JP7366142B2 - saddle type vehicle - Google Patents

Description

The present invention relates to braking technology for saddle-type vehicles.

As one of the braking techniques for vehicles, a technique has been proposed that changes the generation characteristics of braking force with respect to the amount of braking operation. Patent Document 1 describes a braking operation for a four-wheeled motor vehicle when traveling at extremely low speeds such as during traffic jams. More specifically, during traffic congestion, the ratio of braking force to the amount of braking operation (brake ratio) is increased. The driver can obtain a large braking force with a small amount of braking operation, and the burden on the driver during traffic congestion can be reduced.

JP2006-281870A

In a saddle type vehicle, pitching occurs during braking, which may cause the vehicle body to lean forward strongly. If the ratio of braking force is increased when driving in traffic jams as in Patent Document 1, pitching is likely to occur during braking, and the burden on the rider to balance the vehicle may increase.

An object of the present invention is to reduce the burden on the rider during braking in a low vehicle speed range.

According to the invention,
an operation means (106) for accepting a rider's braking operation;
Braking means (111) that applies a braking force to the wheels (FW) according to the amount of operation of the operation means (106);
changing means (5) capable of changing the ratio of the braking force to the operation amount;
A straddle-type vehicle (100) comprising:
The changing means (5) is
As the braking mode, a normal mode and a low vehicle speed mode having different ratios can be set,
In the low vehicle speed mode, the ratio is lower than in the normal mode (R2) in a first range (R2') from the rise of the braking force until reaching a predetermined braking force (P),
In the low vehicle speed mode, in a second range in which the braking force exceeds the first range (R2'), the ratio is the same as in the normal mode;
A straddle-type vehicle is provided.

According to the present invention, it is possible to reduce the burden on the rider during braking in a low vehicle speed range.

1 is a side view of a straddle-type vehicle according to an embodiment of the present invention. FIG. 2 is an explanatory diagram of a front wheel brake system of the straddle-type vehicle shown in FIG. 1; FIG. 3 is a block diagram of a control circuit of the brake system of FIG. 2; FIG. 3 is a diagram showing the operation amount-braking force characteristics of each braking mode. 4 is a flowchart showing an example of processing executed by the control circuit of FIG. 3. FIG. 4 is a flowchart showing an example of processing executed by the control circuit of FIG. 3. FIG. FIG. 3 is an explanatory diagram of the operation of the brake system shown in FIG. 2; FIG. 3 is an explanatory diagram of the operation of the brake system shown in FIG. 2; FIG. 3 is an explanatory diagram of the operation of the brake system shown in FIG. 2;

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the claimed invention, and not all combinations of features described in the embodiments are essential to the invention. Two or more features among the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configurations are given the same reference numerals, and duplicate explanations will be omitted.

<Overview of straddle-type vehicle>
FIG. 1 is a side view of a straddle-type vehicle (hereinafter simply referred to as a vehicle) 100 according to an embodiment of the present invention. Vehicle 100 is a motorcycle having one front wheel FW and one rear wheel RW.

The vehicle 100 includes a body frame 101 that forms its skeleton. A front wheel steering section 102 is supported at the front end of the vehicle body frame 101, and a swing arm 115 is swingably supported at the rear end. The front wheel steering unit 102 includes a pair of left and right front forks 103 that support the front wheels FW, and a steering handle 104 attached to the upper part of the pair of front forks 103. A right grip 105 of the steering handle 104 is an accelerator grip that allows the rider to instruct acceleration of the vehicle 100. Adjacent to the right grip 105, a brake lever 106 is rotatably provided to receive a rider's braking operation for the front wheel FW.

