Hydraulic Control Unit

Abstract

The present invention provides a hydraulic pressure control unit capable of appropriately detecting abnormalities in the hydraulic pressure control unit. In a hydraulic pressure control unit (5) according to the present invention, a control device (52) that includes a diagnosis unit that runs a diagnosis mode for diagnosing the presence / absence of an abnormality in a hydraulic pressure control mechanism (51) on the basis of current fluctuations in a motor (35) under conditions in which a pump (34) is driven by the motor (35).

Description

[Technical field]

[0001] The present disclosure relates to a hydraulic control unit that can appropriately detect an abnormality in the hydraulic control unit. [Background technology]

[0002] Conventionally, vehicles such as motorcycles are provided with hydraulic control units for controlling the braking force of wheels. Some such hydraulic control units are provided with a hydraulic control mechanism including an inlet valve provided in a main flow passage that communicates between a master cylinder and a wheel cylinder, a release valve provided in a secondary flow passage that releases hydraulic fluid in the wheel cylinder to an intermediate portion of the main flow passage, a pump provided in the secondary flow passage downstream of the release valve, and a motor that drives the pump (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-8674 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a hydraulic control unit, the hydraulic control mechanism may not operate as expected due to various factors such as the inclusion of foreign matter. Therefore, in order to improve safety, it is desirable to propose a mechanism for appropriately detecting abnormalities in the hydraulic control unit.

[0005] The present invention has been made in light of the above-mentioned problems, and has an object to provide a hydraulic control unit that can appropriately detect an abnormality in the hydraulic control unit. [Means for solving the problem]

[0006] The hydraulic control unit of the present invention is a hydraulic control unit used in a vehicle brake system, and comprises a hydraulic control mechanism including an inlet valve provided in a main flow path connecting a master cylinder and a wheel cylinder, a release valve provided in a secondary flow path that releases working fluid in the wheel cylinder to a midway portion of the main flow path, a pump provided in the secondary flow path downstream of the release valve, and a motor that drives the pump, and a control device that controls the operation of the hydraulic control mechanism, and the control device includes a diagnostic section that executes a diagnostic mode to diagnose the presence or absence of an abnormality in the hydraulic control mechanism based on current fluctuations in the motor while the pump is driven by the motor. Effect of the Invention

[0007] In the hydraulic control unit according to the present invention, the control device includes a diagnostic section that executes a diagnostic mode in which the hydraulic control mechanism is diagnosed for an abnormality based on a current fluctuation of the motor while the pump is driven by the motor. This makes it possible to appropriately diagnose the hydraulic control mechanism for an abnormality according to the load acting on the motor. Therefore, it is possible to appropriately detect an abnormality in the hydraulic control unit. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic diagram showing a schematic configuration of a vehicle according to a first embodiment of the present invention. [Diagram 2] 1 is a schematic diagram showing a schematic configuration of a brake system according to a first embodiment of the present invention. [Diagram 3] 1 is a block diagram showing an example of a functional configuration of a control device according to a first embodiment of the present invention. [Figure 4] 1 is a partial cross-sectional view showing a configuration around an output shaft of a motor according to a first embodiment of the present invention. [Diagram 5] 2 is a schematic diagram showing the relationship between a load acting on a motor and a rotational position of the motor according to the first embodiment of the present invention. FIG. [Figure 6] FIG. 2 is a schematic diagram showing a state of the brake system in a diagnosis mode according to the first embodiment of the present invention. [Figure 7] FIG. 4 is a schematic diagram showing a schematic configuration of a brake system according to a second embodiment of the present invention. [Figure 8] FIG. 11 is a schematic diagram showing a state of a brake system in a diagnosis mode according to a second embodiment of the present invention. [Figure 9] 9 is a schematic diagram showing a state of the brake system in a diagnosis mode according to the second embodiment of the present invention, which is different from the state shown in FIG. 8 . DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, a hydraulic control unit according to the present invention will be described with reference to the drawings.

[0010] Although the following describes a hydraulic control unit used in the brake system of a two-wheeled motorcycle (see vehicle 100 in FIG. 1), the hydraulic control unit according to the present invention may also be used in the brake system of vehicles other than two-wheeled motorcycles (for example, other saddle-ride vehicles such as buggies, three-wheeled motorcycles, bicycles, or four-wheeled automobiles, etc.) A saddle-ride vehicle refers to a vehicle on which a rider straddles, and includes scooters and the like.

[0011] In addition, although the following describes the case where there is one front wheel braking mechanism and one rear wheel braking mechanism (see front wheel braking mechanism 12 and rear wheel braking mechanism 14 in Figure 2), there may be multiple front wheel braking mechanisms and / or multiple rear wheel braking mechanisms, and it is not necessary for one of the front wheel braking mechanism and / or rear wheel braking mechanism to be provided.

[0012] Furthermore, the configuration and operation etc. described below are merely examples, and the hydraulic control unit according to the present invention is not limited to such configuration and operation etc.

[0013] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar members or parts are not labeled with a reference symbol or are labeled with the same reference symbol. In addition, the detailed structure is appropriately simplified or omitted.

[0014] <First embodiment> [composition] The configuration of a vehicle 100 according to a first embodiment of the present invention will be described with reference to FIGS.

[0015] Fig. 1 is a schematic diagram showing a schematic configuration of a vehicle 100 according to a first embodiment of the present invention. Fig. 2 is a schematic diagram showing a schematic configuration of a brake system 10 according to the first embodiment of the present invention.

[0016] The vehicle 100 is a two-wheeled motorcycle corresponding to an example of the vehicle according to the present invention. As shown in FIG. 1, the vehicle 100 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, a rear wheel 4 rotatably held by the body 1, a hydraulic control unit 5, and an alarm device 6. The hydraulic control unit 5 is used in a brake system 10 of the vehicle 100. The alarm device 6 issues an alarm to the rider. The alarm device 6 includes a sound output function and a display function. The sound output function is a function of outputting sound, and is realized, for example, by a speaker. The display function is a function of visually displaying information, and is realized, for example, by a liquid crystal display or a lamp. The vehicle 100 includes a drive source such as an engine or a motor, and runs using power output from the drive source.

