JP6411207B2 - Brake device for vehicle - Google Patents

Description

  The present invention relates to a vehicle brake device.

  2. Description of the Related Art Conventionally, for example, as a brake device in a bar handle vehicle, a configuration is known in which interlocking brake control is performed by a brake hydraulic pressure control device including a control valve means, a pressure sensor, a pump, and the like as in Patent Document 1.

JP 2009-202690 A

  However, since the brake fluid pressure control device including a complicated fluid pressure circuit as in the prior art is heavy and large, there is a problem that the weight of the vehicle increases and the cost also increases. Also, in a brake device that controls the braking force based on the operation of the brake operator, for example, when the ignition switch is turned on from an off state, it is determined whether or not the brake operation has already been performed. It is desirable to determine the initial position of the child.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle brake device that can control a brake with a simple structure and can set an initial position of a brake operator.

  The vehicle brake device of the present invention that solves the above-described problems includes a brake operator, a brake switch that detects that the brake operator is operated, and a rotor shaft that is mechanically connected to the brake operator. And an electric motor that controls the brake by driving the electric motor. The control device includes an operation information acquisition unit that acquires operation information of the brake operator based on a back electromotive force of the electric motor, and a brake that controls a braking force based on the operation information acquired by the operation information acquisition unit. Force control means, when the back electromotive force is less than the first threshold, and the vehicle body speed is greater than or equal to the second threshold and the brake switch is turned off. And an initial position of the brake operator is set.

  According to such a configuration, the back electromotive force is less than the first threshold value, that is, in addition to the brake operator not being moved, the vehicle body speed is greater than or equal to the second threshold value, and the brake switch is turned off. The initial position of the brake operator can be set by satisfying any of the above. The position of the brake operation element at which the brake switch is turned off varies depending on the vehicle type and individual vehicles. However, the vehicular brake device according to the present invention has a back electromotive force of the electric motor linked to the operation of the brake operation element. By verifying that it is less than one threshold, the initial position of the brake operator can be set more accurately. That is, the initial position of the brake operator can be determined.

  In the above-described device, the control device causes the brake when the back electromotive force is less than a first threshold, the vehicle body speed is greater than or equal to a second threshold, and the brake switch is turned off. The initial position of the operation element can be set.

  According to such a configuration, in addition to the back electromotive force being less than the first threshold value, both that the vehicle body speed is greater than or equal to the second threshold value and that the brake switch is turned off are satisfied. By verifying this, the initial position of the brake operator can be set more accurately.

  In the above-described apparatus, the condition that the state where the back electromotive force is less than the first threshold continues for a predetermined time or more can be configured as a condition for setting the initial position of the brake operator.

  As described above, the condition for setting the initial position of the brake operator is that the state where the back electromotive force is less than the first threshold continues for a predetermined time or more, so that the initial position of the brake operator can be more accurately determined. Can be set.

  In the above-described device, the control device permits the brake force control means to control the brake force on the condition that the initial position of the brake operator is set after the ignition switch of the vehicle is turned on. It is desirable.

  As described above, the control of the braking force by the braking force control means is permitted once on the condition that the initial position of the brake operator is set, so that the operation information can be correctly acquired and the braking force can be suitably controlled. It can be carried out.

  In the above-described device, the control device is configured to integrate the back electromotive force to obtain an operation amount of the brake operation element, and to reset the operation amount when setting an initial position of the brake operation element. can do.

  Since the counter electromotive force of the electric motor means the operation speed of the brake operator, the operation amount of the brake operator can be calculated by integrating the counter electromotive force.

  In the apparatus described above, the brake force control means can be configured to control the electric motor to control the brake force.

  According to such a configuration, it becomes a simple structure as compared with the case where the braking force is controlled by a complicated hydraulic circuit, and an increase in the weight of the vehicle can also be suppressed.

  In the above-described apparatus, the electric motor may be attached to a bar handle in a bar handle vehicle.

  In a bar handle vehicle, since an increase in the weight of the vehicle affects maneuverability, the maneuverability can be improved by adopting a simple configuration using an electric motor.

  According to the present invention, it is possible to set the initial position of the brake operator more accurately by verifying that the back electromotive force of the electric motor interlocked with the operation of the brake operator is less than the first threshold value.

