Hydraulic control unit

Abstract

The purpose of the present invention is to obtain a hydraulic pressure control unit capable of controlling loss when a field effect transistor is turned off. A hydraulic pressure control unit (5) according to the present invention is used in a brake system of a straddle-type vehicle, and is provided with: a hydraulic pressure control mechanism that includes at least one pump provided in a brake fluid flow path communicating with a master cylinder, and a motor (35) that drives the pump; a field effect transistor (37) that interrupts or passes a current flowing from the battery (8) to the motor (35); and a control device (52) that controls the operation of the hydraulic pressure control mechanism and the field effect transistor (37). The control device (52) is provided with: an acquisition unit that acquires load variation information relating to load variation of the motor (35); and a control unit that, in a state in which the current flows from the battery (8) to the motor (35), adjusts, on the basis of the load variation information, a disconnection time at which the current flowing to the motor (35) is disconnected by the field effect transistor (37).

Description

Technical Field

[0001] The present disclosure relates to a hydraulic control unit capable of controlling losses at the cutoff of a field effect transistor. Background Art

[0002] Conventionally, in a straddle-type vehicle such as a motorcycle, a hydraulic control unit for controlling the braking force of a wheel is provided. As such a hydraulic control unit, there is a structure including at least one pump provided in a flow path of brake fluid communicating with a master cylinder and a hydraulic control mechanism for driving the pump with a motor (for example, refer to Patent Document 1).

[0003] Prior Art Documents

[0004] Patent Documents

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

[0006] Technical Problem to be Solved by the Invention

[0007] In a hydraulic control unit, a field effect transistor is provided to switch between a state where current flows from a battery to a motor and a state where current does not flow from the battery to the motor. In the field effect transistor, an electrical loss, namely a so-called switching loss, occurs due to the switching.

[0008] Here, since a straddle-type vehicle is smaller than other vehicles such as four-wheel automobiles, miniaturization of the hydraulic control unit is required in the straddle-type vehicle. As a result, the number of pumps provided in the hydraulic control unit is small, and the load on the motor easily varies. Therefore, current fluctuations in the motor easily occur, and a large loss occurs in the field effect transistor at the moment of breaking the current flowing to the motor by the field effect transistor during the transition from the on state to the off state. Thus, in order to suppress the loss during the transition of the field effect transistor to the off state, it is desired to control this loss.

[0009] The present invention has been made against the background of the above technical problems, and an object thereof is to obtain a hydraulic control unit capable of controlling the loss during switching of a field effect transistor.

[0010] Means for Solving the Technical Problem

[0011] The hydraulic control unit according to the present invention is a hydraulic control unit used in the braking system of a cross-riding vehicle, and includes: a hydraulic control mechanism including at least one pump provided in a flow path of brake fluid communicating with a master cylinder and a motor for driving the pump; a field effect transistor for interrupting or allowing current flowing from a battery to the motor to pass through; and a control device for controlling the operations of the hydraulic control mechanism and the field effect transistor; the control device includes: an acquisition unit for acquiring load change information related to the load change of the motor; and a control unit for adjusting the interruption timing at which the field effect transistor interrupts the current flowing to the motor based on the load change information in a state where current flows from the battery to the motor.

[0012] Advantages of the Invention

[0013] In the hydraulic control unit according to the present invention, the control device includes: an acquisition unit for acquiring load change information related to the load change of the motor; and a control unit for adjusting the interruption timing at which the field effect transistor interrupts the current flowing to the motor based on the load change information in a state where current flows from the battery to the motor. Thereby, it is possible to adjust the interruption timing in consideration of the current flowing to the field effect transistor. Therefore, it is possible to control the loss when the field effect transistor switches to the cutoff state. Description of the Drawings

[0014] Figure 1 It is a schematic diagram showing a schematic structure of a cross-riding vehicle according to an embodiment of the present invention.

[0015] Figure 2 It is a schematic diagram showing a schematic structure of a braking system according to an embodiment of the present invention.

[0016] Figure 3 It is a partial cross-sectional view showing a structure around the output shaft of a motor according to an embodiment of the present invention.

[0017] Figure 4 It is a diagram showing an example of the electrical connection relationship between parts including a hydraulic control unit according to an embodiment of the present invention.

[0018] Figure 5 It is a block diagram showing an example of the functional structure of a control device according to an embodiment of the present invention.

[0019] Figure 6 It is a schematic diagram showing an example of the load change of a motor according to an embodiment of the present invention.

[0020] Figure 7 It is a schematic diagram showing an example of the transition of various state quantities of a field effect transistor according to an embodiment of the present invention.

[0021] Figure 8It is a flowchart showing an example of the process performed by the control device according to an embodiment of the present invention.

[0022] Figure 9 It is a schematic diagram showing an example of the load variation of the motor when the number of pumps is one.

[0023] Figure 10 It shows the load variation of the motor according to an embodiment of the present invention and Figure 6 a schematic diagram of an example different from that example.

[0024] Figure 11 It is a flowchart showing an example of the process performed by the control device according to an embodiment of the present invention and Figure 8 a flowchart of an example different from that example. Detailed Embodiment

[0025] Hereinafter, a hydraulic control unit according to the present invention will be described with reference to the drawings.

[0026] In addition, a hydraulic control unit used in the braking system of a two-wheeled motorcycle (refer to Figure 1 the straddle-type vehicle 100 therein) is described below, but the hydraulic control unit according to the present invention can also be used in the braking systems of other straddle-type vehicles other than two-wheeled motorcycles. In straddle-type vehicles, for example, motorcycles (motorized two-wheelers, motorized three-wheelers), buggies, bicycles, etc. are included. Among motorcycles, vehicles powered by engines, vehicles powered by electric motors, etc. are included. Among motorcycles, for example, scooters, mini-motorcycles, electric mini-motorcycles, etc. are included. A bicycle refers to a vehicle that can be propelled on the road by the pedaling force of a rider applied to the pedals. Among bicycles, ordinary bicycles, electric assist bicycles, electric bicycles, etc. are included.

[0027] In addition, the structures and operations described below are examples, and the hydraulic control unit according to the present invention is not limited to such structures and operations.

[0028] In addition, the same or similar descriptions will be appropriately simplified or omitted below. In addition, the same or similar components or parts are given the same reference numerals or the assignment of reference numerals is omitted in each figure. In addition, the illustration of the detailed structure is appropriately simplified or omitted.

[0029] <Structure of Straddle-Type Vehicle>

[0030] Refer to Figures 1 to 7 to describe the structure of the straddle-type vehicle 100 according to an embodiment of the present invention.

[0031] Figure 1 It is a schematic diagram showing the schematic structure of the straddle-type vehicle 100.Figure 2 This is a schematic diagram showing the general structure of the braking system 10.

[0032] The straddle-type vehicle 100 is a two-wheeled motorcycle which is an example of the straddle-type vehicle related to the present invention. As Figure 1 shown, the straddle-type vehicle 100 includes a vehicle body 1, handlebars 2 that are turnably held by the vehicle body 1, a front wheel 3 that is turnably held together with the vehicle body 1 and the handlebars 2, a rear wheel 4 that is rotatably held by the vehicle body 1, and a hydraulic control unit 5. In addition, the straddle-type vehicle 100 includes a braking system 10 including the hydraulic control unit 5. Further, the straddle-type vehicle 100 includes a front wheel wheel speed sensor 41, a rear wheel wheel speed sensor 42, and a master cylinder pressure sensor 43 (see Figure 2 ).

