Hydraulic control unit

Abstract

To provide a hydraulic control unit capable of appropriately saving a mounting space of a device in a vehicle.SOLUTION: A hydraulic control unit 5 according to the present invention includes a hydraulic control mechanism 51 which contains a brake controlling valve V1 for controlling a hydraulic pressure of brake liquid and a control substrate 52 which contains a brake control circuit 52a for controlling movement of the brake controlling valve V1, and the control substrate 52 includes a suspension control circuit 52b which controls movement of a suspension controlling valve V2 for controlling an attenuation force of suspension of a vehicle, a first relay R1 which conducts electricity between the brake controlling valve V1 and an electric power source B1 in a closed state and shuts off between the brake controlling valve V1 and the electric power source B1 in an opened state, and a second relay R2 different from the first relay R1, which conducts electricity between the suspension controlling valve V2 and the electric power source B1 in the closed state and shuts off between the suspension controlling valve V2 and the electric power source B1 in the opened state.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] This disclosure relates to a hydraulic control unit that can appropriately save the mounting space of devices in a vehicle.

Background Art

[0002] A vehicle is provided with a hydraulic control unit for controlling the braking force generated on 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 including a valve. The operation of the valve 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] A vehicle is also equipped with other control units in addition to the hydraulic control unit. Each control unit is provided with a control board, and various controls are performed by each control board. Thus, the separate mounting of various control units in a vehicle is one of the factors that compresses the mounting space of the vehicle (that is, the space where devices can be mounted).

[0005] The present invention has been made against the background of the above problems, and aims to obtain a hydraulic control unit that can appropriately save the mounting space of devices in a vehicle.

Means for Solving the Problems

[0006] The hydraulic control unit according to the present invention is a hydraulic control unit for a vehicle, comprising: a hydraulic control mechanism including a brake control valve for controlling the hydraulic pressure of brake fluid; and a control board including a brake control circuit for controlling the operation of the brake control valve, wherein the control board includes: a suspension control circuit for controlling the operation of a suspension control valve for controlling the damping force of the vehicle's suspension; a first relay that energizes the brake control valve and a power supply when closed and disconnects the brake control valve and the power supply when open; and a second relay, separate from the first relay, that energizes the suspension control valve and the power supply when closed and disconnects the suspension control valve and the power supply when open. [Effects of the Invention]

[0007] The hydraulic control unit according to the present invention is a hydraulic control unit for a vehicle and comprises a hydraulic control mechanism including a brake control valve for controlling the hydraulic pressure of brake fluid, and a control board including a brake control circuit for controlling the operation of the brake control valve. The control board includes a suspension control circuit for controlling the operation of a suspension control valve for controlling the damping force of the vehicle's suspension, a first relay that energizes the brake control valve and a power supply when closed and disconnects the brake control valve and the power supply when open, and a second relay, separate from the first relay, that energizes the suspension control valve and the power supply when closed and disconnects the suspension control valve and the power supply when open. As a result, the function of controlling the hydraulic pressure of brake fluid and the function of controlling the damping force of the suspension are integrated into a single control unit, the hydraulic control unit, thus reducing the number of control units mounted on the vehicle. Specifically, a suspension control unit including a circuit board and a housing for the circuit board is no longer provided separately from the hydraulic control unit on the vehicle, saving space for mounting the device on the vehicle. Furthermore, since power can be supplied to both the brake control valve and the suspension control valve, and power can be supplied to either one independently, the occurrence of situations where both the brake fluid pressure control function and the suspension damping force control function are unavailable can be suppressed. Therefore, even when the brake fluid pressure control function and the suspension damping force control function are integrated into a hydraulic control unit, the occurrence of situations where both of these functions are unavailable can be suppressed unnecessarily. Thus, the mounting space for the device in the vehicle can be appropriately saved. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram showing the general configuration of a vehicle according to an embodiment of the present invention. [Figure 2] This is a schematic diagram showing the general configuration of a brake system according to an embodiment of the present invention. [Figure 3] This is a perspective view showing the external appearance of a hydraulic control unit according to an embodiment of the present invention. [Figure 4] This is a schematic diagram showing the electrical connection relationships between components, including the control board, of a hydraulic control unit according to an embodiment of the present invention. [Figure 5] This is a block diagram showing an example of the functional configuration of a control board according to an embodiment of the present invention. [Figure 6] This flowchart shows the flow of a first processing example performed by a control board according to an embodiment of the present invention. [Figure 7] This flowchart shows the flow of a second processing example performed by the control board according to an embodiment of the present invention. [Figure 8] This flowchart shows the flow of a third processing example performed by the control board according to an embodiment of the present invention. [Modes for carrying out the invention]

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

[0010] In the following description, a hydraulic control unit used in a two-wheeled motorcycle (see vehicle 100 in Figure 1) is explained. However, the hydraulic control unit according to the present invention may be used in vehicles other than two-wheeled motorcycles. For example, the hydraulic control unit according to the present invention may be used in other saddle-type vehicles other than two-wheeled motorcycles. A saddle-type vehicle means a vehicle that a rider straddles and rides. Saddle-type vehicles include, for example, motorcycles (two-wheeled vehicles, three-wheeled vehicles), bicycles, buggies, etc. Motorcycles include vehicles powered by engines, vehicles powered by electric motors, etc. Motorcycles include, for example, motorcycles, scooters, electric scooters, etc. A bicycle means a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals. Bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc. Furthermore, for example, the hydraulic control unit according to the present invention may be used in vehicles other than saddle-type vehicles (for example, four-wheeled vehicles).

