Hydraulic control unit

Abstract

The present invention provides a hydraulic control unit in which any increase in the size of the hydraulic control unit can be minimized. A hydraulic pressure control unit (80) according to the present invention is for a saddled vehicle. The hydraulic pressure control unit (80) comprises a hydraulic pressure sensor (86) that detects the hydraulic pressure of a brake fluid, a hydraulic control mechanism for controlling hydraulic pressure, a control substrate (87) that controls the actions of the hydraulic pressure control mechanism, and a base to which the hydraulic pressure sensor (86) and the hydraulic pressure control mechanism are attached. The control substrate (87) is electrically connected to the base (81) via a terminal (86e) provided to the hydraulic pressure sensor (86).

Description

Technical Field

[0001] This disclosure relates to a hydraulic control unit capable of suppressing an increase in the size of the hydraulic control unit.

Background Art

[0002] A straddle-type vehicle is provided with a hydraulic control unit for controlling the braking force generated on the wheels (see, for example, Patent Document 1). In the hydraulic control unit, the hydraulic pressure of the brake fluid is controlled by a hydraulic control mechanism such as a valve. The operation of the hydraulic control mechanism is controlled by a control board of the hydraulic control unit.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the control board of the hydraulic control unit, it is necessary to suppress electrostatic discharge (ESD: Electro Static Discharge) that causes factors such as damage to electronic components. Here, in a straddle-type vehicle, since the mounting space of the device is limited, it is desired to suppress an increase in the size of the hydraulic control unit due to a mechanism provided as a countermeasure against electrostatic discharge.

[0005] The present invention has been made in view of the above problems, and provides a hydraulic control unit capable of suppressing an increase in the size of the hydraulic control unit.

Means for Solving the Problems

[0006] The hydraulic control unit according to the present invention is a hydraulic control unit for a straddle-type vehicle, and includes a hydraulic sensor for detecting the hydraulic pressure of the brake fluid, a hydraulic control mechanism for controlling the hydraulic pressure, a control board for controlling the operation of the hydraulic control mechanism, and a base body to which the hydraulic sensor and the hydraulic control mechanism are attached. The control board is electrically connected to the base body via a terminal provided on the hydraulic sensor.

Advantages of the Invention

[0007] The hydraulic control unit according to the present invention is a hydraulic control unit for a straddle-type vehicle, and includes a hydraulic sensor for detecting the hydraulic pressure of the brake fluid, a hydraulic control mechanism for controlling the hydraulic pressure, a control board for controlling the operation of the hydraulic control mechanism, and a base body to which the hydraulic sensor and the hydraulic control mechanism are attached. The control board is electrically connected to the base body via a terminal provided on the hydraulic sensor. Thereby, the static electricity charged on the control board can be discharged to the base body through the current path formed by using the hydraulic sensor from the control board to the base body. Therefore, the need to newly add a dedicated component for countermeasures against electrostatic discharge is reduced. Thus, the increase in size of the hydraulic control unit can be suppressed.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

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

[0010] In the following, a hydraulic control unit used for a bicycle (see the saddle-riding type vehicle 1 in FIG. 1) will be described. However, the hydraulic control unit according to the present invention may be used for other saddle-riding type vehicles other than bicycles. A saddle-riding type vehicle means a vehicle on which a rider rides straddling it. Saddle-riding type vehicles include, for example, motorcycles (motorcycles, three-wheeled motor vehicles), bicycles, buggies, etc. Motorcycles include vehicles with an engine as a power source, vehicles with an electric motor as a power source, etc. Motorcycles include, for example, motorcycles, scooters, electric scooters, etc. A bicycle means a vehicle that can be propelled on the road by the pedaling force of a rider applied to the pedals. Bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc.

[0011] Also, in the following, an example in which the hydraulic control unit controls only the braking force generated on the front wheel will be described. However, the hydraulic control unit according to the present invention may control only the braking force generated on the rear wheel, or may control both the braking force generated on the front wheel and the braking force generated on the rear wheel.

[0012] Also, the configurations and operations described below are examples, and the hydraulic control unit according to the present invention is not limited to such configurations and operations.

[0013] Also, in the following, the same or similar descriptions are appropriately simplified or omitted. Also, in each figure, the same or similar members or parts are either not marked with reference numerals or are marked with the same reference numerals. Also, the detailed structure is appropriately simplified or omitted in the illustration.

[0014] <Configuration of Saddle-Riding Type Vehicle> Referring to FIG. 1, the schematic configuration of the straddle-type vehicle 1 according to an embodiment of the present invention will be described.