[0033] As shown in Figure 1 and Figure 2 , the braking system 10 includes two braking operation parts 11 and two braking mechanisms 12 corresponding to each braking operation part 11. Specifically, the braking system 10 includes a first braking operation part 11a, a first braking mechanism 12a that is at least interlocked with the first braking operation part 11a to brake the front wheel 3, a second braking operation part 11b, and a second braking mechanism 12b that is at least interlocked with the second braking operation part 11b to brake the rear wheel 4. A part of the first braking mechanism 12a and a part of the second braking mechanism 12b are included in the hydraulic control unit 5. The hydraulic control unit 5 is a unit that undertakes the function of controlling the braking force generated by the first braking mechanism 12a on the front wheel 3 and the braking force generated by the second braking mechanism 12b on the rear wheel 4.

[0034] The first braking operation part 11a is a braking operation part 11 that generates the braking hydraulic pressure of the front wheel 3. The first braking operation part 11a is provided on the handlebars 2 and is operated by the rider's hand. The first braking operation part 11a is, for example, a braking lever. The second braking operation part 11b is a braking operation part 11 that generates the braking hydraulic pressure of the rear wheel 4. The second braking operation part 11b is provided at the lower part of the vehicle body 1 and is operated by the rider's foot. The second braking operation part 11b is, for example, a braking pedal.

[0035] Each braking mechanism 12 includes: a master cylinder 21, attached to the braking operation part 11; a reservoir 22, attached to the master cylinder 21; a brake caliper 23, held by the vehicle body 1 and having a brake pad (not shown); a wheel cylinder 24, provided in the brake caliper 23; a main flow path 25, through which the brake fluid of the master cylinder 21 flows to the wheel cylinder 24; and a sub-flow path 26, for discharging the brake fluid of the wheel cylinder 24.

[0036] Specifically, the first braking mechanism 12a includes a first master cylinder 21a attached to the first braking operation portion 11a, a first reservoir 22a, a first brake caliper 23a, a first wheel cylinder 24a, a first main flow path 25a, and a first sub-flow path 26a. If the hydraulic pressure of the brake fluid in the first wheel cylinder 24a increases, the brake pad (not shown) of the first brake caliper 23a is pressed against the rotor 6 of the front wheel 3, generating a braking force on the front wheel 3. The first main flow path 25a and the first sub-flow path 26a communicate with the first master cylinder 21a.

[0037] The second braking mechanism 12b includes a second master cylinder 21b attached to the second braking operation portion 11b, a second reservoir 22b, a second brake caliper 23b, a second wheel cylinder 24b, a second main flow path 25b, and a second sub-flow path 26b. If the hydraulic pressure of the brake fluid in the second wheel cylinder 24b increases, the brake pad (not shown) of the second brake caliper 23b is pressed against the rotor 7 of the rear wheel 4, generating a braking force on the rear wheel 4. The second main flow path 25b and the second sub-flow path 26b communicate with the second master cylinder 21b.

[0038] In each braking mechanism 12, a filling valve (EV) 31 is provided in the main flow path 25. The sub-flow path 26 bypasses between the wheel cylinder 24 side and the master cylinder 21 side of the main flow path 25 with respect to the filling valve 31. In the sub-flow path 26, a release valve (AV) 32, a reservoir 33, and a pump 34 are provided in sequence from the upstream side. The filling valve 31 is, for example, an electromagnetic valve that is open in the non-energized state and closed in the energized state. The release valve 32 is, for example, an electromagnetic valve that is closed in the non-energized state and open in the energized state.

[0039] Specifically, in the first braking mechanism 12a, a first filling valve 31a is provided in the first main flow path 25a, and a first release valve 32a, a first reservoir 33a, and a first pump 34a are provided in the first sub-flow path 26a. In the second braking mechanism 12b, a second filling valve 31b is provided in the second main flow path 25b, and a second release valve 32b, a second reservoir 33b, and a second pump 34b are provided in the second sub-flow path 26b. In the hydraulic control unit 5, a motor 35 for driving the first pump 34a and the second pump 34b is provided. Additionally, other pumps may be provided in parallel or in series with at least one of the first pump 34a and the second pump 34b.

[0040] The hydraulic control unit 5 includes: a hydraulic control mechanism 51 including a part of the first braking mechanism 12a and a part of the second braking mechanism 12b as described above; and a control device (ECU) 52 that controls the operation of the hydraulic control mechanism 51.

[0041] The hydraulic control mechanism 51 includes: a base body 51a; components (specifically, a filling valve 31, a release valve 32, a reservoir 33, and a pump 34), which are installed in the base body 51a and used to control the hydraulic pressure generated by the brake fluid, which is the operating fluid of the braking system 10; and a motor 35. The above-mentioned components refer to the elements such as parts installed in the base body 51a.

[0042] The base body 51a has, for example, a substantially rectangular parallelepiped shape and is formed of a metallic material. Inside the base body 51a of the hydraulic control mechanism 51, a main flow path 25 and a sub-flow path 26 are formed, and the filling valve 31, the release valve 32, the reservoir 33, and the pump 34 are installed as the above-mentioned components. The operations of these components and the motor 35 are controlled by the control device 52 of the hydraulic control unit 5 as described later. In addition, the base body 51a may be formed of one part or may be formed of a plurality of parts. Further, in the case where the base body 51a is formed of a plurality of parts, each component may also be divided and provided for the plurality of parts.

[0043] The front wheel speed sensor 41 is a wheel speed sensor that detects the wheel speed of the front wheel 3 (for example, the rotational speed [rpm] per unit time or the moving distance [km / h] per unit time of the front wheel 3, etc.) and outputs the detection result. The front wheel speed sensor 41 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 3. The front wheel speed sensor 41 is provided on the front wheel 3.

[0044] The rear wheel speed sensor 42 is a wheel speed sensor that detects the wheel speed of the rear wheel 4 (for example, the rotational speed [rpm] per unit time or the moving distance [km / h] per unit time of the rear wheel 4, etc.) and outputs the detection result. The rear wheel speed sensor 42 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 4. The rear wheel speed sensor 42 is provided on the rear wheel 4.

[0045] The master cylinder pressure sensor 43 detects the pressure of the brake fluid in the master cylinder 21 (that is, the master cylinder pressure) and outputs the detection result. The master cylinder pressure sensor 43 may also detect other physical quantities that can be substantially converted into the master cylinder pressure. Specifically, a first master cylinder pressure sensor 43a that detects the master cylinder pressure of the first master cylinder 21a is provided in the first braking mechanism 12a, and a second master cylinder pressure sensor 43b that detects the master cylinder pressure of the second master cylinder 21b is provided in the second braking mechanism 12b.