[0011] Furthermore, the following describes an example in which the hydraulic control unit controls both the braking force generated on the front wheels and the braking force generated on the rear wheels. However, the hydraulic control unit according to the present invention may control only one of the braking forces generated on the front wheels or the braking force generated on the rear wheels.

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

[0013] Furthermore, in the following, identical or similar explanations have been simplified or omitted as appropriate. Also, in each figure, identical or similar components or parts have either had their reference numerals omitted or the same reference numerals have been used. In addition, detailed structures have been simplified or omitted as appropriate.

[0014] <Vehicle Configuration> The schematic configuration of a vehicle 100 according to an embodiment of the present invention will be described with reference to Figures 1 to 5.

[0015] Figure 1 is a schematic diagram showing the general configuration of vehicle 100. Vehicle 100 is a two-wheeled motorcycle that corresponds to an example of a vehicle according to the present invention. As shown in Figure 1, vehicle 100 comprises a body 1, handlebars 2, front wheel 3, rear wheel 4, hydraulic control unit 5, and engine 6. Vehicle 100 also comprises a brake system 10. The brake system 10 includes a first brake operating unit 11, a front wheel braking mechanism 12, a second brake operating unit 13, and a rear wheel braking mechanism 14. Vehicle 100 also comprises a front suspension 15, a rear suspension 16, a front fork 17, and a swing arm 18.

[0016] The hydraulic control unit 5 is for controlling the braking force generated on the wheels of the vehicle 100. The hydraulic control unit 5 is included in the brake system 10. Details of the hydraulic control unit 5 will be described later.

[0017] The engine 6 corresponds to an example of a power source of the vehicle 100 and is capable of outputting power for driving the rear wheels 4 which are drive wheels. For example, the engine 6 is provided with one or a plurality of cylinders in which combustion chambers are formed inside, a fuel injection valve for injecting fuel toward the combustion chambers, and spark plugs. When fuel is injected from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chambers, and the air-fuel mixture is ignited by the spark plugs and burns. Thereby, the pistons provided in the cylinders reciprocate, and the crankshaft rotates. Further, a throttle valve is provided in the intake pipe of the engine 6, and the intake amount into the combustion chambers changes according to the throttle opening which is the opening degree of the throttle valve. Note that an electric motor may be used instead of the engine 6 as the power source of the vehicle 100.

[0018] The front suspension 15 and the rear suspension 16 correspond to an example of the suspension of the vehicle 100 and are interposed between the body 1 and the wheels. Specifically, the front suspension 15 is provided on a front fork 17 that connects the handle 2 and the front wheels 3, and is capable of expanding and contracting along the axial direction of the front suspension 15. Further, the rear suspension 16 connects a swing arm 18 that is swingably supported by the body 1 and holds the rear wheels 4 rotatably and the body 1, and is capable of expanding and contracting along the axial direction of the rear suspension 16. A suspension control valve (see the suspension control valve V2 in FIG. 4 described later) for controlling the damping force of each suspension is provided in the flow path of the hydraulic oil of each suspension.

[0019] The braking system 10 specifically includes a hydraulic control unit 5 in addition to a first brake operation unit 11, a front-wheel braking mechanism 12, a second brake operation unit 13, and a rear-wheel braking mechanism 14. The first brake operation unit 11 is provided on the handle 2 and is operated by the rider's hand. The first brake operation unit 11 is, for example, a brake lever. The front-wheel braking mechanism 12 brakes the front wheel 3 in conjunction with at least the first brake operation unit 11. The second brake operation unit 13 is provided at 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. The rear-wheel braking mechanism 14 brakes the rear wheel 4 in conjunction with at least the second brake operation unit 13. The hydraulic control unit 5 is a unit that has the function of controlling the braking force applied to the front wheel 3 by the front-wheel braking mechanism 12 and the braking force applied to the rear wheel 4 by the rear-wheel braking mechanism 14.

[0020] Figure 2 is a schematic diagram showing the schematic configuration of the braking system 10. As shown in Figure 2, 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 by the body 1 and having a brake pad (not shown), a wheel cylinder 24 provided on the brake caliper 23, a main flow path 25 for circulating the brake fluid of the master cylinder 21 to the wheel cylinder 24, a sub-flow path 26 for discharging the brake fluid of the wheel cylinder 24, and a supply flow path 27 for supplying the brake fluid of the master cylinder 21 to the sub-flow path 26.

[0021] A suction valve (EV) 31 is provided in the main passage 25. The sub-passage 26 bypasses the main passage 25 between the wheel cylinder 24 side and the master cylinder 21 side relative to the suction valve 31. The sub-passage 26 is equipped with, in order from the upstream side, a release valve (AV) 32, an accumulator 33, and a pump 34. A first valve (USV) 35 is provided between the end of the main passage 25 on the master cylinder 21 side and the downstream end of the sub-passage 26 where they are connected. The supply passage 27 connects the master cylinder 21 and the suction side of the pump 34 in the sub-passage 26. A second valve (HSV) 36 is provided in the supply passage 27.

[0022] The suction valve 31 is, for example, a solenoid valve that opens when de-energized and closes when energized. The release valve 32 is, for example, a solenoid valve that closes when de-energized and opens when energized. The first valve 35 is, for example, a solenoid valve that opens when de-energized and closes when energized. The second valve 36 is, for example, a solenoid valve that closes when de-energized and opens when energized.

