JP4853148B2 - Anti-skid control device - Google Patents

Description

  The present invention relates to an anti-skid (hereinafter referred to as ABS) control device that prevents a wheel from being locked due to wheel slip in a vehicle.

  Conventionally, in Japanese Patent Application Laid-Open No. H10-228707, by causing a pump for sucking brake fluid discharged to a reservoir to perform necessary and sufficient work, it is possible to prevent generation of pump operation noise and vibration while avoiding unnecessary energy consumption. An ABS control apparatus is proposed.

Specifically, in Patent Document 1, in an ABS control device that recirculates brake fluid discharged from a wheel cylinder to a reservoir during a ABS control decompression mode to a master cylinder by a pump driven by a motor, The discharged brake fluid amount is detected or estimated, and the motor rotation speed is limited so that the brake fluid amount can be pumped to the master cylinder within a certain time.
Japanese Patent Application Laid-Open No. 09-267636

  However, when the amount of brake fluid discharged to the reservoir is detected or estimated as shown in Patent Document 1, it takes time to detect or estimate the amount of brake fluid, and it takes time to obtain the optimum motor rotation speed. , Control is delayed. In other words, since the brake fluid actually flows into the reservoir, it is detected, or the amount of brake fluid that will be discharged to the reservoir is estimated from, for example, the drive time of the pressure reducing control valve. The optimum motor rotation speed could not be obtained unless a certain amount of time had passed after the brake fluid began to be discharged into the reservoir.

  The present invention has been made in view of the above points, and an object thereof is to provide an anti-skid control device that can obtain an optimal motor rotation speed faster, avoid unnecessary energy consumption, and prevent pump operation noise and vibration. .

  In order to achieve the above object, according to the first aspect of the present invention, anti-skid determination means (100 to 120) for determining whether or not anti-skid control is being performed for each of the two piping systems, and anti-skid determination The first pattern selection for selecting the pattern (A) for setting the motor rotation speed of the motor (17) to the first rotation speed when it is determined by the means that the anti-skid control is being performed in both of the two piping systems. When it is determined by the means (130) and the anti-skid determination means that one of the two piping systems is under anti-skid control, the motor rotational speed of the motor is set to a rotational speed lower than the first rotational speed. Anti-skid control is being performed for both of the two piping systems by the second pattern selection means (140, 150) for selecting the pattern (B, C) and the anti-skid determination means. If it is determined that there is no third rotation, the motor rotation number of the motor is selected from a rotation number pattern (D) lower than the rotation number set by the second pattern selection means or a pattern for setting the motor to non-drive. And a pattern selection means (160).

  In this way, it is determined whether the anti-skid control is being performed on both the front wheel (FW) and the rear wheel (RW), or the anti-skid control is being performed on only one of the front wheel and the rear wheel. To determine the motor speed. Specifically, if anti-skid control is being performed on both the front and rear wheels, the highest motor speed is set to the first rotational speed, and if only one of the front and rear wheels is being controlled by anti-skid control. In both cases, the motor speed is lower than when anti-skid control is being performed.

  For this reason, the pumps (18, 23) can be driven based on the optimum motor rotation speed corresponding to the amount of brake fluid flowing into the reservoirs (15, 22). Such an optimal motor speed can be determined based on whether or not the front and rear wheels are under anti-skid control. Since the determination can be made in advance before the liquid flows in, it is possible to obtain the optimum motor rotation speed earlier than in the prior art. Therefore, it is possible to avoid unnecessary energy consumption and prevent pump operation noise and vibration.

  In the second aspect of the invention, the second pattern selection means is such that one of the two piping systems determined to be under anti-skid control by the anti-skid determination means corresponds to the front wheel (FW). Sometimes it is determined that the anti-skid control is being performed by the means (130) for selecting a pattern for setting the motor rotation speed of the motor to a second rotation speed lower than the first rotation speed and the anti-skid determination means. Means (150) for selecting a pattern for setting the motor rotational speed of the motor to a third rotational speed lower than the second rotational speed when one of the two piping systems corresponds to the rear wheel (RW); It is characterized by comprising.

  As described above, when the anti-skid control is in the piping system corresponding to the front wheel, the motor rotation speed set is the second rotation speed, and the anti-skid control is corresponding to the rear wheel. It is higher than the third rotation speed that is the motor rotation speed set when the piping system is used. Since the load during braking is generally closer to the front, the amount of brake fluid used to generate the braking force of the front wheels (for example, the amount of brake fluid consumed by the caliper) is used to generate the braking force of the rear wheels. Increased compared to brake fluid consumption. For this reason, when considering the amount of brake fluid discharged to the reservoir during anti-skid control, the amount of brake fluid that is discharged to the reservoir when anti-skid control is performed on the front wheel is greater than that of the rear wheel. When the anti-skid control is executed, the amount of brake fluid discharged to the reservoir becomes larger. Therefore, by doing as described above, it is possible to set an optimum motor rotation number in consideration of the consumption amount of the brake fluid.

  In the invention according to claim 3, the front wheel brake determining means (200) for determining whether or not the front wheel brake operating member (11) for generating the braking force for the front wheel (FW) is operated, and the rear wheel The rear wheel brake determining means (202, 204) for determining whether or not the rear wheel brake operating member (12) for generating the braking force for (RW) is operated, and the front wheel and rear wheel brake determining means. A first pattern for selecting a pattern (A) for setting the motor rotation number of the motor to the first rotation number when it is determined that both the front wheel brake operation member and the rear wheel brake operation member are operated. The selection means (206) and the front wheel and rear wheel brake determination means determine that only one of the front wheel brake operation member and the rear wheel brake operation member is operated. The second pattern selecting means (222, 238) for selecting a pattern (B, C) for setting the motor rotational speed of the motor to be lower than the first rotational speed, and the front wheel and rear wheel brake determining means. When it is determined that both the front wheel brake operating member and the rear wheel brake operating member are not operated, the motor rotational speed of the motor is lower than the rotational speed set by the second pattern selecting means. And a third pattern selection means (254) for selecting a pattern for setting the motor to non-drive.

  As described above, the pattern for setting the motor rotation speed is selected in advance based on whether or not the front and rear wheel brake operating members are used to generate a braking force on the front and rear wheels. For this reason, it becomes possible to preset the optimal motor rotation speed which predicted the form in which antiskid control may be performed with a front wheel and a rear wheel.

  In the invention according to claim 4, the anti-skid determination means (208 to 210) determines whether or not the front wheel is under anti-skid control and determines whether or not the rear wheel is under anti-skid control. 224 to 228, 240 to 242, 256 to 260), and the first to third pattern selection means are based on the determination result of whether or not the front and rear wheels are under anti-skid control by the anti-skid determination means. Pattern correction means (214 to 220, 230 to 236, 246 to 252 and 262 to 268) for correcting the selected pattern.

  In this way, when anti-skid control is performed on the front wheels and rear wheels, the pattern selected based on the presence or absence of brake operation by the front wheel and rear wheel brake operation members is in anti-skid control. Correction can be made based on the determination result of whether or not there is. That is, it can be determined whether the anti-skid control is caused by the brake operation, the step, or the like based on the presence or absence of the brake operation by the front wheel and rear wheel brake operation members. For this reason, if the pattern for setting the motor rotational speed is corrected based on the determination result, a more optimal motor rotational speed can be obtained.

  For example, as shown in claim 5, the pattern correction means determines the anti-skid when the front wheel and rear wheel brake determination means determine that both the front wheel and rear wheel brake operation members are operated. If it is determined by the means that the anti-skid control is being performed on both the front wheel and the rear wheel, the pattern (A) selected by the first pattern selection means is maintained, and the front and rear wheels are selected by the anti-skid determination means. If it is determined that the anti-skid control is being performed by only one of the patterns, the pattern (A-α, A-β) is corrected so as to lower the motor rotation speed than the pattern (A) selected by the first pattern selection means. However, if it is determined by the anti-skid determination means that neither the front wheel nor the rear wheel is under anti-skid control, the mode is compared with the case where it is determined that either the front wheel or the rear wheel is under anti-skid control. The pattern can be corrected to a pattern for lowering the motor rotation speed or a pattern for non-driving the motor.

