JP7833883B2 - Hydraulic control unit and saddle-type vehicle - Google Patents

Description

This invention relates to a hydraulic pressure control unit mounted on a saddle-type vehicle for controlling the pressure of the brake fluid in the wheel cylinders of the saddle-type vehicle, and to a saddle-type vehicle equipped with the hydraulic pressure control unit.

Vehicles with a passenger compartment, such as four-wheeled vehicles, can be deterred from theft by implementing measures to prevent entry into the passenger compartment. On the other hand, saddle-type vehicles do not have a passenger compartment. Therefore, saddle-type vehicles require different measures to deter theft than those used for vehicles with a passenger compartment. Consequently, conventional saddle-type vehicles have relied on measures such as securing the brake disc with a disc lock (see, for example, Patent Document 1) and securing the brake lever with a lever lock to deter theft.

Japanese Patent Publication No. 2009-1272

To deter theft of conventional saddle-type vehicles, drivers must carry anti-theft devices such as disc locks and lever locks. Furthermore, to improve the effectiveness of these anti-theft devices, they need to be robust, resulting in larger devices. Consequently, conventional saddle-type vehicles suffered from reduced convenience in order to deter theft. Additionally, drivers of conventional saddle-type vehicles had to attach the anti-theft devices they carried to the vehicle when parked. This process also reduced the convenience of the saddle-type vehicle. Thus, conventional saddle-type vehicles faced the challenge of reduced convenience in order to deter theft.

This invention was made against the backdrop of the above-mentioned problems, and its first objective is to provide a hydraulic control unit that can suppress theft of saddle-type vehicles while suppressing a decrease in the convenience of such vehicles. Furthermore, the second objective of this invention is to provide a saddle-type vehicle equipped with such a hydraulic control unit.

The hydraulic control unit according to the present invention comprises: a suction valve provided in a main passage connecting a master cylinder and a wheel cylinder; a release valve provided in a sub-passage with one end connected to an intermediate part of the main passage; an accumulator provided in a region of the sub-passage opposite to the one end of the release valve with respect to the intermediate part, for storing brake fluid that flows into the sub-passage; and a control device for controlling the opening and closing states of the suction valve and the release valve. The hydraulic control unit is mounted on a saddle-type vehicle and controls the pressure of the brake fluid in the wheel cylinder of the saddle-type vehicle. The control device is configured to have an on-off valve in the main flow path, which has a pressure-holding function to maintain the pressure of the brake fluid in the wheel cylinder when the vehicle is not energized. The control device is configured to keep the on-off valve open when the saddle-type vehicle is in motion, and to close the on-off valve when the pressure of the brake fluid in the wheel cylinder of the saddle-type vehicle increases while the vehicle is stopped. The on-off valve is configured to maintain the pressure of the brake fluid in the wheel cylinder by its pressure-holding function when power cannot be supplied to the valve in a non-operating state.

Furthermore, the saddle-type vehicle according to the present invention is equipped with a hydraulic control unit according to the present invention.

Conventional saddle-type vehicles are equipped with a hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinders of the saddle-type vehicle. This invention utilizes the hydraulic control unit already present in conventional saddle-type vehicles to lock the brake discs of a parked saddle-type vehicle, thereby deterring theft. In other words, by installing the hydraulic control unit according to this invention in a saddle-type vehicle, the driver can deter theft of the saddle-type vehicle without having to carry conventional anti-theft devices. Therefore, this invention can deter theft of saddle-type vehicles while minimizing any decrease in their convenience.

This figure shows a schematic configuration of a bicycle equipped with a brake system that includes a hydraulic control unit according to an embodiment of the present invention. This figure shows a schematic configuration of a brake system according to an embodiment of the present invention. This is a block diagram showing a control device for a hydraulic control unit according to an embodiment of the present invention. This is a flowchart illustrating how to lock a brake disc using a hydraulic control unit according to an embodiment of the present invention. This is a flowchart showing how to unlock a brake disc using a hydraulic control unit according to an embodiment of the present invention.

The hydraulic control unit and saddle-type vehicle according to the present invention will be described below with reference to the drawings.

The following description focuses on the application of the present invention to bicycles (e.g., two-wheeled vehicles, three-wheeled vehicles, etc.), but the present invention may also be applied to other saddle-type vehicles. Other saddle-type vehicles include, for example, motorcycles, three-wheeled vehicles, and buggies that use at least one of an engine and an electric motor as a power source. Furthermore, "bicycle" refers to any vehicle capable of propelling itself on the road by pedaling force. In other words, bicycles include ordinary bicycles, electric-assist bicycles, electric bicycles, etc. Also, "two-wheeled vehicles" or "three-wheeled vehicles" refers to so-called motorcycles, and motorcycles include motorcycles, scooters, electric scooters, etc.

Furthermore, the configurations and operations described below are merely examples, and the hydraulic control unit and saddle-type vehicle according to the present invention are not limited to such configurations and operations. For example, although the following description describes a case where the hydraulic control unit according to the present invention is pumpless, the hydraulic control unit according to the present invention may also be equipped with a pump to assist in the flow of brake fluid. Also, although the following description describes a case where a brake system equipped with the hydraulic control unit according to the present invention performs anti-lock brake control only on the braking force generated on the front wheels, the brake system equipped with the hydraulic control unit according to the present invention may also perform anti-lock brake control only on the braking force generated on the rear wheels, or it may perform anti-lock brake control on both the braking force generated on the front wheels and the rear wheels.

Furthermore, in each figure, identical or similar components or parts are denoted by the same reference numeral, or the reference numeral is omitted. In addition, detailed structural elements are simplified or omitted as appropriate. Also, redundant explanations are simplified or omitted as appropriate.

<Installation of a brake system equipped with a hydraulic control unit on a bicycle>
This section describes how to mount a brake system equipped with a hydraulic control unit according to this embodiment onto a bicycle.
Figure 1 shows a schematic configuration of a bicycle equipped with a brake system having a hydraulic control unit according to an embodiment of the present invention. Although Figure 1 shows the bicycle 200 as a two-wheeled vehicle, the bicycle 200 may be a tricycle or other type of bicycle.

A bicycle 200, an example of a saddle-type vehicle, comprises a frame 210, a turning section 230, a saddle 218, pedals 219, a rear wheel 220, and a rear wheel braking section 260.

