hydraulic control unit

Abstract

The hydraulic control unit of the present application is capable of properly detecting an abnormality in the hydraulic control unit. In the hydraulic control unit (5) according to the present application, the control device (52) includes a diagnosis section that executes a diagnosis mode that is a mode of diagnosing the presence or absence of an abnormality in the hydraulic control mechanism (51) based on a current variation of the motor (35) in a state where the pump (34) is driven by the motor (35).

Description

Technical Field

[0001] This disclosure relates to a hydraulic control unit capable of properly detecting abnormalities in a hydraulic control unit. Background Technology

[0002] Conventionally, vehicles such as motorcycles have been equipped with hydraulic control units for controlling the braking force on the wheels. Such hydraulic control units have a structure including a hydraulic control mechanism comprising: a filling valve disposed in a main flow path connecting the master cylinder and the wheel cylinder; a release valve disposed in a secondary flow path that discharges the actuating fluid from the wheel cylinder into the main flow path; a pump disposed downstream of the release valve in the secondary flow path; and a motor that drives the pump (for example, see Patent Document 1).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-8674 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in hydraulic control units, there are situations where the hydraulic control mechanism fails to function as intended due to various major reasons, such as the introduction of foreign objects. Therefore, to improve safety, it is desirable to propose a structure that can appropriately detect abnormalities in the hydraulic control unit.

[0008] The present invention was made in light of the aforementioned issues, and provides a hydraulic control unit capable of appropriately detecting abnormalities in a hydraulic control unit.

[0009] Methods used to solve problems

[0010] The hydraulic control unit involved in this invention is a hydraulic control unit used in the braking system of a vehicle, comprising: a hydraulic control mechanism including a fill valve, a release valve, a pump, and a motor, wherein the fill valve is disposed in a main flow path connecting the master cylinder and the wheel cylinders, the release valve is disposed in a secondary flow path that discharges the actuating fluid of the aforementioned wheel cylinders into the middle of the aforementioned main flow path, the pump is disposed downstream of the aforementioned release valve in the aforementioned secondary flow path, and the motor drives the aforementioned pump; and a control device for controlling the operation of the aforementioned hydraulic control mechanism; the aforementioned control device includes a diagnostic unit that executes a diagnostic mode, the diagnostic mode being a mode for diagnosing the presence or absence of abnormalities in the aforementioned hydraulic control mechanism based on the current variation of the aforementioned motor when the aforementioned pump is driven by the aforementioned motor.

[0011] Invention Effects

[0012] In the hydraulic control unit according to the present invention, the control device includes a diagnostic unit that executes a diagnostic mode. This diagnostic mode diagnoses the presence or absence of abnormalities in the hydraulic control mechanism based on the current variation of the motor when the pump is driven by the motor. Therefore, the presence or absence of abnormalities in the hydraulic control mechanism can be appropriately diagnosed according to the load acting on the motor. Thus, abnormalities in the hydraulic control unit can be appropriately detected. Attached Figure Description

[0013] Figure 1 This is a schematic diagram showing the general structure of the vehicle according to the first embodiment of the present invention.

[0014] Figure 2 This is a schematic diagram showing the general structure of the braking system according to the first embodiment of the present invention.

[0015] Figure 3 This is a block diagram illustrating an example of the functional structure of the control device according to the first embodiment of the present invention.

[0016] Figure 4 This is a partial cross-sectional view showing the structure around the output shaft of the motor according to the first embodiment of the present invention.

[0017] Figure 5 This is a schematic diagram showing the relationship between the load acting on the motor according to the first embodiment of the present invention and the rotational position of the motor.

[0018] Figure 6 This is a schematic diagram showing the state of the braking system in the diagnostic mode according to the first embodiment of the present invention.

[0019] Figure 7 This is a schematic diagram showing the general structure of the braking system according to the second embodiment of the present invention.

[0020] Figure 8 This is a schematic diagram showing the state of the braking system in the diagnostic mode according to the second embodiment of the present invention.

[0021] Figure 9 This refers to the braking system in the diagnostic mode according to the second embodiment of the present invention. Figure 8 A diagram illustrating the different states. Detailed Implementation

[0022] The hydraulic control unit involved in this invention will now be described using the accompanying drawings.

[0023] Additionally, the following applies to two-wheeled motorcycles (see reference). Figure 1The invention describes a hydraulic control unit used in the braking system of vehicle 100, but the hydraulic control unit described herein can also be used in the braking systems of vehicles other than two-wheeled motorcycles (e.g., all-terrain vehicles, three-wheeled motorcycles, bicycles, and other riding vehicles, or four-wheeled automobiles). Furthermore, riding vehicles refer to vehicles that are straddled by a rider, including scooters, etc.

[0024] In addition, the following explains the case where there is one front wheel braking mechanism and one rear wheel braking mechanism (refer to...). Figure 2 The front wheel braking mechanism 12 and the rear wheel braking mechanism 14 are provided, but at least one of the front wheel braking mechanism and the rear wheel braking mechanism may be multiple, or one of the front wheel braking mechanism and the rear wheel braking mechanism may not be provided.

[0025] Furthermore, the structure and operation described below are examples, and the hydraulic control unit involved in this invention is not limited to such a structure and operation.

[0026] Furthermore, similar or identical descriptions will be appropriately simplified or omitted below. Additionally, in the figures, similar or identical parts or portions will be omitted or given the same reference numerals. Furthermore, detailed construction details will be appropriately simplified or omitted in the illustrations.

[0027] <First Implementation>

[0028] [structure]

[0029] Reference Figures 1-4 The structure of the vehicle 100 according to the first embodiment of the present invention will be described.

[0030] Figure 1 This is a schematic diagram showing the general structure of the vehicle 100 according to the first embodiment of the present invention. Figure 2 This is a schematic diagram showing the general structure of the braking system 10 according to the first embodiment of the present invention.

[0031] Vehicle 100 is a two-wheeled motorcycle, an example of the vehicle involved in this invention. Vehicle 100 as... Figure 1As shown, the vehicle 100 includes a frame 1, handlebars 2 that are freely held by the frame 1 for turning, a front wheel 3 that is freely held by the frame 1 for turning along with the handlebars 2, a rear wheel 4 that is freely held by the frame 1 for turning, a hydraulic control unit 5, and a notification device 6. The hydraulic control unit 5 is used in the braking system 10 of the vehicle 100. The notification device 6 notifies the rider. The notification device 6 has a sound output function and a display function. The sound output function is the function of outputting sound, for example, implemented by a speaker. The display function is the function of visually displaying information, for example, implemented by an LCD display or lights. In addition, the vehicle 100 has a drive source such as an engine or motor, and uses the power output from the drive source to move.