  As in the second aspect, as shown in the sixth aspect, the second pattern selecting means performs the motor rotation of the motor when the front wheel brake determining means determines that the front wheel brake operating member is operated. It is determined that the rear wheel brake operation member is operated by the means (222) for selecting the pattern (B) for setting the number to the second rotation speed lower than the first rotation speed and the rear wheel brake determination means. In this case, a configuration (238) that selects a pattern (C) for setting the motor rotation speed of the motor to a third rotation speed lower than the second rotation speed can be provided.

  In such a configuration, as shown in claim 7, the pattern correction means determines the anti-skid when the front wheel and rear wheel brake determination means determines that only the front wheel brake operation member is operated. If it is determined by the means that the anti-skid control is being performed on both the front wheel and the rear wheel, the motor rotation is higher than the pattern (B) in which the motor rotation speed selected by the second pattern selection means is set to the second rotation speed. When the anti-skid determination means determines that only the front wheel is under anti-skid control, the motor rotation number selected by the second pattern selection means is changed to the second rotation. When the anti-skid determination means determines that only the rear wheel is under anti-skid control, the motor rotation selected by the second pattern selection means is maintained. Is corrected to a pattern (B-δ) that lowers the motor rotation speed than the pattern that sets the second rotation speed, and it is determined by the anti-skid determination means that neither the front wheel nor the rear wheel is under anti-skid control. Compared to the case where it is determined that the anti-skid control is being performed at the rear wheel, the pattern can be corrected to a pattern for lowering the motor rotation speed or a pattern for deactivating the motor.

  Further, according to the present invention, the pattern correction means is configured such that when the front wheel and rear wheel brake determination means determines that only the rear wheel brake operation member is operated, the anti-skid determination means determines whether the front wheel If it is determined that the anti-skid control is being performed on both the rear wheel and the rear wheel, the motor rotational speed is made higher than the pattern (C) in which the motor rotational speed selected by the second pattern selection means is set to the third rotational speed. The pattern (C + ε) is corrected, and when the anti-skid determination means determines that only the front wheels are under anti-skid control, the motor is more effective than when it is determined that both front and rear wheels are under anti-skid control. The pattern is corrected to a pattern (C + ζ) that lowers the rotation speed and increases the motor rotation speed than the pattern that sets the motor rotation speed selected by the second pattern selection means to the third rotation speed. When it is determined by the skid determination means that only the rear wheel is under anti-skid control, the pattern that sets the motor rotation speed selected by the third pattern selection means to the second rotation speed is maintained, and the anti-skid determination means If it is determined that both the front and rear wheels are not in anti-skid control, the pattern for lowering the motor speed or the motor is not driven compared to the case where it is determined that the rear wheel is in anti-skid control. It is also possible to correct the pattern to be performed.

  According to a ninth aspect of the present invention, when the front wheel and rear wheel brake determining means determines that the front wheel and rear wheel brake operating members are not operated, the pattern correcting means is used as the anti-skid determining means. If it is determined that the anti-skid control is being performed on both the front wheel and the rear wheel, the pattern (D) selected by the third pattern selection unit is maintained, and only the front wheel is controlled by the anti-skid control unit. If it is determined that the vehicle is in the middle, it is corrected to a pattern (D-η) that makes the motor rotation speed lower than the pattern (D) selected by the third pattern selection means, and only the rear wheels are corrected by the anti-skid determination means. Is determined to be under anti-skid control, it is determined that the pattern is lower than the pattern selected by the third pattern selection means and only the front wheels are under anti-skid control. When the anti-skid determination means determines that both the front and rear wheels are not in anti-skid control, the anti-skid control is being performed on the rear wheels. It is also possible to correct to a pattern for lowering the motor rotation speed or a pattern for non-driving the motor as compared to the case where it is determined that

  In addition, as shown in claim 10, for example, the first to third pattern selection means can be configured to select a duty ratio when the voltage application to the motor is duty controlled, and the first pattern selection means Then, a duty ratio higher than that of the second and third pattern selection means can be selected, and the second pattern selection means can select a duty ratio higher than that of the third pattern selection means.

  In this case, as shown in claim 11, the duty ratio is selected by setting the ON time of voltage application to the motor in the first to third pattern selecting means, and the first pattern selecting means is configured to select the second, It is possible to set an on time longer than that of the third pattern selection means, and to set a longer on time than that of the third pattern selection means in the second pattern selection means.

  According to a twelfth aspect of the present invention, the first to third pattern selection means sets the off time from when the voltage application to the motor is turned off until the voltage applied to the motor drops to the redrive voltage. Based on the setting of the re-driving voltage, the first pattern selecting unit sets a higher re-driving voltage than the second and third pattern selecting units, and the second pattern selecting unit performs higher re-driving than the third pattern selecting unit. The voltage can be set.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
FIG. 1 shows an overall configuration of a brake fluid pressure control device 1 for a motorcycle that realizes an ABS control device to which an embodiment of the present invention is applied. This brake fluid pressure control device 1 has a first piping system that generates a braking force for the front wheels FW and a second piping system that generates a braking force for the rear wheels RW. The part used for execution of ABS control among this brake hydraulic pressure control apparatus 1 corresponds to an ABS control apparatus.

  As shown in FIG. 1, the brake hydraulic pressure control device 1 is provided with a brake lever 11 positioned on the right handle and a brake pedal 12 positioned in front of the right footrest. The brake lever 11 and the brake pedal 12 correspond to brake operation members for generating a braking force for the front wheel FW and the rear wheel RW, respectively, and are operated independently by the driver. The brake lever 11 and the brake pedal 12 are connected to a brake circuit having first and second piping systems via a master cylinder (hereinafter referred to as M / C) not shown.

  The brake lever 11 is connected to a first piping system that generates a braking force for the front wheels FW via an M / C or the like. The first piping system has a pipeline A as a main pipeline connected to the M / C that generates brake fluid pressure according to the operation of the brake lever 11, and is provided to the front wheel FW through this pipeline A. It is connected to a wheel cylinder (hereinafter referred to as W / C) 13. For this reason, the M / C pressure generated in the M / C in accordance with the operation of the brake lever 11 is transmitted to the W / C 13 through the pipe line A.

  The line A is provided with a pressure increase control valve 14. The pressure increase control valve 14 is configured as a normally open two-position electromagnetic valve that controls the communication and blocking of the pipe A, and is driven by energizing a built-in solenoid. More specifically, the pressure increase control valve 14 is not energized to the solenoid during normal braking, so the conduit A is in a communicating state, and the energization to the solenoid is performed when holding control of ABS control, decompression control, or the like is executed. Is performed to place the pipe A in a cut-off state.

  Each pressure increase control valve 14 is provided with a safety valve 14a in parallel. This safety valve 14a reduces the W / C 13 in response to the return operation when the brake lever 11 is returned by the driver, particularly when each pressure increase control valve 14 is controlled to be shut off during ABS. It is provided to make it possible.

  Further, a pipeline B as a pressure reducing pipeline is connected to the pipeline A. A reservoir 15 is connected to the pipeline B, and a decompression control valve 16 is disposed on the upstream side of the reservoir 15 in the pipeline B, that is, on the pipeline A side. Further, a conduit C serving as a reflux conduit is disposed so as to connect the reservoir 15 and the conduit A. The pipe C is provided with a pump 18 driven by a motor 17 so as to suck and discharge brake fluid from the reservoir 15 toward the pipe A.

  The reservoir 15 is configured to allow the brake fluid to flow up to a predetermined capacity. In the reservoir chamber 15a of the reservoir 15, there are provided a piston 15b having a predetermined stroke and a spring 15c for biasing the piston 15b in a direction for discharging the brake fluid in the reservoir chamber 15a.

  The reservoir 15 configured in this manner discharges the brake fluid that generates the W / C pressure with respect to the W / C 13, and when the suction is performed by the pump 18, the stored brake fluid is directed toward the pump 18. It comes to discharge.

  The pressure reduction control valve 16 is configured by a normally closed two-position electromagnetic valve that can control the communication / blocking state of the pipe line B connecting the W / C 13 and the reservoir 15, for example. The pressure reduction control valve 16 is not connected to the solenoid during normal braking, so the line B is shut off. When pressure reduction control for ABS control is executed, the solenoid is energized to connect the line B. State.

