JP3406103B2 - Vehicle brake control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake control device, and more particularly to a device for performing brake control by changing the braking force of front and rear wheel brakes with a single modulator.

[0002]

2. Description of the Related Art A brake control device in which the braking force of front and rear wheel brakes is variable is disclosed in, for example, Japanese Patent Laid-Open No. 2-234.
It is already known from Japanese Patent No. 869, etc.

[0003]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
In the device disclosed in Japanese Patent No. 869, since a modulator is required for each wheel brake, the cost and weight increase, and it is difficult to apply it to a low cost vehicle such as a scooter.

In order to solve such a problem, the present applicant has already proposed that the braking force of the front wheel brake and the rear wheel brake can be changed by a single modulator (Japanese Patent Application No. 6-108753). is doing. However, when simply controlling the braking force of the front and rear wheel brakes with a single modulator, the front and rear wheel brakes affect each other, so the slip ratios of the front and rear wheels should be controlled independently. Therefore, it is desirable to perform control so that the slip ratios of the front wheels and the rear wheels quickly converge to appropriate values.

Therefore, a target slip ratio line is defined on the orthogonal coordinates with the front wheel slip ratio and the rear wheel slip ratio as coordinate axes, and the brake reduction control region and the target slip ratio line are located above the target slip ratio line. By defining the brake boost control region on each side, by controlling the modulator according to which control region the current position of the slip ratio on the Cartesian coordinates determined by the current front wheel slip ratio and rear wheel slip ratio It is considered that the slip ratios of the front wheels and the rear wheels are promptly converged to appropriate values. However, if the brake force increase control is immediately performed when the slip ratios of the front and rear wheels shift to the lower side of the target slip ratio line by the brake force reduction control, the slip ratio increases again and the convergence of the control is impeded. .

The present invention has been made in view of the above circumstances, and has a single modulator for controlling the braking force of the front and rear wheel brakes, and the convergence of the control when the antilock brake control is performed. An object of the present invention is to provide a brake control device for a vehicle with improved safety.

[0007]

In order to achieve the above object, the invention according to claim 1 is a front wheel brake mounted on a front wheel, a rear wheel brake mounted on a rear wheel, a front wheel and a rear wheel brake. A single modulator that can change the braking force of the vehicle, a front wheel speed sensor, a rear wheel speed sensor, and a control unit that controls the operation of the modulator, and the control unit includes detection values of the front wheel and rear wheel speed sensors. A slip ratio calculating means for calculating the front wheel and rear wheel slip ratios based on the above, and a function for decreasing the rear wheel slip ratio in accordance with the increase of the front wheel slip ratio on the Cartesian coordinates with the front wheel slip ratio and the rear wheel slip ratio as coordinate axes. Target slip ratio determining means for determining a related slip ratio line, a brake reduction control region above the target slip ratio line, and a target slip ratio line To the lower side by a predetermined width and a brake boost control region below the dead zone, and the Cartesian coordinates determined based on the slip ratios of the front and rear wheels obtained by the slip ratio calculating means. A determination unit that determines the brake control mode based on which control region the current position of the upper slip ratio is, and a control amount of the modulator that is determined based on the determination result of the determination unit, and the current position of the slip ratio is the dead zone. In the brake control mode when the vehicle is in the area, the control amount determining means sets the control amount of the modulator to "0", and the modulator driving means that outputs a signal for driving the modulator based on the control amount obtained by the control amount determining means. It is characterized by including and.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the determining means determines whether the slip ratio current position is out of the brake reduction control region. The width of the dead zone is gradually increased during lock brake control.

According to the configuration of the invention described in claim 3, in addition to the configuration of the invention described in claim 1, the control amount determining means is configured to change the target slip ratio line from the brake reduction control region at the slip ratio present position. Of the target slip ratio line and the current position of the slip ratio, the width of the dead zone is subtracted from the distance between the target slip ratio line and the current position of the slip ratio. After the lapse of time, the control amount of the modulator for increasing the braking force is fixed.

According to a fourth aspect of the invention, in addition to the configuration of the first aspect of the invention, the modulator includes a motor capable of applying a brake, and the modulator drive means has a control amount of the modulator of "0". Apply the dynamic brake to the motor at some time.

[0011]

According to the configuration of the invention described in claim 1, the target slip ratio line in which the front wheel slip ratio and the rear wheel slip ratio are both appropriate values is such that one of the front and rear slip ratio reduction amounts corresponds to the other slip ratio. It is set so as to compensate by increasing the rate, and by controlling the modulator so that the slip rates of the front and rear wheels match the target slip rate line, it is possible to obtain appropriate slip rates for the front and rear wheels. Moreover, the dead zone area is defined below the target slip rate line, and the control amount of the modulator is set to "0" in this dead zone area, so that the increase of the slip rate due to the application of the assist force from the modulator during the antilock brake control is avoided. However, it is possible to improve the convergence of the antilock brake control.

Further, according to the configuration of the invention described in claim 2, the width of the dead zone region is reduced during the anti-lock brake control and increased during the non-anti-lock brake control, whereby the slip ratio of the anti-lock brake control is increased. Both stabilization and vehicle body stability at the time of non-antilock brake control can be achieved at the same time, and moreover, since the change in the width is gentle, the change in control behavior can be suppressed to a small level.

According to the configuration of the invention described in claim 3,
It is possible to suppress an increase in the braking force at the time of shifting from the brake reduction control region at the current position of the slip ratio to the lower side of the target slip ratio line, and to prevent the slip ratio from undesirably increasing.

Further, according to the configuration of the invention described in claim 4, when the control amount of the modulator is set to "0", it is possible to accelerate the convergence of the slip ratio by applying the electric power generation brake to the motor. .

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

1 to 20 show an embodiment of the present invention. FIG. 1 is a side view of a scooter to which the present invention is applied, FIG. 2 is a front view of the scooter of FIG. 1, and FIG. 3 is a braking device. FIG. 4 is a side view showing the connection between the front wheel brake side and the rear wheel brake side transmission system modulator.
5 is a cross-sectional view of the modulator taken along line 5-5 of FIG. 4, FIG. 6 is a vertical cross-sectional view showing the configuration of the damping mechanism, and FIG. 7 is 7- of FIG.
7 is an enlarged sectional view taken along line 7, FIG. 8 is a diagram showing interlocking brake characteristics when operating the front wheel brake operating lever, FIG. 9 is a diagram showing interlocking braking characteristics when operating the rear wheel brake operating lever, and FIG. A block diagram, FIG. 11 is a block diagram showing a configuration of a traveling information calculation unit, FIG. 12 is a block diagram showing a configuration of a braking state determination unit, and FIG. 13 is a diagram for explaining a requirement for establishing a condition A at the time of determining a brake control mode. 16 is a timing chart for explaining the satisfaction condition of the condition B at the time of determining the brake control mode, FIG. 15 is a diagram showing a setting map of the CBS duty vehicle speed correction coefficient according to the estimated vehicle speed, FIG. Shows a target slip ratio line, FIG. 17 shows a change of the target slip ratio line depending on the brake input mode, and FIG. 18 shows ABS control and Shows the change of the target slip ratio line by ABS control, FIG. 19 shows a variation of the target slip ratio line corresponding to the vehicle speed, Figure 20 is a graph showing changes in response to the brake control mode of the width of the dead zone.

