Patent Description:
A straddle-type vehicle is provided with a hydraulic pressure control unit for controlling a braking force that is generated on a wheel (for example, see PTL <NUM>). In the hydraulic pressure control unit, a hydraulic pressure of a brake fluid is controlled by a hydraulic pressure control mechanism such as a valve. Operation of the hydraulic pressure control mechanism is controlled by a control board of the hydraulic pressure control unit. <CIT>discloses a hydraulic control unit that can resist an external force more than in the past when mounted on a saddle-type vehicle. A hydraulic control unit comprises: a base in which is formed an internal flow channel in which brake fluid flows, a retraction valve and a relaxation valve that open and close the internal flow channel during anti-lock brake control, a first coil serving as a drive source for the retraction valve, a second coil serving as a drive source for the relaxation valve, and a circuit board that is electrically connected to the first coil and the second coil, and that controls energization of the first coil and the second coil. The base is held by a front fork. When a saddle-type vehicle in which the hydraulic control unit is installed is viewed from the front, the circuit board is located behind the front fork and the base, and the first coil and the second coil are erected from a rear surface of the base. <CIT> discloses a brake fluid pressure control device which can inhibit an increase of manufacturing costs compared to a conventional brake fluid pressure control device which uses a coil spring to ground a control board. A brake fluid pressure control device includes a metallic substrate formed with a passage of a brake fluid, and a control board of a brake fluid pressure control mechanism provided in the passage. Further, the brake fluid pressure control device according to the invention includes at least one conductive plate spring provided between the control board and a component electrically connected to the substrate. Each plate spring has a free length longer than a distance between the control board and the component and is connected at a first end part to the control board and at a second end part to the component.

By the way, there is a need to suppress electrostatic discharge (ESD), which causes damage to an electronic component and the like, in the control board of the hydraulic pressure control unit. Here, since the straddle-type vehicle has a limited mounted space for a device, it is desired to suppress enlargement of the hydraulic pressure control unit, which is caused by a mechanism provided as a measure against the electrostatic discharge.

The present invention has been made with the above-described problem as the background and therefore obtains a hydraulic pressure control unit capable of suppressing enlargement of the hydraulic pressure control unit.

A hydraulic pressure control unit according to the present invention is a hydraulic pressure control unit for a straddle-type vehicle and includes: a hydraulic pressure sensor that detects a hydraulic pressure of a brake fluid; a hydraulic pressure control mechanism for controlling the hydraulic pressure; a control board that controls operation of the hydraulic pressure control mechanism; and a base body to which the hydraulic pressure sensor and the hydraulic pressure control mechanism are attached. The control board is electrically connected to the base body via a terminal that is provided to the hydraulic pressure sensor. The hydraulic pressure sensor includes a sensor board that executes signal processing in the hydraulic pressure sensor, and a casing that accommodates the sensor board and is electrically connected to the sensor board. The control board is electrically connected to the base body via the terminal of the hydraulic pressure sensor, the sensor board, and the casing.

The hydraulic pressure control unit according to the present invention is the hydraulic pressure control unit for the straddle-type vehicle and includes: the hydraulic pressure sensor that detects the hydraulic pressure of the brake fluid; the hydraulic pressure control mechanism for controlling the hydraulic pressure; the control board that controls the operation of the hydraulic pressure control mechanism; and the base body to which the hydraulic pressure sensor and the hydraulic pressure control mechanism are attached. The control board is electrically connected to the base body via the terminal that is provided to the hydraulic pressure sensor. The hydraulic pressure sensor includes a sensor board that executes signal processing in the hydraulic pressure sensor, and a casing that accommodates the sensor board and is electrically connected to the sensor board. The control board is electrically connected to the base body via the terminal of the hydraulic pressure sensor, the sensor board, and the casing. In this way, it is possible tc release static electricity, which is charged to the control board, to the base body via an energization path formed from the control board to the base body by using the hydraulic pressure sensor. Accordingly, a necessity to newly add a dedicated component as a measure against the electrostatic discharge is reduced. Therefore, it is possible to suppress enlargement of the hydraulic pressure control unit.

A description will hereinafter be made on a hydraulic pressure control unit according to the present invention with reference to the drawings.

