Hydraulic control unit, saddle-riding type vehicle, and method for controlling hydraulic control unit

Abstract

To obtain a hydraulic control unit for a saddle-riding type vehicle capable of downsizing.SOLUTION: According to the present invention, a hydraulic control unit supplies a brake fluid stored in an accumulator to a region to be a wheel cylinder side based on a first valve in a main flow passage in a boosting process of anti-lock brake control.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a hydraulic control unit for a saddle-ride type vehicle, a saddle-ride type vehicle including the hydraulic control unit, and a control method for a hydraulic control unit for a saddle-ride type vehicle. [Background technology]

[0002] Some conventional saddle-type vehicles are provided with a hydraulic control unit that controls the pressure of brake fluid in a hydraulic circuit filled with brake fluid. The hydraulic control unit performs antilock brake control, for example, when a driver of the saddle-type vehicle is operating a brake operation unit such as a brake lever. A conventional hydraulic control unit that performs such antilock brake control includes a pressure increase valve, a pressure reduction valve, an accumulator, and a pump (see, for example, Patent Document 1). The pressure increase valve is provided in a main flow path that communicates between a master cylinder and a wheel cylinder, and opens and closes the main flow path. The pressure reduction valve is provided in a secondary flow path that has one end connected to an area on the wheel cylinder side with respect to the pressure increase valve in the main flow path, and opens and closes the secondary flow path. The accumulator is connected to an area on the opposite side of the main flow path with respect to the pressure reduction valve in the secondary flow path, and stores the brake fluid that has flowed from the main flow path to the secondary flow path. The pump is provided in the connecting flow path, and discharges the brake fluid stored in the accumulator from the accumulator. One end of the connecting passage of the conventional hydraulic control unit is connected to a region of the sub passage between the pressure reducing valve and the accumulator, and the other end of the connecting passage of the conventional hydraulic control unit is connected to a region of the main passage on the master cylinder side with respect to the booster valve.

[0003] The conventional hydraulic control unit configured as above executes a pressure reducing process in antilock brake control. In the pressure reducing process, the boost valve is closed and the pressure reducing valve is opened. As a result, a part of the brake fluid in the wheel cylinder flows into the accumulator, and the pressure of the brake fluid in the wheel cylinder decreases. The conventional hydraulic control unit configured as above executes a pressure increasing process after the pressure reducing process in antilock brake control. In the pressure increasing process, the pump returns the brake fluid stored in the accumulator to an area on the master cylinder side in the main flow path with respect to the boost valve. In the pressure increasing process, the boost valve is opened. As a result, the brake fluid flows from the master cylinder side into the wheel cylinder, and the pressure of the brake fluid in the wheel cylinder increases. The conventional hydraulic control unit repeats the pressure reducing process and pressure increasing process in antilock brake control to prevent the wheels subject to the antilock brake control from locking. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2018 / 096416 Summary of the Invention [Problem to be solved by the invention]

[0005] A straddle-type vehicle, which is a type of vehicle, has a lower degree of freedom in terms of component layout and therefore a lower degree of freedom in terms of mounting a hydraulic control unit, compared to vehicles such as four-wheeled motor vehicles. For this reason, it is desirable to miniaturize the hydraulic control unit mounted on a straddle-type vehicle. However, in the conventional hydraulic control unit, there is a problem that miniaturization is difficult, as described below. As described above, in the conventional hydraulic control unit, during execution of anti-lock brake control, the brake fluid stored in the accumulator is returned by the pump to an area on the master cylinder side with respect to the booster valve in the main flow path. During anti-lock brake control, the pressure of the brake fluid present in the area on the master cylinder side with respect to the booster valve in the main flow path is increased by the operation of a brake operating part such as a brake lever, and is in a state higher than the pressure of the brake fluid in the wheel cylinder. For this reason, the motor that drives the pump of the conventional hydraulic control unit is required to have the ability to return the brake fluid stored in the accumulator to the area where the pressure is high. Therefore, it was difficult to miniaturize the motor of the conventional hydraulic control unit. As a result, due to the difficulty in miniaturizing the motor, it has been difficult to miniaturize the conventional hydraulic control units.

[0006] The present invention has been made in light of the above-mentioned problems, and has a first object to provide a hydraulic control unit that can be made compact. A second object of the present invention is to provide a saddle-type vehicle equipped with such a hydraulic control unit. A third object of the present invention is to provide a control method for such a hydraulic control unit. [Means for solving the problem]

[0007] The hydraulic control unit according to the present invention is a hydraulic control unit for a brake system mounted on a saddle-ride type vehicle and capable of executing anti-lock brake control, comprising: a first valve provided in a main flow path communicating between a master cylinder and a wheel cylinder and opening and closing the main flow path; a second valve provided in a secondary flow path, one end of which is connected to an area of ​​the main flow path that is on the wheel cylinder side with respect to the first valve as a reference and opening and closing the secondary flow path; an accumulator connected to an area of ​​the secondary flow path that is on the opposite side to the main flow path with respect to the second valve as a reference and for storing brake fluid that has flowed from the main flow path into the secondary flow path; and a pump provided in an area of ​​the secondary flow path between the second valve and the accumulator or in a connecting flow path connected to the accumulator, for discharging the brake fluid stored in the accumulator from the accumulator. the connecting flow path is connected to an area of ​​the main flow path that is on the wheel cylinder side with respect to the first valve, and during normal braking, the first valve is open and the second valve is closed, and when the anti-lock brake control is started, the first valve, which was open, is closed, and at the same time as the first valve is closed or after the first valve is closed, the second valve, which was closed, is opened, and during execution of the anti-lock brake control, a pressure reduction process is performed in which brake fluid is stored in the accumulator through the open second valve, and a pressure increase process is performed in which the second valve is closed and the brake fluid stored in the accumulator is supplied by the pump to an area of ​​the main flow path that is on the wheel cylinder side with respect to the first valve.

[0008] A saddle-type vehicle according to the present invention includes the hydraulic control unit according to the present invention.