1 and 2, a vehicle body frame F of this scooter is provided with a head pipe 1 at its front end portion, and is connected to a left steering column 2 which is operably supported by the head pipe 1. , The front wheel W _F through the pair of front forks 3, 3 on the right side is the body frame F
Suspended by. A transmission case 4 having a built-in transmission for transmitting power from an engine (not shown) mounted on the vehicle body frame F is swingably connected to an intermediate portion of the vehicle body frame F. A rear wheel W _R is rotatably supported on the rear portion of the vehicle.

The rear wheel W _R is equipped with a conventionally known mechanical rear wheel brake B _R that exerts a braking force according to the operation amount of the operation lever 5 _R , and the front wheel W _F has an operation amount of the operation lever 5 _F. A conventionally known mechanical front wheel brake B _F that exerts a braking force according to the above is mounted.

Further, the steering handle 6 connected to the upper end of the steering column 2 has gripping portions 6 _L , on both left and right ends.
6 _R is provided, and a rear wheel brake operating lever L _F as a rear wheel brake operating member that can be operated by the left hand holding the grip portion 6 _L is pivotally supported at the left end of the steering handle 6,
A front wheel brake operating lever L _F as a front wheel brake operating member that can be operated by the right hand holding the grip portion 6 _R is pivotally supported at the right end of the steering handle 6.

Referring also to FIG. 3, the rear wheel brake operating lever L _R and the operating lever 5 _R of the rear wheel brake B _R are
The rear wheel brake operating lever L _F and the front wheel brake are connected via a rear wheel brake side transmission system T _R capable of mechanically transmitting a braking force according to the operation of the rear wheel brake operating lever L _R to the rear wheel brake B _R. the actuating lever 5 _F of B _F, is connected to a brake force according to the operation of the front wheel brake operating lever L _F to the front wheel brake B _F through mechanically transmissible front wheel brake side transmission system T _F.

The rear wheel brake side transmission system T _R has a brake cable 7 _R having one end to the rear wheel brake operating lever L _R is connected, the brake cable 7 damping mechanism whose one end to the other end of _R is connected 8 _R A brake cable 9 _R , one end of which is connected to the other end of the damping mechanism 8 _R , a transmission lever 10 _R , which is connected to the other end of the brake cable 9 _R , and an operating lever 5 _R of the rear wheel brake B _R. The brake cable 11 _R connects the transmission levers 10 _R, and the brake cables 9 _R and 11 _R generate a traction force on the brake cable 11 _R by the rotation of the transmission lever 10 _R according to the pulling operation of the brake cable 9 _R. It is operatively connected to the transmission lever 10 _R. The front wheel brake side transmission system T
_F has the same structure as the rear wheel brake side transmission system T _R, and has a brake cable 7 _F having one end connected to the front wheel brake operating lever L _F and one end connected to the other end of the brake cable 7 _F. a damping mechanism 8 _F which side is connected, and the brake cable 9 _F, one end of which is connected to the other end of the damping mechanism 8 _F, a transmission lever 10 _F which is connected to the other end of the brake cable 9 _F, the front wheel brake B brake cable 1 for connecting the _F actuating lever 5 _F and the transmission lever 10 _F of
It consists of 1 _F.

By the way, the modulator M is connected to the transmission lever 10 _F of the intermediate portion of the transmission lever 10 _R, and the front wheel brake side transmission system T _F in the intermediate portion of the rear wheel brake side transmission system T _R, the modulator M is A motor that can switch the rotation direction between the planetary gear mechanism 14 and the planetary gear mechanism 14 in a forward / reverse manner to give a rotation input to the planetary gear mechanism 14 and also to freely rotate when de-energized and to apply a dynamic brake. And 15.

Referring also to FIGS. 4 and 5, the casing 16 of the modulator M includes a first case member 17 to which the motor 15 is attached, and a first case member 17 on the side opposite to the motor 15.
The second case member 18 is connected to the case member 17, and the third case member 19 is connected to the second case member 18 on the opposite side of the first case member 17, and the planetary gear mechanism 14 is a casing. The transmission levers 10 _R and 10 _{F, which} are housed in the gear chamber 21 formed in the intermediate portion 16 and are located between the rear wheel brake side and the front wheel brake side transmission systems T _R and T _F , include the third case member 19 and the third case. The work chamber 22 is formed between the cover 20 and the member 19 and is rotatably accommodated therein. The motor 15 has its output shaft 2
3 so as to plunge into the gear chamber 21
6 is connected to the first case member 17.

The planetary gear mechanism 14 includes a sun gear 24, a ring gear 25, and the sun gear 24 and the ring gear 2.
5, a planetary carrier 34 that supports a plurality of planetary gears 26 ...
The transmission lever 10 _R is the ring gear 25 of _R, the transmission lever of the front wheel brake side transmission system T _F 10 _F planetary carrier 34
The output shaft 23 of the motor 15 is connected to the sun gear 24.

First case member 1 in casing 16
7, one end of a rotary shaft 27, which has an axis parallel to the output shaft 23 of the motor 15 and is arranged in the gear chamber 21, is rotatably supported, and the rotary shaft 27 has the other end supported by the working chamber. Two
The third case member 19 is rotatably pierced so as to penetrate the second case member 2. A flange portion 27a is provided at an intermediate portion of the rotary shaft 27 in the gear chamber 21 and extends outward in the radial direction. The rotary shaft 27 is provided between the flange portion 27a and the first case member 17. , The sun gear 24 and the drive gear 28 provided on the output shaft 23 of the motor 15 mesh with the sun gear 24.
A driven gear 29 fixedly connected to the rotary shaft 27 is mounted so as to be rotatable relative to the rotary shaft 27. Therefore, the motor 15 is connected to the sun gear 24 via the drive gear 28 and the driven gear 29.

A transmission lever 10 _F is fixed to the end of the rotary shaft 27 in the working chamber 22.
A cylindrical body 30 is arranged coaxially surrounding the rotary shaft 27 between 0 _F and the flange portion 27 a, and a bearing 31 is provided between the cylinder body 30 and the rotary shaft 27. Thus, the cylindrical body 30
The transmission lever 10 _R is fixed to the end of the working chamber 22 of
A ring gear 25 is fixed to the end of the cylindrical body 30 on the gear chamber 21 side. Therefore, the transmission lever 10 _R includes the cylindrical body 30.
It will be connected to the ring gear 25 via. In addition, a cylindrical spacer 32 that coaxially surrounds the cylindrical body 30 is interposed between the ring gear 25 and the transmission lever 10 _R, and the bearing 33 is interposed between the spacer 32 and the third case member 19. Is installed.