It is a figure which shows the structure of the brake device for vehicles which concerns on one Embodiment of this invention. It is sectional drawing of a brake lever and a motor which passes along the rotor shaft of an electric motor. It is a block diagram which shows the structure of a control apparatus. It is a figure (a)-(c) which shows the operation pattern of a brake lever, and the counter electromotive force generated at the time of the operation. It is a graph which shows the relationship between the back electromotive force (a) which generate | occur | produced in the electric motor, and the operation amount (b). It is a flowchart of the process from the start of a vehicle to a stop. It is a flowchart of an initial position determination process. It is a flowchart of the other example of an initial position determination process.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1, a vehicle brake device 1 according to an embodiment is a brake device provided in a vehicle including a bar handle 10 such as a motorcycle, a motor tricycle, or a buggy car, and a wheel cylinder provided in a front wheel WF. The brake fluid is supplied to the CF and a wheel cylinder CR provided on the rear wheel WR.

Specifically, a front wheel master cylinder M1 is fixed to the right side of the bar handle 10, and the master cylinder M1 is connected to the wheel cylinder CF by a brake hose H1. Similarly, a rear wheel master cylinder M2 is fixed to the left side of the bar handle 10, and the master cylinder M2 is connected to the wheel cylinder CR by a brake hose H2.
The base part MB1 that supports the master cylinder M1 on the bar handle 10 is rotatably provided with a right brake lever L1. Similarly, the base part MB2 that supports the master cylinder M2 on the bar handle 10 includes a left brake lever L1. A brake lever L2 is rotatably provided.
With the above configuration, as is well known, braking force is applied to the front wheel WF by the master cylinder M1, the brake hose H1, and the wheel cylinder CF in accordance with the operation amount of the right brake lever L1, and the left brake lever L1 A braking force is applied to the rear wheel WR by the master cylinder M2, the brake hose H2, and the wheel cylinder CR in accordance with the operation amount.

  As shown in FIG. 2, the right brake lever L1 is mechanically connected to the first rotor shaft 21 of the first electric motor 20 by a serration 13, and the first rotor shaft 21 is rotated by the right brake lever L1. It is a dynamic axis. In FIG. 2, the right brake lever L <b> 1 is shown, but as indicated by the reference numerals in parentheses, the left brake lever L <b> 2 has the same structure and has a base via the second rotor shaft 31 of the second electric motor 30. Supported by part MB2. Therefore, the operation of the right brake lever L1 results in the rotation of the first rotor shaft 21, and conversely, when the first rotor shaft 21 is rotated by driving the first electric motor 20, the right brake lever L1. Is designed to rotate. Further, the operation of the left brake lever L2 is the rotation of the second rotor shaft 31. Conversely, when the second rotor shaft 31 is rotated by driving the second electric motor 30, the left brake lever L2 is moved. It is designed to rotate. In the present embodiment, the rotor shaft is directly connected so as to rotate by the same angle as the brake lever, but may be connected to the brake lever via a reduction gear. By providing the reduction gear, an electric motor having a small output torque can be adopted, and the amount of rotation of the rotor shaft when the brake lever is operated increases, so that the counter electromotive force can be easily detected.

  Returning to FIG. 1, the first electric motor 20 and the second electric motor 30 are both connected to the control device 100 and controlled by the control device 100. In the vehicle brake device 1, a brake lamp switch 71 as an example of a brake switch that detects that the right brake lever L1 is operated and a left brake lever L2 are operated at appropriate positions. A brake lamp switch 72 as an example of a brake switch for detecting this, a front wheel speed sensor 81 for detecting the wheel speed of the front wheel WF, a rear wheel speed sensor 82 for detecting the wheel speed of the rear wheel WR, and a first electric motor The first electromotive force sensor 91 that detects the counter electromotive force of 20 and the second electromotive force sensor 92 that detects the counter electromotive force of the second electric motor 30 are provided. It is output. Since the operation of the left brake lever L2 can be detected by detecting the counter electromotive force of the second electric motor 30 by the second electromotive force sensor 92, the second electric motor 30 is an example of the operation detecting means. is there. The brake lamp switch 71 and the brake lamp switch 72 are connected in parallel to the control device 100, and the brake lamp is turned on when at least one of the right brake lever L1 and the left brake lever L2 is operated. . Further, the first electromotive force sensor 91 and the second electromotive force sensor 92 may be provided in the control device 100.