[0046] Figure 3 is a partial cross-sectional view showing the structure around the output shaft 351 of the motor 35. As Figure 3 shown, the plungers 341 of the respective pumps 34 are arranged near the output shaft 351 of the motor 35. The plunger 341 is substantially cylindrical, and in the axial direction of the plunger 341 ( Figure 3reciprocates in the left - right direction (in the figure). Specifically, the first pump 34a includes a first plunger 341a, and the second pump 34b includes a second plunger 341b. By the reciprocating motion of the plunger 341, the suction and ejection of the brake fluid by the pump 34 are performed. The first plunger 341a and the second plunger 341b face each other. For example, the axial directions of the first plunger 341a and the second plunger 341b are substantially the same (that is, the first plunger 341a and the second plunger 341b are substantially parallel), and the first plunger 341a and the second plunger 341b are arranged at intervals in this axial direction.

[0047] On the output shaft 351 of the motor 35, an eccentric cam portion 36 that is eccentric with respect to the output shaft 351 is provided. The eccentric cam portion 36 includes a cylindrical cam member 361 that is eccentric with respect to the output shaft 351 of the motor 35, and a rolling bearing 362 fitted on the outer peripheral portion of the cam member 361. The eccentric cam portion 36 is disposed directly between the first plunger 341a and the second plunger 341b, and is orthogonal to the axial directions of the first plunger 341a and the second plunger 341b. In this way, the first plunger 341a and the second plunger 341b face each other with the eccentric cam portion 36 interposed therebetween.

[0048] The spring 342 abuts against the base end portion of each plunger 341 (that is, the end portion on the side opposite to the output shaft 351 side), and each plunger 341 is urged by the spring 342 in a direction closer to the output shaft 351. Specifically, the first pump 34a includes a first spring 342a that urges the first plunger 341a, and the second pump 34b includes a second spring 342b that urges the second plunger 341b. The front end portion of each plunger 341 (that is, the end portion on the output shaft 351 side) contacts the outer peripheral surface of the rolling bearing 362 of the eccentric cam portion 36.

[0049] When the output shaft 351 of the motor 35 rotates, the eccentric cam portion 36 rotates eccentrically with respect to the output shaft 351, and alternately presses one plunger 341 and the other plunger 341. As a result, the first plunger 341a and the second plunger 341b are sequentially pressed by the eccentric cam portion 36. At this time, the eccentric cam portion 36 presses the plunger 341 against the urging force of the spring 342.

[0050] In addition, the type of the motor 35 is not particularly limited. For example, the motor 35 can be a DC motor or an AC motor. Further, for example, the motor 35 can be a brushed DC motor or a brushless DC motor. In addition, the structure of the pump 34 is not particularly limited, and various components such as a check valve can be provided on the plunger 341, for example.

[0051] Figure 4 is a diagram showing an example of the electrical connection relationship between the parts including the hydraulic control unit 5. As Figure 4As shown, the motor 35 is electrically connected to the battery 8 mounted on the cross - type vehicle 100 and is driven by the electric power supplied from the battery 8. In Figure 4 the example, the substrate 52a included in the control device 52 is shown. The battery 8 is electrically connected to the motor 35 via the substrate 52a. A field - effect transistor 37 is provided on the substrate 52a. The battery 8 and the motor 35 are connected via the field - effect transistor 37. The field - effect transistor 37 cuts off or allows the current flowing from the battery 8 to the motor 35 to pass. That is, the field - effect transistor 37 switches the state where the current flows from the battery 8 to the motor 35 and the state where the current does not flow from the battery 8 to the motor 35.

[0052] The operation of the field - effect transistor 37 is controlled by the control device 52. Specifically, by controlling the voltage of the gate terminal of the field - effect transistor 37, the on - off state of the field - effect transistor 37 is switched between on and off. When the field - effect transistor 37 is on, the current can flow between the source terminal and the drain terminal of the field - effect transistor 37, and it becomes a state where the current flows from the battery 8 to the motor 35. On the other hand, when the field - effect transistor 37 is off, the current cannot flow between the source terminal and the drain terminal of the field - effect transistor 37, and it becomes a state where the current does not flow from the battery 8 to the motor 35.

[0053] In addition, a current sensor 44 is provided on the substrate 52a. The current sensor 44 detects the current flowing into the motor 35. The current flowing into the motor 35 is also equivalent to the current flowing into the field - effect transistor 37. In Figure 4 the example, the current sensor 44 includes a shunt resistor 44a, a low - pass filter 44b, and an AD converter 44c. The field - effect transistor 37 and the motor 35 are connected via the shunt resistor 44a. The AD converter 44c detects the voltage across both ends of the shunt resistor 44a. The low - pass filter 44b has a function of removing the noise of the signal sent to the AD converter 44c. The current sensor 44 can detect the current flowing into the shunt resistor 44a using the difference in voltage across both ends of the shunt resistor 44a (that is, the voltage drop) and the resistance value of the shunt resistor 44a. However, the structure of the current sensor 44 is not limited to Figure 4 the example. For example, as the current sensor 44, a sensor that omits the low - pass filter 44b with respect to Figure 4 the example can also be used. In addition, the low - pass filter 44b can also be implemented by a digital filter.

[0054] In addition, the circuit structure for supplying power from the battery 8 to the motor 35 is not limited to Figure 4 the example. For example, in Figure 4In the example, the field effect transistor 37 and the current sensor 44 are provided in the line connected to the positive electrode side of the battery 8, but at least one of the field effect transistor 37 and the current sensor 44 may be provided in the line connected to the negative electrode side of the battery 8.

[0055] The control device 52 controls the operations of the hydraulic control mechanism 51 and the field effect transistor 37. Part or all of the control device 52 is constituted by, for example, a microcomputer, a microprocessor unit, etc. In addition, for example, part or all of the control device 52 may be constituted by an updatable element such as firmware, or may be a program module executed according to an instruction from a CPU or the like. The control device 52 may be, for example, one, and in addition, may be divided into a plurality of parts. In addition, the control device 52 may be mounted on the base 51a, and in addition, may be mounted on other components other than the base 51a.

[0056] Figure 5 is a block diagram showing an example of the functional structure of the control device 52. As Figure 5 shown, the control device 52 includes, for example, an acquisition unit 521 and a control unit 522.

[0057] The acquisition unit 521 acquires information from each device mounted on the riding type vehicle 100 and outputs it to the control unit 522. For example, the acquisition unit 521 acquires information from the front wheel speed sensor 41, the rear wheel speed sensor 42, the master cylinder pressure sensor 43, and the current sensor 44. In addition, in this specification, the acquisition of information may include extraction or generation (for example, calculation) of information.

[0058] The control unit 522 can control the opening and closing operations of the filling valve 31 and the release valve 32. In addition, the control unit 522 can control the operation of the motor 35 by controlling the operation of the field effect transistor 37. Thus, the control unit 522 can control the braking force applied to the front wheel 3 by the first braking mechanism 12a and the braking force applied to the rear wheel 4 by the second braking mechanism 12b.

[0059] In normal times (that is, when the anti-lock braking control described later is not executed), the control unit 522 opens the filling valve 31 and closes the release valve 32. In this state, if the first braking operation unit 11a is operated, in the first braking mechanism 12a, the piston (not shown) of the first master cylinder 21a is pushed in and the hydraulic pressure of the brake fluid in the first wheel cylinder 24a increases, and the brake pad (not shown) of the first brake caliper 23a is pressed against the rotor 6 of the front wheel 3, and a braking force is generated on the front wheel 3. In addition, if the second braking operation unit 11b is operated, in the second braking mechanism 12b, the piston (not shown) of the second master cylinder 21b is pushed in and the hydraulic pressure of the brake fluid in the second wheel cylinder 24b increases, and the brake pad (not shown) of the second brake caliper 23b is pressed against the rotor 7 of the rear wheel 4, and a braking force is generated on the rear wheel 4.

