On-vehicle apparatus

Abstract

Apparatus (5) including an electronic control unit (52) that controls at least one brake control valve (V1) that controls brake fluid of a vehicle, and at least one damper control valve (V2) that controls hydraulic fluid of a damper of the vehicle. The electronic control unit includes a first switch (S1), a second switch (S2), and a third switch (S3). The first switch is coupled, at one side, to a power supply (B1), and coupled, at the other side, to one side of the at least one brake control valve. The second switch is coupled, at one side, to the power supply, and coupled, at the other side, to one side of the at least one damper control valve. The third switch is coupled to the other side of the at least one brake control valve and the other side of the at least one damper control valve.

Description

[0001] [Document name] Statement

[0002] [Title of invention] In-vehicle device

[0003] [Technical Field]

[0004]

[001] The present invention relates to an in-vehicle device mounted on a vehicle.

[0005] [Background technology]

[0006]

[002] Conventionally, some vehicles are provided with an on-board device that includes an electronic control unit that controls the operation of an electromagnetic valve, etc. For example, as disclosed in Patent Document 1, one such on-board device includes an electronic control unit that controls the operation of an electromagnetic valve for controlling brake fluid in a vehicle's brake system.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2018-8674

[0011] Summary of the Invention

[0012] [Problem to be solved by the invention]

[0013] [0 0 0 4] Furthermore, some on-board devices are equipped with electronic control units that control the operation of electromagnetic valves for controlling the operating fluid of dampers in, for example, a vehicle's suspension system or stabilizer system. When one electronic control unit is given the function of controlling the operation of multiple electromagnetic valves in multiple systems such as these, a large number of control switches (for example, FETs, etc.) for controlling the operation of the electromagnetic valves are provided in one electronic control unit, which may result in the electronic control unit becoming larger in size.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and aims to provide an in-vehicle device that can reduce the size of the electronic control unit.

[0015] [0 0 0 6] The vehicle-mounted device according to the present invention comprises a brake control valve for controlling brake fluid of the vehicle, and an electronic control unit for controlling the operation of a damper control valve for controlling hydraulic fluid of a damper of the vehicle, wherein the electronic control unit includes a first switch having one side electrically connected to a power source and the other side electrically connected to one side of the brake control valve, a second switch having one side electrically connected to the power source and the other side electrically connected to one side of the damper control valve, and a third switch electrically connected to the other side of the brake control valve and the other side of the damper control valve.

[0016] [Effects of the Invention]

[0017]

[0007] In the on-vehicle device according to the present invention, the electronic control unit includes a first switch having one side electrically connected to a power source and the other side electrically connected to one side of a brake control valve, a second switch having one side electrically connected to a power source and the other side electrically connected to one side of a damper control valve, and a third switch electrically connected to the other side of the brake control valve and the other side of the damper control valve. This makes it possible to control the operations of the brake control valve and the damper control valve with the common third switch, and reduces the number of switches provided in the electronic control unit, thereby enabling the electronic control unit to be made smaller.

[0018] [Brief explanation of the drawings]

[0019]

〇 0 0 8

[0020] [Figure 1] Schematic diagram showing the general configuration of a vehicle related to an embodiment.

[0021] [Figure 2] Schematic diagram showing the general configuration of the brake system of the embodiment.

[0022] [Fig. 3] A perspective view showing the appearance of the brake fluid pressure control device according to the embodiment. [Fig. 4] A schematic diagram showing the electrical connection relationship between components including the electronic control unit according to the embodiment.

[0023] [Figure 5] A diagram showing the first switching state of the electronic control unit according to the embodiment.

[0024] [Figure 6] A diagram showing the second switching state of the electronic control unit according to the embodiment.

[0025] [Figure 7] A schematic diagram showing the electrical connection relationship between parts including an electronic control unit related to the first modified example.

[0026] [Figure 8] A schematic diagram showing the electrical connection relationship between parts including an electronic control unit related to a second modified example.

[0027] [Figure 9] A schematic diagram showing the electrical connection relationship between parts including an electronic control unit related to a third modified example.

[0028] DETAILED DESCRIPTION OF THE INVENTION

[0029]

[0009] Hereinafter, an example of an embodiment of an in-vehicle device according to the present invention will be described with reference to the drawings.

[0030]

[0010] In this embodiment, an on-vehicle device mounted on a two-wheeled motorcycle as a vehicle will be described, but the on-vehicle device according to the present invention may be mounted on vehicles other than two-wheeled motorcycles. For example, the on-vehicle device according to the present invention may be mounted on a saddle-ride type vehicle other than a two-wheeled motorcycle. A saddle-ride type vehicle is a vehicle on which a rider straddles and rides. Examples of saddle-ride type vehicles include motorcycles, bicycles, buggies, etc. Motorcycles include vehicles powered by engines and vehicles powered by electric motors, etc. Motorcycles include, for example, two-wheeled motor vehicles, three-wheeled motor vehicles, motorcycles, scooters, electric scooters, etc. A bicycle is a vehicle that can be propelled on a road by the rider's pedaling force applied to the pedals. Examples of bicycles include standard bicycles, electrically assisted bicycles, electric bicycles, etc. Furthermore, for example, the vehicle-mounted device according to the present invention may be mounted on vehicles other than saddle-ride vehicles (for example, automobiles, side-by-side vehicles, trucks, trailers, etc.).

[0031]

[0011] Furthermore, the configurations and operations described below are merely examples, and the in-vehicle device according to the present invention is not limited to such configurations and operations.

[0032]

[0012] In the following, the same or similar descriptions will be simplified or omitted as appropriate. In addition, in each drawing, the same or similar members or parts will not be labeled with symbols, or will be labeled with the same symbols. In addition, the illustration of detailed structures will be simplified or omitted as appropriate.

[0033]

[0013] <Regarding the Vehicle> With reference to Figures 1 to 3, the general configuration of a vehicle 100 according to an embodiment of the present invention will be described.