  The control device 100 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an input / output circuit. The control device 100 stores the input from each sensor and the programs and data stored in the ROM. Control is performed by performing various arithmetic processing based on it. Specifically, as illustrated in FIG. 3, the control device 100 includes a vehicle body speed estimation unit 110, an operation amount calculation unit 120, and a brake force control that controls the brake force based on operation information acquired by the operation amount calculation unit 120. An interlocking brake control unit 130, a motor control unit 140, and a storage unit 190 are provided as examples of means.

  The vehicle body speed estimation unit 110 calculates the vehicle body speed V by a known method based on the wheel speeds of the front wheel WF and the rear wheel WR acquired from the front wheel speed sensor 81 and the rear wheel speed sensor 82.

  The operation amount calculation unit 120 is an example of an operation information acquisition unit that acquires operation information of the brake operator based on the counter electromotive force of the electric motor, and is acquired from the first electromotive force sensor 91 and the second electromotive force sensor 92. Based on the back electromotive force VM1 of the first electric motor 20 and the back electromotive force VM2 of the second electric motor 30, an operation amount B1 of the right brake lever L1 and an operation amount B2 of the left brake lever L2 are calculated. Specifically, the operation amount calculation unit 120 calculates the operation amount B1 by integrating the back electromotive force VM1, and calculates the operation amount B2 by integrating the back electromotive force VM2. Then, the calculated operation amounts B1 and B2 are output to the interlocking brake control unit 130. This integration can be performed, for example, by integrating the back electromotive forces VM1 and VM2 acquired for each control cycle. In addition, in the reference numerals of the variables, 1 added at the end indicates that the variable corresponds to the front wheel WF, and 2 indicates that the variable corresponds to the rear wheel WR. Further, the operation amount calculation unit 120 calculates the operation amounts B1 and B2 accurately, on condition that the initial positions of the brake levers L1 and L2 are set after the vehicle ignition switch is turned on, that is, The manipulated variables B1 and B2 are calculated when both a flag F1 and a flag F2 described later are 1.

  As shown in FIG. 4 (a), when the brake levers L1 and L2 are gripped quickly and strongly, the back electromotive forces VM1 and VM2 are generated largely on the plus side and then on the minus side.

  When the brake levers L1 and L2 are gently and gently held back, as shown in FIG. 4 (b), small back electromotive forces VM1 and VM2 are generated on the plus side. Electric power VM1 and VM2 are generated.

  When the brake levers L1 and L2 are once gripped and then returned after being gripped, as shown in FIG. 4C, the counter electromotive force VM1 and VM2 are generated twice on the plus side, and then the counter electromotive force on the minus side. VM1 and VM2 are generated.

  FIG. 5B is a graph showing the area enclosed between the graph of FIG. 5A and the base line, that is, the integration of the back electromotive force. The portion appearing on the plus side in FIG. 5A is the operation amount to the braking side, and the portion appearing on the minus side is the operation amount to the return side. When the brake levers L1 and L2 are completely returned, the total area of the portion appearing on the plus side is equal to the total area of the portion appearing on the minus side, and the integration of the counter electromotive forces VM1 and VM2 is theoretically zero.

  In the present embodiment, the back electromotive forces VM1 and VM2 are positive values when the brake levers L1 and L2 are gripped to the braking side, and negative values when the brake levers L1 and L2 are returned. The sign may be reversed. When the sign is reversed, the operation amount calculation unit 120 may calculate the operation amounts B1 and B2 by reversing the signs of the integral values of the back electromotive forces VM1 and VM2.

  In addition, the operation amount calculation unit 120 uses the back electromotive force VM1 and VM2 itself acquired from the first electromotive force sensor 91 and the second electromotive force sensor 92 as the operation information indicating the operation speed of the brake levers L1 and L2. Output to the control unit 130.

  The interlocking brake control unit 130 drives the first electric motor 20 based on the operation of the left brake lever L2 to increase the braking force of the first brake system, and performs the first operation based on the operation of the right brake lever L1. 2 It has a function of driving the electric motor 30 to increase the braking force of the second brake system. For this reason, the interlocking brake control unit 130 includes an initial position determination unit 131 and a control amount determination unit 132.

