JP4894693B2 - Vehicle braking control device and vehicle braking control method - Google Patents

Description

  The present invention relates to a vehicle brake control device and a vehicle brake control method for executing anti-lock brake control for suppressing the lock of a wheel by controlling a braking force to the wheel of the vehicle during vehicle braking.

  In general, in a motorcycle, which is a kind of vehicle, it is desired to improve the operability of the vehicle during vehicle braking as in the case of an automatic four-wheel vehicle. Therefore, in recent years, a motorcycle braking device (hereinafter simply referred to as “braking device”) capable of executing anti-lock brake control that suppresses the locking of the wheel during vehicle braking is also mounted on the motorcycle. Has been proposed.

  This braking device includes a first braking mechanism for a front wheel and a second braking mechanism for a rear wheel. Each of these braking mechanisms includes a master cylinder, a wheel cylinder, a reservoir that temporarily stores brake fluid that has flowed out of the wheel cylinder, and a brake fluid that is temporarily stored in the reservoir. Each with a pump. In addition, a normally open valve is provided on each upstream brake fluid passage for allowing the brake fluid to flow from the master cylinder side toward the wheel cylinder, and allows the brake fluid to flow from the wheel cylinder toward the reservoir. A normally closed valve is provided on each downstream brake fluid passage for the purpose.

  By the way, in the above braking device, excessive brake fluid in the wheel cylinder flows out to the reservoir side during the antilock brake control. Therefore, there is a possibility that a large amount of brake fluid is temporarily stored in the reservoir immediately after the execution of the antilock brake control. Therefore, in such a braking control device that controls the braking device, the pump is continuously driven with the normally closed valve on the downstream brake fluid passage being closed until a predetermined time has elapsed even after the antilock brake control is completed. In this way, by returning the brake fluid temporarily stored in the reservoir to the master cylinder side, the brake control device prevents the excess brake fluid in the wheel cylinder from flowing into the reservoir during the next antilock brake control. I was prepared. It should be noted that the driving of the pump after the end of the anti-lock brake control is also executed immediately after the ignition switch of the motorcycle is turned on, and the driving of the pump is checked.

However, as described above, different amounts of brake fluid are temporarily stored in the reservoir immediately before the pump is driven. Therefore, when the amount of brake fluid stored in the reservoir is small compared to the pump inhalable amount corresponding to the pump driving for the predetermined time, the downstream brake fluid passage is in the upstream brake fluid after the pump stops driving. There was a risk of negative pressure in the road. Therefore, in the above braking control device, when it is determined that the driver does not operate the brake operation means (for example, the brake pedal), the communication control is performed to open both the normally open valve and the normally closed valve. Thus, the negative pressure state of the downstream brake fluid passage with respect to the upstream brake fluid passage is eliminated (see, for example, Patent Document 1).
JP-A-2005-53428

  By the way, during the communication control by the brake control device, there is a possibility that the driver operates the brake operation means. In this case, a part of the brake fluid flowing from the master cylinder side toward the wheel cylinder is normally closed without flowing into the wheel cylinder because the upstream brake fluid passage and the downstream brake fluid passage are in communication with each other. It will flow into the reservoir through the valve. Therefore, in order to apply the braking force desired by the driver to the wheels, it is necessary to increase the amount of operation of the brake operation means more than usual, which may give the driver a sense of discomfort with respect to the operation amount during brake operation. was there.

  The present invention has been made in view of such circumstances, and an object of the present invention is to reduce a sense of incongruity felt by the driver with respect to the brake operation when the driver performs a brake operation. The present invention provides a braking control device and a vehicle braking control method.

  In order to achieve the above object, the invention according to claim 1 according to the vehicle braking control device is for applying a braking force to at least the first wheel (FW) of the wheels (FW, RW) of the vehicle. The first braking mechanism (13) and a second braking mechanism (14) for applying a braking force to at least the second wheel (RW) among the wheels (FW, RW) (11) ) For controlling the vehicle brake control device (15), wherein each brake mechanism (13, 14) has a master for generating brake fluid pressure based on the operation of the brake operation means (22, 23) by the driver. Cylinders (16f, 16r) and wheel cylinders (19f, 16r) for applying a braking force according to the brake fluid pressure of the brake fluid supplied from the master cylinders (16f, 16r) to the corresponding wheels (FW, RW) 19 , 50), a reservoir (26f, 26r) for storing brake fluid that has flowed out of the wheel cylinder (19f, 19r, 50), and a brake fluid stored in the reservoir (26f, 26r) Then, the pump (27f, 27r) that discharges to the master cylinder (16f, 16r) side and the brake fluid flows from the master cylinder (16f, 16r) side toward the wheel cylinder (19f, 19r, 50). Upstream brake fluid passages (24f, 24r) and a downstream brake fluid passage (25f) for causing the brake fluid to flow from the wheel cylinders (19f, 19r, 50) toward the reservoirs (26f, 26r). , 25r) to open / close to communicate or disengage (29f, 29r, 30f, 30r, 31f, 1r, 32f, 32r), and the on-off valves (29f, 29r, 30f, 30r, 31f) when it is detected that the brake operating means (22, 23) is in a non-operating state. , 31r, 32f, and 32r) are opened and closed to drive the brake fluid path (24f) closer to the master cylinder (16f, 16r) than the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r). , 24r, 33f, 33r) and a control means (15) for executing communication control for bringing the downstream brake fluid passage (25f, 25r) into communication, the control means (15) It is necessary to start driving the pumps (27f, 27r) when it is detected that the brake operating means (22, 23) has been operated during execution. Let ’s do it.

  In the above configuration, the brake operating means is operated during the execution of the communication control that opens the open / close valve and connects the brake fluid passage on the master cylinder side and the downstream brake fluid passage with respect to the open / close valve. If detected, the drive of the pump is started. Therefore, even if the communication control is continued, the brake fluid flowing into the reservoir from the master cylinder side via the on-off valve is sucked into the pump and discharged from the pump to the master cylinder side. Therefore, unlike the conventional case where the pump is not driven when the brake operating means is operated during the communication control, the brake fluid that has flowed into the reservoir without flowing into the wheel cylinder is present on the master cylinder side. Since returning from the reservoir side, it is possible to prevent the master cylinder side from running out of brake fluid. As a result, it is possible to apply an appropriate braking force according to the amount of operation of the brake operation means by the driver to the wheels of the vehicle. Therefore, when the driver performs a brake operation, it is possible to reduce a sense of incongruity felt by the driver with respect to the brake operation.

  According to a second aspect of the present invention, in the vehicle brake control device according to the first aspect, the first brake operation means (22) operated when the vehicle drives the first brake mechanism (13). And a second brake operation means (23) operated when driving the second braking mechanism (14), and the control means (15) is configured to execute the communication control. The gist is to start driving the pumps (27f, 27r) when at least one of the brake operating means (22, 23) is operated.

  In general, the driver often operates only one of the brake operation means when stopping or decelerating the motorcycle. Therefore, in the present invention, when it is detected that at least one of the brake operation means is operated during the communication control, the pump is driven. Therefore, even when only one brake operation means is operated, it is possible to apply an appropriate braking force to the wheels of the motorcycle.