The front end of the swing arm 115 is swingably supported by the vehicle body frame 101, and the rear end supports the rear wheel RW. An internal combustion engine 107 and a transmission 108 are supported on the body frame 101 in an area between the front wheels FW and the rear wheels RW. In this embodiment, the internal combustion engine 107 is an in-line four-cylinder four-cycle engine. The output of the internal combustion engine 107 is transmitted to the rear wheel RW via the transmission 108 and a chain transmission mechanism (not shown). Note that in this embodiment, a vehicle that uses the internal combustion engine 107 as a driving source is illustrated, but a vehicle that uses an electric motor as a driving source may be used. A fuel tank 109 is arranged above the internal combustion engine 107, and a seat 110 on which a rider sits is arranged behind the fuel tank 109.

The braking device 111 is a device that applies braking force to the front wheels FW, and in this embodiment, is a disc brake. The braking device 111 includes a brake rotor 112 that rotates coaxially with the front wheel FW and a front fork 103, and a brake caliper 113 that sandwiches the brake rotor 112 with brake pads (not shown) and resists the rotation with frictional force. The clamping force of the brake caliper 113 is generated according to the amount of operation on the brake lever 106. That is, the braking force on the front wheel FW is generated according to the amount of operation on the brake lever 106. The vehicle also supports a vehicle speed sensor 114 that detects the amount of rotation of the front wheel FW.

The braking device 116 is a device that applies braking force to the rear wheel RW, and in this embodiment, is a disc brake. The braking device 116 includes a brake rotor 117 that rotates coaxially and integrally with the rear wheel RW, and a brake caliper 118 that is supported by the swing arm 115 and resists rotation of the brake rotor 117 with the brake rotor 117 in between. The clamping force of the brake caliper 118 is generated according to the amount of operation on the brake pedal 119. That is, the braking force on the rear wheel RW is generated according to the amount of operation on the brake pedal 119.

<Brake system>
FIG. 2 is an explanatory diagram of the front wheel FW brake system. This brake system includes a hydraulic circuit 1 that supplies a brake caliper 113 of a braking device 111 with hydraulic pressure of hydraulic fluid (brake fluid) generated in accordance with the amount of operation of a brake lever 106 . The brake caliper 113 clamps the brake rotor 113 between brake pads (not shown) using the supplied hydraulic pressure, and generates a braking force for the front wheel FW.

The hydraulic circuit 1 includes a master cylinder 2 . The master cylinder 2 supplies the hydraulic fluid stored in the reservoir 3 to the passage 1a according to the amount of operation of the brake lever 106, and converts the amount of operation of the brake lever 106 into hydraulic pressure of the hydraulic fluid. The operation amount of the brake lever 106 is detected by an operation amount sensor 4 such as a potentiometer.

By transmitting the hydraulic pressure generated by the master cylinder 2 to the brake caliper 113, a braking force proportional to the operation amount of the brake lever 106 is obtained, but in this embodiment, the ratio of the braking force to the operation amount is A changing unit 5 is provided that can change. The change unit 5 includes a hydraulic pressure modulator 6 provided in the hydraulic pressure circuit 1 and a control circuit (ECU) 7 that controls the hydraulic pressure modulator 6.

Hydraulic pressure modulator 6 includes electromagnetic valves 10 to 13 whose driving is controlled by control circuit 7 and a motor 15. The solenoid valves 10 and 12 are normally open type electromagnetic on-off valves, and the solenoid valves 11 and 13 are normally closed type electromagnetic on-off valves. The hydraulic fluid passage 1a branches into a passage 1b and a passage 1c at a branch point b1. The passage 1b is connected to the brake caliper 113, and the passage 1a and the passage 1b form a main passage for hydraulic fluid from the master cylinder 2 to the brake caliper 113.

The solenoid valve 10 and the solenoid valve 12 are provided in the passage 1b and open and close the passage 1b. The solenoid valve 11 is provided in the passage 1c and opens and closes the passage 1c. The passage 1c branches into a passage 1d and a passage 1e at a branch point b2. The passage 1d connects the branch point b2 and a portion of the passage 1b between the solenoid valves 10 and 12. A pump 14 driven by a motor 15 is provided in the passage 1d. The discharge port of the pump 14 is located on the side of the passage 1b, and the suction port is located on the side of the branch point b2. When the motor 15 is driven, the pump 14 pumps the hydraulic fluid in the direction of the branch point b2 → passage 1d → passage 1b.