Further, the planet carrier 34 is fixed to the collar portion 27a of the rotary shaft 27 to which the transmission lever 10 _F is fixed. Therefore, the transmission lever 10 _F is connected to the planet carrier 34 via the rotating shaft 27.

In FIGS. 6 and 7, the damping mechanism 8
_R includes an operation-side member 36 of the brake cable 7 _R of the rear wheel brake operating lever L _R side is connected to the base end side, the brake cable 9 _R of the rear wheel brake B _R side is connected to the base end side working A damper spring 38 is interposed between the side member 37 and the side member 37.

The operation side member 36 is formed in a rod shape,
A receiving portion 36a that projects outward in the radial direction is integrally provided at the tip thereof. In addition, the operating side member 37 includes the receiving portion 36.
It is formed in a bottomed cylindrical shape into which a is slidably fitted, and a cylindrical portion 39a through which the operation side member 36 is axially movably inserted is formed at the tip end side of the operation side member 37. A seat plate 39 having a disk shape is slidably fitted. Moreover, the damper spring 38 is contracted between the receiving portion 36a and the seat plate 39 in the operating side member 37, and the seat plate 3
A retaining ring 40 is fitted to the inner surface of the distal end of the operation side member 37 so as to restrict the movement of the 9 in the direction away from the receiving portion 36a.

The operating side member 37 is slidably accommodated in the housing 41, and the brake cable 7 _R is attached to the housing 4
The brake cable 9 _R is movably inserted into one end of the housing ₁ and connected to the operation side member 36, and the brake cable 9 _R is movably inserted into the other end of the housing 41 and connected to the operation side member 37. Moreover, the spring load of the damper spring 38 is set such that the damper 8 _R is not contracted by a normal brake operation input from the rear wheel brake operation lever L _R.

The damping mechanism 8 _F has the same structure as the damping mechanism 8 _R and is provided between the brake cable 7 _F and the brake cable 9 _F.

By the way, as shown in FIG. 1 and FIG.
The front portion of the vehicle body frame F is covered with the cowling portion 12, and the damping mechanisms 8 _F and 8 _R and the modulator M are fixedly supported by the vehicle body frame F so as to be covered with the cowling portion 12. In particular, the modulator M is arranged on the vehicle body frame F so as to be located below the floor surface 12a formed by the cowling portion 12.

In such a braking device, when the front wheel brake operating lever L _F is braked while the rear wheel brake operating lever L _R is not being braked, the planet carrier 34 is rotated and the front wheel brake side transmission system is rotated. The front wheel brake B _F is braked by the brake operating force transmitted via T _F , but when the motor 15 is de-energized, the sun gear 24 rotates freely and the rear wheel brake B _R remains deactivated. Is. However, when the motor 15 is operated in the reverse direction, the sun gear 24 rotates in the same direction as the planet carrier 34, whereby the ring gear 25 rotates in the opposite direction, and the rear wheel brake B _R operates and the front wheel brake B _F does not. The assist force from the motor 15 is added.

That is, as shown in FIG. 8, the braking force obtained by adding the assisting force associated with the operation of the motor 15 to the braking force of the front wheel brake operating lever L _F is the front wheel brake B.
_{In addition to} being exerted at _F , the interlocking braking force associated with the operation of the motor 15 is exerted at the rear wheel brake B _R , and the total braking force indicated by the straight line A is obtained as a vector value.

At this time, the reduction ratio from the input to the sun gear 24 to the output of the ring gear 25 is iR, the reduction ratio from the input to the sun gear 24 to the output of the planetary gears 26 is iC, the number of teeth of the ring gear 25 is ZR, Set the number of teeth of the sun gear 24 to ZS
Then, the slope tan θ indicated by the straight line B (see FIG. 8) indicating the assisting force is determined by the following formulas (1) to (3).

Tan θ = iR / iC ... iR = ZR / ZS ... iC = (ZR + ZS) / ZS ... Also, the output torque of the motor 15 is T, and the reduction ratio from the motor 15 to the sun gear 24 is When iS, the rear wheel braking force is obtained by (T × iS × ZR / ZS), and the assist force of the front wheel braking force is {T × iS × (ZR + ZS)
/ ZS} will be obtained.

On the contrary, the front wheel brake operating lever L
_{When the} rear wheel brake operating lever L _R is braked without the _F brake operation, the motor 1
When 5 is operated, as shown in FIG. 9, the braking force obtained by adding the assisting force associated with the operation of the motor 15 to the brake operating force of the rear wheel brake operating lever L _R becomes the rear wheel brake B _R.
In addition to the above, the braking force corresponding to the operation of the motor 15 is exerted by the front wheel brake B _F.

By the way, when it is determined that at least one of the rear wheel W _R and the front wheel W _F is likely to be locked during the brake operation, the motor 15 should be operated in the opposite direction to that in the interlock braking. As a result, the sun gear 24 is rotationally operated in the forward rotation direction opposite to that at the time of increasing the brake force. As a result, the planetary gears 26 rotate while rotating the ring gear 25 in a direction that reduces the braking force of the rear wheel brake B _R , and the reaction force from the ring gear 25 side causes the planet carrier 34 to also brake the front wheel brake B _F. Rotate in the direction to loosen. As a result, the braking force of the rear wheels W _R and the front wheels W _F is reduced, and the wheels that are about to enter the locked state are prevented from falling into the locked state. When recovering the braking force during such antilock brake control, the motor 15 is operated in the reverse rotation direction.

Referring again to FIG. 3, the operation of the motor 15 in the modulator M is controlled by the control unit C. The control unit C has a front wheel stroke for detecting an operation input by the front wheel brake operation lever L _F. A sensor 44 _F , a rear wheel stroke sensor 44 _R that detects an operation input by the rear wheel brake operation lever L _R , a front wheel speed sensor 45 _F that detects the rotation speed of the front wheel W _{F, and} a rotation speed of the rear wheel W _R. rear wheel speed sensor 45 _R, front brake switch 47 for detecting an operation by the front wheel brake lever L _{F F,} the rear wheel brake operating lever L _R
Rear wheel brake switch 47 _R , which detects the operation by
Further, the detection values of the acceleration / deceleration sensor 48 for detecting the acceleration / deceleration of the vehicle body are input, respectively, and the control unit C controls the operation of the motor 15 based on those detection values.

In FIG. 6, both stroke sensors 4
4 _R and 44 _F have detectors 49, respectively, and are attached to the housing 41 of the damping mechanisms 8 _R and 8 _F. On the other hand, the housing 41 in the damping mechanism 8 _R , 8 _F
Also, slits 41a and 37a extending in the moving direction of the seat plate 39 are provided on the side portion of the operating side member 37, and the seat plate 39 extends from the slits 41a and 37a to the housing 4.
Detected portion 39b abutting on the detector 49 protrudes outward of 1 integrally provided with a stroke sensor 44 _R, 4
4 _F is a rear wheel and front wheel brake operating lever L _R , L _F
The detector 49 is attached to the housing 41 so as to be contracted by the movement of the detected portion 39b in accordance with the operation.