The frame 210 includes, for example, a head tube 211 that pivotally supports the steering column 231 of the swivel section 230, a top tube 212 and a down tube 213 connected to the head tube 211, a seat tube 214 connected to the top tube 212 and the down tube 213 and holding the saddle 218, and stays 215 connected to the upper and lower ends of the seat tube 214 and holding the rear wheel 220 and the rear wheel braking section 260.

The swivel section 230 includes a steering column 231, a handle stem 232 held by the steering column 231, a handlebar 233 held by the handle stem 232, a braking operation unit 240 attached to the handlebar 233, a front fork 216 connected to the steering column 231, a front wheel 217 rotatably held by the front fork 216, and a front wheel braking unit 250. The front fork 216 is provided on both sides of the front wheel 217. One end of the front fork 216 is connected to the steering column 231, and the other end is connected to the rotation center of the front wheel 217.

The braking operation unit 240 includes a mechanism used as the operating unit for the front wheel braking unit 250 and a mechanism used as the operating unit for the rear wheel braking unit 260. For example, the mechanism used as the operating unit for the front wheel braking unit 250 is located on the right end of the handlebar 233, and the mechanism used as the operating unit for the rear wheel braking unit 260 is located on the left end of the handlebar 233.

The bicycle 200 configured in this way is equipped with a hydraulic control unit 1. In this embodiment, for example, the hydraulic control unit 1 is attached to the front fork 216 of the turning section 230. The hydraulic control unit 1 is responsible for controlling the pressure of the brake fluid in the front wheel braking section 250. The rear wheel braking section 260 may be a type of braking section that generates braking force by increasing the pressure of the brake fluid, or it may be a type of braking section that generates braking force mechanically (for example, a type of braking section that generates braking force by creating tension in a wire).

Furthermore, the bicycle 200 is equipped with a power supply unit 270 that provides power to the hydraulic control unit 1. The power supply unit 270 is, for example, mounted on the downtube 213 of the frame 210. The power supply unit 270 may be a battery or a generator. Generators include, for example, those that generate power through the movement of the bicycle 200 (e.g., a hub dynamo that generates power through the rotation of the front wheel 217 or rear wheel 220, an electric motor that is the drive source for the front wheel 217 or rear wheel 220 and generates regenerative power, etc.), and those that generate power from sunlight, etc.

In other words, the bicycle 200 is equipped with a brake system 100 that includes at least a braking operation unit 240, a front wheel braking unit 250, and a hydraulic control unit 1. The brake system 100 can perform anti-lock braking control by controlling the pressure of the brake fluid in the front wheel braking unit 250 using the hydraulic control unit 1.

Furthermore, in this embodiment, the bicycle 200 is equipped with a notification device 280 that informs the driver of information.

<Brake System Configuration>

The configuration of the brake system according to this embodiment will now be described.
Figure 2 is a diagram showing the schematic configuration of a brake system according to an embodiment of the present invention.
The hydraulic control unit 1 includes a base body 10. The base body 10 has a master cylinder port 11, a wheel cylinder port 12, and a flow path for brake fluid.

The flow channels formed in the base body 10 include a main flow channel 13 and a sub-flow channel 14. The master cylinder port 11 and the wheel cylinder port 12 are connected by the main flow channel 13. Furthermore, one end 14a of the sub-flow channel 14 is connected to a portion 13a of the main flow channel 13.

The brake operation unit 240 is connected to the master cylinder port 11 via the fluid pipe 101. The brake operation unit 240 includes a brake lever 241, a master cylinder 242, and a reservoir 243. The master cylinder 242 has a piston (not shown) that moves in conjunction with the driver's operation of the brake lever 241, and is connected to the main passage 13 via the fluid pipe 101 and the master cylinder port 11. The movement of the piston increases or decreases the pressure of the brake fluid in the main passage 13. The reservoir 243 stores the brake fluid from the master cylinder 242. The brake operation unit 240 may also include a brake pedal instead of the brake lever 241.

The front wheel braking unit 250 is connected to the wheel cylinder port 12 via a fluid pipe 102. The front wheel braking unit 250 includes a wheel cylinder 251 and a brake disc 252. The wheel cylinder 251 is attached to the lower end of the front fork 216. The wheel cylinder 251 has a piston (not shown) that moves in conjunction with the pressure of the brake fluid in the fluid pipe 102, and is connected to the main passage 13 via the fluid pipe 102 and the wheel cylinder port 12. That is, the main passage 13 is a passage that connects the master cylinder 242 and the wheel cylinder 251. The brake disc 252 is attached to the wheel 217a of the front wheel 217. That is, the brake disc 252 rotates together with the front wheel 217. The movement of the piston of the wheel cylinder 251 presses the brake pad (not shown) against the brake disc 252, thereby braking the front wheel 217. In other words, the brake fluid pressure from the wheel cylinder 251 presses the brake pads (not shown) against the brake disc 252, thereby braking the front wheel 217.

Furthermore, the hydraulic control unit 1 includes a suction valve 21 and a release valve 22. The suction valve 21 is located in the main passage 13 and opens and closes the flow of brake fluid in the main passage 13 at its installation location. In this embodiment, the suction valve 21 is located in the region of the main passage 13 that is on the master cylinder 242 side, with respect to the intermediate section 13a. The release valve 22 is located in the sub-passage 14 and opens and closes the flow of brake fluid in the sub-passage 14 at its installation location. The opening and closing operations of the suction valve 21 and the release valve 22 control the pressure of the brake fluid in the wheel cylinder 251.

The type of saturation valve 21 is not particularly limited, but in this embodiment, a normally open valve is used as the saturation valve 21. That is, the saturation valve 21 is configured to be open when no power is supplied. Specifically, when no power is supplied, the saturation valve 21 opens the flow of brake fluid in both directions. Similarly, the type of release valve 22 is not particularly limited, but in this embodiment, a normally closed valve is used as the release valve 22. That is, the release valve 22 is configured to be closed when no power is supplied. Specifically, when power is supplied, the release valve 22 opens the flow of brake fluid in both directions.

Furthermore, the hydraulic control unit 1 is equipped with an accumulator 23. The accumulator 23 is located in the region of the sub-channel 14 opposite to the end 14a, relative to the release valve 22. The accumulator 23 stores the brake fluid that flows into the sub-channel 14 from the intermediate section 13a.

Furthermore, in this embodiment, the hydraulic control unit 1 is equipped with a check valve 25. The check valve 25 is connected in parallel with the suction valve 21 to the main flow path 13, allowing flow from the wheel cylinder 251 side to the master cylinder 242 side.