[0017] 1 and 2, the brake system 10 includes a first brake operation unit 11, a front wheel braking mechanism 12 that brakes the front wheels 3 in cooperation with at least the first brake operation unit 11, a second brake operation unit 13, and a rear wheel braking mechanism 14 that brakes the rear wheels 4 in cooperation with at least the second brake operation unit 13. The brake system 10 also includes a hydraulic pressure control unit 5, and a part of the front wheel braking mechanism 12 and a part of the rear wheel braking mechanism 14 are included in the hydraulic pressure control unit 5. The hydraulic pressure control unit 5 is a unit that has the function of controlling the braking force applied to the front wheels 3 by the front wheel braking mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel braking mechanism 14.

[0018] The first brake operation unit 11 is provided on the handlebar 2 and is operated by the rider's hand. The first brake operation unit 11 is, for example, a brake lever. The second brake operation unit 13 is provided on the lower part of the body 1 and is operated by the rider's foot. The second brake operation unit 13 is, for example, a brake pedal. However, like the brake operation units of a scooter or the like, both the first brake operation unit 11 and the second brake operation unit 13 may be brake levers operated by the rider's hand.

[0019] Each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 includes a master cylinder 21 incorporating a piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 held in the body 1 and having brake pads (not shown), a wheel cylinder 24 attached to the brake caliper 23, a main flow path 25 that communicates between the master cylinder 21 and the wheel cylinder 24 and distributes the brake fluid of the master cylinder 21 to the wheel cylinder 24, and a secondary flow path 26 that releases the brake fluid of the wheel cylinder 24 to a midway portion 25a of the main flow path 25. The brake fluid corresponds to an example of a hydraulic fluid according to the present invention.

[0020] The main flow path 25 is provided with an inlet valve (EV) 31. The secondary flow path 26 bypasses the wheel cylinder 24 side and the master cylinder 21 side of the main flow path 25 with respect to the inlet valve 31. The secondary flow path 26 is provided with a release valve (AV) 32, an accumulator 33, and a pump 34, in this order from the upstream side. In this manner, the pump 34 is provided on the secondary flow path 26 downstream of the release valve 32. The inlet valve 31 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The release valve 32 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

[0021] The hydraulic control unit 5 is also provided with a motor 35 that drives the pump 34, and a current sensor 41 that detects the value of a current flowing through the motor 35. The current sensor 41 may be one that detects another physical quantity that can be substantially converted into the current value of the current flowing through the motor 35.

[0022] The hydraulic control unit 5 includes a hydraulic control mechanism 51 including a part of the front wheel braking mechanism 12 and a part of the rear wheel braking mechanism 14 described above, and a control device (ECU) 52 that controls the operation of the hydraulic control mechanism 51.

[0023] The hydraulic pressure control mechanism 51 includes a base body 51a, components (specifically, an inlet valve 31, a release valve 32, an accumulator 33, and a pump 34) that are incorporated in the base body 51a and that control the hydraulic pressure generated in the brake fluid that is the working fluid of the brake system 10, and a motor 35. The components refer to elements such as parts that are incorporated in the base body 51a.

[0024] The base 51a has, for example, a substantially rectangular parallelepiped shape and is made of a metal material. A main flow path 25 and a sub-flow path 26 are formed inside the base 51a of the hydraulic control mechanism 51, and an inlet valve 31, a release valve 32, an accumulator 33, and a pump 34 are incorporated as the above-mentioned components. The operations of these components and the motor 35 are controlled by a control device 52 of the hydraulic control unit 5, as described later. The base 51a may be formed of one member or a plurality of members. When the base 51a is formed of a plurality of members, each component may be provided separately in the plurality of members.

[0025] A part or all of the control device 52 is configured, for example, by a microcomputer, a microprocessor unit, or the like. Also, for example, a part or all of the control device 52 may be configured by an updatable component such as firmware, or may be a program module executed by a command from a CPU or the like. The control device 52 may be, for example, one unit, or may be divided into multiple units. Also, the control device 52 may be attached to the base 51a, or may be attached to a member other than the base 51a.

[0026] Fig. 3 is a block diagram showing an example of a functional configuration of the control device 52 of the hydraulic control unit 5. As shown in Fig. 3, the control device 52 includes, for example, an acquisition unit 521 and a control unit 522.

[0027] The acquisition unit 521 acquires information from each device mounted on the vehicle 100, and outputs the information to the control unit 522. For example, the acquisition unit 521 acquires information from the current sensor 41.

[0028] The control unit 522 controls the operations of various devices and includes, for example, a braking control unit 522a and a diagnosis unit 522b.

[0029] The braking control unit 522a controls the operation of the above-mentioned components incorporated in the base 51a of the hydraulic control mechanism 51 and the motor 35. As a result, the braking control unit 522a can control the braking force applied to the front wheels 3 by the front wheel braking mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel braking mechanism 14.

[0030] The diagnosis unit 522b executes a diagnosis mode in which the presence or absence of an abnormality in the hydraulic control mechanism 51 is diagnosed by appropriately controlling the operation of the hydraulic control mechanism 51. The details of the diagnosis mode performed by the diagnosis unit 522b will be described later. Note that the diagnosis unit 522b can also control the operation of the notification device 6, as will be described later.

[0031] As described above, in the hydraulic pressure control unit 5, the operation of the hydraulic pressure control mechanism 51 is controlled, thereby controlling the braking force applied to the wheels.

[0032] Under normal circumstances (i.e., when antilock brake control, which will be described later, is not being executed), the brake control unit 522a opens the inlet valve 31 and closes the release valve 32. When the first brake operation unit 11 is operated in this state, in the front wheel braking mechanism 12, the piston (not shown) of the master cylinder 21 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake pad (not shown) of the brake caliper 23 is pressed against the rotor 3a of the front wheel 3, generating a braking force on the front wheel 3. When the second brake operation unit 13 is operated, in the rear wheel braking mechanism 14, the piston (not shown) of the master cylinder 21 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake pad (not shown) of the brake caliper 23 is pressed against the rotor 4a of the rear wheel 4, generating a braking force on the rear wheel 4.