[0034]

[0014] Fig. 1 is a schematic diagram showing the overall configuration of a vehicle 100. The vehicle 100 is a two-wheeled motorcycle that corresponds to an example of a vehicle according to the present invention. As shown in Fig. 1, the vehicle 100 includes a body 1, a handlebar 2, a front wheel 3, a rear wheel 4, a brake fluid pressure control device 5, and an engine 6. The vehicle 100 also includes 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. The vehicle 100 also includes a front suspension 15, a rear suspension 16, a front fork 17, and a swing arm 18.

[0035]

[0015] The brake fluid pressure control device 5 controls the braking force acting on the wheels of the vehicle 100. The brake fluid pressure control device 5 is included in the brake system 10. The brake fluid pressure control device 5 corresponds to an example of an on-vehicle device according to the present invention. Details of the brake fluid pressure control device 5 will be described later.

[0016] The engine 6 corresponds to an example of a power source for the vehicle 100, and is capable of outputting power for driving the rear wheels 4, which are the drive wheels. For example, the engine 6 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel into the combustion chamber, and a spark plug. When fuel is injected from the fuel injection valve, a mixture containing air and fuel is formed in the combustion chamber, and the mixture is ignited by the spark plug and burns. This causes the pistons in the cylinders to reciprocate, rotating the crankshaft. A throttle valve is provided in the intake pipe of engine 6, and the amount of air taken into the combustion chamber varies depending on the throttle opening, which is the opening of the throttle valve. An electric motor may be used instead of engine 6 as the power source for vehicle 100.

[0036]

[0017] The front suspension 15 and the rear suspension 16 are interposed between the fuselage 1 and the wheels. For example, the front suspension 15 is provided on a front fork 17 that connects the handlebars 2 and the front wheel 3, and is capable of expanding and contracting along the axial direction of the front suspension 15. The rear suspension 16 connects the fuselage 1 to a swing arm 18 that is swingably supported on the fuselage 1 and holds the rear wheel 4 so that it can turn freely, and is capable of expanding and contracting along the axial direction of the rear suspension 16. Each suspension is provided with a damper DP, whose damping force is controlled according to the pressure of the hydraulic fluid. A suspension control valve V2 (see FIG. 4) for controlling the pressure of the hydraulic fluid in each damper DP is provided in the hydraulic fluid flow path of each damper DP. The damping force of each damper DP is controlled by controlling the operation of a suspension control valve V2 by an electronic control unit 52 described below. The suspension control valve is an example of a damper control valve for controlling the pressure of the hydraulic fluid in the damper of the vehicle 100 according to the present invention.

[0037]

[0018] The brake system 10 includes a first brake operating unit 11, a front wheel braking mechanism 12, a second brake operating unit 13, a rear wheel braking mechanism 14, and a brake fluid pressure control device 5. The first brake operating unit 11 is provided on the handlebars 2 and is operated by the rider's hands. The first brake operating 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 operating unit 11. The second brake operating unit 13 is provided below the body 1 and is operated by the rider's foot. The second brake operating unit 13 is, for example, a brake pedal. The rear wheel braking mechanism 14 brakes the rear wheels 4 in conjunction with at least the second brake operating unit 13. The brake fluid pressure control device 5 is a unit that controls the braking force applied to the front wheels 3 by the front wheel braking mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel braking mechanism 14.

[0038]

[0019] In the following, an example will be described in which the brake fluid pressure control device 5 controls both the braking force acting on the front wheels 3 and the braking force acting on the rear wheels 4. However, the brake fluid pressure control device 5 may control only one of the braking force acting on the front wheels 3 and the braking force acting on the rear wheels 4.

[0039]

[0020] Fig. 2 is a schematic diagram showing the overall configuration of a brake system 10. As shown in Fig. 2, each of a front wheel braking mechanism 12 and a 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 brake pads (not shown), a wheel cylinder 24 provided with the brake caliper 23, a main flow path 25 for circulating brake fluid from the master cylinder 21 to the wheel cylinder 24, a sub-flow path 26 for releasing the brake fluid from the wheel cylinder 24, and a supply flow path 27 for supplying the brake fluid from the master cylinder 21 to the sub-flow path 26.

[0040]

[0021] Main flow path 25 is provided with an inlet valve (EV) 31. Sub-flow path 26 bypasses the main flow path 25 between the wheel cylinder 24 side and the master cylinder 21 side of inlet valve 31. Sub-flow path 26 is provided with, from upstream to downstream, a release valve (AV) 32, an accumulator 33, and a pump 34. A first valve (USV) 35 is provided in main flow path 25 between the end of main flow path 25 on the master cylinder 21 side and the point where the downstream end of sub-flow path 26 is connected. Supply flow path 27 communicates between the master cylinder 21 and the suction side of pump 34 in sub-flow path 26. A second valve (HSV) 36 is provided in the supply flow path 27.

[0041]

[0022] The inlet 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.

[0042]

[0023] The brake fluid pressure control device 5 includes a fluid pressure control mechanism 51 for controlling the fluid pressure of the brake fluid, and an electronic control unit 52 for controlling the operation of the fluid pressure control mechanism 51. The fluid pressure control mechanism 51 includes components such as the inlet valve 31, release valve 32, accumulator 33, pump 34, first valve 35, and second valve 36 described above. The inlet valve 31, release valve 32, first valve 35, and second valve 36 correspond to an example of a brake control valve V1 for controlling the pressure of the brake fluid according to the present invention. The hydraulic control mechanism 51 includes a base 51 a having flow paths such as the above-mentioned main flow path 25, sub-flow path 26, and supply flow path 27 formed therein, and the above-mentioned components are mounted on the base 51 a.

[0043]

[0024] The base 51a may be formed of a single member or a plurality of members. When the base 51a is formed of a plurality of members, each component may be provided separately in a different member.

[0044]

[0025] The operation of the hydraulic pressure control mechanism 51 is controlled by the electronic control unit 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 electronic control unit 52 controls the operation of the hydraulic pressure control mechanism 51 according to, for example, the driving state of the vehicle 100.