Furthermore, in this embodiment, the hydraulic control unit 1 includes at least one of the master cylinder hydraulic pressure sensor 41 and the wheel cylinder hydraulic pressure sensor 42. Figure 2 shows an example in which the hydraulic control unit 1 includes both the master cylinder hydraulic pressure sensor 41 and the wheel cylinder hydraulic pressure sensor 42. The master cylinder hydraulic pressure sensor 41 detects the brake fluid pressure of the master cylinder 242. The wheel cylinder hydraulic pressure sensor 42 detects the brake fluid pressure of the wheel cylinder 251.

Furthermore, the hydraulic control unit 1 includes a control device 30. The control device 30 receives signals from various sensors, including a master cylinder hydraulic pressure sensor 41, a wheel cylinder hydraulic pressure sensor 42, and a wheel speed sensor (not shown) for detecting the rotational speed of the front wheels 217. The components of the control device 30 may be arranged together or distributed. The control device 30 may include, for example, a microcontroller, a microprocessor unit, or updatable firmware, or program modules executed by commands from a CPU, etc.

The control device 30 controls the energization state to the loading valve 21 and the release valve 22, thereby controlling the open and closed states of the loading valve 21 and the release valve 22. In other words, by controlling the open and closed states of the loading valve 21 and the release valve 22, the control device 30 controls the pressure of the brake fluid in the wheel cylinder 251, and thus the braking force of the front wheel 217.

For example, when the front wheels 217 are being braked by the driver's operation of the brake lever 241, the control device 30, based on the signal from the wheel speed sensor (not shown), determines that the front wheels 217 are locked or potentially locked, and initiates anti-lock brake control.

When anti-lock brake control is initiated, the control device 30 closes the loading valve 21, blocking the flow of brake fluid from the master cylinder 242 to the wheel cylinder 251, thereby suppressing the increase in brake fluid pressure in the wheel cylinder 251. Meanwhile, the control device 30 opens the release valve 22, allowing the flow of brake fluid from the wheel cylinder 251 to the accumulator 23, thereby reducing the brake fluid pressure in the wheel cylinder 251. This releases or avoids the locking of the front wheel 217. When the control device 30 determines that the brake fluid pressure in the wheel cylinder 251 has decreased to a predetermined value, it closes the release valve 22 and opens the loading valve 21 for a short time to increase the brake fluid pressure in the wheel cylinder 251. The control device 30 may perform the pressure increase/decrease of the wheel cylinder 251 only once, or it may repeat this process multiple times.

When the anti-lock brake control ends and the brake lever 241 is returned, the pressure inside the master cylinder 242 becomes atmospheric pressure. Therefore, by keeping the fill valve 21 open, the brake fluid in the wheel cylinder 251 is returned to the master cylinder 242. Also, when the anti-lock brake control ends and the brake lever 241 is returned, the release valve 22 is opened. When the pressure of the brake fluid in the main passage 13 and sub-passage 14 becomes lower than the pressure of the brake fluid stored in the accumulator 23, the brake fluid stored in the accumulator 23 is discharged outside the accumulator 23 without pressure boosting (i.e., without a pump) and eventually returns to the master cylinder 242.

Incidentally, if the theft of bicycle 200 is a concern, it is necessary to take measures to deter theft. Here, vehicles with a passenger compartment, such as four-wheeled vehicles, can have their theft deterred by taking measures to prevent entry into the passenger compartment. On the other hand, saddle-type vehicles such as bicycles 200 do not have a passenger compartment. Therefore, saddle-type vehicles such as bicycles 200 need to have their theft deterred by different measures than those used for vehicles with a passenger compartment. For example, conventionally, a disc lock could be used to secure the brake disc 252 of bicycle 200 to deter the theft. Alternatively, for example, conventionally, a lever lock could be used to secure the brake lever 241 of bicycle 200 to deter the theft.

However, when using conventional anti-theft measures such as disc locks and lever locks to deter the theft of bicycle 200, the driver must carry these anti-theft measures with them. In other words, the driver must carry these anti-theft measures with them while riding bicycle 200. Furthermore, in order to improve the certainty of deterring bicycle 200 theft, it is necessary to use robust anti-theft measures, which results in larger anti-theft measures. For this reason, using conventional anti-theft measures such as disc locks and lever locks to deter theft of bicycle 200 reduces the convenience of bicycle 200. In addition, when using conventional anti-theft measures such as disc locks and lever locks to deter theft of bicycle 200, the driver must attach the anti-theft measures they were carrying to bicycle 200 when parking the bicycle 200. This process also reduces the convenience of bicycle 200.
Therefore, in this embodiment, in order to suppress the theft of the bicycle 200 while suppressing a decrease in the convenience of the bicycle 200, the hydraulic control unit 1 is configured as follows.

Figure 3 is a block diagram showing the control device of a hydraulic control unit according to an embodiment of the present invention. The configuration of the hydraulic control unit 1 used to deter bicycle theft 200 will be described below using Figure 3 and Figure 2 described above.

As shown in Figure 2, the hydraulic control unit 1 is equipped with an on-off valve 24. The on-off valve 24 is located in the main flow path 13 and opens and closes the flow of brake fluid in the main flow path 13 at its installation location. Specifically, in this embodiment, the on-off valve 24 is positioned in the region on the wheel cylinder 251 side, with respect to the intermediate portion 13a of the main flow path 13. Furthermore, the on-off valve 24 has a pressure-holding function that maintains the brake fluid pressure in the wheel cylinder 251 when the on-off valve 24 is not energized.

In this embodiment, a normally open valve is used as the on-off valve 24. Furthermore, in this embodiment, the pressure holding function is achieved by utilizing the pressure of the brake fluid acting on the valve body of the on-off valve 24. Specifically, the valve body of the on-off valve 24 opens and closes the internal flow path by moving within the on-off valve 24. The pressure of the brake fluid present on the wheel cylinder 251 side of the on-off valve 24 and the pressure of the brake fluid present on the master cylinder 242 side of the on-off valve 24 act on this valve body. The brake fluid applying pressure to the valve body from the wheel cylinder 251 side pushes the valve body in a direction that closes the internal flow path of the on-off valve 24. The brake fluid applying pressure to the valve body from the master cylinder 242 side pushes the valve body in a direction that opens the internal flow path of the on-off valve 24.