The solenoid valve 13 is provided in the passage 1e and opens and closes the passage 1e. A check valve 16 and a reservoir 17 capable of storing hydraulic fluid are provided in the passage 1e between the electromagnetic valve 13 and the branch point b2. In the case of this embodiment, the reservoir 17 is an accumulator, and the check valve 16 allows the flow of hydraulic fluid from the reservoir 17 toward the pump 14, while regulating the flow of hydraulic fluid in the opposite direction. The passage 1c is provided with a hydraulic pressure sensor that detects the hydraulic pressure of the hydraulic fluid in the passage 1c. Further, the passage 1b is provided with a hydraulic pressure sensor that detects the hydraulic pressure of the hydraulic fluid in the passage 1b between the solenoid valve 12 and the brake caliper 113.

<Control circuit>
FIG. 3 is a block diagram of the control circuit 7. The control circuit 7 includes a processing section 71, a storage section 72 such as a RAM or ROM, and an interface section 73 that relays signal transmission and reception between an external device and the processing section 71. The processing unit 71 is a processor represented by a CPU, and executes a program stored in the storage unit 72 to control the hydraulic pressure modulator 6. The storage unit 72 stores programs executed by the processing unit 71 as well as various data. The detection results of the operation amount sensor 4, the instruction switch 10, the vehicle speed sensor 114, and the hydraulic pressure sensors 8 and 9 are input to the interface section 73 via a signal processing circuit (not shown), and the processing section 71 receives the input detection results. Based on this, the motor 15 and the electromagnetic valves 10 to 13 are controlled via a drive circuit (not shown). The instruction switch 10 is a switch that allows the rider to instruct the setting of a low vehicle speed mode, which will be described later. The instruction switch 10 is provided, for example, on the steering handle 104.

<Braking mode>
The control circuit 7 can selectively set the braking mode of the braking device 111 between a normal mode and a low vehicle speed mode. The normal mode and the low vehicle speed mode differ in the ratio of the braking force of the braking device 111 (hydraulic pressure supplied to the brake caliper 113) to the operating amount of the brake lever 106 (hereinafter, this ratio is also referred to as braking characteristics). The low vehicle speed mode is a mode that has braking characteristics suitable for traveling at low vehicle speeds, such as when the vehicle 100 travels on a road with traffic congestion, and can also be referred to as a traffic jam mode.

FIG. 4 is a diagram showing the characteristics of the normal mode and low vehicle speed mode, where the horizontal axis is the rider's operation amount on the brake lever 106, and the vertical axis is the braking force of the braking device 111 (hydraulic pressure supplied to the brake caliper 113). It is. The braking characteristic C1 in the normal mode is illustrated by a broken line, and the braking characteristic C2 in the low vehicle speed mode is illustrated by a solid line.

In the braking characteristic C1, a region where the amount of operation is from 0 to ST1 is an invalid operation region R1. The invalid operation region indicates the range of the operation amount from the rider's start of operation on the brake lever 106 (initial position) to the operation amount at which the braking force of the braking device 111 increases. In other words, the invalid operation area is a play area in which the braking force of the braking device 111 does not substantially increase with respect to the amount of operation by the rider on the brake lever 106, and the area in which the braking force of the braking device 111 does not substantially increase is the area in which the brake This occurs due to the rollback of the caliper 113. In the braking characteristic C1, after the manipulated variable reaches ST1, the hydraulic pressure supplied to the brake caliper 113 increases in proportion to the manipulated variable, and the relationship between the two is linearly proportional.