In FIG. 10, the control unit C determines the detected values of the front wheel speed sensor 45 _F , the rear wheel speed sensor 45 _R , the front wheel brake switch 47 _F , the rear wheel brake switch 47 _R and the acceleration / deceleration sensor 48. A travel information calculation unit 50 that obtains travel information of the vehicle based on the travel information, travel information obtained by the travel information calculation unit 50, a front wheel stroke sensor 44 _F , a rear wheel stroke sensor 44 _R , a front wheel brake switch 47 _F, and Rear wheel brake switch 47
_A braking state determination unit 51 that determines the braking state based on the detected value of _R , and a control amount determination unit 52 that determines the control amount of the motor 15 in the modulator M based on the determination result of the braking state determination unit 51. A modulator driving means 53 for outputting a signal for driving the motor 15 based on the control amount obtained by the control amount determining means 52.

In FIG. 11, the running information calculation unit 50 has a front wheel speed V _WF , a rear wheel speed V _WR , a front wheel acceleration / deceleration ω _WF , a rear wheel acceleration / deceleration ω _WR , a front wheel slip ratio λ _WF , and a rear wheel. The slip ratio λ _WR and the estimated vehicle body speed V _R are obtained as running information. Travel information calculation unit Thus 50 includes a front wheel speed calculating means 55 _F for calculating a front wheel speed V _WF from the output signal of the front wheel speed sensor 45 _F, the rear wheel speed V _WR from the output signal of the rear wheel speed sensor 45 _R Rear wheel speed calculation means 55 _{R for} calculation
And an A / D converter 56 that changes an analog signal obtained by the acceleration / deceleration sensor 48 into a digital signal, and at least one of both brake switches 47 _F and 47 _R is at a high level when a brake operation is detected. An OR gate 57 that outputs a signal, an acceleration / deceleration determination means 58 that determines whether the vehicle body is in an acceleration / deceleration state based on the output signals of the A / D converter 56 and the OR gate 57, and a driven wheel. Front wheel speed V _WF , which is the speed, digitalized vehicle body acceleration / deceleration G _X, and estimated vehicle body speed calculation means 59 for calculating estimated vehicle body speed V _R based on the discrimination result of the acceleration / deceleration discrimination means 58, and front wheel speed Differentiating means 60 _F for differentiating the front wheel speed V _WF obtained by the calculating means 55 _F to obtain a front wheel acceleration ω _WF, and differentiating the rear wheel speed V _WR obtained by the rear wheel speed calculating means 55 _R for rear wheel. differential means for obtaining an acceleration ω _WR 0 _R and the estimated vehicle speed V _R and the slip ratio calculating means 61 _F which calculates the front wheel slip ratio lambda _WF based on the front wheel speed V _WF, the rear wheel slip based on the estimated vehicle speed V _R and the rear wheel speed V _WR And a slip ratio calculating means 61 _R for calculating the ratio λ _WR .

In the acceleration / deceleration determining means 58, the absolute value | G _X | of the vehicle body acceleration / deceleration G _X exceeds the predetermined value α (| G _X |
> Α) or when the output of the OR gate 57 becomes high level, it is determined that the vehicle is in an acceleration / deceleration state.

In the estimated vehicle speed calculation means 59, when the acceleration / deceleration determination means 58 determines that the vehicle body is not in the acceleration / deceleration state, the front wheel speed V _{WF (n)} obtained this time,
The estimated vehicle body speed VR _(n) is obtained as follows based on the result of comparison with the estimated vehicle body speed VR _(n-1) obtained in the previous calculation.

That is, when V _{WF (n)} > VR _(n-1) , VR _(n) = VR _(n-1) + G ₁ × tV _{WF (n)} <VR _(n-1) By the _time) is, when it is _{V R (n) = V R} (n-1) -G 2 × t V WF (n) = V R (n-1) _{is, V R (n) = V} R (n _-1) , the estimated vehicle speed V _{R (n)} is obtained. Therefore, the above G
₁ (> 0) is a constant acceleration, G ₂ (> 0) is a constant deceleration, and t is a calculation cycle.

When the acceleration / deceleration determination means 58 determines that the vehicle body is in the acceleration / deceleration state, the estimated vehicle body speed calculation means 59 calculates the estimated vehicle body speed V _{R (n)} by the following equation. .

VR _(n) = VR _(n-1) + ∫G _X dt Furthermore, in the slip ratio calculating means 61 _F , 61 _R , the front wheel slip ratio λ _WF and the rear wheel slip ratio λ _WR are λ _WF = (V
_R -V _WF) / V _R, are calculated as _{λ WR = (V R -V WR} ) / V R.

In FIG. 12, the braking state determination unit 51 includes a brake control availability determination unit 63, a brake input / control mode determination unit 64 as a determination unit, a correction coefficient setting unit 65, and a target slip ratio determination unit 66. When,
Slip rate correction means 67 and slip rate deviation calculation means 6
8 and.

The brake control availability determination means 63 is an antilock brake control (AB) based on the operation control of the motor 15.
S control) and brake boosting control (CBS control) can be executed. The brake control availability determination means 63 includes an estimated vehicle body speed V _R obtained by the travel information calculation unit 50. , Front wheel speed V _WF and rear wheel speed V _WR
Is entered.

Thus, the brake control availability determination means 63 is
A when the front wheel speed V _WF and the rear wheel speed V _WR are both set values V _ABSH or more (V _WF ≧ V _ABSH and V _WR ≧ V _ABSH )
Outputs an ON signal indicating that the BS control is possible, but when the estimated vehicle speed V _R is less than the set value V _ABSL which is set below the set value _{V ABSH (V R <V ABSL} ) is ABS control An off signal that denies is output. Further, in the initial state of data input, an OFF signal for the ABS control is output from the brake control availability determination means 63.

Regarding the CBS control, the estimated vehicle speed V _R
Is greater than or equal to the set value V _CBSH (V _R ≧ V _CBSH ), C
On signal to enable BS control is output from the brake control determination unit 63, the set value V below _CBSL the estimated vehicle speed V _R is set to be no greater than the set value V _CBSH (V _R
When <V _CBSL ), an OFF signal denying the CBS control is output from the brake control availability determination unit 63. Further, in the initial state of data input, an OFF signal for CBS control is output from the brake control availability determination means 63.

The brake input / control mode determination means 64 determines the brake control mode according to the following Table 1 based on the determination result of the brake control availability determination means 63 and the slip ratio deviation Sλ obtained by the slip ratio deviation calculation means 68. Once set, both brake switches 47 _F ,
The brake input mode is set according to the output signal of 47 _R.