  On the other hand, the brake pedal 12 is connected to a second piping system that generates a braking force for the rear wheel RW via an M / C or the like. The second piping system has a pipeline D as a main pipeline connected to the M / C that generates brake fluid pressure according to the operation of the brake pedal 12, and is provided to the rear wheel RW through this pipeline D. It is connected to W / C19. Since the second piping system has the same configuration as the first piping system, detailed description of individual components will not be made, but the pipeline D is the pipeline A and the pipeline E is the pipeline. B, line F is line C, pressure increase control valve 20 and safety valve 20a are pressure increase control valve 14 and safety valve 14a, pressure reduction control valve 21 is pressure reduction control valve 16, reservoir 22 is reservoir 15 and pump 23 is pump 18. It is provided as an equivalent.

  The brake hydraulic pressure control device 1 is provided with a brake ECU 24. The brake ECU 24 functions as an ABS control device, and is constituted by a known microcomputer having a CPU, ROM, RAM, I / O, and the like. According to a program stored in the ROM or the like, estimated vehicle speed calculation processing and ABS are performed. Various processes such as a control process are executed.

  Based on the electric signal from the brake ECU 24, voltage application control to the motor 17 for driving the pressure-reducing control valves 16 and 21 and the pumps 18 and 23 in the brake hydraulic pressure control device 1 configured as described above is performed. It is supposed to be executed. Thereby, the W / C pressure generated in each W / C 13, 19 is controlled.

  The brake fluid pressure control device 1 is also provided with wheel speed sensors 25 and 26. The wheel speed sensors 25 and 26 are arranged corresponding to the front wheel FW and the rear wheel RW, respectively, and direct the rotation speed of the front wheel FW and the rear wheel RW, that is, a pulse signal having a pulse number proportional to the wheel speed, to the brake ECU 24. Output. Therefore, the brake ECU 24 obtains the wheel speeds of the front wheels FW and the rear wheels RW based on the detection signals from the wheel speed sensors 25 and 26, and obtains the estimated vehicle body speed using the wheel speeds. Based on this, brake fluid pressure control such as ABS control is executed.

  Further, the brake fluid pressure control device 1 is also provided with stop switches 27 and 28. The stop switches 27 and 28 are provided corresponding to the brake lever 11 and the brake pedal 12, respectively, and whether or not these are operated by the driver, that is, whether or not the front wheel FW or the rear wheel RW is being braked. The detection signal shown is output to the brake ECU 24.

  In the brake hydraulic pressure control device 1 configured as described above, for example, during normal braking in which ABS control or the like is not executed, a control voltage for driving the pressure reduction control valves 16 and 21 and the motor 17 is not applied from the brake ECU 24. The W / C pressure corresponding to the operation amount of the brake lever 11 and the brake pedal 12 is generated in each of the W / Cs 13 and 19. As a result, a braking force corresponding to the brake lever 11 and the brake pedal 12 is generated on the front wheel FW and the rear wheel RW.

  On the other hand, when the ABS control start condition is satisfied in the ABS control start determination of the front wheel FW or the rear wheel RW, for example, the wheel speeds of the front wheel FW and the rear wheel RW obtained based on the detection signals of the wheel speed sensors 25 and 26, respectively. When the slip ratio expressed as a deviation between the estimated vehicle body speed and the estimated vehicle body speed exceeds the ABS control start threshold value, the ABS control is started.

  During the ABS control, a control voltage for driving the pressure reduction control valves 16 and 21 and the motor 17 is applied from the brake ECU 24 as necessary, and the pressure reduction control valves 16 and 21 are driven according to the applied voltage. At the same time, the motor 17 is driven. As a result, the pipelines A and D and the reservoirs 15 and 22 are brought into communication with each other through the pipelines B and E, the W / C pressure generated in each of the W / Cs 13 and 19 is reduced, and wheel slip is suppressed. This makes it possible to avoid wheel lock.

  As described above, the brake fluid pressure control device 1 for a motorcycle shown in the present embodiment is configured. Next, a motor drive pattern selection process executed by the brake fluid pressure control device 1 will be described.

  FIG. 2 is a flowchart of a motor drive pattern selection process executed by the brake ECU 24 in the brake fluid pressure control device 1 of the present embodiment. This motor drive pattern selection processing is executed every predetermined calculation cycle (for example, 60 ms or 80 ms) after the ignition switch is switched from the OFF state to the ON state, for example. The motor drive pattern selection process is executed as a separate flow from the general ABS control process, but is executed using the processing result in the ABS control process. For example, although not shown, when the ABS control start condition is satisfied in the ABS control start determination of the front wheel FW or the rear wheel RW, it is indicated by setting a flag that the ABS control is being performed for the wheels FW and RW. This processing is executed with reference to this flag.

  First, in step 100, it is determined whether or not the front wheel FW is under ABS control. For example, as described above, the determination is made based on the determination result of the ABS start determination executed as a part of the general ABS control process, for example, whether or not a flag indicating it is set. If a positive determination is made here, the process proceeds to step 110, and if a negative determination is made, the process proceeds to step 120.

  In steps 110 and 120, it is determined whether or not the rear wheel RW is under ABS control. This process is also determined based on, for example, the determination result of the ABS start determination, for example, whether or not a flag indicating that is set.

  If an affirmative determination is made in step 100 and an affirmative determination is also made in step 110, that is, if both the front wheel FW and the rear wheel RW are under ABS control, the process proceeds to step 130. If an affirmative determination is made in step 100 and a negative determination is made in step 110, that is, if the front wheel FW is under ABS control but the rear wheel RW is not under ABS control, the routine proceeds to step 140. If a negative determination is made in step 100 and an affirmative determination is made in step 120, that is, if the front wheel FW is not under ABS control or the rear wheel RW is under ABS control, the routine proceeds to step 150. If a negative determination is made in step 100 and a negative determination is also made in step 120, that is, if both the front wheel FW and the rear wheel RW are not under ABS control, the process proceeds to step 160.

  In steps 130 to 160, a motor drive pattern is set. The motor drive pattern is set according to the inflow amount of the brake fluid into the reservoirs 15 and 22, and the higher the inflow amount of the brake fluid, the higher the motor rotation speed, and conversely, the smaller the inflow amount of the brake fluid. The setting is such that the motor speed is low, and when there is no amount of brake fluid flowing into the reservoirs 15 and 22, the motor 17 is set not to be driven.

  The amount of brake fluid flowing into the reservoirs 15 and 22 is the largest when the ABS control is executed on both the front wheel FW and the rear wheel RW, and the ABS control is performed only on one of the front wheel FW and the rear wheel RW. If not, it will be less. When the ABS control is not executed on both the front wheel FW and the rear wheel RW, there is no amount of brake fluid flowing into the reservoirs 15 and 22.

  For this reason, in step 130, the motor drive pattern A for selecting the highest motor speed is selected as the case where the ABS control is executed on both the front wheel FW and the rear wheel RW.

  In Steps 140 and 150, the motor drive pattern B for setting the motor rotation speed lower than that in the case of the motor drive pattern A is assumed when the ABS control is executed only in one of the front wheel FW and the rear wheel RW. , C are selected.

  At this time, the motor drive patterns B and C are not necessarily separate patterns, but in this embodiment, separate patterns are prepared. Then, when the motor drive pattern B is selected, a higher motor speed is generated than when the motor drive pattern C is selected.

  In general, since the load during braking is closer to the front, the brake mechanism on the front wheel FW side is larger than the rear wheel RW side, so the amount of brake fluid consumed to generate the braking force on the front wheel FW (For example, the amount of consumption of brake fluid in the caliper) is larger than the amount of consumption of brake fluid for generating the braking force of the rear wheel RW. For this reason, when considering the amount of brake fluid discharged to the reservoirs 15 and 22 at the time of ABS control, the inflow amount of brake fluid discharged to the reservoir 15 when the ABS control is performed on the front wheels FW is greater on the rear wheels. When the ABS control is performed on the RW, the amount of brake fluid discharged to the reservoir 22 becomes larger. Accordingly, when the ABS control is executed on the front wheel FW but the ABS control is not executed on the rear wheel RW, the motor drive pattern B is selected, and the ABS control is not executed on the front wheel FW, but the ABS is executed on the rear wheel RW. The motor drive pattern C is selected when the control is being executed.

  In step 160, motor non-drive is set as a case where ABS control is not executed on both the front wheel FW and the rear wheel RW.

