JP4628805B2 - Motorcycle brake equipment - Google Patents

Description

  The present invention relates to a braking device for a motorcycle, and more particularly to a braking device for a motorcycle in which wheel braking means on a front wheel side and a rear wheel side can be interlocked at an appropriate output ratio in accordance with a driving condition and a brake operation of the vehicle.

As motorcycle brake system, one of the brake operating portion of the front and rear wheels (lever or pedal) when operating the at the same time exerting a hydraulic pressure to the wheel braking means for operating the side, not operated Some of the wheel braking means on the side employs an interlocking brake system (CBS; COMBRINE BRAKE SYSTEM, hereinafter referred to as “CBS”) that applies hydraulic pressure at an appropriate ratio.

  As a brake device adopting CBS, for example, a brake device described in Patent Document 1 has been devised.

  This brake device connects the master cylinder linked to the brake lever (brake operating part) on the front wheel side and the wheel braking means on the front wheel side by a hydraulic passage, and generates hydraulic pressure by braking torque on the wheel braking means on the front wheel side. A secondary master cylinder is connected, and the secondary master cylinder and the wheel braking means on the rear wheel side are connected by another hydraulic pressure passage, and the hydraulic pressure distribution ratio between the front wheel side and the rear wheel side is further connected to the hydraulic pressure passage. It has the schematic structure which interposed the control valve which controls according to a braking operation state.

  In the control valve, the hydraulic pressure distribution ratio between the front wheel side and the rear wheel side is uniquely determined corresponding to the input hydraulic pressure (braking force) on the front wheel side. Specifically, FIG. As shown, when the front wheel braking force gradually increases, the rear wheel braking force gradually increases proportionally until the front wheel braking force reaches the set value, and then the rear wheel braking force increases. When the front wheel side braking force is maintained constant and the front wheel side braking force exceeds the next set value, the rear wheel side braking force is set to gradually decrease in reverse.

Therefore, in the case of this brake device, while the brake on the front wheel side is operated within a certain operation range, the rear wheel side brake distribution is increased to increase the braking efficiency. By gradually decreasing the side braking distribution, it is possible to cope with a decrease in the rear wheel ground load.
JP-A-7-196068

  However, this conventional brake device has a limited vehicle use because the hydraulic pressure distribution ratio between the front wheels and the rear wheels is uniquely determined according to the input hydraulic pressure (braking force) on the front wheels. Depending on the environment, driving conditions, etc., there may be slight deviations from the rider's operation preferences, and improvements in this point are currently expected.

  Further, in the above conventional brake device, when the hydraulic pressure distribution ratio between the front wheel side and the rear wheel side is uniquely determined corresponding to the input hydraulic pressure on the front wheel side, the braking force on the front wheel side is increased. In addition, when the braking force on the front wheel side is decreased, the same hydraulic pressure distribution ratio is obtained as shown in FIG. However, in a situation where a large braking force greater than the set value is applied to the front wheel side, the rear wheel braking force gradually decreases along a characteristic gradient with respect to the increase in the front wheel braking force. This means that the rear wheel braking force gradually increases along the same characteristic gradient when is reduced. For this reason, a rider accustomed to driving a vehicle that does not have a CBS may feel the braking behavior on the rear wheel side as being uncomfortable.

  Accordingly, the present invention is intended to provide a brake device for a motorcycle that allows a rider to perform a brake operation without a sense of incongruity.

In order to achieve the above object, the invention described in claim 1 is directed to a brake for a motorcycle in which a wheel braking means (for example, the brake caliper 4 in the embodiment) on the rear wheel side can be interlocked with a brake operation on the front wheel side. In the apparatus, a controller (for example, the controller 9 in the embodiment) that electrically controls the braking force of each wheel braking means according to the driving condition of the vehicle and the brake operation is provided, and the wheel on the rear wheel side is used for brake operation on the front wheel side. When interlocking the braking means, the control of the braking force of the wheel braking means on the rear wheel side by the controller changes the rear wheel braking force from gradually increasing to gradually decreasing according to the increase in the front wheel braking force. The rear wheel braking force is maintained or gradually decreased according to the decrease in the braking force.

  In this case, when the front wheel side braking force is gradually increased when the rear wheel side braking means is interlocked with the front wheel side braking operation, the rear wheel side braking force gradually increases at the initial stage of braking. As a result, the braking efficiency increases, and in the latter half of braking, the braking force on the rear wheel side gradually decreases to cope with a decrease in the rear wheel ground load. Conversely, when the front wheel side braking force is weakened from this state, the rear wheel side braking force is controlled to be maintained or gradually decreased in accordance with the decrease in the front wheel side braking force.

According to a second aspect of the present invention, there is provided a motorcycle braking apparatus in which a rear wheel side wheel braking means can be interlocked with a front wheel side braking operation. When a controller for electrically controlling the braking force is provided, and the wheel braking means on the rear wheel side is interlocked with the brake operation on the front wheel side, the controller operates when the front wheel side brake operation amount increases from a predetermined operation amount or less. However, the rear wheel side braking force is controlled so that the rear wheel braking force changes from gradually increasing to gradually decreasing as the front wheel side braking operation amount increases, and when the front wheel side braking operation amount increases, the rear wheel side braking force is controlled. When entering the operation range where the power gradually decreases, when the front wheel brake operation amount thereafter decreases, the brake solution that keeps the rear wheel braking force constant when the front wheel brake operation amount is the maximum value. It was to change the control of the controller to the mode.

  In this case, when the front wheel side brake operation amount increases from a predetermined operation amount or less under the situation where the rear wheel side wheel braking means is interlocked with the front wheel side brake operation, the controller responds to the increase in the front wheel side brake operation amount. The rear wheel braking force is gradually changed from gradually increasing. When the control by the controller is changed to the brake release mode, the rear-wheel brake fluid pressure is maintained constant when the front-wheel brake operation amount is the maximum value even if the front-wheel brake operation amount decreases. become.

According to a third aspect of the present invention, in the second aspect of the present invention, after the control by the controller is changed to the brake release mode, an operation amount at which the rear wheel side braking force of the brake release mode and the basic mode is matched is reached. The brake release mode is now returned to the basic mode on the condition that the brake operation amount on the front wheel side decreases.

  In this case, once the mode is changed to the brake release mode, the vehicle does not return to the basic mode until the front wheel side brake operation amount is reduced to the operation amount at which the rear wheel side braking force matches the brake release mode and the basic mode. The rear wheel braking force does not increase even if the brake is gripped on the way.

According to a fourth aspect of the present invention, in the invention according to the second or third aspect, when the control by the controller is changed to the brake release mode and the front wheel side brake operation amount increases beyond the maximum value, the controller When the rear wheel braking force is gradually decreased in response to an increase in the front wheel brake operation amount and thereafter the front wheel brake operation amount decreases, the rear wheel braking force at the time when the maximum value of the front wheel brake operation amount is updated. Was kept constant.

  In this case, after changing to the brake release mode, if the front wheel side brake operation amount increases beyond the initial maximum value due to the increase in the front wheel side brake grip, the controller adjusts the rear wheel according to the increase in the front wheel side brake operation amount. Reduce the side braking force gradually. Thereafter, when the front wheel side brake operation amount decreases, the controller keeps the rear wheel side braking force at a low value when the maximum value of the brake operation amount is updated.