[0045]

[0026] For example, in a normal state (i.e., a state in which antilock brake control or automatic brake control, which will be described later, is not being executed), the electronic control unit 52 opens the inlet valve 31, closes the release valve 32, opens the first valve 35, and closes the second valve 36. When the first brake operating unit 11 is operated in this state, in the front wheel braking mechanism 12, the piston (not shown) of the master cylinder 21 is pressed, increasing the pressure of the brake fluid in the wheel cylinder 24, and the brake pad (not shown) of the brake caliper 23 is pressed against the rotor 3a of the front wheel 3, applying a braking force to the front wheel 3. Furthermore, when the second brake operating unit 13 is operated, in the rear wheel braking mechanism 14, the piston (not shown) of the master cylinder 21 is pressed in, increasing the pressure of the brake fluid in the wheel cylinder 24, and the brake pad (not shown) of the brake caliper 23 is pressed against the rotor 4 a of the rear wheel 4, thereby applying a braking force to the rear wheel 4.

[0046]

[0027] Antilock brake control is an operation that is executed, for example, when a wheel (specifically, front wheel 3 or rear wheel 4) locks or there is a possibility of locking, and reduces the braking force applied to that wheel without the rider operating the brake operating unit. For example, when antilock brake control is being executed, electronic control unit 52 closes inlet valve 31, opens release valve 32, opens first valve 35, and closes second valve 36. In this state, electronic control unit 52 drives pump 34, which reduces the pressure of the brake fluid in wheel cylinder 24 and reduces the braking force applied to the wheel.

[0028] Automatic brake control is executed when it becomes necessary to stabilize the posture of the vehicle 100, for example, when the vehicle 100 is turning, and is a control that generates braking force applied to the wheels (specifically, the front wheel 3 or the rear wheel 4) without the rider operating the brake operating unit. For example, when automatic brake control is executed, the electronic control unit 52 opens the inlet valve 31, closes the release valve 32, closes the first valve 35, and opens the second valve 36. In this state, the electronic control unit 52 drives the pump 34, which increases the pressure of the brake fluid in the wheel cylinder 24 and generates braking force that brakes the wheel.

[0047]

[0029] The electronic control unit 52 performs various controls using various information detected in the vehicle 100. For example, as shown in FIG. 1, the vehicle 100 includes 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 unit 45. The detection results of these sensors are output to the electronic control unit 52.

[0048]

[0030] 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] of the front wheel 3 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 41 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 3. The front wheel speed sensor 41 is provided on the front wheel 3.

[0049]

[0031] 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] of the rear wheel 4 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 42 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 4. The rear wheel speed sensor 42 is provided on the rear wheel 4.

[0050]

[0032] The front stroke sensor 43 detects the stroke of the front suspension 15 and outputs the detection result. The front stroke sensor 43 may also detect another physical quantity that can be substantially converted into the stroke of the front suspension 15. The front stroke sensor 43 is provided on the front suspension 15.

[0051]

[0033] The rear stroke sensor 44 detects the stroke of the rear suspension 16 and outputs the detection result. The rear stroke sensor 44 may also detect another physical quantity that can be substantially converted into the stroke of the rear suspension 16. The rear stroke sensor 44 is provided on the rear suspension 16.

[0052]

[0034] The inertial measurement unit 45 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the vehicle 100. The inertial measurement unit 45 is provided, for example, on the body 1 of the vehicle 100. For example, the inertial measurement unit 45 detects the lean angle and pitch angle of the vehicle 100 and outputs the detection results. The inertial measurement unit 45 may also detect other physical quantities that can be substantially converted into the lean angle and pitch angle of the vehicle 100. The inertial measurement unit 45 may also be equipped with only a portion of the three-axis gyro sensor and the three-directional acceleration sensor.

[0053]

[0035] Fig. 3 is a perspective view showing the appearance of the brake fluid pressure control device 5. As shown in Fig. 3, the brake fluid pressure control device 5 comprises a fluid pressure control mechanism 51 including a base body 51a, an electronic control unit 52, and a case 53 that houses the electronic control unit 52. In the brake fluid pressure control device 5, the fluid pressure control mechanism 51 and the electronic control unit 52 are both integrated into a single unit.

[0054]

[0036] The base body 51 a is made of, for example, a metal material and has a substantially rectangular parallelepiped shape. A plurality of ports 51 b communicating with the respective flow paths are formed on the outer surface of the base body 51 a. A brake fluid pipe connected to the master cylinder 21 or the wheel cylinder 24 is attached to each port 51 b.

[0055]

[0037] The electronic control unit 52 includes, for example, a substrate on which various circuits are formed. The electronic control unit 52 has a circuit for controlling the operation of the brake control valve V1. This controls the pressure of the brake fluid in the wheel cylinders 24 of the vehicle 100, thereby controlling the braking force acting on the front wheels 3 and rear wheels 4. The electronic control unit 52 also has a circuit for controlling the operation of the suspension control valve V2. This controls the pressure of the hydraulic fluid in the dampers DP of the front suspension 15 and the rear suspension 16, thereby controlling the damping force of each damper DP. Note that the damping force control may be performed for both the front suspension 15 and the rear suspension 16, or may be performed for only one of the front suspension 15 and the rear suspension 16.

[0056]

[0038] The case 53 is made of, for example, a resin material and has a hollow, generally rectangular parallelepiped shape with an opening. The case 53 is attached to the base 51a with bolts or the like so that the opening of the case 53 is closed by the base 51a. For example, the case 53 may be held directly by the base 51a or indirectly via another member. The electronic control unit 52 is housed in such a case 53. Specifically, the electronic control unit 52 is housed in the space defined by the base 51a and the case 53.

[0057]

[0039] As described above, the electronic control unit 52 of the brake fluid pressure control device 5 controls the brake control valve V1 and the suspension control valve (the suspension control valve V2 in Fig. 4 described later). In Fig. 4, the upper side of the power supply B1 is the positive side, and the lower side of the power supply B1 is the negative side. Hereinafter, the positive side of each component will be referred to as one side, and the negative side opposite to the one side will be referred to as the other side.

[0058]

[0045] Each of the brake control valve V! and the suspension control valve V2 is connected to a power source B1 via an electronic control unit 52. The electronic control unit 52 includes one first switch S1, one second switch S2, and two third switches S3. In the example of FIG. 4, two third switches S3, third switch S3a and third switch S3b, are provided. Each of these switches switches whether to allow or disallow current to flow through the switch at its position. When a switch is in the on state, current can pass through the switch. On the other hand, when a switch is in the off state, current cannot pass through the switch. As will be described later, the current-carrying state of each valve changes when the switching state of each switch (i.e., whether the switch is in the on state or the off state) changes.