[0015] FIG. 1 is a schematic diagram showing the schematic configuration of the straddle-type vehicle 1. The straddle-type vehicle 1 is a bicycle corresponding to an example of the straddle-type vehicle according to the present invention. As shown in FIG. 1, the straddle-type vehicle 1 includes a frame 10, a swivel unit 20, a front wheel 30, a rear wheel 40, a braking operation unit 50, a front-wheel braking unit 60, a rear-wheel braking unit 70, a hydraulic control unit 80, and a power supply unit 90. Further, the straddle-type vehicle 1 includes a brake system 100 including a part of these components.

[0016] The frame 10 includes, for example, a head tube 11, a top tube 12, a down tube 13, a seat tube 14, and stays 15. The head tube 11 pivotally supports a steering column 21 of the swivel unit 20 described later. The top tube 12 and the down tube 13 are each connected to the head tube 11. The seat tube 14 is spanned between the top tube 12 and the down tube 13 and holds a saddle. The stays 15 are connected to the upper and lower ends of the seat tube 14 and hold the rear wheel 40 and the rear-wheel braking unit 70. The rear-wheel braking unit 70 is attached to the rear wheel 40 and applies a braking force to the rear wheel 40.

[0017] The turning section 20 includes a steering column 21, a handle stem 22, a handlebar 23, and front forks 24. The steering column 21 is pivotally supported by the head tube 11 in a rotatable state with respect to the head tube 11. The handle stem 22 is held by the steering column 21. The handlebar 23 is held by the handle stem 22. A braking operation unit 50 is attached to the handlebar 23. The front forks 24 are connected to the steering column 21. A front wheel 30 is rotatably held by the front forks 24. The front wheel braking unit 60 is attached to the front wheel 30 and applies a braking force to the front wheel 30. The front forks 24 are provided on both sides of the front wheel 30. One end of the front forks 24 is connected to the steering column 21, and the other end of the front forks 24 is connected to the rotation center of the front wheel 30. That is, the front wheel 30 is rotatably held between a pair of front forks 24. Note that the front forks 24 may be front forks with a suspension.

[0018] The braking operation unit 50 includes a mechanism used as an operation unit for the front wheel braking unit 60 and a mechanism used as an operation unit for the rear wheel braking unit 70. For example, the mechanism used as an operation unit for the front wheel braking unit 60 is disposed on the right end side of the handlebar 23, and the mechanism used as an operation unit for the rear wheel braking unit 70 is disposed on the left end side of the handlebar 23.

[0019] The hydraulic control unit 80 is held by the front forks 24 of the turning section 20. The hydraulic control unit 80 is a unit responsible for controlling the hydraulic pressure of the brake fluid of the front wheel braking unit 60. Note that the rear wheel braking unit 70 may be a type of braking unit that generates a braking force by increasing the hydraulic pressure of the brake fluid, or a type of braking unit that mechanically generates a braking force (for example, a type of braking unit that generates a braking force by generating tension in a wire, etc.).

[0020] The power supply unit 90 is a power supply that supplies power to the hydraulic control unit 80. The power supply unit 90 is attached to, for example, the down tube 13 of the frame 10. The power supply unit 90 may be a battery or a generator. Examples of the generator include those that generate electricity by the running of the straddle-type vehicle 1 (e.g., a hub dynamo that generates electricity by the rotation of the front wheel 30 or the rear wheel 40, a drive source of the front wheel 30 or the rear wheel 40 that generates regenerative power, etc.), or those that generate electricity by sunlight, etc.

[0021] The braking system 100 of the straddle-type vehicle 1 includes a braking operation unit 50 (specifically, a mechanism used as an operation unit of the front-wheel braking unit 60), a front-wheel braking unit 60, a hydraulic control unit 80, and a power supply unit 90. The braking system 100 can perform antilock braking control by controlling the hydraulic pressure of the brake fluid of the front-wheel braking unit 60 by the hydraulic control unit 80.

[0022] <Configuration of the braking system> With reference to FIG. 2, the schematic configuration of the braking system 100 according to an embodiment of the present invention will be described.

[0023] FIG. 2 is a schematic diagram showing the schematic configuration of the braking system 100. As shown in FIG. 2, the hydraulic control unit 80 includes a base body 81. The base body 81 is formed with a master cylinder port 81a, a wheel cylinder port 81b, and an internal flow path 82 that communicates the master cylinder port 81a and the wheel cylinder port 81b.

[0024] The internal flow path 82 is a flow path for the brake fluid. The internal flow path 82 includes a first flow path 82a, a second flow path 82b, a third flow path 82c, and a fourth flow path 82d. The master cylinder port 81a and the wheel cylinder port 81b communicate with each other via the first flow path 82a and the second flow path 82b. Also, an end portion on the inlet side of the third flow path 82c is connected to an intermediate portion of the second flow path 82b.