According to a fifth aspect of the present invention, there is provided a motorcycle braking apparatus in which a rear wheel side wheel braking means can be interlocked with a front wheel side brake operation. When a controller for electrically controlling the braking force is provided, and the wheel braking means on the rear wheel side is interlocked with the brake operation on the front wheel side, the controller operates when the front wheel side brake operation amount increases from a predetermined operation amount or less. However, the rear wheel side braking force is controlled so that the rear wheel braking force changes from gradually increasing to gradually decreasing as the front wheel side braking operation amount increases, and when the front wheel side braking operation amount increases, the rear wheel side braking force is controlled. When entering the operation range where the power gradually decreases, when the front wheel brake operation amount thereafter decreases, the brake that gradually decreases the braking force from the rear wheel braking force when the front wheel brake operation amount is the maximum value. And to change the control of the controller to the key releasing mode.

  In this case, when the front wheel side brake operation amount increases from a predetermined operation amount or less under the situation where the rear wheel side wheel braking means is interlocked with the front wheel side brake operation, the controller responds to the increase in the front wheel side brake operation amount. The rear wheel braking force is gradually changed from gradually increasing. When the control by the controller is changed to the brake release mode, the braking force gradually decreases from the rear wheel side braking force when the front wheel side brake operation amount is the maximum value as the front wheel side brake operation amount decreases.

The invention according to claim 6 is the invention according to claim 5 , wherein in the brake release mode, when the rear wheel side braking force reaches a lower limit braking force due to a gradual decrease of the braking force, The rear wheel braking force is maintained at the lower limit braking force.

The invention according to claim 7 is the operation according to claim 5 or 6 , wherein after the control by the controller is changed to the brake release mode, the rear wheel side braking force of the brake release mode and the basic mode match. The brake release mode is now returned to the basic mode under the reset condition that the front wheel side brake operation amount is reduced to the amount.

  In this case, once the mode is changed to the brake release mode, the vehicle does not return to the basic mode until the front wheel side brake operation amount is reduced to the operation amount at which the rear wheel side braking force matches the brake release mode and the basic mode. Even if the brake is gripped on the way, the rear-wheel braking force does not increase rapidly.

The invention according to claim 8 is the invention according to any one of claims 5 to 7 , wherein after the control by the controller is changed to the brake release mode, the front wheel side brake operation amount increases beyond the maximum value. When the controller gradually reduces the rear-wheel braking force in response to an increase in the front-wheel brake operation amount, and then the front-wheel brake operation amount decreases, the rear-wheel side control at the time when the maximum brake operation amount is updated. The braking force was gradually reduced from the power.

In this case, after changing from the basic mode to the brake release mode, if the front wheel side brake operation amount increases beyond the initial maximum value by increasing the front wheel side brake, the controller responds to the increase in the front wheel side brake operation amount. To gradually reduce the rear wheel braking force. Thereafter, when the front wheel side brake operation amount gradually decreases, the controller gradually decreases the braking force from the rear wheel side braking force which is low when the brake operation amount is updated.
The invention according to claim 9 is the invention according to any one of claims 1 to 8, wherein the controller has a plurality of control modes in which braking force distribution methods for the wheel braking means on the front wheel side and the rear wheel side are different. In addition, mode switching means for switching the control mode of the controller by manual operation is provided.
A tenth aspect of the present invention is the invention according to any one of the first to eighth aspects, wherein the controller has a plurality of control modes in which braking force distribution methods for the wheel braking means on the front wheel side and the rear wheel side are different. At the same time, the control mode is automatically selected according to the driving conditions.
According to an eleventh aspect of the present invention, in the invention according to the ninth or tenth aspect, the plurality of control modes of the controller are fixed in which the hydraulic pressure distribution on the front wheel side and the rear wheel side according to the amount of brake operation is fixed. Added mode.

According to the first aspect of the present invention, when the wheel braking means on the rear wheel side is interlocked with the brake operation on the front wheel side, the rear wheel braking force is maintained or gradually decreased according to the decrease in the front wheel braking force. Therefore, it is possible to obtain the same brake operation feeling as that of a vehicle having no CBS.

According to the second aspect of the present invention, when the wheel braking means on the rear wheel side is interlocked with the brake operation on the front wheel side, the front wheel side brake operation amount is reduced when the control by the controller is changed to the brake release mode. Accordingly, the braking force on the rear wheel side is kept constant, so that a feeling of brake operation similar to that of a vehicle having no CBS can be obtained.

According to the third aspect of the present invention, even if the front wheel side brake is gripped on the way after changing to the brake release mode, the rear wheel braking force does not increase unless the reset condition is satisfied. It is possible to prevent a change in braking feeling due to a sudden increase in the wheel-side braking force.

According to a fourth aspect of the present invention, when the operation amount of the front wheel side brake is increased halfway so as to exceed the initial maximum value after changing to the brake release mode, the maximum value is obtained when the front wheel side brake operation amount thereafter decreases. Since the rear wheel braking force at the time when the wheel is updated is kept constant, it is possible to prevent a change in the braking feeling when the number of grips is increased.

According to a fifth aspect of the present invention, when the rear wheel side wheel braking means is interlocked with the front wheel side brake operation, the front wheel side brake operation amount is reduced when the control by the controller is changed to the brake release mode. Accordingly, the rear wheel braking force is controlled so as to gradually decrease, so that it is possible to obtain a brake operation feeling similar to that of a vehicle having no CBS.

According to the sixth aspect of the present invention, when the rear wheel side braking force becomes equal to or lower than the brake operation amount that reaches the lower limit braking force due to the gradual decrease of the braking force after changing to the brake release mode, Therefore, it is possible to eliminate an increase in the rear-wheel braking force when the amount of brake operation is reduced.

Since the rear wheel braking force does not increase unless the reset condition is satisfied even if the front wheel brake is gripped on the way after changing to the brake release mode, the rear wheel brake is controlled. It is possible to prevent a change in braking feeling due to a sudden increase in power.

In the invention according to claim 8 , if the front wheel side brake is gripped on the way so as to exceed the initial maximum value after changing to the brake release mode, the maximum value is updated when the front wheel side brake operation amount thereafter decreases. Since the braking force is gradually reduced from the low rear wheel side braking force at the time point, it is possible to prevent a change in braking feeling when the number of grips is increased.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows an overall configuration of an embodiment of a brake device according to the present invention. The brake device of this embodiment includes a front wheel side brake circuit 1a and a rear wheel side which are independent from each other as shown in FIG. A brake circuit 1b is provided. In the case of this embodiment, the front wheel side and rear wheel side brake circuits 1a and 1b are such that the front wheel side brake operation part 2 is constituted by a lever and the rear wheel side brake operation part 2 is constituted by a pedal. Although different, other basic configurations are substantially the same. In the following description of the specific circuit configuration, only the front wheel side brake circuit 1a will be described in detail, and the rear wheel side brake circuit 1b will be described by attaching the same reference numerals to the same parts as the front wheel side brake circuit 1a. Shall be omitted.

  Each brake circuit 1a, 1b is connected to a master cylinder 3 interlocked with the brake operation unit 2 and a brake caliper 4 corresponding to the wheel brake means by a main brake passage 5, and in the middle of the main brake passage 5, A hydraulic pressure modulator 6 for generating hydraulic pressure is joined and connected by an electric actuator described later. Then, a normally open first electromagnetic opening / closing operation for operating the communication and disconnection of the master cylinder 3 and the brake caliper 4 at a position closer to the master cylinder 3 than the joint connection portion with the hydraulic pressure modulator 6 on the main brake passage 5 is performed. When the valve 7 is interposed and when the first electromagnetic on-off valve 7 closes the main brake passage 5, a pseudo hydraulic reaction force corresponding to the operation amount of the brake operation unit 2 is appropriately applied to the master cylinder 3. A liquid loss simulator 45 that acts on the liquid crystal is connected. The electric actuator of the hydraulic pressure modulator 6 and the first electromagnetic on-off valve 7 are electrically controlled by a controller (ECU) 9 together with other valves and the like built in the hydraulic pressure modulator 6 and the like. Yes.