The on-off valve 24 operates as follows. First, assume the on-off valve 24 is in an unenergized state and is in the open state. In this state, when the brake lever 241 is operated and brake fluid flows into the on-off valve 24, the brake fluid passes through the on-off valve 24 and flows into the wheel cylinder 251. Also in this state, when the operation of the brake lever 241 is finished, the brake fluid in the wheel cylinder 251 passes through the on-off valve 24 and returns to the master cylinder 242. That is, when the on-off valve 24 is unenergized and in the open state, the difference between the force of the brake fluid pushing the valve body in the direction that closes the on-off valve 24 and the force of the brake fluid pushing the valve body in the direction that opens the on-off valve 24 becomes small. Therefore, in the on-off valve 24, which is a normally open valve, the valve body is pushed in the direction that opens the on-off valve 24 by a spring or the like, so the open state is maintained.

Furthermore, while the brake lever 241 is operated, the on-off valve 24 is energized to close it. That is, the brake fluid from the wheel cylinder 251 cannot pass through the on-off valve 24. In this state, when the operation of the brake lever 241 ends, the pressure of the brake fluid from the wheel cylinder 251, which has been increased, acts on the valve body of the on-off valve 24 in the direction that closes the on-off valve 24. On the other hand, the pressure of the brake fluid from the master cylinder 242, which acts on the valve body in the direction that opens the on-off valve 24, is less than the pressure of the brake fluid from the wheel cylinder 251. As a result, the force of the brake fluid pushing the valve body in the direction that closes the on-off valve 24 is greater than the force of the brake fluid and springs, etc., pushing the valve body in the direction that opens the on-off valve 24. For this reason, even when the on-off valve 24 is de-energized, the closed state of the on-off valve 24 is maintained. As a result, when the on-off valve 24 is de-energized, the pressure of the brake fluid from the wheel cylinder 251 is maintained. In this state, when the brake lever 241 is operated, the difference between the force of the brake fluid pushing the valve body in the direction of closing the valve 24 and the force of the brake fluid pushing the valve body in the direction of opening the valve 24 decreases. As a result, the valve body of the valve 24 is pushed in the direction of opening by a spring or the like, and the valve opens. In other words, the valve 24 in this embodiment, which is a normally open valve with a pressure-holding function, is configured to maintain the open state when it is not energized while in the open state.

Here, the configuration for achieving the pressure-holding function that maintains the brake fluid pressure in the wheel cylinder 251 when the on-off valve 24 is not energized is not limited to the above-described configuration that utilizes the pressure of the brake fluid acting on the valve body. Conventionally, various configurations are known for keeping a normally open valve closed when not energized, such as a latch structure using a permanent magnet. These configurations may also be provided in the on-off valve 24 to achieve the pressure-holding function that maintains the brake fluid pressure in the wheel cylinder 251 when the on-off valve 24 is not energized.

Furthermore, the type of on-off valve 24 is not limited to a normally open valve. For example, a normally closed valve may be used as the on-off valve 24. As described above, a normally closed valve is closed when no power is supplied. Therefore, by using a normally closed valve as the on-off valve 24, the on-off valve 24 can have a pressure-holding function that maintains the pressure of the brake fluid in the wheel cylinder 251 when no power is supplied to the on-off valve 24. In addition, although the normally open valve and normally closed valve are single-solenoid type on-off valves, a double-solenoid type on-off valve may also be used as the on-off valve 24. A double-solenoid type on-off valve opens when one solenoid is energized and closes when the other solenoid is energized. In addition, a double-solenoid type on-off valve requires energizing the solenoid when switching between the open and closed states, but does not require energizing the solenoid after it has been opened or closed. Therefore, even if a double solenoid type on-off valve 24 is used, the on-off valve 24 can have a pressure-holding function that maintains the pressure of the brake fluid in the wheel cylinder 251 when the on-off valve 24 is not energized.

As shown in Figure 3, the control device 30 of the hydraulic pressure control unit 1 includes a control unit 31 as a functional unit. The control unit 31 controls the pressure of the brake fluid in the wheel cylinder 251 as described above by controlling the opening and closing states of the fill valve 21 and the release valve 22. Furthermore, the control unit 31 controls the opening and closing state of the on-off valve 24 as follows: When the bicycle 200 is moving, the control unit 31 keeps the on-off valve 24 open. Also, when the bicycle 200 is stopped and the pressure of the brake fluid in the wheel cylinder 251 increases, the control unit 31 closes the on-off valve 24.

As a result, the on-off valve 24 maintains the pressure of the brake fluid in the wheel cylinder 251 by its pressure-holding function when it is not energized. In other words, the on-off valve 24 maintains the pressure of the brake fluid in the wheel cylinder 251 by its pressure-holding function when it is in a non-operating state where it cannot be supplied with power. The non-operating state where it cannot be supplied with power to the on-off valve 24 is, for example, a state in which power is not supplied from the power supply unit 270, which is the power source, to the hydraulic control unit 1. In addition, the hydraulic control unit 1 may be supplied with power at all times from the viewpoint of protecting data in volatile memory, etc. In this case, in order to suppress battery drain, when the bicycle 200 is not able to run or when the bicycle 200 is not ready to run, the hydraulic control unit 1 waits in a sleep mode in which it cannot supply power to the on-off valve 24, etc., and suppresses power consumption more than when it is in an operating mode in which it can supply power to the on-off valve 24, etc. For example, in such a case, the non-operating state in which power cannot be supplied to the on-off valve 24 is the state in which the hydraulic control unit 1 is in sleep mode. Furthermore, the state in which the bicycle 200 cannot be driven or is not ready to be driven is, for example, the state in which the main switch for the hydraulic control unit 1 to enter operating mode is not turned on. Also, if the hydraulic control unit 1 is mounted on a saddle-type vehicle equipped with an engine, the state in which the saddle-type vehicle cannot be driven or is not ready to be driven is, for example, the state in which the ignition switch is off.

