time the master solenoid 3 is opened by opening the first electromagnetic on-off valve V1. The brake caliper 4 side of the main brake passage 5 communicates. As a result, the stroke on the master cylinder 3 side is maintained as it is, and the braking force is maintained by the hydraulic pressure of the brake caliper 4.

  After that, when the rider releases the operation of the brake operation unit 2 and a braking release signal is input to the controller 20, the hydraulic fluid is returned from the brake caliper 4 side to the master cylinder 3, and at the same time, the fluid loss simulator 9 The remaining hydraulic fluid is returned to the master cylinder 3 via the bypass passage 15 and the check valve 16. Then, when the hydraulic pressure on the input side of the brake circuit 1a becomes atmospheric pressure, the controller 20 opens the third electromagnetic on-off valve V3 by passing a rated current, and simultaneously operates the electric motor 23 to operate the hydraulic pressure modulator. The piston 18 in 6 is retracted to the initial position, and then the third electromagnetic on-off valve V3 is de-energized and closed (state of FIG. 1).

In addition, when the brake release signal is input to the controller 20 by the rider releasing the operation of the brake operation unit 2 before the vehicle stops, the electric motor 23 is operated to operate the piston 18 in the hydraulic pressure modulator 6. Then, the third electromagnetic switching valve V3 is de-energized and closed to shut off the communication between the modulator 6 and the main brake passage 5 (state shown in FIG. 2). The first electromagnetic switching valve V1 and the second electromagnetic switching valve are temporarily energized simultaneously with the closing operation of the third electromagnetic switching valve V3 or immediately after the closing operation of the third electromagnetic switching valve V3. And the first electromagnetic on-off valve V1 is opened and the second electromagnetic on-off valve is closed, and the brake caliper 4 and the master cylinder 3 are communicated with each other via the main brake passage 5. The pressure is returned to atmospheric pressure by letting the pressure escape to the master cylinder 3. Thereby, it is possible to prevent the brake pad from being dragged during non-braking.
Then, when the fluid pressure on the input side of the brake circuit 1a becomes atmospheric pressure, the controller 20 sends a rated current to the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V1 and the first electromagnetic on-off valve V1. Is closed to open the second electromagnetic on-off valve, and thereafter, the current flowing through the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V2 is reduced to the operating state holding current to enter the standby state described above. return.

  Note that a series of processes for preventing dragging of the brake pad, that is, the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve are temporarily de-energized, and the hydraulic pressure of the brake caliper 4 is set to atmospheric pressure. After the return, the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve are energized with the rated current, and the current flowing through the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve V2 is maintained as the operating state holding current. The process of reducing to the standby state is not limited to when the brake release signal is input to the controller 20 (that is, immediately after the brake is released), but based on the detection values of the throttle sensor (not shown) and the wheel speed sensor 31. It is also possible to determine the accelerator opening degree and the acceleration state, and execute it at the time of non-braking such as during acceleration or traveling at a constant speed.

  Also, the timing at which the first electromagnetic on-off valve V1 and the second electromagnetic on-off valve are temporarily de-energized to return the hydraulic pressure of the brake caliper 4 to atmospheric pressure and the timing at which the braking operation is performed due to the braking input are the same. If this is done, the operational feeling is lowered. To prevent this, when the operation of returning the throttle is detected by the throttle sensor, the operation is immediately returned to the standby state.

[Other Embodiments]
The present invention is not limited to the embodiment described above.
For example, in the above-described embodiment, a by-wire type brake device including ABS and CBS is exemplified. However, the present invention is not limited to a by-wire type brake device that does not include either CBS or ABS, and both CBS and ABS. The present invention can also be applied to a by-wire type brake device that is not provided.

1 is a hydraulic circuit diagram of a brake device for a motorcycle according to an embodiment of the present invention. It is a hydraulic-pressure circuit diagram of the standby state in the brake device of the said embodiment. It is a hydraulic-pressure circuit diagram of the braking operation state in the brake device of the embodiment.