[0060] Antilock braking control is executed, for example, when wheel lock-up or the possibility of wheel lock-up occurs in a wheel (specifically, the front wheel 3 or the rear wheel 4), and is control to reduce the braking force applied to the wheel regardless of the braking operation performed by the rider. In antilock braking control, a pressure reduction control for reducing the braking hydraulic pressure of the wheel, a hydraulic pressure holding control for holding the braking hydraulic pressure of the wheel, and a pressure increase control for increasing the braking hydraulic pressure of the wheel are continuously executed in this order. In addition, the pressure reduction control, the hydraulic pressure holding control, and the pressure increase control are repeated, for example, during the period until it is determined that wheel lock-up has been avoided.

[0061] In the pressure reduction control, the control unit 522 is set to a state in which the filling valve 31 is closed and the release valve 32 is open. In this state, the pump 34 is driven by rotating the motor 35, and the hydraulic pressure of the brake fluid in the wheel cylinder 24 is reduced. As a result, the braking force generated in the wheel is reduced. In the pressure reduction control, the brake fluid flowing from the wheel cylinder 24 into the reservoir 33 is sent back to the main flow path 25 by the pump 34 via the sub-flow path 26. Next, in the hydraulic pressure holding control, the control unit 522 holds the hydraulic pressure of the brake fluid in the wheel cylinder 24 by closing both the filling valve 31 and the release valve 32. As a result, the braking force generated in the wheel is held. Next, in the pressure increase control, the control unit 522 increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by opening the filling valve 31 and closing the release valve 32. As a result, the braking force generated in the wheel is increased.

[0062] As described above, in the pressure reduction control of the antilock braking control, the first pump 34a and the second pump 34b are driven by the output of the motor 35. Here, in the pressure reduction control, the master cylinder pressure acts on the motor 35 via each pump 34 and acts as a load of rotational resistance on the motor 35. Hereinafter, with reference to Figure 6 the load acting on the motor 35 as rotational resistance will be described.

[0063] Figure 6 is a schematic diagram showing an example of the load variation of the motor 35. The load variation of the motor 35 is, for example, the torque for rotating the eccentric cam portion 36, and the torque for rotating the eccentric cam portion 36 pushes the plungers 341a, 341b against the master cylinder pressures of the master cylinders 21a, 21b and the biasing forces of the springs 342a, 342b in the respective pumps 34a, 34b. Figure 6 The horizontal axis of Figure 6 represents the rotation angle θ of the motor 35, Figure 6In the example, the load L1 acting on the motor 35 via the first plunger 341a of the first pump 34a and the load L2 acting on the motor 35 via the second plunger 341b of the second pump 34b occur repeatedly in sequence. The load L1 is the load L generated by the master cylinder pressure of the first master cylinder 21a acting on the first pump 34a corresponding to the first brake operation unit 11a and acting on the motor 35 via the first pump 34a. The load L2 is the load L generated by the master cylinder pressure of the second master cylinder 21b acting on the second pump 34b corresponding to the second brake operation unit 11b and acting on the motor 35 via the second pump 34b.

[0064] In Figure 6 In the example shown, when the rotation angle θ of the motor 35 is 0° to 180°, the first plunger 341a is pushed by the eccentric cam portion 36 to generate the load L1. The load L1 increases as the rotation angle θ approaches 90° from 0°, becomes maximum when the rotation angle θ is near 90°, and decreases as the rotation angle θ approaches 180° from near 90°. Further, when the rotation angle θ of the motor 35 is 180° to 360°, the second plunger 341b is pushed by the eccentric cam portion 36 to generate the load L2. The load L2 increases as the rotation angle θ approaches 270° from 180°, becomes maximum when the rotation angle θ is near 270°, and decreases as the rotation angle θ approaches 360° from near 270°.

[0065] As described above, in the hydraulic control unit 5, by switching the on-off state of the field effect transistor 37, the driving state of the motor 35 and the stopped state of the motor 35 are switched. Hereinafter, with reference to Figure 7 The transition of various state quantities of the field effect transistor 37 when switching the on-off state of the field effect transistor 37 will be described.

[0066] Figure 7 It is a schematic diagram showing an example of the transition of various state quantities of the field effect transistor 37. Figure 7 The horizontal axis of Figure 7 represents the time T. In Figure 7 , the on-off state S of the field effect transistor 37, the voltage V applied to the field effect transistor 37, the current I flowing through the field effect transistor 37, and the loss P occurring in the field effect transistor 37 are shown as various state quantities. In Figure 7 In the example, the on-off state S of the field effect transistor 37 changes in the order of off, on, off. Further, in

[0067] When the field effect transistor 37 is conducting, there is no potential difference between both ends of the field effect transistor 37, so the voltage V becomes 0. On the other hand, when the field effect transistor 37 is cut off, a potential difference occurs between both ends of the field effect transistor 37, so the voltage V becomes high. When the field effect transistor 37 is cut off, since current does not flow to the field effect transistor 37, the current I becomes 0. On the other hand, when the field effect transistor 37 is conducting, since current flows to the field effect transistor 37, the current I becomes high.

[0068] When the field effect transistor 37 is switched from cut-off to conducting, as indicated by the region R1, a loss P occurs during the process of the voltage V and the current I changing. In addition, when the field effect transistor 37 is switched from conducting to cut-off, as indicated by the region R2, a loss P also occurs during the process of the voltage V and the current I changing. Here, when the on-off state S of the field effect transistor 37 is switched, the voltage V changes relatively quickly, but due to the inductance component of the coil of the motor 35, the change in the current I becomes slow. Thus, when the field effect transistor 37 is cut off, it takes a certain amount of time for the current I to become 0, so the loss P is particularly likely to become large. In the hydraulic control unit 5 according to the present embodiment, as will be described later, by carefully designing the cut-off timing at which the field effect transistor 37 cuts off the current flowing to the motor 35, it is possible to control the loss when the field effect transistor 37 is cut off.

[0069] <Operation of the hydraulic control unit>

[0070] Refer to Figures 8 to 11 , and the operation of the hydraulic control unit 5 according to the embodiment of the present invention will be described.

[0071] In the hydraulic control unit 5 according to the present embodiment, the acquisition unit 521 acquires load change information related to the load change of the motor 35. Moreover, the control unit 522 adjusts the cut-off timing at which the field effect transistor 37 cuts off the current flowing to the motor 35 based on the load change information in a state where current flows from the battery 8 to the motor 35. Specifically, the load change information is information indicating the load change of the motor 35 or information that can be substantially converted into the load change of the motor 35.

[0072] Since the current flowing to the motor 35 is correlated with the load L acting on the motor 35, for example, information related to the current change of the motor 35 can also be used as the load change information. The acquisition unit 521 can acquire, for example, information indicating the current change of the motor 35 as the load change information based on the detection result of the current sensor 44.