A description will hereinafter be made on a hydraulic pressure control unit used for a bicycle (see a straddle-type vehicle <NUM> in <FIG>). However, the hydraulic pressure control unit according to the present invention may be used for a straddle-type vehicle other than the bicycle. The straddle-type vehicle means a vehicle that a rider straddles. Examples of the straddle-type vehicle are motorcycles (a two-wheeled motor vehicle and a three-wheeled motor vehicle), the bicycle, and an all-terrain vehicle. The motorcycles include a vehicle having an engine as a power source, a vehicle having an electric motor as a power source, and the like. Examples of the motorcycles are a motorbike, a scooter, and an electric scooter. The bicycle means a vehicle capable of traveling forward on a road by a depression force applied to pedals by the rider. Examples of the bicycle are a normal bicycle, an electrically-assisted bicycle, and an electric bicycle.

A description will hereinafter be made on an example in which the hydraulic pressure control unit only controls a braking force generated on a front wheel. However, the hydraulic pressure control unit according to the present invention may only control a braking force generated on a rear wheel or may control both of the braking force generated on the front wheel and the braking force generated on the rear wheel.

The same or similar description will appropriately be simplified or will not be made below. In the drawings, the same or similar members or portions will not be denoted by a reference sign or will be denoted by the same reference sign. A detailed structure will appropriately be illustrated in a simplified manner or will not be illustrated.

A description will be made on an outline configuration of the straddle-type vehicle <NUM> according to an embodiment of the present invention with reference to <FIG>.

<FIG> is a schematic view illustrating the outline configuration of the straddle-type vehicle <NUM>. The straddle-type vehicle <NUM> is a bicycle that corresponds to an example of the straddle-type vehicle according to the present <NUM>, a rear wheel <NUM>, a braking operation section <NUM>, a front-wheel braking section <NUM>, a rear-wheel braking section <NUM>, a hydraulic pressure control unit <NUM>, and a power supply unit <NUM>. The straddle-type vehicle <NUM> also includes a brake system <NUM> that includes some of these components.

For example, the frame <NUM> includes a head tube <NUM>, a top tube <NUM>, a down tube <NUM>, a seat tube <NUM>, and a stay <NUM>. The head tube <NUM> axially supports a steering column <NUM> of the turning section <NUM>, which will be described below. The top tube <NUM> and the down tube <NUM> are each coupled to the head tube <NUM>. The seat tube <NUM> suspends between the top tube <NUM> and the down tube <NUM> and holds a saddle. The stay <NUM> is coupled to upper and lower ends of the seat tube <NUM> and holds the rear wheel <NUM> and the rear-wheel braking section <NUM>. The rear-wheel braking section <NUM> is attached to the rear wheel <NUM> and applies a braking force to the rear wheel <NUM>.

The turning section <NUM> includes the steering column <NUM>, a handlebar stem <NUM>, a handlebar <NUM>, and a front fork <NUM>. In a state of being freely rotatable about the head tube <NUM>, the steering column <NUM> is axially supported by the head tube <NUM>. The handlebar stem <NUM> is held by the steering column <NUM>. The handlebar <NUM> is held by the handlebar stem <NUM>. The braking operation section <NUM> is attached to the handlebar <NUM>. The front fork <NUM> is coupled to the steering column <NUM>. The front wheel <NUM> is held in a freely rotatable manner by the front fork <NUM>. The front-wheel braking section <NUM> is attached to the front wheel <NUM> and applies the braking force to the front wheel <NUM>. The front fork <NUM> is provided to each side of the front wheel <NUM>. One end of the front fork <NUM> is coupled to the steering column <NUM>, and the other end of the front fork <NUM> is connected to a rotation center of the front wheel <NUM>. That is, the front wheel <NUM> is held in the freely rotatable manner between the paired front forks <NUM>. The front fork <NUM> may be a front fork with a suspension.

The braking operation section <NUM> includes: a mechanism that is used as an operation section of the front-wheel braking section <NUM>; and a mechanism that is used as an operation section of the rear-wheel braking section <NUM>. For example, the mechanism that is used as the operation section of the front-wheel braking section <NUM> is disposed on a right end side of the handlebar <NUM>, and the mechanism that is used as the operation section of the rear-wheel braking section <NUM> is disposed on a left end side of the handlebar <NUM>.

The hydraulic pressure control unit <NUM> is held by the front fork <NUM> of the turning section <NUM>. The hydraulic pressure control unit <NUM> is a unit that controls a hydraulic pressure of a brake fluid in the front-wheel braking section <NUM>. The rear-wheel braking section <NUM> may be a braking section of a type that generates the braking force by increasing the hydraulic pressure of the brake fluid, or may be a braking section of a type that mechanically generates the braking force (for example, a braking section of a type that generates the braking force by generating a tensile force to a wire, or the like).