[0023] The hydraulic control unit 5 comprises a hydraulic control mechanism 51 for controlling the hydraulic pressure of the brake fluid and a control board 52 for controlling the operation of the hydraulic control mechanism 51. The hydraulic control mechanism 51 includes components such as the suction valve 31, release valve 32, accumulator 33, pump 34, first valve 35, and second valve 36 described above. In particular, the suction valve 31, release valve 32, first valve 35, and second valve 36 correspond to examples of brake control valves V1 for controlling the hydraulic pressure of the brake fluid. The hydraulic control mechanism 51 includes a base body 51a in which the main flow path 25, sub-flow path 26, and supply flow path 27 described above are formed, and the above components are provided on the base body 51a.

[0024] The base body 51a may be formed from a single member or from multiple members. Furthermore, if the base body 51a is formed from multiple members, each component may be provided on a different member.

[0025] The operation of the hydraulic control mechanism 51 is controlled by the control board 52, thereby controlling the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheels 4 by the rear wheel braking mechanism 14. The control board 52 controls the operation of the hydraulic control mechanism 51, for example, according to the driving conditions of the vehicle 100.

[0026] For example, in the normal state (i.e., when anti-lock brake control, etc., described later is not performed), the control board 52 opens the loading valve 31, closes the release valve 32, opens the first valve 35, and closes the second valve 36. In this state, when the first brake operation unit 11 is operated, in the front wheel braking mechanism 12, the piston (not shown) of the master cylinder 21 is pushed in, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 24, and the brake pads (not shown) of the brake caliper 23 are pressed against the rotor 3a of the front wheel 3, thereby applying braking force to the front wheel 3. Also, 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, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 24, and the brake pads (not shown) of the brake caliper 23 are pressed against the rotor 4a of the rear wheel 4, thereby applying braking force to the rear wheel 4.

[0027] Anti-lock brake control is performed, for example, when a wheel (specifically, the front wheel 3 or the rear wheel 4) locks or is likely to lock, and reduces the braking force applied to the wheel without the rider operating the brake lever. For example, when anti-lock brake control is performed, the control board 52 closes the loading valve 31, opens the release valve 32, opens the first valve 35, and closes the second valve 36. In this state, the control board 52 drives the pump 34, which reduces the hydraulic pressure of the brake fluid in the wheel cylinder 24, thereby reducing the braking force applied to the wheel.

[0028] The control board 52 performs various controls using various information detected in the vehicle 100. For example, as shown in Figure 1, the vehicle 100 is equipped with a front wheel speed sensor 41, a rear wheel speed sensor 42, a front stroke sensor 43, a rear stroke sensor 44, and an inertial measurement device 45. The detection results from these sensors are output to the control board 52.

[0029] The front wheel speed sensor 41 is a wheel speed sensor that detects the wheel speed of the front wheel 3 (for example, the number of rotations per unit time [rpm] or the distance traveled per unit time [km / h] of the front wheel 3, etc.) and outputs the detection result. The front wheel speed sensor 41 may also detect other physical quantities that can be substantially converted to the wheel speed of the front wheel 3. The front wheel speed sensor 41 is installed on the front wheel 3.

[0030] The rear wheel speed sensor 42 is a wheel speed sensor that detects the wheel speed of the rear wheel 4 (for example, the number of rotations per unit time [rpm] or the distance traveled per unit time [km / h] of the rear wheel 4, etc.) and outputs the detection result. The rear wheel speed sensor 42 may also detect other physical quantities that can be substantially converted to the wheel speed of the rear wheel 4. The rear wheel speed sensor 42 is installed on the rear wheel 4.

[0031] The front stroke sensor 43 detects the stroke amount of the front suspension 15 and outputs the detection result. The front stroke sensor 43 may also detect other physical quantities that can be substantially converted to the stroke amount of the front suspension 15. The front stroke sensor 43 is provided on the front suspension 15.

[0032] The rear stroke sensor 44 detects the stroke amount of the rear suspension 16 and outputs the detection result. The rear stroke sensor 44 may also detect other physical quantities that can be substantially converted to the stroke amount of the rear suspension 16. The rear stroke sensor 44 is provided on the rear suspension 16.

[0033] The inertial measurement device 45 includes a three-axis gyro sensor and three-directional acceleration sensors to detect the attitude of the vehicle 100. The inertial measurement device 45 is, for example, mounted on the body of the vehicle 100. For example, the inertial measurement device 45 detects the lean angle and pitch angle of the vehicle 100 and outputs the detection results. The inertial measurement device 45 may also detect other physical quantities that are substantially convertible to the lean angle and pitch angle of the vehicle 100. The inertial measurement device 45 may include only a portion of the three-axis gyro sensor and three-directional acceleration sensors.

[0034] Figure 3 is a perspective view showing the external appearance of the hydraulic control unit 5. As shown in Figure 3, the hydraulic control unit 5 comprises a hydraulic control mechanism 51 including a base 51a, a control board 52, and a case 53 that houses the control board 52.

[0035] The base body 51a is formed of, for example, a metal material and has a substantially rectangular parallelepiped shape. Multiple ports 51b communicating with each flow path are formed on the outer surface of the base body 51a, and brake fluid pipes connected to the master cylinder 21 or wheel cylinder 24 are attached to each port 51b.