[0073] In addition, since the pressure of the brake fluid (specifically, the master cylinder pressure) is correlated with the load L acting on the motor 35, information related to the pressure change of the brake fluid can also be used as the load change information, for example. The acquisition unit 521 can acquire, based on the detection result of the master cylinder pressure sensor 43, information indicating the change in the master cylinder pressure as the load change information. Additionally, the acquisition unit 521 can also estimate the master cylinder pressure based on the pressure of the wheel cylinder 24.

[0074] In addition, as the load change information, other information other than the information related to the current change of the motor 35 and the information related to the pressure change of the brake fluid can also be used. For example, since the load L acting on the motor 35 can be estimated based on the rotational speed of the motor 35, information related to the rotational speed of the motor 35 can also be used as the load change information.

[0075] Figure 8 It is a flowchart showing an example of the process performed by the control device 52. Figure 8 The shown control flow is a control flow for setting the field effect transistor 37 that is conducting to non-conducting, and it starts in the state where the field effect transistor 37 is conducting (i.e., the state where the motor 35 is being driven). Figure 8 Step S101 in Figure 8 corresponds to the start of the shown control flow. Figure 8 Step S105 in Figure 8 corresponds to the end of the shown control flow.

[0076] If the Figure 8 shown control flow is started, in step S102, the control unit 522 determines whether the acquisition unit 521 has acquired a stop request for the motor 35.

[0077] For example, in the pressure reduction control of the anti-lock braking control, when the control unit 522 determines that the slip ratio of the wheel where locking or the possibility of locking has occurred has recovered, it determines that the motor 35 can be stopped. That is, in such a case, a stop request for the motor 35 is generated. Then, the acquisition unit 521 acquires the stop request for the motor 35. In this way, the stop request for the motor 35 is a request not based on the load change information.

[0078] In the case where it is determined that the acquisition unit 521 has not acquired a stop request for the motor 35 (step S102 / No), step S102 is repeated. On the other hand, in the case where it is determined that the acquisition unit 521 has acquired a stop request for the motor 35 (step S102 / Yes), the process proceeds to step S103.

[0079] When the determination in step S102 is yes, in step S103, the control unit 522 determines whether the load change of the motor 35 indicated by the load change information has switched from a decreasing trend to an increasing trend.

[0080] For example, the control unit 522 compares the loads L of the motor 35 at two time points separated by a prescribed time interval. When the load L at the later time point is greater than the load L at the earlier time point, it is determined that the load change of the motor 35 is an increasing trend. In addition, the load change of the motor 35 being an increasing trend may include the load L of the motor 35 increasing while fluctuating up and down in a short cycle.

[0081] In addition, for example, the control unit 522 compares the loads L of the motor 35 at two time points separated by a prescribed time interval. When the load L at the later time point is less than the load L at the earlier time point, it is determined that the load change of the motor 35 is a decreasing trend. In addition, the load change of the motor 35 being a decreasing trend may include the load L of the motor 35 decreasing while fluctuating up and down in a short cycle.

[0082] As described above, the load change information may also include information related to the current change of the motor 35 and may also include information related to the pressure change of the brake fluid. Therefore, the control unit 522 can also use, for example, the current flowing into the motor 35 as an index indicating the load L of the motor 35 to determine whether the load change of the motor 35 is an increasing trend or a decreasing trend. In addition, the control unit 522 can also use, for example, the master cylinder pressure as an index indicating the load L of the motor 35 to determine whether the load change of the motor 35 is an increasing trend or a decreasing trend.

[0083] When it is not determined that the load change of the motor 35 indicated by the load change information has switched from a decreasing trend to an increasing trend (step S103 / no), step S103 is repeated. On the other hand, when it is determined that the load change of the motor 35 indicated by the load change information has switched from a decreasing trend to an increasing trend (step S103 / yes), the process proceeds to step S104.

[0084] When the determination in step S103 is yes, in step S104, the control unit 522 turns off the field effect transistor 37. Figure 8 The shown control flow ends.

[0085] As described above, in Figure 8 the control flow, the control unit 522 adjusts the disconnection time point to the switching time point at which the load change of the motor 35 indicated by the load change information switches from a decreasing trend to an increasing trend. For example, when the load L of the motor 35 is as Figure 6In an example of such a transition, the above switching point is the point in time when the rotation angle θ of the motor 35 becomes 180° or 360°. At these points in time, the load L is smaller compared to other points in time. Therefore, the current I flowing to the field effect transistor 37 also becomes smaller compared to other points in time. Thus, by turning off the field effect transistor 37 at the above switching point, it is possible to suppress the loss when the field effect transistor 37 is turned off.

[0086] In particular, in Figure 8 the control flow, the control unit 522 adjusts the disconnection point to the switching point immediately after obtaining the stop request for the motor 35. For example, in an example where the load L of the motor 35 changes as Figure 6 such, when the stop request for the motor 35 is obtained at a point in time when the rotation angle θ of the motor 35 takes a certain value between 0° and 180°, the field effect transistor 37 turns off at the point in time when the rotation angle θ of the motor 35 becomes 180°. Thus, it is possible to suppress the motor 35 from being continuously driven unnecessarily for a long time.

[0087] In addition, in the above, an example was described in which the disconnection point is adjusted to the switching point where the load change of the motor 35 switches from a decreasing trend to an increasing trend. However, the disconnection point does not necessarily have to strictly coincide with the above switching point. That is, the control unit 522 can also adjust the disconnection point based on the point in time of the above switching point. The point in time based on the above switching point can include, for example, a point in time shifted by a predetermined time from the above switching point.

[0088] In addition, from the viewpoint of suppressing the loss when the field effect transistor 37 is turned off, the control unit 522 only needs to adjust the disconnection point to a point in time when the load L of the motor 35 becomes smaller than the peak value of the load L. For example, in an example where the load L of the motor 35 changes as Figure 6 such, at the point in time when the rotation angle θ of the motor 35 becomes 90° or 270°, the load L of the motor 35 becomes the peak value. Therefore, if the disconnection point is adjusted to a point in time when the rotation angle θ of the motor 35 takes a value other than 90° and 270° within 0° to 360°, compared with the case where the field effect transistor 37 turns off at the point in time when the rotation angle θ of the motor 35 becomes 90° or 270°, it is possible to suppress the loss when the field effect transistor 37 is turned off.

[0089] In the above, an example was described in which the pump 34 includes the first pump 34a and the second pump 34b. However, the number of pumps 34 can also be one, and in this case, the loss when the field effect transistor 37 is turned off is also reduced. Hereinafter, with reference to Figure 9 the case where the number of pumps 34 is one will be described.

[0090] Figure 9This is a schematic diagram showing an example of the load variation of the motor 35 when the number of pumps 34 is one. Similar to Figure 6 that, Figure 9 the horizontal axis of Figure 9 represents the rotation angle θ of the motor 35, and the vertical axis of Figure 9 represents the load L acting on the motor 35. In the example of Figure 2 and Figure 3 etc., compared with the above examples shown, the second pump 34b is omitted, and only the first pump 34a is provided as the pump 34. Therefore, as shown in Figure 9 , as the load variation of the motor 35, only the variation caused by the load L1 acting on the motor 35 through the first plunger 341a of the first pump 34a occurs. Thus, in the example shown in Figure 9 , the load L increases as the rotation angle θ approaches 90° from 0°, becomes maximum near the rotation angle θ of 90°, and decreases as the rotation angle θ approaches 180° from near 90°. Moreover, when the rotation angle θ of the motor 35 is 180° - 360°, the load L becomes constant.