  Thus, when the motor drive pattern for driving the motor 17 or the non-drive motor non-drive is set, the applied voltage pattern of the motor 17 corresponds to the set pattern. Thereby, it is set as the value according to the motor drive pattern in which the motor rotation speed was set.

  Here, the motor drive patterns A to C selected in steps 130 to 150 will be described.

  As described above, the motor drive pattern A is a pattern for increasing the motor rotation speed as compared with the motor drive patterns B and C. The motor drive pattern B is a pattern for setting the motor rotation speed between the motor drive pattern A and the motor drive pattern C. The motor drive pattern C is for setting the motor rotation speed lower than the motor drive patterns A and B. It is a pattern.

  The motor drive pattern means a pattern according to the number of rotations of the motor 17, and is defined by, for example, an applied voltage pattern. For example, the motor rotation speed can be controlled by duty controlling on / off of voltage application to the motor 17, and the duty ratio at that time determines the motor drive pattern.

  FIG. 3 is a timing chart showing an example of the motor drive patterns A to C. When the motor 17 is driven, the amount of power supply per unit time to the motor 17 is determined by the voltage application time per unit time, and the motor rotation speed corresponding to the amount can be obtained. The voltage application time per unit time is changed by selecting the duty ratio, that is, the length of time (ON time) when the voltage application is turned on.

  For example, after the voltage application to the motor 17 is turned on for the on time, the voltage application is turned off. Then, although the voltage of the motor 17 remains due to the electromotive force based on the rotation of the motor 17, the voltage starts to gradually decrease. At this time, the method of decreasing the voltage is determined according to the motor characteristics. When the applied voltage becomes the motor redrive voltage, the voltage application to the motor 17 is turned on again. At this time, a period until the voltage application to the motor 17 is turned on again is an off time, which is a fixed time. That is, when the OFF time is constant as described above, the voltage application time per unit time can be changed by adjusting the length of the ON time by setting the duty ratio. Therefore, when the motor 17 is driven in such a form, each of the motor drive patterns A to C has an on-time that is the longest in the motor drive pattern A, then the longest motor drive pattern B, and the longest motor drive pattern C. Shortened.

  FIG. 4 shows a change in applied voltage to the motor 17 when the motor drive pattern selection process as described above is executed when the front wheel FW is not under ABS control and the rear wheel RW is under ABS control. It is a timing chart. As a reference, the change in the voltage applied to the motor when conventional motor drive control is performed is also shown.

  The slip ratio of each wheel FW, RW is determined based on the difference between the estimated vehicle body speed VS0 and the wheel speed FWVW of the front wheel FW or the wheel speed RWVW of the rear wheel RW. As shown in this figure, the rear wheel RW When the wheel speed RWVW of the vehicle falls greatly with respect to the estimated vehicle body speed VS0, the slip ratio of the rear wheel RW exceeds the ABS control start threshold value, and the ABS control is started for the rear wheel RW.

  At this time, since ABS control is started and a flag indicating that the rear wheel RW is under ABS control is set, it can be confirmed that the rear wheel RW is under ABS control. A motor drive pattern corresponding to the state of ABS control is selected. For example, in this example, since the front wheel FW is not under the ABS control and the rear wheel RW is under the ABS control, the motor drive pattern C is selected. For this reason, the ON time of voltage application to the motor 17 is set accordingly, and the optimum motor rotation speed can be obtained from an early stage.

  On the other hand, in the conventional case, the on-time of the voltage application to the motor is the default value after the ABS control of the rear wheel RW is started until the detection or estimation of the inflow amount of the brake fluid to the reservoir is completed. Therefore, the optimum motor rotation speed cannot be obtained until a certain amount of time has elapsed from the start of ABS control.

  As described above, in the brake fluid pressure control device 1 of the present embodiment, the ABS control is being performed on both the front wheel FW and the rear wheel RW, or the ABS control is performed only on one of the front wheel FW and the rear wheel RW. It is determined whether or not the motor is rotating, and the motor rotation speed in the motor 17 is determined based on the determination. Specifically, if ABS control is being performed on both the front wheel FW and the rear wheel RW, the motor rotational speed is highest, and if ABS control is being performed on only one of the front wheel FW and the rear wheel RW, The motor speed is lower than that in both cases during ABS control.

  For this reason, the pumps 18 and 23 can be driven based on the optimum motor rotation speed corresponding to the amount of brake fluid flowing into the reservoirs 15 and 22. Then, such an optimal motor rotation speed can be determined based on whether or not the front wheel FW and the rear wheel RW are under ABS control. Since it is possible to make a determination before the brake fluid flows into 22, it is possible to obtain the optimum motor rotation speed earlier than in the prior art.

  Therefore, it is possible to avoid unnecessary energy consumption and prevent pump operation noise and vibration. Furthermore, by driving the motor 17 so as to achieve the optimum motor speed in this way, the brake fluid suction / discharge amount by the pumps 18 and 23 can be optimally controlled. The reaction force that can be applied to the brake lever 11 and the brake pedal 12 when the number is rapidly increased can be reduced. For this reason, it becomes possible to improve the brake feeling of the driver.

  Further, in the present embodiment, when ABS control is being performed only on one of the front wheel FW and the rear wheel RW, when the ABS control is being performed on the front wheel FW and the ABS is being controlled on the rear wheel RW. In this case, the motor rotation speed is set to a different value. Specifically, the former is higher than the latter. That is, when the front wheel FW is under ABS control and when the rear wheel RW is under ABS control, the ABS control is performed with respect to one of the wheels. ing. For this reason, it is possible to avoid unnecessary energy consumption, prevent pump operation noise and vibration, and improve the brake feeling of the driver.

(Second Embodiment)
A second embodiment of the present invention will be described. The brake hydraulic pressure control device 1 according to the present embodiment is different from the first embodiment in that the motor drive pattern selection process executed by the brake ECU 24 is changed, and the other aspects are the same as those in the first embodiment, and are different. Only the part will be described.

  5A and 5B are flowcharts of a motor drive pattern selection process executed by the brake ECU 24 in the brake fluid pressure control device 1 of the present embodiment. This motor drive pattern selection processing is executed every predetermined calculation cycle (for example, 60 ms or 80 ms) after the ignition switch is switched from the OFF state to the ON state, for example.

  First, in step 200, it is determined whether or not the stop switch 27 for the front wheel FW is ON. In steps 202 and 204, it is determined whether or not the stop switch 28 for the rear wheel RW is ON.

  By these processes, when it is determined in the process described later that the front wheel FW and the rear wheel RW are under ABS control, the ABS control is caused by the operation of the brake lever 11 and the brake pedal 12 of the driver, that is, the brake operation. It is determined whether it was executed or not.

  In other words, even if the brake lever 11 or the brake pedal 12 is not depressed, the wheel speed may drop with respect to the estimated vehicle body speed as in the case where the wheel has climbed over a step, and in that case, the ABS speed may also decrease. Control will start. However, in such a case, since the W / C pressure is not originally generated, there is almost no amount of brake fluid flowing into the reservoirs 15 and 22, and the motor rotational speed may be low. For this reason, by determining whether the ABS control is caused by the brake operation by the driver or other factors by the processing in steps 200 to 204, the optimum motor rotation speed can be set accordingly. Do it.

  If an affirmative determination is made in step 200 and an affirmative determination is also made in step 202, the process proceeds to step 206, the motor drive pattern A is set, and the process proceeds to step 208. In other words, since both the front wheel FW and the rear wheel RW are braked, ABS control due to the brake operation may be performed on both of them, and the amount of brake fluid flowing into the reservoirs 15 and 22 is likely to occur. May be the highest. For this reason, the motor drive pattern A that maximizes the motor rotational speed is selected in advance.

  In the following step 208, it is determined whether or not the front wheel FW is under ABS control. The determination here is performed by the same method as in step 100 described above. If a positive determination is made here, the process proceeds to step 210, and if a negative determination is made, the process proceeds to step 212. In steps 210 and 212, it is determined whether or not the rear wheel RW is under ABS control. This process is also performed by the same method as in steps 110 and 120 described above.