[0053]

[Table 1]

In Table 1 above, S λ _CBS is a slip ratio deviation determination value, and condition A is that, as shown in FIG. 13, both or either one of the front wheel and rear wheel brake switches 47 _F and 47 _R is set. The condition B is set to be satisfied when the brake operation input is detected continuously for a set time T ₁ or more, and the condition B is S as shown in FIG.
It is set to be established when the time for which Sλ ≦ 0 is equal to or less than the set time T ₂ when Sλ ≦ 0 from λ>. Further, the slip ratio deviation determination value S λ _CBS is obtained when the condition B is not satisfied, that is, S
When the state of λ ≦ 0 continues for more than the set time T ₂ , it is linearly changed from Sλ _CBS1 to Sλ _CBS2 over a predetermined time, and Sλ _CBS1 <Sλ _CBS2 is set.

According to Table 1 above, when the ON signal for the ABS control is input from the brake control availability determination means 63 to the brake input / control mode determination means 64, the ABS mode is established when Sλ> 0. However, if the time when Sλ ≦ 0 is a short time of the set time T ₂ or less, the ABS-C mode is further (-Sλ _CBS <Sλ ≦ 0).
In the case where Sλ ≦ 0 is a long time of the set time T ₂ or more, the CONV mode is set. Further, when the ON signal for the CBS control is input from the brake control availability determination means 63 to the brake input / control mode determination means 64, (Sλ ≦ −Sλ _CBS )
Therefore, the CBS mode is set when the brake operation continues for the set time T ₁ or more. Further, the OFF mode is set as a control mode other than the ABS, ABS-C, CONV, and CBS control modes. In the ABS mode, the brake force reduction control by the anti-lock brake control by the modulator M, the ABS
In the -C mode, brake boosting control by antilock brake control by the modulator M is performed, in CONV mode, control is stopped by the modulator M, and in CBS mode, brake boosting control by the modulator M is performed.

Brake input / control mode determination means 6
In 4, the front and rear wheel brake switches 47 _F ,
When both the detection signals of 47 _R are off, the brake input mode is set to off, and the brake switch 47 _F
When the detection signal of is on but the detection signal of the brake switch 47 _R is off, the brake input mode is set to front and the detection signal of the brake switch 47 _R is on but the detection signal of the brake switch 47 _F is When it is off, the brake input mode is set to rear, and when the detection signals of both brake switches 47 _F and 47 _R are both on, the brake input mode is set to double.

The correction coefficient setting means 65 corrects the first slip ratio on the basis of the judgment result of the brake input / control mode judging means 64, the estimated vehicle speed V _R and the detection values of the two stroke sensors 44 _F and 44 _R. Coefficient K _FWF ,
K _FWR , ABS duty factor K _DABS , CBS initial operation factor K _CBSI , CBS brake input amount correction factor K
_CBSST , duty vehicle speed coefficient at CBS K _CBSV and CB
The duty coefficient K _DCBS at S time is set respectively.

First-shot slip ratio correction coefficient K _FWF , K _{FWR
Indicates} that K _FWF = K _FWF1 , K _FWR = K when the brake control mode other than the ABS mode continues for a predetermined time or longer.
_It is set to _FWR1 and K _FWF = K _FWF2 in other states,
K _FWR = K _FWR2 is set. Then K _FWF1 > K _FWF2 ,
K _FWR1 > K _FWR2 .

The ABS duty factor K _DABS is set to its initial value K _DABSH when the brake control mode is changed to the ABS mode, and K is given over a predetermined time.
_You can change up to _DABSL . Then K _DABSH ＞ K
It is _DABSL . Further, when the brake control mode becomes the ABS-C mode, the ABS duty coefficient K _DABS at that time is held as it is, and the elapsed time in the ABS-C mode is not counted. Further ABS
The duty factor K _DABS for the brake control mode is CO
Reset when entering NV, CBS and OFF modes.

The CBS initial operation coefficient K _CBSI is a value which is changed from "0" to "1" over a predetermined time when the brake control mode becomes the CBS mode. When the mode is other than the CBS mode, the CBS initial operation coefficient K _CBSI is reset.

Brake input amount correction coefficient at CBS K _CBSST
Is the larger value of the detected values of the two stroke sensors 44 _F and 44 _R , that is, the larger brake operating force of the brake operating forces input from the front wheel brake operating lever L _F and the rear wheel brake operating lever L _R. Is set according to the above, and is set so as to increase as the brake operation input increases.

As shown in FIG. 15, the CBS duty vehicle speed coefficient K _CBSV is set to increase as the estimated vehicle speed V _R increases.

The CBS duty factor K _DCBS is set according to the result of the brake input mode determination by the brake input / control mode determination means 64, that is, each of the OFF, front, rear and double brake input modes.

The target slip ratio determining means 66 is shown in FIG.
As shown in, the target slip ratio line L is set on the orthogonal coordinates with the front wheel slip ratio and the rear wheel slip ratio as coordinate axes.

The target slip ratio line L is defined as having a functional relationship in which the rear wheel slip ratio decreases as the front wheel slip ratio increases. For example, when the rear wheel slip ratio is "0". Front wheel target slip ratio λ
It is set as a straight line connecting the _WFO and the rear wheel target slip ratio λ _WRO when the front wheel slip ratio is “0”. Moreover, the brake reduction control region is set above the target slip ratio line L.

Therefore, the front wheel target slip ratio λ _WFO and the rear wheel target slip ratio λ _WRO are calculated according to the following equations according to the brake input mode. (1) Brake input mode; off _{λ WFO = (V SRF × K} FWF × λ FOOFF) / (V R +
_{K VF) λ WRO = (V} SRR × K FWR × λ ROOFF) / (V R +
K _VR) (2) brake input mode; front _{λ WFO = (V SRF × K} FWF × λ FOF) / (V R + K VF) λ WRO = (V SRR × K FWR × λ ROF) / (V R + K VR ) (3) brake input mode; rear _{λ WFO = (V SRF × K} FWF × λ FOR) / (V R + K VF) λ WRO = (V SRR × K FWR × λ ROR) / (V R + K VR) ( 4) brake input mode; Double _{λ WFO = (V SRF × K} FWF × λ FOW) / (V R + K VF) λ WRO = (V SRR × K FWR × λ ROW) / (V R + K VR) above formulas , V _SRF is a front wheel target slip rate vehicle speed correction coefficient, V _SRR is a rear wheel target slip rate vehicle speed correction coefficient, which is a set value, and K _VF is a front wheel slip rate correction coefficient, K
_VR is a rear wheel slip ratio correction coefficient and is a set value.