  The controller 9 includes hydraulic pressures on the input side (the master cylinder 3 side with the first electromagnetic on-off valve 7 interposed) and the output side (the brake caliper 4 side with the valve 7 interposed) of each brake circuit 1a, 1b. In addition to the pressure sensors 10 and 11 for detecting the vehicle speed and the wheel speed sensor 12 for detecting the wheel speeds of the front and rear wheels, a mode change switch 13 (mode change means) for changing the control mode manually by the rider is connected. The controller 9 controls the braking pressure of the brake caliper 4 in accordance with these input signals and mode switching signals.

  This brake device includes a CBS that can operate the other brake caliper 4 in conjunction with one of the brake operation units 2 on the front wheel side and the rear wheel side, and the brake caliper on the slave side of the CBS. 4 is operated by the supply pressure from the hydraulic modulator 6 by a by-wire system. That is, when one brake operation unit 2 is operated, information such as front and rear wheel speeds and brake operation amounts is input to the controller 9 through various sensors. At this time, both brake circuits are instructed by commands from the controller 9. At the same time as the first electromagnetic on-off valve 7 closes the main brake passage 5, the hydraulic pressure modulator 6 supplies the hydraulic pressure corresponding to the vehicle operating conditions and brake operation to the brake calipers 4 of both circuits. However, the hydraulic pressure is supplied from the hydraulic modulator 6 to the circuit on the side where the brake is not operated in this way only when the mode change-over switch 13 described later is set to a mode that allows CBS.

  In addition, since the first electromagnetic on-off valve 7 interposed in the main brake passage 5 is a normally open type, current consumption of the vehicle can be suppressed by de-energizing during normal operation of the vehicle. . The above description is for a case where the brake operation is performed for a relatively short time. However, when the brake operation such as stopping on a slope is performed for a long time, the brake device further shifts to a mode for suppressing current consumption. It is supposed to be. This current suppression mode will be described later.

  Next, the specific structure and function of the hydraulic pressure modulator 6 will be described with reference to FIGS.

  As shown in the developed cross-sectional view of FIG. 4, the hydraulic pressure modulator 6 is accommodated in a cylinder 15 formed in the modulator body 14 so that the piston 16 can move forward and backward, and a hydraulic pressure chamber 17 is interposed between the cylinder 15 and the piston 16. Are separated. The hydraulic chamber 17 is connected to the output port 20 of the modulator body 14 by a main supply / discharge passage 19 in which a normally closed third electromagnetic opening / closing valve 18 is interposed. The output port 20 is connected to the main brake passage 5 as shown in FIGS. 3, 9, and 10, and hydraulic fluid is appropriately supplied and discharged between the hydraulic chamber 17 and the main brake passage 5. ing. The hydraulic pressure modulator 6 shown in FIG. 4 and the hydraulic pressure modulator 6 shown in FIGS. 3, 9, and 10 are depicted with different internal passages leading from the hydraulic pressure chamber 17 to the main brake passage 5. Are differences in illustration, and the actual structure and function are not changed.

  Further, as shown in FIG. 4, the hydraulic pressure modulator 6 operates a cam mechanism 21 that pushes up the piston 16 toward the hydraulic pressure chamber 17, a return spring 22 that constantly pushes the piston 16 toward the cam mechanism 21, and a cam mechanism 21. And an electric motor 23 as an electric actuator to be driven, and the electric motor 23 is appropriately controlled to rotate in forward and reverse directions by a controller 9 (see FIG. 1).

  The cam mechanism 21 is provided on a cam shaft 24 that is supported by bearings in the modulator body 14 so that a pair of cam rollers 25 and 26 are eccentric from the rotation center of the cam shaft 24. Both the cam rollers 25 and 26 are rotatably supported via a needle roller bearing 28 on a common shaft 27 provided in parallel to the outer periphery of the cam shaft 24. Accordingly, both the cam rollers 25 and 26 are arranged on the outer peripheral portion of the cam shaft 24 in a line in series in the axial direction. One cam roller 25 is always in contact with the end of the piston 16 urged by the return spring 22, and the other cam roller 26 is in contact with a later-described lifter 29.

  A sector gear 30 is integrally provided at one end of the cam shaft 24, and the sector gear 30 portion is connected to a pinion gear 32 on the output shaft of the electric motor 23 via a reduction gear 31 (FIGS. 4 and 6). (See (b).) Therefore, the rotational torque of the electric motor 23 is transmitted to the cam shaft 24 by meshing with these gears, and the rotation of the cam shaft 24 due to the torque is transmitted to the piston 16 via the cam roller 25 as an operating force. An angle sensor 33 is further provided at one end of the cam shaft 24, and angle information of the cam shaft 24 detected by the angle sensor 33 is fed back to the controller 9.

  The piston 16 is operated and controlled in one end side region and the other end side region in the cylinder 15 with a substantially central position in the cylinder 15 as a neutral reference position. 3, 4, 6 (a), and 6 (b) show a state in which the piston 16 is in the neutral reference position. In this state, the eccentric position of the cam roller 25 on the cam shaft 24 is the stroke direction of the piston 16. It is almost orthogonal. The electric motor 23 appropriately rotates the eccentric position of the cam roller 25 up and down in the figure by energization control.

  In the hydraulic pressure modulator 6 of this embodiment, the region on the side (lower side in FIG. 4) where the hydraulic chamber 17 is expanded with respect to the neutral reference position is used for ABS control, and conversely the hydraulic chamber 17 is reduced. The region on the side (upper side in FIG. 4) is mainly used for CBS control. ABS starts from the pressure reduction to the main brake passage 5 (brake caliper 4), and performs hydraulic pressure control such as holding and re-increasing pressure, so that the hydraulic pressure chamber 17 is expanded by the piston operation from the neutral reference position. Is suitable for control, and CBS starts by positively supplying hydraulic fluid to the main brake passage (brake caliper 4), so that the hydraulic chamber 17 is moved by piston operation from the neutral reference position. The use of the area to be reduced is suitable for its control. 7A, 7B, and 9 show the state of CBS control, and FIGS. 8A, 8B, and 10 show the state of ABS control.

  Therefore, in the case of this hydraulic pressure modulator 6, it is necessary to provide separate pistons for ABS and CBS by using the piston 16 in both areas separately for ABS and CBS, with the approximate center position of the cylinder 15 being the neutral reference position. Can be eliminated. For this reason, in this hydraulic pressure modulator 6, the number of parts can be reduced and the modulator itself can be reduced in size and weight.

  Further, as shown in FIGS. 6 to 8, the bottomed cylindrical lifter 29 is disposed in a position below the other cam roller 26 of the hydraulic pressure modulator 6, and the lifter 29 is nested. It is urged toward the cam roller 26 by a pair of arranged backup springs 34a, 34b (urging means). The lifter 29 is disposed in a step-shaped receiving hole 35 in the modulator body 14, and a stopper flange 37 that can contact the stepped surface 36 of the receiving hole 35 is integrally formed at the opening edge of the lifter 29. Yes. The stopper flange 37 constitutes a stopper that regulates the urging position of the piston 16 by the backup springs 34 a and 34 b together with the stepped surface of the accommodation hole 35. The stoppers (stopper flange 37 and stepped surface 36) restrict the maximum urging position of the piston 16 by the backup springs 34a and 34b to the neutral reference position.