[0032] Braking system 10 Figure 1 and Figure 2 As shown, the system includes a first brake operating unit 11, a front wheel brake mechanism 12 that is linked to the first brake operating unit 11 to brake the front wheels 3, a second brake operating unit 13, and a rear wheel brake mechanism 14 that is linked to the second brake operating unit 13 to brake the rear wheels 4. Furthermore, the braking system 10 includes a hydraulic control unit 5, a portion of the front wheel brake mechanism 12 and a portion of the rear wheel brake mechanism 14 are included in the hydraulic control unit 5. The hydraulic control unit 5 is a unit that controls the braking force applied to the front wheels 3 by the front wheel brake mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel brake mechanism 14.

[0033] The first brake operating part 11 is provided on the handlebars 2 and is operated by the rider's hand. The first brake operating part 11 is, for example, a brake lever. The second brake operating part 13 is provided on the lower part of the frame 1 and is operated by the rider's foot. The second brake operating part 13 is, for example, a brake pedal. However, as with the brake operating parts of scooters, both the first brake operating part 11 and the second brake operating part 13 may be brake levers operated by the rider's hand.

[0034] Each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 includes a master cylinder 21 with a built-in piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 held by the vehicle body 1 and having brake pads (not shown), a wheel cylinder 24 disposed in the brake caliper 23, a main flow path 25 connecting the master cylinder 21 and the wheel cylinder 24 and allowing brake fluid from the master cylinder 21 to flow into the wheel cylinder 24, and a secondary flow path 26 draining brake fluid from the wheel cylinder 24 into the middle section 25a of the main flow path 25. The brake fluid is an example of the operating fluid involved in this invention.

[0035] A filling valve (EV) 31 is provided in the main flow path 25. A secondary flow path 26 bypasses the wheel cylinder 24 side and the master cylinder 21 side in the main flow path 25 relative to the filling valve 31. In the secondary flow path 26, a release valve (AV) 32, an accumulator 33, and a pump 34 are sequentially arranged from the upstream side. Thus, the pump 34 is located downstream of the release valve 32 in the secondary flow path 26. The filling valve 31 is, for example, a solenoid valve that opens when not energized and closes when energized. The release valve 32 is, for example, a solenoid valve that closes when not energized and opens when energized.

[0036] Furthermore, the hydraulic control unit 5 is equipped with a motor 35 that drives the pump 34 and a current sensor 41 that detects the current flowing through the motor 35. Additionally, the current sensor 41 can also detect other physical quantities that can be substantially converted into the current flowing through the motor 35.

[0037] The hydraulic control unit 5 includes a hydraulic control mechanism 51 comprising a portion of the front wheel braking mechanism 12 and a portion of the rear wheel braking mechanism 14, as described above, and a control device (ECU) 52 for controlling the operation of the hydraulic control mechanism 51.

[0038] The hydraulic control mechanism 51 includes: a base 51a; components (specifically, a filler valve 31, a release valve 32, an accumulator 33, and a pump 34) installed in the base 51a for controlling the hydraulic pressure generated by the brake fluid, which serves as the operating fluid of the braking system 10; and a motor 35. Components refer to elements such as parts installed in the base 51a.

[0039] The base 51a has, for example, a generally rectangular parallelepiped shape and is made of a metallic material. Inside the base 51a of the hydraulic control mechanism 51, a main flow path 25 and a secondary flow path 26 are formed, and a filling valve 31, a release valve 32, an accumulator 33, and a pump 34 are housed as components. The operation of these components and the motor 35 is controlled by the control device 52 of the hydraulic control unit 5, as described later. Furthermore, the base 51a can be formed from a single component or from multiple components. In the case where the base 51a is formed from multiple components, each component can be separately disposed within those components.

[0040] The control device 52 may be partially or entirely composed of, for example, a microcomputer, a microprocessor unit, or the like. Furthermore, the control device 52 may also be partially or entirely composed of updatable components such as firmware, or program modules that are executed by instructions from a CPU or the like. The control device 52 may be a single unit, or it may be multiple units. Furthermore, the control device 52 may be mounted on the base 51a, or it may be mounted on other components outside the base 51a.

[0041] Figure 3 This is a block diagram illustrating an example of the functional structure of the control device 52 of the hydraulic control unit 5. For example... Figure 3 As shown, the control device 52 includes, for example, an acquisition unit 521 and a control unit 522.

[0042] The acquisition unit 521 acquires information from various devices mounted on the vehicle 100 and outputs it to the control unit 522. For example, the acquisition unit 521 acquires information from the current sensor 41.

[0043] The control unit 522 controls the operation of various devices. The control unit 522 includes, for example, a brake control unit 522a and a diagnostic unit 522b.

[0044] The brake control unit 522a controls the operation of the aforementioned components and motor 35 installed in the base 51a of the hydraulic control mechanism 51. Thus, the brake control unit 522a can control the braking force applied to the front wheels 3 by the front wheel brake mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel brake mechanism 14.

[0045] The diagnostic unit 522b performs a diagnostic mode to detect the presence or absence of abnormalities in the hydraulic control mechanism 51 by appropriately controlling the operation of the hydraulic control mechanism 51. Details of the diagnostic mode performed by the diagnostic unit 522b will be described later. Additionally, the diagnostic unit 522b can also control the operation of the notification device 6 as described later.

[0046] As described above, in the hydraulic control unit 5, the braking force applied to the wheels is controlled by controlling the action of the hydraulic control mechanism 51.

[0047] In normal operation (i.e., when the anti-lock braking control described later is not performed), the brake control unit 522a opens the fill valve 31 and closes the release valve 32. In this state, if the first brake operation unit 11 is operated, in the front wheel brake mechanism 12, the piston (not shown) of the master cylinder 21 is pushed in, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 24, and the brake pads (not shown) of the brake caliper 23 are pressed against the rotor 3a of the front wheel 3, generating braking force on the front wheel 3. Furthermore, if the second brake operation unit 13 is operated, in the rear wheel brake mechanism 14, the piston (not shown) of the master cylinder 21 is pushed in, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 24, and the brake pads (not shown) of the brake caliper 23 are pressed against the rotor 4a of the rear wheel 4, generating braking force on the rear wheel 4.