[0091] In the example of Figure 9 , at any point in time when the rotation angle θ of the motor 35 takes a value within the range of 180° - 360°, it can correspond to the switching point where the load variation of the motor 35 represented by the load variation information switches from a decreasing trend to an increasing trend. Therefore, the control unit 522 can, for example, turn off the field - effect transistor 37 at any point in time when the rotation angle θ of the motor 35 takes a value within the range of 180° - 360°. In this case, the control unit 522 adjusts the breaking point to the switching point where the load variation of the motor 35 represented by the load variation information switches from a decreasing trend to an increasing trend. Thus, since the field - effect transistor 37 can be turned off at the point in time when the load L of the motor 35 becomes low and the current I flowing through the field - effect transistor 37 becomes small, the loss at the time of turning off the field - effect transistor 37 can be suppressed.

[0092] In addition, similar to the above example, in the example of Figure 9 , the breaking point does not have to be strictly the same as the above - mentioned switching point. Moreover, from the perspective of suppressing the loss at the time of turning off the field - effect transistor 37, the control unit 522 only needs to adjust the breaking point to the point in time when the load L of the motor 35 becomes smaller than the peak value of the load L. For example, when the breaking point is adjusted to a point in time when the rotation angle θ of the motor 35 takes a value other than 90° within the range of 0° - 180°, compared with the case where the field - effect transistor 37 is turned off at the point in time when the rotation angle θ of the motor 35 becomes 90°, the loss at the time of turning off the field - effect transistor 37 can be suppressed.

[0093] In the above, an example was described in which the disconnection point was adjusted to the switching point immediately after the stop request of the motor 35 was obtained (i.e., the point at which the load change of the motor 35 switched from a decreasing trend to an increasing trend). However, the control unit 522 may also adjust the disconnection point based on the periodic pattern of the load change of the motor 35. Hereinafter, with reference to Figure 10 and Figure 11 , an example of adjusting the disconnection point based on the periodic pattern of the load change of the motor 35 will be described.

[0094] Figure 10 is a schematic diagram showing an example different from the example of Figure 6 . Figure 10 The horizontal axis of Figure 10 represents time T, and Figure 10 the vertical axis of Figure 2 represents the load L acting on the motor 35. In the example of Figure 3 , the pump 34 includes a first pump 34a and a second pump 34b, similar to the above examples shown in Figure 10 . Therefore, in the example of

[0095] , the load L1 acting on the motor 35 via the first plunger 341a of the first pump 34a and the load L2 acting on the motor 35 via the second plunger 341b of the second pump 34b occur repeatedly in sequence.

[0096] Here, the first braking operation unit 11a connected to the first pump 34a via a flow path and the second braking operation unit 11b connected to the second pump 34b via a flow path are different braking operation units 11. Specifically, the first braking operation unit 11a is operated by the rider's hand, and the second braking operation unit 11b is operated by the rider's foot. Therefore, the force input to the first braking operation unit 11a and the force input to the second braking operation unit 11b can be different from each other. As a result, the variation range of the load L1 acting on the motor 35 via the first plunger 341a of the first pump 34a and the variation range of the load L2 acting on the motor 35 via the second plunger 341b of the second pump 34b can be different from each other.

[0096] In the example of Figure 10 , a case is shown where the force input to the second braking operation unit 11b is greater than the force input to the first braking operation unit 11a. In this case, as shown in Figure 10 , the variation range of the load L2 acting on the motor 35 via the second plunger 341b of the second pump 34b becomes larger than the variation range of the load L1 acting on the motor 35 via the first plunger 341a of the first pump 34a. That is, in Figure 10In the example, the load L1 with a smaller variation range and the load L2 with a larger variation range are repeatedly alternated in sequence, which is a periodic pattern of the load variation of the motor 35. As described above, the periodicity of the load variation of the motor 35 corresponds to the movement period of the plunger 341 of the pump 34, that is, the rotation period of the pump 34.

[0097] Figure 11 is a flowchart showing a different example from that of Figure 8 the processing flow performed by the control device 52. Figure 11 The control flow shown is the same as the control flow shown in Figure 8 and is a control flow for turning off the on - state field - effect transistor 37. It starts when the field - effect transistor 37 is in the on - state (i.e., the state where the motor 35 is being driven). Figure 11 Step S201 in Figure 11 corresponds to the start of the control flow shown in Figure 11 Step S210 in Figure 11 corresponds to the end of the control flow shown in

[0098] Figure 11 The control flow shown in Figure 10 is a control flow performed when it is known in advance that two loads L (specifically, load L1 and load L2) with different variation ranges are repeatedly alternated in sequence as in the example of

[0099] In addition, as a periodic pattern of the load variation of the motor 35, there is also a pattern in which three or more loads L with different variation ranges are repeatedly alternated in sequence. In this case, the disconnection timing can be adjusted based on such a pattern.

[0099] If the control flow shown in Figure 11 is started, in step S202, the control unit 522 determines whether a stop request for the motor 35 has been obtained by the acquisition unit 521. The processing of step S202 is the same as the processing of step S102 in Figure 8

[0100] If it is determined that the acquisition unit 521 has not obtained a stop request for the motor 35 (step S202 / No), step S202 is repeated. On the other hand, if it is determined that the acquisition unit 521 has obtained a stop request for the motor 35 (step S202 / Yes), the process proceeds to step S203.

[0101] If it is determined to be Yes in step S202, in step S203, the control unit 522 determines whether it has become the first switching point after obtaining the stop request for the motor 35 (i.e., the point at which the load variation of the motor 35 switches from a decreasing trend to an increasing trend). Step S203 is the same as Figure 8Similarly, the step S103 is performed by determining whether the load change of the motor 35 represented by the load change information switches from a decreasing trend to an increasing trend.

[0102] In the case where it is determined that the first switching point has not been reached (step S203 / No), step S203 is repeated. On the other hand, in the case where it is determined that the first switching point has been reached (step S203 / Yes), the process proceeds to step S204.

[0103] In the case where it is determined to be Yes in step S203, in step S204, the acquisition unit 521 acquires an index (e.g., the current flowing into the motor 35 or the main cylinder pressure) representing the load L of the motor 35 at the first switching point.

[0104] Subsequent to step S204, in step S205, the control unit 522 determines whether the second switching point (i.e., the point at which the load change of the motor 35 switches from a decreasing trend to an increasing trend) has been reached after the stop request for the motor 35 has been acquired. The process of step S205 is the same as the process of step S203.

[0105] In the case where it is determined that the second switching point has not been reached (step S205 / No), step S205 is repeated. On the other hand, in the case where it is determined that the second switching point has been reached (step S205 / Yes), the process proceeds to step S206.

[0106] In the case where it is determined to be Yes in step S205, in step S206, the acquisition unit 521 acquires an index (e.g., the current flowing into the motor 35 or the main cylinder pressure) representing the load L of the motor 35 at the second switching point.