In the braking characteristic C2, a region where the amount of operation is from 0 to ST1' (<ST1) is an invalid operation region R1'. The invalid operation amount is short compared to the operation invalid region R1 of the braking characteristic C1. The manipulated variable ST1' can be, for example, a manipulated variable within a range of 30% to 60%, particularly 40% to 50% of the manipulated variable ST1. Since the amount of invalid operation is shorter in the low vehicle speed mode than in the normal mode, the braking force increases earlier in response to the rider's braking operation. Therefore, in the low vehicle speed mode, the driving burden on the rider can be reduced while the rider is traveling on a congested road where the distance between the vehicle and the vehicle in front tends to fluctuate. As will be described later, the amount of invalid operation can be shortened by prepressurizing the hydraulic circuit 1 with the pump 14 and increasing the initial hydraulic pressure when there is no operation amount on the brake lever 106.

The braking characteristic C2 is such that after the manipulated variable reaches ST1', the hydraulic pressure supplied to the brake caliper 113 increases in proportion to the manipulated variable, and although the relationship between the two is proportional, the manipulated variable ST2 (braking force P ) is the inflection point, and the braking characteristics change. In the braking characteristic C2, the operation amount from the rise of the braking force (operation amount ST1') until reaching the braking force P (operation amount ST2) is an operation amount in the range R2'. On the other hand, in the braking characteristic C1, the operation amount from the rise of the braking force (operation amount ST1) until reaching the braking force P (operation amount ST2) is the operation amount in the range R2. Since there is a relationship of range R2<range R2', when comparing range R2 and range R2', the ratio of the braking force to the operation amount of the brake lever 106 is lower in the low vehicle speed mode than in the normal mode. Therefore, in the low vehicle speed mode, the braking force is generated more slowly in response to the rider's braking operation on the brake lever 106 than in the normal mode, and braking controllability can be improved.

Generally, in a straddle-type vehicle, when a strong braking force is applied to the front wheels, pitching may occur and the vehicle body may tilt strongly forward. While driving on a congested road where the distance between the vehicle and the vehicle in front tends to fluctuate, if the rider reflexively squeezes the brake lever 106 strongly when the distance between the two vehicles is short, the vehicle body tilts forward strongly and the balance of the vehicle is disturbed. This may increase the burden on the rider. In this embodiment, in the low vehicle speed mode, the braking force is generated gently in response to the rider's braking operation, so that it is possible to prevent the vehicle body from leaning forward strongly. Therefore, the burden on the rider during braking can be reduced in a low vehicle speed range.

Next, the braking characteristic C2 is the same as the braking characteristic C1 in the region after the operation amount reaches ST2. In situations where high braking force is required, by making the ratio of braking force to the amount of operation of the brake lever 106 the same in low vehicle speed mode and normal mode, the necessary braking force can be exerted without discomfort for the rider. Can be done.

The manipulated variable ST2 and the corresponding braking force P can be generally the manipulated variable and braking force that are frequently used by the rider during city driving. When looking at the manipulated variable as a reference, the manipulated variable ST2 can be, for example, a manipulated variable within a range of 40% to 70%, particularly 50% to 60% of the maximum manipulated variable. The hydraulic pressure control in the region R2' can be realized by releasing the hydraulic pressure to the storage section 17, as will be described later.

<Control example>
An example of control executed by the processing unit 71 of the control circuit 7 will be described. FIG. 5 is a flowchart showing an example of a mode setting process for the braking mode of the braking device 111, which is executed periodically. In S1, it is determined whether the current braking mode setting is the normal mode. The setting contents are managed by being stored in a predetermined storage area of the storage unit 72. If it is determined that the vehicle is in the normal mode, the process proceeds to S2, and if it is determined that the vehicle is in the low speed mode, the process proceeds to S5.

In S2, the detection result of the instruction switch 10 is acquired, and it is determined whether the rider has instructed the setting of the low vehicle speed mode. If there is an instruction, the process advances to S3; if there is no instruction, the process ends. In S3, the detection result of the vehicle speed sensor 114 is acquired and it is determined whether the vehicle speed of the vehicle 100 exceeds a threshold value. The threshold value is, for example, a speed in the range 10 km/h to 30 km/h, in particular 15 km/h to 25 km/h. If the vehicle speed does not exceed the threshold value, the process advances to S4 and a low vehicle speed mode is set. If the vehicle speed exceeds the threshold, the process ends without setting the low vehicle speed mode.