[0059] 〇

[0060]

[0046] Each of the first switch S1, second switch S2, and third switch S3 is a semiconductor switch such as a field effect transistor (FET). As shown in FIG. 4, each switch includes a gate terminal T1, a drain terminal T2, and a source terminal T3. When a control signal is applied to the gate terminal T1, the switch is turned on, and a current flows from the drain terminal T2 to the source terminal T3. This current is also called a drain current. The drain terminal T2 of each switch corresponds to one side of each switch according to the present invention, and the source terminal T3 of each switch corresponds to the other side of each switch according to the present invention.

[0061]

[0047] Note that each switch does not have to be a semiconductor switch, and may be, for example, a mechanical relay.

[0062]

[0048] The electronic control unit 52 includes a drive circuit chip C1 having a drive circuit that drives at least the third switch S3. The third switch S3 is arranged within the drive circuit chip C1. Meanwhile, the first switch S1 and the second switch S2 are arranged outside the drive circuit chip C1. In the example of FIG. 4, the drive circuit chip C1 functions as a controller that controls the switching between the on and off states of the first switch S1, the second switch S2, and the third switch S3. Note that the third switch S3 does not have to be arranged within a chip in which multiple switches are packaged (in the above example, the drive circuit chip c1). Also, at least one of the first switch S1 and the second switch S2 may be arranged within such a chip.

[0063] For example, the electronic control unit 52 can turn on the first switch s1 by applying a control signal to the gate terminal T1 of the first switch S1. On the other hand, the electronic control unit 52 can turn off the first switch s1 by not applying a control signal to the gate terminal T1 of the first switch S1.

[0064]

[0050] For example, the electronic control unit 52 can turn on the second switch S2 by applying a control signal to the gate terminal T1 of the second switch S2. On the other hand, the electronic control unit 52 can turn off the second switch S2 by not applying a control signal to the gate terminal T1 of the second switch S2.

[0065]

[0051] For example, the electronic control unit 52 can turn on each third switch S3 by applying a control signal to the gate terminal T1 of each third switch S3. On the other hand, the electronic control unit 52 can turn off each third switch S3 by not applying a control signal to the gate terminal T1 of each third switch S3.

[0066]

[0052] The drive circuit chip C1 may not have at least one of the functions of switching the on and off states of the first switch S1 and the function of switching the on and off states of the second switch S2. For example, if the drive circuit chip C1 does not have the function of switching the on and off states of the first switch S1, the drive circuit that drives the first switch S1 is provided outside the drive circuit chip C1. Also, for example, if the drive circuit chip C1 does not have the function of switching the on and off states of the second switch S2, the drive circuit that drives the second switch S2 is provided outside the drive circuit chip C1.

[0067]

[0053] Each of the brake control valve V1 and the suspension control valve V2 includes a coil vc. When a current is applied to the coil vc, the valve operates. For example, a first terminal T4 and a second terminal T5 are provided at each electrical end of the coil VC. When a current is applied to the coil VC, a current flows from the first terminal T4 to the second terminal T5. The first terminal T4 of each valve corresponds to one side of the valve according to the present invention, and the second terminal T5 of each valve corresponds to the other side of the valve according to the present invention.

[0068]

[0054] The electrical connections between each component are explained below.

[0069]

[0055] The drain terminal T2 of the first switch S1 and the drain terminal T2 of the second switch S2 are electrically connected to the positive pole of the power source B1. In the electronic control unit 52, the line electrically connecting each of the first switch S1 and the second switch S2 to the power source B1 branches into two and is then electrically connected to the drain terminal T2 of each switch. A diode D1 is provided in the section of the line before it branches. The diode D1 is provided to prevent current from flowing back toward the power source B1.

[0070]

[0056] The source terminal T3 of the first switch S1 is electrically connected to the first terminal T4 of the brake control valve V1a and the first terminal T4 of the brake control valve V1b. The source terminal T3 of the second switch S2 is electrically connected to the first terminal T4 of the suspension control valve V2a and the first terminal T4 of the suspension control valve V2. The drain terminal T2 of the third switch S3a is electrically connected to the second terminal T5 of the brake control valve V1a and the second terminal T5 of the suspension control valve V2a. The drain terminal T2 of the third switch S3b is electrically connected to the second terminal T5 of the brake control valve V1b and the second terminal T5 of the suspension control valve V2b. The source terminal T3 of the third switch S3a and the source terminal T3 of the third switch S3b are electrically connected to the ground terminal G1 of the power supply line of the drive circuit chip C!.

[0071]

[0057] As described above, the drive circuit chip C1 performs switching control to switch the on and off states of the first switch S1, the second switch S2, and the third switch S3. The drive circuit chip ci controls the switching state of each switch through switching control, thereby controlling the energization state of each valve. Specifically, when controlling the operation of each valve, the drive circuit chip C1 sets the switching state of each switch to the first switching state shown in Fig. 5 or the second switching state shown in Fig. 6.

[0072]

[0058] Figure 5 is a diagram showing the first switching state of the electronic control unit 52. As shown in Figure 5, in the first switching state, the first switch S1 is in the on state and the second switch S2 is in the off state. Therefore, in the first switching state, current can be supplied from the power source B1 to each brake control valve V1 via the first switch S1, but current cannot be supplied from the power source B1 to each suspension control valve V2 via the second switch S2.

[0073]

[0059] Therefore, in the first switching state, the drive circuit chip C1 can individually control the operation of each brake control valve V1 by switching the on state and off state of each third switch S3. For example, in the first switching state, the drive circuit chip C1 can energize the brake control valve V1a by turning on the third switch S3a. Also, in the first switching state, the drive circuit chip C1 can energize the brake control valve V1b by turning on the third switch S3b.

[0074]

[0060] When controlling the operation of each brake control valve V1, the drive circuit chip C1 controls the first switch S1 to an on state and the second switch S2 to an off state, thereby setting the switching state of each switch to the first switching state shown in Fig. 5. In the first switching state, for example, the drive circuit chip C1 can perform anti-lock brake control using the detection results of the front wheel speed sensor 41 and the rear wheel speed sensor 42. In addition, in the first switching state, for example, the drive circuit chip C1 can perform automatic brake control using the detection results of the inertial measurement unit 45.