[0025] The master cylinder port 81a is connected to a brake operation unit 50 (specifically, a mechanism used as an operation unit of the front wheel brake unit 60) via a liquid pipe 101. This brake operation unit 50 includes a brake lever 51, a master cylinder 52, and a reservoir 53. The master cylinder 52 is provided with a piston portion (not shown) that moves in conjunction with the operation using the brake lever 51 by the rider, and is connected to the inlet side of the first flow path 82a via the liquid pipe 101 and the master cylinder port 81a. In other words, a liquid pipe 101 communicating with the master cylinder 52 is connected to the master cylinder port 81a. The movement of the piston portion of the master cylinder 52 causes the hydraulic pressure of the brake fluid in the first flow path 82a to increase or decrease. The reservoir 53 stores the brake fluid of the master cylinder 52.

[0026] The wheel cylinder port 81b is connected to the front wheel brake unit 60 via a liquid pipe 102. The front wheel brake unit 60 includes a wheel cylinder 61 and a rotor 62. The wheel cylinder 61 is attached to the lower end portion of the front fork 24. The wheel cylinder 61 is provided with a piston portion (not shown) that moves in conjunction with the pressure of the liquid pipe 102, and is connected to the outlet side of the second flow path 82b via the liquid pipe 102 and the wheel cylinder port 81b. In other words, a liquid pipe 102 communicating with the wheel cylinder 61 is connected to the wheel cylinder port 81b. The rotor 62 is held by the front wheel 30 and rotates together with the front wheel 30. When the piston portion of the wheel cylinder 61 moves, a brake pad (not shown) is pressed against the rotor 62, thereby braking the front wheel 30.

[0027] Further, the hydraulic control unit 80 includes a closing valve 83 and a releasing valve 84 for opening and closing the internal flow path 82. The closing valve 83 and the releasing valve 84 are attached to the base body 81. Specifically, the closing valve 83 is provided between the outlet side of the first flow path 82a and the inlet side of the second flow path 82b, and opens and closes the flow of the brake fluid between the first flow path 82a and the second flow path 82b. The releasing valve 84 is provided between the outlet side of the third flow path 82c and the inlet side of the fourth flow path 82d, and opens and closes the flow of the brake fluid between the third flow path 82c and the fourth flow path 82d. The hydraulic pressure of the brake fluid is controlled by the opening and closing operations of the closing valve 83 and the releasing valve 84. In this embodiment, the brake system 100 is a single-line brake system that performs antilock brake control only on the braking force generated on the front wheels 30. Therefore, in this embodiment, only a pair of the closing valve 83 and the releasing valve 84 are provided on the base body 81.

[0028] Further, the closing valve 83 is provided with a first coil 83a as a drive source, and the releasing valve 84 is provided with a second coil 84a as a drive source. For example, when the first coil 83a is in a non-energized state, the closing valve 83 opens the flow of the brake fluid in both directions. When the first coil 83a is energized, the closing valve 83 is in a closed state and blocks the flow of the brake fluid. That is, in this embodiment, the closing valve 83 is an electromagnetic valve that is open when non-energized. Further, for example, when the second coil 84a is in a non-energized state, the releasing valve 84 blocks the flow of the brake fluid. When the second coil 84a is energized, the releasing valve 84 is in an open state and opens the flow of the brake fluid in both directions. That is, in this embodiment, the releasing valve 84 is an electromagnetic valve that is closed when non-energized.

[0029] Further, the hydraulic control unit 80 includes an accumulator 85. The accumulator 85 is connected to the outlet side of the fourth flow path 82d, and stores the brake fluid that has passed through the releasing valve 84.

[0030] Further, the hydraulic control unit 80 includes a hydraulic sensor 86 that detects the hydraulic pressure of the brake fluid. The hydraulic sensor 86 is attached to the base body 81. In the present embodiment, the hydraulic sensor 86 detects the hydraulic pressure of the brake fluid in the wheel cylinder 61. The hydraulic sensor 86 communicates with the second flow path 82b.

[0031] Also, the hydraulic control unit 80 includes a control board 87. The control board 87 includes an insulating portion and a conductive portion. The insulating portion is a flat plate-shaped portion having no conductivity. The conductive portion is a portion having conductivity, and specifically includes a conductor wiring applied to the flat plate-shaped insulating portion and electronic components mounted on the wiring.

[0032] Signals of various sensors such as the hydraulic sensor 86 and a wheel speed sensor (not shown) for detecting the rotational speed of the front wheel 30 are input to the control board 87. The control board 87 is electrically connected to the first coil 83a and the second coil 84a, and controls the energization of the first coil 83a and the second coil 84a. Specifically, the control board 87 controls the driving (opening and closing operation) of the charging valve 83 by controlling the energization of the first coil 83a. Also, the control board 87 controls the driving (opening and closing operation) of the release valve 84 by controlling the energization of the second coil 84a. That is, the control board 87 controls the opening and closing operations of the charging valve 83 and the release valve 84 to control the hydraulic pressure of the brake fluid in the wheel cylinder 61 and control the braking force of the front wheel 30.