In this manner, in this embodiment, the low vehicle speed mode is set only when the rider instructs the setting of the low vehicle speed mode, so the rider can select the braking characteristics of his/her preference. Note that it is also possible to adopt a process of automatically setting the low vehicle speed mode, for example, when the vehicle speed does not exceed the threshold value (S3) without requiring an instruction from the rider.

In S5, the detection result of the vehicle speed sensor 114 is acquired, and it is determined whether the vehicle speed of the vehicle 100 exceeds a threshold value. The threshold value is the same as the threshold value of S3. If the vehicle speed does not exceed the threshold, the process is terminated and the low vehicle speed mode setting is maintained. If the vehicle speed exceeds the threshold value, the process advances to S6 and the normal mode is set.

In this way, in this embodiment, when the vehicle speed exceeds a threshold while the low vehicle speed mode is being set, the normal mode is automatically set without requiring any instructions from the rider, thereby increasing the rider's convenience in setting the braking mode. can be improved. Note that it is also possible to adopt a process of setting the normal mode when a rider change instruction is received while the low vehicle speed mode is being set, regardless of the vehicle speed.

Next, an example of controlling the hydraulic pressure modulator 6 in each braking mode will be described. First, the normal mode will be explained. In the normal mode, solenoid valves 10 and 12 are opened, and solenoid valves 11 and 13 are closed. The pump 14 is not driven by the motor 15. FIG. 7 illustrates a hydraulic pressure transmission path in the normal mode. Hydraulic pressure generated in the master cylinder 2 by operating the brake lever 106 is transmitted to the braking device 111 (brake caliper 113) via passages 1a and 1b forming a main passage. As a result, the braking characteristic C1 shown in FIG. 4 is realized. In other words, the braking characteristic C1 is a characteristic realized by the specifications of the master cylinder 2, the passages 1a and 1b, and the brake caliper 113.

Next, the low vehicle speed mode will be explained. FIG. 6 is a flowchart showing an example of the hydraulic pressure control process executed when the low vehicle speed mode is set, and is executed periodically. In S11, the detection result of the operation amount sensor 4 is acquired, and it is determined whether the operation amount of the brake lever 106 is equal to or less than ST2 (FIG. 4). If the manipulated variable is less than or equal to ST2, the process advances to S12, and if the manipulated variable exceeds ST2, the process advances to S15.

In S12, pressurization processing is performed to increase the initial hydraulic pressure of the hydraulic pressure circuit 1 and shorten the invalid operation amount. In this pressurization process, solenoid valves 10 and 13 are closed, and solenoid valves 11 and 12 are opened. The pump 14 is then driven by the motor 15. The amount of drive of the motor 15 may be controlled based on the detection result of at least one of the hydraulic pressure sensors 8 and 9. FIG. 8A illustrates a transmission path of hydraulic pressure by pressurization treatment. By driving the pump 14, the hydraulic pressure in the passage 1b is increased, and the ineffective operation region R1' shown by the braking characteristic C2 in FIG. 4 is realized.

Returning to FIG. 6, in S13, the detection result of the operation amount sensor 4 is acquired, and it is determined whether the operation amount of the brake lever 106 exceeds ST1' (FIG. 4). If the manipulated variable exceeds ST1', the process advances to S14; otherwise, the process advances to S16. In S14, pressure reduction control is performed. In the pressure reduction control, the solenoid valve 13 is opened from the state of S12. This allows movement of the hydraulic fluid to the reservoir 17. The electromagnetic valve 13 may be opened or closed based on the detection result of the hydraulic pressure sensor 9. FIG. 8B illustrates a hydraulic pressure transmission path resulting from the process of S14. By allowing the hydraulic pressure to escape to the reservoir 17 via the electromagnetic valve 13 as shown in FIG. 8B in the state where the initial hydraulic pressure in FIG. 8A is increased, the region R2' of the braking characteristic C2 in FIG. is realized.