[0009] Further, a control method for a hydraulic control unit according to the present invention is a control method for a hydraulic control unit of a brake system mounted on a saddle-ride type vehicle and capable of executing anti-lock brake control, the hydraulic control unit comprising: a first valve provided in a main flow path communicating between a master cylinder and a wheel cylinder and opening and closing the main flow path; a second valve provided in a secondary flow path having one end connected to a region in the main flow path that is on the wheel cylinder side with respect to the first valve as a reference and opening and closing the secondary flow path; an accumulator connected to a region in the secondary flow path that is on the opposite side to the main flow path with respect to the second valve as a reference and storing brake fluid that has flowed from the main flow path to the secondary flow path; a pump provided in a region in the secondary flow path between the second valve and the accumulator or in a connecting flow path connected to the accumulator and discharging the brake fluid stored in the accumulator from the accumulator; and a control device which controls the pump, wherein the connecting flow path is connected to an area of ​​the main flow path that is on the wheel cylinder side with respect to the first valve, and during normal braking, the first valve is in an open state and the second valve is in a closed state, and when starting the anti-lock brake control, the control device executes control to close the first valve, which has been in an open state, and at the same time as executing control to close the first valve or after executing control to close the first valve, the control device executes control to open the second valve, which has been in a closed state, and during execution of the anti-lock brake control, the control device executes a pressure reduction process in which brake fluid is stored in the accumulator through the second valve which is in an open state, and a pressure increase process in which the pump controls the second valve to be in a closed state and supplies the brake fluid stored in the accumulator to an area of ​​the main flow path that is on the wheel cylinder side with respect to the first valve. Effect of the Invention

[0010] In the hydraulic control unit according to the present invention, during execution of antilock brake control, the brake fluid stored in the accumulator is returned by the pump to an area on the wheel cylinder side with respect to the first valve in the main flow path. The pressure of the brake fluid present in the area on the wheel cylinder side with respect to the first valve in the main flow path is lower than the pressure of the brake fluid present in the area on the master cylinder side with respect to the first valve in the main flow path. That is, during execution of antilock brake control, in the hydraulic control unit according to the present invention, the pump returns the brake fluid to an area of ​​relatively low pressure. Therefore, the hydraulic control unit according to the present invention can reduce the size of the pump motor. Therefore, the hydraulic control unit according to the present invention can be reduced in size. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing a configuration of a saddle-type vehicle equipped with a brake system including a hydraulic pressure control unit according to an embodiment of the present invention; [Diagram 2] 1 is a diagram showing a configuration of a brake system including a hydraulic control unit according to an embodiment of the present invention; [Diagram 3] 5 is a diagram for explaining an operation when a brake system including a hydraulic control unit according to an embodiment of the present invention performs antilock brake control. FIG. [Figure 4] 4 is a flowchart showing antilock brake control performed by a brake system including a hydraulic control unit according to an embodiment of the present invention. [Diagram 5] 11 is a diagram for explaining an operation of a brake system including a modified example of a hydraulic control unit according to an embodiment of the present invention when the brake system performs antilock brake control. FIG. [Figure 6] FIG. 11 is a diagram showing a configuration of a brake system including a modified example of a hydraulic control unit according to an embodiment of the present invention. [Figure 7] FIG. 11 is a diagram showing a configuration of a brake system including a modified example of a hydraulic control unit according to an embodiment of the present invention. [Figure 8]FIG. 13 is a diagram showing a configuration of a brake system including a modified example of a hydraulic control unit according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] A hydraulic pressure control unit according to the present invention will be described below with reference to the drawings. Also, a brake system and a saddle-type vehicle including the hydraulic pressure control unit according to the present invention will be described below with reference to the drawings. In the following, an example will be described in which the hydraulic control unit according to the present invention is mounted on a motorcycle, which is an example of a saddle-type vehicle, but the hydraulic control unit according to the present invention may be mounted on other saddle-type vehicles other than motorcycles. Examples of other saddle-type vehicles other than motorcycles include bicycles (e.g., two-wheeled vehicles, three-wheeled vehicles, etc.), three-wheeled vehicles using at least one of an engine and an electric motor as a drive source, and buggies. Furthermore, bicycles refer to all vehicles that can be propelled on a road by pedaling force applied to the pedals. In other words, bicycles include normal bicycles, electrically assisted bicycles, electric bicycles, etc. Furthermore, motorcycles or three-wheeled vehicles refer to so-called motor cycles, and motor cycles include motorcycles, scooters, electric scooters, etc.

[0013] In addition, although an example in which the hydraulic control unit according to the present invention is used in a brake system having one hydraulic circuit is described below, the number of hydraulic circuits in the brake system in which the hydraulic control unit according to the present invention is used is not limited to one. The brake system in which the hydraulic control unit according to the present invention is used may have two or more hydraulic circuits.

[0014] In addition, the configurations, operations, etc. described below are merely examples, and the present invention is not limited to such configurations, operations, etc. In addition, in each drawing, the same or similar members or parts may be given the same reference numerals or may not be given the reference numerals. In addition, illustrations of detailed structures may be simplified or omitted as appropriate.

[0015] Embodiment <Configuration of hydraulic control unit and brake system for saddle-ride type vehicle> The configuration of a hydraulic pressure control unit according to this embodiment and a brake system including the hydraulic pressure control unit will be described. Fig. 1 is a diagram showing the configuration of a saddle-type vehicle equipped with a brake system having a hydraulic pressure control unit according to an embodiment of the present invention, and Fig. 2 is a diagram showing the configuration of a brake system having a hydraulic pressure control unit according to an embodiment of the present invention.

[0016] 1 and 2, the brake system 10 is mounted on a saddle-type vehicle 200. The saddle-type vehicle 200 is, for example, a motorcycle using an engine as a drive source. The saddle-type vehicle 200 includes a body 1, a handlebar 2 rotatably held by the body 1, a front wheel 3 rotatably held together with the handlebar 2 by the body 1, and a rear wheel 4 rotatably held by the body 1. That is, the saddle-type vehicle 200 includes the front wheel 3 and the rear wheel 4 as wheels.

[0017] The brake system 10 includes a brake lever 11 and a hydraulic circuit 12 filled with brake fluid. The brake lever 11 is provided on the handlebar 2 and is operated by the driver's hand. The hydraulic circuit 12 generates a braking force in a rotor 3a that rotates together with the front wheels 3 according to the amount of operation of the brake lever 11. A braking force is generated in a rotor 4a that rotates together with the rear wheels 4 according to the amount of operation of a brake pedal 13. The brake pedal 13 is provided on the lower part of the body 1 and is operated by the driver's foot. The mechanism that generates a braking force according to the amount of operation of the brake pedal 13 may be a mechanism that generates a braking force by increasing the pressure of the brake fluid, or may be a mechanism that generates a braking force mechanically (for example, a mechanism that generates a braking force by generating tension in a wire, etc.).