[0033] Antilock brake control is executed, for example, when a wheel (specifically, the front wheel 3 or the rear wheel 4) locks or there is a possibility that the wheel may lock, and is a control that reduces the braking force applied to the wheel without the rider operating the brakes. In antilock brake control, a pressure reduction control that reduces the brake fluid pressure of the wheel, a pressure retention control that retains the brake fluid pressure of the wheel, and a pressure increase control that increases the brake fluid pressure of the wheel are executed successively in that order. Note that the pressure reduction control, pressure retention control, and pressure increase control are repeated, for example, until it is determined that the wheel has been prevented from locking.

[0034] In the pressure reduction control, the brake control unit 522a closes the inlet valve 31 and opens the release valve 32, and in this state, drives the pump 34 by the motor 35 to reduce the hydraulic pressure of the brake fluid in the wheel cylinder 24. As a result, the braking force acting on the wheels is reduced. In the pressure reduction control, the brake fluid that has flowed from the wheel cylinder 24 into the accumulator 33 is returned to the main flow path 25 via the secondary flow path 26 by the pump 34. Next, in the hydraulic pressure maintenance control, the brake control unit 522a closes both the inlet valve 31 and the release valve 32 to maintain the hydraulic pressure of the brake fluid in the wheel cylinder 24. As a result, the braking force acting on the wheels is maintained. Next, in the pressure increase control, the brake control unit 522a opens the inlet valve 31 and closes the release valve 32 to increase the hydraulic pressure of the brake fluid in the wheel cylinder 24. As a result, the braking force acting on the wheels is increased.

[0035] As described above, the motor 35 and the pump 34 are driven during the pressure reduction control of the antilock brake control. Hereinafter, the configuration of the connection portion between the motor 35 and the pump 34 will be described with reference to FIG.

[0036] FIG. 4 is a partial cross-sectional view showing the configuration around the output shaft 351 of the motor 35. In FIG. 4, the output shaft 351 side of the two pumps 34 is shown. The two pumps 34 in FIG. 4 are the pump 34 of the front wheel braking mechanism 12 and the pump 34 of the rear wheel braking mechanism 14. As shown in FIG. 4, the plunger 341 of each pump 34 is disposed near the output shaft 351 of the motor 35. The plunger 341 is substantially cylindrical and reciprocates in the axial direction of the plunger 341 (the left-right direction in FIG. 4). The reciprocating motion of the plunger 341 causes the pump 34 to suck and discharge the brake fluid. The plungers 341 face each other. For example, the axial directions of the plungers 341 are substantially aligned (i.e., the plungers 341 are disposed substantially parallel to each other), and the plungers 341 are disposed at intervals in the axial direction.

[0037] The output shaft 351 of the motor 35 is provided with an eccentric cam portion 36 that is eccentric with respect to the output shaft 351. 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 that is fitted to the outer periphery of the cam member 361. The eccentric cam portion 36 is disposed between the plungers 341, and the axial direction of the eccentric cam portion 36 is perpendicular to the axial direction of the plungers 341. In this manner, the plungers 341 face each other with the eccentric cam portion 36 therebetween. A spring 342 abuts against a base end portion of each plunger 341 (i.e., an end portion on the opposite side to the output shaft 351 side), and each plunger 341 is biased by the spring 342 in a direction approaching the output shaft 351. The tip end of each plunger 341 (that is, the end on the output shaft 351 side) is in contact with the outer circumferential surface of the rolling bearing 362 of the eccentric cam portion .

[0038] As the output shaft 351 of the motor 35 rotates, the eccentric cam portion 36 rotates eccentrically with respect to the output shaft 351 and continues to alternately press one plunger 341 and the other plunger 341. In other words, each plunger 341 is intermittently pressed by the eccentric cam portion 36. At this time, the eccentric cam portion 36 presses the plunger 341 against the biasing force of the spring 342.

[0039] The type of motor 35 is not particularly limited. For example, motor 35 may be a DC motor or an AC motor. For example, motor 35 may be a brushed DC motor or a brushless DC motor. The configuration of pump 34 is not particularly limited, and for example, plunger 341 may be provided with various components such as a check valve.

[0040] Here, in the hydraulic control unit 5, the hydraulic control mechanism 51 may not operate as expected due to various factors such as the intrusion of foreign matter. For example, the pump 34 may become stuck (i.e., stuck) due to the intrusion of foreign matter into the gap between the plunger 341 of the pump 34 and the base body 51a. The stuck state of the pump 34 is a state in which the plunger 341 continues to be held in a position pressed by the eccentric cam portion 36 regardless of whether it is pressed by the eccentric cam portion 36 or not, and the plunger 341 does not operate. When the pump 34 becomes stuck, the hydraulic control mechanism 51 does not operate as expected, and it becomes difficult to control the braking force applied to the wheels as expected.

[0041] In this embodiment, by implementing some ingenuity in the processing related to the diagnostic mode in which the diagnostic section 522b of the control device 52 diagnoses whether or not there is an abnormality in the hydraulic control mechanism 51, it is possible to appropriately detect an abnormality in the hydraulic control unit 5.

[0042] [Operation] The operation of the hydraulic control unit 5 according to the first embodiment of the present invention will be described with reference to FIGS.

[0043] As described above, the diagnosis unit 522b of the control device 52 executes the diagnosis mode for diagnosing the presence or absence of an abnormality in the hydraulic control mechanism 51. The diagnosis mode may be executed repeatedly at a predetermined time interval, for example, or may be executed once when the power supply system of the vehicle 100 is turned ON. The diagnosis mode may be executed while the vehicle 100 is stopped, or may be executed while the vehicle 100 is traveling.

[0044] In the diagnosis mode by the diagnosis unit 522b, the presence or absence of an abnormality in the hydraulic control mechanism 51 is diagnosed by focusing on the relationship between the current value of the current flowing through the motor 35 and the load (i.e., pressure) acting on the motor 35. Hereinafter, the relationship between the current value of the current flowing through the motor 35 and the load acting on the motor 35 will be described with reference to FIG.