  The backup springs 34a and 34b urge the piston 16 in the direction of reducing the hydraulic pressure chamber 17, and the urging force for the piston 16 is mainly exhibited when the electric motor 23 is in a non-energized state. When the torque of the electric motor 23 does not act, the piston position is returned to the neutral reference position where the stopper functions. The spring reaction force between the backup springs 34a and 34b and the return spring 22 is set so that the backup springs 34a and 34b are larger when the piston 16 is in the neutral reference position. , 34b, 22 to react with the spring reaction force in the direction to return to the neutral reference position.

  Further, as shown in FIG. 4, the modulator body 14 is provided with a bypass passage 38 that bypasses the third electromagnetic opening / closing valve 18 and connects the hydraulic chamber 17 and the output port 20. The bypass passage 38 is provided with a check valve 39 that allows the hydraulic fluid to flow from the hydraulic chamber 17 toward the output port 20.

  The third solenoid opening / closing valve 18 in the main supply / discharge passage 19 is a normally closed type, and is opened by energization only during ABS control and when supplying hydraulic fluid from the hydraulic pressure modulator 6 to the brake caliper 4 by CBS control. It is. However, even under such a control condition, if the third electromagnetic switching valve 18 is de-energized for some reason, the supply / discharge passage 19 is automatically closed. In this brake device, even when the third electromagnetic opening / closing valve 18 is closed as described above, the flow of the hydraulic fluid from the hydraulic chamber 17 toward the main brake passage 5 is ensured by the bypass passage 38 and the check valve 39. The

  Further, in the case of this brake device, the pressure sensor 11 for detecting the hydraulic pressure on the output side of each brake circuit is assembled to the modulator body 14 of the hydraulic pressure modulator 6, and the sensor detection unit is connected to the supply / discharge passage 19 in the modulator body 14. It is arranged so as to face the upstream side position (position on the output port 20 side) of the third electromagnetic opening / closing valve 18. Therefore, in this brake device, the pressure sensor 11 can be compactly arranged as an integral block with the hydraulic pressure modulator 6, and the hydraulic pressure on the output side of the brake circuit can be detected at a location close to the brake caliper 4. .

  In the case of the hydraulic modulator of this embodiment, as shown in FIGS. 5 to 8, the pressure sensor 11, the electric motor 23, and the third electromagnetic opening / closing valve 18, which are functional components having a long shaft length, are mutually connected. It is assembled to the modulator body 14 so as to be parallel. For this reason, the hydraulic modulator 6 as a whole becomes compact, which is very advantageous for mounting in a vehicle.

  Next, a specific structure of the liquid loss simulator 45 will be described with reference to FIGS. The structure shown in FIGS. 11 and 12 is drawn with the orientations of the components different from those shown in FIGS. 3, 9, and 10, but this is for the convenience of illustration.

  The liquid loss simulator 45 is incorporated in the integral block flow path switching unit 8. The unit body 40 of the flow path switching unit 8 is formed with a main brake constituent path 5a that forms a part of the main brake path 5, and one end and the other end of the main brake constituent path 5a are respectively on the master cylinder 3 side. The inlet port 41 communicates with the outlet port 42 that communicates with the brake caliper 4 side. Further, the unit body 40 is integrally assembled with the normally-open first electromagnetic on-off valve 7, and the opening / closing operation part of the first electromagnetic on-off valve 7 opens and closes the main brake constituting path 5a. ing.

  A branch passage 43 is provided at a position upstream of the first electromagnetic on-off valve 7 in the main brake constituent passage 5a (position on the master cylinder 3 side), and a normally closed second passage is provided in the branch passage 43. A liquid loss simulator 45 is connected via an electromagnetic on-off valve 44. The second electromagnetic on-off valve 44 is energized and controlled by the controller 9 in the same manner as the first electromagnetic on-off valve 7, and at the time of CBS control, the master cylinder 3 side and the liquid loss simulator 45 are communicated with each other on the secondary brake passage side. At this time, the first electromagnetic on-off valve 7 closes the main brake constituting path 5a when energized.

  Further, the pressure sensor 10 on the input side of the brake circuit is provided on the upstream side (inlet port 41 side) of the branch passage 43 with respect to the second electromagnetic opening / closing valve 44. The pressure sensor 10 is integrally assembled with the unit body 40, and is arranged so that the pressure detection unit faces the branch passage. Since the upstream side portion of the branch passage 43 relative to the second electromagnetic on-off valve 44 is always connected to the inlet port 41 regardless of whether the normally open first electromagnetic on-off valve 7 is opened or closed, the pressure sensor 10 is always connected. The pressure near the master cylinder 3 in the circuit can be detected accurately.

  On the other hand, in the liquid loss simulator 45, a piston 47 is accommodated in a cylinder 46 formed in the unit body 40 so that the piston 47 can freely move back and forth, and a liquid that receives hydraulic fluid flowing from the master cylinder 3 side between the cylinder 46 and the piston 47. A chamber 48 is formed. A metal coil spring 49 and a deformed resin spring 50 are arranged in series on the back side of the piston 47, and a reaction force is applied to the piston 47 by these two springs 49 and 50 (elastic members) having different characteristics. It is supposed to be.

  Further, a guide rod 52 having a pair of flanges 51a and 51b is disposed at the approximate center in the axial direction on the back side of the piston 47 in the cylinder 46. One end of the guide rod 52 is inserted into a receiving hole 53 formed in the center of the back portion of the piston 47, and the other end penetrates the shaft center portion of the deformed resin spring 50. The coil spring 49 is disposed between the accommodation hole 53 of the piston 47 and one end of the guide rod 52, and generates a spring reaction force corresponding to the stroke until the back surface of the piston 47 contacts the flange 51a of the guide rod 52. It is like that. On the other hand, the deformed resin spring 50 is disposed between the thrust washer 54 disposed at the bottom of the cylinder 46 and the other flange 51b of the guide rod 52, and changes its shape in accordance with the backward stroke of the guide rod 52. At this time, reaction force and damping resistance (internal frictional resistance) accompanying deformation are generated. The shape and material of the deformed resin spring 50 are determined in accordance with the target characteristics.

  Here, the spring constants of the coil spring 49 and the deformed resin spring 50 are generally set larger on the deformed resin spring 50 side, and when the piston 16 moves backward, the coil spring 49 starts to deform first. ing. The coil spring 49 made of a metal material has a linear spring characteristic, and the deformed resin spring 50 has a hysteresis characteristic (damping characteristic). For this reason, in this liquid loss simulator 45, a gentle reaction force characteristic of rising mainly by the coil spring 49 is obtained in the early stage of retreating of the piston 16, and rising of reaction force by the deformed resin spring 50 is obtained in the later stage of retreating. A sudden characteristic with a damping characteristic can be obtained.

  In the case of this brake device, the hydraulic fluid is introduced from the master cylinder 3 to the liquid loss simulator 45 in the brake circuit operated later after CBS control. Since multistage reaction force is generated by the two kinds of springs 49 and 50, a natural brake operation feeling that is the same as that of a direct operation type brake device can be obtained with an extremely simple structure.

  The unit body 40 bypasses the second electromagnetic opening / closing valve 44 and communicates with the liquid loss simulator 45 and a portion upstream of the first electromagnetic opening / closing valve 7 of the main brake constituent passage 5a. Is provided. The bypass passage 55 is provided with a check valve 56 that allows the flow of hydraulic fluid in the direction of the inlet port 41 (in the direction of the master cylinder 3) from the liquid loss simulator 45 side. Therefore, even if the CBS control is canceled in a state where the hydraulic fluid is introduced into the liquid loss simulator 45, the hydraulic fluid in the liquid loss simulator 45 is reliably returned to the master cylinder 3 side through the bypass passage 55. Accordingly, the piston 47 of the liquid loss simulator 45 is surely returned to the initial position, so that the same brake operation feeling can be obtained when the CBS control is started next time.