  According to a third aspect of the present invention, in the vehicle brake control device according to the first aspect, the first brake operation means (22) operated when the vehicle drives the first brake mechanism (13). And a second brake operation means (23) that is operated when driving the second braking mechanism (14), and the control means (15) includes the brake operation means (22). 23), it is possible to detect which brake operating means is operated, and the first drive of the pumps (27f, 27r) when the brake operating means (22, 23) are operated together. Only the pattern (P1), the second drive pattern (P2) of the pump (27f, 27r) when only the first brake operating means (22) is operated, and only the second brake operating means (23) operation Storage means (41) for storing in advance the third drive pattern (P3) of the pump (27f, 27r) in the case where the control has been performed, and the control means (15) When it is detected that at least one of the brake operation means (22, 23) is operated, the drive patterns (P1, P2, P3) corresponding to the operation modes of the brake operation means (22, 23) are The gist is to read from the storage means (41) and control the drive of the pumps (27f, 27r) based on the read drive patterns (P1, P2, P3).

  In the above configuration, when the brake operation unit is operated during the communication control, a drive pattern corresponding to the operation mode of each brake operation unit is selected, and the pump is driven in a mode corresponding to the selected drive pattern. It will be. Therefore, an appropriate amount of brake fluid corresponding to the operation mode of each brake operation means during communication control is returned from the reservoir side to the master cylinder side, and a braking force corresponding to the brake operation amount by the driver is applied to the wheels. It becomes possible.

  According to a fourth aspect of the present invention, in the vehicle braking control apparatus according to the third aspect, each of the drive patterns (P1, P2, P3) includes the master cylinder (16f, 16r) of the pump (27f, 27r). ) Side brake fluid discharge amount per unit time is set differently, and the first drive pattern (P1) has the discharge amount of the drive patterns (P1, P2, P3). The second drive pattern (P2) is set so as to increase the discharge amount secondly among the drive patterns (P1, P2, P3), and the third drive pattern (P2) is set to be the largest. The gist of (P3) is that the discharge amount is set to be the smallest among the drive patterns (P1, P2, P3).

  In general, the driving sound based on the driving of the pump increases as the amount of brake fluid discharged per unit time increases. Therefore, in the present invention, when both brake operation means are operated together, it is necessary to apply the greatest braking force to the vehicle, so that the first drive pattern in which the brake fluid discharge amount per unit time is maximized. Based on this, the pump is driven. Further, when only the first brake operating means is operated, the pump is driven based on the second drive pattern in which the brake fluid discharge amount per unit time is the second largest. Further, when only the second brake operation means is operated, the pump is driven based on the third drive pattern with the smallest brake fluid discharge amount per unit time. That is, as a result of selecting an appropriate pump drive pattern based on the magnitude of the braking force applied to the vehicle desired by the driver, it is possible to suppress generation of an excessively loud drive sound from the pump when the pump is driven. Therefore, it is possible to achieve both reduction of driving sound generated from the pump and application of braking force to the wheels.

  According to a fifth aspect of the present invention, in the vehicle brake control device according to any one of the first to fourth aspects, the brake operation means (22, 23) is operated during the execution of the communication control. When it is detected, the brake fluid in the upstream brake fluid passage (24f, 24r) and the wheel cylinder (19f, 19r, 50) flows to the downstream brake fluid passage (25f, 25r) side. The gist is to control the opening / closing drive of the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) in order to suppress this.

  In the above configuration, when the brake operating means is operated during the communication control, the driving of the pump is started, and the on-off valve is closed so that the brake fluid in the brake fluid path upstream of the on-off valve flows. The flow to the downstream brake fluid path side is suppressed, and the communication control is forcibly terminated. Therefore, a part of the brake fluid flowing from the master cylinder side to the wheel cylinder side based on the operation of the brake operation means by the driver is prevented from flowing into the reservoir without flowing into the wheel cylinder.

  On the other hand, the invention according to claim 6 according to the vehicle braking control method includes a first braking mechanism for applying a braking force to at least the first wheel (FW) of the wheels (FW, RW) of the vehicle. 13) and a braking device (11) including a second braking mechanism (14) for applying a braking force to at least a second wheel (RW) of the wheels (FW, RW). A braking control method, wherein each of the braking mechanisms (13, 14) includes a master cylinder (16f, 16r) that generates a brake fluid pressure based on an operation of a brake operation means (22, 23) by a driver, A wheel cylinder (19f, 19r, 50) for applying a braking force corresponding to the brake fluid pressure of the brake fluid supplied from the master cylinder (16f, 16r) to the corresponding wheel (FW, RW); Reservoirs (26f, 26r) for storing brake fluid that has flowed out of the cylinders (19f, 19r, 50), and the brake fluid stored in the reservoirs (26f, 26r), and the master cylinder (16f , 16r) pumps (27f, 27r) for discharging to the side, and upstream brake fluid passages for causing the brake fluid to flow from the master cylinders (16f, 16r) side toward the wheel cylinders (19f, 19r, 50) (24f, 24r) and a downstream brake fluid passage (25f, 25r) for allowing the brake fluid to flow from the wheel cylinder (19f, 19r, 50) toward the reservoir (26f, 26r). An on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) that is driven to open and close for communication; When the brake operating means (22, 23) is detected to be in a non-operating state, the on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) are opened and closed. By driving, the brake fluid passage (24f, 24r, 33f, 33r) on the master cylinder (16f, 16r) side than the on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) and the above-mentioned During the execution of the communication control execution step (S14, S19) for executing communication control for bringing the downstream brake fluid passage (25f, 25r) into communication, and the communication control execution step (S14, S19), the brake operation means Pump drive that starts driving the pumps (27f, 27r) when it is detected that (22, 23) has been operated. And having steps (S32, S48).

  With the above configuration, the same function and effect as that of the first aspect of the invention can be achieved.

(First embodiment)
Hereinafter, a first embodiment in which the present invention is embodied in a braking control device for a motorcycle and a braking control method for a motorcycle will be described with reference to FIGS. In the following description of the present specification, the traveling direction (forward direction) of the vehicle is assumed to be the front (front of the vehicle).

  As shown in FIG. 1, the motorcycle according to this embodiment includes a driving mechanism (not shown) for applying driving force to a rear wheel (second wheel) RW that is a driving wheel, and a front wheel FW and a rear wheel RW. And a braking device 11 for applying a braking force. The drive mechanism includes an engine (not shown) serving as a drive source for the motorcycle, and the engine outputs a driving force corresponding to the amount of operation of the accelerator 12 by the driver.

  The braking device 11 includes a first braking mechanism 13 for applying a braking force to a front wheel FW as a first wheel, a second braking mechanism 14 for applying a braking force to a rear wheel RW, and each of these braking mechanisms. An electronic control device (hereinafter referred to as “ECU”) 15 as a braking control device for controlling the driving of the motors 13 and 14 is provided. The first braking mechanism 13 includes a first hydraulic pressure generator 18f having a first master cylinder 16f and a booster 17, and a first wheel cylinder 19f corresponding to the front wheel FW and the first master cylinder 16f. One hydraulic circuit 20f is provided. When the brake lever 22 as the first brake operation means disposed at a position corresponding to the right handle 21 of the motorcycle is operated so as to approach the right handle 21, the operation of the brake lever 22 is performed. Brake fluid corresponding to the amount is supplied from the first master cylinder 16f side into the first wheel cylinder 19f via the first hydraulic circuit 20f.