[0067] The λ _FOOFF is off when the front wheel target slip ratio, λ _ROOFF after time off wheel target slip ratio, λ _FOF the front when the front-wheel target slip ratio, λ _ROF front when the rear wheel target slip ratio, λ _FOR the rear Hour front wheel target slip ratio,
λ _ROR is the rear rear wheel target slip ratio, λ _FOW is the double front wheel target slip ratio, and λ _ROW is the double rear wheel target slip ratio, which are preset values. Thus, each target slip ratio λ _FOOFF , λ _ROOFF , λ _FOF ,
[lambda] _ROF , [lambda] _FOR , [lambda] _ROR , [lambda] _FOW , and [lambda] _ROW are set so that the target slip ratio line is determined according to the brake input mode as shown in FIG. That is, when the brake input mode is off, only the assist force from the modulator M is applied to the front wheel brake B _F and the rear wheel brake B _{F.
When the} target slip ratio line L _OFF is set so as to narrow the brake reduction control region and the brake input mode is the front, in addition to the operation force by the brake operation lever L _{F, the condition} of the modulator M is increased. While the assist force acts on the front wheel brake B _F , only the assist force of the modulator M acts on the rear wheel brake B _R , and the target slip ratio is widened to expand the brake reduction control region on the front wheel slip ratio side. When the line L _F is set and the brake input mode is rear, the assist force of the modulator M acts on the rear wheel brake B _R in addition to the operation force by the brake operating lever L _R , whereas the front wheel brake B _F does not. Only the assist force of the modulator M acts, and the target slip is widened to widen the brake reduction control area on the rear wheel slip ratio side. When the up ratio line L _R is set and the brake input mode is double, the assist force of the modulator M acts on both brakes B _F , B _R in addition to the operating force by both brake operating levers L _F , L _R. Therefore, the target slip ratio line L is set so as to widen the brake reduction control region on both the front wheel and rear wheel slip ratio sides.
_W will be set.

The first slip ratio correction coefficients K _FWF and K _FWR in the above equations are set so that the brake control mode is ABS.
K when the mode other than the mode has continued for a predetermined time or longer
_FWF1 and K _FWR1 are set, while other states,
That is, even if the brake control mode is in the ABS mode or in the non-ABS mode, if the state is less than the predetermined time, K _smaller than K _FWF1 and K _FWR1.
It is set to _FWF2 and K _FWR2 . Thus the front wheel target slip ratio lambda _WFO and the rear wheel target slip ratio lambda _WRO when the brake control mode is the non-ABS mode, the front wheel target slip ratio lambda _WFO and the rear wheel target slip ratio when the brake control mode is the ABS mode will be defined larger than lambda _WRO, as shown in Figure 18, the target slip ratio line L _NABS when the brake control mode is the ABS mode, the target slip ratio when the brake control mode is the non-ABS mode It is set to the side where the brake reduction control area is expanded rather than the line L _ABS .

Further, in each of the above equations, the estimated vehicle speed V
_{As R} becomes larger, the front wheel target slip ratio λ _WFO and the rear wheel target slip ratio λ _WRO become smaller,
Therefore, as shown in FIG. 19, in the target slip ratio determining means 66, the target slip ratio line L _VL when the estimated vehicle speed V _R is relatively low and the target slip ratio line L _VL when the estimated vehicle speed V _R is relatively high. It will be set to a side that narrows the brake reduction control region with respect to L _VH .

The front wheel acceleration ω _WF , the rear wheel acceleration ω _WR , the front wheel slip ratio λ _WF and the rear wheel slip ratio λ _WR are input to the slip ratio correcting means 67 from the running information calculating section 50, and the slip ratio correcting means 67 is provided. Then, the following operation is performed.

Λ _WFX = λ _WF −ω _WF × K _RF λ _WRX = λ _WR −ω _WR × K _{RR In the} above equation, K _RF is the front wheel slip ratio correction coefficient, K _RR
Are rear wheel slip ratio correction coefficients, which are set values. In the slip ratio correcting means 67, the front wheel slip ratio λ _WF and the rear wheel slip ratio λ _WR are corrected by the front wheel acceleration ω _WF and the rear wheel acceleration ω _WR , respectively.

In the slip ratio deviation calculating means 68, correction by the slip ratio correcting means 67 is performed on the orthogonal coordinates in which the target slip ratio line L is set, that is, on the orthogonal coordinates with the front wheel slip ratio and the rear wheel slip ratio as coordinate axes. A distance between the current slip ratio determined by the rear front wheel slip ratio λ _WFX and the rear wheel slip ratio λ _WRX and the target slip ratio L, that is, the slip ratio deviation Sλ is calculated.

By the way, when the structure of the modulator M is determined, the front wheel brake B accompanying the operation of the modulator M is determined.
The braking force change rate of _F and the rear wheel brake B _R , that is, the change rate of the front wheel slip rate and the rear wheel slip rate is determined in the direction having a constant angle β as shown by the line L _C in FIG. , The slip ratio deviation Sλ
Is calculated in the direction along the line L _C.

That is, when tan β = γ is set,
The slip ratio deviation Sλ is calculated according to the following equation.

[0075]

[Equation 1]

The slip ratio deviation Sλ obtained by the above equation is "+" when the current position of the slip ratio is in the brake reduction control region, that is, at the position exceeding the target slip ratio line L as shown at position A in FIG. Or the value of "-" in the state where the current position of the slip ratio is in the non-brake reduction control region, that is, the target slip ratio line L or less as shown by the position B in FIG. Deviation Sλ
Is given to the brake input / control mode determination means 64 and used as one of the determination factors when determining the brake control mode.

Referring again to FIG. 10, the control amount determining means 52
_Are the brake control modes obtained by the braking state determination unit 51, the respective correction factors K _DABS , K _CBSI , K _CBSST , K.
_CBSV , K _DCBS and slip ratio deviation _Sλ are input.
Thus, in the control amount determining means 52, the duty DUTY and the rotation direction of the motor 15 in the modulator M are determined as follows according to each brake control mode.

(1) Brake control mode; ABS DUTY = _Sλ × K _DABS + O _DABS (O _DABS ; set offset value) Rotation direction; forward rotation In this ABS mode, as is clear from the above equation, D
UTY is determined based on the product of the slip ratio deviation Sλ and the ABS duty factor K _DABS , and the ABS duty factor K _DABS is set to its initial value K _DABSH when the ABS mode is entered. Along with
Since it can be gradually _reduced to K _DABSL over a predetermined time, A
DUTY is set to a large value in the initial stage of the BS mode.

(2) Brake control mode; ABS-C DUTY = (| Sλ | -Sλ _CBS ) × K _CBSV × K _DCBS +
O _DCBS (O _DCBS ; set offset value) rotation direction; reverse rotation In this ABS-C mode, that is, when the slip ratio deviation Sλ changes from Sλ <0 to Sλ ≦ 0, Sλ ≦ 0
When the time is less than the predetermined time T ₂ , DUTY is determined based on the difference between the absolute value of the slip ratio deviation Sλ and the slip ratio deviation determination value, as is clear from the above equation.

(3) Brake control mode; CBS DUTY = CBS _DO × K _CBSV × K _DCBS × K _CBSI × K
_CBSST + O _DCBS (CBS _DO ; fixed duty) Rotation direction; reverse rotation In this CBS mode, that is, the DUTY when executing the brake boost control is obtained as a constant value as is clear from the above formula, and the modulator M is the brake boost. A certain amount of assist force will be exerted on the side. Moreover, C
The initial operating coefficient at BS K _CBSI is C in the brake control mode.
When the BS mode is set, the value is changed from "0" to "1" over a predetermined time, and the assist force exerted by the modulator M is gradually increased to a predetermined value over a predetermined time. The CBS duty vehicle speed coefficient K _CBSV is set to increase as the estimated vehicle speed V _R increases, and the modulator M
The assist force exerted by the vehicle increases as the vehicle speed increases. Further, the CBS duty factor K _DCBS is off,
It is set according to each of the front, rear, and double brake input modes, and the assist force exerted by the modulator M is changed according to the brake operation situation.