[0036] The control board 52 includes a brake control circuit 52a, a suspension control circuit 52b, and an integrated control circuit 52c. The brake control circuit 52a controls the operation of the brake control valve V1. This allows control of the hydraulic pressure of the brake fluid acting on the wheels of the vehicle 100. The suspension control circuit 52b controls the operation of the suspension control valve (see the suspension control valve V2 in Figure 4, described later). This allows control of the damping force of the front suspension 15 and the rear suspension 16. Damping force control may be performed for both the front suspension 15 and the rear suspension 16, or for only one of them. The integrated control circuit 52c comprehensively controls the operation of the brake control circuit 52a and the suspension control circuit 52b. The integrated control circuit 52c may be omitted from the control board 52.

[0037] The case 53 is formed of, for example, a resin material and has a hollow, substantially rectangular parallelepiped shape with an opening. The case 53 is attached to the base 51a by bolts or the like, such that the opening of the case 53 is closed by the base 51a. For example, the case 53 may be directly held by the base 51a or indirectly held by other members. The control board 52 is housed inside such a case 53. Specifically, the control board 52 is housed in the space defined by the base 51a and the case 53.

[0038] As described above, the control board 52 of the hydraulic control unit 5 includes a brake control circuit 52a that controls the operation of the brake control valve V1 and a suspension control circuit 52b that controls the operation of the suspension control valve V2. As a result, the functions of controlling the hydraulic pressure of the brake fluid and controlling the damping force of the suspension are integrated into a single control unit, the hydraulic control unit 5, which reduces the number of control units installed in the vehicle 100. Specifically, a suspension control unit including a board and a housing that houses the board is no longer provided in the vehicle 100 separately from the hydraulic control unit 5, thus saving space for the device in the vehicle 100.

[0039] Figure 4 is a schematic diagram showing the electrical connection relationships between components, including the control board 52 of the hydraulic control unit 5. As shown in Figure 4, the vehicle 100 is equipped with a hydraulic control unit 5 including a brake control valve V1, a suspension control valve V2, and a power supply B1, and these components are electrically connected to each other. In Figure 4, an example is shown where there are four brake control valves V1 and four suspension control valves V2, but the number of each valve is not particularly limited and may be other than four.

[0040] In the control board 52 of the hydraulic control unit 5, the brake control circuit 52a, the suspension control circuit 52b, and the integrated control circuit 52c are connected to a common communication line L1. By sharing the communication line L1 provided within the control board 52 among the control circuits, communication is stabilized due to noise reduction, etc., and the brake control circuit 52a, suspension control circuit 52b, and integrated control circuit 52c can communicate with external devices of the hydraulic control unit 5 via the communication line L1. In addition, each control circuit can communicate directly with each other via the communication line L1 (for example, an SPI communication line). Note that the communication line L1 may be a communication line of various communication standards and is not limited to an SPI communication line.

[0041] Furthermore, in the control board 52 of the hydraulic control unit 5, the brake control circuit 52a, the suspension control circuit 52b, and the integrated control circuit 52c are connected to a common ground line L2. As a result, the reference potential of each control circuit is set by the ground line L2 provided in the control board 52, which reduces noise and stabilizes communication. Therefore, communication between each control circuit and each device is properly realized.

[0042] Furthermore, in the control board 52 of the hydraulic control unit 5, the brake control circuit 52a, the suspension control circuit 52b, and the integrated control circuit 52c are connected to a common power line L3. As a result, power to each control circuit is supplied by the power line L3 located within the control board 52, ensuring a stable power supply to each control circuit. Note that the power supply connected to power line L3 is different from the power supply B1 shown in Figure 4.

[0043] The brake control circuit 52a is electrically connected to the brake control valve V1. This enables signal input and output between the brake control circuit 52a and the brake control valve V1. The suspension control circuit 52b is electrically connected to the suspension control valve V2. This enables signal input and output between the suspension control circuit 52b and the suspension control valve V2.

[0044] The control board 52 is equipped with a brake control circuit 52a, a suspension control circuit 52b, and an integrated control circuit 52c, as well as a first relay R1 and a second relay R2. The first relay R1 and the second relay R2 are separate and different relays. Each of the first relay R1 and the second relay R2 switches whether or not power is supplied at their respective installation locations. When a relay is in the closed state, current can pass through it. On the other hand, when a relay is in the open state, current cannot pass through it. Each relay is, for example, a semiconductor relay including one or more field-effect transistors (FETs). However, the configuration of each relay is not particularly limited, and they do not have to be semiconductor relays. Here, the brake control valve V1 and the suspension control valve V2 are driven by power supplied from a common power supply B1. Each relay switches whether or not power is supplied from the power supply B1 to each valve.

[0045] The brake control valve V1 is connected to the power supply B1 via the first relay R1. Therefore, when the first relay R1 is closed, current can flow from the power supply B1 to the brake control valve V1. On the other hand, when the first relay R1 is open, current cannot flow from the power supply B1 to the brake control valve V1. In other words, when the first relay R1 is closed, it conducts current between the brake control valve V1 and the power supply B1, and when it is open, it blocks the current between the brake control valve V1 and the power supply B1.

[0046] When the first relay R1 is closed, the brake control circuit 52a can drive the brake control valve V1 using the power supplied from the power supply B1. Therefore, the function of controlling the hydraulic pressure of the brake fluid becomes available. On the other hand, when the first relay R1 is open, no power is supplied to the brake control valve V1 from the power supply B1, so the brake control circuit 52a cannot drive the brake control valve V1. Therefore, the function of controlling the hydraulic pressure of the brake fluid becomes unavailable.