  The second brake mechanism 14 includes a second fluid pressure generator 18r having a second master cylinder 16r and a second fluid for communicating the second master cylinder 16r and the second wheel cylinder 19r corresponding to the rear wheel RW. A pressure circuit 20r is provided. When the brake pedal 23 as the second brake operation means disposed in front of the right footrest of the motorcycle is depressed, the brake fluid corresponding to the operation amount of the brake pedal 23 is stored in the second master cylinder. It is supplied into the second wheel cylinder 19r from the 16r side via the second hydraulic circuit 20r.

Next, the hydraulic circuits 20f and 20r will be described below.
The hydraulic circuits 20f and 20r flow out from the upstream brake fluid passages 24f and 24r for allowing the brake fluid in the master cylinders 16f and 16r to flow toward the wheel cylinders 19f and 19r, and the wheel cylinders 19f and 19r. Each is provided with downstream brake fluid passages 25f, 25r through which the brake fluid flows. On each hydraulic circuit 20f, 20r, reservoirs 26f, 26r for temporarily storing brake fluid flowing in the downstream brake fluid passages 25f, 25r from the wheel cylinders 19f, 19r side, and temporarily in the reservoirs 26f, 26r. Pumps 27f and 27r (for example, piston pumps) for sucking the stored brake fluid and discharging it to the upstream brake fluid passages 24f and 24r are provided. Each of these pumps 27f and 27r is driven based on the rotation of a motor M (DC motor in this embodiment) as a common rotating electrical machine.

  In addition, the fluid pressure circuits 20f and 20r communicate with the upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r without the wheel cylinders 19f and 19r. Are formed respectively. In the following description, the connection portion between the upstream ends of the communication fluid passages 28f and 28r and the upstream brake fluid passages 24f and 24r is referred to as “upstream connection portion” and the downstream end of the communication fluid passages 28f and 28r. And the downstream brake fluid passages 25f and 25r are referred to as “downstream connection portions”.

  In addition, on the hydraulic circuits 20f and 20r, first open / close valves 29f and 29r (for example, electromagnetic valves) of a normally open type are respectively disposed between the upstream connecting portion and the wheel cylinders 19f and 19r. Yes. In addition, on the hydraulic circuits 20f and 20r, normally closed second on-off valves 30f and 30r (for example, electromagnetic valves) are respectively disposed between the wheel cylinders 19f and 19r and the downstream connection portion. Yes. Further, first open / close valves 31f and 31r, which are normally open valves, are disposed on the communication liquid paths 28f and 28r, respectively, and the first open / close valves 31f and 31r are provided on the communication liquid paths 28f and 28r. Also on the downstream side, second on-off valves 32f and 32r, which are normally closed valves, are arranged, respectively. In the following description, the brake fluid passage between the first on-off valves 31f and 31r and the second on-off valves 32f and 32r in the communication fluid passages 28f and 28r is referred to as “negative pressure release fluid passages 33f and 33r. ".

  The first on-off valves 29f, 31f, 29r, and 31r are closed when the solenoid coils are energized, while the second on-off valves 30f, 32f, 30r, and 32r are energized by the solenoid coils. By doing so, each opens. The on-off valves 29f to 32f and 29r to 32r are opened and closed while the brake lever 22 and the brake pedal 23 are operated, so that the brake fluid pressure in the wheel cylinders 19f and 19r increases. Or be held or lowered.

Next, the ECU 15 of this embodiment will be described below.
The ECU 15 is mainly configured by a digital computer including a CPU 40, a ROM 41, a RAM 42, and the like, and a drive circuit for driving each device. The ROM 41 includes various control programs (such as communication control execution determination processing and pump drive availability determination processing described later) and various threshold values (described later) for individually controlling the motor M, the on-off valves 29f to 32f and 29r to 32r. A predetermined time, a communication control time threshold value, etc.) are stored. Further, the RAM 42 stores various information (a first elapsed time, a communication control time, a communication control execution flag, an inter-terminal voltage (power generation voltage), etc., which will be described later) that can be appropriately rewritten while the motorcycle is driven. It is like that.

  Further, an input side interface (not shown) of the ECU 15 detects a brake switch SW for detecting that at least one of the brake lever 22 and the brake pedal 23 is operated, and wheel speeds of the wheels FW and RW. The wheel speed sensors SE1 and SE2 for connecting are connected. On the other hand, an output side interface (not shown) of the ECU 15 is connected to a motor M for driving the pumps 27f and 27r and the on-off valves 29f to 32f and 29r to 32r. The ECU 15 individually controls the operation of the motor M and the on-off valves 29f to 32f and 29r to 32r based on the input signals from the brake switch SW and the wheel speed sensors SE1 and SE2.

Next, a motor drive circuit for rotating the motor M among the drive circuits in the ECU 15 will be described below with reference to FIGS.
As shown in FIG. 2, the motor drive circuit 43 is provided with a power transistor 44 as a switching element. The collector terminal of the power transistor 44 is electrically connected to a power source (not shown) of the motorcycle, and the emitter terminal of the power transistor 44 is electrically connected to one terminal of the motor M. The other terminal of the motor M is electrically connected to the ground.

  A control signal Vcont generated based on a control command from the CPU 40 is input to the power transistor 44 via a base terminal. As shown in FIG. 3, the CPU 40 alternates between a “High” level (hereinafter abbreviated as “H level”) and a “Low” level (hereinafter abbreviated as “L level”). A control signal Vcont is generated. When the level of the control signal Vcont input to the power transistor 44 is H level, the power transistor 44 is turned on, so that the motor M has a driving voltage Vcc (DC voltage of the motor driving system). For example, 12V) is applied. On the other hand, when the level of the control signal Vcont input to the power transistor 44 is L level, the power transistor 44 is in the “off” state, so that the application of the drive voltage Vcc to the motor M is stopped.

  The motor drive circuit 43 is provided with a voltage monitor 45 for detecting an inter-terminal voltage Vmt (see FIG. 3), which is a voltage between two terminals of the motor M. The first terminal of the two terminals is electrically connected to the electric wire between the power transistor 44 and the motor M. Further, the second terminal of the voltage monitor 45 is electrically connected to the ground, and the third terminal of the voltage monitor 45 is electrically connected to the CPU 40. Then, the CPU 40 calculates the inter-terminal voltage Vmt based on the magnitude of the input signal from the voltage monitor 45.

  Specifically, when the level of the control signal Vcont input to the power transistor 44 is H level, the CPU 40 calculates the drive voltage Vcc as the inter-terminal voltage Vmt. On the other hand, immediately after the level of the control signal Vcont input to the power transistor 44 changes from the H level to the L level, the pumps 27f and 27r are driven by the inertial force when the drive voltage Vcc is applied to the motor M. The motor M continues to rotate. As a result, the motor M functions as a generator and generates a generated voltage Vg based on electromagnetic induction. Therefore, when the level of the control signal Vcont input to the power transistor 44 is L level, the CPU 40 calculates the generated voltage Vg corresponding to the rotation speed of the motor M as the inter-terminal voltage Vmt. The generated voltage Vg decreases as the rotation speed of the motor M decreases.

  Next, among the control processes executed by the ECU 15 of the present embodiment, a communication control execution determination process routine and a pump drive availability determination process routine will be described below based on the flowcharts shown in FIGS. 4 and 5. In the communication control execution determination processing routine shown in FIG. 4, whether or not communication control for communicating the upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r in each of the hydraulic circuits 20f and 20r can be executed. It is a processing routine for determining. 5 is a processing routine for driving the pumps 27f and 27r when at least one of the brake lever 22 and the brake pedal 23 is operated at the time of execution of the communication control.