[0107] Subsequent to step S206, in step S207, the control unit 522 determines whether the load L of the motor 35 at the second switching point is smaller than the load L of the motor 35 at the first switching point. The process of step S207 is performed using the indices of the load L acquired in steps S204 and S206, respectively.

[0108] In the case where it is determined that the load L of the motor 35 at the second switching point is smaller than the load L of the motor 35 at the first switching point (step S207 / Yes), the process proceeds to step S208. In step S208, the control unit 522 turns off the field effect transistor 37. Figure 11 The control flow shown ends.

[0109] On the other hand, when it is determined that the load L of the motor 35 at the second switching point is equal to or greater than the load L of the motor 35 at the first switching point (step S207 / No), the process proceeds to step S209. In step S209, the control unit 522 determines whether it has reached the third switching point after the stop request for the motor 35 has been obtained (that is, the point in time when the load change of the motor 35 switches from a decreasing trend to an increasing trend). The processing in step S209 is the same as the processing in steps S203 and S205.

[0110] When it is determined that the third switching point has not been reached (step S209 / No), step S209 is repeated. On the other hand, when it is determined that the third switching point has been reached (step S209 / Yes), the process proceeds to step S208. In step S208, the control unit 522 turns off the field effect transistor 37. Figure 11 The control flow shown ends.

[0111] As described above, in Figure 11 the control flow, when the load L of the motor 35 at the second switching point is smaller than the load L of the motor 35 at the first switching point, the control unit 522 turns off the field effect transistor 37 at the second switching point. On the other hand, when the load L of the motor 35 at the second switching point is equal to or greater than the load L of the motor 35 at the first switching point, the control unit 522 turns off the field effect transistor 37 at the third switching point.

[0112] Here, in Figure 10 the example, the load L of the motor 35 at the time points T2, T4, and T6 when the load L switches from the load L2 to the load L1 is smaller than the load L of the motor 35 at the time points T1, T3, and T5 when the load L switches from the load L1 to the load L2. In addition, the time points T1, T2, T3, T4, T5, and T6 are arranged in this order.

[0113] For example, when a stop request for the motor 35 is obtained at a time point between the time point T2 and the time point T3, the time point T3 becomes the first switching point, and the time point T4 becomes the second switching point. In this case, the load L of the motor 35 at the second switching point, that is, the time point T4, is smaller than the load L of the motor 35 at the first switching point, that is, the time point T3. Therefore, at the second switching point, that is, the time point T4, the field effect transistor 37 is turned off.

[0114] In addition, for example, when a stop request for the motor 35 is obtained at a time point between time point T3 and time point T4, time point T4 becomes the first switching time point, and time point T5 becomes the second switching time point. In this case, the load L of the motor 35 at the second switching time point, that is, time point T5, is larger than the load L of the motor 35 at the first switching time point, that is, time point T4. Therefore, at the third switching time point, that is, time point T6, the field effect transistor 37 becomes non-conductive.

[0115] As described above, in Figure 11 the control process, the control unit 522 adjusts the cut-off time point based on the periodic pattern of the load change of the motor 35 in which the switching time point with a smaller load L of the motor 35 and the switching time point with a larger load L of the motor 35 are repeatedly alternated in sequence. Thereby, the field effect transistor 37 can be made non-conductive at a switching time point with a smaller load L of the motor 35, so that the loss at the cut-off of the field effect transistor 37 (the loss occurring during the transition from the conductive state to the non-conductive state) can be suppressed more effectively.

[0116] In addition, in the above, an example in which the cut-off time point is adjusted based on the load change information in the situation where the motor 35 is driven by the pressure reduction control of the anti-lock braking control has been mainly described. However, the cut-off time point can also be adjusted based on the load change information in other situations where the motor 35 is driven. For example, when the hydraulic control unit 5 is further provided with a supply flow path that supplies the brake fluid of the master cylinder 21 between the release valve 32 and the pump 34 in the sub-flow path 26, an automatic braking control that drives the pump 34 by means of the motor 35 and increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by using the supply flow path can be executed. In such a case, the cut-off time point can also be adjusted based on the load change information during the execution of the automatic braking control.

[0117] <Effects of the hydraulic control unit>

[0118] The effects of the hydraulic control unit 5 according to the embodiment of the present invention will be described.

[0119] In the hydraulic control unit 5, the control device 52 includes: an acquisition unit 521 that acquires load change information related to the load change of the motor 35; and a control unit 522 that, in a state where current flows from the battery 8 to the motor 35, adjusts the cut-off time point at which the current flowing to the motor 35 is cut off by the field effect transistor 37 based on the load change information. Thereby, the cut-off time point can be adjusted in consideration of the current I flowing to the field effect transistor 37. Therefore, the loss at the cut-off of the field effect transistor 37 can be controlled.

[0120] Preferably, in the hydraulic control unit 5, the load change information includes information related to the current change of the motor 35. Since the current flowing to the motor 35 is correlated with the load L acting on the motor 35, information related to the current change of the motor 35 can be used as the load change information. Moreover, by using the information related to the current change of the motor 35 as the load change information, the opening time point is appropriately adjusted based on the load change information.

[0121] Preferably, in the hydraulic control unit 5, the load change information includes information related to the pressure change of the brake fluid. Since the pressure of the brake fluid (specifically, the master cylinder pressure) is correlated with the load L acting on the motor 35, information related to the pressure change of the brake fluid can be used as the load change information. Moreover, by using the information related to the pressure change of the brake fluid as the load change information, the opening time point is appropriately adjusted based on the load change information.

[0122] Preferably, in the hydraulic control unit 5, the control unit 522 adjusts the opening time point to a time point when the load L of the motor 35 becomes smaller than the peak value of the load L based on the load change information. Thus, compared with the case where the field effect transistor 37 becomes off at the time point when the load L of the motor 35 reaches the peak value, the loss at the time of cutoff of the field effect transistor 37 can be suppressed.

[0123] Preferably, in the hydraulic control unit 5, the control unit 522 adjusts the opening time point to the time point of the switching point when the load change represented by the load change information switches from a decreasing trend to an increasing trend. Thus, the field effect transistor 37 can be turned off at the time point when the load L of the motor 35 becomes smaller and the current I flowing to the field effect transistor 37 becomes smaller, so the loss at the time of cutoff of the field effect transistor 37 can be effectively suppressed.

[0124] Preferably, in the hydraulic control unit 5, the acquisition unit 521 acquires a stop request for the motor 35 that is not based on the load change information, and the control unit 522 adjusts the opening time point to the time point of the switching point immediately after the stop request is acquired. Thus, it is possible to suppress the motor 35 from being driven unnecessarily for a long time.

[0125] Preferably, in the hydraulic control unit 5, the control unit 522 adjusts the opening time point based on the periodic pattern of the load change. Thus, the field effect transistor 37 can be turned off at the time point when the load L of the motor 35 becomes smaller and the current I flowing to the field effect transistor 37 becomes smaller, so the loss at the time of cutoff of the field effect transistor 37 can be more effectively suppressed.