That is, if the operation amount of the brake lever 106 exceeds ST1' in a state where the initial hydraulic pressure in FIG. 8A is increased, the braking force will rise with the same slope as the braking characteristic C1 in FIG. 4. However, by releasing the hydraulic pressure to the reservoir 17 as shown in FIG. 8B, the braking force can be increased at a ratio smaller than the braking characteristic C1.

Referring to FIG. 6, in S15, the pressurization process in S12 is ended. That is, as in the normal mode, solenoid valves 10 and 12 are opened, solenoid valves 11 and 13 are closed, and driving of pump 14 by motor 15 is stopped. As a result, it is possible to achieve the same braking characteristic as the braking characteristic C1 in the region where the operation amount of the brake lever 106 exceeds ST2 in the braking characteristic C2 in FIG. When the manipulated variable exceeds ST2, the same braking characteristics can be obtained.

In S16, the pressure reduction control in S14 is stopped. That is, the solenoid valve 13 is closed. The inside of the hydraulic pressure circuit 1 is maintained at the initial hydraulic pressure state by the pressurization process in S12. The process ends with the above steps.

<ABS function>
The hydraulic pressure modulator 6 can also function as an ABS (anti-lock braking system) modulator that operates the braking device 111 to prevent the front wheels FW from locking. In other words, the same modulator can be used to realize the above braking mode and ABS, and it is possible to suppress an increase in the cost of the vehicle 100.

An example of control of the control circuit 7 in the ABS function will be explained. Whether or not the front wheels FW are likely to lock can be determined from the detection results of the vehicle speed sensor 114. When the front wheel FW is likely to lock, solenoid valves 10 and 11 are closed, and solenoid valves 12 and 13 are opened. The pump 14 is driven by the motor 15 . The hydraulic pressure in the passage 1b can be lowered by escaping to the reservoir 17 via the electromagnetic valve 13. Thereby, the braking force of the braking device 111 is reduced, and locking of the front wheels FW can be prevented.

When the hydraulic pressure in the passage 1b falls to a specified pressure according to the detection result of the hydraulic pressure sensor 9, the solenoid valves 10, 11, and 13 are closed, and the solenoid valve 12 is opened. The hydraulic pressure in the passage 1b is maintained at a specified pressure. After a predetermined period of time has elapsed, solenoid valves 10 and 13 are closed, and solenoid valves 11 and 12 are opened. The hydraulic pressure in the passage 1b is increased again. Thereafter, by repeating the same process, it is possible to obtain braking force while preventing the front wheels FW from locking.

<Other embodiments>
In the above embodiment, an example of a configuration in which the hydraulic pressure of the master cylinder 2 acts on the brake caliper 113 of the braking device 111 is illustrated, but a brake-by-wire system in which the hydraulic pressure of the master cylinder 2 does not act on the brake caliper 113 of the braking device 111 is also applicable. The present invention is also applicable. In this case, for example, the actuator that supplies hydraulic pressure to the brake caliper of the braking device may be controlled according to the braking characteristics shown in FIG.

<Summary of embodiments>
The above embodiments disclose at least the following straddle-type vehicle.

1. The straddle-type vehicle of the above embodiment is
an operation means (106) for accepting a rider's braking operation;
Braking means (111) that applies a braking force to the wheels (FW) according to the amount of operation of the operation means (106);
changing means (5) capable of changing the ratio of the braking force to the operation amount;
A straddle-type vehicle (100) comprising:
The changing means (5) is
As the braking mode, a normal mode and a low vehicle speed mode having different ratios can be set,
In the low vehicle speed mode, the ratio is lower than in the normal mode (R2) in the first range (R2') from the rise of the braking force until it reaches a predetermined braking force (P).