First, the communication control execution determination processing routine shown in FIG. 4 will be described.
The ECU 15 executes a communication control execution determination process routine at predetermined intervals (for example, every 0.01 seconds). In the communication control execution determination processing routine, the ECU 15 determines whether or not the communication control execution flag FLG1 is set to “0 (zero)” (step S10). The communication control execution flag FLG1 is set to “1” when the communication control is being executed, and is set to “0 (zero)” when the communication control is not being executed. . If the determination result in step S10 is affirmative (FLG1 = “0 (zero)”), the ECU 15 determines that the communication control is not being executed, and the elapsed time from the end of the previously executed communication control. The first elapsed time T1 is updated (that is, 0.01 seconds, which is a cycle in which the communication control execution determination processing routine is executed) is added (step S11).

  Subsequently, the ECU 15 determines whether or not the first elapsed time T1 updated in step S11 is equal to or longer than a preset specified time KT1 (for example, 2 hours) (step S12). The specified time KT1 is a value for executing communication control at regular intervals (= specified time KT1) when the ignition switch (not shown) of the motorcycle is “ON”. Etc. are set in advance. If the determination result in step S12 is negative (T1 <KT1), the ECU 15 once ends the communication control execution determination processing routine.

  On the other hand, if the determination result in step S12 is affirmative (T1 ≧ KT1), the ECU 15 determines whether or not the brake switch SW is “off” (that is, at least one of the brake lever 22 and the brake pedal 23 is operated). Whether or not) is determined (step S13). If the determination result in step S13 is negative (SW = “on”), the ECU 15 once ends the communication control execution determination processing routine. On the other hand, when the determination result in step S13 is affirmative (SW = “off”), the ECU 15 drives the first on-off valves 31f and 31r and the second on-off valves 32f and 32r on the communication liquid passages 28f and 28r. The communication control to be controlled is started (step S14). In this regard, in the present embodiment, the ECU 15 also functions as a control unit. Further, this step S14 corresponds to a communication control execution step.

  Then, the ECU 15 resets the communication control time T2 to “0 (zero)” in order to measure the elapsed time from the start of the current communication control (step S15), and sets the communication control execution flag FLG1 to “1”. (Step S16), and then the communication control execution determination processing routine is temporarily terminated.

  On the other hand, when the determination result of step S10 is negative (FLG1 = "1"), the ECU 15 updates the communication control time T2 (step S17). Then, the ECU 15 determines whether or not the communication control time T2 updated in step S17 is equal to or greater than a preset communication control time threshold value KT2 (for example, 890 msec.) (Step S18). This communication control time threshold value KT2 is a value for defining the execution time of the communication control, and the communication control is started with no brake fluid in the reservoirs 26f, 26r and the downstream brake fluid passages 25f, 25r. Even in this case, the value is set such that the negative pressure state of the downstream brake fluid passages 25f, 25r with respect to the upstream brake fluid passages 24f, 24r can be surely eliminated by executing the communication control.

  If the determination result in step S18 is negative (T2 <KT2), the ECU 15 continues the communication control (step S19), and temporarily ends the communication control execution determination processing routine. In this respect, step S19 also corresponds to a communication control execution step. On the other hand, when the determination result in step S18 is affirmative (T2 ≧ KT2), the ECU 15 stops driving the first on-off valves 31f and 31r and the second on-off valves 32f and 32r and ends the communication control (step). S20). Subsequently, the ECU 15 sets the communication control execution flag FLG1 to “0 (zero)” (step S21), resets the first elapsed time T1 to “0 (zero)” (step S22), and then performs communication control. The execution determination process routine is temporarily terminated.

Here, the communication control executed in steps S14 and S19 will be described.
During the communication control, the ECU 15 periodically opens and closes the first on-off valves 31f and 31r and the second on-off valves 32f and 32r on the communication liquid passages 28f and 28r. When the first on-off valves 31f and 31r and the second on-off valves 32f and 32r are opened, the upstream brake fluid passages 24f and 24r and the downstream brake fluid passages in the hydraulic circuits 20f and 20r, respectively. 25f and 25r are in a communication state. When the downstream brake fluid passages 25f and 25r are in a negative pressure state with respect to the upstream brake fluid passages 24f and 24r, the upstream brake fluid passages 24f and 24r are connected via the communication fluid passages 28f and 28r. Brake fluid flows into the downstream brake fluid passages 25f and 25r. As a result, the negative pressure state of the downstream brake fluid passages 25f and 25r with respect to the upstream brake fluid passages 24f and 24r is eliminated.

Next, the pump drive availability determination processing routine shown in FIG. 5 will be described below.
The ECU 15 executes a pump drive availability determination processing routine at predetermined intervals (for example, every 0.01 seconds). In the pump drive availability determination processing routine, the ECU 15 determines whether or not the communication control execution flag FLG1 is set to “1” (step S30). If this determination result is a negative determination (FLG1 = “0 (zero)”), the ECU 15 determines that the communication control is not being executed, and once ends the pump drive availability determination processing routine.

  On the other hand, if the determination result in step S30 is affirmative (FLG1 = "1"), the ECU 15 determines whether or not the brake switch SW is "on" (that is, whether or not the brake is being operated). (Step S31). When the determination result is affirmative (SW = “ON”), the ECU 15 determines that the brake is operated during the communication control, controls the driving of the pumps 27f and 27r (step S32), and determines whether or not the pump can be driven. The routine is temporarily terminated. In this regard, in the present embodiment, step S32 corresponds to a pump driving step. On the other hand, if the determination result in step S31 is negative (SW = “off”), the ECU 15 stops driving the pumps 27f and 27r (step S33), and once ends the pump drive availability determination processing routine.

Here, a driving method of the pumps 27f and 27r will be described below.
When the ECU 15 determines that the brake operation is performed during the communication control, the level of the control signal Vcont is set to the H level, and the motors M are rotated to drive the pumps 27f and 27r. Then, the ECU 15 changes the level of the control signal Vcont to the L level after a preset rotation time Tm1 (for example, 30 msec.) Has elapsed since the level of the control signal Vcont was set to the H level. Thus, while the level of the control signal Vcont is the L level, the pumps 27f and 27r are driven by the inertial force, so the motor M rotates based on the driving of the pumps 27f and 27r.

  The ECU 15 intermittently calculates the inter-terminal voltage Vmt of the motor M (= the generated voltage Vg generated by the motor M), and when the inter-terminal voltage Vmt is less than or equal to a preset generated voltage threshold KVg. Changes the level of the control signal Vcont to H level again. Then, the ECU 15 changes the level of the control signal Vcont to the L level and intermittently calculates the inter-terminal voltage Vmt when the rotation time Tm1 has elapsed from the time when the level of the control signal Vcont is changed again to the H level. . That is, in the communication control of the present embodiment, the level change of the control signal Vcont as described above is repeatedly executed. The generated voltage threshold KVg is a value for changing the level of the control signal Vcont at a constant timing, and is set in advance to a value (4 V in the present embodiment) smaller than the value of the drive voltage Vcc (12 V). ing.