[0047] The first relay R1 is electrically connected to the brake control circuit 52a, and signal input and output are possible between the brake control circuit 52a and the first relay R1. Therefore, the brake control circuit 52a can control the opening and closing operation of the first relay R1.

[0048] The suspension control valve V2 is connected to the power supply B1 via the second relay R2. Therefore, when the second relay R2 is closed, current can flow from the power supply B1 to the suspension control valve V2. On the other hand, when the second relay R2 is open, current cannot flow from the power supply B1 to the suspension control valve V2. In other words, when the second relay R2 is closed, it energizes the connection between the suspension control valve V2 and the power supply B1, and when it is open, it disconnects the connection between the suspension control valve V2 and the power supply B1.

[0049] When the second relay R2 is closed, the suspension control circuit 52b can drive the suspension control valve V2 using the power supplied from the power supply B1. Therefore, the function to control the damping force of the suspension becomes available. On the other hand, when the second relay R2 is open, no power is supplied to the suspension control valve V2 from the power supply B1, so the suspension control circuit 52b cannot drive the suspension control valve V2. Therefore, the function to control the damping force of the suspension becomes unavailable.

[0050] The second relay R2 is electrically connected to the suspension control circuit 52b, enabling signal input and output between the suspension control circuit 52b and the second relay R2. Therefore, the suspension control circuit 52b can control the opening and closing operation of the second relay R2.

[0051] As described above, the control board 52 of the hydraulic control unit 5 includes a first relay R1 that energizes the brake control valve V1 and the power supply B1 when closed and disconnects the brake control valve V1 and the power supply B1 when open, and a second relay R2, separate from the first relay R1, that energizes the suspension control valve V2 and the power supply B1 when closed and disconnects the suspension control valve V2 and the power supply B1 when open.

[0052] Here, for example, considering costs, it is conceivable that the brake control valve V1 and the suspension control valve V2 are connected to the power supply B1 via a single common relay. In this case, it is not possible to supply power to only one of the brake control valve V1 or the suspension control valve V2. In this case, for example, if a malfunction occurs in only one of the brake control valve V1 or the suspension control valve V2, it becomes necessary to open the relay and stop the power supply to both the brake control valve V1 and the suspension control valve V2. In other words, a situation arises where a normally functioning valve cannot be used, and both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension cannot be used, which is unnecessary.

[0053] On the other hand, the hydraulic control unit 5 according to this embodiment is capable of supplying power to both the brake control valve V1 and the suspension control valve V2, and can also supply power to only one of them independently. Therefore, for example, in the event that a malfunction occurs in only one of the brake control valve V1 or the suspension control valve V2, it is possible to suppress the occurrence of a situation in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension cannot be used.

[0054] Figure 5 is a block diagram showing an example of the functional configuration of the control board 52. As shown in Figure 5, the control board 52 includes, for example, an acquisition unit 61 and a control unit 62. The functions of the acquisition unit 61 and the control unit 62 are realized by a microcontroller, microprocessor unit, etc., included in the various circuits described above that are provided on the control board 52.

[0055] The acquisition unit 61 acquires information from various sensors within the vehicle 100. For example, the acquisition unit 61 acquires information from the front wheel speed sensor 41, the rear wheel speed sensor 42, the front stroke sensor 43, the rear stroke sensor 44, and the inertial measuring device 45.

[0056] The control unit 62 controls the operation of various devices within the vehicle 100. For example, the control unit 62 includes a brake control unit 62a, a suspension control unit 62b, and a relay control unit 62c. The brake control unit 62a controls the operation of the brake control valve V1. The function of the brake control unit 62a is mainly realized by the brake control circuit 52a. The suspension control unit 62b controls the operation of the suspension control valve V2. The function of the suspension control unit 62b is mainly realized by the suspension control circuit 52b. The relay control unit 62c controls the operation of the first relay R1 and the second relay R2. The function of the relay control unit 62c is mainly realized by the brake control circuit 52a and the suspension control circuit 52b.

[0057] As described above, the control board 52 performs various controls using various information detected in the vehicle 100. For example, the brake control unit 62a performs anti-lock brake control using the detection results of the front wheel speed sensor 41 and the rear wheel speed sensor 42. Also, for example, the suspension control unit 62b performs damping force control of each suspension using the detection results of the front stroke sensor 43, the rear stroke sensor 44, and the inertial measurement device 45.

[0058] Here, it is preferable that the control of the brake fluid pressure and the control of the suspension damping force are performed in coordination with each other. For example, when the brake control unit 62a controls the brake fluid pressure to stabilize the posture of the vehicle 100, the suspension control unit 62b may control the suspension damping force so that the posture of the vehicle 100 is stabilized. In such a case, it is preferable that the suspension control unit 62b controls the suspension damping force based on the effect that the brake fluid pressure control by the brake control unit 62a has on the posture of the vehicle 100. On the other hand, it is preferable that the brake control unit 62a controls the brake fluid pressure based on the effect that the suspension damping force control by the suspension control unit 62b has on the posture of the vehicle 100. Such coordinated control is realized, for example, by the integrated control circuit 52c.

[0059] <Operation of the hydraulic control unit> The operation of the hydraulic control unit 5 according to an embodiment of the present invention will be described with reference to Figures 6 to 8.