[0045] When the motor 35 presses the pump 34, a load is applied to the motor 35 as a rotational resistance. Fig. 5 is a schematic diagram showing the relationship between the load acting on the motor 35 and the rotational position of the motor 35. The horizontal axis of Fig. 5 represents the rotation angle θ of the motor 35. The vertical axis of Fig. 5 represents the pressure P received by the motor 35 and the current value i of the current flowing through the motor 35. Fig. 5 shows the pressure P1 received by the motor 35 when pressing the plunger 341 of one pump 34, and the pressure P2 received by the motor 35 when pressing the plunger 341 of the other pump 34.

[0046] In the example shown in FIG. 5, when the rotation angle θ of the motor 35 is between 0° and 180°, one plunger 341 is pressed by the eccentric cam portion 36 to generate a pressure P1. The pressure P1 increases as the rotation angle θ approaches from 0° to near 90°, becomes maximum when the rotation angle θ approaches near 90°, and decreases as the rotation angle θ approaches from near 90° to 180°. When the rotation angle θ of the motor 35 is between 180° and 360°, the other plunger 341 is pressed by the eccentric cam portion 36 to generate a pressure P2. The pressure P2 increases as the rotation angle θ approaches from 180° to near 270°, becomes maximum when the rotation angle θ approaches near 270°, and decreases as the rotation angle θ approaches from near 270° to 360°.

[0047] In FIG. 5, the current value i1 of the current flowing through the motor 35 while the pressure P1 is generated and the current value i2 of the current flowing through the motor 35 while the pressure P2 is generated are respectively indicated by solid lines. The current value i1 increases as the rotation angle θ approaches from 0° to near 90°, becomes maximum when the rotation angle θ approaches near 90°, and decreases as the rotation angle θ approaches from near 90° to 180°. The current value i2 increases as the rotation angle θ approaches from near 180° to near 270°, becomes maximum when the rotation angle θ approaches near 270°, and decreases as the rotation angle θ approaches from near 270° to 360°. In this way, the current value i of the current flowing through the motor 35 has a correlation with the pressure P received by the motor 35. Therefore, the diagnosis unit 522b can estimate the load acting on the motor 35 (i.e., pressure) based on the current fluctuation of the motor 35 (i.e., fluctuation of the current value i of the current flowing through the motor 35).

[0048] In this embodiment, in the diagnosis mode, while the pump 34 is being driven by the motor 35, the diagnosing unit 522b diagnoses whether or not there is an abnormality in the hydraulic control mechanism 51 based on the current fluctuation of the motor 35. This makes it possible to appropriately diagnose whether or not there is an abnormality in the hydraulic control mechanism 51 depending on the load acting on the motor 35.

[0049] For example, when the pump 34 is operating normally, the flow path on the discharge side of the pump 34 is pressurized, so that the load acting on the motor 35 is large. Therefore, the current value i of the current flowing through the motor 35 is also large. On the other hand, when the pump 34 is stuck, the flow path on the discharge side of the pump 34 is not pressurized. Furthermore, the plunger 341 of the pump 34 does not operate, so that the biasing force of the spring 342 of the pump 34 does not act on the motor 35. As a result, the load acting on the motor 35 is smaller than when the pump 34 is operating normally. Therefore, the current value i of the current flowing through the motor 35 is also smaller than when the pump 34 is operating normally. Therefore, an abnormality in the hydraulic control mechanism 51 (for example, sticking of the pump 34) can be detected based on the current fluctuation of the motor 35. In this way, according to this embodiment, an abnormality in the hydraulic control unit 5 can be appropriately detected.

[0050] For example, in the diagnosis mode, when the amplitude of the current fluctuation of the motor 35 (i.e., the peak value of the current value i) is smaller than the reference amplitude RA, the diagnosis unit 522b diagnoses that the hydraulic control mechanism 51 is abnormal. The reference amplitude RA is set to a value that can determine whether the load acting on the motor 35 is small enough to diagnose that the hydraulic control mechanism 51 is abnormal. The amplitude of the current values ​​i1 and i2 shown by the solid lines in FIG. 5 is larger than the reference amplitude RA. Therefore, when the current value i of the current flowing through the motor 35 is the current value i1 or i2 in FIG. 5, the diagnosis unit 522b diagnoses that the hydraulic control mechanism 51 is normal. On the other hand, the amplitude of the current values ​​i1' and i2' shown by the dashed lines in FIG. 5 is smaller than the reference amplitude RA. Therefore, when the current value i of the current flowing through the motor 35 is the current value i1' or i2' in FIG. 5, the diagnosis unit 522b diagnoses that the hydraulic control mechanism 51 is abnormal.

[0051] It is also assumed that an abnormality such as a stuck pump 34 occurs in only one of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14. For example, when the current value i is the current value i1' in FIG. 5 when the rotation angle θ is between 0° and 180°, and when the current value i is the current value i2 in FIG. 5 when the rotation angle θ is between 180° and 360°, the diagnosing unit 522b diagnoses that only the front wheel braking mechanism 12 is abnormal among the front wheel braking mechanism 12 and the rear wheel braking mechanism 14. In this way, the diagnosing unit 522b can independently diagnose the presence or absence of an abnormality for each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 based on, for example, the correspondence between the rotation angle θ and the current value i. It is to be noted that the information indicating the rotation angle θ can be acquired by the acquiring unit 521 using a sensor that detects the rotation angle θ.

[0052] As described above, in the diagnosis mode, the diagnosing unit 522b diagnoses, for example, whether or not the pump 34 is stuck as the presence or absence of an abnormality in the hydraulic control mechanism 51. Here, even if an abnormality (for example, sticking) occurs in the solenoid valve of the hydraulic control mechanism 51, it is assumed that the flow path on the discharge side of the pump 34 is not pressurized. In this case, the load acting on the motor 35 and the current value i of the current flowing through the motor 35 are smaller than when the solenoid valve is operating normally. Therefore, in this case, the diagnosing unit 522b diagnoses that the hydraulic control mechanism 51 is abnormal. In this way, in the diagnosis mode, the diagnosing unit 522b can also diagnose the presence or absence of an abnormality in the solenoid valve as the presence or absence of an abnormality in the hydraulic control mechanism 51.