[0048] Anti-lock braking system (ABS) is implemented, for example, in situations where wheel lock-up or the possibility of lock-up occurs, and is a control that reduces the braking force applied to the wheel independently of braking operations performed by the rider. In ABS, decompression control (reducing brake fluid pressure at the wheel), hydraulic holding control (maintaining brake fluid pressure at the wheel), and pressure boosting control (increasing brake fluid pressure at the wheel) are executed sequentially and continuously. Furthermore, decompression control, hydraulic holding control, and pressure boosting control are repeated, for example, until it is determined that wheel lock-up has been avoided.

[0049] In the pressure reduction control, the brake control unit 522a is set to a state where the fill valve 31 is closed and the release valve 32 is open. In this state, the pump 34 is driven by the motor 35, thereby reducing the hydraulic pressure of the brake fluid in the wheel cylinder 24. This reduces the braking force generated at the wheel. In the pressure reduction control, the brake fluid flowing from the wheel cylinder 24 into the accumulator 33 is pumped back to the main flow path 25 via the secondary flow path 26 by the pump 34. Next, in the hydraulic pressure holding control, the brake control unit 522a maintains the hydraulic pressure of the brake fluid in the wheel cylinder 24 by closing both the fill valve 31 and the release valve 32. This maintains the braking force generated at the wheel. Next, in the pressure increase control, the brake control unit 522a increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by opening the fill valve 31 and closing the release valve 32. This increases the braking force generated at the wheel.

[0050] As described above, motor 35 and pump 34 are driven in the decompression control of anti-lock braking control. See below for reference. Figure 4 The structure of the connection between the motor 35 and the pump 34 will be described.

[0051] Figure 4 This is a partial cross-sectional view showing the structure surrounding the output shaft 351 of the motor 35. Figure 4 The image shows the portion on the output shaft 351 side of the two pumps 34. Figure 4 The two pumps 34 are the pump 34 of the front wheel braking mechanism 12 and the pump 34 of the rear wheel braking mechanism 14. For example... Figure 4 As shown, the plungers 341 of each pump 34 are arranged near the output shaft 351 of the motor 35. The plungers 341 are generally cylindrical, and in the axial direction of the plungers 341 ( Figure 4 The plunger 341 reciprocates in the left-right direction. The pump 34 draws in and ejects brake fluid via the reciprocating motion of the plunger 341. The plungers 341 are positioned opposite each other. For example, the axial directions of the plungers 341 are approximately aligned (i.e., the plungers 341 are arranged approximately parallel), and the plungers 341 are spaced apart along this axial direction.

[0052] An eccentric cam portion 36 is provided on the output shaft 351 of the motor 35, which is eccentric to the output shaft 351. The eccentric cam portion 36 includes a cylindrical cam member 361 eccentric to the output shaft 351 of the motor 35, and a rolling bearing 362 that engages with the outer periphery of the cam member 361. The eccentric cam portion 36 is disposed between each plunger 341, and the axial direction of the eccentric cam portion 36 is orthogonal to the axial direction of each plunger 341. Thus, each plunger 341 sandwiches the eccentric cam portion 36 and is positioned opposite to each other. A spring 342 abuts against the base end of each plunger 341 (i.e., the end opposite to the output shaft 351 side), and each plunger 341 is forced by the spring 342 in a direction close to the output shaft 351. The front end of each plunger 341 (i.e., the end on the output shaft 351 side) contacts the outer peripheral surface of the rolling bearing 362 of the eccentric cam portion 36.

[0053] As the output shaft 351 of the motor 35 rotates, the eccentric cam 36 rotates eccentrically relative to the output shaft 351, alternately and continuously pushing one plunger 341 and the other plunger 341. That is, each plunger 341 is intermittently pushed by the eccentric cam 36. At this time, the eccentric cam 36 pushes the plunger 341 against the force of the spring 342.

[0054] Furthermore, the type of motor 35 is not particularly limited. For example, motor 35 can be either a DC motor or an AC motor. Additionally, motor 35 can be either a brushed DC motor or a brushless DC motor. Furthermore, the structure of pump 34 is not particularly limited; for example, various components such as a check valve can be installed on the plunger 341.

[0055] Here, in the hydraulic control unit 5, there are situations where the hydraulic control mechanism 51 no longer operates as intended due to various main reasons such as the introduction of foreign matter. For example, there are cases where the pump 34 may become stuck (i.e., jammed) due to foreign matter entering the gap between the plunger 341 and the base 51a of the pump 34. The pump 34 is stuck in a state where the plunger 341 remains in the position pushed by the eccentric cam 36 regardless of whether it is pushed by the eccentric cam 36, and the plunger 341 no longer moves. If the pump 34 becomes stuck, the hydraulic control mechanism 51 no longer operates as intended, and it is difficult to control the braking force applied to the wheels as intended.

[0056] In this embodiment, the processing related to the diagnostic mode of the diagnostic unit 522b of the control device 52 for diagnosing the presence or absence of abnormalities in the hydraulic control mechanism 51 is carefully designed to achieve proper detection of abnormalities in the hydraulic control unit 5.

[0057] [action]

[0058] Reference Figure 5 and Figure 6The operation of the hydraulic control unit 5 according to the first embodiment of the present invention will be described.

[0059] As described above, the diagnostic unit 522b of the control device 52 executes a diagnostic mode to determine the presence or absence of abnormalities in the hydraulic control mechanism 51. Furthermore, the diagnostic mode can be executed repeatedly at predetermined time intervals, or it can be executed once when the vehicle 100's power system is turned on. Moreover, the diagnostic mode can be executed both when the vehicle 100 is parked and when the vehicle 100 is in motion.

[0060] In the diagnostic mode performed by the diagnostic unit 522b, the presence or absence of abnormalities in the hydraulic control mechanism 51 is diagnosed by examining the relationship between the current value flowing through the motor 35 and the load (i.e., pressure) acting on the motor 35. (See below for further details.) Figure 5 The relationship between the current value flowing through motor 35 and the load acting on motor 35 is explained.