Therefore, in this embodiment, the following effects can be obtained.
(1) Execution of communication control for opening the first on-off valves 31f and 31r and the second on-off valves 32f and 32r to bring the upstream brake fluid passages 24f and 24r into communication with the downstream brake fluid passages 25f and 25r. When the brake lever 22 and the brake pedal 23 are operated (brake operation), the driving of the pumps 27f and 27r is started. Therefore, even if the communication control is continued after the brake operation, the brake fluid that has flowed into the reservoirs 26f, 26r from the master cylinders 16f, 16r via the communication fluid passages 28f, 28r is sucked into the pumps 27f, 27r. Then, it is discharged from the pumps 27f, 27r to the master cylinders 16f, 16r side. Therefore, unlike the conventional case in which the pumps 27f and 27r are not driven when the brake is operated during the communication control, the master cylinders 16f and 16r do not flow into the wheel cylinders 19f and 19r but enter the reservoirs 26f and 26r. The brake fluid that has flowed in returns from the reservoirs 26f and 26r. As a result, a shortage of brake fluid on the master cylinders 16f and 16r side is suppressed, and an appropriate braking force corresponding to the amount of operation of the brake lever 22 and the brake pedal 23 by the driver is applied to the vehicle wheels FW and RW. Can be granted. Therefore, when the driver performs a brake operation, the driver can be prevented from feeling uncomfortable with the operation amount.

  (2) Generally, the driver often operates only one of the brake lever 22 and the brake pedal 23 (for example, the brake lever 22) when the motorcycle is stopped or decelerated. Therefore, in this embodiment, when it is detected that one of the brake lever 22 and the brake pedal 23 is operated during the communication control, the pumps 27f and 27r are driven. Therefore, even when only one of the brake lever 22 and the brake pedal 23 is operated, an appropriate braking force can be applied to the wheels FW and RW of the motorcycle.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. The second embodiment differs from the first embodiment in the configuration of the second braking mechanism 14 and the content of the pump drive availability determination process. Therefore, in the following description, parts different from those of the first embodiment will be mainly described, and the same or corresponding member configurations as those of the first embodiment are denoted by the same reference numerals, and redundant description will be omitted. Shall.

  As shown in FIG. 6, in the motorcycle according to the present embodiment, a third wheel cylinder 50 for applying a braking force to the front wheel FW is provided separately from the first wheel cylinder 19f. The third wheel cylinder 50 is connected to the second hydraulic circuit 20 r of the second braking mechanism 14. In other words, the second hydraulic pressure circuit 20r has a first passage extending from the negative pressure release liquid passage 33r between the first on-off valve 31r and the second on-off valve 32r toward the third wheel cylinder 50 in the communication liquid passage 28r. A three-wheel cylinder liquid passage 51 is provided. Therefore, in this embodiment, when the brake pedal 23 is depressed, braking force is applied not only to the rear wheel RW but also to the front wheel FW.

  Here, at the time of braking of the motorcycle, it is effective to apply a braking force larger than that of the rear wheel RW to the front wheel FW in order to shorten the braking distance of the motorcycle. Therefore, in the present embodiment, the first wheel cylinder 19f has a larger amount of brake fluid that can flow into the first wheel cylinder 19f than the total amount of brake fluid that can be sucked into the second wheel cylinder 19r and the third wheel cylinder 50. Designed to be

  In the motorcycle, a first brake switch SW1 for detecting that the brake lever 22 has been operated and a second brake switch SW2 for detecting that the brake pedal 23 has been operated are separately provided. Is provided. The ECU 15 receives signals from the brake switches SW1 and SW2 separately.

  As shown in FIGS. 7A, 7B, and 7C, the ROM 41 of the ECU 15 has a plurality of types (three types in this embodiment) in which the drive modes of the pumps 27f and 27r (that is, the control mode of the motor M) are different. Drive patterns P1, P2, and P3 are stored in advance. Therefore, in this embodiment, the ROM 41 constitutes a storage unit.

Next, each drive pattern P1-P3 is demonstrated based on Fig.7 (a) (b) (c).
First, the first drive pattern P1 is a drive pattern that is selected when both the brake lever 22 and the brake pedal 23 are operated during communication control. Specifically, in the control of the motor M based on the first drive pattern P1, the level of the control signal Vcont is set to the H level during the first rotation time Tmp1 (30 msec. In this embodiment) from the start time of the control. . When the first rotation time Tmp1 has elapsed from the control start time, the level of the control signal Vcont is changed from the H level to the L level. Subsequently, when the generated voltage Vg generated by the motor M (that is, the inter-terminal voltage Vmt) becomes equal to or lower than the first generated voltage threshold KVg1 (5 V in this embodiment), the level of the control signal Vcont is changed from the L level. When the first rotation time Tmp1 has elapsed from the time of the change, the level of the control signal Vcont is changed again from the H level to the L level. Thus, in the control of the motor M based on the first drive pattern P1, the level change of the control signal Vcont as described above is repeated.

  Next, the second drive pattern P2 is a drive pattern that is selected when only the brake lever 22 is operated during communication control. Specifically, in the control of the motor M based on the second drive pattern P2, the level of the control signal Vcont is set to the H level during the second rotation time Tmp2 (20 msec. In the present embodiment) from the start time of the control. . Then, when the second rotation time Tmp2 has elapsed since the control start time, the level of the control signal Vcont is changed from the H level to the L level. Subsequently, when the power generation voltage Vg generated by the motor M (that is, the voltage Vmt between the terminals) becomes equal to or lower than the second power generation voltage threshold KVg2 (4V in this embodiment), the level of the control signal Vcont is changed from the L level. When the second rotation time Tmp2 has elapsed since the change, the level of the control signal Vcont is changed again from the H level to the L level. Thus, in the control of the motor M based on the second drive pattern P2, the level change of the control signal Vcont as described above is repeated.

  Finally, the third drive pattern P3 is a drive pattern that is selected when only the brake pedal 23 is operated during the communication control. Specifically, in the control of the motor M based on the third drive pattern P3, the level of the control signal Vcont is set to the H level for the third rotation time Tmp3 (10 msec. In the present embodiment) from the start time of the control. . Then, when the third rotation time Tmp3 has elapsed since the control start time, the level of the control signal Vcont is changed from the H level to the L level. Subsequently, when the generated voltage Vg generated by the motor M (that is, the inter-terminal voltage Vmt) becomes equal to or lower than the third generated voltage threshold KVg3 (3V in this embodiment), the level of the control signal Vcont is changed from the L level. When the third rotation time Tmp3 has elapsed since the change, the level of the control signal Vcont is changed again from the H level to the L level. Thus, in the control of the motor M based on the third drive pattern P3, the level change of the control signal Vcont as described above is repeated.

  That is, the rotation times Tmp1, Tmp2, and Tmp3 are times for continuously applying the drive voltage Vcc to the motor M based on the selected drive patterns P1 to P3, and the first rotation time Tmp1 is the longest time. Is set to The second rotation time Tmp2 is set to the second longest time, and the third rotation time Tmp3 is set to the shortest time. Each of the power generation voltage thresholds KVg1, KVg2, and KVg3 is a value for setting a time for driving the pumps 27f and 27r only by the inertial force, and the first power generation voltage threshold KVg1 is set to the highest value. The second power generation voltage threshold KVg2 is set to the second highest value, and the third power generation voltage threshold KVg3 is set to the lowest value.

  As a result, when the control based on the first drive pattern P1 is performed, the brake fluid discharge amount per unit time by the pumps 27f and 27r is the largest, and the control based on the second drive pattern P2 is performed. Is the second largest amount of brake fluid discharged by the pumps 27f and 27r per unit time. When the control based on the third drive pattern P3 is performed, the brake fluid discharge amount per unit time by the pumps 27f and 27r is minimized.