[0033] When it is determined from the signal of the wheel speed sensor (not shown) that the front wheel 30 is locked or may be locked when the front wheel 30 is braked by the operation of the brake lever 51 by the rider, for example, the control board 87 starts anti-lock brake control.

[0034] When the anti-lock brake control is started, the control board 87 energizes the first coil 83a to close the inlet valve 83, blocking the flow of the brake fluid from the master cylinder 52 to the wheel cylinder 61, thereby suppressing the hydraulic pressure of the brake fluid in the wheel cylinder 61. On the other hand, the control board 87 energizes the second coil 84a to open the release valve 84, enabling the flow of the brake fluid from the wheel cylinder 61 to the accumulator 85, thereby reducing the pressure of the brake fluid in the wheel cylinder 61. As a result, the lock of the front wheel 30 is released or avoided. When the control board 87 determines from the signal of the hydraulic pressure sensor 86 that the brake fluid in the wheel cylinder 61 has been depressurized to a predetermined value, it de-energizes the second coil 84a to close the release valve 84, and for a short period of time, de-energizes the first coil 83a to open the inlet valve 83, increasing the pressure of the brake fluid in the wheel cylinder 61. The control board 87 may increase and decrease the pressure of the brake fluid in the wheel cylinder 61 only once, or may repeat it a plurality of times.

[0035] When the antilock brake control ends and the brake lever 51 is returned, the inside of the master cylinder 52 becomes an atmospheric pressure state, and the brake fluid in the wheel cylinder 61 is returned. Also, when the antilock brake control ends and the brake lever 51 is returned, the release valve 84 becomes an open state. When the hydraulic pressure of the brake fluid in the internal flow path 82 becomes lower than the hydraulic pressure of the brake fluid stored in the accumulator 85, the brake fluid stored in the accumulator 85 is discharged out of the accumulator 85 at a pressure increase rate (that is, pump-less). Then, the brake fluid discharged out of the accumulator 85 flows in the order of the fourth flow path 82d, the release valve 84, the third flow path 82c, the second flow path 82b, the filling valve 83, and the first flow path 82a, and returns to the master cylinder 52 through the master cylinder port 81a and the liquid pipe 101. That is, the hydraulic control unit 80 according to the present embodiment stores the brake fluid released from the wheel cylinder 61 during the pressure reduction in the antilock brake control in the accumulator 85, and discharges the brake fluid in the accumulator 85 out of the accumulator 85 at a pump-less rate. Also, in the internal flow path 82, the brake fluid in the accumulator 85 is not returned to the master cylinder port 81a without passing through the release valve 84.

[0036] <Configuration of Hydraulic Control Unit> With reference to FIGS. 3 to 6, the configuration of the hydraulic control unit 80 according to the embodiment of the present invention will be described in more detail.

[0037] FIG. 3 is a perspective view showing the appearance of the hydraulic control unit 80. As shown in FIG. 3, the hydraulic control unit 80 includes a base body 81 and a case 88. The base body 81 is formed of a metal material (for example, an aluminum alloy) and has, for example, a substantially rectangular parallelepiped shape. The case 88 is formed of a resin material and has a hollow box shape with an opening formed therein. The case 88 is attached to the base body 81 by bolts or the like so that the opening of the case 88 is blocked by the base body 81. Note that the shapes of the base body 81 and the case 88 are not limited to the example of FIG. 3. For example, each surface of the base body 81 may be flat, may include a curved portion, or may include a step. Further, for example, in the example of FIG. 3, a part of the surface of the case 88 (the front surface in FIG. 3) is inclined with respect to the surface of the base body 81 adjacent to the part of the surface, but the part of the surface may extend in the same plane as the surface of the base body 81.

[0038] Further, as described above, the hydraulic control unit 80 includes a hydraulic control mechanism for controlling the hydraulic pressure of the brake fluid. The hydraulic control mechanism includes a charging valve 83, a releasing valve 84, and an accumulator 85. These hydraulic control mechanisms are attached to the base body 81. Further, the above-described hydraulic sensor 86 is also attached to the base body 81.

[0039] Further, as described above, the hydraulic control unit 80 includes a control board 87. The control board 87 is housed in the case 88. Specifically, the control board 87 is housed in the space defined by the base body 81 and the case 88. The control board 87 controls the operations of the hydraulic control mechanism (specifically, the charging valve 83 and the releasing valve 84) as described above.