  In this embodiment, since the first electromagnetic on-off valve 7 for opening and closing the main brake passage 5 is integrally assembled with the flow path switching unit 8 together with the liquid loss simulator 45, both are made compact as an integrated block. be able to. Furthermore, in this embodiment, since not only the first electromagnetic on-off valve 7 but also the pressure sensor 10 on the input side and the second electromagnetic on-off valve 44 are integrated in the same unit 8, the density of functional parts is increased. It becomes very advantageous for mounting these functional parts on a vehicle.

  Further, in the flow path switching unit 8, the first and second electromagnetic opening / closing valves 7 and 44 and the pressure sensor 10, which are functional parts having a long axial length, are all parallel to the liquid loss simulator 45. It is assembled to the body 40. This is advantageous in making the flow path switching unit 8 itself compact.

  Further, in the flow path switching unit 8, the first electromagnetic on-off valve 7 and the second electromagnetic on-off valve 44 are arranged so that the axial positions of the first electromagnetic on-off valve 7 and the second electromagnetic on-off valve 44 are shifted. A part of the brake constituent path 5a and a part of the branch path 43) are formed in a straight line. For this reason, there exists an advantage that the process of a channel | path becomes easy.

Based on the above description of the components, the operation of the entire brake device will be described. However, it is assumed that the mode switch 13 is in a mode that allows CBS.
When the rider operates one of the brake operation units 2 on the front wheel side and the rear wheel side while the vehicle is traveling, all the first to third electromagnetic opening / closing valves 7, 44, and 18 are energized in both brake circuits, At the same time that the main brake passage 5 is disconnected from the master cylinder 3 by the first electromagnetic on-off valve 7, the opening operation of the second electromagnetic on-off valve 44 causes the master cylinder 3 and the liquid loss simulator 45 to conduct, and further the third electromagnetic The hydraulic pressure modulator 6 and the main brake passage 5 are electrically connected by opening the on-off valve 18. As a result, the rider can feel the brake operation feeling simulated by the liquid loss simulator 45, and at the same time, the hydraulic pressure fluctuation due to the operation of the hydraulic pressure modulator 6 is not transmitted to the rider side. At this time, the electric motor 23 of the hydraulic modulator 6 is operated in parallel with this, and the cam roller 25 pushes up the piston 16 to pressurize the hydraulic fluid in the hydraulic chamber 17. As a result, the hydraulic pressure according to the control of the electric motor 23 is supplied to the brake caliper 4 through the main brake passage 5.

  At this time, the hydraulic pressure supplied from the hydraulic pressure modulator 6 to the brake caliper 4 is controlled such that the hydraulic pressures of the front and rear brakes have a preset distribution ratio. Also, in such CBS control, when it is detected that the wheel on the modulator operating side is about to lock, the piston 16 is moved backward by the control of the electric motor 23 by the controller 9 and the braking pressure of the brake caliper 4 is lowered. By avoiding wheel locks.

  By the way, when the ABS control is started in this way and the piston 16 in the hydraulic pressure modulator 6 is retracted, the backup springs 34 a and 34 b are compressed through the lifter 29 by the eccentric rotation of the cam roller 25 on the cam shaft 24. In normal ABS operation, the upward movement of the piston 16 from this state is basically performed by the force of the electric motor 23, but when the electric motor 23 is de-energized for some reason during the ABS control, The piston 16 is returned to the neutral reference position by the force of the backup springs 34 a and 34 b, and the hydraulic fluid that has been retreated in the hydraulic pressure chamber 17 is returned to the main brake passage 5. At this time, if the third electromagnetic opening / closing valve 18 is de-energized at the same time, the main supply / discharge passage 19 in the hydraulic pressure modulator 6 is closed. At this time, the hydraulic fluid in the hydraulic pressure chamber 17 is connected to the bypass passage 38. It returns to the main brake passage 5 through the check valve 39.

  Further, when the vehicle is stopped by a series of these brake operations, the hydraulic pressure by the hydraulic pressure modulator 6 acts on both wheels. However, after a certain time has elapsed after the vehicle stops, the hydraulic pressure modulator 6 (electric The operation proceeds to the current suppression mode in which the operation of the motor 23) is stopped.

  In this current suppression mode, first, energization of the third electromagnetic opening / closing valve 18 of the hydraulic modulator 6 on the side pressurizing the brake caliper 4 is stopped, and thus the communication between the modulator 6 and the main brake passage 5 is cut off. Then, the operation of the electric motor 23 is stopped. At this time, since the hydraulic pressure generated by the hydraulic pressure modulator 6 remains in the main brake passage 5 and the brake caliper 4, the braking force is maintained by the hydraulic pressure.

  Next, energization of the first and second electromagnetic on-off valves 7 and 44 in the flow path switching unit 8 is stopped. Thereby, first, the communication between the master cylinder 3 and the liquid loss simulator 45 is blocked by closing the second electromagnetic switching valve 44, and at the same time, the master cylinder 3 and the main brake passage 5 are opened by opening the first electromagnetic switching valve 7. The brake caliper 4 side communicates. At this time, since the hydraulic pressure generated by the hydraulic pressure modulator 6 remains in the main brake passage 5, the stroke on the master cylinder 3 side is maintained as it is.

  By shifting to the current suppression mode in this order, it is possible to switch to braking by the master cylinder 3 without giving the rider a feeling of strangeness. Even if the operation of the electric motor 23 is stopped in this way, the braking force can be reliably maintained, so that current consumption by the electric motor 23 can be suppressed, and the motor and brush of the electric motor 23 are worn. Can also be reduced. At the same time, current consumption in each of the electromagnetic on-off valves 7, 44, 18 can be suppressed.

  When the rider then releases the brake operation, the hydraulic fluid is returned from the brake caliper 4 side to the master cylinder 3, and at the same time, the hydraulic fluid remaining in the liquid loss simulator 45 is mastered via the bypass passage 55 and the check valve 56. Returned to the cylinder 3. When the hydraulic pressure on the input side of the brake circuit becomes atmospheric pressure, the controller 9 opens the third electromagnetic on-off valve 18 and simultaneously operates the electric motor 23 to make the piston 16 in the hydraulic pressure modulator 6 neutral. Retract to position.

The basic operation of the brake device is as described above. The start condition of the CBS control can be limited by the controller 9 according to the brake operation amount (hydraulic pressure on the input side of the brake circuit), the vehicle speed, and the like. For example, in a region where the brake operation amount is small, the front and rear wheels are braked only by the hydraulic pressure of the master cylinder 3 without performing the CBS control, and the above-described hydraulic pressure modulator 6 is set only when the brake operation amount becomes larger than a certain level. You may make it perform CBS control to be used. Further, when the front and rear brakes are operated largely at the same time, current consumption may be suppressed by braking the front and rear wheels with the hydraulic pressure of the master cylinder 3 without performing the CBS control.

  In the brake device of this embodiment, a plurality of control modes by the controller 9 are prepared, and the rider can switch to an arbitrary control mode by operating the mode switch 13.

  In this brake device, since such a control mode can be appropriately switched by the rider according to the vehicle use environment, the driving situation, etc., it is possible to always perform braking suitable for the rider's brake operation preference.

  Further, the controller may estimate the traveling condition from information such as the engine speed and the vehicle speed, and automatically select a mode corresponding to the traveling condition.

  In addition to the above control modes prepared in advance, a control mode in which the hydraulic pressure distribution before and after the brake operation amount is fixed or a control mode with different CBS control start conditions may be provided.