[0060] As described above, the hydraulic control unit 5 is capable of supplying power to both the brake control valve V1 and the suspension control valve V2, and can also supply power to only one of them independently. Therefore, it is possible to suppress situations in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension cannot be used. Below, the first, second, and third processing examples of power supply control processing by the control board 52 will be described in that order.

[0061] Figure 6 is a flowchart showing the flow of a first processing example performed by the control board 52. Step S101 in Figure 6 corresponds to the start of the control flow shown in Figure 6.

[0062] When the control flow of the first processing example shown in Figure 6 is started, in step S102, the control board 52 determines whether or not an abnormality has occurred in the suspension control valve V2.

[0063] An abnormality in the suspension control valve V2 means a condition in which the suspension control valve V2 cannot be properly controlled. For example, an abnormality in the suspension control valve V2 may be a condition in which the movable part of the suspension control valve V2 is stuck, or a condition in which a short circuit or open circuit occurs in the circuit formed by the suspension control valve V2 and the control board 52. The control board 52 can determine whether or not an abnormality has occurred in the suspension control valve V2 based on, for example, the current value when the suspension control valve V2 is energized.

[0064] If it is determined that there is an abnormality in the suspension control valve V2 (step S102 / YES), the process proceeds to step S103. In step S103, the control board 52 closes the first relay R1 and opens the second relay R2, and returns to step S102. On the other hand, if it is determined that there is no abnormality in the suspension control valve V2 (step S102 / NO), the process proceeds to step S104. In step S104, the control board 52 closes both the first relay R1 and the second relay R2, and returns to step S102.

[0065] As described above, in the first processing example, when a malfunction occurs in the suspension control valve V2, the first relay R1 closes and the second relay R2 opens. As a result, the brake control circuit 52a can drive the brake control valve V1 using the power supplied from the power supply B1. Therefore, the function of controlling the hydraulic pressure of the brake fluid becomes available. On the other hand, since power is not supplied to the suspension control valve V2 from the power supply B1, the suspension control circuit 52b cannot drive the suspension control valve V2. Therefore, the function of controlling the damping force of the suspension becomes unavailable. Thus, although the function of controlling the damping force of the suspension becomes unavailable due to a malfunction in the suspension control valve V2, the function of controlling the hydraulic pressure of the brake fluid remains available. In this way, when a malfunction occurs in the suspension control valve V2, the situation in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension become unavailable is suppressed unnecessarily.

[0066] Figure 7 is a flowchart showing the flow of a second processing example performed by the control board 52. Step S201 in Figure 7 corresponds to the start of the control flow shown in Figure 7.

[0067] When the control flow of the second processing example shown in Figure 7 is started, in step S202, the control board 52 determines whether or not an abnormality has occurred in the brake control valve V1.

[0068] An abnormality in the brake control valve V1 means a condition in which the brake control valve V1 cannot be properly controlled. For example, abnormalities in the brake control valve V1 include a condition in which the movable part of the brake control valve V1 is stuck, or a condition in which a short circuit or open circuit occurs in the circuit formed by the brake control valve V1 and the control board 52. The control board 52 can determine whether or not an abnormality has occurred in the brake control valve V1 based on, for example, the current value when the brake control valve V1 is energized.

[0069] If it is determined that there is an abnormality in the brake control valve V1 (step S202 / YES), the process proceeds to step S203. In step S203, the control board 52 opens the first relay R1 and closes the second relay R2, and returns to step S202. On the other hand, if it is determined that there is no abnormality in the brake control valve V1 (step S202 / NO), the process proceeds to step S204. In step S204, the control board 52 closes both the first relay R1 and the second relay R2, and returns to step S202.

[0070] As described above, in the second processing example, if a malfunction occurs in the brake control valve V1, the first relay R1 opens and the second relay R2 closes. As a result, power is not supplied to the brake control valve V1 from the power supply B1, and the brake control circuit 52a cannot drive the brake control valve V1. Therefore, the function of controlling the hydraulic pressure of the brake fluid becomes unavailable. On the other hand, the suspension control circuit 52b can drive the suspension control valve V2 using the power supplied from the power supply B1. Therefore, the function of controlling the damping force of the suspension becomes available. Thus, although the function of controlling the hydraulic pressure of the brake fluid becomes unavailable due to a malfunction in the brake control valve V1, the function of controlling the damping force of the suspension remains available. In this way, when a malfunction occurs in the brake control valve V1, the situation in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension become unavailable is suppressed unnecessarily.

[0071] Figure 8 is a flowchart showing the flow of a third processing example performed by the control board 52. Step S301 in Figure 8 corresponds to the start of the control flow shown in Figure 8.

[0072] When the control flow of the third processing example shown in Figure 8 is started, in step S302, the control board 52 determines whether or not the start condition for inspecting the brake control valve V1 has been met.

[0073] The inspection of the brake control valve V1 is performed repeatedly at set time intervals (e.g., 20 seconds). Therefore, a condition for starting the inspection of the brake control valve V1 is used, for example, that a set time has elapsed since the previous inspection. Note that the inspection of the brake control valve V1 is performed when the brake control valve V1 is not driven. Therefore, more specifically, a condition for starting the inspection of the brake control valve V1 is used, for example, that a set time has elapsed since the previous inspection AND the brake control valve V1 is not driven.

[0074] If it is determined that the conditions for starting the inspection of the brake control valve V1 are not met (step S302 / NO), the process in step S302 is repeated. On the other hand, if it is determined that the conditions for starting the inspection of the brake control valve V1 are met (step S302 / YES), the process proceeds to step S303.