  At this time, when an affirmative determination is made at step 208 and an affirmative determination is also made at step 210, that is, when both the front wheel FW and the rear wheel RW are under ABS control, the routine proceeds to step 214. If an affirmative determination is made in step 208 and a negative determination is made in step 210, that is, if the front wheel FW is under ABS control but the rear wheel RW is not under ABS control, the routine proceeds to step 216. If a negative determination is made in step 208 and an affirmative determination is made in step 212, that is, if the front wheel FW is not under ABS control or the rear wheel RW is under ABS control, the process proceeds to step 218. If a negative determination is made in step 208 and a negative determination is also made in step 212, that is, if both the front wheel FW and the rear wheel RW are not under ABS control, the process proceeds to step 220.

  In step 206 described above, the motor drive pattern A is selected, but it is necessary to reset the motor rotation speed to an optimum value in accordance with the actual ABS control state. At this time, when setting the optimum motor rotation speed, the motor drive pattern A is already selected as the reference motor rotation speed in accordance with the brake operation state of the front wheel FW and the rear wheel RW as described above. Based on this motor drive pattern A, it is preferable to correct to the optimum motor rotation speed.

  For example, if only the front wheel FW is under ABS control and the brake operation of the rear wheel RW is being performed, there is a possibility that ABS control will be started for the rear wheel RW in the future. Similarly, if only the rear wheel RW is under ABS control and the brake operation of the front wheel FW is being performed, there is a possibility that ABS control will be started for the front wheel FW in the future.

  Therefore, when both the front wheel FW and the rear wheel RW are under ABS control, in step 214, the motor drive pattern A that sets the highest motor speed is set, and only one of the front wheel FW and the rear wheel RW is set. Is under the ABS control, the motor drive pattern A is corrected in steps 216 and 218, and the motor drive pattern A is set so that the motor rotational speed is lower than when both the front wheel FW and the rear wheel RW are under the ABS control. -Α or motor drive pattern A-β is set.

  Here, α and β are correction terms for correcting the motor drive pattern A to lower the motor rotation speed than in the case of the motor drive pattern A. Since α <β, the motor drive pattern A-β further reduces the motor rotation speed compared to the motor drive pattern A-α.

  That is, comparing the case where only the front wheel FW is under ABS control and the case where only the rear wheel RW is under ABS control, as described above, the amount of brake fluid consumed at the front wheel FW is greater than that at the rear wheel RW. Greater than consumption. Therefore, the amount of brake fluid flowing into the reservoir 15 provided in the first piping system corresponding to the front wheel FW is greater than the amount of brake fluid flowing into the reservoir 15 provided in the first piping system corresponding to the rear wheel RW. More than the amount. For this reason, it is preferable to make the motor rotation speed of motor drive pattern A-β lower than motor drive pattern A-α.

  When both the front wheel FW and the rear wheel RW are not under the ABS control, it is not necessary to drive the motor 17, so the motor non-drive is set in step 220.

  If an affirmative determination is made in step 200 and a negative determination is made in step 202, the process proceeds to step 222, the motor drive pattern B is set, and the process proceeds to step 224. That is, since the brake operation is performed only by the front wheel FW, there is a possibility that the ABS control resulting from the brake operation is performed only by the front wheel FW. In this case, the amount of brake fluid flowing into the reservoir 15 may be increased to some extent, although less than when ABS control is executed on both the front wheel FW and the rear wheel RW. For this reason, the motor drive pattern B that lowers the number of motor rotations by one stage as compared with the case of the motor drive pattern A is selected.

  In subsequent steps 224 to 228, as in steps 208 to 212 described above, it is determined whether or not the front wheel FW is under ABS control and whether or not the rear wheel RW is under ABS control.

  At this time, when an affirmative determination is made at step 224 and an affirmative determination is also made at step 226, that is, when both the front wheel FW and the rear wheel RW are under ABS control, the routine proceeds to step 230. If an affirmative determination is made in step 224 and a negative determination is made in step 226, that is, if the front wheel FW is under ABS control but the rear wheel RW is not under ABS control, the routine proceeds to step 232. If a negative determination is made in step 224 and an affirmative determination is made in step 228, that is, if the front wheel FW is not under ABS control or the rear wheel RW is under ABS control, the process proceeds to step 234. If a negative determination is made in step 224 and a negative determination is also made in step 228, that is, if both the front wheel FW and the rear wheel RW are not under ABS control, the process proceeds to step 236.

  In step 222 described above, the motor drive pattern B is selected. However, it is necessary to reset the motor rotational speed to an optimum value according to the actual ABS control state. That is, the motor drive pattern B is a pattern in which the motor rotation speed is assumed when ABS control is executed on the front wheel FW due to the brake operation of the front wheel FW. When ABS control is executed or when the front wheel FW is braked but ABS control is not executed on the front wheel FW, an optimal motor is set based on the set motor drive pattern B. It is preferable to correct the rotational speed.

  For example, when both the front wheel FW and the rear wheel RW are under ABS control when the brake operation is being performed only with the front wheel FW, the ABS control is executed for the rear wheel RW due to a step or the like. It is assumed. For this reason, when both the front wheel FW and the rear wheel RW are under ABS control, a motor drive pattern B + γ that sets the motor rotation speed higher than the motor drive pattern B is set in step 230.

  If only the front wheel FW is under ABS control and the rear wheel RW is not under ABS control, the motor drive pattern B is maintained as it is in step 232.

  Conversely, when the front wheel FW is not under ABS control, but the rear wheel RW is under ABS control, the ABS control is being performed on the rear wheel RW due to a step or the like, but the brake fluid to the reservoir 22 The amount of inflow is considered to be small. However, since the brake operation is performed on the front wheel FW, there is a possibility that ABS control will be executed on the front wheel FW in the future. Therefore, in such a case, a motor drive pattern B-δ is set in step 234 to make the motor rotation speed lower than that of the motor drive pattern B.

  When both the front wheel FW and the rear wheel RW are not under the ABS control, it is not necessary to drive the motor 17, so the motor non-drive is set in step 236.

  Note that γ and δ are correction terms for correcting the motor drive pattern B to increase or decrease the motor rotational speed as compared with the motor drive pattern B. The magnitude relationship between γ and δ is arbitrary, and either one may be large or the same value.

  If a negative determination is made in step 200 and an affirmative determination is made in step 204, the process proceeds to step 238 where the motor drive pattern C is set and the process proceeds to step 240. That is, since the brake operation is performed only on the rear wheel RW, there is a possibility that the ABS control resulting from the brake operation is performed only on the rear wheel RW. In this case, the amount of brake fluid flowing into the reservoir 22 is somewhat higher than when ABS control is executed on both the front wheel FW and rear wheel RW, or when ABS control is executed only on the front wheel FW. there is a possibility. For this reason, the motor drive pattern C that lowers the number of rotations of the one-stage motor as compared with the motor drive pattern B is selected.

  In subsequent steps 240 to 244, similarly to the above-described steps 208 to 212, it is determined whether or not the front wheel FW is under ABS control and whether or not the rear wheel RW is under ABS control.

  At this time, when an affirmative determination is made at step 240 and an affirmative determination is also made at step 242, that is, when both the front wheel FW and the rear wheel RW are under ABS control, the routine proceeds to step 246. If an affirmative determination is made in step 240 and a negative determination is made in step 242, that is, if the front wheel FW is under ABS control but the rear wheel RW is not under ABS control, the routine proceeds to step 248. When a negative determination is made at step 240 and an affirmative determination is made at step 244, that is, when the front wheel FW is not under ABS control or when the rear wheel RW is under ABS control, the routine proceeds to step 250. If a negative determination is made in step 240 and a negative determination is also made in step 244, that is, if both the front wheel FW and the rear wheel RW are not under ABS control, the process proceeds to step 252.

  In step 238 described above, the motor drive pattern C is selected, but it is necessary to reset the motor rotation speed to the optimum motor speed according to the actual ABS control state. That is, since the motor drive pattern C is a pattern that assumes the motor rotation speed when ABS control is executed on the rear wheel RW due to the brake operation of the rear wheel RW, the front wheel FW is caused by factors other than the brake operation. In the case where the ABS control is executed or the brake operation of the rear wheel RW is performed, but the ABS control is not executed on the rear wheel RW, the motor drive pattern C is set. It is preferable to correct to the optimum motor speed.

  For example, when both the front wheel FW and the rear wheel RW are under ABS control when the brake operation is being performed only on the rear wheel RW, the ABS control is executed on the front wheel FW due to a step or the like. It is assumed. Therefore, in this case, a motor drive pattern C + ε that sets the motor rotation speed higher than the motor drive pattern C is set in step 246.