[0075]

[0061] Figure 6 is a diagram showing the second switching state of the electronic control unit 52. As shown in Figure 6, in the second switching state, the first switch S1 is in the off state and the second switch S2 is in the on state. Therefore, in the second switching state, it is not possible to supply current from the power source B1 to each brake control valve V1 via the first switch S1, but it is possible to supply current from the power source B1 to each suspension control valve V2 via the second switch S2.

[0076]

[0062] Therefore, in the second switching state, the drive circuit chip C1 can individually control the operation of each suspension control valve V2 by switching the on and off states of each third switch S3. For example, in the second switching state, the drive circuit chip C1 can energize the suspension control valve V2a by turning on the third switch S3a. Also, in the second switching state, the drive circuit chip C1 can energize the suspension control valve V2b by turning on the third switch S3b.

[0077]

[0063] When controlling the operation of each suspension control valve V2, the drive circuit chip C1 controls the first switch S1 to the off state and the second switch S2 to the on state, thereby setting the switching state of each switch to the second switching state shown in Fig. 6. In the second switching state, for example, the drive circuit chip C1 can control the damping force of the suspension damper DP using the detection results of the front stroke sensor 43, the rear stroke sensor 44, and the inertial measurement unit 45.

[0078]

[0064] As described above, the first switch S1 has a function of switching between enabling and disabling the supply of current to the brake control valve V1. On the other hand, the second switch S2 has a function of switching between enabling and disabling the supply of current to the suspension control valve V2.

[0079]

[0065] As described above, when controlling the operation of each valve, the drive circuit chip c1 sets the switching state of each switch to the first switching state in Fig. 5 or the second switching state in Fig. 6. In other words, when the drive circuit chip C1 controls one of the first switch S1 and the second switch S2 to the on state, it controls the other of the first switch S1 and the second switch S2 to the off state.

[0080]

[0066] Here, if both the first switch S1 and the second switch S2 are on, when the third switch S3a is on, current flows through both the brake control valve V1a and the suspension control valve V2a, and when the third switch S3b is on, current flows through both the brake control valve VIb and the suspension control valve V2. As a result, the brake control valve V1 and the suspension control valve V2 operate in conjunction with each other, and it is not possible to operate the brake control valve V1 and the suspension control valve V2 at different times, making it impossible to control the braking force and the suspension damping force separately. Therefore, when one of the first switch S1 and the second switch S2 is controlled to the on state, the brake control valve V1 and the suspension control valve V2 operate in conjunction with each other by controlling the other of the first switch S1 and the second switch S2 to the off state, thereby preventing unintended valve operation. However, the drive circuit chip C1 may also control both the first switch S1 and the second switch S2 to the on state.

[0081]

[0067] In addition, the drive circuit chip C1 controls the switching state of each switch depending on whether or not there is a request to turn on the first switch S1 and a request to turn on the second switch S2.

[0082]

[0068] A request to turn on the first switch s1 occurs, for example, when it is necessary to perform antilock brake control (for example, when the wheels are locked or there is a possibility of them being locked), or when it is necessary to perform automatic brake control (for example, when it is necessary to stabilize the attitude of the vehicle 100). When there is a request to turn on the first switch S1, the drive circuit chip C1 basically sets the switching state of each switch to the first switching state in Fig. 5 and performs braking force control such as antilock brake control or automatic brake control.

[0083]

[0069] A request to turn on the second switch S2 occurs, for example, when there is a need to control the damping force of the suspension damper DP. When there is a request to turn on the second switch S2, the drive circuit chip C1 basically sets the switching state of each switch to the second switching state shown in Figure 6 and controls the damping force of the suspension damper DP.

[0084] However, there may be cases where both the first switch S1 and the second switch S2 are requested to be turned on. In that case, the drive circuit chip c1 controls the first switch s1 to the on state and the second switch S2 to the off state. Here, compared to the control of the damping force of the suspension damper DP, the control of braking force such as antilock brake control or automatic brake control is more important from the perspective of improving the safety of the vehicle 1. Therefore, when there is both a request to turn on the first switch S1 and a request to turn on the second switch S2, by controlling the first switch S1 to the on state and the second switch S2 to the off state, the control of braking force can be given priority over the control of the damping force of the suspension damper DP, thereby improving safety. However, when there is both a request to turn on the first switch S1 and a request to turn on the second switch S2, the drive circuit chip c1 may control the first switch S1 to the off state and the second switch S2 to the on state.

[0085]

[0071] For example, if a request to turn on the second switch S2 occurs when the damping force of the suspension damper DP is being controlled in the second switching state of FIG. 6, and a request to turn on the first switch S1 occurs, the second switch S2 changes from the on state to the off state, and the switching state of each switch changes from the second switching state of FIG. 6 to the first switching state of FIG. 5. As a result, it becomes impossible to adjust the damping force of the suspension damper DP using the suspension control valve V2. In this case, the damping force of the suspension damper DP is set to, for example, the maximum value within the adjustable range. In this way, the drive circuit chip C1 controls the second switch S2 from the on state to the off state, thereby controlling the suspension damper DP to increase its damping force. This prevents the vehicle's running posture from becoming unstable due to the damping force of the suspension damper DP becoming excessively small.

[0086] [ 0 0 7 2 ]

[0087] <Effects of the Brake Fluid Pressure Control Device> The effects of the brake fluid pressure control device 5 as an in-vehicle device according to the embodiment of the present invention will be described.

[0088]

[0073] The brake fluid pressure control device 5 includes an electronic control unit 52 that controls the operation of a brake control valve vi for controlling the pressure of the brake fluid in the vehicle 100, and a suspension control valve V2 for controlling the pressure of the hydraulic fluid in the damper DP of the suspension of the vehicle 100 (in the above example, the front suspension 15 and the rear suspension 16). The electronic control unit 52 includes a first switch S1 having one side electrically connected to a power source B1 and the other side electrically connected to one side of the brake control valve v1, a second switch S2 having one side electrically connected to the power source B1 and the other side electrically connected to one side of the suspension control valve V2, a third switch S3 electrically connected to the other side of the brake control valve V1 and the other side of the suspension control valve V2, and Includes.