[0061] When the pump 34 is pushed, a load is applied to the motor 35 as a rotational resistance. Figure 5 This is a schematic diagram showing the relationship between the load acting on motor 35 and the rotational position of motor 35.

[0062] Figure 5 The horizontal axis represents the rotation angle θ of the motor at 35 degrees. Figure 5 The vertical axis represents the pressure P acting on motor 35 and the current i flowing through motor 35. Figure 5 The pressure P1 of the motor 35 when it pushes the plunger 34I of one pump 34 and the pressure P2 of the motor 35 when it pushes the plunger 341 of the other pump 34 are respectively represented.

[0063] exist Figure 5 In the example shown, when the rotation angle θ of the motor 35 is between 0° and 180°, one of the plungers 341 is pushed by the eccentric cam 36, generating pressure P1. Pressure P1 increases as the rotation angle θ moves from 0° towards approximately 90°, reaching its maximum near 90°, and decreases as the rotation angle θ moves from approximately 90° towards 180°. Furthermore, when the rotation angle θ of the motor 35 is between 180° and 360°, the other plunger 341 is pushed by the eccentric cam 36, generating pressure P2. Pressure P2 increases as the rotation angle θ moves from approximately 180° towards approximately 270°, reaching its maximum near 270°, and decreases as the rotation angle θ moves from approximately 270° towards 360°.

[0064] exist Figure 5In the diagram, solid lines represent the current values ​​i1 and i2 flowing through the motor 35 during the period of generating pressure P1 and pressure P2, respectively. The current value i1 increases as the rotation angle θ moves from 0° towards approximately 90°, reaching its maximum near 90°, and then decreases as the rotation angle θ moves from approximately 90° towards 180°. Similarly, the current value i2 increases as the rotation angle θ moves from approximately 180° towards approximately 270°, reaching its maximum near 270°, and then decreases as the rotation angle θ moves from approximately 270° towards 360°. Thus, the current value i flowing through the motor 35 is related to the pressure P experienced by the motor 35. Therefore, the diagnostic unit 522b can estimate the load (i.e., pressure) acting on the motor 35 based on the current variation of the motor 35 (i.e., the variation of the current value i flowing through the motor 35).

[0065] In this embodiment, in diagnostic mode, when the pump 34 is driven by the motor 35, the diagnostic unit 522b diagnoses the presence or absence of abnormalities in the hydraulic control mechanism 51 based on the current fluctuations of the motor 35. Therefore, the presence or absence of abnormalities in the hydraulic control mechanism 51 can be appropriately diagnosed according to the load acting on the motor 35.

[0066] For example, when pump 34 is operating normally, the flow path on the discharge side of pump 34 is pressurized, thus increasing the load on motor 35. Consequently, the current value i flowing through motor 35 also increases. On the other hand, when pump 34 stalls, the flow path on the discharge side of pump 34 is not pressurized. Furthermore, since the plunger 341 of pump 34 no longer operates, the force of spring 342 of pump 34 no longer acts on motor 35. Consequently, the load on motor 35 is smaller compared to the case where pump 34 is operating normally. Consequently, the current value i flowing through motor 35 is also smaller compared to the case where pump 34 is operating normally. Therefore, abnormalities in hydraulic control mechanism 51 (e.g., pump 34 stalling) can be detected based on changes in the current of motor 35. Thus, according to this embodiment, abnormalities in hydraulic control unit 5 can be appropriately detected.

[0067] For example, in diagnostic mode, if the amplitude of the current fluctuation in motor 35 (i.e., the peak value of current i) is smaller than the reference amplitude RA, the diagnostic unit 522b diagnoses the hydraulic control mechanism 51 as malfunctioning. The reference amplitude RA is set to a value sufficient to determine whether the load acting on motor 35 is small enough to diagnose an malfunction in the hydraulic control mechanism 51. Figure 5 The amplitudes of the current values ​​i1 and i2, represented by the solid lines, are larger than the reference amplitude RA. Therefore, the current value i flowing through motor 35 is... Figure 5 Given current values ​​i1 and i2, the diagnostic unit 522b diagnoses the hydraulic control mechanism 51 as normal. On the other hand, Figure 5 The amplitudes of the current values ​​i1′ and i2′, represented by the dashed lines, are smaller than the reference amplitude RA. Therefore, the current value i flowing through motor 35 is... Figure 5 If the current values ​​i1′ and i2′ are in the current range, the diagnostic unit 522b diagnoses the hydraulic control mechanism 51 as abnormal.

[0068] Furthermore, it is envisioned that an abnormality such as pump 34 sticking occurs only on one side of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14. For example, the current value i becomes [missing value] during the rotation angle θ from 0° to 180°. Figure 5 The current value i1′ in the middle, and the current value i during the rotation angle θ from 180° to 360° become Figure 5 In the case of a current value i2, the diagnostic unit 522b diagnoses that only the front wheel braking mechanism 12 is abnormal among the front wheel braking mechanism 12 and the rear wheel braking mechanism 14. Thus, the diagnostic unit 522b can, for example, independently diagnose the presence or absence of an abnormality for each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 based on the correspondence between the rotation angle θ and the current value i. Furthermore, information representing the rotation angle θ can be acquired by the acquisition unit 521 using a sensor that detects the rotation angle θ.

[0069] As described above, in diagnostic mode, diagnostic unit 522b diagnoses, for example, whether pump 34 is stuck, as well as whether hydraulic control mechanism 51 is malfunctioning. Here, it is assumed that in the event of a malfunction (e.g., sticking) in the solenoid valve of hydraulic control mechanism 51, the flow path on the discharge side of pump 34 is not pressurized. In this case, the load acting on motor 35 and the current value i flowing through motor 35 are smaller than when the solenoid valve is operating normally. Therefore, in this case, diagnostic unit 522b diagnoses that hydraulic control mechanism 51 is malfunctioning. Thus, in diagnostic mode, diagnostic unit 522b can also diagnose whether the solenoid valve is malfunctioning as well as whether hydraulic control mechanism 51 is malfunctioning.

[0070] For example, if the diagnostic unit 522b knows that the amplitude of the current fluctuation in the motor 35 is smaller than the reference amplitude RA and the solenoid valve is functioning normally, it diagnoses that the pump 34 has become stuck. Similarly, if the diagnostic unit 522b knows that the amplitude of the current fluctuation in the motor 35 is smaller than the reference amplitude RA and the pump 34 is functioning normally, it diagnoses that the solenoid valve has become stuck.