[0018] Here, the brake lever 11 and the brake pedal 13 are examples of a brake operation part. For example, a brake pedal other than the brake pedal 13 provided on the body 1 may be used as a brake operation part replacing the brake lever 11. Also, for example, a brake lever other than the brake lever 11 provided on the handle 2 may be used as a brake operation part replacing the brake pedal 13.

[0019] The hydraulic circuit 12 includes a master cylinder 21 incorporating a piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 having brake pads (not shown), and a wheel cylinder 24 that operates the brake pads (not shown) of the brake caliper 23. The piston of the master cylinder 21 is pressed by a brake lever 11 which is a brake operating part corresponding to the hydraulic circuit 12.

[0020] The hydraulic control unit 100 includes a base 110 formed of, for example, a metal material. The base 110 has an internal flow path through which the brake fluid flows. In this embodiment, the base 110 has a main flow path 41, a sub flow path 42, and a connection flow path 43 formed as internal flow paths. In the hydraulic circuit 12, the master cylinder 21 and the wheel cylinder 24 communicate with each other via a fluid pipe 15 connected between the master cylinder 21 and a master cylinder port MP formed in the base 110, a main flow path 41 formed in the base 110, and a fluid pipe 16 connected between the wheel cylinder 24 and a wheel cylinder port WP formed in the base 110.

[0021] That is, the main flow path 41 is a flow path that communicates the master cylinder 21 and the wheel cylinders 24. The first valve 25 is provided in this main flow path 41. The opening and closing operation of the first valve 25 opens and closes the flow path portion of the main flow path 41 where the first valve 25 is installed, thereby controlling the flow rate of the brake fluid flowing through this area. In this embodiment, the check valve 28 is connected to the main flow path 41 in parallel with the first valve 25. The check valve 28 allows the flow of brake fluid from the wheel cylinder 24 side to the master cylinder 21 side. In other words, the check valve 28 regulates the flow of brake fluid from the master cylinder 21 side to the wheel cylinder 24 side.

[0022] One end of the secondary flow path 42 is connected to an area of ​​the main flow path 41 on the wheel cylinder 24 side with respect to the first valve 25. The secondary flow path 42 is provided with a second valve 26. The opening and closing operation of the second valve 26 opens and closes a flow path portion of the secondary flow path 42 where the second valve 26 is installed, thereby controlling the flow rate of the brake fluid flowing through this area. In addition, an accumulator 27 that stores the brake fluid that has flowed into the secondary flow path 42 from the main flow path 41 is connected to the secondary flow path 42. The accumulator 27 is connected to an area of ​​the secondary flow path 42 on the opposite side to the main flow path 41 side with respect to the second valve 26.

[0023] The connection flow passage 43 is connected to a region between the second valve 26 and the accumulator 27 in the secondary flow passage 42. The connection flow passage 43 may be connected to the accumulator 27. The connection flow passage 43 is provided with a pump 50. The pump 50 discharges the brake fluid stored in the accumulator 27 from the accumulator 27. The connection flow passage 43 is also connected to a region on the wheel cylinder 24 side with respect to the first valve 25 in the main flow passage 41. In this embodiment, the connection point between the connection flow passage 43 and the main flow passage 41 in the main flow passage 41 is connected to a region on the wheel cylinder 24 side with respect to the connection point between the secondary flow passage 42 and the main flow passage 41. This is not limited to this, and for example, in the main flow passage 41, the connection point between the connection flow passage 43 and the main flow passage 41 may be at the same position as the connection point between the secondary flow passage 42 and the main flow passage 41. Also, for example, in a region on the wheel cylinder 24 side based on the first valve 25 in the main flow path 41, the connection point between the connecting flow path 43 and the main flow path 41 may be connected to a region on the master cylinder 21 side based on the connection point between the secondary flow path 42 and the main flow path 41.

[0024] A master cylinder pressure sensor 30 that detects the pressure of the brake fluid in the master cylinder 21 is provided in a region of the main flow path 41 closer to the master cylinder 21 than the first valve 25. A wheel cylinder pressure sensor 31 that detects the pressure of the brake fluid in the wheel cylinder 24 is provided in a region of the main flow path 41 closer to the wheel cylinder 24 than the first valve 25.

[0025] The first valve 25 is a solenoid valve that switches the flow of brake fluid at its installation location from open to closed when it changes from a non-energized state to an energized state, for example. The second valve 26 is a solenoid valve that switches the flow of brake fluid toward the accumulator 27 via its installation location from closed to open when it changes from a non-energized state to an energized state, for example.

[0026] The pump 50 of the hydraulic circuit 12 is driven by the motor 70. That is, the motor 70 is a drive source of the pump 50.

[0027] The hydraulic control unit 100 is composed of a base 110, each component provided on the base 110 (first valve 25, second valve 26, accumulator 27, master cylinder pressure sensor 30, wheel cylinder pressure sensor 31, pump 50, motor 70, etc.), and a control device (ECU) 60.

[0028] The control device 60 controls the first valve 25, the second valve 26, and the pump 50. In other words, the control device 60 controls the first valve 25, the second valve 26, and the motor 70 which is the drive source of the pump 50. The control device 60 may be one, or may be divided into a plurality of devices. The control device 60 may be attached to the base 110, or may be attached to a member other than the base 110. A part or all of the control device 60 may be composed of, for example, a microcomputer, a microprocessor unit, or the like, may be composed of updatable firmware, or may be a program module executed by a command from a CPU, or the like.

[0029] <Operation of hydraulic control unit and brake system for saddle-type vehicle> A brake system 10 equipped with a hydraulic pressure control unit 100 according to this embodiment controls the braking force of the front wheels 3. Hereinafter, an operation of the brake system 10 equipped with the hydraulic pressure control unit 100 when controlling the braking force of the front wheels 3 will be described.

[0030] A state in which the brake lever 11 is operated and the anti-lock brake control is not being executed is referred to as a normal brake state. During normal brakes, the brake system 10 equipped with the hydraulic control unit 100 controls the braking force of the front wheels 3 as follows. During normal brakes, the first valve 25 and the second valve 26 are controlled to a non-energized state by the control device 60. That is, during normal brakes, the first valve 25 is in an open state and the second valve 26 is in a closed state. More specifically, when the brake lever 11 is operated, the first valve 25 is in an open state and the second valve 26 is in a closed state. Therefore, when the brake lever 11 is operated, the first valve 25 is in an open state and the second valve 26 is in a closed state until the anti-lock brake control is executed. In this state, when the brake lever 11 is operated, 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 pad (not shown) of the brake caliper 23 is pressed against the rotor 3a of the front wheel 3, braking the front wheel 3. In other words, a braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheel 3.