[0089]

[0074] This allows for a reduction in the number of switches connected to one side of each valve, compared to when a common switch is used for each valve. As a result, the total number of switches can be reduced. For example, if the first terminals T4 of the brake control valve Via, brake control valve Vlb, suspension control valve V2a, and suspension control valve V2b are electrically connected to a common switch, and the second terminals T5 of each valve are electrically connected to separate switches, the total number of switches is five. On the other hand, the total number of switches in the electronic control unit 52 is four. This allows for a reduction in the number of switches provided in the electronic control unit 52, and the electronic control unit 52 can be made smaller.

[0090] As described above, the brake fluid pressure control device 5 corresponds to an example of an on-vehicle device according to the present invention. In the brake fluid pressure control device 5, the electronic control unit 52 is integrated with the brake control valve V!. This makes it possible to reduce the size of the electronic control unit 52 in the brake fluid pressure control device 5, which is an on-vehicle device in which the electronic control unit 52 is integrated with the brake control valve V!.

[0091]

[0076] Preferably, in the brake fluid pressure control device 5, the third switch S3 is arranged in a drive circuit chip C1 having a drive circuit for driving at least the third switch S3, and the first switch S1 and the second switch S2 are arranged outside the drive circuit chip C1. This makes it possible, for example, to reduce the number of switches in the drive circuit chip C1, thereby making it possible to downsize the drive circuit chip C1. Furthermore, for example, it is possible to reduce the number of drive circuit chips C1 provided in the electronic control unit 52, thereby making it possible to downsize the electronic control unit 52.

[0092]

[0077] Preferably, in the brake fluid pressure control device 5, the third switch S3 arranged in the drive circuit chip C1 is electrically connected to the ground terminal G1 of the power supply line in the drive circuit chip C1. This allows the ground terminal G1 to be connected to each third switch S3 to be common. The other side of at least one other of the two suspension control valves V2 (in the above example, suspension control valve V2a) is electrically connected to another one of the third switches S3 (in the above example, third switch S3b), and the other side of at least one other of the two brake control valves V1 (in the above example, brake control valve V1) and the other side of at least one other of the two suspension control valves V2 (in the above example, suspension control valve V2b) are electrically connected to another one of the third switches S3 (in the above example, third switch S3b).

[0093]

[0079] This makes it possible to individually control the operation of each of the multiple brake control valves V1. That is, each of the multiple brake control valves V1 can be switched between an on state and an off state at different times. Similarly, it is possible to individually control the operation of each of the multiple suspension control valves V2. That is, each of the multiple suspension control valves V2 can be switched between an on state and an off state at different times. The brake control valve V1a and the brake control valve V1b are electrically connected to one second switch S2, and at least two suspension control valves V2 (in the above example, the suspension control valve V2a and the suspension control valve V2b) are electrically connected to one second switch S2. This allows the first switch S1 to enable and disable the supply of current to the brake control valve V1 and the second switch S2 to enable and disable the supply of current to the suspension control valve V2 at different times.

[0094]

[0082] Preferably, in the brake fluid pressure control device 5, the electronic control unit 52 includes a controller (in the above example, the drive circuit chip c1) that performs switching control to switch the first switch S1, the second switch S2, and the third switch S3 between on and off states, and when the controller controls one of the first switch S1 and the second switch S2 to the on state, it controls the other of the first switch S1 and the second switch S2 to the off state. This allows the brake control valve V1 and the suspension control valve V2 to operate in conjunction with each other, preventing unintended valve operation.

[0095]

[0083] Preferably, in the brake fluid pressure control device 5, when there is both a request to turn on the first switch S1 and a request to turn on the second switch S2, the controller (in the above example, the drive circuit chip C1) controls the first switch S1 to an on state and controls the second switch S2 to an off state. This allows priority to be given to controlling the braking force over controlling the damping force of the suspension damper DP, thereby improving safety.

[0096]

[0084] Preferably, in the brake fluid pressure control device 5, the controller (in the above example, the drive circuit chip C1) controls the dampers DP of the suspensions (in the above example, the front suspensions 15 and the rear suspensions 16) to increase the damping force by controlling the second switch S2 from an on state to an off state. This prevents the running posture of the vehicle 1 from becoming unstable due to the damping force of the suspension dampers DP becoming excessively small.

[0097] [ 0 0 8 5 ]

[0098] <Regarding Modified Examples> Various modified examples will be described with reference to Figures 7 to 9.

[0099]

[0086] Fig. 7 is a schematic diagram showing the electrical connections between components including an electronic control unit 52 according to the first modified example. As shown in Fig. 7, the first modified example differs from the example shown in Fig. 4 in that the number of brake control valves V1 is increased to three, and accordingly a fourth switch S4 is added.

[0100]

[0087] In the first modified example of Fig. 7, in addition to the brake control valve V1a and the brake control valve V1b, a brake control valve VIc is provided as the brake control valve V1.

[0101]

[0088] The electronic control unit 52 also includes one fourth switch S4 in addition to one first switch SI, one second switch S2, and two third switches S3. The fourth switch S4 is, for example, a semiconductor switch including a gate terminal T1, a drain terminal T2, and a source terminal T3, like the other switches. The fourth switch S4 is disposed within the drive circuit chip C1. However, the fourth switch S4 may also be disposed outside the drive circuit chip C1. The on and off states of the fourth switch S4 are switched by the drive circuit chip C1.

[0102]

[0089] The first terminal T4 of the brake control valve V1c is electrically connected to the source terminal T3 of the first switch S1. The second terminal T5 of the brake control valve V1c is electrically connected to the drain terminal T2 of the fourth switch S4. The source terminal T3 of the fourth switch S4 is electrically connected to the ground terminal G1 of the power supply line of the drive circuit chip C1. In this way, the fourth switch S4 is connected only to the second terminal T5 of the brake control valve V1 out of the second terminal T5 of the brake control valve V1 and the second terminal T5 of the suspension control valve V2. The brake control valve V1c is electrically connected to the fourth switch according to the present invention. and a fourth switch S4 connected only to the other side of the brake control valve V1 among the other sides of the suspension control valve V2, and the brake control valve V1 includes an independent valve (in the above example, the brake control valve V1c) electrically connected to the fourth switch S4. As a result, even when the number of brake control valves V1 is greater than the number of suspension control valves V2, a circuit for controlling the operation of the brake control valve V1 and the suspension control valve V2 can be constructed while reducing the number of switches on the vehicle 100.