Explanation of symbols

2 Brake operation part 3 Master cylinder 4 Brake caliper (wheel braking means)
5 Main brake passage 6 Fluid pressure modulator 9 Fluid loss simulator 23 Electric motor (electric actuator)
V1 1st electromagnetic on-off valve V2 2nd electromagnetic on-off valve V3 3rd electromagnetic on-off valve

Claims (7)

A master cylinder linked to the brake operation unit,
Wheel braking means for applying a braking force to the wheel by the hydraulic pressure of the master cylinder;
A main brake passage connecting the master cylinder and the wheel braking means;
A hydraulic modulator for supplying hydraulic pressure generated by the electric actuator to the wheel braking means via the main brake passage;
A normally open first electromagnetic on-off valve provided on the master cylinder side of the connecting portion with the hydraulic pressure modulator in the main brake passage;
And when the brake is applied, the electric actuator is controlled in accordance with the amount of operation of the brake operation unit with the first electromagnetic on-off valve closed, and the wheel braking means is fluidized via the hydraulic pressure modulator. In a brake device for a motorcycle that supplies pressure,
When the main power is turned on or until the vehicle speed reaches a predetermined vehicle speed, the first electromagnetic on-off valve is opened, and after the vehicle speed reaches the predetermined vehicle speed, a rated current is supplied to the first electromagnetic on-off valve. A brake device for a motorcycle, wherein the current flowing through the first electromagnetic on-off valve is reduced within a range in which the operating state can be maintained thereafter.   2. The motorcycle brake device according to claim 1, wherein when a braking input is applied after reducing a current flowing through the first electromagnetic on-off valve, a rated current is supplied to the first electromagnetic on-off valve. 3. A liquid loss simulator that causes a pseudo hydraulic pressure reaction force to act on the master cylinder via the main brake passage closer to the master cylinder than the first electromagnetic on-off valve in accordance with an operation amount of the brake operation unit;
A normally closed second electromagnetic on-off valve provided between the main brake passage and the liquid loss simulator and opened during braking;
When the main power is turned on or until the vehicle speed reaches a predetermined vehicle speed, the first electromagnetic on-off valve is opened and the second electromagnetic on-off valve is closed, so that the vehicle speed reaches the predetermined vehicle speed. Then, the first electromagnetic on-off valve is closed by flowing a rated current and the second electromagnetic on-off valve is opened by flowing a rated current, and then the first and second solenoid valves can be maintained within a range in which this operating state can be maintained. The braking device for a motorcycle according to claim 1 or 2, wherein a current flowing through the electromagnetic on-off valve is reduced.   The rated current is supplied to the first and second electromagnetic on-off valves when a braking input is applied after reducing the current supplied to the first and second electromagnetic on-off valves. Brake equipment for motorcycles. A master cylinder linked to the brake operation unit,
Wheel braking means for applying a braking force to the wheel by the hydraulic pressure of the master cylinder;
A main brake passage connecting the master cylinder and the wheel braking means;
A hydraulic modulator for supplying hydraulic pressure generated by the electric actuator to the wheel braking means via the main brake passage;
A normally open first electromagnetic on-off valve provided on the master cylinder side with respect to the connecting portion with the hydraulic pressure modulator in the main brake passage;
And when the brake is applied, the electric actuator is controlled in accordance with the amount of operation of the brake operation unit with the first electromagnetic on-off valve closed, and the wheel braking means is fluidized via the hydraulic pressure modulator. In a brake device for a motorcycle that supplies pressure,
When the main power is turned on or until the vehicle speed reaches a predetermined vehicle speed, the first electromagnetic on-off valve is opened, and after the vehicle speed reaches the predetermined vehicle speed, the first electromagnetic on-off valve is closed, and this state The brake device for a motorcycle according to claim 1, wherein the first electromagnetic on-off valve is temporarily opened at a predetermined timing when there is a brake release input after the brake is input and the brake is input. . A liquid loss simulator that causes a pseudo hydraulic pressure reaction force to act on the master cylinder via the main brake passage closer to the master cylinder than the first electromagnetic on-off valve in accordance with an operation amount of the brake operation unit;
A normally closed second electromagnetic on-off valve provided between the main brake passage and the liquid loss simulator and opened during braking;
When the main power is turned on or until the vehicle speed reaches a predetermined vehicle speed, the first electromagnetic on-off valve is opened and the second electromagnetic on-off valve is closed, so that the vehicle speed reaches the predetermined vehicle speed. After that, the first electromagnetic on-off valve is closed and the second electromagnetic on-off valve is opened. In this state, after a braking input is applied and braking is performed, if a braking release input is received, 6. The motorcycle brake device according to claim 5, wherein the first electromagnetic on-off valve is temporarily opened at the timing and the second electromagnetic on-off valve is closed.   A normally closed third electromagnetic opening / closing valve provided between the main brake passage and the hydraulic pressure modulator is provided, and the third electromagnetic opening / closing valve opens only when there is a braking input. The brake device for a motorcycle according to any one of claims 1 to 6.

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