  If only the front wheel FW is under ABS control and the rear wheel RW is not under ABS control, the front wheel FW is under ABS control due to a step or the like, but the amount of brake fluid flowing into the reservoir 15 is It is thought that there are few. However, since the brake operation is performed on the rear wheel RW, there is a possibility that the ABS control is also executed on the rear wheel RW in the future. Therefore, in such a case, a motor drive pattern C + ζ that sets the motor rotation speed higher than the motor drive pattern C is set in step 248.

  If the front wheel FW is not under ABS control, but the rear wheel RW is under ABS control, the motor drive pattern C is maintained as it is in step 250.

  When both the front wheel FW and the rear wheel RW are not under the ABS control, it is not necessary to drive the motor 17, so the motor non-drive is set in step 236.

  Note that ε and ζ are correction terms for correcting the motor drive pattern C so that the motor rotational speed is higher than that in the motor drive pattern C. Since ε> ζ, the motor drive pattern C + ε means that the motor rotational speed is higher than that of the motor drive pattern C + ζ. Again, when comparing the case where only the front wheel FW is under ABS control and the case where only the rear wheel RW is under ABS control, as described above, the consumption amount of brake fluid at the front wheel FW is greater at the rear wheel RW. It is because it is larger than the consumption of the brake fluid.

  Further, if a negative determination is made in step 200 and a negative determination is also made in step 204, the process proceeds to step 254, and a motor drive pattern D is set. The motor drive pattern D takes into account a step or the like. In other words, even if the brake operation is not performed on the front wheel FW and the rear wheel RW, the ABS speed may be started due to the wheel speed dropping with respect to the estimated vehicle body speed when the wheel gets over a step or the like. is there. In this case as well, the motor 17 is driven, but since the W / C pressure is not originally generated as described above, there is almost no amount of brake fluid flowing into the reservoirs 15 and 22. The motor speed may be low. For this reason, the motor drive pattern D is set in order to control the motor speed to be lower than the motor speed when the motor drive pattern C is set. Note that the motor drive pattern D here may be, for example, such a degree that a motor rotation speed that can prevent a response delay (rise delay) of the motor 17 during the ABS control can be obtained.

  In subsequent steps 256 to 260, similarly to steps 208 to 212 described above, it is determined whether or not the front wheel FW is under ABS control and whether or not the rear wheel RW is under ABS control.

  At this time, when an affirmative determination is made at step 256 and an affirmative determination is also made at step 258, that is, when both the front wheel FW and the rear wheel RW are under ABS control, the routine proceeds to step 262. If an affirmative determination is made in step 256 and a negative determination is made in step 258, that is, if the front wheel FW is under ABS control but the rear wheel RW is not under ABS control, the routine proceeds to step 264. When a negative determination is made at step 256 and an affirmative determination is made at step 260, that is, when the front wheel FW is not under ABS control or when the rear wheel RW is under ABS control, the routine proceeds to step 266. If a negative determination is made in step 256 and a negative determination is also made in step 260, that is, if both the front wheel FW and the rear wheel RW are not under ABS control, the process proceeds to step 268.

  In step 254 described above, the motor drive pattern D is selected, but it is necessary to reset the motor rotational speed to an optimum value in accordance with the actual ABS control state. At this time, when setting the optimum motor rotation speed, the motor drive pattern D is already selected as the reference motor rotation speed when the front wheel FW and the rear wheel RW are not braked as described above. Therefore, it is preferable to correct the motor rotational speed based on the motor drive pattern D.

  For example, when both the front wheel FW and the rear wheel RW are under ABS control when no braking operation is performed on the front wheel FW and the rear wheel RW, both the front wheel FW and the rear wheel RW are caused by the difference in level. It is assumed that control is being performed. For this reason, when both the front wheel FW and the rear wheel RW are under ABS control, the motor drive pattern D is maintained as it is in step 262.

  When only the front wheel FW is under ABS control and the rear wheel RW is not under ABS control, the front wheel FW is subjected to ABS control due to a step or the like, but the rear wheel RW is also due to a step or the like. It is considered that the amount of brake fluid flowing into the reservoirs 15 and 22 is smaller than when ABS control is being executed. Therefore, in such a case, in step 264, a motor drive pattern D-η that sets the motor rotation speed lower than the motor drive pattern D is set.

  Similarly, when only the rear wheel RW is under ABS control and the front wheel FW is not under ABS control, the rear wheel RW is subjected to ABS control due to a step or the like, but the front wheel FW also has a step or the like. Therefore, it is considered that the amount of brake fluid flowing into the reservoirs 15 and 22 is smaller than when ABS control is being executed. Therefore, in such a case, in step 266, a motor drive pattern D-θ that sets the motor rotation speed lower than the motor drive pattern D is set.

  When both the front wheel FW and the rear wheel RW are not under the ABS control, it is not necessary to drive the motor 17, so the motor non-drive is set in step 268.

  Η and θ are correction terms for correcting the motor drive pattern D so that the motor rotation speed is lower than that in the motor drive pattern D. Since η <θ, the motor drive pattern D-η means that the motor rotation speed is lower than that of the motor drive pattern D-θ. Again, when comparing the case where only the front wheel FW is under ABS control and the case where only the rear wheel RW is under ABS control, as described above, the consumption amount of brake fluid at the front wheel FW is greater at the rear wheel RW. It is because it is larger than the consumption of the brake fluid.

  As described above, in the present embodiment, the motor drive patterns A to D are preliminarily determined based on the presence or absence of the brake operation by the brake lever 11 and the brake pedal 12 for generating the braking force for the front wheel FW and the rear wheel RW. Is set. For this reason, it becomes possible to preset the optimal motor rotation speed which predicted the form in which ABS control can be performed by the front wheel FW and the rear wheel RW.

  Then, when ABS control is executed on the front wheel FW and the rear wheel RW based on whether or not the brake operation is performed by the brake lever 11 and the brake pedal 12, whether the ABS control is caused by the brake operation or a step or the like. It is determined whether it is caused or not, and the motor drive patterns A to D are corrected based on the determination result, so that a more optimal motor rotation speed can be obtained.

  Further, based on the presence or absence of the brake operation by the brake lever 11 and the brake pedal 12, it is also determined whether or not there is a possibility that the front wheel FW and the rear wheel RW will execute the ABS control in the future. The patterns A to D are corrected. For this reason, it becomes possible to obtain a more optimal motor rotation speed.

  As described above, according to this embodiment, in addition to the effects shown in the first embodiment, the optimum motor rotation speed can be obtained even when the ABS control is executed due to a step or the like. Can be obtained. Furthermore, it is possible to obtain a more optimal motor speed based on the possibility that ABS control will be executed in the future on the front wheel FW and the rear wheel RW.

(Third embodiment)
A third embodiment of the present invention will be described. The brake fluid pressure control device 1 of the present embodiment is different from the first embodiment in that the brake fluid pressure control device 1 is changed to a front-rear interlocking brake, and the other parts are the same as those of the first embodiment. Only the part will be described.

  FIG. 6 shows the overall configuration of the brake fluid pressure control device 1 of the present embodiment.

  As shown in this figure, in the brake hydraulic pressure control device 1 of the present embodiment, the W / C 13a is disposed on one side of the brake pad provided on the caliper (not shown) of the front wheel FW with the brake disc interposed therebetween, and on the other side. The W / Cs 13b and 13c are arranged. W / Cs 13 a and 13 b are connected to the pipe A, and a W / C pressure is generated by operating the brake lever 11. The W / C 13c is connected to the pipeline D, and a W / C pressure is generated by operating the brake pedal 12.

  In the second piping system, the pipe D is branched into two on the upstream side of the pressure increase control valve 20, one of which is connected to the above-described W / C 19 and the other is connected to the W / C 13c. . A pressure increase control valve 30 and a safety valve 30a are provided between the branch point of the pipe line D and the W / C 13c, and between the pressure increase control valve 20 of the pipe line D and the W / C 13c. A pipe E connected to the reservoir 22 is connected, and a pressure reduction control valve 31 is provided in the pipe E.