[0053] For example, when the amplitude of the current fluctuation of the motor 35 is smaller than the reference amplitude RA and it is known that the solenoid valve is normal, the diagnosing unit 522b diagnoses that the pump 34 is stuck. Also, for example, when the amplitude of the current fluctuation of the motor 35 is smaller than the reference amplitude RA and it is known that the pump 34 is normal, the diagnosing unit 522b diagnoses that the solenoid valve is stuck.

[0054] Fig. 6 is a schematic diagram showing the state of the brake system 10 in the diagnosis mode. As shown in Fig. 6, in the diagnosis mode, the diagnosis unit 522b drives the pump 34 by the motor 35 with the release valve 32 in a closed state. In the example of Fig. 6, the diagnosis unit 522b controls each solenoid valve so that the inlet valve 31 is in an open state and the release valve 32 is in a closed state in the diagnosis mode. Note that, as described later, the diagnosis unit 522b may close the inlet valve 31 in the diagnosis mode.

[0055] When the hydraulic control mechanism 51 is normal (i.e., no abnormality such as sticking of the pump 34 occurs), the pump 34 is driven in the diagnosis mode to pressurize the flow path on the discharge side of the pump 34. In FIG. 6, the pressurizing section PP, which is pressurized to increase the hydraulic pressure in the diagnosis mode, is shown by a thick line. In the example of FIG. 6, the pressurizing section PP includes the entire main flow path 25 (i.e., the portion between the master cylinder 21 and the wheel cylinders 24), the portion of the sub-flow path 26 downstream of the pump 34, and the portion of the sub-flow path 26 upstream of the release valve 32. When the hydraulic control mechanism 51 is normal, the pressurizing section PP is pressurized and the load acting on the motor 35 increases, so that the current value i of the current flowing through the motor 35 increases.

[0056] On the other hand, when the hydraulic control mechanism 51 is abnormal (for example, when the pump 34 is stuck), the pressurizing unit PP is not pressurized, and the load acting on the motor 35 is smaller than when the hydraulic control mechanism 51 is normal. In particular, when the pump 34 is stuck, the biasing force of the spring 342 of the pump 34 no longer acts on the motor 35, and the load acting on the motor 35 is smaller. Therefore, the current value i of the current flowing through the motor 35 is also smaller than when the hydraulic control mechanism 51 is normal. Therefore, it is possible to detect an abnormality in the hydraulic control mechanism 51 (for example, when the pump 34 is stuck) based on the current fluctuation of the motor 35.

[0057] As described above, when the pump 34 is stuck, the biasing force of the spring 342 of the pump 34 no longer acts on the motor 35, and the current value i of the current flowing through the motor 35 decreases. Here, by setting the biasing force of the spring 342 to as large a force as possible, it is possible to increase the amplitude of the current fluctuation of the motor 35 when the pump 34 is not stuck. This makes it possible to increase the difference in the amplitude of the current fluctuation of the motor 35 between when the pump 34 is not stuck and when the pump 34 is stuck. Therefore, it is possible to more appropriately diagnose whether the pump 34 is stuck.

[0058] Here, the diagnosis unit 522b may control the notification operation based on the diagnosis result of the diagnosis mode. The notification operation is an operation of notifying the rider of various information. For example, the notification operation is performed by the notification device 6, and may be an operation of displaying information or an operation of outputting sound. The notification operation may be terminated after continuing for a set time, or may be terminated when the rider performs an input operation to stop the notification operation.

[0059] For example, when the diagnosis unit 522b diagnoses that the hydraulic control mechanism 51 is abnormal, it causes the notification device 6 to perform an alarm operation to notify the user that the hydraulic control mechanism 51 is abnormal. On the other hand, when the diagnosis unit 522b diagnoses that the hydraulic control mechanism 51 is normal, it causes the notification device 6 to stop the alarm operation. However, when the diagnosis unit 522b diagnoses that the hydraulic control mechanism 51 is normal, it may also cause the notification device 6 to perform an alarm operation to notify the user that the hydraulic control mechanism 51 is normal.

[0060] The notification operation may be performed by a device other than the notification device 6. For example, the notification operation may be performed by a display device (for example, a transparent display arranged in the line of sight of the rider) provided in a helmet worn on the rider's head. For example, the notification operation may be performed by a sound output device provided in a helmet worn on the rider's head. For example, the notification operation may be an operation of generating vibrations by a vibration generating device provided in the vehicle 100 or worn by the rider. For example, the notification operation may be an operation of instantaneously decelerating the vehicle 100. The instantaneous deceleration may be realized by reducing the output of the drive source, by generating a braking force by the hydraulic control unit 5, or by changing the gear ratio of the gear change mechanism of the vehicle 100.

[0061] [effect] The effects of the hydraulic control unit 5 according to the first embodiment of the present invention will be described.

[0062] In the hydraulic control unit 5, the diagnosing section 522b executes a diagnosing mode in which the presence or absence of an abnormality in the hydraulic control mechanism 51 is diagnosed based on the current fluctuation of the motor 35 while the pump 34 is being driven by the motor 35. This makes it possible to appropriately diagnose the presence or absence of an abnormality in the hydraulic control mechanism 51 according to the load acting on the motor 35. Therefore, it is possible to appropriately detect an abnormality in the hydraulic control unit 5.

[0063] Preferably, in the hydraulic control unit 5, the diagnosing section 522b diagnoses whether or not the pump 34 is stuck as the presence or absence of an abnormality in the hydraulic control mechanism 51 in the diagnosis mode. This makes it possible to appropriately diagnose whether or not the pump 34 is stuck, depending on the load acting on the motor 35. Therefore, it is possible to appropriately detect whether or not the pump 34 is stuck.

[0064] Preferably, in the hydraulic control unit 5, the diagnosing section 522b diagnoses that the hydraulic control mechanism 51 is abnormal when the amplitude of the current fluctuation of the motor 35 is smaller than the reference amplitude RA in the diagnosis mode. This makes it possible to appropriately diagnose the presence or absence of an abnormality in the hydraulic control mechanism 51 by focusing on the relationship between the current value i of the current flowing through the motor 35 and the load acting on the motor 35. Therefore, it is possible to appropriately detect an abnormality in the hydraulic control unit 5.