[0071] Figure 6 This is a schematic diagram showing the state of the braking system 10 in diagnostic mode. For example... Figure 6 As shown, in diagnostic mode, with the release valve 32 closed, the pump 34 is driven by the motor 35 in diagnostic mode. Figure 6In the example, the diagnostic unit 522b controls each solenoid valve in diagnostic mode to make the filling valve 31 open and the release valve 32 closed. Alternatively, as described later, the diagnostic unit 522b can also set the filling valve 31 to the closed state in diagnostic mode.

[0072] When the hydraulic control mechanism 51 is functioning normally (i.e., no abnormalities such as pump 34 jamming occur), in diagnostic mode, the flow path on the ejection side of pump 34 is pressurized by driving pump 34. Figure 6 In the diagnostic mode, the pressurized section PP, which experiences increased hydraulic pressure, is represented by a thick line. Figure 6 In this example, the pressurizing section PP includes the entire main flow path 25 (i.e., the portion between the master cylinder 21 and the wheel cylinder 24), the downstream portion of the secondary flow path 26 relative to the pump 34, and the upstream portion of the secondary flow path 26 relative to the release valve 32. When the hydraulic control mechanism 51 is functioning normally, the load on the motor 35 increases due to the pressurizing section PP being pressurized, thus increasing the current value i flowing through the motor 35.

[0073] On the other hand, when the hydraulic control mechanism 51 malfunctions (e.g., when the pump 34 becomes stuck), the pressurizing section PP is not pressurized, and the load acting on the motor 35 is smaller compared to when the hydraulic control mechanism 51 is functioning normally. In particular, when the pump 34 becomes stuck, the force of the spring 342 of the pump 34 no longer acts on the motor 35, so the load acting on the motor 35 further decreases. Consequently, the current value i flowing through the motor 35 also decreases compared to when the hydraulic control mechanism 51 is functioning normally. Therefore, it is possible to detect malfunctions in the hydraulic control mechanism 51 (e.g., pump 34 sticking) based on changes in the current of the motor 35.

[0074] As described above, when pump 34 becomes stuck, the force of spring 342 no longer acts on motor 35, and the current value i flowing through motor 35 decreases. Here, by pre-setting the force of spring 342 to be as large as possible, the amplitude of the current fluctuation in motor 35 when pump 34 is not stuck can be further increased. This increases the difference in the amplitude of the current fluctuation in motor 35 between the cases where pump 34 is stuck and the cases where pump 34 is stuck. Therefore, the presence or absence of pump 34 sticking can be more accurately diagnosed.

[0075] Here, the diagnostic unit 522b can also control the notification action based on the diagnostic results of the diagnostic mode. The notification action is the action of informing the rider of various information. For example, the notification action is performed by the notification device 6, and can be either an action of displaying information or an action of outputting sound. Furthermore, the notification action can end after a set duration or when the rider performs an input operation to stop the notification action.

[0076] For example, if the diagnostic unit 522b diagnoses the hydraulic control mechanism 51 as malfunctioning, it causes the reporting device 6 to report that the hydraulic control mechanism 51 is malfunctioning. On the other hand, if the diagnostic unit 522b diagnoses the hydraulic control mechanism 51 as functioning normally, it stops the reporting action performed by the reporting device 6. However, even if the hydraulic control mechanism 51 is diagnosed as functioning normally, the diagnostic unit 522b may also cause the reporting device 6 to report that the hydraulic control mechanism 51 is functioning normally.

[0077] Alternatively, the notification action can be performed by a device other than the notification device 6. For example, the notification action can also be performed by a display device (e.g., a transparent display positioned in the rider's line of sight) installed on a helmet worn on the rider's head. Furthermore, the notification action can also be performed by a sound output device installed on a helmet worn on the rider's head. Additionally, the notification action can be an action generated by vibration from a vibration generator installed in the vehicle 100 or worn by the rider. Furthermore, the notification action can also be an action that momentarily decelerates the vehicle 100. This momentary deceleration can be achieved by reducing the output of the drive source, by generating braking force through the hydraulic control unit 5, or by changing the gear ratio of the vehicle 100's transmission mechanism.

[0078] [Effect]

[0079] The effects of the hydraulic control unit 5 according to the first embodiment of the present invention will be explained.

[0080] In the hydraulic control unit 5, the diagnostic unit 522b executes a diagnostic mode that diagnoses the presence or absence of abnormalities in the hydraulic control mechanism 51 based on the current variation of the motor 35 while the pump 34 is driven by the motor 35. Therefore, the presence or absence of abnormalities in the hydraulic control mechanism 51 can be appropriately diagnosed according to the load acting on the motor 35. Thus, abnormalities in the hydraulic control unit 5 can be appropriately detected.

[0081] Preferably, in the hydraulic control unit 5, the diagnostic unit 522b, in diagnostic mode, diagnoses whether the pump 34 is stuck, and whether there is an abnormality in the hydraulic control mechanism 51. Therefore, the presence or absence of a stuck pump 34 can be appropriately diagnosed based on the load acting on the motor 35. Thus, the stuck pump 34 can be appropriately detected.

[0082] Preferably, in the hydraulic control unit 5, the diagnostic unit 522b, in diagnostic mode, diagnoses the hydraulic control mechanism 51 as malfunctioning when the amplitude of the current fluctuation in the motor 35 is smaller than the reference amplitude RA. Therefore, by focusing on the relationship between the current value i flowing through the motor 35 and the load acting on the motor 35, the presence or absence of malfunction in the hydraulic control mechanism 51 can be appropriately diagnosed. Thus, malfunctions in the hydraulic control unit 5 can be appropriately detected.

[0083] Preferably, in the hydraulic control unit 5, the diagnostic unit 522b, in diagnostic mode, drives the pump 34 via the motor 35 with the release valve 32 closed. Thus, in diagnostic mode, when the hydraulic control mechanism 51 is functioning normally, the flow path on the ejector side of the pump 34 is pressurized, and when the hydraulic control mechanism 51 is malfunctioning, the flow path on the ejector side of the pump 34 is not pressurized. Therefore, the load acting on the motor 35 can vary between when the hydraulic control mechanism 51 is functioning normally and when it is malfunctioning. This allows for appropriate diagnosis of the presence or absence of malfunctions in the hydraulic control mechanism 51 based on the load acting on the motor 35.