[0075] In step S303, the control board 52 opens the first relay R1 and closes the second relay R2.

[0076] Following step S303, in step S304, the control board 52 performs an inspection of the brake control valve V1.

[0077] The inspection of the brake control valve V1 checks for malfunctions in the electrical circuit including the brake control valve V1 (e.g., open wires) and for malfunctions in the brake control valve V1 itself (e.g., sticking). Thus, multiple types of inspections are performed on the brake control valve V1. Among these multiple types of inspections is an electrical resistance test. In the electrical resistance test, the control board 52 checks the electrical resistance of the brake control valve V1 while current is applied to it. Specifically, in the electrical resistance test, a small current is applied from the brake control circuit 52a to the brake control valve V1, and the value of the electrical resistance of the brake control valve V1 is confirmed based on the voltage drop at that time. In such an electrical resistance test, it is necessary to disconnect the brake control valve V1 from the power supply B1. Therefore, in step S303, the first relay R1 is opened in advance.

[0078] Following step S304, in step S305, the control board 52 closes both the first relay R1 and the second relay R2, and returns to step S302.

[0079] As described above, in the third processing example, when the electrical resistance test of the brake control valve V1 is performed, the first relay R1 opens and the second relay R2 closes. As a result, the brake control circuit 52a can properly perform the electrical resistance test with the connection between the brake control valve V1 and the power supply B1 interrupted. On the other hand, the suspension control circuit 52b can drive the suspension control valve V2 using the power supplied from the power supply B1. Therefore, the function of controlling the damping force of the suspension becomes available. Thus, when the electrical resistance test of the brake control valve V1 is performed, the condition in which the function of controlling the damping force of the suspension becomes available is maintained. In this way, when the electrical resistance test of the brake control valve V1 is performed, the unnecessary occurrence of a situation in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension become unavailable is suppressed.

[0080] In the above, the first, second, and third processing examples were described as examples of power supply control processing by the control board 52. However, the control board 52 may combine and execute the first, second, and third processing examples. For example, the control board 52 may execute both the first and second processing examples. In this case, if an abnormality occurs in the brake control valve V1, the control board 52 will open the first relay R1, regardless of whether or not there is an abnormality in the suspension control valve V2. Also, if an abnormality occurs in the suspension control valve V2, the control board 52 will open the second relay R2, regardless of whether or not there is an abnormality in the brake control valve V1. Furthermore, for example, the control board 52 may execute both the first and third processing examples. In this case, if an abnormality occurs in the suspension control valve V2, the control board 52 will open the second relay R2, regardless of whether or not the brake control valve V1 is being inspected. Furthermore, for example, the control board 52 may execute both the second and third processing examples. In this case, if an abnormality occurs in the brake control valve V1, the control board 52 will prohibit the inspection of the brake control valve V1. Also, for example, the control board 52 may execute all of the first, second, and third processing examples.

[0081] <Effects of the hydraulic control unit> The effects of the hydraulic control unit 5 according to an embodiment of the present invention will be described.

[0082] The hydraulic control unit 5 includes a hydraulic control mechanism 51 including a brake control valve V1 for controlling the hydraulic pressure of the brake fluid, and a control board 52 including a brake control circuit 52a for controlling the operation of the brake control valve V1. The control board 52 includes a suspension control circuit 52b for controlling the operation of a suspension control valve V2 for controlling the damping force of the suspension of the vehicle 100 (front suspension 15 and rear suspension 16 in the above example), a first relay R1 that energizes the brake control valve V1 and the power supply B1 when closed and disconnects the brake control valve V1 and the power supply B1 when open, and a second relay R2, separate from the first relay R1, that energizes the suspension control valve V2 and the power supply B1 when closed and disconnects the suspension control valve V2 and the power supply B1 when open.

[0083] As a result, the functions of controlling the hydraulic pressure of the brake fluid and controlling the damping force of the suspension are integrated into a single control unit, the hydraulic pressure control unit 5, thus reducing the number of control units installed in the vehicle 100. Specifically, a suspension control unit, including a circuit board and a housing for the circuit board, is no longer provided separately in the vehicle 100 from the hydraulic pressure control unit 5, thus saving space for the equipment in the vehicle 100. Furthermore, since power can be supplied to both the brake control valve V1 and the suspension control valve V2, and power can be supplied to only one of them independently, the occurrence of situations where both the brake fluid pressure control function and the suspension damping force control function are unavailable can be suppressed. Therefore, even when the functions of controlling the hydraulic pressure of the brake fluid and the suspension damping force control function are integrated into the hydraulic pressure control unit 5, the occurrence of situations where both of these functions are unavailable can be suppressed unnecessarily. Thus, the space for the equipment in the vehicle 100 can be appropriately saved.

[0084] Furthermore, in the hydraulic control unit 5, unlike the case where the brake control valve V1 and the suspension control valve V2 are connected to the power supply B1 via a single common relay, the current sent from the power supply B1 to each valve is distributed to each relay, thus reducing the current flowing through each relay. This reduces the amount of heat generated in each relay. Therefore, relays with lower ratings can be used.

[0085] Preferably, in the hydraulic control unit 5, the brake control circuit 52a and the suspension control circuit 52b are connected to a common communication line L1. By sharing the communication line L1 provided in the control board 52 among the control circuits, communication is stabilized due to noise reduction and other factors, and communication between each control circuit and external devices of the hydraulic control unit 5 can be achieved. Alternatively, each control circuit can communicate directly with each other via the communication line L1.