  By the way, in the case where the CBS control is performed in which the rear wheel side is interlocked with the brake operation on the front wheel side, this brake device increases the braking force on the front wheel side as shown in FIG. The braking force distribution ratio between the front wheel side and the rear wheel side is different between when the front wheel side braking force is decreased (when the brake operation amount is decreased).

  That is, when increasing the front wheel side braking force, the hydraulic pressure control is performed so that the rear wheel side braking force gradually increases until a certain region, and then the rear wheel side braking force is temporarily reduced until the front wheel side braking force reaches the set value. After being maintained constant, the hydraulic pressure control is performed so that the rear wheel braking force gradually decreases when the set value is exceeded. In such a situation where the front wheel side braking force is increased, the rear wheel side braking force is controlled in this manner, thereby improving the braking efficiency in the early stage of braking and lowering the rear wheel installation load in the late stage of braking. be able to.

On the other hand, when the front wheel side braking force is reduced after the front wheel side braking force exceeds the set value, the rear wheel side braking force is hydraulically controlled so that the current state is maintained or gradually decreased in accordance with the decrease in the front wheel side braking force. (See the arrow in FIG. 13 (a)). Thus, under the situation where the front wheel side braking force decreases, by suppressing the gradual increase of the rear wheel side braking force, an increase in the slip ratio of the rear wheel can be avoided, and a natural brake operation feeling can be given to the rider.
FIG. 14 is a characteristic diagram of this embodiment in which time is taken on the horizontal axis, and the master cylinder pressure on the front wheel side and the brake caliper pressure on the rear wheel side are taken on the vertical axis. As shown in the figure, when the brake operation amount decreases after the front wheel side brake operation amount (master cylinder pressure fmp) has reached its maximum, the rear wheel brake fluid pressure (rcs) does not increase, but temporarily remains at a constant pressure. Gradually decreases after being held.

Here, specific processing in the case of adopting control for keeping the rear-wheel braking force constant when the front-wheel brake operation is reduced will be described with reference to FIGS.
First, the CBS control by the controller will be described. As shown in FIG. 19, after the variables in the memory are initialized in S101, the master cylinder pressures fmp and rmp and the front wheel speed fvw on the front and rear wheels are initialized in S102. The vehicle body information such as the rear wheel speed rvw is read, and in 103, assist pressures fas and ras are calculated in consideration of the operation amount of the other brake. In S104, the brake caliper pressures fcs, rcs on the front wheel side and the rear wheel side by CBS are calculated (hereinafter, this calculated value is referred to as “CBS pressure”). In S105, the final target control pressure ftp, rtp is calculated, and in the next step 106, the hydraulic pressure modulator 6 (brake caliper pressure) is controlled so as to reach the target control pressure.

  In the calculation of the assist pressure in S103, the assist pressures fas, ras corresponding to the master cylinder pressures fmp, rmp on the front wheel side and the rear wheel side are obtained by referring to a map (not shown) in S201, S202 in FIG.

On the other hand, the calculation of the CBS pressures fcs, rcs in S104 is performed along the flow of FIG.
That is, first, in S301, a front wheel side CBS base pressure fcsb corresponding to the rear wheel side master cylinder pressure rmp is calculated by referring to a map (not shown), and then a variable indicating the rear wheel side CBS pressure at the previous processing. The rear wheel side CBS pressure rcs at the time of the previous process is substituted for rcs_p, and in the next S303, the rear wheel side CBS corresponding to the front wheel side master cylinder pressure fmp is referred to with reference to the maps shown in FIGS. Obtain the base pressure rcsb. Then, in S304 and S305, a correction coefficient krcsv corresponding to the wheel speed and a correction coefficient krcsrp corresponding to the rear wheel master cylinder pressure rmp are obtained with reference to maps (not shown), respectively, and then the CBS base pressure rcsb in S306. Is multiplied by correction coefficients krcsv and krcsrp, and the result is substituted into a variable rcs_cal indicating the CBS calculation pressure.

In the next step S307, the current rear wheel side CBS control mode is determined. In steps S308 and S311, the front wheel side master cylinder pressure fmp is determined.
Here, there are two types of CBC control modes, the basic mode CBS_H and the brake release mode CBS_L. In the basic mode CBS_H, the master cylinder pressure fmp is zero (the brake operation amount is zero) from the upper specified value. The hydraulic pressure control mode changes along the characteristic line J in FIG. 16 until FMP_H, and the brake release mode CBS_L is changed after the master cylinder pressure fmp (brake operation amount) exceeds the upper specified value FMP_H. Thus, the hydraulic pressure control mode is maintained at a constant pressure as shown by the characteristic line K in FIG. 16 mainly when the brake is released (when the brake operation amount decreases).
These two types of CBS control modes are set to be changed under the conditions shown in Table 1 below. However, the left side of the arrow in Table 1 shows the current state of the CBS control mode and the current state of the master cylinder pressure fmp on the front wheel side (the magnitude relationship with the specified values FMP_H and FMP_L), and the right side of the arrow shows these conditions. The CBS control mode changed according to

  S309, S310, S312, and S313 following the determination results of S308 and S311, change the CBS control mode according to the current CBS control mode and the master cylinder pressure fmp. The change of the control mode here is the same as that shown in Table 1.

Subsequently, in S314 of FIG. 22, it is determined whether the changed CBS control mode is the basic mode CBS_H or the brake release mode CBS_L. If it is the basic mode CBS_H, the process proceeds to S315, and the brake release mode CBS_L If so, the process proceeds to S316.
In S316, the value of the variable rcs_cal (refer to S306) indicating the CBS calculated pressure is compared with the value of the variable rcs_p (refer to S302) indicating the CBS pressure at the previous process, and the calculated pressure rcs_cal is the CBS pressure at the previous process. When it is larger than rcs_p, the process proceeds to S317, and when it is equal to or lower than the CBC pressure rcs_p at the previous process, the process proceeds to S318.
In S315 and S317, the CBS pressure rcs is determined as the calculated pressure rcs_cal obtained in S306, and in S318, the CBS pressure rcs is determined as the CBS pressure rcs_p in the previous process.
The processing here is summarized as shown in Table 2 below.

つまり、この図２２の処理の最終段階では、ＣＢＳ制御が基本モードCBS_Hのときには、演算圧rcs_calをそのままＣＢＳ圧rcsとし、ＣＢＳ制御がブレーキ解除モードCBS_Lのときには、演算圧rcs_calと前回処理時のＣＢＳ圧rcs_pのうちのいずれか小さい方をＣＢＳ圧rcsとする。

That is, in the final stage of the processing of FIG. 22, when the CBS control is in the basic mode CBS_H, the calculated pressure rcs_cal is set to the CBS pressure rcs as it is, and when the CBS control is in the brake release mode CBS_L, the calculated pressure rcs_cal The smaller one of the pressures rcs_p is set as the CBS pressure rcs.

  When the CBS pressure rcs is determined in this way, next, as shown in FIG. 23, in S401 and S402, the assist pressure fas, ras and the CBS pressure fcs, rcs are added respectively, and the front wheel side and rear wheel side targets are added. Determine the control pressures ftp and rtp.

  In the CBS pressure calculation flow shown in FIGS. 21 and 22, correction coefficients krcsv and krcsrp are obtained in S304 and 305, and in S306, the CBS base pressure fcsb is multiplied by the correction coefficients krcsv and krcsrp to calculate the CBS calculation pressure. Although rcs_cal is obtained, the CBS base pressure fcsb can be directly used as the CBS calculation pressure rcs_cal without multiplying the correction coefficients krcsv and krcsrp as in the calculation flow shown in FIG.