[0031] The outputs of each sensor (master cylinder pressure sensor 30, wheel cylinder pressure sensor 31, wheel speed sensor, acceleration sensor, etc.) are input to the control device 60. The control device 60 outputs commands that govern the operation of the first valve 25, the second valve 26, and the motor 70 according to the outputs. For example, the control device 60 executes anti-lock brake control when the brake fluid pressure in the wheel cylinder 24 is excessive or there is a possibility of excessive pressure. In other words, the control device 60 executes anti-lock brake control when the front wheels 3 are locked or there is a possibility of locking. Hereinafter, the anti-lock brake control executed by the brake system 10 equipped with the hydraulic control unit 100 will be described with reference to Figs. 3 and 4.

[0032] FIG. 3 is a diagram for explaining the operation of a brake system including a hydraulic control unit according to an embodiment of the present invention when the brake system including a hydraulic control unit according to an embodiment of the present invention executes antilock brake control. FIG. 4 is a flowchart showing the operation of a brake system including a hydraulic control unit according to an embodiment of the present invention when the brake system executes antilock brake control. Pmc in FIG. 3 indicates the pressure of the brake fluid in the master cylinder 21. The pressure of Pmc increases toward the upper side of the paper. Pwc in FIG. 3 indicates the pressure of the brake fluid in the wheel cylinder 24. The pressure of Pwc increases toward the upper side of the paper. EV in FIG. 3 indicates the open / closed state of the first valve 25. The upper side of the paper EV indicates the open state of the first valve 25, and the lower side of the paper indicates the closed state of the first valve 25. AV in FIG. 3 indicates the open / closed state of the second valve 26. The upper side of the paper AV indicates the open state of the second valve 26, and the lower side of the paper AV indicates the closed state of the second valve 26. Pu in FIG. 3 indicates the operating state of the pump 50. When Pu is on the upper side of the paper, the pump 50 is in operation. When Pu is on the lower side of the paper, the pump 50 is in operation.

[0033] When the brake lever 11 is operated, the control device 60 executes the control shown in FIG. 4 in step S1. In this embodiment, the control device 60 judges whether the brake lever 11 is operated based on the detection value of the master cylinder pressure sensor 30. After step S1, the control device 60 executes the braking operation during the above-mentioned service brake in step S2. In FIG. 3, the brake lever 11 is operated at time T0. When the brake lever 11 is operated, the pressure of the brake fluid in the master cylinder 21 increases as shown by Pmc in FIG. 3. Also, as shown by EV and AV in FIG. 3, during the service brake, the control device 60 opens the first valve 25 and closes the second valve 26. Therefore, as shown by Pwc in FIG. 3, during the service brake, the pressure of the brake fluid in the wheel cylinder 24 increases with the increase in the pressure of the brake fluid in the master cylinder 21. As a result, during the service brake, a braking force corresponding to the operation amount of the brake lever 11 is generated on the front wheel 3.

[0034] After step S2, in step S3, the control device 60 determines whether or not a condition for terminating the control shown in Fig. 4 is satisfied. The condition for terminating the control shown in Fig. 4 is, for example, that the brake lever 11 is not operated. If the condition for terminating the control shown in Fig. 4 is not satisfied, the control device 60 proceeds to step S4. On the other hand, if the condition for terminating the control shown in Fig. 4 is satisfied, the control device 60 proceeds to step S5 and terminates the control shown in Fig. 4.

[0035] In step S4, the control device 60 judges whether or not to execute antilock brake control. Specifically, the control device 60 judges to execute antilock brake control when the hydraulic pressure of the brake fluid in the wheel cylinder 24 is excessive or there is a possibility of excessive hydraulic pressure. When the control device 60 judges to execute antilock brake control, the process proceeds to step S10. On the other hand, when the control device 60 judges not to execute antilock brake control, the process returns to step S2. Note that the method of judging whether or not to execute antilock brake control is not particularly limited. As a method of judging whether or not to execute antilock brake control, various methods proposed in the past can be used, such as a method of judging whether or not to execute control based on a detection value of a wheel speed sensor (not shown) that detects the rotation speed of the front wheels 3.

[0036] In step S10, the control device 60 executes steps S11 to S16. Specifically, in step S11, the control device 60 executes a pressure reduction process. More specifically, when starting the antilock brake control, the control device 60 executes control to close the first valve 25 that was in an open state. In addition, when starting the antilock brake control, the control device 60 executes control to close the first valve 25 and simultaneously executes control to open the second valve 26 that was in a closed state. Then, during the execution of the antilock brake control, the control device 60 executes a pressure reduction process in which the brake fluid passes through the second valve 26 in an open state and is stored in the accumulator 27. As can be seen from EV and AV shown in FIG. 3, the pressure reduction process is started at time T1 in FIG. 3. In the pressure reduction process, since the first valve 25 is in a closed state, the brake fluid in the wheel cylinder 24 passes through the main flow path 41, the sub-flow path 42, and the second valve 26 and is stored in the accumulator 27. Therefore, as shown by Pwc in FIG. 3, the pressure of the brake fluid in the wheel cylinder 24 decreases during the pressure reduction process.

[0037] The timing for opening the second valve 26 when starting the antilock brake control may be any timing that can prevent the brake fluid in the master cylinder 21 from flowing into the accumulator 27 through the open first valve 25. For this reason, when starting the antilock brake control, the control device 60 may execute control to close the first valve 25, and then execute control to open the second valve 26 that was closed.

[0038] After step S11, in step S12, the control device 60 determines whether or not the condition for terminating the control shown in FIG. 4 is satisfied. If the condition for terminating the control shown in FIG. 4 is not satisfied, the control device 60 proceeds to step S13. On the other hand, if the condition for terminating the control shown in FIG. 4 is satisfied, the control device 60 proceeds to step S5 and terminates the control shown in FIG. 4. Note that, between step S12 and step S5, a step may be provided in which the control device 60 determines whether or not to perform a braking operation during service braking. That is, between step S12 and step S5, a step may be provided in which the control device 60 determines whether or not to return to step S2.