The power supply unit <NUM> is a power supply that supplies electric power to the hydraulic pressure control unit <NUM>. For example, the power supply unit <NUM> is attached to the down tube <NUM> of the frame <NUM>. The power supply unit <NUM> may be a battery or may be a generator. Examples of the generator are: a generator that generates the electrical power by travel of the straddle-type vehicle <NUM> (for example, a hub dynamo that generates the electrical power by rotation of the front wheel <NUM> or the rear wheel <NUM>, a generator that also serves as a drive source of the front wheel <NUM> or the rear wheel <NUM> and generates regenerative power, or the like) ; and a generator that generates the electric power by sunlight.

The brake system <NUM> for the straddle-type vehicle <NUM> includes the braking operation section <NUM> (more specifically, the mechanism that is used as the operation section of the front-wheel braking section <NUM>), the front-wheel braking section <NUM>, the hydraulic pressure control unit <NUM>, and the power supply unit <NUM>. The brake system <NUM> can execute anti-lock brake control by causing the hydraulic pressure control unit <NUM> to control the hydraulic pressure of the brake fluid in the front-wheel braking section <NUM>.

A description will be made on an outline configuration of the brake system <NUM> according to the embodiment of the present invention with reference to <FIG>.

<FIG> is a schematic view illustrating the outline configuration of the brake system <NUM>. As illustrated in <FIG>, the hydraulic pressure control unit <NUM> includes a base body <NUM>. The base body <NUM> is formed with a master cylinder port 81a, a wheel cylinder port 81b, and an internal channel <NUM> that communicates between the master cylinder port 81a and the wheel cylinder port 81b.

The internal channel <NUM> is a channel for the brake fluid. The internal channel <NUM> includes a first channel 82a, a second channel 82b, a third channel 82c, and a fourth channel 82d. The master cylinder port 81a and the wheel cylinder port 81b communicate with each other via the first channel 82a and the second channel 82b. An end portion on an inlet side of the third channel 82c is connected to an intermediate portion of the second channel 82b.

The braking operation section <NUM> (more specifically, the mechanism that is used as the operation section of the front-wheel braking section <NUM>) is connected to the master cylinder port 81a via a fluid pipe <NUM>. This braking operation section <NUM> includes a brake lever <NUM>, a master cylinder <NUM>, and a reservoir <NUM>. The master cylinder <NUM> includes a piston section (not illustrated) that moves in an interlocking manner with the rider's operation using the brake lever <NUM>, and is connected to an inlet side of the first channel 82a via the fluid pipe <NUM> and the master cylinder port 81a. In other words, the fluid pipe <NUM> that communicates with the master cylinder <NUM> is connected to the master cylinder port 81a. The hydraulic pressure of the brake fluid in the first channel 82a is increased or reduced by movement of the piston section in the master cylinder <NUM>. The reservoir <NUM> stores the brake fluid for the master cylinder <NUM>.

The front-wheel braking section <NUM> is connected to the wheel cylinder port 81b via a fluid pipe <NUM>. The front-wheel braking section <NUM> includes a wheel cylinder <NUM> and a rotor <NUM>. The wheel cylinder <NUM> is attached to a lower end portion of the front fork <NUM>. The wheel cylinder <NUM> includes a piston section (not illustrated) that moves in an interlocking manner with a pressure in the fluid pipe <NUM>, and is connected to an outlet side of the second channel 82b via the fluid pipe <NUM> and the wheel cylinder port 81b. In other words, the fluid pipe <NUM> that communicates with the wheel cylinder <NUM> is connected to the wheel cylinder port 81b. The rotor <NUM> is held by the front wheel <NUM> and rotates with the front wheel <NUM>. When a brake pad (not illustrated) is pressed against the rotor <NUM> due to movement of the piston section in the wheel cylinder <NUM>, the front wheel <NUM> brakes.