  With this configuration, when the brake lever 11 is operated, W / C pressure is generated for the W / Cs 13a and 13b, so that a brake pad (not shown) provided in the caliper comes into contact with the brake disc. Generate braking force. On the other hand, when the brake pedal 12 is operated, W / C pressure is generated for W / C 13c in addition to W / C 19. Thereby, a braking force is generated for both the front wheel FW and the rear wheel RW.

  In the pipeline B, a PC valve 33 is provided between the pressure increase control valve 20 and the W / C 19, and a delay valve 34 is provided between the pressure increase control valve 30 and the W / C 13c. Yes. The PC valve 33 and the delay valve 34 adjust the W / C pressure generated in the W / C 19 and W / C 13c, and the W / C pressure is generated only on the W / C 19 side at the initial stage of braking so that the rear wheels A braking force is generated in the RW, and a predetermined delay time is provided after the start of braking so that the W / C pressure is generated also in the W / C 13c so that the braking force is generated in the front wheel FW in addition to the rear wheel RW. Characteristics.

  Thus, even when the brake hydraulic pressure control device 1 is a front-rear interlocking brake, as shown in the first and second embodiments, both the front wheel FW and the rear wheel RW are under ABS control. The effect similar to that of the above embodiment can be obtained by changing the motor speed when only one of them is under ABS control and when both are not under ABS control.

  However, in the case of this embodiment, when both the brake lever 11 and the brake pedal 12 are operated, the W / C pressure of the W / C 13a and 13b becomes excessive when the front wheel FW is under ABS control. Whether the ABS control was started, or the W / C pressure of the W / C 13c was excessive and the ABS control was started, or all the W / C pressures of the W / C 13a to 13c were excessive and the ABS control was started. There is a possibility that the amount of brake fluid flowing into the reservoirs 15 and 22 varies depending on whether or not the operation is started.

  That is, when the W / C pressure of the W / C 13a, 13b becomes excessive and ABS control is started, or when the W / C pressure of the W / C 13c becomes excessive and ABS control is started, the first Since the brake fluid is discharged to the reservoirs 15 and 22 only in one of the second piping systems, the inflow amount is increased. On the other hand, when all the W / C pressures of the W / Cs 13a to 13c become excessive and the ABS control is started, the brake fluid is discharged to the reservoirs 15 and 22 in both the first and second piping systems. Thus, the amount of each inflow is reduced compared to the case where the brake fluid is discharged only in one of the first and second piping systems. For this reason, it can be said that it is more preferable to adjust the motor rotation speed in accordance with the start factor of the ABS control of the front wheel FW.

(Other embodiments)
In the first embodiment, when ABS control is being performed with only one of the front wheel FW and the rear wheel RW, two patterns of motor drive patterns B and C are prepared. It is good as one pattern.

  Further, in the first and second embodiments, the motor non-drive is set when the ABS control is not being performed in any of the front wheel FW and the rear wheel RW, but the rise delay of the motor 17 is considered. Thus, it may be set to a motor rotational speed that is equal to or slower than the motor rotational speed corresponding to the motor drive pattern D.

  In addition, as described in the above embodiment, the motor per unit time is adjusted by adjusting the length of the on-time of voltage application to the motor 17 so that the motor rotation speed corresponds to the motor drive patterns A to D. The voltage application time to 17 is changed. However, such a method is an example of drive control of the motor 17, and there are various forms other than the above form. For example, duty control can be performed such that the on-time of voltage application to the motor 17 remains constant, and the length of the off-time is changed by adjusting the motor redrive voltage. That is, in the motor drive pattern A, the motor redrive voltage may be set to the highest value, and then the motor redrive voltage may be set to be gradually lower in the order of the motor drive pattern B, the motor drive pattern C, and the motor drive pattern D. It is also possible to change the magnitude of the voltage applied to the motor 17 itself. Furthermore, it is possible to control the supply current to the motor 17 instead of controlling the applied voltage. For this reason, as long as it is a pattern according to the rotation speed of the motor 17, the motor drive pattern may be in any form.

  In the second embodiment, the motor drive pattern D is set when the brake operation is not performed by both the brake lever 11 and the brake pedal 12. In this case, the motor non-drive is set. You may do it.

  Furthermore, although the brake fluid pressure control apparatus 1 for a motorcycle has been described in the above embodiment, the present invention can be applied not only to a motorcycle but also to a four-wheel vehicle.

  The steps shown in each figure correspond to means for executing various processes. That is, a part of the brake ECU 24 that executes steps 100 to 120, 208 to 210, 224 to 228, 240 to 242 and 256 to 260 is an anti-skid determination unit, and a part that executes the steps 130 and 206 is executed. The first pattern selection means, the part that executes the processing of steps 140, 150, 222, and 238 executes the second pattern selection means, and the part that executes the processes of steps 160 and 254 executes the third pattern selection means and the processing of step 200 The part that performs the process of steps 202 and 204 is the rear wheel brake determination means, the part that executes the processes of steps 214 to 220, 230 to 236, 246 to 252 and 262 to 268 is the pattern correction. Corresponds to means.

1 is a diagram showing an overall configuration of a brake fluid pressure control device 1 for a motorcycle that realizes an ABS control device to which is applied in the first embodiment of the present invention; FIG. 3 is a flowchart of a motor drive pattern selection process executed by a brake ECU 24 provided in the brake fluid pressure control device 1 shown in FIG. It is the timing chart which showed an example of motor drive pattern AC. 3 is a timing chart showing a change in applied voltage to the motor 17 when the motor drive pattern selection process shown in FIG. 3 is executed when the front wheel FW is not under ABS control and the rear wheel RW is under ABS control. . It is a flowchart which shows a part of motor drive pattern selection process demonstrated in 2nd Embodiment. It is a flowchart which shows the remaining part of the motor drive pattern selection process shown to FIG. The whole structure of the brake fluid pressure control apparatus 1 concerning 3rd Embodiment of this invention is shown.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Brake fluid pressure control apparatus, 11 ... Brake lever, 12 ... Brake pedal, 13, 13a-13c, 19 W / C, 14, 20, 30 ... Pressure increase control valve, 15, 22 ... Reservoir, 16, 21, 31 ... Depressurization control valve, 17 ... Motor, 18, 23 ... Pump, 24 ... Brake ECU, 25, 26 ... Wheel speed sensor, 27, 28 ... Stop switch, 33 ... PC valve, 34 ... Delay valve, AF ... Pipe line, FW ... front wheel, RW ... rear wheel.

Claims (12)