[0065] Preferably, in the hydraulic control unit 5, the diagnosis section 522b drives the pump 34 by the motor 35 in the diagnosis mode with the release valve 32 in a closed state. Thereby, in the diagnosis mode, when the hydraulic control mechanism 51 is normal, the flow path on the discharge side of the pump 34 is pressurized, and when the hydraulic control mechanism 51 is abnormal, the flow path on the discharge side of the pump 34 is not pressurized. Therefore, the load acting on the motor 35 can be changed between the case where the hydraulic control mechanism 51 is normal and the case where the hydraulic control mechanism 51 is abnormal. Therefore, the presence or absence of an abnormality in the hydraulic control mechanism 51 can be appropriately diagnosed according to the load acting on the motor 35.

[0066] Preferably, in the hydraulic control unit 5, the diagnosis section 522b controls the notification operation based on the diagnosis result in the diagnosis mode. This makes it possible to notify the rider of information indicating the diagnosis result as to whether or not there is an abnormality in the hydraulic control mechanism 51. Therefore, the rider can know whether or not there is an abnormality in the hydraulic control mechanism 51. This improves safety.

[0067] <Second embodiment> [composition] The configuration of a vehicle 100A according to a second embodiment of the present invention will be described with reference to FIG.

[0068] 7 is a schematic diagram showing a schematic configuration of a brake system 10A according to a second embodiment of the present invention. A vehicle 100A according to the second embodiment is different from the vehicle 100 according to the first embodiment described above in that a brake system 10A is provided instead of the brake system 10. In the brake system 10A, a part of the front wheel braking mechanism 12 and a part of the rear wheel braking mechanism 14 are included in a hydraulic control unit 5A.

[0069] 7, the brake system 10A differs from the above-described brake system 10 (see FIG. 2) in that each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 further includes a supply passage 27 that supplies the brake fluid of the master cylinder 21 to between the release valve 32 and the pump 34 in the secondary passage 26. The supply passage 27 communicates between the master cylinder 21 and the suction side of the pump 34 in the secondary passage 26.

[0070] Also, the brake system 10A differs from the above-described brake system 10 in that a first valve (USV) 37 and a second valve (HSV) 38 are provided in each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14. The first valve 37 is provided on the master cylinder 21 side of the intermediate portion 25a in the main flow path 25. The supply flow path 27 is connected to the master cylinder 21 side of the main flow path 25 from the first valve 37. The second valve 38 is provided in the supply flow path 27. The first valve 37 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The second valve 38 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

[0071] The hydraulic control unit 5A includes a hydraulic control mechanism 51A and a control device (ECU) 52A that controls the operation of the hydraulic control mechanism 51A.

[0072] The hydraulic control mechanism 51A differs from the above-described hydraulic control mechanism 51 in that a supply flow path 27 is further formed inside the base 51a, and a first valve 37 and a second valve 38 are further incorporated as components of the base 51a.

[0073] The functional configuration of the control device 52A is similar to that of the control device 52 described above. However, the braking control section 522a of the control device 52A can execute controls other than the antilock brake control described above by further controlling the operations of the first valve 37 and the second valve 38. For example, the braking control section 522a can execute automatic brake control.

[0074] The automatic brake control is executed, for example, when it becomes necessary to stabilize the attitude of the vehicle 100A when the vehicle 100A is turning, and generates a braking force applied to the wheels (specifically, the front wheel 3 or the rear wheel 4) without the rider operating the brakes. For example, in the automatic brake control, the braking control unit 522a opens the inlet valve 31, closes the release valve 32, closes the first valve 37, and opens the second valve 38. In this state, the braking control unit 522a increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by driving the pump 34 by the motor 35. This generates a braking force that brakes the wheels.

[0075] [Operation] The operation of a hydraulic control unit 5A according to the second embodiment of the present invention will be described with reference to FIGS.

[0076] In the diagnosis mode, the diagnosing unit 522b of the control device 52A diagnoses whether or not there is an abnormality in the hydraulic control mechanism 51A based on the current fluctuation of the motor 35 while the pump 34 is driven by the motor 35, as in the first embodiment described above. Also, in the diagnosis mode, the diagnosing unit 522b diagnoses, for example, whether or not there is a fixation of the pump 34 as the presence or absence of an abnormality in the hydraulic control mechanism 51A, as in the first embodiment described above. Also, in the diagnosis mode, the diagnosing unit 522b diagnoses that the hydraulic control mechanism 51A is abnormal, for example, when the amplitude of the current fluctuation of the motor 35 is smaller than the reference amplitude RA, as in the first embodiment described above.

[0077] Fig. 8 is a schematic diagram showing a state of the brake system 10A in the diagnosis mode. As shown in Fig. 8, in this embodiment, the diagnosis unit 522b drives the pump 34 by the motor 35 in a state in which the first valve 37 is closed and the second valve 38 is open in the diagnosis mode. In the example of Fig. 8, the diagnosis unit 522b controls each solenoid valve so that the inlet valve 31 is open, the release valve 32 is closed, the first valve 37 is closed, and the second valve 38 is open in the diagnosis mode.

[0078] 8, in the diagnosis mode, when the hydraulic control mechanism 51A is normal, the pressurizing section PP, which is pressurized to increase the hydraulic pressure, includes a portion of the main flow path 25 between the first valve 37 and the wheel cylinder 24, a portion of the secondary flow path 26 downstream of the pump 34, and a portion of the secondary flow path 26 upstream of the release valve 32. When the hydraulic control mechanism 51A is normal, the pressurizing section PP is pressurized, and the load acting on the motor 35 increases, so that the current value i of the current flowing through the motor 35 increases.

[0079] On the other hand, when the hydraulic control mechanism 51A is abnormal (for example, when the pump 34 is stuck), the pressurizing part PP is not pressurized, and the load acting on the motor 35 is smaller than when the hydraulic control mechanism 51A is normal. Therefore, the current value i of the current flowing through the motor 35 is also smaller than when the hydraulic control mechanism 51A is normal. Therefore, it is possible to detect an abnormality in the hydraulic control mechanism 51A (for example, when the pump 34 is stuck) based on the current fluctuation of the motor 35.