The hydraulic pressure control unit <NUM> also includes an inlet valve <NUM> and an outlet valve <NUM> for opening/closing the internal channel <NUM>. The inlet valve <NUM> and the outlet valve <NUM> are attached to the base body <NUM>. More specifically, the inlet valve <NUM> is provided between an outlet side of the first channel 82a and an inlet side of the second channel 82b and allows/disallows a flow of the brake fluid between the first channel 82a and the second channel 82b. The outlet valve <NUM> is provided between an outlet side of the third channel 82c and an inlet side of the fourth channel 82d and allows/disallows a flow of the brake fluid between the third channel 82c and the fourth channel 82d. The hydraulic pressure of the brake fluid is controlled by opening/closing operation of the inlet valve <NUM> and the outlet valve <NUM>. In this embodiment, the brake system <NUM> is a brake system of a single system that executes the anti-lock brake control only for the braking force generated on the front wheel <NUM>. Accordingly, in this embodiment, the base body <NUM> is provided with only one pair of the inlet valve <NUM> and the outlet valve <NUM>.

The inlet valve <NUM> is provided with a first coil 83a as a drive source, and the outlet valve <NUM> is provided with a second coil 84a as a drive source. For example, when the first coil 83a is in an unenergized state, the inlet valve <NUM> allows a bidirectional flow of the brake fluid. Then, when the first coil 83a is energized, the inlet valve <NUM> is brought into a closed state and blocks the flow of the brake fluid. That is, in this embodiment, the inlet valve <NUM> is an electromagnetic valve that is opened when not being energized. Meanwhile, for example, when the second coil 84a is in the unenergized state, the outlet valve <NUM> blocks the flow of the brake fluid. Then, when the second coil 84a is energized, the outlet valve <NUM> is brought into an open state and allows the bidirectional flow of the brake fluid. That is, in this embodiment, the outlet valve <NUM> is an electromagnetic valve that is closed when not being energized.

The hydraulic pressure control unit <NUM> includes an accumulator <NUM>. The accumulator <NUM> is connected to an outlet side of the fourth channel 82d and stores the brake fluid that has flowed through the outlet valve <NUM>.

The hydraulic pressure control unit <NUM> includes a hydraulic pressure sensor <NUM> that detects the hydraulic pressure of the brake fluid. The hydraulic pressure sensor <NUM> is attached to the base body <NUM>. In this embodiment, the hydraulic pressure sensor <NUM> detects the hydraulic pressure of the brake fluid in the wheel cylinder <NUM>. The hydraulic pressure sensor <NUM> communicates with the second channel 82b.

The hydraulic pressure control unit <NUM> also includes a control board <NUM>. The control board <NUM> includes an insulating section and a conductive section. The insulating section is a portion having a flat plate shape and not having conductivity. The conductive section is a portion having the conductivity and specifically includes: a conductive wire that is provided to the insulating section in the flat plate shape; and an electronic component mounted to the wire.

The control board <NUM> receives signals from various sensors such as the hydraulic pressure sensor <NUM> and a wheel rotational frequency sensor (not illustrated) for detecting a rotational frequency of the front wheel <NUM>. The control board <NUM> is electrically connected to the first coil 83a and the second coil 84a and controls the energization of the first coil 83a and the second coil 84a. In detail, by controlling the energization of the first coil 83a, the control board <NUM> controls driving (the opening/closing operation) of the inlet valve <NUM>. In addition, by controlling the energization of the second coil 84a, the control board <NUM> controls driving (the opening/closing operation) of the outlet valve <NUM>. That is, by controlling the opening/closing operation of the inlet valve <NUM> and the outlet valve <NUM>, the control board <NUM> controls the hydraulic pressure of the brake fluid in the wheel cylinder <NUM> and thereby controls the braking force on the front wheel <NUM>.

For example, in the case where the control board <NUM> determines, from the signal of the wheel rotational frequency sensor (not illustrated), that the front wheel <NUM> is locked or possibly locked when the front wheel <NUM> brakes due to the rider's operation of the brake lever <NUM>, the control board <NUM> initiates the anti-lock brake control.