[0084] Preferably, in the hydraulic control unit 5, the diagnostic unit 522b controls the reporting action based on the diagnostic results of the diagnostic mode. This allows the rider to be informed of the presence or absence of a diagnostic result indicating an abnormality in the hydraulic control mechanism 51. Therefore, the rider can determine whether the hydraulic control mechanism 51 is malfunctioning, thereby improving safety.

[0085] <Second Implementation Method>

[0086] [structure]

[0087] Reference Figure 7 The structure of the vehicle 100A according to the second embodiment of the present invention will be described.

[0088] Figure 7 This is a schematic diagram showing the general structure of the braking system 10A according to the second embodiment of the present invention. The vehicle 100A according to the second embodiment differs from the vehicle 100 according to the first embodiment in that it includes a braking system 10A instead of a braking system 10. In the braking system 10A, a portion of the front wheel braking mechanism 12 and a portion of the rear wheel braking mechanism 14 are included in the hydraulic control unit 5A.

[0089] like Figure 7 As shown, in the braking system 10A, the braking system 10 described above (refer to...) Figure 2 In contrast, the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 each have a supply flow path 27 that supplies brake fluid from the master cylinder 21 to the release valve 32 and the pump 34 in the auxiliary flow path 26. The supply flow path 27 connects the master cylinder 21 to the suction side of the pump 34 in the auxiliary flow path 26.

[0090] Furthermore, in the braking system 10A, compared to the braking system 10 described above, there is a difference in the installation of a first valve (USV) 37 and a second valve (HSV) 38 in the front wheel braking mechanism 12 and the rear wheel braking mechanism 14, respectively. The first valve 37 is located in the main flow path 25, on the side of the middle 25a closest to the master cylinder 21. A supply flow path 27 is connected to the side of the main flow path 25 closest to the master cylinder 21 than the first valve 37. The second valve 38 is located in the supply flow path 27. The first valve 37 is, for example, a solenoid valve that opens when not energized and closes when energized. The second valve 38 is, for example, a solenoid valve that closes when not energized and opens when energized.

[0091] The hydraulic control unit 5A includes a hydraulic control mechanism 51A and a control device (ECU) 52A for controlling the operation of the hydraulic control mechanism 51A.

[0092] In the hydraulic control mechanism 51A, compared with the hydraulic control mechanism 51 described above, there are differences in that a supply flow path 27 is formed inside the base 51a, and a first valve 37 and a second valve 38 are installed as components of the base 51a.

[0093] The functional structure of control device 52A is the same as that of control device 52 described above. However, by further controlling the operation of the first valve 37 and the second valve 38, the brake control unit 522a of control device 52A can also perform controls other than the anti-lock braking control described above. For example, brake control unit 522a can perform automatic braking control.

[0094] Automatic braking control is performed when it is necessary to stabilize the posture of the vehicle 100A, such as when the vehicle 100A is turning. It controls the braking force applied to the wheels (specifically the front wheel 3 or the rear wheel 4) without relying on braking operations performed by the rider. For example, in automatic braking control, the brake control unit 522a is configured such that the fill valve 31 is open, the release valve 32 is closed, the first valve 37 is closed, and the second valve 38 is open. In this state, the brake control unit 522a increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by driving the pump 34 via the motor 35. This generates a braking force that brakes the wheels.

[0095] [action]

[0096] Reference Figure 8 and Figure 9 The operation of the hydraulic control unit 5A according to the second embodiment of the present invention will be described.

[0097] Similar to the first embodiment described above, the diagnostic unit 522b of the control device 52A, in diagnostic mode, diagnoses the presence or absence of an abnormality in the hydraulic control mechanism 51A based on the current variation of the motor 35 while the pump 34 is driven by the motor 35. Furthermore, in diagnostic mode, the diagnostic unit 522b, as in the first embodiment described above, diagnoses, for example, whether the pump 34 is stuck, as a symptom of an abnormality in the hydraulic control mechanism 51A. Additionally, in diagnostic mode, the diagnostic unit 522b, as in the first embodiment described above, diagnoses, for example, that the hydraulic control mechanism 51A is abnormal if the amplitude of the current variation of the motor 35 is smaller than the reference amplitude RA.

[0098] Figure 8 This is a schematic diagram showing the status of braking system 10A in diagnostic mode. For example... Figure 8 As shown, in this embodiment, in diagnostic mode, the diagnostic unit 522b is driven by the motor 35 to operate the pump 34 while the first valve 37 is closed and the second valve 38 is open. Figure 8 In the example, the diagnostic unit 522b controls each solenoid valve in diagnostic mode so that the filling valve 31 is in the open state, the release valve 32 is in the closed state, the first valve 37 is in the closed state, and the second valve 38 is in the open state.

[0099] exist Figure 8 In the example, in diagnostic mode, when the hydraulic control mechanism 51A is normal, the pressurizing section PP, which increases the hydraulic pressure, includes the portion between the first valve 37 and the wheel cylinder 24 in the main flow path 25, the portion downstream of the pump 34 in the secondary flow path 26, and the portion upstream of the release valve 32 in the secondary flow path 26. When the hydraulic control mechanism 51A is normal, because the pressurizing section PP is pressurized, the load acting on the motor 35 increases, so the current value i flowing through the motor 35 increases.

[0100] On the other hand, when the hydraulic control mechanism 51A malfunctions (for example, when pump 34 becomes stuck), the pressurizing section PP is not pressurized, and the load acting on motor 35 is smaller compared to when the hydraulic control mechanism 51A is functioning normally. Consequently, the current value i flowing through motor 35 is also smaller compared to when the hydraulic control mechanism 51A is functioning normally. Therefore, malfunctions of the hydraulic control mechanism 51A (such as pump 34 sticking) can be detected based on changes in the current of motor 35.

[0101] Figure 9 This indicates the braking system 10A in diagnostic mode and... Figure 8 A diagram illustrating the different states. Figure 9 The opening and closing states of each solenoid valve in the example are related to Figure 8 The difference between the open and closed states of the various solenoid valves in the example lies in the fact that the filling valve 31 is in the closed state. Thus, in diagnostic mode, the diagnostic unit 522b can also drive the pump 34 by the motor 35 with the filling valve 31 in the closed state. Figure 9 In the example, in diagnostic mode, when the hydraulic control mechanism 51A is normal, the pressurization section PP, which increases the hydraulic pressure, includes the portion between the first valve 37 and the filling valve 31 in the main flow path 25, and the portion downstream of the pump 34 in the secondary flow path 26. Thus, in Figure 9 In the example, with Figure 8 Unlike other examples, the portion between the filling valve 31 and the wheel cylinder 24 in the main road 25 is not included in the pressurization section PP.