[0103]

[0093] Here, since the independent valve is not directly connected to the suspension control valve V2, it is less susceptible to electromagnetic disturbances. Therefore, it is easy to stably control the current flowing through the independent valve. Therefore, since the independent valve is easily maintained in a healthy state, it is preferable to set a particularly important valve among the brake control valves V1 as the independent valve.

[0104]

[0094] Preferably, the independent valve (in the above example, the brake control valve VIc) includes a valve (e.g., an inlet valve 31, a release valve 32, a first valve 35, a second valve 36) for controlling the pressure of the brake fluid in the wheel cylinder 24 for the front wheel 3. This makes it easier to maintain in a healthy state the valve for controlling the pressure of the brake fluid in the wheel cylinder 24 for the front wheel 3, which is more important than the valve for controlling the pressure of the brake fluid in the wheel cylinder 24 for the rear wheel 4, from the viewpoint of applying sufficient braking force to the vehicle 100%.

[0105]

[0095] Preferably, the independent valve (in the above example, the brake control valve VIc) includes a valve (in the above example, the release valve 32) provided in a flow path (in the above example, the sub-flow path 26) for releasing brake fluid from the wheel cylinder 24. This makes it easier to maintain the valve used to prevent the wheels from locking in anti-lock brake control in a healthy state.

[0106] Preferably, the independent valve (brake control valve VIc in the above example) includes a valve (second valve 36 in the above example) provided in a flow path (supply flow path 27 in the above example) that supplies brake fluid from the master cylinder 21 side to the wheel cylinder 24 side via the pump 34. This makes it easier to maintain the valve used to generate braking force in automatic brake control in a healthy state.

[0107]

[0097] In the above, an example has been described in which the brake control valve V1 includes an independent valve electrically connected to the fourth switch S4. However, the suspension control valve V2 may also include an independent valve. For example, when the number of suspension control valves V2 is greater than the number of brake control valves V1, the suspension control valve V2 may include an independent valve.

[0108]

[0098] Fig. 8 is a schematic diagram showing the electrical connections between components including an electronic control unit 52 according to the second modified example. As shown in Fig. 8, the second modified example differs from the example of Fig. 4 described above in that the electronic control unit 52 is provided in an on-vehicle device other than the brake fluid pressure control device 5.

[0109]

[0099] In the second modified example of Fig. 8, a suspension control device 7 including a suspension control valve V2 includes an electronic control unit 52. The suspension control device 7 does not include a brake control valve VI. The components provided in the electronic control unit 52 and the electrical connections between the power source B1, the electronic control unit 52, and each valve are the same as those in the example of Fig. 4 described above.

[0110]

[0100] The suspension control device 7, like the above-mentioned brake fluid pressure control device 5, is an example of an on-vehicle device according to the present invention. In the second modified example of Fig. 8, in the suspension control device 7, the electronic control unit 52 is integrated together with the suspension control valve V2. This makes it possible to reduce the size of the electronic control unit 52 in the suspension control device 1, which is an on-vehicle device in which the electronic control unit 52 is integrated together with the suspension control valve V2.

[0111]

[0101] Fig. 9 is a schematic diagram showing the electrical connections between parts including an electronic control unit 52 according to a third modified example. As shown in Fig. 9, the third modified example differs from the example of Fig. 4 described above in that the electronic control unit 52 is provided in an on-vehicle device other than the brake fluid pressure control device 5.

[0102] In the third modified example of Fig. 9, the electronic control unit 52 is included in an engine control device 8 that does not include either the brake control valve V! or the suspension control valve V2. The engine control device 8 mainly has the function of controlling the engine 6. In the third modified example of Fig. 9, such an engine control device 8 also has the function of controlling the pressure of the brake fluid and the function of controlling the damping force of the suspension damper DP. The components provided in the electronic control unit 52 and the electrical connections between the power supply B1, the electronic control unit 52, and each valve are the same as those in the example of Figure 4 described above.

[0112]

[0103] The engine control device 8, like the above-described brake fluid pressure control device 5, is an example of an on-vehicle device according to the present invention. In the third modification of Fig. 9, the brake control valve V1 and the suspension control valve V2 are arranged outside the on-vehicle device, the engine control device 8. This makes it possible to reduce the size of the electronic control unit 52 in the engine control device 8, which is an on-vehicle device that does not include either the brake control valve V1 or the suspension control valve V2.

[0113]

[0104] In addition, when the brake control valve V1 and the suspension control valve V2 are arranged outside the vehicle-mounted device, the vehicle-mounted device may be a device other than the engine control device 8 (i.e., a device that does not have the function of controlling the engine 6).

[0114]

[0105] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0115]

[0106] Furthermore, for example, in the above description, an example has been described in which the suspension control valve V2 for controlling the pressure of the hydraulic fluid of the suspension damper DP is used as the damper control valve for controlling the damping force of the damper DP of the vehicle 100. However, the damper control valve is not limited to the above example. For example, a valve for controlling the pressure of the hydraulic fluid of a damper provided in a stabilizer of a vehicle may be used as the damper control valve according to the present invention.

[0116]

[0107] Specifically, a stabilizer is a rod-shaped component that extends roughly in the left-right direction and is connected to suspensions provided for each of the left and right wheels of a vehicle (for example, an automobile, a side-by-side vehicle, etc.). When the vehicle is cornering, torsional stress is generated in the stabilizer, and the resulting restoring force suppresses the vehicle's tilt in the roll direction, improving driving stability. For example, such a stabilizer may be provided with a damper, and an electromagnetic valve for controlling the pressure of the damper's hydraulic fluid may be provided in the damper as a damper control valve. In this case, for example, by adjusting the pressure of the hydraulic fluid in the stabilizer's damper with the electromagnetic valve, the damping force of the damper can be controlled and the torsion of the stabilizer can be adjusted. For example, an electromagnetic valve for controlling the pressure of the hydraulic fluid in a damper of a stabilizer system corresponds to an example of a damper control valve according to the present invention.