Once initiating the anti-lock brake control, the control board <NUM> brings the first coil 83a into the energized state to close the inlet valve <NUM> and blocks the flow of the brake fluid from the master cylinder <NUM> to the wheel cylinder <NUM>, so as to suppress an increase in the hydraulic pressure of the brake fluid in the wheel cylinder <NUM>. Meanwhile, the control board <NUM> brings the second coil 84a into the energized state to open the outlet valve <NUM> and allows the flow of the brake fluid from the wheel cylinder <NUM> to the accumulator <NUM>, so as to reduce the hydraulic pressure of the brake fluid in the wheel cylinder <NUM>. In this way, locking of the front wheel <NUM> is canceled or avoided. In the case where the control board <NUM> determines, from the signal of the hydraulic pressure sensor <NUM>, that the hydraulic pressure of the brake fluid in the wheel cylinder <NUM> has been reduced to a specified value, the control board <NUM> brings the second coil 84a into the unenergized state to close the outlet valve <NUM>, and brings the first coil 83a into the unenergized state to open the inlet valve <NUM> for a short period, so as to increase the hydraulic pressure of the brake fluid in the wheel cylinder <NUM>. The control board <NUM> may increase/reduce the hydraulic pressure of the brake fluid in the wheel cylinder <NUM> only once or may repeatedly increase/reduce the hydraulic pressure of the brake fluid in the wheel cylinder <NUM> for plural times.

When the anti-lock brake control is terminated and the brake lever <NUM> returns to an original position, the inside of the master cylinder <NUM> is brought into an atmospheric pressure state, and the brake fluid in the wheel cylinder <NUM> returns to the master cylinder <NUM>. In addition, when the anti-lock brake control is terminated and the brake lever <NUM> returns to the original position, the outlet valve <NUM> is brought into the open state. When the hydraulic pressure of the brake fluid in the internal channel <NUM> becomes lower than the hydraulic pressure of the brake fluid stored in the accumulator <NUM>, the brake fluid stored in the accumulator <NUM> is discharged to the outside of the accumulator <NUM> without the increase in the pressure thereof (that is, in a pumpless manner). Then, the brake fluid that has been discharged to the outside of the accumulator <NUM> sequentially flows through the fourth channel 82d, the outlet valve <NUM>, the third channel 82c, the second channel 82b, the inlet valve <NUM>, and the first channel 82a, then flows through the master cylinder port 81a and the fluid pipe <NUM>, and returns to the master cylinder <NUM>. That is, in the hydraulic pressure control unit <NUM> according to this embodiment, the accumulator <NUM> stores the brake fluid that is released from the wheel cylinder <NUM> during depressurization in the anti-lock brake control, and the brake fluid in the accumulator <NUM> is discharged to the outside of the accumulator <NUM> in the pumpless manner. Meanwhile, in the internal channel <NUM>, the brake fluid in the accumulator <NUM> always returns to the master cylinder port 81a via the outlet valve <NUM>.

A further detailed description will be made on a configuration of the hydraulic pressure control unit <NUM> according to the embodiment of the present invention with reference to <FIG>.

<FIG> is a perspective view illustrating external appearance of the hydraulic pressure control unit <NUM>. As illustrated in <FIG>, the hydraulic pressure control unit <NUM> includes the base body <NUM> and a case <NUM>. The base body <NUM> is formed of a metal material (for example, an aluminum alloy) and has a substantially rectangular-parallelepiped shape, for example. The case <NUM> is formed of a resin material and has a hollow box shape with an opening. The case <NUM> is attached to the base body <NUM> by a bolt or the like such that the opening of the case <NUM> is closed by the base body <NUM>. The shapes of the base body <NUM> and the case <NUM> are not limited to the examples illustrated in <FIG>. For example, each surface of the base body <NUM> may be flat, may include a curved portion, or may include a step. In addition, for example, in the example illustrated in <FIG>, one surface (a surface on a near side in <FIG>) of the case <NUM> is inclined with respect to a surface, which is adjacent to the one surface, of the base body <NUM>. However, the one surface may extend to be flush with the surface of the base body <NUM>.

As described above, the hydraulic pressure control unit <NUM> includes a hydraulic pressure control mechanism for controlling the hydraulic pressure of the brake fluid. The hydraulic pressure control mechanisms include the inlet valve <NUM>, the outlet valve <NUM>, and the accumulator <NUM>. These hydraulic pressure control mechanisms are attached to the base body <NUM>. The above-described hydraulic pressure sensor <NUM> is also attached to the base body <NUM>.

As described above, the hydraulic pressure control unit <NUM> includes the control board <NUM>. The control board <NUM> is accommodated in the case <NUM>. More specifically, the control board <NUM> is accommodated in a space that is defined by the base body <NUM> and the case <NUM>. As described above, the control board <NUM> controls operation of the hydraulic pressure control mechanisms (more specifically, the inlet valve <NUM> and the outlet valve <NUM>).