According to this embodiment, when the low vehicle speed mode is set, the braking force is generated more slowly than in the normal mode, and it is possible to prevent the vehicle body from leaning forward strongly. This makes it possible to reduce the burden on the rider during braking in a low vehicle speed range.

2. In the above embodiment,
In the low vehicle speed mode, the ratio is the same as in the normal mode in a second range in which the braking force exceeds the first range (R2').

According to this embodiment, in a situation where a high braking force is required, the ratio of the braking force to the amount of braking operation is the same in the low vehicle speed mode and the normal mode, so that the braking force necessary for the rider is can be demonstrated without any discomfort.

3. In the above embodiment,
In the low vehicle speed mode, the invalid operation amount (R1') from the start of the operation on the operation means (106) to the operation amount at which the braking force of the braking means increases is shorter than in the normal mode (R1).

According to this embodiment, in the low vehicle speed mode, the braking force increases earlier in response to the rider's braking operation than in the normal mode. Therefore, in the low vehicle speed mode, the driving burden on the rider can be reduced while the rider is traveling on a congested road where the distance between the vehicle and the vehicle in front tends to fluctuate.

4. The straddle-type vehicle of the above embodiment is
comprising instruction means (10) by which the rider can instruct setting of the low vehicle speed mode;
The changing means (5) sets the low vehicle speed mode on the condition that there is an instruction to the instruction means (S2, S4).

According to this embodiment, the rider can select his/her favorite braking characteristics.

5. In the above embodiment,
comprising a detection means (114) for detecting the vehicle speed of the straddle-type vehicle;
The changing means (5) is
When the vehicle speed detected by the detection means exceeds the threshold value, the normal mode is set (S5, S6).

According to this embodiment, when the vehicle speed exceeds the threshold value, the normal mode is automatically set without requiring an instruction from the rider, so it is possible to improve the rider's convenience in setting the braking mode.

6. The straddle-type vehicle of the above embodiment is
comprising a hydraulic pressure circuit (1) that generates a hydraulic pressure according to the amount of operation on the operating means (106),
The braking means (111) is operated by the hydraulic pressure,
The changing means (5) is
a hydraulic pressure modulator (6) provided in the hydraulic pressure circuit (1);
A control means (7) for controlling the hydraulic pressure modulator (6) according to the set braking mode is provided.

According to this embodiment, the normal mode and the low vehicle speed mode can be set in a system using hydraulic pressure.

7. In the above embodiment,
In the low vehicle speed mode, the hydraulic pressure modulator (6) increases the hydraulic pressure in the hydraulic circuit (1) in a state where there is no operation amount for the operating means (106) than in the normal mode. (S12), the invalid operation amount is shorter than the normal mode.

According to this embodiment, the invalid operation amount can be shortened by controlling the initial hydraulic pressure of the hydraulic pressure circuit.

8. In the above embodiment,
The hydraulic pressure modulator (6) is
a storage section (17) capable of storing hydraulic fluid;
a control valve (13) that controls movement of the hydraulic fluid to the storage section (17);
In the low vehicle speed mode, the control valve (13) allows movement of the hydraulic fluid to the reservoir (17) in the first range (R2'), so that the ratio is lower than in the normal mode. be destroyed.

According to this embodiment, the braking characteristics can be changed by releasing hydraulic pressure to the reservoir.

9. In the above embodiment,
The hydraulic pressure modulator (6) also functions as an ABS modulator that operates the braking means (111) to prevent the wheels (FW) from locking.

In this embodiment, the hydraulic pressure modulator can also be used as the ABS modulator, thereby preventing an increase in vehicle costs.

Although the embodiments of the invention have been described above, the invention is not limited to the above embodiments, and various modifications and changes can be made within the scope of the gist of the invention.

This application claims priority based on Japanese Patent Application No. 2019-171831 filed on September 20, 2019, and the entire content thereof is incorporated herein by reference.