[0039] After step S12, in step S13, the control device 60 judges whether or not to end the depressurization process. The method of judging whether or not to end the depressurization process is not particularly limited. As the method of judging whether or not to end the depressurization process, various methods proposed in the past can be used. When the control device 60 judges in step S13 that the depressurization process is not to be ended, the control device 60 returns to step S11 to continue the depressurization process. On the other hand, when the control device 60 judges in step S13 that the depressurization process is to be ended, the control device 60 proceeds to step S14 to execute the pressure increase process. In FIG. 3, the control device 60 ends the depressurization process and starts the pressure increase process at time T2.

[0040] In step S14, the control device 60 executes the pressure increasing process as described above. In the pressure increasing process, the control device 60 executes control to close the second valve 26 from the state of the pressure reducing process. In addition, in the pressure increasing process, the control device 60 drives the pump 50. In other words, the control device 60 drives the motor 70 which is the drive source of the pump 50. In the pressure increasing process, the first valve 25 and the second valve 26 are in the closed state, so that the pump 50 supplies the brake fluid stored in the accumulator 27 to the area of ​​the main flow path 41 on the wheel cylinder 24 side with respect to the first valve 25. As can be seen from EV and AV shown in FIG. 3, the pressure increasing process is started at time T2 in FIG. 3. In the pressure increasing process, as shown by Pwc in FIG. 3, the pressure of the brake fluid in the wheel cylinder 24 increases.

[0041] After step S14, in step S15, the control device 60 determines whether or not the condition for terminating the control shown in FIG. 4 is satisfied. If the condition for terminating the control shown in FIG. 4 is not satisfied, the control device 60 proceeds to step S16. On the other hand, if the condition for terminating the control shown in FIG. 4 is satisfied, the control device 60 proceeds to step S5 and terminates the control shown in FIG. 4. Note that, between step S15 and step S5, a step may be provided in which the control device 60 determines whether or not to perform a braking operation during service braking. That is, between step S15 and step S5, a step may be provided in which the control device 60 determines whether or not to return to step S2.

[0042] After step S15, in step S16, the control device 60 judges whether or not to end the pressure-increasing process. The method of judging whether or not to end the pressure-increasing process is not particularly limited. As a method of judging whether or not to end the pressure-increasing process, various methods proposed in the past can be used, such as a method of judging whether or not to end the pressure-increasing process based on a detection value of a wheel speed sensor (not shown) that detects the rotation speed of the front wheels 3. When the control device 60 judges not to end the pressure-increasing process in step S16, the control device 60 returns to step S14 to continue the pressure-increasing process. On the other hand, when the control device 60 judges to end the pressure-increasing process in step S16, the control device 60 proceeds to step S11 to execute the pressure-reducing process. That is, until the condition for ending the control shown in FIG. 4 is satisfied, the control device 60 repeats the pressure-reducing process and the pressure-increasing process in the antilock brake control. In FIG. 3, the control device 60 executes the pressure-reducing process from time T1 to time T2. Also, the control device 60 executes the pressure-increasing process from time T2 to time T3. Also, the control device 60 executes the pressure-reducing process from time T3 to time T4. The control device 60 also executes a pressure increase step from time T4 to time T5. The control device 60 also executes a pressure decrease step from time T5 to time T6. The control device 60 also executes a pressure increase step from time T6 to time T7.

[0043] In Fig. 3, at time T7, the operation of the brake lever 11 ends, and the control device 60 ends the control shown in Fig. 4. When ending the control shown in Fig. 4, the control device 60 opens the first valve 25 and closes the second valve 26, as indicated by EV and AV in Fig. 3. Furthermore, when the control shown in Fig. 4 ends, the control device 60 stops the pump 50 after all the brake fluid stored in the accumulator 27 has been drained. That is, when the control shown in Fig. 4 ends, the control device 60 stops the motor 70, which is the drive source of the pump 50, after all the brake fluid stored in the accumulator 27 has been drained.

[0044] The driving state of the pump 50 shown in FIG. 3 is merely an example. For example, in FIG. 3, in the antilock brake control, the pump 50 that was stopped is driven at the same time as the start of the first pressure increase process, and continues to be driven until the antilock brake control ends. However, the pump 50 only needs to be driven in the pressure increase process of the antilock brake control. Therefore, for example, in the antilock brake control, the pump 50 may be driven before the start of the first pressure increase process. Also, for example, the pump 50 may be driven all the time. However, a period in which the pump 50 is stopped can suppress failure of the pump 50 compared to a case in which the pump 50 is driven all the time. Therefore, a period in which the pump 50 is stopped can improve the reliability of the hydraulic control unit 100 compared to a case in which the pump 50 is driven all the time.

[0045] Also, for example, in antilock brake control, the rotation speed of the motor 70, which is the drive source of the pump 50, may be higher in the pressure increase process than in the pressure decrease process. At this time, the motor 70 may be driven or stopped in the pressure decrease process. By lowering the rotation speed of the motor 70 in the pressure decrease process, the amount of brake fluid discharged from the pump 50 decreases, so that the pressure of the brake fluid in the wheel cylinder 24 can be reduced more quickly. Also, by increasing the rotation speed of the motor 70 in the pressure increase process, the amount of brake fluid discharged from the pump 50 increases, so that the pressure of the brake fluid in the wheel cylinder 24 can be increased more quickly.

[0046] Here, in the conventional hydraulic control unit, during the pressure increase process of the antilock brake control, the brake fluid in the accumulator is returned by the pump to a region corresponding to the region on the master cylinder 21 side of the first valve 25 in the main flow path 41 of the hydraulic control unit 100 according to the present embodiment. During the antilock brake control, the pressure of the brake fluid is higher in the region on the master cylinder 21 side of the first valve 25 in the main flow path 41 than in the region on the wheel cylinder 24 side of the first valve 25 in the main flow path 41. For this reason, the motor driving the pump of the conventional hydraulic control unit needs to have the ability to return the brake fluid stored in the accumulator to such a region where the pressure is high, but a motor having the ability to return the brake fluid to a high pressure region tends to be large. Therefore, it was difficult to miniaturize the motor of the conventional hydraulic control unit. As a result, it was difficult to miniaturize the conventional hydraulic control unit due to the difficulty in miniaturizing the motor.

[0047] On the other hand, in the hydraulic control unit 100 according to this embodiment, during the pressure increase process of antilock brake control, the brake fluid stored in the accumulator 27 is returned by the pump 50 to an area on the wheel cylinder 24 side of the first valve 25 in the main flow path 41. Therefore, the hydraulic control unit 100 according to this embodiment can reduce the size of the motor 70 that drives the pump 50 compared to conventional hydraulic control units. Therefore, the hydraulic control unit 100 according to this embodiment can be made smaller than the conventional hydraulic control units.