[0040] FIG. 4 is a cross-sectional view showing the hydraulic control unit 80. Specifically, FIG. 4 is a cross-sectional view showing a cross-section including the central axis of the hydraulic sensor 86. Hereinafter, the upper side and the lower side in FIG. 4 are simply referred to as the upper side and the lower side, respectively. In the example of FIG. 4, the hydraulic sensor 86 has a substantially cylindrical shape extending in the vertical direction. For example, the lower side of the hydraulic sensor 86 (specifically, the lower side of the housing 86a described later) is press-fitted into the base 81. Above the hydraulic sensor 86, a control board 87 is arranged. As will be described later, the hydraulic sensor 86 is electrically connected to the control board 87. The lower surface of the control board 87 faces the upper surface of the base 81.

[0041] As shown in FIG. 4, the hydraulic sensor 86 includes a housing 86a, a detection unit 86b, a lid portion 86c, a sensor board 86d, terminals 86e, 86f, 86g, 86h, and a conductive member 86i.

[0042] The housing 86a is formed of a metal material and has, for example, a substantially cylindrical shape. The lower opening of the housing 86a is closed by the detection unit 86b. The detection unit 86b detects the hydraulic pressure of the brake fluid in the internal flow path 82 of the base 81. The upper opening of the housing 86a is closed by the lid portion 86c. The lid portion 86c is formed of a resin material and has, for example, a substantially disc shape.

[0043] The sensor board 86d is housed in the housing 86a. Specifically, the sensor board 86d is housed in the space defined by the housing 86a, the detection unit 86b, and the lid portion 86c. The sensor board 86d performs signal processing in the hydraulic sensor 86. Specifically, the sensor board 86d performs various signal processes on the signal detected by the detection unit 86b and generates information used on the control board 87. The sensor board 86d also includes an insulating portion (that is, a flat portion having no conductivity) and a conductive portion (that is, a portion including a conductor wiring provided on the flat insulating portion and electronic components mounted on the wiring), similar to the control board 87.

[0044] Terminals 86e, 86f, 86g, and 86h are attached to the upper end of the sensor substrate 86d. Terminals 86e, 86f, 86g, and 86h penetrate the lid portion 86c in the vertical direction. Each terminal is separated from each other via the lid portion 86c and is insulated from each other. As will be described later, terminals 86e, 86f, 86g, and 86h are electrically connected to the control board 87 via the connection member 89. Therefore, signals and electricity can be input and output between the sensor substrate 86d and the control board 87.

[0045] Terminal 86e is a terminal for electrostatic discharge countermeasures, as will be described later. Terminal 86f is a ground terminal. Terminal 86g is a terminal for input and output of sensor signals. Terminal 86h is a power supply terminal. The circuit formed by the sensor substrate 86d and the control board 87 via the sensor signal input / output terminal 86g, and the circuit formed by the sensor substrate 86d and the control board 87 via the power supply terminal 86h form a closed circuit by the ground terminal 86f, and a reference potential is set.

[0046] In addition, in FIG. 4, for ease of understanding, an example is shown in which the four terminals 86e, 86f, 86g, and 86h are arranged side by side in the horizontal direction. However, the number and arrangement of the terminals provided on the hydraulic sensor 86 are not limited to the example of FIG. 4. For example, the four terminals 86e, 86f, 86g, and 86h may be arranged side by side in the circumferential direction of the hydraulic sensor 86. Also, for example, in addition to the four terminals 86e, 86f, 86g, and 86h, terminals for other purposes may be added to the hydraulic sensor 86.

[0047] The connecting member 89 electrically connects the control board 87 and the terminals 86e, 86f, 86g, and 86h of the hydraulic pressure sensor 86. As shown in FIG. 4, the connecting member 89 includes a base portion 89a and a contact portion 89b. The base portion 89a is attached to the lower surface of the control board 87 by soldering or the like, and has, for example, a substantially flat plate shape. Four contact portions 89b are provided on the base portion 89a. Each contact portion 89b is relatively movable in the vertical direction with respect to the base portion 89a. Each contact portion 89b is biased against each terminal of the hydraulic pressure sensor 86 to make contact. Specifically, each contact portion 89b is a pin that extends in the vertical direction and has conductivity. Each contact portion 89b is biased downward by a biasing member (not shown) such as a spring. Thereby, the lower end of each contact portion 89b comes into contact with the upper end of each terminal of the hydraulic pressure sensor 86, respectively. Each contact portion 89b is insulated from each other. Each terminal of the hydraulic pressure sensor 86 is electrically connected to different conductive portions (that is, different wirings) of the control board 87 via each contact portion 89b, respectively.

[0048] Here, in the hydraulic pressure sensor 86 of the hydraulic pressure control unit 80, the housing 86a and the sensor board 86d are electrically connected via a conduction member 86i. The conduction member 86i is formed of a metal material and has conductivity. Specifically, the conduction member 86i is electrically connected to a conductive portion of the sensor board 86d that is electrically connected to the terminal 86e for electrostatic discharge countermeasure among the conductive portions of the sensor board 86d. Therefore, the terminal 86e for electrostatic discharge countermeasure is electrically connected to the housing 86a via the sensor board 86d and the conduction member 86i. On the other hand, the terminals 86f, 86g, and 86h other than the terminal 86e for electrostatic discharge countermeasure are not electrically connected to the housing 86a.