[0126] Preferably, in the hydraulic control unit 5, the pump 34 includes a reciprocating plunger 341; on the output shaft 351 of the motor 35, an eccentric cam portion 36 that presses the plunger 341 is provided. In such a hydraulic control unit 5, the load L acting on the motor 35 via the plunger 341 of the pump 34 is likely to vary. Therefore, current fluctuations in the motor 35 are likely to occur, and thus the necessity of suppressing the loss at the time of cutoff of the field effect transistor 37 is relatively high. In such a hydraulic control unit 5, the effect of controlling the loss at the time of cutoff of the field effect transistor 37 by adjusting the cutoff timing based on the load variation information can be effectively utilized.

[0127] Preferably, in the hydraulic control unit 5, the pump 34 includes: a first pump 34a that includes a first plunger 341a as the plunger 341; a second pump 34b that includes a second plunger 341b as the plunger 341; the first plunger 341a and the second plunger 341b are opposed to each other with the eccentric cam portion 36 interposed therebetween. In such a hydraulic control unit 5, the load L1 acting on the motor 35 via the first plunger 341a of the first pump 34a and the load L2 acting on the motor 35 via the second plunger 341b of the second pump 34b occur repeatedly in sequence, so the load L acting on the motor 35 is particularly likely to vary. Therefore, since current fluctuations in the motor 35 are particularly likely to occur, the necessity of suppressing the loss at the time of cutoff of the field effect transistor 37 is particularly high. In such a hydraulic control unit 5, the effect of controlling the loss at the time of cutoff of the field effect transistor 37 by adjusting the cutoff timing based on the load variation information can be effectively utilized.

[0128] Preferably, in the hydraulic control unit 5, a first braking operation portion 11a connected to the first pump 34a via a flow path and a second braking operation portion 11b connected to the second pump 34b via a flow path are different braking operation portions 11 from each other. Thus, the load L1 acting on the motor 35 via the first plunger 341a of the first pump 34a and the load L2 acting on the motor 35 via the second plunger 341b of the second pump 34b vary independently corresponding to the operations of the respective braking operation portions 11, so the load L acting on the motor 35 is particularly likely to vary. Therefore, current fluctuations in the motor 35 are particularly likely to occur, and thus the necessity of suppressing the loss at the time of cutoff of the field effect transistor 37 is particularly high. In such a hydraulic control unit 5, the effect of controlling the loss at the time of cutoff of the field effect transistor 37 by adjusting the cutoff timing based on the load variation information can be effectively utilized.

[0129] Preferably, in the hydraulic control unit 5, the number of pumps 34 is one. As described above with reference to Figure 9 As explained, in such a hydraulic control unit 5, the loss at the time of cutoff of the field effect transistor 37 can also be controlled by adjusting the cutoff timing based on the load variation information.

[0130] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0131] Description of Reference Numerals

[0132] 1 vehicle body; 2 handlebar; 3 front wheel; 4 rear wheel; 5 hydraulic control unit; 6 rotor; 7 rotor; 8 battery; 10 braking system; 11 braking operation part; 11a first braking operation part; 11b second braking operation part; 12 braking mechanism; 12a first braking mechanism; 12b second braking mechanism; 21 master cylinder; 21a first master cylinder; 21b second master cylinder; 22 reservoir; 22a first reservoir; 22b second reservoir; 23 brake caliper; 23a first brake caliper; 23b second brake caliper; 24 wheel cylinder; 24a first wheel cylinder; 24b second wheel cylinder; 25 main flow path; 25a first main flow path; 25b second main flow path; 26 sub-flow path; 26a first sub-flow path; 26b second sub-flow path; 31 filling valve; 31a first filling valve; 31b second filling valve; 32 release valve; 32a first release valve; 32b second release valve; 33 accumulator; 33a first accumulator; 33b second accumulator; 34 pump; 34a first pump; 34b second pump; 35 motor; 36 eccentric cam part; 37 field effect transistor; 41 front wheel wheel speed sensor; 42 rear wheel wheel speed sensor; 43 master cylinder pressure sensor; 43a first master cylinder pressure sensor; 43b second master cylinder pressure sensor; 44 current sensor; 44a shunt resistor; 44b low-pass filter; 44c AD converter; 51 hydraulic control mechanism; 51a base; 52 control device; 52a substrate; 100 cross-type vehicle; 341 plunger; 341a first plunger; 341b second plunger; 342 spring; 342a first spring; 342b second spring; 351 output shaft; 361 cam member; 362 bearing; 521 acquisition part; 522 control part; I current; L load; L1 load; L2 load; P loss; R1 region; R2 region; S conduction cutoff state; T time; T1 time point; T2 time point; T3 time point; T4 time point; T5 time point; T6 time point; V voltage; θ rotation angle.

Claims

1. A hydraulic control unit is a hydraulic control unit (5) used in a braking system (10) of a cross - riding vehicle (100), characterized in that: It comprises: A hydraulic control mechanism (51) including at least one pump (34) provided in a flow path (26) of brake fluid communicating with a master cylinder (21) and a motor (35) for driving the pump (34); A field - effect transistor (37) for interrupting or allowing the current flowing from a battery (8) to the motor (35) to pass through; and A control device (52) for controlling the operations of the hydraulic control mechanism (51) and the field - effect transistor (37); The control device (52) includes: An acquisition unit (521) for acquiring load change information related to the load change of the motor (35); And A control unit (522) for adjusting the interruption timing at which the field - effect transistor (37) interrupts the current flowing to the motor (35) based on the load change information in a state where current flows from the battery (8) to the motor (35).

2. The hydraulic control unit according to claim 1, characterized in that: The load change information includes information related to the current change of the motor (35).

3. The hydraulic control unit according to claim 1, characterized in that: The load change information includes information related to the pressure change of the brake fluid.

4. The hydraulic control unit according to claim 1, characterized in that: The control unit (522) adjusts the interruption timing to a time point when the load of the motor (35) becomes smaller than the peak value of the load based on the load change information.

5. The hydraulic control unit according to claim 4, characterized in that: The control unit (522) adjusts the interruption timing to a time point at the switching point when the load change represented by the load change information switches from a decreasing trend to an increasing trend.

6. The hydraulic control unit according to claim 5, characterized in that: The acquisition unit (521) acquires a stop request for the motor (35) not based on the load change information; The control unit (522) adjusts the interruption timing to a time point based on the switching point immediately after acquiring the stop request.

7. The hydraulic control unit according to claim 5, characterized in that: The control unit (522) adjusts the interruption timing based on the periodic pattern of the load change.

8. The hydraulic control unit according to any one of claims 1 to 7, characterized in that: The pump (34) includes a reciprocating plunger (341); On the output shaft (351) of the motor (35), an eccentric cam portion (36) for pushing the plunger (341) is provided.

9. The hydraulic control unit according to claim 8, characterized in that: The pump (34) includes: A first pump (34a) including a first plunger (341a) as the plunger (341); and A second pump (34b) including a second plunger (341b) as the plunger (341); The aforementioned first plunger (341a) and the aforementioned second plunger (341b) face each other with the aforementioned eccentric cam portion (36) therebetween.

10. The hydraulic control unit according to claim 9, characterized in that a first brake operation portion (11a) connected to the aforementioned first pump (34a) via a flow path and a second brake operation portion (11b) connected to the aforementioned second pump (34b) via a flow path are different brake operation portions (11).

11. The hydraulic control unit according to claim 8, characterized in that the number of the aforementioned pumps (34) is one.

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