  The initial position determination unit 131 has a function of determining an initial position of the right brake lever L1 that operates the first brake system and an initial position of the left brake lever L2 that operates the second brake system. Specifically, the initial position determining unit 131 [1] the back electromotive force VM1 is smaller than the first threshold VMth, [2] the vehicle body speed V is equal to or higher than the second threshold Vth, and [3] the brake lamp. The initial position of the brake lever L1 is set when [1] and at least one of [2] and [3] are satisfied among the three conditions that both the switches 71 and 72 are OFF. In particular, in the present embodiment, since the condition for setting the initial position of the right brake lever L1 is that the state in which the back electromotive force VM1 is smaller than the first threshold VMth continues for a predetermined time or more, [1] When the state satisfying at least one of [2] and [3] continues for a predetermined time Tth or longer, the initial position of the right brake lever L1 is set. When the initial position of the right brake lever L1 is set, the initial position determination unit 131 sets a flag F1 indicating the determination to 1 and resets the operation amount B1 to 0. The initial value of the flag F1 is 0. The flag F1 being 1 means that the initial position of the right brake lever L1 is set once after the ignition switch is turned on, and the operation amount B1 is reset at that time.

The initial position determination unit 131 determines the initial position of the left brake lever L2 in the same manner as the right brake lever L1.
That is, the initial position determination unit 131 [1] the back electromotive force VM2 is smaller than the first threshold VMth, [2] the vehicle body speed V is equal to or higher than the second threshold Vth, and [3] the brake lamp switch 71. The initial position of the brake lever L2 is set when [1] and at least one of [2] and [3] are satisfied among the three conditions that both are off. In particular, in the present embodiment, the condition for setting the initial position of the left brake lever L2 is that the state in which the back electromotive force VM2 is smaller than the first threshold VMth continues for a predetermined time or more, [1] When the state satisfying at least one of [2] and [3] continues for a predetermined time Tth or longer, the initial position of the left brake lever L2 is set. When the initial position of the left brake lever L2 is set, the initial position determination unit 131 sets a flag F2 indicating the determination to 1 and resets the operation amount B2 to 0. The flag F2 has an initial value of 0. The flag F2 being 1 means that the initial position of the left brake lever L2 is set once after the ignition switch is turned on, and the operation amount B2 is reset at that time.

  The control amount determination unit 132 includes a control amount for interlocking brake control, that is, power supplied to the first electric motor 20 and the second electric motor 30 (including a power supply pattern according to the type of the electric motor). , The same shall apply hereinafter). Here, the control amount determination unit 132 permits the interlock brake control on condition that the initial positions of the brake levers L1 and L2 are set after the ignition switch of the vehicle is turned on. When both of F2 are 1, the control amount is determined.

  Specifically, the control amount determination unit 132 supplies the first electric motor 20 for moving the right brake lever L1 in proportion to the operation amount B2 of the left brake lever L2 calculated by the operation amount calculation unit 120. Set the power to be used. In addition, when the back electromotive force of the second electric motor 30 is large, the operation speed of the second electric motor 30 is high. Therefore, the first electric motor 20 is driven at a speed corresponding to the back electromotive force of the second electric motor 30. The electric power supplied from the first electric motor 20 is set. The control amount (power) is determined such that the operation amount B1 on the side to be interlocked is smaller than the reference operation amount B2.

  Further, the control amount determination unit 132 supplies power to the second electric motor 30 for moving the left brake lever L2 in proportion to the operation amount B1 of the right brake lever L1 calculated by the operation amount calculation unit 120. Set. In addition, when the back electromotive force of the first electric motor 20 is large, the operation speed of the first electric motor 20 is high. Therefore, the second electric motor 30 is driven at a speed corresponding to the back electromotive force of the first electric motor 20. The electric power supplied from the second electric motor 30 is set. The control amount (power) is determined so that the operation amount B2 on the side to be interlocked is smaller than the reference operation amount B1.

  The control amount determination unit 132 outputs the set electric power to be supplied to the first electric motor 20 and the second electric motor 30 to the motor control unit 140.

  The motor control unit 140 supplies power to the first electric motor 20 and the second electric motor 30 based on an instruction from the interlocking brake control unit 130, and actually drives the first electric motor 20 and the second electric motor 30. It has the function to do.

  The storage unit 190 stores variables and constants necessary for controlling the vehicle brake device 1. The operation amounts B1 and B2, the counter electromotive forces VM1 and VM2, each threshold value, and the like are stored in the storage unit 190.