Claims (8)

an operation means (106) for accepting a rider's braking operation;
Braking means (111) that applies a braking force to the wheels (FW) according to the amount of operation of the operation means (106);
changing means (5) capable of changing the ratio of the braking force to the operation amount;
A straddle-type vehicle (100) comprising:
The changing means (5) is
As the braking mode, a normal mode and a low vehicle speed mode having different ratios can be set,
In the low vehicle speed mode, the ratio is lower than in the normal mode (R2) in a first range (R2') from the rise of the braking force until reaching a predetermined braking force (P),
In the low vehicle speed mode, in a second range in which the braking force exceeds the first range (R2'), the ratio is the same as in the normal mode;
A straddle-type vehicle characterized by: an operation means (106) for accepting a rider's braking operation;
Braking means (111) that applies a braking force to the wheels (FW) according to the amount of operation of the operation means (106);
changing means (5) capable of changing the ratio of the braking force to the operation amount;
A straddle-type vehicle (100) comprising:
The changing means (5) is
As the braking mode, a normal mode and a low vehicle speed mode having different ratios can be set,
In the low vehicle speed mode, the ratio is lower than in the normal mode (R2) in a first range (R2') from the rise of the braking force until reaching a predetermined braking force (P),
In the low vehicle speed mode, the invalid operation amount (R1') from the start of the operation on the operation means (106) to the operation amount at which the braking force of the braking means increases is shorter than in the normal mode (R1).
A straddle-type vehicle characterized by: an operation means (106) for accepting a rider's braking operation;
Braking means (111) that applies a braking force to the wheels (FW) according to the amount of operation of the operation means (106);
changing means (5) capable of changing the ratio of the braking force to the operation amount;
A straddle-type vehicle (100) comprising:
The changing means (5) is
As the braking mode, a normal mode and a low vehicle speed mode having different ratios can be set,
In the low vehicle speed mode, the ratio is lower than in the normal mode (R2) in a first range (R2') from the rise of the braking force until reaching a predetermined braking force (P),
comprising instruction means (10) by which the rider can instruct setting of the low vehicle speed mode;
The changing means (5) sets the low vehicle speed mode on the condition that there is an instruction to the instruction means (S2, S4);
A straddle-type vehicle characterized by: A straddle-type vehicle (100) according to any one of claims 1 to 3 ,
comprising a detection means (114) for detecting the vehicle speed of the straddle-type vehicle;
The changing means (5) is
If the vehicle speed detected by the detection means exceeds a threshold, the normal mode is set (S5, S6);
A straddle-type vehicle characterized by: A straddle-type vehicle (100) according to any one of claims 1 to 4 ,
comprising a hydraulic pressure circuit (1) that generates a hydraulic pressure according to the amount of operation on the operating means (106),
The braking means (111) is operated by the hydraulic pressure,
The changing means (5) is
a hydraulic pressure modulator (6) provided in the hydraulic pressure circuit (1);
control means (7) for controlling the hydraulic pressure modulator (6) according to the set braking mode;
A straddle-type vehicle characterized by: A straddle-type vehicle (100) according to claim 5 , which refers to claim 2 ,
In the low vehicle speed mode, the hydraulic pressure modulator (6) increases the hydraulic pressure in the hydraulic circuit (1) in a state where there is no operation amount for the operating means (106) than in the normal mode. (S12), the invalid operation amount is shorter than the normal mode;
A straddle-type vehicle characterized by: The saddle type vehicle (100) according to claim 5 ,
The hydraulic pressure modulator (6) is
a storage section (17) capable of storing hydraulic fluid;
a control valve (13) that controls movement of the hydraulic fluid to the storage section (17);
In the low vehicle speed mode, the control valve (13) allows movement of the hydraulic fluid to the reservoir (17) in the first range (R2'), so that the ratio is lower than in the normal mode. be destroyed,
A straddle-type vehicle characterized by: The saddle type vehicle (100) according to claim 5 ,
The hydraulic pressure modulator (6) also functions as an ABS modulator that operates the braking means (111) to prevent the wheels (FW) from locking.
A straddle-type vehicle characterized by:

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