  Assuming that the assist pressures fas and ras are small, the rear-wheel braking fluid pressure associated with CBS is substantially equal to the CBS pressure rcs determined by the above-described flow. Therefore, in the following description, the assist pressures fas and ras are assumed to be zero or sufficiently small for ease of explanation.

  When the control is performed along the above-described calculation flow of the CBS pressure rcs, the CBS pressure rcs (rear wheel brake fluid pressure) is shown in FIG. 16 in accordance with the increase in the front wheel master cylinder pressure fmp (brake operation amount). When the master cylinder pressure fmp exceeds the upper specified value FMP_H, the CBS control mode is changed from the basic mode CBS_H to the brake release mode CBS_L. When the master cylinder pressure fmp further increases from this state, the CBS pressure rcs gradually decreases in accordance with the increase. Up to this point, the processes in S315 and S317 of the above-described flow are performed, and the CBS pressure rcs is set to the calculated pressure rcs_cal at this time.

Next, when the brake operation on the front wheel side is loosened from this state and the master cylinder pressure fmp decreases, the CBS pressure rcs (rear wheel side brake fluid when the master cylinder pressure fmp is the maximum value) Pressure) is kept constant. The CBS pressure rcs at this time is kept constant as long as it is between P and Q in FIG. 16 even when the brake is further squeezed or a brake release operation is performed. The control here is the process of S318 of the flow described above, and at this time, the CBS pressure rcs is set to the CBS pressure rcs_p at the time of the previous process.
Therefore, once the brake release mode CBS_L is entered in this way, the CBS pressure rcs (rear wheel brake fluid pressure) does not rise suddenly even if the brake is gripped after the brake operation amount is reduced. That is, when the number of grips is increased, the characteristic is as shown in m of FIG. 15, and the CBS pressure rcs (rear-wheel braking fluid pressure) does not rise like m ′ in FIG.

  By the way, the brake release mode CBS_L is returned to the basic mode CBS_H with a reset condition that the master cylinder pressure fmp decreases so that the characteristic line K shown in FIG. 17 intersects the characteristic line J of the basic mode CBS_H.

  In addition, when the brake release mode CBS_L is changed and the CBS pressure rcs (rear wheel brake fluid pressure) is kept constant, the maximum value of the master cylinder pressure fmp is updated by increasing the brake grip. As shown in FIG. 18, when the CBS pressure rcs gradually decreases as the master cylinder pressure fmp increases (the brake operation amount increases), and then the master cylinder pressure fmp decreases, the maximum value of the master cylinder pressure fmp is updated. The low CBS pressure rcs is kept constant.

By the way, the above is a specific process in the case of adopting the control for keeping the rear wheel braking force constant when the front wheel brake operation is reduced, but by changing a part of the processes of S314 to S318 in FIG. The control can be changed to gradually reduce the braking force on the rear wheel side when the brake operation on the front wheel side is reduced.
Specifically, it can be realized by changing the contents of Table 2 to the contents of Table 3 below.

  However, cal2 in Table 3 is a straight line (or a curve) connecting a point on the gradual decrease characteristic line E when the master cylinder pressure fmp of the characteristic diagram in FIG. 25 increases and a fixed point FMP_R on the axis where the CBS pressure rcs is 0. It is a value obtained from

  In this case, if the master cylinder pressure fmp decreases (the brake operation amount) after the master cylinder pressure fmp exceeds FMP_H and the CBS control is changed from the basic mode CBS_H to the brake release mode CBS_L, the master cylinder pressure fmp becomes the maximum value. Then, the CBS pressure rcs is gradually decreased along the characteristic line F shown in FIG. When the brake is further increased or released from this state, the CBS pressure rcs is increased or decreased along the characteristic line F as indicated by the arrow in FIG. When the brake is gripped, the CBS pressure rcs increases, but this increase is not abrupt and does not cause the rider to feel a change in braking feeling.

  In this example, when the CBS control is in the brake release mode CBS_L and the CBS pressure rcs reaches the lower limit hydraulic pressure as the master cylinder pressure fmp decreases, as shown in FIG. When the pressure fmp decreases, the lower limit hydraulic pressure is maintained. When the master cylinder pressure fmp decreases to FMP_L and reaches the characteristic line J of the basic mode CBS_H, it returns to the basic mode CBS_H from the brake release mode CBS_L using it as a reset condition.

  Further, when the maximum value of the master cylinder pressure fmp is renewed by increasing the brake after the brake release mode CBS_L is changed and gradually decreases along the characteristic line F, the master cylinder pressure is changed as shown in FIG. As the fmp increases (the brake operation amount increases), the CBS pressure rcs gradually decreases. Then, when the master cylinder pressure fmp subsequently decreases, the hydraulic pressure gradually decreases along the characteristic line F ′ from the low CBS pressure rcs at the time when the maximum value of the master cylinder pressure fmp is updated.

  Further, in the brake device, when CBS control is performed in which the front wheel side is interlocked with the brake operation on the rear wheel side, the front wheel side braking force distribution is controlled as follows.

  That is, as shown in FIG. 28, the distribution characteristic of the front wheel braking force with respect to the rear wheel braking force is determined in advance for each vehicle speed, and when the braking operation on the rear wheel side is started, the distribution characteristic corresponding to the speed at the time of starting is distributed. The front wheel side braking force is controlled from start to finish by characteristics. For this reason, if the brake operation amount on the rear wheel side is constant, a braking force with a constant distribution ratio acts on the front wheel side until the vehicle stops. For example, when the vehicle speed is 50 km / h, the front wheel braking force is maintained at zero until the rear wheel braking force (hydraulic pressure) reaches a certain value and exceeds a certain value. When the rear wheel braking force increases, the front wheel braking force increases. As the vehicle speed increases to 60 km / h and 80 km / h, the distribution start point of the front wheel braking force and the distribution ratio of the front wheel braking force Each increase is desirable. In this case, when the vehicle speed is lower than a certain speed (for example, 50 km / h), the braking force is not distributed to the front wheels.

  In the case of this brake device, in the CBS control of the rear wheel side brake operation, the braking force on the front wheel side is controlled with the braking force distribution characteristic corresponding to the vehicle speed at the start of the brake operation. Even if it is performed, as shown in FIG. 29, the deceleration gradient does not change abruptly.

  In addition, when braking is performed during high-speed driving, this braking device increases braking efficiency because the braking force distribution on the front wheels increases, and conversely, when braking is performed during low-speed driving, the front wheels Since the braking force distribution on the side becomes small (including the case of zero), the front wheel braking force does not act greatly during slip-through operation or the like.

The braking force distribution characteristics set in advance for each vehicle speed are not limited to those shown in FIG. 28, and are arbitrary. For example, the braking operation amount (braking force) on the rear wheel side at each speed is a certain value. It may be set so that the braking force distribution on the front wheel side increases rapidly when exceeding. In this case, a quick braking effect can be obtained when a brake operation requiring a sudden stop is performed.
Further, the present invention is not limited to a brake device using hydraulic pressure, but can also be applied to a brake device having a brake mechanism using air or a brake mechanism that operates electrically.