An example of processing of the control device 100 of the vehicle brake device 1 configured as described above will be described.
As shown in FIG. 6, when the ignition switch of the vehicle is turned on and the engine or the like is started (S100), the operation amount calculation unit 120 acquires the back electromotive forces VM1 and VM2 of the electric motors 20 and 30, respectively. (S101). Then, the vehicle body speed estimation unit 110 estimates the vehicle body speed V from the wheel speeds of the front wheels WF and the rear wheels WR acquired from the front wheel speed sensor 81 and the rear wheel speed sensor 82 (S102).

  Next, based on the back electromotive forces VM1 and VM2, the vehicle body speed V, and the on / off signals of the brake lamp switches 71 and 72 acquired from the operation amount calculation unit 120, the initial position determination unit 131 sets the brake levers L1 and L2. The initial position is set (S200).

  Specifically, as illustrated in FIG. 7, the initial position determination unit 131 first determines whether the back electromotive force VM1 is smaller than the first threshold VMth (S220), and the back electromotive force VM1 is smaller than the first threshold VMth. In the case (S220, Yes), it is further determined whether the vehicle body speed V is equal to or higher than the second threshold value Vth (S221). If the vehicle body speed V is not equal to or higher than the second threshold value Vth (S221, No), it is further determined whether or not the brake lamp switches 71 and 72 are off (S222). Here, when it is determined in step S221 that the vehicle body speed V is equal to or higher than the second threshold Vth (S221, Yes), or when it is determined in step S222 that the brake lamp switches 71 and 72 are off (S222). , Yes), the initial position determination unit 131 counts up the timer T1 (S223). When the timer T1 is equal to or longer than the predetermined time Tth (S224, Yes), the initial position determination unit 131 sets the flag F1 to 1 and resets the operation amount B1 to 0 (S225). On the other hand, if the timer T1 is not longer than the predetermined time Tth (S224, No), the initial position determination for the right brake lever L1 is terminated without changing the flag F1 and the operation amount B1.

  The initial position determination unit 131 determines that the brake lamp switches 71 and 72 are not OFF in step S222 when it is determined in step S220 that the back electromotive force VM1 is not smaller than the first threshold VMth (S220, No). If so (S222, No), the timer T1 is reset (S226), and the initial position determination for the right brake lever L1 is terminated.

The initial position determination of the left brake lever L2 is similarly processed.
The initial position determination unit 131 determines whether the back electromotive force VM2 is smaller than the first threshold VMth (S230). If the back electromotive force VM2 is smaller than the first threshold VMth (S230, Yes), the vehicle body speed V is further increased. It is determined whether or not the threshold value Vth is not less than 2 (S231). If the vehicle body speed V is not equal to or higher than the second threshold value Vth (S231, No), it is further determined whether or not the brake lamp switches 71 and 72 are off (S232). Here, when it is determined in step S231 that the vehicle body speed V is greater than or equal to the second threshold value Vth (S231, Yes), and when it is determined that the brake lamp switches 71 and 72 are determined in step S232 (S232, Yes). The initial position determination unit 131 counts up the timer T2 (S233). When the timer T2 is equal to or longer than the predetermined time Tth (S234, Yes), the initial position determination unit 131 sets the flag F2 to 1 and resets the operation amount B2 to 0 (S235). On the other hand, if the timer T2 is not equal to or longer than the predetermined time Tth (S234, No), the initial position determination for the left brake lever L2 is terminated without changing the flag F2 and the operation amount B2.

  The initial position determination unit 131 determines that the back electromotive force VM2 is not smaller than the first threshold value VMth in step S230 (S230, No), and determines that the brake lamp switches 71 and 72 are not OFF in step S232. If so (S232, No), the timer T2 is reset (S236), and the initial position determination for the left brake lever L2 is terminated.

  Returning to FIG. 6, when the flag F1 is 1 and the flag F2 is 1 (S105, Yes), the manipulated variable calculator 120 integrates the back electromotive forces VM1 and VM2 to obtain the manipulated variables B1 and B2. After calculating (S106), the control amount determination unit 132 determines the power (control amount) supplied to each of the electric motors 20 and 30 (S110). Then, the motor control unit 140 drives the first electric motor 20 and the second electric motor 30 with the determined electric power (S111). If the flag F1 is not 1 or the flag F2 is not 1 (S105, No), the process returns to step S101 and is repeated. If the ignition switch is not turned off after step S111 (S112, No), the process returns to step S101 and the process is repeated.