As described above, when the pressure of the brake fluid in the wheel cylinder 251 is maintained by the pressure holding function, the brake pads (not shown) are pressed against the brake disc 252 by the pressure of the brake fluid in the wheel cylinder 251. This locks the brake disc 252 while the bicycle 200 is parked, thus deterring theft of the bicycle 200. Conventional saddle-type vehicles are equipped with a hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinder of the saddle-type vehicle. Therefore, the bicycle 200 according to this embodiment can be said to have deterred theft of the bicycle 200 by replacing the conventional hydraulic control unit with the hydraulic control unit 1 according to this embodiment. Furthermore, by equipping the bicycle 200 with the hydraulic control unit 1, the driver can deter theft of the bicycle 200 without having to carry conventional anti-theft means such as disc locks and lever locks. Thus, the hydraulic control unit 1 can deter the theft of the bicycle 200 while minimizing a decrease in the convenience of the bicycle 200.

The position of the on-off valve 24, which can lock the brake disc 252 while the bicycle 200 is parked, is not limited to the position shown in Figure 2, as long as it is within the main flow path 13. When the on-off valve 24 performs the pressure holding function described above, the region of the main flow path 13 on the wheel cylinder 251 side relative to the on-off valve 24 must not be in communication with the region of the main flow path 13 on the master cylinder 242 side relative to the on-off valve 24, nor should it be in communication with the accumulator 23. For example, the release valve 22 in this embodiment is a normally closed valve. Therefore, when the bicycle 200 is parked (when no power is supplied to the release valve 22), the release valve 22 is in a closed state. For this reason, for example, the on-off valve 24 may be provided in the region of the main flow path 13 on the master cylinder 242 side relative to the intermediate section 13a in Figure 2. Even if the on-off valve 24 is provided in this position, the brake disc 252 can still be locked while the bicycle 200 is parked.

Furthermore, as shown in Figure 1, if the bicycle 200 is equipped with a notification device 280, it is preferable that the control device 30 includes a notification instruction unit 32 as a functional unit. The notification instruction unit 32 is a functional unit that outputs a signal to the notification device 280 instructing it to provide notification. For example, when parking the bicycle 200, the notification instruction unit 32 outputs a signal to the notification device 280 so that the notification device 280 provides information requesting that the brake lever 241 be operated. Also, for example, when the on/off valve 24 is closed, the notification instruction unit 32 outputs a signal to the notification device 280 so that the notification device 280 provides information requesting that the operation of the brake lever 241 be stopped. Also, for example, when unlocking the brake disc 252, the notification instruction unit 32 outputs a signal to the notification device 280 so that the notification device 280 provides information requesting that the brake lever 241 be operated. Furthermore, for example, when the brake disc 252 is released, a signal is output to the notification device 280 to notify it of information requesting the termination of the brake lever 241 operation. The method of notification by the notification device 280 is not particularly limited. The notification device 280 may notify in various ways, such as by displaying the information content in characters, by emitting a sound indicating the information content, or by emitting light indicating the information content.

<How to lock and unlock the brake discs>

Next, the method for locking the brake disc using the hydraulic control unit according to this embodiment, and the method for releasing the lock from the brake disc, will be described.

Figure 4 is a flowchart showing how to lock a brake disc using a hydraulic control unit according to an embodiment of the present invention.
When locking the brake disc 252 using the hydraulic control unit 1, the flow shown in Figure 4 is initiated in step S1. Step S2, following step S1, is a notification instruction step. Step S2 is an optional step and is performed by the notification instruction unit 32 of the control device 30. When the bicycle 200 is ready to be parked, such as when the bicycle 200 has stopped, in step S2 the notification instruction unit 32 outputs a signal to the notification device 280 so that the notification device 280 notifies the notification device 280 of information requesting that the brake lever 241 be operated. This prevents the driver from forgetting to lock the brake disc 252 when parking the bicycle 200. Step S3, following step S2, is a brake operation step. Step S3 is a step performed by the driver of the bicycle 200. In step S3, the driver operates the brake lever 241.

Step S4, following step S3, is the valve closing step. Step S4 is performed by the control unit 31 of the control device 30. In step S4, the control unit 31 closes the valve 24 while the brake lever 241 is being operated. By closing the valve 24 while the brake fluid pressure in the wheel cylinder 251 is as high as possible, the brake fluid pressure in the wheel cylinder 251 is maintained at a high level. In other words, by closing the valve 24 while the brake fluid pressure in the wheel cylinder 251 is as high as possible, the lock of the brake disc 252 becomes stronger, and the theft of the bicycle 200 can be further deterred.

Therefore, if the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, it is preferable for the control unit 31 to close the on-off valve 24 based on the value detected by the master cylinder hydraulic pressure sensor 41. Specifically, when the bicycle 200 is stopped while in motion, i.e., in step S3, pressure control of the brake fluid in the wheel cylinder 251, such as anti-lock brake control, is not performed. Therefore, the open/closed states of the fill valve 21, release valve 22, and on-off valve 24 are as shown in Figure 2. Consequently, when the brake lever 241 is operated in step S3, the master cylinder hydraulic pressure sensor 41 can detect the pressure of the brake fluid in the wheel cylinder 251. Therefore, for example, if the value detected by the master cylinder hydraulic pressure sensor 41 exceeds a specified value, the control unit 31 should execute step S4. This allows the on-off valve 24 to be closed while the brake fluid pressure in the wheel cylinder 251 is as high as possible, further deterring bicycle theft.

Furthermore, if the hydraulic control unit 1 is equipped with a wheel cylinder hydraulic pressure sensor 42, it is preferable for the control unit 31 to close the on-off valve 24 based on the value detected by the wheel cylinder hydraulic pressure sensor 42. Specifically, when the brake lever 241 is operated in step S3, the wheel cylinder hydraulic pressure sensor 42 can detect the pressure of the brake fluid in the wheel cylinder 251. Therefore, for example, if the value detected by the wheel cylinder hydraulic pressure sensor 42 exceeds a specified value, the control unit 31 should execute step S4. This allows the on-off valve 24 to be closed while the brake fluid pressure in the wheel cylinder 251 is as high as possible, further deterring bicycle theft 200.

Step S5, following step S4, is a notification instruction step. Step S5 is an optional step and is performed by the notification instruction unit 32. After step S4, in which the on-off valve 24 is closed, in step S5, the notification instruction unit 32 outputs a signal to the notification device 280 so that the notification device 280 will notify the notification device 280 of information requesting that the operation of the brake lever 241 be terminated. That is, when the control unit 31 closes the on-off valve 24, the notification instruction unit 32 outputs a signal to the notification device 280 instructing it to notify. This allows the driver of the bicycle 200 to know when to terminate the operation of the brake lever 241, improving the reliability of the locking of the brake disc 252. Step S6, following step S5, is a brake operation termination step. Step S6 is a step performed by the driver of the bicycle 200. In step S6, the driver terminates the operation of the brake lever 241.