[0048] In addition, in the conventional hydraulic control unit, when the brake fluid in the accumulator is returned by the pump to a region corresponding to the region on the master cylinder 21 side of the first valve 25 in the main flow path 41 of the hydraulic control unit 100 according to the present embodiment, the pulsation of the brake fluid is transmitted to the driver via the brake operation unit. For this reason, the conventional hydraulic control unit has a problem of reducing the comfort of the driver. On the other hand, the hydraulic control unit 100 according to the present embodiment returns the brake fluid in the accumulator 27 by the pump 50 to a region on the wheel cylinder 24 side with respect to the first valve 25 in the main flow path 41, so that the pulsation of the brake fluid can be suppressed from being transmitted to the driver via the brake operation unit. For this reason, the hydraulic control unit 100 according to the present embodiment improves the comfort of the driver compared to the conventional hydraulic control unit.

[0049] <Modification> Fig. 5 is a diagram for explaining the operation of a brake system equipped with a modified hydraulic control unit according to an embodiment of the present invention when performing antilock brake control. Note that Acc in Fig. 3 indicates the amount of brake fluid stored in accumulator 27. The amount of brake fluid stored in accumulator 27 increases toward the top of the page.

[0050] As indicated by EV in FIG. 5, the hydraulic control unit 100 shown in FIG. 5 is configured to open the first valve 25 during the pressure increase process of the antilock brake control. As indicated by EV and AV in FIG. 5, the hydraulic control unit 100 shown in FIG. 5 is configured to close the first valve 25 and open the second valve 26, so that a pressure reduction process following the pressure increase process is executed. In the hydraulic control unit 100 shown in FIG. 5, the first valve 25 opens during the pressure increase process of the antilock brake control based on the deceleration of the front wheels 3, the braking force of which is controlled by the antilock brake control. Specifically, the deceleration of the front wheels 3 can be acquired based on information on the rotation speed of the front wheels 3. The information on the rotation speed of the front wheels 3 is, for example, the rotation speed of the front wheels 3, or a physical quantity that can be converted to the rotation speed. For this reason, the hydraulic control unit 100 shown in FIG. 5 opens the first valve 25 during the pressure increase process of the antilock brake control based on the information on the rotation speed of the front wheels 3. For example, the hydraulic control unit 100 shown in FIG. 5 opens the first valve 25 during the pressure increase process if the deceleration of the front wheels 3 is less than or equal to a specified deceleration a specified time after the start of the pressure increase process.

[0051] The hydraulic pressure control unit 100 shown in Fig. 5 may open the first valve 25 during the pressure increase process of the antilock brake control based on the pressure of the brake fluid in the wheel cylinder 24. For example, the hydraulic pressure control unit 100 shown in Fig. 5 opens the first valve 25 during the pressure increase process if the pressure of the brake fluid in the wheel cylinder 24 is lower than a specified pressure or equal to or less than a specified pressure after a specified time from the start of the pressure increase process. Also, for example, the hydraulic pressure control unit 100 shown in Fig. 5 opens the first valve 25 during the pressure increase process if the increase in the pressure of the brake fluid in the wheel cylinder 24 per unit time is lower than a specified increase or equal to or less than a specified increase after a specified time from the start of the pressure increase process.

[0052] In the hydraulic pressure control unit 100 configured in this manner, in the pressure increasing process, the pressure of the brake fluid in the wheel cylinder 24 is increased not only by the brake fluid supplied to the wheel cylinder 24 by the pump 50 but also by the brake fluid supplied from the master cylinder 21 to the wheel cylinder 24 through the first valve 25. Therefore, the hydraulic pressure control unit 100 configured in this manner can increase the pressure of the brake fluid in the wheel cylinder 24 more quickly than when the brake fluid is supplied to the wheel cylinder 24 only by the pump 50. Alternatively, the hydraulic pressure control unit 100 configured in this manner can increase the pressure of the brake fluid in the wheel cylinder 24 more quickly than when the brake fluid is supplied to the wheel cylinder 24 only by the pump 50.

[0053] In addition, the hydraulic pressure control unit 100 configured as above can reduce the size of the pump 50 compared to a case where the brake fluid is supplied to the wheel cylinder 24 only by the pump 50. Therefore, the hydraulic pressure control unit 100 configured as above can further reduce the size of the hydraulic pressure control unit 100 compared to a case where the brake fluid is supplied to the wheel cylinder 24 only by the pump 50. In addition, when the brake fluid is supplied to the wheel cylinder 24 only by the pump 50, the amount of increase in the pressure of the brake fluid in the wheel cylinder 24 during the pressure increase process may differ depending on the individual difference of the pump 50. On the other hand, the hydraulic pressure control unit 100 shown in FIG. 5 can suppress the amount of increase in the pressure of the brake fluid in the wheel cylinder 24 during the pressure increase process from differing depending on the individual difference of the pump 50.

[0054] FIG. 6 is a diagram showing the configuration of a brake system including a modified example of the hydraulic control unit according to the embodiment of the present invention. The hydraulic control unit 100 shown in Fig. 6 includes a plurality of pumps 50. The hydraulic control unit 100 shown in Fig. 6 also includes one motor 70 that drives the plurality of pumps 50. More specifically, the plurality of pumps 50 are provided in parallel in the connection flow path 43. The hydraulic control unit 100 configured in this manner can also achieve the same effects as the hydraulic control unit 100 including one pump 50.

[0055] FIG. 7 is a diagram showing the configuration of a brake system including a modified example of the hydraulic control unit according to the embodiment of the present invention. Each of the above-mentioned hydraulic control units 100 is configured to have one hydraulic circuit system. However, the hydraulic control unit 100 including a plurality of pumps 50 and one motor 70 for driving the pumps 50 may have two hydraulic circuits system as shown in FIG.

[0056] Specifically, two internal flow paths (main flow path 41, sub flow path 42, and connecting flow path 43) are formed in the base 110 of the hydraulic control unit 100 shown in FIG. 7. More specifically, an internal flow path of the hydraulic circuit 12 and an internal flow path of the hydraulic circuit 14 are formed in the base 110 of the hydraulic control unit 100 shown in FIG. 7. The hydraulic circuit 14 generates a braking force in the rotor 4a that rotates together with the rear wheel 4 according to the amount of operation of the brake pedal 13. The other configurations of the hydraulic circuit 14 are the same as those of the hydraulic circuit 12. In the hydraulic control unit 100 configured in this manner, the same effects as those of the above-mentioned hydraulic control units 100 can be obtained in each of the hydraulic circuits 12 and 14.