Next, a pump drive availability determination processing routine executed by the ECU 15 of the present embodiment will be described based on the flowchart shown in FIG.
The ECU 15 executes a pump drive availability determination processing routine at predetermined intervals (for example, every 0.01 seconds). In the pump drive availability determination processing routine, the ECU 15 determines whether or not the communication control execution flag FLG1 is set to “1” (step S40). If this determination result is a negative determination (FLG1 = "0"), the ECU 15 once ends the pump drive availability determination processing routine. On the other hand, if the determination result in step S40 is affirmative (FLG1 = "1"), the ECU 15 determines whether the first brake switch SW1 is "ON" (that is, whether the brake lever 22 is operated). (Step S41).

  When the determination result is affirmative (SW1 = “on”), the ECU 15 determines whether the second brake switch SW2 is “on” (that is, whether the brake pedal 23 is operated). (Step S42). If this determination result is affirmative (SW2 = “on”), the ECU 15 selects the first drive pattern P1 among the drive patterns P1 to P3 stored in the ROM 41 (step S43), and performs the process. The process proceeds to step S47 described later. On the other hand, if the determination result of step S42 is negative (SW2 = “off”), the ECU 15 selects the second drive pattern P2 among the drive patterns P1 to P3 stored in the ROM 41 (step S44). Then, the process proceeds to step S47 which will be described later.

  On the other hand, when the determination result of step S41 is negative (SW1 = “off”), the ECU 15 determines whether or not the second brake switch SW2 is “on” (step S45). If this determination result is a negative determination (SW2 = “OFF”), the ECU 15 proceeds to step S51 to be described later. On the other hand, when the determination result of step S45 is affirmative (SW2 = “ON”), the ECU 15 selects the third drive pattern P3 from among the drive patterns P1 to P3 stored in the ROM 41 (step S46). Then, the process proceeds to step S47 which will be described later.

  In step S47, the ECU 15 stops the opening / closing drive of the first opening / closing valves 31f, 31r and the second opening / closing valves 32f, 32r on the communication liquid passages 28f, 28r, and ends the communication control. And ECU15 drives each pump 27f and 27r by controlling the motor M based on the drive pattern (for example, 1st drive pattern P1) selected in any one step among step S43, S44, S46. (Step S48). In this regard, in the present embodiment, step S48 corresponds to a pump driving step. Subsequently, the ECU 15 sets the communication control execution flag FLG1 to “0 (zero)” (step S49), resets the first elapsed time T1 to “0 (zero)” (step S50), and determines whether or not the pump can be driven. The processing routine ends.

  In step S51, the ECU 15 determines that both the brake lever 22 and the brake pedal 23 are not operated during the communication control, and stops the driving of the pumps 27f and 27r by stopping the control of the motor M. Then, the ECU 15 ends the pump drive availability determination processing routine.

Therefore, in the present embodiment, the following effects can be obtained in addition to the effect shown in (1) above.
(3) When both the brake lever 22 and the brake pedal 23 are operated, the motor M is driven based on the first drive pattern P1 having the largest brake fluid discharge amount per unit time by driving the pumps 27f and 27r. As a result, a shortage of brake fluid in the hydraulic circuits 20f, 20r on the master cylinders 16f, 16r side can be avoided. Therefore, when both the brake lever 22 and the brake pedal 23 are operated during the communication control, an appropriate amount of brake fluid corresponding to the brake operation can be supplied into each wheel cylinder 19f, 19r, 50, and each wheel FW, RW An appropriate braking force can be applied individually.

  (4) In general, when braking the vehicle, applying a braking force larger than that of the rear wheels RW to the front wheels FW is effective for shortening the braking distance. Therefore, in the present embodiment, when only the brake lever 22 is operated, the second drive pattern P2 is larger than the amount of brake fluid discharged per unit time by driving the pumps 27f and 27r based on the third drive pattern P3. Based on this, the motor M is driven. Therefore, when the brake lever 22 is operated during the communication control, it is avoided that the brake fluid in the first hydraulic circuit 20f on the first master cylinder 16f side is insufficient. An appropriate amount of brake fluid can be supplied into the first wheel cylinder 19f, and an appropriate braking force can be individually applied to the front wheels FW.

  (5) On the other hand, when only the brake pedal 23 is operated, based on the third drive pattern P3, which is smaller than the brake fluid discharge amount per unit time by driving the pumps 27f, 27r based on the second drive pattern P2. The motor M is driven. Therefore, when the brake pedal 23 is operated during the communication control, it is avoided that the brake fluid in the hydraulic circuits 20f, 20r on the master cylinders 16f, 16r side is insufficient. An appropriate amount of brake fluid can be supplied into the second wheel cylinder 19r and the third wheel cylinder 50, and an appropriate braking force can be individually applied to each of the wheels FW and RW.

  (6) In general, the driving sound based on the driving of the pumps 27f and 27r increases as the amount of brake fluid discharged per unit time increases. Therefore, in the present embodiment, when the supply amount of the brake fluid into the wheel cylinders 19f, 19r, 50 may be small, the drive patterns P1 to P3 corresponding to the supply amount are selected and the selected drive is performed. The motor M (that is, the pumps 27f and 27r) is driven based on the pattern. Therefore, as a result of selecting appropriate driving patterns P1 to P3 of the motor M on the basis of the magnitude of the braking force with respect to the motorcycle desired by the driver, an excessively loud driving sound is generated when the pumps 27f and 27r are driven. Occurrence from 27f and 27r is suppressed. Therefore, it is possible to achieve both reduction of driving noise generated from the pumps 27f and 27r and application of braking force to the wheels FW and RW.

  (7) When at least one of the brake lever 22 and the brake pedal 23 is operated during the communication control, driving of the pumps 27f and 27r is started, and the first on-off valves 31f and 31r and the second on-off valve 32f are started. , 32r is stopped and the communication control is forcibly terminated. Therefore, a part of the brake fluid that flows from the master cylinders 16f, 16r side to the wheel cylinders 19f, 19r, 50 side based on the brake operation by the driver does not flow into the wheel cylinders 19f, 19r, 50, but the communication fluid path. Inflow into the reservoirs 26f and 26r through 28f and 28r can be suppressed. Therefore, even if the brake is operated during the communication control, the braking force can be accurately applied to the wheels FW and RW.

Each embodiment may be changed to another embodiment as described below.
-In 2nd Embodiment, even if it is a case where a brake is operated during communication control, it is not necessary to forcibly end communication control. Even in this configuration, the brake fluid flowing into the reservoirs 26f and 26r is discharged to the master cylinders 16f and 16r by driving the pumps 27f and 27r. The shortage of brake fluid in the circuits 20f and 20r can be suppressed. Therefore, even if the brake is operated during the communication control, the braking force can be reliably applied to the wheels FW and RW.

In the first embodiment, when the brake is operated during the communication control, the communication control may be forcibly terminated.
In the second embodiment, the ROM 41 stores only the first drive pattern P1 and the second drive pattern P2 in advance, and selects the second drive pattern P2 when the brake pedal 23 is operated during communication control. You may make it do.

  In the second embodiment, when the brake is operated during the communication control, the motor M is controlled based on the first drive pattern P1 regardless of the operation mode of the brake lever 22 and the brake pedal 23. You may make it do. When configured in this way, the control load on the ECU 15 can be reduced by the amount that it is not necessary to provide a process for selecting the drive patterns P1 to P3 as compared to the second embodiment.