Step S7, following step S6, is the energization termination step. Step S6 is necessary when the on-off valve 24 is in the normally open state. Specifically, when the on-off valve 24 is in the normally open state, in step S4, the control unit 31 energizes the on-off valve 24 to close it. The control unit 31 then maintains the energized state of the on-off valve 24, thereby maintaining its closed state. Therefore, when the on-off valve 24 is in the normally open state, in step S7, the control unit 31 terminates the energization of the on-off valve 24, leaving it de-energized. Even when the on-off valve 24 is de-energized, the pressure holding function maintains the pressure of the brake fluid in the wheel cylinder 251. As a result, the brake pads (not shown) are pressed against the brake disc 252 by the pressure of the brake fluid in the wheel cylinder 251. This allows the brake disc 252 to remain locked while the bicycle 200 is parked.

After step S7, the flow shown in Figure 4 is terminated in step S8.

Figure 5 is a flowchart showing how to unlock a brake disc using a hydraulic control unit according to an embodiment of the present invention.
To unlock the brake disc 252, the flow shown in Figure 5 is initiated in step S11. Step S12, following step S11, is a notification instruction step. Step S12 is an optional step and is performed by the notification instruction unit 32 of the control device 30. In step S12, the notification instruction unit 32 outputs a signal to the notification device 280 so that the notification device 280 notifies the notification device 280 of information requesting that the brake lever 241 be operated. This prevents the driver of the bicycle 200 from forgetting to unlock the brake disc 252. Step S13, following step S12, is a brake operation step. Step S13 is a step performed by the driver of the bicycle 200. In step S13, the driver operates the brake lever 241.

Step S14, following step S13, is the valve opening step. In this embodiment, as described above, a normally open valve with a pressure-holding function utilizing the pressure of the brake fluid acting on the valve body is used as the valve 24. When such a valve 24 is used, if the brake lever 241 is operated while the valve 24 is closed due to the pressure-holding function, the difference between the force of the brake fluid pushing the valve body in the closed position and the force of the brake fluid pushing the valve body in the open position becomes smaller. As a result, the valve body of the valve 24 is pushed in the open position by a spring or the like, causing it to lose its pressure-holding function and open. That is, when such a valve 24 is used, the valve 24 naturally opens in step S14.

Furthermore, step S14 may be configured such that the control unit 31 opens the on-off valve 24. For example, when a normally open valve is used as the on-off valve 24, the control unit 31 energizes the on-off valve 24 and closes it before the on-off valve 24 becomes unable to perform its pressure-holding function. As a result, even if the brake lever 241 is operated and the on-off valve 24 becomes unable to perform its pressure-holding function, the on-off valve 24 remains closed. In step S14, in such a state, the control unit 31 may open the on-off valve 24 by de-energizing it. Also, when an on-off valve other than a normally open valve is used as the on-off valve 24, step S14 is configured such that the control unit 31 opens the on-off valve 24. Specifically, when a normally closed valve is used as the on-off valve 24, in step S14 the control unit 31 energizes the on-off valve 24 and opens it. Furthermore, when a double-solenoid type on-off valve 24 is used, in step S14, the control unit 31 energizes one of the solenoids to open the on-off valve 24.

If the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, the control unit 31 can be configured to open the on-off valve 24 in step S14, enabling the following control: When the on-off valve 24 is closed, even if the brake lever 241 is operated, the detected value of the wheel cylinder hydraulic pressure sensor 42, which detects the brake fluid pressure of the wheel cylinder 251, does not change. On the other hand, even if the on-off valve 24 is closed, when the brake lever 241 is operated, the detected value of the master cylinder hydraulic pressure sensor 41, which detects the brake fluid pressure of the master cylinder 242, increases. Therefore, if the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, it is possible to detect that the brake lever 241 has been operated even if the on-off valve 24 is closed. Furthermore, if the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, it is also possible to detect that the operation of the brake lever 241 has ended based on the detected value of the master cylinder hydraulic pressure sensor 41, even if the on-off valve 24 is closed. Therefore, when the control unit 31 detects that the operation of the brake lever 241 has ended based on the detection value of the master cylinder hydraulic pressure sensor 41, it can open the on-off valve 24 after a specified time has elapsed. This allows braking force to continue to be applied to the front wheel 217 for a specified time even after the operation of the brake lever 241 has ended. In other words, if the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, the control unit 31 can open the on-off valve 24 in step S14, thereby enabling vehicle hold control for the bicycle 200.

After step S14, the flow shown in Figure 5 is terminated in step S15.

<Effects of the hydraulic control unit and the bicycle>
The hydraulic control unit 1 according to this embodiment includes a suction valve 21, a release valve 22, an accumulator 23, and a control device 30. The suction valve 21 is provided in the main passage 13 that connects the master cylinder 242 and the wheel cylinder 251. The release valve 22 is provided in the sub-passage 14, the end of which is connected to an intermediate section 13a of the main passage 13. The accumulator 23 is provided in the sub-passage 14 in the region opposite to the end 14a of the release valve 22, and stores the brake fluid that flows into the sub-passage 14 from the intermediate section 13a. The control device 30 controls the open and closed states of the suction valve 21 and the release valve 22. The hydraulic control unit 1 is mounted on a bicycle 200 and controls the pressure of the brake fluid in the wheel cylinder 251 of the bicycle 200. The hydraulic control unit 1 includes an on/off valve 24 provided in the main passage 13. The on-off valve 24 has a pressure-holding function that maintains the pressure of the brake fluid in the wheel cylinder 251 when it is not energized. The control device 30 is configured to keep the on-off valve 24 open when the bicycle 200 is in motion. The control device 30 is also configured to close the on-off valve 24 when the pressure of the brake fluid in the wheel cylinder 251 of the bicycle 200 increases while the bicycle 200 is stopped. Furthermore, the on-off valve 24 is configured to maintain the pressure of the brake fluid in the wheel cylinder 251 by its pressure-holding function when it is not operating and power cannot be supplied to the on-off valve 24.