[0080] FIG. 9 is a schematic diagram showing a state of the brake system 10A in the diagnosis mode different from the state in FIG. 8. The open / close state of each solenoid valve in the example of FIG. 9 is different from the open / close state of each solenoid valve in the example of FIG. 8 in that the inlet valve 31 is in a closed state. In this manner, in the diagnosis mode, the diagnosis unit 522b may drive the pump 34 by the motor 35 with the inlet valve 31 in a closed state. In the example of FIG. 9, in the diagnosis mode, the pressurizing unit PP, which is pressurized and increases the hydraulic pressure when the hydraulic control mechanism 51A is normal, includes a portion of the main flow path 25 between the first valve 37 and the inlet valve 31, and a portion of the sub-flow path 26 downstream of the pump 34. In this manner, in the example of FIG. 9, unlike the example of FIG. 8, the portion of the main flow path 25 between the inlet valve 31 and the wheel cylinder 24 is not included in the pressurizing unit PP.

[0081] 9, as in the example of FIG. 8, when the hydraulic control mechanism 51A is normal, the pressurizing unit PP is pressurized and the current value i of the current flowing through the motor 35 is large. On the other hand, when the hydraulic control mechanism 51A is abnormal, the pressurizing unit PP is not pressurized and the current value i of the current flowing through the motor 35 is smaller than when the hydraulic control mechanism 51A is normal. Therefore, it is possible to detect an abnormality in the hydraulic control mechanism 51A (for example, a stuck pump 34) based on the current fluctuation of the motor 35.

[0082] 9, in the diagnosis mode, inlet valve 31 is closed, so that brake fluid in wheel cylinder 24 is not pressurized even if hydraulic control mechanism 51A is normal. This makes it possible to prevent braking of vehicle 100A against the rider's will. In particular, during execution of the diagnosis mode performed while vehicle 100A is traveling, diagnosing unit 522b preferably closes inlet valve 31. Note that, in hydraulic control mechanism 51 according to the first embodiment described above, diagnosing unit 522b may also close inlet valve 31 in the diagnosis mode from the viewpoint of preventing braking of vehicle 100 against the rider's will.

[0083] When the inlet valve 31 is in a closed state during execution of a diagnosis mode performed while the vehicle 100A is traveling, it is preferable that the diagnosis unit 522b changes the inlet valve 31 from the closed state to the open state under a predetermined situation.

[0084] For example, when the rider of the vehicle 100A applies the brakes during execution of the diagnosis mode performed while the vehicle 100A is traveling, the diagnosis unit 522b changes the inlet valve 31 from the closed state to the open state. The diagnosis unit 522b can determine whether or not the rider applies the brakes, for example, based on the detection result of a master cylinder pressure sensor provided in the vehicle 100A. When the rider applies the brakes, the rider intends to brake the vehicle 100A. In such a case, by changing the inlet valve 31 from the closed state to the open state, the brake fluid in the wheel cylinder 24 can be pressurized, and the vehicle 100A can be braked according to the rider's intention.

[0085] When the rider of the vehicle 100A applies the brakes during execution of the diagnosis mode performed while the vehicle 100A is traveling, the diagnosis unit 522b may change the first valve 37 from a closed state to an open state in addition to the inlet valve 31. This allows the brake fluid in the wheel cylinder 24 to be pressurized in response to the rider's brake application. Therefore, the vehicle 100A can be braked by the rider's brake application.

[0086] Also, for example, when a brake operation by the rider of the vehicle 100A is expected during execution of the diagnosis mode performed while the vehicle 100A is traveling, the diagnosis unit 522b changes the inlet valve 31 from a closed state to an open state. For example, when the vehicle 100A approaches an object in front (for example, a preceding vehicle or an obstacle other than a vehicle, etc.), the diagnosis unit 522b can determine that a brake operation by the rider is expected. Note that the diagnosis unit 522b can determine whether the vehicle 100A has approached an object in front, for example, based on the detection result of a surrounding environment sensor provided in the vehicle 100A. When a brake operation by the rider is expected, the need to brake the vehicle 100A is high. In such a case, by changing the inlet valve 31 from a closed state to an open state, the brake fluid in the wheel cylinder 24 can be pressurized, and the vehicle 100A can be braked under a situation where the need to brake the vehicle 100A is high.

[0087] When a brake operation by the rider of the vehicle 100A is expected during execution of the diagnosis mode performed while the vehicle 100A is traveling, the diagnosis unit 522b may change the first valve 37 from a closed state to an open state in addition to the inlet valve 31. This allows the brake fluid in the wheel cylinder 24 to be pressurized in response to the rider's brake operation. Therefore, the vehicle 100A can be braked by the rider's brake operation.

[0088] [effect] The effects of the hydraulic control unit 5A according to the second embodiment of the present invention will be described.

[0089] In the hydraulic control unit 5A, the diagnosis unit 522b drives the pump 34 by the motor 35 in the diagnosis mode with the first valve 37 in a closed state and the second valve 38 in an open state. Thereby, in the diagnosis mode, when the hydraulic control mechanism 51A is normal, the flow path on the discharge side of the pump 34 is pressurized, and when the hydraulic control mechanism 51A is abnormal, the flow path on the discharge side of the pump 34 is not pressurized. Therefore, the load acting on the motor 35 can be changed between the case where the hydraulic control mechanism 51A is normal and the case where the hydraulic control mechanism 51A is abnormal. Therefore, the presence or absence of an abnormality in the hydraulic control mechanism 51A can be appropriately diagnosed according to the load acting on the motor 35.

[0090] Preferably, in the hydraulic control unit 5A, the diagnosis section 522b drives the pump 34 by the motor 35 in the diagnosis mode with the inlet valve 31 in a closed state. This makes it possible to prevent the vehicle 100A from being braked against the rider's intention, thereby improving safety.