[0057] FIG. 8 is a diagram showing the configuration of a brake system including a modified example of the hydraulic control unit according to the embodiment of the present invention. The hydraulic control unit 100 shown in Fig. 8 includes a detection device 32 that detects that the brake lever 11, which is a brake operation unit, has been operated, instead of the master cylinder pressure sensor 30. The detection device 32 is, for example, a switch that is pressed when the brake lever 11 is operated to a certain extent. In other words, the hydraulic control unit 100 shown in Fig. 8 can determine whether or not the brake lever 11 has been operated, based on the detection result of the detection device 32. For this reason, the hydraulic control unit 100 may include the detection device 32 instead of the master cylinder pressure sensor 30.

[0058] The master cylinder pressure sensor 30 and the detection device 32 are not essential components of the hydraulic control unit 100. For example, the hydraulic control unit 100 may determine whether or not to execute antilock brake control based on a detection value of a wheel speed sensor (not shown) that detects the rotation speed of the front wheels 3. Also, for example, during antilock brake control, the hydraulic control unit 100 may switch between the pressure reducing process and the pressure increasing process based on a detection value of a wheel speed sensor (not shown) that detects the rotation speed of the front wheels 3 and a simulation of the relationship between the opening and closing time of the second valve 26 and the increase and decrease amount of brake fluid in the wheel cylinder 24. Also, each of the hydraulic control units 100 described above includes a check valve 28 that is connected in parallel with the first valve 25 in the main flow path 41 and allows the flow of brake fluid from the wheel cylinder 24 side to the master cylinder 21 side. When the check valve 28 is provided, even if the first valve 25 is closed when the brake lever 11 is not operated, the brake fluid can move from an area on the wheel cylinder 24 side to an area on the master cylinder 21 side based on the first valve 25 in the main flow path 41. For this reason, when the check valve 28 is provided, the hydraulic control unit 100 may determine to end the antilock brake control when, for example, the pressure increase process of the antilock brake control has elapsed for a specified time or more.

[0059] When the hydraulic control unit 100 is configured not to include the master cylinder pressure sensor 30 and the detection device 32, it is possible to reduce the manufacturing cost of the hydraulic control unit 100. On the other hand, when the hydraulic control unit 100 is configured to include the master cylinder pressure sensor 30 or the detection device 32, it is possible to directly detect the operation state of the brake operation parts such as the brake lever 11, thereby improving the reliability of the hydraulic control unit 100.

[0060] Furthermore, the wheel cylinder pressure sensor 31 is not an essential component of the hydraulic control unit 100. For example, the hydraulic control unit 100 may acquire the pressure of the brake fluid in the wheel cylinder 24 based on a simulation of the relationship between the opening and closing time of the second valve 26 and the increase and decrease in the amount of brake fluid in the wheel cylinder 24. When the hydraulic control unit 100 is configured not to include the wheel cylinder pressure sensor 31, the manufacturing cost of the hydraulic control unit 100 can be reduced. On the other hand, when the hydraulic control unit 100 is configured to include the wheel cylinder pressure sensor 31, the pressure of the brake fluid in the wheel cylinder 24 can be directly detected, thereby improving the reliability of the hydraulic control unit 100.

[0061] Furthermore, among the above-described hydraulic control units 100, the hydraulic control units 100 having a single hydraulic circuit are configured to execute anti-lock brake control on the front wheels 3. However, the present invention is not limited to this, and the hydraulic control units 100 having a single hydraulic circuit may be configured to execute anti-lock brake control on the rear wheels 4.

[0062] <Effects of hydraulic control unit> The effects of the hydraulic control unit 100 according to this embodiment will be described.

[0063] The hydraulic control unit 100 according to the present embodiment is a hydraulic control unit of a brake system 10 mounted on a saddle-ride type vehicle 200 and capable of executing antilock brake control. The hydraulic control unit 100 includes a first valve 25, a second valve 26, an accumulator 27, and a pump 50. The first valve 25 is provided in a main flow path 41 that communicates between the master cylinder 21 and the wheel cylinders 24, and opens and closes the main flow path 41. The second valve 26 is provided in a sub-flow path 42, one end of which is connected to an area of ​​the main flow path 41 on the wheel cylinder 24 side with respect to the first valve 25, and opens and closes the sub-flow path 42. The accumulator 27 is connected to an area of ​​the sub-flow path 42 on the opposite side to the main flow path 41 with respect to the second valve 26, and stores the brake fluid that flows from the main flow path 41 to the sub-flow path 42. The pump 50 is provided in a region between the second valve 26 and the accumulator 27 in the sub-path 42 or in a connecting path 43 connected to the accumulator 27, and discharges the brake fluid stored in the accumulator 27 from the accumulator 27. The connecting path 43 is connected to a region on the wheel cylinder 24 side with respect to the first valve 25 in the main path 41. In the hydraulic control unit 100, the first valve 25 is in an open state and the second valve 26 is in a closed state during normal braking. In addition, the hydraulic control unit 100 is configured such that, when starting the antilock brake control, the first valve 25, which was in an open state, becomes in a closed state, and at the same time as the first valve 25 becomes in a closed state or after the first valve 25 becomes in a closed state, the second valve 26, which was in a closed state, becomes in an open state. The hydraulic control unit 100 performs a pressure reducing process and a pressure increasing process described below during the execution of the antilock brake control. In the pressure reduction stroke, the brake fluid passes through the open second valve 26 and is stored in the accumulator 27. In the pressure increase stroke, the second valve 26 is closed, and the pump 50 supplies the brake fluid stored in the accumulator 27 to an area of ​​the main flow path 41 that is on the wheel cylinder 24 side with respect to the first valve 25.

[0064] The hydraulic control unit 100 configured in this manner can reduce the size of the motor 70 that drives the pump 50. Therefore, the hydraulic control unit 100 configured in this manner can be reduced in size.