[0102] exist Figure 9 In the example, with Figure 8 Similarly, when the hydraulic control mechanism 51A is functioning normally, the pressurizing section PP is pressurized, and the current value i flowing through the motor 35 increases. On the other hand, when the hydraulic control mechanism 51A is malfunctioning, the pressurizing section PP is not pressurized, and the current value i flowing through the motor 35 decreases compared to the case where the hydraulic control mechanism 51A is functioning normally. Therefore, malfunctions of the hydraulic control mechanism 51A (e.g., pump 34 malfunction) can be detected based on changes in the current of the motor 35.

[0103] Here, in Figure 9 In the example, in diagnostic mode, the filler valve 31 is closed, so even if the hydraulic control mechanism 51A is normal, the brake fluid in the wheel cylinder 24 is not pressurized. This prevents situations where braking of the vehicle 100A is performed against the rider's intention. In particular, during the execution of diagnostic mode while the vehicle 100A is in motion, the diagnostic unit 522b preferably keeps the filler valve 31 closed. Furthermore, in the hydraulic control mechanism 51 according to the first embodiment described above, from the viewpoint of preventing braking of the vehicle 100A against the rider's intention, the diagnostic unit 522b can also keep the filler valve 31 closed in diagnostic mode.

[0104] When the filling valve 31 is in a closed state during the execution of the diagnostic mode while the vehicle 100A is in motion, the diagnostic unit 522b preferably sets the filling valve 31 from the closed state to the open state under specified conditions.

[0105] For example, if a braking operation by the rider of vehicle 100A occurs during the execution of a diagnostic mode while vehicle 100A is in motion, the diagnostic unit 522b will open the filler valve 31 from the closed state. Furthermore, the diagnostic unit 522b can, for example, determine whether a braking operation by the rider has occurred based on the detection result of the master cylinder pressure sensor installed in vehicle 100A. In the case of a braking operation by the rider, the rider intends to brake vehicle 100A. In such a case, by opening the filler valve 31 from the closed state, the brake fluid in the wheel cylinder 24 can be pressurized, allowing vehicle 100A to be braked according to the rider's intention.

[0106] Furthermore, if the diagnostic unit 522b performs a braking operation by the rider of vehicle 100A during the execution of the diagnostic mode while vehicle 100A is in motion, it can also open the first valve 37 from the closed state, in addition to the filling valve 31. This allows the brake fluid in the wheel cylinder 24 to be pressurized based on the rider's braking operation. Therefore, vehicle 100A can be braked by means of the rider's braking operation.

[0107] Furthermore, for example, if the diagnostic unit 522b anticipates a braking operation by the rider of vehicle 100A during the execution of a diagnostic mode while vehicle 100A is in motion, it will open the filler valve 31 from the closed state. For example, if vehicle 100A approaches an object ahead (e.g., a vehicle ahead or an obstacle other than a vehicle), the diagnostic unit 522b can determine that a braking operation by the rider is anticipated. Additionally, the diagnostic unit 522b can determine whether vehicle 100A is approaching an object ahead based on the detection results of the ambient environment sensors installed on vehicle 100A. When a braking operation by the rider is anticipated, the necessity for braking vehicle 100A increases. In such cases, by opening the filler valve 31 from the closed state, the brake fluid in the wheel cylinder 24 can be pressurized, enabling braking of vehicle 100A when the necessity for braking is high.

[0108] Furthermore, if the diagnostic unit 522b anticipates braking by the rider of vehicle 100A during the execution of the diagnostic mode while vehicle 100A is in motion, it can also open the first valve 37 from the closed state, in addition to the filling valve 31. This allows the brake fluid in the wheel cylinder 24 to be pressurized based on the rider's braking action. Therefore, vehicle 100A can be braked by the rider's braking action.

[0109] [Effect]

[0110] The effects of the hydraulic control unit 5A according to the second embodiment of the present invention will be explained.

[0111] In the hydraulic control unit 5A, the diagnostic unit 522b, in diagnostic mode, drives the pump 34 via the motor 35 with the first valve 37 closed and the second valve 38 open. Thus, in diagnostic mode, when the hydraulic control mechanism 51A is functioning normally, the flow path on the discharge side of the pump 34 is pressurized, and when the hydraulic control mechanism 51A is malfunctioning, the flow path on the discharge side of the pump 34 is not pressurized. Therefore, the load acting on the motor 35 can vary between when the hydraulic control mechanism 51A is functioning normally and when it is malfunctioning. This allows for appropriate diagnosis of the presence or absence of malfunctions in the hydraulic control mechanism 51A based on the load acting on the motor 35.

[0112] Preferably, in the hydraulic control unit 5A, the diagnostic unit 522b, in diagnostic mode, drives the pump 34 via the motor 35 with the filling valve 31 in the closed state. This prevents situations where the vehicle 100A is braked against the rider's will, thus improving safety.

[0113] In addition, in the diagnostic mode of the hydraulic control unit 5 according to the first embodiment described above, the diagnostic unit 522b can also be driven by the motor 35 to drive the pump 34 when the filling valve 31 is in the closed state, just like in the second embodiment.

[0114] Preferably, in the hydraulic control unit 5A, when the diagnostic unit 522b performs a braking operation by the rider of the vehicle 100A during the execution of the diagnostic mode while the vehicle 100A is in motion, the filler valve 31 is opened from the closed state. This allows the brake fluid in the wheel cylinder 24 to be pressurized, enabling the vehicle 100A to be braked according to the rider's intention.

[0115] In addition, in the diagnostic mode of the hydraulic control unit 5 according to the first embodiment described above, the diagnostic unit 522b can also, in the same way as in the second embodiment, set the filling valve 31 from the closed state to the open state when a braking operation is performed by the rider (specifically the rider) of the vehicle 100A during the execution of the diagnostic mode while the vehicle 100A is in motion.