  According to the above processing, for example, after the driver turns on the ignition switch, the brake lever L1 is completely returned and the brake lamp switches 71 and 72 are turned off for a predetermined time Tth or longer. The initial position of the right brake lever L1 is set, the flag F1 is set to 1, and the operation amount B1 is reset to 0. Also on the left side, if the brake lever L2 is fully returned and the brake lamp switches 71 and 72 are turned off for a predetermined time Tth or longer, the initial position of the left brake lever L2 is set and the flag F2 becomes 1. The operation amount B2 is reset to zero.

  Even if the brake lamp switches 71 and 72 are abnormal, after the driver turns on the ignition switch, the brake levers L1 and L2 are completely returned to a certain vehicle speed, that is, the second threshold value Vth. If the above traveling state continues for a predetermined time Tth or longer, the brake levers L1 and L2 are set to the initial operation positions, the flags F1 and F2 are set to 1, and the operation amounts B1 and B2 are reset to 0. .

  Further, even after the vehicle has started, every time the initial positions of the brake levers L1 and L2 are set, the operation amounts B1 and B2 are reset, so that the deviation of the initial position can be corrected at any time.

  On the other hand, for example, when the brake lever L2 is gripped before the ignition switch is turned on and the brake lever L2 is gripped after the ignition switch is turned on and the vehicle is not started, the initial position of the brake lever L2 Is not set, the flag F2 remains 0.

  After both the flags F1 and F2 are 1 and the interlock brake control is permitted, for example, when only the left brake lever L2 is operated, the first electric motor 20 is driven by the control device 100 and the left The right brake lever L1 is driven at a speed and an operation amount corresponding to the brake lever L2. Conversely, when only the right brake lever L1 is operated, the second electric motor 30 is driven by the control device 100, and the left brake lever L2 is driven at a speed and an operation amount corresponding to the right brake lever L1. Is done.

  Thus, according to the vehicle brake device 1 of the present embodiment, the interlocking brake control can be realized with a simple configuration without using a large and complicated hydraulic unit. And since the 2nd electric motor 30 and the 1st electric motor 20 are utilized as the operation detection means which detects the operation information of the left brake lever L2 and the right brake lever L1, it is not necessary to provide a separate sensor. An increase in the number of parts can be suppressed.

  The vehicular brake device 1 moves the first electric motor 20 at a large speed when the back electromotive force of the second electric motor 30 is large, and when the back electromotive force of the first electric motor 20 is large, Since the second electric motor 30 is moved at a high speed, a braking operation according to the driver's intention can be realized.

  The positions of the brake levers L1 and L2 at which the brake lamp switches 71 and 72 are turned off vary depending on the vehicle type and individual vehicles. The vehicle brake device 1 is linked to the operation of the brake levers L1 and L2, respectively. By verifying that the back electromotive force of the electric motors 20 and 30 to be performed is less than the first threshold VMth, the initial positions of the brake levers L1 and L2 can be set more accurately. Even if the brake lamp switches 71 and 72 are normal and not provided with high accuracy, the initial positions of the brake levers L1 and L2 are determined by verifying whether the vehicle body speed V is equal to or higher than the second threshold value Vth. be able to.

  Further, the vehicle brake device 1 of the present embodiment sets the initial position of the brake levers L1 and L2 such that the state where the back electromotive forces VM1 and VM2 are less than the first threshold VMth continues for a predetermined time Tth or longer. Since it is a condition, the initial positions of the brake levers L1 and L2 can be set accurately.

  Further, the vehicle brake device 1 correctly permits the operation amounts B1 and B2 by permitting the interlocking brake control by the interlocking brake control unit 130 once the initial positions of the brake levers L1 and L2 are set. Acquired and suitable interlocking brake control can be realized.

  And the brake device 1 for vehicles can exhibit the effect especially highly by mounting in a bar handle vehicle like this embodiment. That is, in a bar handle vehicle, the increase in the weight of the vehicle affects the maneuverability. Therefore, the maneuverability can be improved by realizing the interlock brake control with a simple configuration using an electric motor.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and can be appropriately modified and implemented.
In the above-described embodiment, the control device satisfies at least one of the back electromotive force being less than the first threshold, the vehicle body speed being equal to or greater than the second threshold, and the brake switch being turned off. In this case, the initial position of the brake operator has been set, but the control device has the back electromotive force less than the first threshold, the vehicle body speed is greater than or equal to the second threshold, and the brake switch is turned off. In this case, the initial position of the brake operator may be set.