(4) Brake control mode; CONV DUTY = 0 is set, and the motor 15 is preferably braked. When the brake control mode is the CONV mode, that is, when the slip ratio change Sλ changes from Sλ> 0 to Sλ ≦ 0, that state is set for the set time T ₂
If the slip ratio deviation Sλ is (−Sλ _CBS <
When it is in the range of Sλ ≦ 0), the brake control by the modulator M is not executed, and the dead zone region is set below the target slip ratio line L in the range of the width Sλ _CBS as shown in FIG. Thus, the area below the dead zone is the brake boost control area. Moreover, the width of the dead zone, that is, the slip ratio deviation determination value Sλ _CBS is changed so as to increase from Sλ _CBS1 to Sλ _CBS2 over a predetermined time after the brake control mode becomes the CONV mode. Is ABS
In the mode and the ABS-C mode, that is, when the antilock brake control is being executed, it is set relatively narrow, and when the non-antilock brake control is executed, it is set relatively wide.

Next, the operation of this embodiment will be described. A target slip ratio line L where the front wheel slip ratio and the rear wheel slip ratio both have appropriate values is set as shown in FIG. 16, and the target slip ratio line L is set. Since the braking forces of the front wheel brake B _F and the rear wheel brake B _R are controlled so as to match the front wheel brake B _F and the rear wheel brake B _R by a single modulator M, both front and rear wheels are controlled. It is possible to stably converge the slip ratio of 1 to the target slip ratio. Moreover, the target slip ratio line L is set so as to have a functional relationship in which the rear wheel slip ratio decreases in accordance with the increase of the front wheel slip ratio on the orthogonal coordinate system with the front wheel slip ratio and the rear wheel slip ratio as the coordinate axes. Yes, since the decrease in the slip rate of either the front or back is compensated by the increase of the slip rate of the other,
It is possible to achieve sufficient deceleration while ensuring vehicle stability.

In the brake deceleration control, the distance between the target slip ratio line L and the current position of the front and rear wheels represented by the slip ratio, that is, the slip ratio deviation S.
Since the operation of the motor 15 in the modulator M is controlled on the basis of λ, the convergence to the target slip ratio becomes quick. Moreover, in the ABS mode, that is, in the initial stage of the brake reduction control, the control amount of the modulator M, that is, the motor 15
Is set to a relatively large value, it is possible to prevent a large slip rate from occurring by performing a relatively large brake force reduction control in the initial stage of the antilock brake control in which the slip rate sharply increases.

As shown in FIG. 19, the target slip ratio line L is changed to a side in which the brake reduction control region is narrowed in accordance with the decrease in the vehicle body speed, whereby the wheels due to the unevenness of the road surface or the cornering. It is possible to avoid undesired execution of the brake reduction control during low-speed traveling where the change in speed is large, and it is possible to execute prompt brake reduction control during high-speed traveling.

Further, as shown in FIG. 18, the target slip ratio line L is changed to a side in which the brake reduction control region is narrowed in the non-brake reduction control as compared with the brake reduction control, whereby the wheel speed changes. Although the brake force reduction control state is not easily entered when driving on a rough road with a large amount, after entering the brake force reduction control state once, the slip ratio becomes lower with emphasis on vehicle body stability. The brake reduction control can be continued until.

Moreover, the change of the target slip ratio line L from the brake force reduction control to the non-brake force reduction control is carried out after the time in which the non-brake force reduction control state is maintained for a predetermined time or more. It is possible to prevent the antilock brake control from diverging by avoiding interruption of the antilock brake control even if an overshoot occurs at the time of increasing the force in the initial stage of the antilock brake control start.

Further, as the target slip ratio line is set as shown in FIG. 17 in accordance with the operation status of both brake operation levers L _F and L _R , the brake operation input by the driver and the assistance from the modulator M are provided. It is possible to obtain an appropriate slip ratio for both the front and rear wheels according to the combination with the force.

By the way, in calculating the distance between the target slip ratio line L and the current position of the slip ratio, that is, the slip ratio deviation Sλ during the brake force reduction control, the change ratio of the front wheel slip ratio and the rear wheel slip ratio by the operation of the modulator M is calculated. The calculation is executed in the direction along the line, and by doing so, the convergence to the target slip ratio accompanying the operation of the modulator M is further enhanced.

In the ABS-C mode in the state where the time Sλ ≦ 0 is less than the predetermined time T ₂ at the time of shifting from the antilock brake control to the non-antilock brake control, DUTY is the absolute value of the slip ratio deviation Sλ. Will be determined based on the difference between the slip rate deviation judgment value and
In the subsequent brake boosting control, the control amount (DUTY) of the motor 15 in the modulator M is fixed. Therefore, it is possible to suppress an increase in the braking force at the time of transition from the anti-lock brake control to the non-anti-lock brake control, and to prevent an undesired increase in the slip ratio. Avoiding that the assist force from the modulator M becomes unnecessarily large in a relatively small state,
It is possible to prevent the vehicle body deceleration from undesirably increasing.

In addition, the brake boosting control is executed when the brake operation input continues for a predetermined time T ₁ or longer, and anti-lock brake control is often required. Even if the slip ratio of the rear wheels shifts from the brake force increasing control region to the brake force reducing control region, the operating direction of the motor 15 in the modulator M is changed from the brake force increasing operating direction (reverse rotation direction) to the brake force reducing operating direction (forward rotation direction). It is possible to promptly execute the antilock brake control without conversion.

Further, the assist force exerted by the modulator M is gradually increased to a constant value during the brake boosting control, whereby the controllability of the driver can be enhanced during the brake boosting control. Further, by determining the assisting force by the modulator M according to the estimated vehicle body speed V _R , it is possible to obtain a vehicle body deceleration suitable for the vehicle traveling speed, and by determining the assisting force by the modulator M according to the brake input mode, it is possible to drive the vehicle. It is possible to obtain the vehicle body deceleration intended by the person.

Further, a dead zone is set between the target slip ratio line L and the brake boosting control area. In this dead zone, the control by the modulator M in the brake boosting direction is stopped. When the lock brake control is executed, the front and rear wheels slip ratio does not undesirably increase due to the application of the assist force from the modulator M, and the convergence to the target slip ratio line L is accelerated. At this time, the power generation braking is applied to the motor 15, so that the convergence to the target slip ratio line L becomes more efficient.