[0049] As described above, in the hydraulic pressure sensor 86 of the hydraulic pressure control unit 80, the terminal 86e for electrostatic discharge countermeasure is electrically connected to the housing 86a. And since the lower side of the housing 86a is press-fitted into the base 81, the housing 86a is electrically connected to the base 81. Therefore, the control board 87 (specifically, the conductive part of the control board 87) is electrically connected to the base 81 via the terminal 86e provided on the hydraulic pressure sensor 86. Specifically, the control board 87 is electrically connected to the base 81 via the terminal 86e, the sensor board 86d, and the housing 86a of the hydraulic pressure sensor 86. Thereby, the energization path 110 is formed from the control board 87 to the base 81.

[0050] The energization path 110 is a path through which electricity flows from the control board 87 toward the base 81. By forming such an energization path 110, when static electricity is charged on the control board 87, the static electricity charged on the control board 87 is discharged to the base 81 through the energization path 110. Thereby, without newly adding a dedicated component for electrostatic discharge countermeasure, the electrostatic discharge can be suppressed by effectively using the hydraulic pressure sensor 86. Therefore, the increase in the size of the hydraulic pressure control unit 80 can be suppressed. Furthermore, since the increase in the number of components can also be suppressed, the increase in the cost of the hydraulic pressure control unit 80 can be suppressed.

[0051] Here, from the perspective of more effectively suppressing electrostatic discharge, it is preferable that the energization path 110 is provided with an electrostatic passage circuit 120 (see FIG. 5) for effectively passing electrostatic charges. FIG. 5 is a schematic diagram showing an example of the electrostatic passage circuit 120. In FIG. 5, the flow direction of the electrostatic charge is indicated by the dashed arrow. In the example of FIG. 5, the electrostatic passage circuit 120 includes a contact 121 on the upstream side in the flow direction of the electrostatic charge and a contact 122 on the downstream side in the flow direction. As shown in FIG. 5, for example, a capacitor 123 and a Zener diode 124 are connected in parallel between the contact 121 and the contact 122. In such an electrostatic passage circuit 120, the higher the applied voltage, the lower the electrical resistance. In particular, when the applied voltage exceeds a reference voltage determined according to the circuit specifications, the electrical resistance rapidly decreases. Therefore, in the electrostatic passage circuit 120, when a voltage higher than the reference voltage is applied, it is easier to pass current compared to when a voltage lower than the reference voltage is applied.

[0052] The electrostatic passage circuit 120 is provided, for example, on the control board 87. In this case, specifically, the electrostatic passage circuit 120 is provided in the conductive part of the sensor board 86d that is electrically connected to the terminal 86e for electrostatic discharge countermeasures. However, the electrostatic passage circuit 120 may be provided on the sensor board 86d of the hydraulic sensor 86. In this case, specifically, the electrostatic passage circuit 120 is provided in the conductive part of the sensor board 86d that is electrically connected to the terminal 86e for electrostatic discharge countermeasures.

[0053] In addition, in the above, an example in which the hydraulic control unit 80 is provided with a filling valve 83, a releasing valve 84, and an accumulator 85 as the hydraulic control mechanism has been described. However, the hydraulic control mechanism provided in the hydraulic control unit 80 is not limited to the above example. FIG. 6 is a schematic diagram showing the schematic configuration of a hydraulic control unit 80A according to a modified example. The main difference in the hydraulic control unit 80A is that a pump 131 and a motor 132 are added as the hydraulic control mechanism compared to the above-described hydraulic control unit 80.

[0054] In the internal flow path 82 of the hydraulic control unit 80A, a fifth flow path 82e is added as compared with the above-described hydraulic control unit 80. The fifth flow path 82e connects the fourth flow path 82d and the first flow path 82a. A pump 131 for controlling the hydraulic pressure of the brake fluid is provided in such a fifth flow path 82e. A motor 132 is provided as a drive source for the pump 131 to drive the pump 131. The pump 131 discharges the brake fluid from the fourth flow path 82d side toward the first flow path 82a side. In the hydraulic control unit 80A, in the antilock brake control, when reducing the pressure of the brake fluid, the pump 131 is driven by the motor 132. Thereby, the brake fluid flowing into the accumulator 85 is returned to the first flow path 82a via the fifth flow path 82e. As described above, the present invention may be applied to the hydraulic control unit 80A including the pump 131 and the motor 132 as a hydraulic control mechanism.