  In this case, for example, as shown in the flowchart of FIG. 8, it is determined whether the brake lamp switches 71, 72 in step S222 are OFF, or in step S221, the vehicle body speed V is determined to be equal to or higher than the second threshold value Vth ( After S221, Yes), when it is determined that the brake lamp switch 71 is off, the timer T1 may be counted up (S223). If it is determined in any of steps S220 to S222 that the condition is not satisfied, the timer T1 may be reset (S226).

  According to such a configuration, in addition to the back electromotive force being less than the first threshold, both that the vehicle body speed is greater than or equal to the second threshold and that the brake switch is turned off are satisfied. By verifying the above, it is possible to set the initial position of the brake operator more accurately.

  Moreover, in the said embodiment, although the 1st electric motor 20 was arrange | positioned on the right side and the 2nd electric motor 30 was arrange | positioned on the left side, this arrangement | positioning may be reversed right and left.

  In the above embodiment, each threshold value is common to the right brake system and the left brake system, but may be different between the right brake system and the left brake system.

  In the above-described embodiment, the initial positions of the brake levers L1 and L2 are set when the timers T1 and T2 exceed the predetermined time Tth in FIG. 7, but the timers T1 and T2 are counted. Alternatively, the initial positions of the brake levers L1, L2 may be set.

  In the embodiment, the brake lamp switches 71 and 72 are shown as an example of the brake switch. However, the brake switch may be a switch that is not linked to the brake lamp. In addition, the brake lamp switches L1 and L2 may be connected to the control device 100 so that the operation of the left and right brake levers can be detected individually.

  In the above embodiment, the hydraulic system is adopted as the brake force transmission system. However, the brake force may be transmitted by wire or pneumatic pressure, or a so-called by-wire system brake using an electrical signal may be used. .

DESCRIPTION OF SYMBOLS 1 Vehicle brake device 10 Bar handle 20 1st electric motor 21 1st rotor shaft 30 2nd electric motor 31 2nd rotor shaft 71 Brake lamp switch 72 Brake lamp switch 72A Stroke sensor 81 Front wheel speed sensor 82 Rear wheel speed sensor 91 1st DESCRIPTION OF SYMBOLS 1 Electromotive force sensor 92 2nd electromotive force sensor 100 Control apparatus 110 Vehicle body speed estimation part 120 Operation amount calculating part 130 Interlocking brake control part 131 Initial position determination part 132 Control amount determination part 140 Motor control part 190 Storage part L1 Brake lever L2 Brake lever

Claims (7)

A brake operator;
A brake switch for detecting that the brake operator is operated;
An electric motor having a rotor shaft mechanically coupled to the brake operator;
A controller for controlling the brake by driving the electric motor,
The control device includes:
Operation information acquisition means for acquiring operation information of the brake operator based on a back electromotive force of the electric motor;
Brake force control means for controlling the brake force based on the operation information acquired by the operation information acquisition means,
When the back electromotive force is less than the first threshold value and the vehicle body speed is at least the second threshold value and / or the brake switch is turned off, the initial value of the brake operator A vehicular brake device configured to set a position.   When the back electromotive force is less than a first threshold value, the vehicle body speed is greater than or equal to a second threshold value, and the brake switch is turned off, the control device sets the initial position of the brake operator. The vehicular brake device according to claim 1, wherein the vehicular brake device is configured to set the value.   2. The configuration according to claim 1, wherein the condition for setting the initial position of the brake operator is that the state in which the back electromotive force is less than the first threshold continues for a predetermined time or more. The vehicle brake device according to claim 2.   The control device permits the brake force control means to control the brake force on the condition that the initial position of the brake operator is set after the ignition switch of the vehicle is turned on. The vehicle brake device according to any one of claims 1 to 3. The control device includes:
Integrating the back electromotive force to obtain the operation amount of the brake operator,
The vehicle brake device according to any one of claims 1 to 4, wherein the operation amount is reset when an initial position of the brake operator is set.   The vehicle brake device according to any one of claims 1 to 5, wherein the brake force control means is configured to control the brake force by controlling the electric motor.   The vehicle brake device according to any one of claims 1 to 6, wherein the electric motor is attached to a bar handle in a bar handle vehicle.

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