[0065] Although the hydraulic control unit 100 according to the present embodiment has been described above, the hydraulic control unit according to the present invention is not limited to the description of the present embodiment. The hydraulic control unit according to the present invention may be embodied in only a part of the present embodiment. [Explanation of symbols]

[0066] 1 body, 2 handle, 3 front wheel, 3a rotor, 4 rear wheel, 4a rotor, 10 brake system, 11 brake lever, 12 hydraulic circuit, 13 brake pedal, 14 hydraulic circuit, 15 hydraulic pipe, 16 hydraulic pipe, 21 master cylinder, 22 reservoir, 23 brake caliper, 24 wheel cylinder, 25 first valve, 26 second valve, 27 accumulator, 28 check valve, 30 master cylinder pressure sensor, 31 wheel cylinder pressure sensor, 32 detection device, 41 main flow path, 42 sub-flow path, 43 connecting flow path, 50 pump, 60 control device, 70 motor, 100 hydraulic control unit, 110 base, 200 saddle-type vehicle, MP master cylinder port, WP wheel cylinder port.

Claims

1. A hydraulic pressure control unit (100) for a brake system (10) mounted on a saddle-type vehicle (200) and capable of performing anti-lock brake control, comprising: a first valve (25) provided in a main flow passage (41) that communicates between the master cylinder (21) and the wheel cylinder (24) and that opens and closes the main flow passage (41); a second valve (26) provided in a sub-flow passage (42) having one end connected to a region of the main flow passage (41) on the wheel cylinder (24) side with respect to the first valve (25) and configured to open and close the sub-flow passage (42); an accumulator (27) connected to a region of the secondary flow path (42) on the opposite side to the main flow path (41) with respect to the second valve (26) and configured to store brake fluid that has flowed from the main flow path (41) into the secondary flow path (42); a pump (50) provided in a region of the sub-flow path (42) between the second valve (26) and the accumulator (27) or in a connecting flow path (43) connected to the accumulator (27), for discharging brake fluid stored in the accumulator (27) from the accumulator (27); Equipped with the connecting passage (43) is connected to a region of the main passage (41) on the wheel cylinder (24) side with respect to the first valve (25), During service braking, the first valve (25) is in an open state and the second valve (26) is in a closed state. When starting the antilock brake control, The first valve (25), which was in an open state, is closed, The second valve (26), which was in a closed state, is configured to be in an open state at the same time as the first valve (25) is closed or after the first valve (25) is closed, During execution of the antilock brake control, a pressure reducing step in which brake fluid passes through the second valve (26) in an open state and is stored in the accumulator (27); a pressure increasing step in which the second valve (26) is closed and the brake fluid stored in the accumulator (27) is supplied by the pump (50) to a region of the main flow path (41) that is on the wheel cylinder (24) side with respect to the first valve (25); This is the configuration that runs A hydraulic control unit (100).

2. The first valve (25) is configured to be in an open state during the pressure increasing process, The first valve (25) is in a closed state and the second valve (26) is in an open state, and the depressurization step is performed after the pressure increase step. The hydraulic control unit (100) of claim 1.

3. In the pressure increasing process, the first valve (25) is opened based on information about the rotation speed of the wheels (3, 4) whose braking force is controlled by the antilock brake control. The hydraulic control unit (100) of claim 2.

4. In the antilock brake control, The pump (50) that has been stopped is driven simultaneously with the start of the pressure increase process or before the pressure increase process is started. A hydraulic control unit (100) according to any one of claims 1 to 3.

5. A motor (70) is provided as a drive source for the pump (50), The rotation speed of the motor (70) is higher in the pressure increasing step than in the pressure reducing step. A hydraulic control unit (100) according to any one of claims 1 to 3.

6. A master cylinder pressure sensor (30) is provided to detect the pressure of the brake fluid in the master cylinder (21). A hydraulic control unit (100) according to any one of claims 1 to 3.

7. The brake control device (32) is provided for detecting the operation of the brake operating portion (11, 14) which presses the piston of the master cylinder (21). A hydraulic control unit (100) according to any one of claims 1 to 3.

8. a check valve (28) connected to the main flow path (41) in parallel with the first valve (25) and allowing the flow of brake fluid from the wheel cylinder (24) side to the master cylinder (21) side A hydraulic control unit (100) according to any one of claims 1 to 3.

9. A wheel cylinder pressure sensor (31) is provided to detect the pressure of the brake fluid in the wheel cylinder (24). A hydraulic control unit (100) according to any one of claims 1 to 3.

10. A plurality of said pumps (50); A motor (70) for driving the plurality of pumps (50); Equipped with A hydraulic control unit (100) according to any one of claims 1 to 3.

11. The hydraulic control unit (100) according to any one of claims 1 to 3 is provided. A saddle-type vehicle (200).

12. A control method for a hydraulic control unit (100) of a brake system (10) mounted on a saddle-type vehicle (200) and capable of performing anti-lock brake control, comprising: The hydraulic control unit (100) a first valve (25) provided in a main flow passage (41) that communicates between the master cylinder (21) and the wheel cylinder (24) and that opens and closes the main flow passage (41); a second valve (26) provided in a sub-flow passage (42) having one end connected to a region of the main flow passage (41) on the wheel cylinder (24) side with respect to the first valve (25) and configured to open and close the sub-flow passage (42); an accumulator (27) connected to a region of the secondary flow path (42) on the opposite side to the main flow path (41) with respect to the second valve (26) and configured to store brake fluid that has flowed from the main flow path (41) into the secondary flow path (42); a pump (50) provided in a region of the sub-flow path (42) between the second valve (26) and the accumulator (27) or in a connecting flow path (43) connected to the accumulator (27), for discharging brake fluid stored in the accumulator (27) from the accumulator (27); A control device that controls the first valve (25), the second valve (26), and the pump (50); Equipped with the connecting passage (43) is connected to a region of the main passage (41) on the wheel cylinder (24) side with respect to the first valve (25), During service braking, the first valve (25) is in an open state and the second valve (26) is in a closed state. The control device includes: When starting the antilock brake control, Executing control to close the first valve (25) that has been in an open state, At the same time as or after executing control to close the first valve (25), control is executed to open the second valve (26) that was in a closed state; During execution of the antilock brake control, a pressure reducing step (S11) of storing brake fluid in the accumulator (27) through the second valve (26) in an open state; a pressure increasing step (S14) of controlling the second valve (26) to be in a closed state and supplying the brake fluid stored in the accumulator (27) to a region of the main flow path (41) that is on the wheel cylinder (24) side with respect to the first valve (25) by the pump (50); Run A method for controlling a hydraulic control unit (100).

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