[0055] In the above description, an example in which the control board 87 is electrically connected to the base 81 via the terminal 86e of the hydraulic pressure sensor 86, the sensor board 86d, and the housing 86a has been described. However, the control board 87 only needs to be electrically connected to the base 81 via the terminal 86e provided on the hydraulic pressure sensor 86, and the current conduction path 110 is not limited to the above example. For example, the terminal 86e of the hydraulic pressure sensor 86 may be directly electrically connected to the housing 86a without passing through the sensor board 86d.

[0056] <Effect of Hydraulic Control Unit> The effect of the hydraulic control unit 80 according to the embodiment of the present invention will be described.

[0057] The hydraulic control unit 80 includes a hydraulic pressure sensor 86 that detects the hydraulic pressure of the brake fluid, a hydraulic control mechanism (in the above example, the charging valve 83 and the releasing valve 84) for controlling the hydraulic pressure, a control board 87 that controls the operation of the hydraulic control mechanism, and a base 81 to which the hydraulic pressure sensor 86 and the hydraulic control mechanism are attached. In the hydraulic control unit 80, the control board 87 is electrically connected to the base 81 via a terminal 86e provided on the hydraulic pressure sensor 86. Thereby, the static electricity charged on the control board 87 can be discharged to the base 81 through the current path 110 formed by using the hydraulic pressure sensor 86 from the control board 87 to the base 81. Therefore, the necessity of newly adding a dedicated component for countermeasures against electrostatic discharge is reduced. Thus, the enlargement of the hydraulic control unit 80 can be suppressed. Furthermore, since an increase in the number of components can also be suppressed, an increase in the cost of the hydraulic control unit 80 can be suppressed.

[0058] Preferably, in the hydraulic control unit 80, a connection member 89 that electrically connects the control board 87 and the terminal 86e of the hydraulic pressure sensor 86 is attached to the control board 87. The connection member 89 includes a contact portion 89b that is biased and contacts the terminal 86e of the hydraulic pressure sensor 86. Thereby, the control board 87 can be easily assembled to the base 81 on which the hydraulic pressure sensor 86 is assembled, and the workability of assembling the hydraulic control unit 80 is improved. Also, if the control board 87 and the hydraulic pressure sensor 86 are fixed to each other, there is a possibility that the connection portion between the control board 87 and the hydraulic pressure sensor 86 may break due to vibrations or the like generated in the hydraulic control unit 80. On the other hand, by electrically connecting the control board 87 and the hydraulic pressure sensor 86 via the above connection member 89, such breakage can be suppressed.

[0059] Preferably, in the hydraulic control unit 80, the hydraulic sensor 86 includes a sensor substrate 86d that performs signal processing in the hydraulic sensor 86, and a housing 86a that houses the sensor substrate 86d and is electrically connected to the sensor substrate 86d. The control board 87 is electrically connected to the base body 81 via the terminal 86e, the sensor substrate 86d, and the housing 86a of the hydraulic sensor 86. Thereby, it is appropriately realized to form an energization path 110 from the control board 87 to the base body 81. Further, even when static electricity is charged on the sensor substrate 86d, the static electricity charged on the sensor substrate 86d can be released to the base body 81 via the energization path 110.

[0060] Preferably, in the hydraulic control unit 80, in the energization path 110 formed from the control board 87 to the base body 81, when a voltage higher than the reference voltage is applied, an electrostatic passage circuit 120 that makes it easier to flow current compared to when a voltage lower than the reference voltage is applied is provided. Thereby, the static electricity charged on the control board 87 can be effectively released to the base body 81 via the energization path 110 formed from the control board 87 to the base body 81. Therefore, electrostatic discharge can be more effectively suppressed.

[0061] Preferably, in the hydraulic control unit 80, the electrostatic passage circuit 120 is provided on the control board 87. Here, the electrostatic passage circuit 120 may be provided on the sensor substrate 86d. However, since the sensor substrate 86d is smaller than the control board 87, the degree of freedom of circuit layout is low. Therefore, by providing the electrostatic passage circuit 120 on the control board 87, while ensuring the degree of freedom of circuit layout of each board, it is realized to more effectively suppress electrostatic discharge.

[0062] Preferably, in the hydraulic control unit 80, the hydraulic sensor 86 includes a ground terminal 86f that is electrically connected to the control board 87 in addition to the terminal 86e. Thereby, static electricity flowing through the circuit formed by the sensor board 86d and the control board 87 via the terminal 86g for input / output of the sensor signal and the circuit formed by the sensor board 86d and the control board 87 via the power supply terminal 86h is suppressed, so that damage to the electronic components of these circuits can be suppressed.

[0063] Preferably, in the hydraulic control unit 80, the hydraulic control mechanism includes valves (in the above example, the charging valve 83 and the discharging valve 84) for controlling the hydraulic pressure of the brake fluid. Thereby, an increase in the size and cost of the hydraulic control unit 80 including the valves as the hydraulic control mechanism can be suppressed.