1 is a circuit diagram showing an overall schematic configuration of an embodiment of the present invention. The schematic circuit diagram which shows the front-wheel side brake circuit of the embodiment. The specific circuit diagram which shows the front-wheel side brake circuit of the embodiment. The expanded sectional view corresponding to the AA section of Drawing 5 showing the fluid pressure modulator of the embodiment. The side view which looked at the arrow B direction of FIG. 4 which shows the hydraulic pressure modulator of the embodiment. FIG. 9 shows the hydraulic modulator according to the embodiment in a non-actuated state, and is a cross-sectional view (a) cut so that the CC cross section of FIG. 4 appears, and the modulator body so that the meshing transmission part of the electric motor appears. The figure which arrange | positioned side view (b) seen from the arrow B direction of FIG. The hydraulic pressure modulator of the same embodiment in the CBS operation state is shown, and is a diagram in which a cross-sectional view (a) and a side view (b) similar to FIG. The hydraulic pressure modulator of the same embodiment in an ABS operation state is shown, and is a diagram in which a cross-sectional view (a) similar to FIG. 6 and a side view (b) are arranged side by side. The specific circuit diagram which shows the front-wheel side brake circuit of the embodiment in the CBS operation state. The specific circuit diagram which shows the front-wheel side brake circuit of the embodiment in the ABS operation state. Sectional drawing which shows the liquid loss simulator of the embodiment. The channel | path arrangement | positioning figure of the liquid loss simulator seen from the direction orthogonal to the cross section of FIG. The figure which arranged side by side the braking force distribution characteristic figure (a) of the front wheel side when the front wheel side of the embodiment is brake-operated, and the same braking force distribution characteristic figure (b) of a comparative example. The characteristic view which shows the change over time of the master cylinder pressure fmp and CBS pressure rcs of the front wheel side of the same embodiment. The characteristic view which shows the time change of the master cylinder pressure fmp and CBS pressure rcs of the front wheel side at the time of brake grip increase of the embodiment. The characteristic figure of the master cylinder pressure fmp at the time of CBS control of the same embodiment, and CBS pressure rcs. The characteristic figure of the master cylinder pressure fmp at the time of CBS control of the same embodiment, and CBS pressure rcs. The characteristic figure of the master cylinder pressure fmp at the time of CBS control of the same embodiment, and CBS pressure rcs. The flowchart which shows the CBS control of the embodiment. The flowchart which shows the process of the assist pressure calculation at the time of CBS control of the embodiment. The flowchart which shows the process of the CBS pressure calculation at the time of CBS control of the embodiment. The flowchart following FIG. 21 of the embodiment. The flowchart which shows the process of the target pressure calculation at the time of CBS control of the embodiment. The flowchart which shows the modification corresponding to FIG. 21 of the embodiment. The characteristic figure of the master cylinder pressure fmp at the time of CBS control of the same embodiment, and CBS pressure rcs. The characteristic figure of the master cylinder pressure fmp at the time of CBS control of the same embodiment, and CBS pressure rcs. The characteristic figure of the master cylinder pressure fmp at the time of CBS control of the same embodiment, and CBS pressure rcs. FIG. 6 is a braking force distribution characteristic diagram of the front wheel side and the rear wheel side of the embodiment when the brake operation is performed on the rear wheel side. The deceleration characteristic figure of the vehicle at the time of rear-wheel side brake operation in the case of a comparative example.

Explanation of symbols

4 ... Brake caliper (wheel braking means) 9 ... Controller 13 ... Mode changeover switch (mode changeover means)

Claims (11)

In the brake device for a motorcycle, the wheel braking means (4) on the rear wheel side can be interlocked with the brake operation on the front wheel side.
A controller (9) for electrically controlling the braking force of each wheel braking means in accordance with the driving conditions of the vehicle and the brake operation;
When the rear wheel side wheel braking means is interlocked with the front wheel side braking operation, the rear wheel side braking force is controlled according to the increase in the front wheel side braking force by controlling the braking force of the rear wheel side wheel braking means by the controller. A braking device for a motorcycle, wherein the power is gradually increased from gradually decreased, and the rear wheel braking force is maintained or gradually decreased in accordance with a decrease in the front wheel braking force. In the brake device for a motorcycle, the wheel braking means (4) on the rear wheel side can be interlocked with the brake operation on the front wheel side.
A controller (9) for electrically controlling the braking force of each wheel braking means in accordance with the driving conditions of the vehicle and the brake operation;
When interlocking the wheel braking means on the rear wheel side with the brake operation on the front wheel side,
When the front wheel side brake operation amount increases from a predetermined operation amount or less, the controller controls the rear wheel side wheel braking so that the rear wheel side braking force changes from gradually increasing to gradually decreasing according to the increase in the front wheel side brake operating amount. While controlling the means,
If the rear wheel side braking force gradually enters the operation range when the front wheel side brake operation amount increases, the rear wheel side control when the front wheel side brake operation amount reaches the maximum value when the front wheel side brake operation amount decreases thereafter. A brake device for a motorcycle, wherein the control by the controller is changed to a brake release mode in which power is kept constant. After the control by the controller is changed to the brake release mode, the brake release mode is set with the reset condition that the front wheel side brake operation amount decreases to the operation amount at which the rear wheel side braking force matches the brake release mode and the basic mode. The braking device for a motorcycle according to claim 2, wherein the braking device is returned to the basic mode. After the control by the controller is changed to the brake release mode, when the front wheel side brake operation amount increases beyond the maximum value, the controller gradually reduces the rear wheel side braking force according to the increase in the front wheel side brake operation amount, and then The motorcycle according to claim 2 or 3, wherein when the front wheel side brake operation amount decreases, the rear wheel side braking force at the time when the maximum value of the front wheel side brake operation amount is updated is maintained constant. Brake equipment. In the brake device for a motorcycle, the wheel braking means (4) on the rear wheel side can be interlocked with the brake operation on the front wheel side.
A controller (9) for electrically controlling the braking force of each wheel braking means in accordance with the driving conditions of the vehicle and the brake operation;
When interlocking the wheel braking means on the rear wheel side with the brake operation on the front wheel side,
When the front wheel side brake operation amount increases from a predetermined operation amount or less, the controller controls the rear wheel side wheel braking so that the rear wheel side braking force changes from gradually increasing to gradually decreasing according to the increase in the front wheel side brake operating amount. While controlling the means,
If the rear wheel side braking force gradually enters the operation range when the front wheel side brake operation amount increases, the rear wheel side control when the front wheel side brake operation amount reaches the maximum value when the front wheel side brake operation amount decreases thereafter. A brake device for a motorcycle, wherein the control by the controller is changed to a brake release mode in which braking force is gradually reduced from power. The brake release mode is characterized in that the rear wheel braking force is maintained at the lower limit braking force when the rear wheel braking force reaches a lower limit braking force due to a gradual decrease of the braking force. The brake device for a motorcycle according to claim 5. After the control by the controller is changed to the brake release mode, the brake release mode is set with the reset condition that the front wheel side brake operation amount decreases to the operation amount at which the rear wheel side braking force matches the brake release mode and the basic mode. The brake device for a motorcycle according to claim 5 or 6, wherein the brake device is returned to the basic mode. After the control by the controller is changed to the brake release mode, when the front wheel side brake operation amount increases beyond the maximum value, the controller gradually reduces the rear wheel side braking force according to the increase in the front wheel side brake operation amount, and then The braking force is gradually reduced from the rear wheel braking force at the time when the maximum brake operation amount is updated when the front wheel brake operation amount is reduced. Brake equipment for motorcycles. The controller has a plurality of control modes having different ways of distributing the braking force to the wheel braking means on the front wheel side and the rear wheel side,
The motorcycle brake device according to any one of claims 1 to 8, further comprising mode switching means for switching a control mode of the controller by manual operation. The controller has a plurality of control modes having different ways of distributing the braking force to the wheel braking means on the front wheel side and the rear wheel side, and the control mode is automatically selected according to driving conditions. Item 9. A braking device for a motorcycle according to any one of Items 1 to 8. 11. The motorcycle brake according to claim 9, wherein the plurality of control modes of the controller include a fixed mode in which a hydraulic pressure distribution between the front wheel side and the rear wheel side according to a brake operation amount is fixed. apparatus.

Images