A brake fluid that generates wheel cylinder pressure according to a driver's brake operation for each of two piping systems connected to each of a plurality of wheels, and generates the wheel cylinder pressure for each of the two piping systems. Brake fluid pressure control device provided with reservoirs (15, 22) for discharging air, pumps (18, 23) for sucking and discharging brake fluid discharged to the reservoirs, and motor (17) for driving the pumps When the anti-skid condition is satisfied in any of the plurality of wheels, the brake fluid that generates the wheel cylinder pressure in the corresponding wheel satisfying the anti-skid condition is discharged to the reservoir and selected. The motor is driven so that the motor speed is based on the predetermined pattern, and the reserve is generated by the pump. A antiskid control device of the brake fluid to perform the anti-skid control to suction and discharge of the inner,
Anti-skid determination means (100 to 120) for determining whether or not anti-skid control is being performed for each of the two piping systems;
When the anti-skid determination means determines that anti-skid control is being performed in both of the two piping systems, a pattern (A) for setting the motor rotation speed of the motor to the first rotation speed is selected. One pattern selection means (130);
A pattern in which when the anti-skid determination means determines that one of the two piping systems is under anti-skid control, the motor rotational speed of the motor is set to a rotational speed lower than the first rotational speed ( B, C) second pattern selection means (140, 150) for selecting,
When the anti-skid determination means determines that neither of the two piping systems is under anti-skid control, the motor rotation speed of the motor is lower than the rotation speed set by the second pattern selection means And an anti-skid control device comprising a third pattern selection means (160) for selecting a rotation speed pattern (D) or a pattern for setting the motor to non-drive. The second pattern selection means includes
When one of the two piping systems determined to be under anti-skid control by the anti-skid determining means corresponds to a front wheel (FW), the motor rotational speed of the motor is set to the first Means (130) for selecting a pattern to be set to a second rotational speed lower than the rotational speed;
When one of the two piping systems determined to be under anti-skid control by the anti-skid determining means corresponds to a rear wheel (RW), the motor rotation speed of the motor is set to the first The anti-skid control device according to claim 1, further comprising means (150) for selecting a pattern to be set to a third rotational speed lower than the second rotational speed. For each of the two piping systems connected to the front wheel (FW) and the rear wheel (RW), wheel cylinder pressure corresponding to the driver's brake operation is generated, and for each of the two piping systems, the wheel cylinder pressure is set. A reservoir (15, 22) for discharging the generated brake fluid, a pump (18, 23) for sucking and discharging the brake fluid discharged to the reservoir, and a motor (17) for driving the pump are provided. When the anti-skid condition is satisfied in either the front wheel or the rear wheel, the brake fluid that generates wheel cylinder pressure on the corresponding wheel in which the anti-skid condition is satisfied is applied. The pump is discharged to the reservoir and the motor is driven so that the motor rotation speed is based on the selected predetermined pattern. A antiskid control device of the brake fluid to perform the anti-skid control to suction and discharge in the reservoir at,
Front wheel brake determining means (200) for determining whether or not a front wheel brake operating member (11) for generating a braking force on the front wheel (FW) is operated;
Rear wheel brake determination means (202, 204) for determining whether or not a rear wheel brake operation member (12) for generating a braking force for the rear wheel (RW) is operated;
When it is determined by the front wheel and rear wheel brake determining means that both the front wheel brake operating member and the rear wheel brake operating member are operated, the motor rotational speed of the motor is set to the first rotational speed. First pattern selection means (206) for selecting a pattern (A) to be set;
When it is determined by the front wheel and rear wheel brake determining means that only one of the front wheel brake operating member and the rear wheel brake operating member is operated, the motor rotational speed of the motor is set to the first Second pattern selection means (222, 238) for selecting a pattern (B, C) to be set to a rotational speed lower than the rotational speed;
When the front wheel and rear wheel brake determining means determines that both the front wheel brake operating member and the rear wheel brake operating member are not operated, the motor rotation speed of the motor is selected as the second pattern. And a third pattern selecting means (254) for selecting a pattern (D) having a rotational speed lower than the rotational speed set by the means or a pattern for setting the motor to non-drive. Skid control device. Anti-skid determination means (208 to 210, 224 to 228, 240 to 240) for determining whether or not the front wheel is under anti-skid control and determining whether or not the rear wheel is under anti-skid control 242, 256-260)
Pattern correction means (214) for correcting the pattern selected by the first to third pattern selection means based on the determination result of whether or not the front wheel and the rear wheel are under anti-skid control by the anti-skid determination means. -220, 230-236, 246-252, 262-268). The anti-skid control device according to claim 3. When the front wheel and rear wheel brake determination means determines that both the front wheel and rear wheel brake operation members are operated, the pattern correction means is configured to detect the front wheel by the anti-skid determination means. When it is determined that the anti-skid control is being performed by both the rear wheel and the rear wheel, the pattern (A) selected by the first pattern selection unit is maintained, and the front wheel and the rear wheel are maintained by the anti-skid determination unit. If it is determined that anti-skid control is being performed with only one of the wheels, the pattern (A-α, A-β) that reduces the motor rotation speed than the pattern (A) selected by the first pattern selection means. ) And the anti-skid determination means determines that neither the front wheel nor the rear wheel is under anti-skid control. 5. The anti-skid control device according to claim 4, wherein the anti-skid control device corrects a pattern for decreasing the motor rotation speed or a pattern for non-driving the motor as compared with a case where it is determined that the motor is being controlled. The second pattern selection means includes
When the front wheel brake determining means determines that the front wheel brake operating member is operated, a pattern (B for setting the motor rotational speed of the motor to a second rotational speed lower than the first rotational speed) ) Means for selecting (222);
A pattern for setting the motor rotation speed of the motor to a third rotation speed lower than the second rotation speed when it is determined by the rear wheel brake determination means that the rear wheel brake operation member is operated. 6. The anti-skid control device according to claim 4 or 5, further comprising means (238) for selecting (C). When the front wheel and rear wheel brake determination unit determines that only the front wheel brake operation member is operated, the pattern correction unit is configured to detect both the front wheel and the rear wheel by the anti-skid determination unit. If it is determined that the anti-skid control is being performed, the pattern in which the motor rotational speed is made higher than the pattern (B) in which the motor rotational speed selected by the second pattern selection means is set to the second rotational speed. (B + γ) is corrected, and when the anti-skid determination means determines that only the front wheel is under anti-skid control, the motor rotation speed selected by the second pattern selection means is changed to the second rotation. When the anti-skid determination means determines that only the rear wheel is under anti-skid control, the second pattern selection means The motor rotational speed selected in this way is corrected to a pattern (B-δ) that makes the motor rotational speed lower than the pattern that makes the motor rotational speed the second rotational speed, and the anti-skid determining means If it is determined that both are not in anti-skid control, the pattern is reduced to a pattern that lowers the motor rotation speed or a pattern in which the motor is not driven compared to the case where it is determined that anti-skid control is being performed on the rear wheel. The anti-skid control device according to claim 6. When the front wheel and rear wheel brake determination unit determines that only the rear wheel brake operation member is operated, the pattern correction unit determines whether the anti-skid determination unit determines the front wheel and the rear wheel. If it is determined that the anti-skid control is being performed on both sides, the motor rotational speed is made higher than the pattern (C) in which the motor rotational speed selected by the second pattern selection means is set to the third rotational speed. When the pattern is corrected to pattern (C + ε) and the anti-skid determination means determines that only the front wheel is under anti-skid control, it is determined that both the front wheel and the rear wheel are under anti-skid control. The motor rotation speed is lower than the case and the motor rotation speed selected by the second pattern selection means is set to the third rotation speed. The motor selected by the third pattern selection unit is corrected to a pattern (C + ζ) that increases the rotation number, and when the anti-skid determination unit determines that only the rear wheel is under anti-skid control. Maintaining a pattern in which the rotational speed is set to the second rotational speed, and when the anti-skid determining means determines that neither the front wheel nor the rear wheel is under anti-skid control, the anti-skid control is being performed on the rear wheel. The anti-skid control device according to claim 6 or 7, wherein the anti-skid control device is corrected to a pattern for lowering the number of rotations of the motor or a pattern for non-driving the motor as compared with a case where it is determined that. When the front wheel and rear wheel brake determination means determines that the front wheel and rear wheel brake operation members are not operated, the pattern correction means is configured to detect the front wheel and the rear wheel by the anti-skid determination means. If it is determined that both wheels are under anti-skid control, the pattern (D) selected by the third pattern selection means is maintained, and only the front wheel is under anti-skid control by the anti-skid determination means. Is determined to be a pattern (D-η) that makes the motor rotation speed lower than the pattern (D) selected by the third pattern selection means, and the anti-skid determination means When it is determined that only the rear wheel is under anti-skid control, the pattern is lower than the pattern selected by the third pattern selection means, and only the front wheel is anti-skid. The pattern is reduced to a pattern (D-θ) that makes the motor speed lower than when it is determined that it is under the control of the child, and the anti-skid determination means does not perform the anti-skid control for both the front wheel and the rear wheel. When it is determined that the anti-skid control is being performed on the rear wheel, the pattern is corrected to a pattern for decreasing the motor rotation speed or a pattern for non-driving the motor. Item 9. The antiskid control device according to any one of Items 4 to 8. The first to third pattern selection means is for selecting a duty ratio when duty control is performed on voltage application to the motor. The first pattern selection means is more than the second and third pattern selection means. 10. The anti-skid control device according to claim 1, wherein a high duty ratio is selected, and the second pattern selection unit selects a higher duty ratio than the third pattern selection unit. . The first to third pattern selection means selects the duty ratio by setting an ON time of voltage application to the motor, and the first pattern selection means is more than the second and third pattern selection means. 11. The anti-skid control apparatus according to claim 10, wherein a long on-time is set, and the second pattern selection unit sets a longer on-time than the third pattern selection unit. The first to third pattern selection means sets an off time from when the voltage application to the motor is turned off until the voltage applied to the motor drops to the redrive voltage, based on the setting of the redrive voltage. The first pattern selection unit sets a higher redrive voltage than the second and third pattern selection units, and the second pattern selection unit sets a higher redrive voltage than the third pattern selection unit. The anti-skid control device according to claim 11.

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