By the way, the width of the dead zone, that is, the slip ratio deviation judgment value Sλ _CBS is set relatively narrow when the antilock brake control is being executed, and is relatively wide when the non-antilock brake control is being executed. Therefore, it is possible to stabilize the slip ratio during anti-lock brake control and to stabilize the vehicle body during non-anti-lock brake control. Further, since the width of the dead zone region changes gently, it is possible to suppress the change in control behavior due to the change of the dead zone region.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the claims. It is possible to do.

[0095]

As described above, according to the first aspect of the present invention, the target slip ratio line in which both the front wheel slip ratio and the rear wheel slip ratio have appropriate values indicates the slip ratio reduction amount of either the front or rear. It is set to compensate for the increase in the other slip ratio.By controlling the modulator so that the slip ratios of the front and rear wheels match the target slip ratio line, it is possible to obtain appropriate slip ratios for the front and rear wheels. Become. Moreover, a dead zone is defined below the target slip rate line, and the control amount of the modulator is set to "0" in this dead zone to prevent the slip rate from increasing due to the assist force applied from the modulator during anti-lock brake control. It is possible to improve the convergence of the lock brake control.

According to the second aspect of the present invention, the width of the dead zone region is reduced during antilock brake control and increased during non-antilock brake control, thereby stabilizing the slip ratio during antilock brake control. In addition, the stability of the vehicle body during the non-antilock brake control can be achieved, and the change in the control behavior can be suppressed to be small due to the gradual change in the width.

According to the third aspect of the present invention, the increase of the braking force is suppressed at the time of shifting from the brake reduction control region at the current position of the slip ratio to the lower side of the target slip ratio line, and the slip ratio undesirably increases. It becomes possible to avoid that.

Further, according to the fourth aspect of the invention, when the control amount of the modulator is set to "0", the electric power generation brake is applied to the motor, so that the slip ratio can be converged more quickly.

[Brief description of drawings]

FIG. 1 is a side view of a scooter to which the present invention has been applied.

2 is a front view of the scooter of FIG. 1. FIG.

FIG. 3 is an overall configuration diagram of a brake device.

FIG. 4 is a side view showing a connecting portion with a modulator of a front wheel brake side and a rear wheel brake side transmission system.

5 is a cross-sectional view of the modulator taken along line 5-5 of FIG.

FIG. 6 is a vertical cross-sectional view showing the structure of a damping mechanism.

7 is an enlarged sectional view taken along line 7-7 of FIG.

FIG. 8 is a diagram showing interlocking brake characteristics when operating a front wheel brake operating lever.

FIG. 9 is a diagram showing interlocking brake characteristics when a rear wheel brake operating lever is operated.

FIG. 10 is a block diagram showing a configuration of a control unit.

FIG. 11 is a block diagram showing a configuration of a traveling information calculation unit.

FIG. 12 is a block diagram showing a configuration of a braking state determination unit.

FIG. 13 is a timing chart for explaining a requirement for satisfaction of condition A when determining a brake control mode.

FIG. 14 is a timing chart for explaining a requirement for satisfaction of condition B when determining a brake control mode.

FIG. 15 is a view showing a setting map of a CBS duty vehicle speed correction coefficient according to an estimated vehicle speed.

FIG. 16 is a diagram showing a target slip ratio line.

FIG. 17 is a diagram showing a change in a target slip ratio line depending on a brake input mode.

FIG. 18 is a diagram showing changes in the target slip ratio line due to ABS control and non-ABS control.

FIG. 19 is a diagram showing a change in a target slip ratio line according to a vehicle speed.

FIG. 20 is a diagram showing changes in the width of the dead zone region according to the brake control mode.

[Explanation of symbols]

15 ... Motor 45 _F ... Front wheel speed sensor 45 _R ... Rear wheel speed sensor 52 ... Control amount determining means 53 ... Modulator driving means 61 _F , 61 _R ... Slip ratio calculating means 64 ... Brake input / control mode determination means 66 as determination means ... Target slip ratio determination means _BF ... Front wheel brake _BR ... Rear wheel brake C ... Control unit M ... Modulator W _F・ ・ ・ Front wheel W _R・ ・ ・ Rear wheel

─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-7-315193 (JP, A) JP-A-8-183440 (JP, A) JP-A-5-653 (JP, A) JP-A-6- 144180 (JP, A) JP 5-8716 (JP, A) JP 63-227454 (JP, A) JP 55-156755 (JP, A) JP 2-234869 (JP, A) JP-A-5-310108 (JP, A) JP-A-6-40317 (JP, A) JP-A-6-72311 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60T 8/00 B60T 8/32-8/96

Claims (4)

(57) [Claims] 1. A front wheel and front wheel brake to be mounted on _{(W F) (B F)} , and rear wheel brake to be mounted on the rear wheel _{(W R) (B R)} , front and rear wheel brake (B _F, B _R ) A single modulator (M) that can change the braking force
, Front wheel speed sensor (45 _F ) and rear wheel speed sensor (4 _F
5 _R ) and a control unit (C) for controlling the operation of the modulator (M), which control unit (C) is based on the detected values of the front and rear wheel speed sensors (45 _F , 45 _R ). Slip ratio calculation means (61 _F , 61 _R ) for calculating the front wheel and rear wheel slip ratios, and the rear wheel slip ratio in accordance with the increase of the front wheel slip ratio on the orthogonal coordinates with the front wheel slip ratio and the rear wheel slip ratio as coordinate axes. Target slip ratio determining means (66) for defining a target slip ratio line having a functional relationship of decreasing, a brake reduction control region on the upper side of the target slip ratio line, and a dead zone from the target slip ratio line down by a predetermined width. Oyo front wheel obtained by the slip ratio calculating means with previously set, respectively lower side of the brake energizing control area than and unmoving feeling zones (61 _F, 61 _R) Judgment means (64) for judging the brake control mode on the basis of which control region the slip ratio current position on the rectangular coordinates determined on the basis of the rear wheel slip ratio is, and the judgment means (64) A control amount determining means (52) that determines the control amount of the modulator (M) based on the result and also determines the control amount of the modulator (M) to be "0" in the brake control mode when the current position of the slip ratio is in the dead zone region. And control amount determining means (52)
And a modulator driving means (53) for outputting a signal for driving the modulator (M) based on the control amount obtained in (1). 2. The determination means (64) gradually increases the width of the dead zone during non-antilock brake control in response to the slip ratio current position deviating from the brake reduction control area. The vehicle brake control device described. 3. The control amount determining means (52) is configured to move the target slip ratio line and the slip ratio present for a predetermined time only when shifting from the brake reduction control region at the slip ratio present position to the lower side of the target slip ratio line. The control amount of the modulator (M) to the brake booster side is determined based on the value obtained by subtracting the width of the dead zone from the distance between the positions, and the control amount of the modulator (M) to the brake booster side is fixed after the lapse of the predetermined time. The brake control device for a vehicle according to claim 1, wherein 4. The modulator (M) comprises a brakeable motor (15) and modulator drive means (5).
3. The vehicle brake control device according to claim 1, wherein 3) applies the dynamic braking to the motor (15) when the control amount of the modulator (M) is "0".