[0064] Preferably, in the hydraulic control unit 80, the hydraulic control mechanism includes a pump 131 for controlling the hydraulic pressure of the brake fluid and a motor 132 for driving the pump 131. Thereby, an increase in the size and cost of the hydraulic control unit 80A including the pump 131 and the motor 132 as the hydraulic control mechanism can be suppressed.

[0065] Preferably, in the hydraulic control unit 80, the straddle-type vehicle 1 is a bicycle. Thereby, when the hydraulic control unit 80 is mounted on a bicycle, an increase in the size and cost of the hydraulic control unit 80 can be suppressed.

[0066] Preferably, in the hydraulic control unit 80, the straddle-type vehicle 1 is a motorcycle. Thereby, when the hydraulic control unit 80 is mounted on a motorcycle, an increase in the size and cost of the hydraulic control unit 80 can be suppressed.

[0067] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

Description of Reference Numerals

[0068] 1 saddle-riding type vehicle, 10 frame, 11 head tube, 12 top tube, 13 down tube, 14 seat tube, 15 stay, 20 swivel part, 21 steering column, 22 handle stem, 23 handle bar, 24 front fork, 30 front wheel, 40 rear wheel, 50 braking operation part, 51 brake lever, 52 master cylinder, 53 reservoir, 60 front wheel braking part, 61 wheel cylinder, 62 rotor, 70 rear wheel braking part, 80 hydraulic control unit, 80A hydraulic control unit, 81 base body, 81a master cylinder port, 81b wheel cylinder port, 82 internal flow path, 82a first flow path, 82b second flow path, 82c third flow path, 82d fourth flow path, 82e fifth flow path, 83 charging valve, 83a first coil, 84 releasing valve, 84a second coil, 85 accumulator, 86 hydraulic sensor, 86a housing, 86b detection part, 86c lid part, 86d sensor substrate, 86e terminal, 86f terminal, 86g terminal, 86h terminal, 86i conduction member, 87 control substrate, 88 case, 89 connection member, 89a base part, 89b contact part, 90 power supply unit, 100 brake system, 101 liquid pipe, 102 liquid pipe, 110 energization path, 120 static electricity passing circuit, 121 contact point, 122 contact point, 123 capacitor, 124 zener diode, 131 pump, 132 motor.

Claims

1. A hydraulic control unit (80) for a saddle-riding type vehicle (1), comprising: a hydraulic sensor (86) for detecting the hydraulic pressure of brake fluid; a hydraulic control mechanism (83, 84, 131, 132) for controlling the hydraulic pressure; a control board (87) for controlling the operation of the hydraulic control mechanism (83, 84, 131, 132); a base body (81) to which the hydraulic sensor (86) and the hydraulic control mechanism (83, 84, 131, 132) are attached; characterized in that the control board (87) is electrically connected to the base body (81) via a terminal (86e) provided on the hydraulic sensor (86). Hydraulic control unit.

2. An attachment member (89) for electrically connecting the control board (87) and the terminal (86e) of the hydraulic sensor (86) is attached to the control board (87), the attachment member (89) includes a contact portion (89b) that is biased and contacts the terminal (86e) of the hydraulic sensor (86). The hydraulic control unit according to Claim 1.

3. The hydraulic sensor (86) includes a sensor board (86d) for performing signal processing in the hydraulic sensor (86); a housing (86a) that houses the sensor board (86d) and is electrically connected to the sensor board (86d). characterized in that the control board (87) is electrically connected to the base body (81) via the terminal (86e), the sensor board (86d), and the housing (86a) of the hydraulic sensor (86). The hydraulic control unit according to Claim 1 or 2.

4. An electrostatic passage circuit (120) that makes it easier for current to flow when a voltage higher than a reference voltage is applied than when a voltage lower than the reference voltage is applied is provided in the energization path (110) formed from the control board (87) to the base body (81). The hydraulic control unit according to Claim 1 or 2.

5. The electrostatic passage circuit (120) is provided on the control board (87). The hydraulic control unit according to Claim 4.

6. The hydraulic sensor (86) includes a ground terminal (86f) that is electrically connected to the control board (87) in addition to the terminal (86e). The hydraulic control unit according to Claim 1 or 2.

7. The hydraulic control mechanism includes valves (83, 84) for controlling the hydraulic pressure. The hydraulic control unit according to Claim 1 or 2.

8. The hydraulic control mechanism includes a pump (131) for controlling the hydraulic pressure and a motor (132) for driving the pump (131). The hydraulic control unit according to claim 1 or 2.

9. The straddle-type vehicle (1) is a bicycle. The hydraulic control unit according to claim 1 or 2.

10. The straddle-type vehicle (1) is a motorcycle. The hydraulic control unit according to claim 1 or 2.

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