[0117]

[0108] The damper control valve according to the present invention may be configured to use both a suspension control valve for controlling the damping force of a suspension system and a stabilizer control valve for controlling the damping force of a stabilizer system. For example, such a configuration may be such that both the suspension control valve and the stabilizer control valve are connected to a third switch, or such that one of the suspension control valve and the stabilizer control valve is connected to a third switch, and the other control valve is connected to the other third switch.

[0118] [Explanation of symbols]

[0119]

[0109] ! Fuselage, 2 Handle, 3 Front wheel, 3a rotor, 4 Rear wheel, 4a rotor, 5 Brake hydraulic pressure control device, 6 Engine, 7 Suspension control device, 8 Engine control device, 1 〇 Brake system, 11 First brake operating unit, 12 Front wheel braking mechanism, 13 Second brake operating 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,

[0120] 26 Sub-flow passage, 27 Supply flow passage, 31 Inlet valve, 32 Release valve, 33 Accumulator,

[0121] 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, 45 Inertial measurement unit, 51 Hydraulic pressure control mechanism, 51a Base, 51b Port, 52 Electronic control unit, 53 Case, 1〇〇 Vehicle, B1 Power supply, C1 Drive circuit chip, D1 Diode, DP Damper, G1 Ground terminal, S1 First switch, S2 Second switch, S3 Third switch, S3a Third switch, S3b Third switch, S4 Fourth switch, T! Gate terminal, T2 Drain terminal, T3 Source terminal, T4 1st terminal, T 5 2nd terminal, V ! Brake control valve, V ia Brake control valve, V 1 Brake control valve, V ic Brake control valve, V 2 Suspension control valve, V

[0122] 2 a Suspension control valve, V 2 b Suspension control valve, VC coil.

Claims

[Document name] Scope of claims

1. A vehicle-mounted device (5, 7, 8) comprising a brake control valve (v1) for controlling a brake fluid of a vehicle (100), and a damper control valve (v2) for controlling a hydraulic fluid of a damper (DP) of the vehicle (100). The electronic control unit (52) includes a first switch (S1) having one side electrically connected to a power source (B1) and the other side electrically connected to one side of the brake control valve (V1), and a second switch (S2) having one side electrically connected to the power source (B1) and the other side electrically connected to one side of the damper control valve (V2). a second switch (S2) electrically connected to one side of the brake control valve (V1) and the damper control valve (V2), and a third switch (S3) electrically connected to the other side of the brake control valve (V1) and the other side of the damper control valve (V2).

2. The on-vehicle device according to claim 1, wherein the third switch (S3) is arranged in a drive circuit chip (C1) having a drive circuit for driving at least the third switch (S3), and the first switch (S1) and the second switch (S2) are arranged outside the drive circuit chip (C1).

3. The on-vehicle device according to claim 2, wherein the third switch (S3) arranged in the drive circuit chip (C1) is electrically connected to a ground terminal (G1) of a power supply line of the drive circuit chip (C1).

4. Claim 1 or claim wherein the brake control valve (V1) and the damper control valve (V2) each include at least two valves, the third switch (S3) includes at least two switches, the other side of one of the at least two brake control valves (V1) and the other side of the at least two damper control valves (V2) are electrically connected to one of the third switches (S3), and the other side of another of the at least two brake control valves (V1) and the other side of the at least two damper control valves (V2) are electrically connected to the other one of the third switches (S3).

3. An in-vehicle device as described in claim 2.

5. The brake control valve (V1) and the damper control valve (V2) each include at least two valves, At least two of the brake control valves (V1) are electrically connected to one of the first switches (S1); 3. The in-vehicle device according to claim 1 or 2, wherein at least two of the damper control valves (V2) are electrically connected to one of the second switches (S2).

6. The on-vehicle device according to claim 1 or claim 2, wherein the electronic control unit (52) is integrated with the brake control valve (V1).

7. The electronic control unit (52) is integrated with the damper control valve (V2). The in-vehicle device according to claim 1 or 2,

8. The vehicle-mounted device according to claim 1 or claim 2, wherein the brake control valve (V1) and the damper control valve (V2) are disposed outside the vehicle-mounted device (8).

9. The electronic control unit (52) controls the first switch (S1), the second switch (S 3. The in-vehicle device according to claim 1, further comprising a controller (c1) configured to perform switching control for switching an on state and an off state of the first switch (S1) and the second switch (S2) and a third switch (S3), wherein when the controller (C1) controls one of the first switch (S1) and the second switch (S2) to an on state, the controller (C1) controls the other of the first switch (S1) and the second switch (S2) to an off state. [Claim 1 ○] The in-vehicle device according to claim 9, wherein when there is both an on request for the first switch (S1) and an on request for the second switch (S2), the controller (C1) controls the first switch (S1) to an on state and controls the second switch (S2) to an off state.

11. The controller (C1) controls the damper (DP) to increase the damping force by controlling the second switch (S2) from an on state to an off state, in an on-vehicle device as described in claim 10.

12. The on-vehicle device according to claim 1 or claim 2, wherein the electronic control unit (52) includes a fourth switch (S4) connected only to the other side of the brake control valve (V1) among the other side of the brake control valve (V1) and the other side of the damper control valve (V2), and the brake control valve (V1) includes an independent valve (V1c) electrically connected to the fourth switch (S4).

13. The vehicle-mounted device according to claim 12, wherein the independent valve (V1c) includes valves (31, 32, 35, 36) for controlling the pressure of brake fluid in the wheel cylinder (24) of the front wheel (3).

14. The independent valve (V1c) has a flow path ( The vehicle-mounted device according to claim 12, further comprising a valve (32) provided in the intake duct (26).

15. The independent valve (V1c) is a valve (V1c) provided in a flow path (27) for supplying brake fluid from a master cylinder (21) side to a wheel cylinder (24) side via a pump (34). 3 6) The in-vehicle device according to claim 1 2.

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