[0091] In addition, in the diagnosis mode of the hydraulic control unit 5 according to the first embodiment described above, the diagnosis section 522b may drive the pump 34 by the motor 35 with the inlet valve 31 in a closed state, as in the second embodiment.

[0092] Preferably, in hydraulic control unit 5A, diagnosis section 522b changes inlet valve 31 from a closed state to an open state when the driver (specifically, the rider) of vehicle 100A applies the brakes during execution of a diagnosis mode performed while vehicle 100A is traveling. This allows the brake fluid in wheel cylinder 24 to be pressurized, and vehicle 100A to be braked according to the rider's intention.

[0093] In addition, in the diagnostic mode of the hydraulic control unit 5 according to the first embodiment described above, the diagnostic section 522b may change the inlet valve 31 from a closed state to an open state when the driver of the vehicle 100 (specifically, the rider) applies the brakes while the diagnostic mode, which is performed while the vehicle 100 is traveling, is being executed, as in the second embodiment.

[0094] Preferably, in hydraulic control unit 5A, diagnosis section 522b changes inlet valve 31 from a closed state to an open state when a brake operation by the driver (specifically, the rider) of vehicle 100A is expected during execution of a diagnosis mode performed while vehicle 100A is traveling. This makes it possible to pressurize the brake fluid in wheel cylinder 24, and to brake vehicle 100A in a situation where it is highly necessary to brake vehicle 100A.

[0095] In addition, in the diagnostic mode of the hydraulic control unit 5 according to the first embodiment described above, the diagnostic section 522b may change the inlet valve 31 from a closed state to an open state when a braking operation by the driver (i.e., the rider) of the vehicle 100 is expected during execution of the diagnostic mode performed while the vehicle 100 is traveling, as in the second embodiment.

[0096] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented. In addition, examples of the embodiments may be combined with each other. [Explanation of symbols]

[0097] 1 fuselage, 2 handle, 3 front wheel, 3a rotor, 4 rear wheel, 4a rotor, 5 hydraulic control unit, 5A hydraulic control unit, 6 alarm device, 10 brake system, 10A brake system, 11 first brake operation section, 12 front wheel braking mechanism, 13 second brake operation section, 14 rear wheel braking mechanism, 21 master cylinder, 22 reservoir, 23 brake caliper, 24 wheel cylinder, 25 main flow path, 25a intermediate section, 26 secondary flow path, 27 supply flow path, 31 inlet valve, 32 release valve, 33 accumulator, 34 pump, 35 motor, 36 eccentric cam section, 37 first valve, 38 second valve, 41 current sensor, 51 hydraulic control mechanism, 51a base, 51A hydraulic control mechanism, 52 control device, 52A control device, 100 Vehicle, 100A vehicle, 341 plunger, 342 spring, 351 output shaft, 361 cam member, 362 rolling bearing, 521 acquisition unit, 522 control unit, 522a braking control unit, 522b diagnosis unit, i current value, i1 current value, i1' current value, i2 current value, i2' current value, P pressure, P1 pressure, P2 pressure, PP pressure unit, RA reference amplitude, θ rotation angle.

Claims

1. A hydraulic control unit (5, 5A) used in a brake system (10, 10A) of a vehicle (100, 100A), a hydraulic control mechanism (51, 51A) including: an inlet valve (31) provided in a main flow path (25) that communicates between a master cylinder (21) and a wheel cylinder (24); a release valve (32) provided in a secondary flow path (26) that releases hydraulic fluid in the wheel cylinder (24) to an intermediate portion (25a) of the main flow path (25); a pump (34) provided in the secondary flow path (26) downstream of the release valve (32); and a motor (35) that drives the pump (34); A control device (52, 52A) for controlling the operation of the hydraulic control mechanism (51, 51A); Equipped with the control device (52, 52A) includes a diagnosis unit (522b) that executes a diagnosis mode in which the presence or absence of an abnormality in the hydraulic control mechanism (51, 51A) is diagnosed based on a current fluctuation of the motor (35) while the pump (34) is driven by the motor (35), The diagnosis unit (522b) In the diagnosis mode, the pump (34) is driven by the motor (35) with the inlet valve (31) in a closed state; When a driver of the vehicle (100, 100A) performs a brake operation during execution of the diagnosis mode performed while the vehicle (100, 100A) is traveling, the in-feed valve (31) is changed from a closed state to an open state. Hydraulic control unit.

2. The diagnosing unit (522b) diagnoses whether or not the pump (34) is stuck in the diagnosing mode as whether or not there is an abnormality in the hydraulic control mechanism (51, 51A). The hydraulic control unit according to claim 1 .

3. The diagnosing unit (522b) diagnoses that the hydraulic pressure control mechanism (51, 51A) is abnormal when the amplitude of the current fluctuation of the motor (35) is smaller than a reference amplitude (RA) in the diagnosing mode. The hydraulic control unit according to claim 1 or 2.

4. The diagnosis unit (522b) drives the pump (34) by the motor (35) in a state in which the release valve (32) is in a closed state in the diagnosis mode. The hydraulic control unit according to any one of claims 1 to 3.

5. the diagnosis unit (522b) changes the in-feed valve (31) from a closed state to an open state when a brake operation by a driver of the vehicle (100, 100A) is expected during execution of the diagnosis mode performed while the vehicle (100, 100A) is traveling; The hydraulic control unit according to any one of claims 1 to 4.

6. The hydraulic control mechanism (51A) a first valve (37) provided on the main flow path (25) from the intermediate portion (25a) toward the master cylinder (21); a second valve (38) provided in a supply flow passage (27) that supplies the working fluid of the master cylinder (21) between the release valve (32) and the pump (34) in the secondary flow passage (26); Further comprising: The diagnosis unit (522b) drives the pump (34) by the motor (35) in a state in which the first valve (37) is closed and the second valve (38) is opened in the diagnosis mode. The hydraulic control unit according to any one of claims 1 to 5.

7. The diagnosis unit (522b) controls a notification operation based on a diagnosis result of the diagnosis mode. The hydraulic control unit according to any one of claims 1 to 6.

8. The vehicle (100, 100A) is a motorcycle. The hydraulic control unit according to any one of claims 1 to 7.

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