  In each embodiment, in each communication control, as shown in FIG. 9, the first on-off valves 31f and 31r and the second on-off valves 32f and 32r may be driven to open and close. Specifically, in the communication control, the first on-off valves 31f and 31r are closed until the first valve control time Tvm1 (for example, 20 msec. (Milliseconds)) elapses from the time when the communication control is started. Is maintained. Further, when the second valve control time Tvm2 (for example, 5 msec.) Has elapsed since the start of the communication control, the second on-off valves 32f and 32r are opened. Then, when a third valve control time Tvm3 (for example, 10 msec.) Has elapsed since the second on-off valves 32f and 32r are opened, the second on-off valves 32f and 32r are closed. Subsequently, when the first valve control time Tvm1 has elapsed since the start of the communication control, the first on-off valves 31f and 31r are opened. Furthermore, when the fourth valve control time Tvm4 (for example, 10 msec.) Has elapsed since the first open / close valves 31f and 31r are opened, the first open / close valves 31f and 31r are closed again. As described above, during the execution of the communication control, the opening / closing driving of the first opening / closing valves 31f, 31r and the second opening / closing valves 32f, 32r described above is repeated for a preset execution time (for example, 890 msec.).

  That is, when the second on-off valves 32f and 32r are opened, the downstream brake fluid passages 25f and 25r are arranged between the second on-off valves 32f and 32r and the first on-off valves 31f and 31r in the hydraulic circuits 20f and 20r. The negative pressure eliminating liquid passages 33f and 33r communicate with each other. Therefore, when the second on-off valves 32f and 32r are opened, the brake fluid flows into the downstream brake fluid passages 25f and 25r from the negative pressure elimination fluid passages 33f and 33r. In the release fluid passages 33f and 33r, the upstream brake fluid passages 24f and 24r are equivalent to the amount of part of the brake fluid in the negative pressure release fluid passages 33f and 33r flowing toward the downstream brake fluid passages 25f and 25r. Negative pressure with respect to 24r. Next, when the second on-off valves 32f and 32r are closed and the first on-off valves 31f and 31r are opened, the upstream brake fluid passage 24f is placed in the negative pressure release fluid passages 33f and 33r. , 24r flows in the brake fluid, and the negative pressure with respect to the upstream brake fluid passages 24f, 24r in the fluid passages 33f, 33r for releasing the negative pressure is eliminated.

  Accordingly, when the first on-off valves 29f and 29r and the second on-off valves 32f and 32r are driven to open and close as shown in FIG. 9 during the communication control, the upstream brake fluid passage 24f in the downstream brake fluid passages 25f and 25r. , 24r can be gradually released each time the second on-off valves 32f, 32r change from the closed state to the open state. When the second on-off valves 32f and 32r are in the open state, the first on-off valves 31f and 31r are in the closed state, so that the brake fluid in the upstream brake fluid passages 24f and 24r is in the downstream brake fluid passage. It is suppressed that it flows to the 25f and 25r side at a stretch. Therefore, even if the brake is operated during the execution of the communication control, the brake fluid in the upstream brake fluid passages 24f and 24r flows to the downstream brake fluid passages 25f and 25r without flowing into the wheel cylinders 19f and 19r. The amount of operation of the brake lever 22 (or the brake pedal 23) can be suppressed from being increased more than necessary.

  In each embodiment, in the communication control, the first on-off valves 29f and 29r disposed between the upstream connection portion and the wheel cylinders 19f and 19r, and the wheel cylinders 19f and 19r and the downstream connection portion The upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r may be communicated with each other by opening and closing the second on-off valves 30f and 30r disposed therebetween. In the communication control, the upstream brake fluid passages 24f and 24r and the downstream brake fluid passages 25f and 25r may communicate with each other by opening and closing all the on-off valves 29f to 32f and 29r to 32r. . When the first on-off valves 29f and 29r and the second on-off valves 30f and 30r are opened and closed during the communication control, the downstream brake fluid passages 25f and 25r are not limited to the upstream brake fluid passages 24f and 24r. The wheel cylinders 19f and 19r communicate with each other.

  In each embodiment, in the communication control, the second on-off valves 30f and 30r may be driven to open and close so that the downstream brake fluid passages 25f and 25r communicate with the wheel cylinders 19f and 19r. In such a configuration, even when negative pressure is generated in the upstream brake fluid passages 24f and 24r in the downstream brake fluid passages 25f and 25r, if communication control is executed, the inside of the wheel cylinders 19f and 19r Part of the brake fluid flows to the downstream brake fluid passages 25f, 25r side. As a result, the negative pressure on the upstream brake fluid passages 24f and 24r in the downstream brake fluid passages 25f and 25r is eliminated.

  When such communication control is executed, it is desirable to close the first on-off valves 29f and 29r. When configured in this manner, a part of the brake fluid in the upstream brake fluid passages 24f and 24r is prevented from flowing toward the downstream brake fluid passages 25f and 25r. Therefore, even if the brake is operated during the execution of the communication control, a shortage of brake fluid in the upstream brake fluid passages 24f, 24r is avoided, so that an appropriate amount of brake fluid can be supplied into the wheel cylinders 19f, 19r.

  In each embodiment, in step S13, each wheel FW is calculated by calculating the wheel speed of each wheel FW, RW based on each input signal from each wheel speed sensor SE1, SE2, and differentiating each wheel speed. , RW wheel acceleration may be calculated, respectively, and it may be determined whether or not the brake operation is not performed based on the wheel acceleration. That is, when the wheel acceleration of each of the wheels FW and RW is “0 (zero)” or a positive value, the ECU 15 determines that the brake 12 is not operated because the accelerator 12 is operated. A detection sensor for detecting the engine speed is provided in the motorcycle, and the engine speed is calculated based on an input signal from the detection sensor. Then, when the engine speed is equal to or higher than a preset engine speed threshold value, it may be determined that the brake is not operated. Here, it is desirable that the rotation speed threshold is set to a value that allows the driver to determine whether or not he / she intends to accelerate the motorcycle.

In step S31, it may be determined whether or not the brake is operated by the above-described determination methods.
-In 2nd Embodiment, when the brake fluid is supplied from the 1st braking mechanism 13, the 4th wheel cylinder which can provide braking force to the front wheel FW may be provided as a separate body from the 2nd wheel cylinder 19r. Good. In this case, the first hydraulic circuit 20f has a communication fluid passage 28f for the fourth wheel cylinder that extends from the brake fluid passage between the first on-off valve 31f and the second on-off valve 32f toward the fourth wheel cylinder. It is desirable to provide a liquid path.

  -In each embodiment, although it actualized to the brake control apparatus which controls the braking device 11 mounted in the two-wheeled vehicle, even if it actualizes to the brake control apparatus which controls the braking device 11 mounted in the four-wheeled vehicle, Good. Note that since the four-wheeled vehicle is provided with only one brake operation means, a plurality of types of drive patterns P1 to P3 as in the second embodiment may not be stored in the ROM 41 in advance.