[0086] Preferably, in the hydraulic control unit 5, the brake control circuit 52a and the suspension control circuit 52b are connected to a common ground line L2. As a result, the reference potential of each control circuit is set by the ground line L2 provided in the control board 52, which reduces noise and stabilizes communication. Therefore, communication between each control circuit and each device is properly realized.

[0087] Preferably, in the hydraulic control unit 5, the control board 52 closes the first relay R1 and opens the second relay R2 when an abnormality occurs in the suspension control valve V2. As a result, although the function of controlling the damping force of the suspension becomes unusable due to the abnormality of the suspension control valve V2, the function of controlling the hydraulic pressure of the brake fluid remains usable. In this way, a situation in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension become unusable when an abnormality occurs in the suspension control valve V2 is suppressed unnecessarily.

[0088] Preferably, in the hydraulic control unit 5, the control board 52 opens the first relay R1 and closes the second relay R2 when a malfunction occurs in the brake control valve V1. As a result, although the function of controlling the hydraulic pressure of the brake fluid becomes unusable due to the malfunction of the brake control valve V1, the function of controlling the damping force of the suspension remains usable. In this way, a situation in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension become unusable when a malfunction occurs in the brake control valve V1 is suppressed unnecessarily.

[0089] Preferably, in the hydraulic control unit 5, when the control board 52 performs an electrical resistance test to check the electrical resistance of the brake control valve V1 while current is applied to the brake control valve V1, it opens the first relay R1 and closes the second relay R2. As a result, when the electrical resistance test of the brake control valve V1 is performed, the function of controlling the damping force of the suspension is maintained, thus preventing situations in which both the function of controlling the hydraulic pressure of the brake fluid and the function of controlling the damping force of the suspension are unavailable.

[0090] Preferably, in the hydraulic control unit 5, the vehicle 100 is a saddle-type vehicle. This allows for appropriate saving of mounting space for the equipment in a saddle-type vehicle. Since the mounting space for equipment in a saddle-type vehicle is narrower than that of other vehicles, appropriately saving mounting space for equipment in a saddle-type vehicle is particularly effective.

[0091] The present invention is not limited to the descriptions of embodiments. For example, only a portion of the embodiments may be implemented. [Explanation of symbols]

[0092] 1 Body, 2 Handle, 3 Front wheel, 3a Rotor, 4 Rear wheel, 4a Rotor, 5 Hydraulic control unit, 6 Engine, 10 Brake system, 11 First brake control unit, 12 Front wheel braking mechanism, 13 Second brake control unit, 14 Rear wheel braking mechanism, 15 Front suspension, 16 Rear suspension, 17 Front fork, 18 Swing arm, 21 Master cylinder, 22 Reservoir, 23 Brake caliper, 24 Wheel cylinder, 25 Main flow path, 26 Sub-flow path, 27 Supply flow path, 31 Intake valve, 32 Release valve, 33 Accumulator, 34 Pump, 35 First valve, 36 Second valve, 41 Front wheel speed sensor, 42 Rear wheel speed sensor, 43 Front stroke sensor, 44 Rear stroke sensor, 51 Hydraulic control mechanism, 51a Base, 51b Port, 52 Control board, 52a Brake control circuit, 52b Suspension control circuit, 52c Integrated control circuit, 53 Case, 61 Acquisition unit, 62 Control unit, 62a Brake control unit, 62b Suspension control unit, 62c Relay control unit, 100 Vehicle, B1 Power supply, L1 Communication line, L2 Ground line, L3 Power line, R1 First relay, R2 Second relay, V1 Brake control valve, V2 Suspension control valve.

Claims

1. A hydraulic control unit (5) of a vehicle (100), A hydraulic pressure control mechanism (51) including a brake control valve (V1) for controlling the hydraulic pressure of the brake fluid, A control board (52) including a brake control circuit (52a) that controls the operation of the brake control valve (V1), Equipped with, The control board (52) is A suspension control circuit (52b) controls the operation of a suspension control valve (V2) for controlling the damping force of the suspension (15, 16) of the vehicle (100), A first relay (R1) energizes the brake control valve (V1) and the power supply (B1) when in the closed state, and disconnects the brake control valve (V1) and the power supply (B1) when in the open state, A second relay (R2), separate from the first relay (R1), energizes the suspension control valve (V2) and the power supply (B1) when in the closed state, and disconnects the suspension control valve (V2) and the power supply (B1) when in the open state. Includes, When the control board (52) performs an electrical resistance test to check the electrical resistance of the brake control valve (V1) while applying current to the brake control valve (V1), it opens the first relay (R1) and closes the second relay (R2). Hydraulic control unit.

2. The brake control circuit (52a) and the suspension control circuit (52b) are connected to a common communication line (L1). The hydraulic control unit according to claim 1.

3. The brake control circuit (52a) and the suspension control circuit (52b) are connected to a common ground line (L2). A hydraulic control unit according to claim 1 or 2.

4. The control board (52) closes the first relay (R1) and opens the second relay (R2) when an abnormality occurs in the suspension control valve (V2). A hydraulic control unit according to any one of claims 1 to 3.

5. The control board (52) opens the first relay (R1) and closes the second relay (R2) when an abnormality occurs in the brake control valve (V1). A hydraulic control unit according to any one of claims 1 to 4.

6. The aforementioned vehicle (100) is a saddle-type vehicle. A hydraulic control unit according to any one of claims 1 to 5.

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