[0116] Preferably, in the hydraulic control unit 5A, if the diagnostic unit 522b anticipates braking by the rider (specifically, the driver) during the execution of the diagnostic mode while the vehicle 100A is in motion, it sets the filler valve 31 from a closed state to an open state. This allows for pressurization of the brake fluid in the wheel cylinder 24, enabling braking of the vehicle 100A when the necessity for braking is high.

[0117] In addition, in the diagnostic mode of the hydraulic control unit 5 according to the first embodiment described above, the diagnostic unit 522b can also, in the same way as in the second embodiment, set the filling valve 31 from the closed state to the open state if it is anticipated that there will be a braking operation by the rider (specifically the rider) of the vehicle 100A during the execution of the diagnostic mode while the vehicle 100A is in motion.

[0118] This invention is not limited to the description of the embodiments. For example, only a portion of the embodiments may be implemented. Furthermore, examples of embodiments may be combined with each other.

[0119] Explanation of reference numerals in the attached figures

[0120] 1. Body; 2. Handlebars; 3. Front wheel; 3a. Rotor; 4. Rear wheel; 4a. Rotor; 5. Hydraulic control unit; 5A. Hydraulic control unit; 6. Notification device; 10. Braking system; 10A. Braking system; 11. First brake operating unit; 12. Front wheel brake mechanism; 13. Second brake operating unit; 14. Rear wheel brake mechanism; 21. Master cylinder; 22. Regulator; 23. Brake caliper; 24. Wheel cylinder; 25. Main flow path; 25a. Middle section; 26. Secondary flow path; 27. Supply flow path; 31. Filling valve; 32. Release valve; 33. Accumulator; 34. Pump; 35. Motor; 36. Eccentric cam section; 37. First valve; 38. 2. Valve; 41. Current sensor; 51. Hydraulic control mechanism; 51a. Base; 51A. Hydraulic control mechanism; 52. Control device; 52A. Control device; 100. Vehicle; 100A. Vehicle; 341. Piston; 342. Spring; 351. Output shaft; 361. Cam assembly; 362. Rolling bearing; 521. Acquisition unit; 522. Control unit; 522a. Braking control unit; 522b. Diagnostic unit; i. Current value; i1. Current value; i1′. Current value; i2. Current value; i2′. Current value; P. Pressure; P1. Pressure; P2. Pressure; PP. Pressurization unit; RA. Reference amplitude; 6. Rotation angle.

Claims

1. A hydraulic control unit (5, 5A) used in the braking system (10, 10A) of a vehicle (100, 100A), characterized in that, have: The hydraulic control mechanism (51, 51A) includes a filling valve (31), a release valve (32), a pump (34), and a motor (35). The filling valve (31) is located in the main flow path (25) connecting the master cylinder (21) and the wheel cylinder (24). The release valve (32) is located in the secondary flow path (26) that discharges the actuating fluid of the aforementioned wheel cylinder (24) to the intermediate part (25a) of the aforementioned main flow path (25). The pump (34) is located downstream of the aforementioned release valve (32) in the aforementioned secondary flow path (26). The motor (35) drives the aforementioned pump (34). The control devices (52, 52A) control the operation of the aforementioned hydraulic control mechanisms (51, 51A); The aforementioned control devices (52, 52A) include a diagnostic unit (522b) that executes a diagnostic mode. This diagnostic mode diagnoses the presence or absence of abnormalities in the aforementioned hydraulic control mechanism (51, 51A) based on the current variation of the aforementioned motor (35) while the aforementioned pump (34) is driven by the aforementioned motor (35). The aforementioned diagnostic department (522b) is, In the aforementioned diagnostic mode, with the aforementioned filling valve (31) in the closed state, the aforementioned pump (34) is driven by the aforementioned motor (35). If a braking operation is performed by the rider of the aforementioned vehicle (100, 100A) during the execution of the aforementioned diagnostic mode while the aforementioned vehicle (100, 100A) is in motion, the aforementioned filling valve (31) is changed from the closed state to the open state.

2. The hydraulic control unit as described in claim 1, characterized in that, In the aforementioned diagnostic mode, the aforementioned diagnostic unit (522b) diagnoses whether the aforementioned pump (34) is fixed or not, and whether the aforementioned hydraulic control mechanism (51, 51A) is abnormal or not.

3. The hydraulic control unit as described in claim 1, characterized in that, In the aforementioned diagnostic mode, if the amplitude of the current variation of the aforementioned motor (35) is smaller than the reference amplitude (RA), the aforementioned diagnostic unit (522b) diagnoses the aforementioned hydraulic control mechanism (51, 51A) as abnormal.

4. The hydraulic control unit as described in any one of claims 1 to 3, characterized in that, In the aforementioned diagnostic mode, the aforementioned diagnostic unit (522b) is driven by the aforementioned motor (35) to drive the aforementioned pump (34) while the aforementioned release valve (32) is in the closed state.

5. The hydraulic control unit as described in any one of claims 1 to 3, characterized in that, In the event that the aforementioned diagnostic unit (522b) anticipates a braking operation by the rider of the aforementioned vehicle (100, 100A) during the execution of the aforementioned diagnostic mode while the aforementioned vehicle (100, 100A) is in motion, the aforementioned filling valve (31) is changed from the closed state to the open state.

6. The hydraulic control unit as described in any one of claims 1 to 3, characterized in that, The aforementioned hydraulic control mechanism (51A) also includes: The first valve (37) is located in the aforementioned main flow path (25) on the side closer to the aforementioned master cylinder (21) than the aforementioned middle section (25a); and The second valve (38) is provided in the supply flow path (27), which supplies the aforementioned actuating fluid of the aforementioned main cylinder (21) to the aforementioned release valve (32) and the aforementioned pump (34) in the aforementioned auxiliary flow path (26); In the aforementioned diagnostic mode, the aforementioned diagnostic unit (522b) is driven by the aforementioned motor (35) to drive the aforementioned pump (34) when the aforementioned first valve (37) is set to the closed state and the aforementioned second valve (38) is set to the open state.

7. The hydraulic control unit as described in any one of claims 1 to 3, characterized in that, The aforementioned diagnostic unit (522b) controls the reporting action based on the diagnostic results of the aforementioned diagnostic mode.

8. The hydraulic control unit as described in any one of claims 1 to 3, characterized in that, The aforementioned vehicles (100, 100A) are motorcycles.

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