By mounting the hydraulic control unit 1 configured in this way onto the bicycle 200, the driver can lock the brake disc 252 of the parked bicycle 200 without having to carry conventional anti-theft means such as disc locks and lever locks. Therefore, by mounting the hydraulic control unit 1 configured in this way onto the bicycle 200, the driver can deter the theft of the bicycle 200 without having to carry conventional anti-theft means such as disc locks and lever locks. Thus, the hydraulic control unit 1 configured in this way can deter the theft of the bicycle 200 while minimizing any decrease in the convenience of the bicycle 200.

Preferably, the on-off valve 24 is positioned in a region on the wheel cylinder 251 side, relative to the intermediate portion 13a of the main flow path 13. By positioning the on-off valve 24 in this manner, the brake disc 252 can be locked while the bicycle 200 is parked, regardless of the open or closed state of the release valve 22.

Preferably, the on-off valve 24 is configured to maintain its open state when it is de-energized. That is, preferably, the on-off valve 24 is a normally open valve having a pressure-holding function that maintains the pressure of the brake fluid in the wheel cylinder 251 when it is de-energized. The on-off valve 24 is open except when the brake disc 252 is locked when parking the bicycle 200. In other words, the on-off valve 24 is open for a longer period than it is closed. Therefore, by using such a normally open valve as the on-off valve 24, the power consumption of the hydraulic control unit 1 can be reduced. Furthermore, by using such a normally open valve as the on-off valve 24, excessive temperature rise of the solenoid due to energization can be suppressed. Also, by using such a normally open valve as the on-off valve 24, the on-off valve 24 can be a single-solenoid type on-off valve. Therefore, by using such a normally open valve as the on-off valve 24, the hydraulic control unit 1 can be miniaturized compared to the case where a double-solenoid type on-off valve is used.

Preferably, the saturation valve 21 is configured to be open when no energy is supplied. That is, preferably, the saturation valve 21 is a normally open valve. The saturation valve 21 is an on-off valve where the time it is open is longer than the time it is closed. Therefore, by using a normally open valve as the saturation valve 21, the power consumption of the hydraulic control unit 1 can be reduced. Furthermore, by using a normally open valve as the saturation valve 21, excessive temperature rise of the solenoid due to energization can be suppressed. Also, by using a normally open valve as the saturation valve 21, the saturation valve 21 can be a single-solenoid type on-off valve. Therefore, by using a normally open valve as the saturation valve 21, the hydraulic control unit 1 can be made smaller compared to the case where a double-solenoid type on-off valve is used as the saturation valve 21.

Preferably, the release valve 22 is configured to be closed when no energy is supplied. That is, preferably, the release valve 22 is a normally closed valve. The release valve 22 is an on-off valve where the time it is closed is longer than the time it is open. Therefore, by using a normally closed valve as the release valve 22, the power consumption of the hydraulic control unit 1 can be reduced. Furthermore, by using a normally closed valve as the release valve 22, excessive temperature rise of the solenoid due to energization can be suppressed. Also, by using a normally closed valve as the release valve 22, the release valve 22 can be a single-solenoid type on-off valve. Therefore, by using a normally closed valve as the release valve 22, the hydraulic control unit 1 can be made smaller compared to the case where a double-solenoid type on-off valve is used as the release valve 22.

Preferably, the hydraulic control unit 1 is connected in parallel with the suction valve 21 to the main flow path 13 and includes a check valve 25 that allows flow from the wheel cylinder 251 side to the master cylinder 242 side. Comparing the suction valve 21 and the on-off valve 24 in the main flow path 13, the suction valve 21 changes its open/closed state more frequently than the on-off valve 24. Therefore, the suction valve 21 is more likely to malfunction than the on-off valve 24. By providing the check valve 25, even if the suction valve 21 malfunctions while closed, the brake fluid from the wheel cylinder 251 can be returned to the master cylinder 242 side. Therefore, providing the check valve 25 improves the safety of the hydraulic control unit 1.

Preferably, the control device 30 is configured to output a signal to the notification device 280 instructing it to notify when the on-off valve 24 is closed. This allows the cyclist 200 to know when to stop operating the brake lever 241, improving the reliability of locking the brake disc 252.

Preferably, the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41. When the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, the control device 30 can close the on-off valve 24 to lock the brake disc 252 based on the value detected by the master cylinder hydraulic pressure sensor 41. This allows the on-off valve 24 to be closed while the brake fluid pressure in the wheel cylinder 251 is as high as possible, resulting in a stronger lock on the brake disc 252 and a greater deterrent against bicycle theft 200. Furthermore, when the hydraulic control unit 1 is equipped with a master cylinder hydraulic pressure sensor 41, the control device 30 can perform vehicle hold control on the bicycle 200, as described above. Therefore, the inclusion of a master cylinder hydraulic pressure sensor 41 in the hydraulic control unit 1 improves the safety of the bicycle 200.

Preferably, the hydraulic control unit 1 is equipped with a wheel cylinder hydraulic pressure sensor 42. When the hydraulic control unit 1 is equipped with a wheel cylinder hydraulic pressure sensor 42, the control device 30 can close the on-off valve 24 to lock the brake disc 252 based on the value detected by the wheel cylinder hydraulic pressure sensor 42. This allows the on-off valve 24 to be closed while the brake fluid pressure in the wheel cylinder 251 is as high as possible, resulting in a stronger lock on the brake disc 252 and a greater deterrent against bicycle theft 200. Furthermore, when the hydraulic control unit 1 is equipped with a wheel cylinder hydraulic pressure sensor 42, the pressure of the brake fluid in the wheel cylinder 251 can be directly detected by the sensor. Therefore, by equipping the hydraulic control unit 1 with a wheel cylinder hydraulic pressure sensor 42, the accuracy of the anti-lock brake control is improved, and the safety of the bicycle 200 is enhanced.

Preferably, the hydraulic control unit 1 is configured to discharge the brake fluid from the accumulator 23 to the outside of the accumulator 23 without the need for a pump. It is desirable that the bicycle 200 equipped with the pumpless hydraulic control unit 1 be as lightweight as possible. When deterring theft of such a bicycle 200, it is preferable that the need to carry anti-theft means such as disc locks and lever locks is eliminated.

Preferably, the bicycle 200, on which the hydraulic control unit 1 is installed, has a brake disc 252 attached to the wheel 217a. This not only deters the theft of the bicycle 200, but also deters the theft of the wheel 217a.

The hydraulic control unit 1 according to this embodiment has been described above. However, the hydraulic control unit according to the present invention is not limited to the description of this embodiment, and may be implemented by appropriately combining only some of the configurations described in this embodiment.