1 is a block diagram of a braking device for a motorcycle according to a first embodiment. The block diagram explaining schematic structure of the drive circuit for motors. The timing chart which shows the control aspect of the motor at the time of brake operation in 1st Embodiment during communication control. The flowchart which shows the communication control execution determination processing routine of 1st Embodiment. The flowchart which shows the pump drive determination processing routine of 1st Embodiment. The block diagram of the braking device of the motorcycle in 2nd Embodiment. (A) is a timing chart showing a motor control mode in the first drive pattern, (b) is a timing chart showing a motor control mode in the second drive pattern, and (c) is a motor control mode in the third drive pattern. The timing chart which shows. The flowchart which shows the pump drive determination processing routine of 2nd Embodiment. The timing chart which shows the control aspect of each on-off valve in the communication control of another embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Brake device, 13 ... 1st brake mechanism, 14 ... 2nd brake mechanism, 15 ... Brake control device, ECU as control means, 16f, 16r ... Master cylinder, 19f, 19r, 50 ... Wheel cylinder, 22 ... First Brake lever as 1 brake operation means, 23 ... Brake pedal as second brake operation means, 24f, 24r ... Upstream brake fluid passage, 25f, 25r ... Downstream brake fluid passage, 26f, 26r ... Reservoir, 27f, 27r ... Pump, 29f, 29r, 31f, 31r ... First on-off valve, 30f, 30r, 32f, 32r ... Second on-off valve, 33f, 33r ... Negative pressure canceling liquid passage, 41 ... ROM as storage means, FW ... Front wheel as the first wheel, P1 ... first drive pattern, P2 ... second drive pattern, P3 ... third drive pattern, RW ... second wheel The rear wheel of the.

Claims (6)

A first braking mechanism (13) for applying a braking force to at least a first wheel (FW) of each wheel (FW, RW) of the vehicle, and at least a second of the wheels (FW, RW) A vehicle braking control device (15) for controlling a braking device (11) including a second braking mechanism (14) for applying a braking force to a wheel (RW),
Each brake mechanism (13, 14) includes a master cylinder (16f, 16r) that generates brake fluid pressure based on the operation of the brake operation means (22, 23) by the driver, and the master cylinder (16f, 16r). Wheel cylinders (19f, 19r, 50) for applying to the corresponding wheels (FW, RW) a braking force corresponding to the brake fluid pressure of the brake fluid supplied from the wheel cylinders (19f, 19r, 50) A reservoir (26f, 26r) for storing brake fluid flowing out from the pump, and a pump for sucking the brake fluid stored in the reservoir (26f, 26r) and discharging it to the master cylinder (16f, 16r) side (27f, 27r) and from the master cylinder (16f, 16r) side toward the wheel cylinder (19f, 19r, 50) An upstream brake fluid passage (24f, 24r) for causing the brake fluid to flow, and a downstream side for causing the brake fluid to flow from the wheel cylinder (19f, 19r, 50) toward the reservoir (26f, 26r) On-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) that are opened and closed to connect or disconnect the brake fluid passages (25f, 25r) are provided, respectively.
When it is detected that the brake operating means (22, 23) is not operated, the on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) is driven to open / close Brake fluid paths (24f, 24r, 33f, 33r) and downstream brake fluid paths (24f, 24r, 33f, 33r) closer to the master cylinder (16f, 16r) than the valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) 25f, 25r) is provided with a control means (15) for executing communication control to bring the communication state into communication state,
When the control means (15) detects that the brake operation means (22, 23) is operated during execution of the communication control, the control means (15) starts braking the vehicle (27f, 27r). Control device. The vehicle has a first brake operation means (22) operated when driving the first brake mechanism (13) and a second brake operation operated when driving the second brake mechanism (14). A motorcycle having means (23),
The control means (15) starts driving the pump (27f, 27r) when at least one of the brake operation means (22, 23) is operated during execution of the communication control. The vehicle brake control device according to claim 1. The vehicle has a first brake operation means (22) operated when driving the first brake mechanism (13) and a second brake operation operated when driving the second brake mechanism (14). A motorcycle comprising means (23),
The control means (15) can detect which one of the brake operation means (22, 23) is operated,
The first drive pattern (P1) of the pump (27f, 27r) when the brake operating means (22, 23) are operated together, and the case where only the first brake operating means (22) is operated. A second drive pattern (P2) of the pump (27f, 27r) and a third drive pattern (P3) of the pump (27f, 27r) when only the second brake operation means (23) is operated. It further comprises storage means (41) for storing in advance,
When the control means (15) detects that at least one of the brake operation means (22, 23) is operated during execution of the communication control, the brake operation means (22, 23). The drive pattern (P1, P2, P3) corresponding to the operation mode is read from the storage means (41), and the drive of the pump (27f, 27r) is controlled based on the read drive pattern (P1, P2, P3). The vehicle braking control device according to claim 1. Each drive pattern (P1, P2, P3) is set so that the amount of brake fluid discharged per unit time to the master cylinder (16f, 16r) side of the pump (27f, 27r) is different. The first driving pattern (P1) is set so that the ejection amount is the largest among the driving patterns (P1, P2, P3), and the second driving pattern (P2) is the driving pattern (P2). The discharge amount is set to be the second largest among (P1, P2, P3), and the third drive pattern (P3) has the discharge amount among the drive patterns (P1, P2, P3). The vehicle braking control device according to claim 3, wherein the braking control device is set to be minimized. When the control means (15) detects that the brake operation means (22, 23) is operated during execution of the communication control, the upstream brake fluid passage (24f, 24r) and the wheel cylinder (19f, 19r, 50) The on-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, etc.) are to be prevented from flowing into the downstream brake fluid passage (25f, 25r). The vehicle braking control device according to any one of claims 1 to 4, which controls the opening / closing drive of 32r). A first braking mechanism (13) for applying a braking force to at least a first wheel (FW) of each wheel (FW, RW) of the vehicle, and at least a second of the wheels (FW, RW) A vehicle braking control method for controlling a braking device (11) including a second braking mechanism (14) for applying a braking force to a wheel (RW),
Each brake mechanism (13, 14) includes a master cylinder (16f, 16r) that generates brake fluid pressure based on the operation of the brake operation means (22, 23) by the driver, and the master cylinder (16f, 16r). Wheel cylinders (19f, 19r, 50) for applying to the corresponding wheels (FW, RW) a braking force corresponding to the brake fluid pressure of the brake fluid supplied from the wheel cylinders (19f, 19r, 50) A reservoir (26f, 26r) for storing brake fluid flowing out from the pump, and a pump for sucking the brake fluid stored in the reservoir (26f, 26r) and discharging it to the master cylinder (16f, 16r) side (27f, 27r) and from the master cylinder (16f, 16r) side toward the wheel cylinder (19f, 19r, 50) An upstream brake fluid passage (24f, 24r) for causing the brake fluid to flow, and a downstream side for causing the brake fluid to flow from the wheel cylinder (19f, 19r, 50) toward the reservoir (26f, 26r) On-off valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) that are opened and closed to connect or disconnect the brake fluid passages (25f, 25r) are provided, respectively.
When it is detected that the brake operating means (22, 23) is not operated, the on-off valve (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) is driven to open / close Brake fluid paths (24f, 24r, 33f, 33r) and downstream brake fluid paths (24f, 24r, 33f, 33r) closer to the master cylinder (16f, 16r) than the valves (29f, 29r, 30f, 30r, 31f, 31r, 32f, 32r) Communication control execution step (S14, S19) for executing communication control to bring the communication state into communication state with 25f, 25r),
A pump drive step (starting driving of the pumps (27f, 27r) when it is detected that the brake operating means (22, 23) is operated during the execution of the communication control execution steps (S14, S19)) S32, S48) and a vehicle braking control method.

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