Furthermore, in a saddle-type vehicle that does not have a hydraulic control unit for controlling the pressure of the brake fluid in the wheel cylinder, the above-described on-off valve 24 may be provided in the brake fluid passage connecting the master cylinder and the wheel cylinder. By controlling the on-off valve 24 as in this embodiment, the brake disc of the saddle-type vehicle can be locked without the driver of the saddle-type vehicle having to carry conventional anti-theft means such as disc locks and lever locks, thereby deterring the theft of the saddle-type vehicle.

1 Hydraulic control unit, 10 Base, 11 Master cylinder port, 12 Wheel cylinder port, 13 Main flow path, 13a Intermediate section, 14 Sub-flow path, 14a End section, 21 Intake valve, 22 Release valve, 23 Accumulator, 24 On/off valve, 25 Check valve, 30 Control device, 31 Control unit, 32 Notification/indication unit, 41 Master cylinder hydraulic pressure sensor, 42 Wheel cylinder hydraulic pressure sensor, 100 Brake system, 101 Fluid tube, 102 Fluid tube, 200 Bicycle, 210 Frame, 211 Head tube, 212 Top tube, 213 Down tube, 214 Seat tube, 215 Stay, 216 Front fork, 217 Front wheel, 217a Wheel, 218 Saddle, 219 Pedal, 220 Rear wheel, 230 Turning section, 231 Steering column, 232 Handle stem, 233; Handlebar, 240; Brake control unit, 241; Brake lever, 242; Master cylinder, 243; Reservoir, 250; Front wheel brake unit, 251; Wheel cylinder, 252; Brake disc, 260; Rear wheel brake unit, 270; Power supply unit, 280; Notification device.

Claims (11)

A sealing valve (21) is provided in the main passage (13) that connects the master cylinder (242) and the wheel cylinder (251),
A loosening valve (22) is provided in a sub-channel (14) to which one end (14a) is connected to an intermediate part (13a) of the main channel (13),
An accumulator (23) is provided in the region of the aforementioned sub-flow channel (14) that is on the opposite side of the one end (14a) with respect to the release valve (22), and stores the brake fluid that has flowed into the sub-flow channel (14) from the intermediate section (13a),
A control device (30) that controls the opening and closing states of the aforementioned filling valve (21) and the aforementioned release valve (22),
A hydraulic control unit (1) is provided with and mounted on a saddle-type vehicle (200) to control the pressure of the brake fluid in the wheel cylinder (251) of the saddle-type vehicle (200),
The main flow path (13) is provided with an on/off valve (24) that has a pressure-holding function to maintain the pressure of the brake fluid in the wheel cylinder (251) when it is not energized,
The control device (30) is
While the saddle-type vehicle (200) is in motion, the on/off valve (24) is set to the open state.
The configuration is such that when the saddle-type vehicle (200) is stopped, the brake fluid pressure in the wheel cylinder (251) of the saddle-type vehicle (200) increases, the on-off valve (24) is closed.
The on-off valve (24) is configured to maintain the pressure of the brake fluid in the wheel cylinder (251) by the pressure holding function when power cannot be supplied to the on-off valve (24) and the valve is in a non-operating state.
The on/off valve (24) is configured to maintain the open state when it is not energized while in the open state.
Hydraulic control unit (1). A sealing valve (21) is provided in the main passage (13) that connects the master cylinder (242) and the wheel cylinder (251),
A loosening valve (22) is provided in a sub-channel (14) to which one end (14a) is connected to an intermediate part (13a) of the main channel (13),
An accumulator (23) is provided in the region of the aforementioned sub-flow channel (14) that is on the opposite side of the one end (14a) with respect to the release valve (22), and stores the brake fluid that has flowed into the sub-flow channel (14) from the intermediate section (13a),
A control device (30) that controls the opening and closing states of the aforementioned filling valve (21) and the aforementioned release valve (22),
A hydraulic control unit (1) is provided with and mounted on a saddle-type vehicle (200) to control the pressure of the brake fluid in the wheel cylinder (251) of the saddle-type vehicle (200),
The main flow path (13) is provided with an on/off valve (24) that has a pressure-holding function to maintain the pressure of the brake fluid in the wheel cylinder (251) when it is not energized,
The control device (30) is
While the saddle-type vehicle (200) is in motion, the on/off valve (24) is set to the open state.
The configuration is such that when the saddle-type vehicle (200) is stopped, the brake fluid pressure in the wheel cylinder (251) of the saddle-type vehicle (200) increases, the on-off valve (24) is closed.
The on-off valve (24) is configured to maintain the pressure of the brake fluid in the wheel cylinder (251) by the pressure holding function when power cannot be supplied to the on-off valve (24) and the valve is in a non-operating state.
The control device (30) is configured to output a signal to the notification device (280) instructing it to notify when the on-off valve (24) is closed.
Hydraulic control unit (1). The on/off valve (24) is positioned in a region of the main flow path (13) that is on the wheel cylinder (251) side, with reference to the intermediate portion (13a) of the main flow path (13), as described in claim 1 or claim 2 . The hydraulic control unit (1) according to any one of claims 1 to 3, wherein the containment valve (21) is configured to be in an open state when no power is supplied. The release valve (22) is configured to be in a closed state when no energy is supplied, as described in any one of claims 1 to 4. The hydraulic control unit (1) according to any one of claims 1 to 5, further comprising a check valve (25) connected in parallel with the main flow path (13) and allowing flow from the wheel cylinder (251) side to the master cylinder (242) side. The hydraulic control unit (1) according to any one of claims 1 to 6 , further comprising a master cylinder hydraulic pressure sensor (41) for detecting the pressure of the brake fluid in the master cylinder (242). The hydraulic control unit (1) according to any one of claims 1 to 7 , further comprising a wheel cylinder hydraulic pressure sensor (42) for detecting the pressure of the brake fluid in the wheel cylinder (251). The hydraulic control unit (1) according to any one of claims 1 to 8 , wherein the brake fluid in the accumulator (23) is discharged to the outside of the accumulator (23) without the use of a pump. A saddle-type vehicle (200) equipped with a hydraulic control unit (1) according to any one of claims 1 to 9 . A brake disc (252) on which the brake pads are pressed by the pressure of the brake fluid in the wheel cylinder (251),
Wheel (217a) and
Equipped with,
The saddle-type vehicle (200) according to claim 10 , wherein the brake disc (252) is attached to the wheel (217a).