<FIG> is a cross-sectional view illustrating the hydraulic pressure control unit <NUM>. More specifically, <FIG> is a cross-sectional view illustrating a cross section that includes a center axis of the hydraulic pressure sensor <NUM>. Hereinafter, an upper side and a lower side in <FIG> will also simply be referred to as an upper side and a lower side, respectively. In the example illustrated in <FIG>, the hydraulic pressure sensor <NUM> has a substantially columnar shape that extends in an up-down direction. For example, a lower portion of the hydraulic pressure sensor <NUM> (more specifically, a lower portion of a casing 86a, which will be described below) is press-inserted in the base body <NUM>. The control board <NUM> is arranged above the hydraulic pressure sensor <NUM>. As will be described below, the hydraulic pressure sensor <NUM> is electrically connected to the control board <NUM>. A lower surface of the control board <NUM> opposes an upper surface of the base body <NUM>.

As illustrated in <FIG>, the hydraulic pressure sensor <NUM> includes the casing 86a, a detection section 86b, a lid section 86c, a sensor board 86d, terminals 86e, 86f, <NUM>, <NUM>, and a conductive member 86i.

The casing 86a is formed of the metal material and has a substantially cylindrical shape, for example. An opening on a lower side of the casing 86a is closed by the detection section 86b. The detection section 86b detects the hydraulic pressure of the brake fluid in the internal channel <NUM> of the base body <NUM>. An opening on an upper side of the casing 86a is closed by the lid section 86c. The lid section 86c is formed of the resin material and has a substantially disc shape, for example.

The sensor board 86d is accommodated in the casing 86a. More specifically, the sensor board 86d is accommodated in a space that is defined by the casing 86a, the detection section 86b, and the lid section 86c. The sensor board 86d executes signal processing in the hydraulic pressure sensor <NUM>. More specifically, the sensor board 86d executes various types of the signal processing on the signals detected by the detection section 86b, and generates information used by the control board <NUM>. Similar to the control board <NUM>, the sensor board 86d includes an insulating section (that is, a portion having a flat plate shape and not having the conductivity) and a conductive section (that is, a portion including: a conductive wire that is provided to the insulating section in the flat plate shape; and an electronic component mounted to the wire).

The terminals 86e, 86f, <NUM>, <NUM> are attached to an upper end of the sensor board 86d. The terminals 86e, 86f, <NUM>, <NUM> each penetrate the lid section 86c in the up-down direction. The terminals are separated from each other via the lid section 86c and are insulated from each other. As will be described below, the terminals 86e, 86f, <NUM>, <NUM> are each electrically connected to the control board <NUM> via a connection member <NUM>. In this way, the sensor board 86d and the control board <NUM> can exchange the signal and electricity therebetween.

As will be described below, the terminal 86e is a terminal as a measure against electrostatic discharge. The terminal 86f is a ground terminal. The terminal <NUM> is a sensor signal input/output terminal. The terminal <NUM> is a power supply terminal. Each of a circuit that is formed by the sensor board 86d and the control board <NUM> via the sensor signal input/output terminal <NUM> and a circuit that is formed by the sensor board 86d and the control board <NUM> via the power supply terminal <NUM> is formed as a closed circuit by the ground terminal 86f, and a reference electric potential is set therefor.

In order to facilitate understanding, <FIG> illustrates the example in which the four terminals 86e, 86f, <NUM>, <NUM> are aligned in a right-left direction. However, the number and the arrangement of the terminals provided to the hydraulic pressure sensor <NUM> are not limited to those in the example illustrated in <FIG>. For example, the four terminals 86e, 86f, <NUM>, <NUM> may be aligned in a circumferential direction of the hydraulic pressure sensor <NUM>. For example, in addition to the four terminals 86e, 86f, <NUM>, <NUM>, a terminal for another application may be added to the hydraulic pressure sensor <NUM>.

The connection member <NUM> electrically connects the control board <NUM> and the terminals 86e, 86f, <NUM>, <NUM> of the hydraulic pressure sensor <NUM>. As illustrated in <FIG>, the connection member <NUM> includes a base section 89a and an abutment section 89b. The base section 89a is attached to the lower surface of the control board <NUM> by soldering or the like, and has a substantially flat plate shape, for example. The base section 89a is provided with four abutment sections 89b. Each of the abutment sections 89b can move relative to the base section 89a in the up-down direction. Each of the abutment sections 89b is urged by and abuts each terminal of the hydraulic pressure sensor <NUM>. More specifically, each of the abutment sections 89b is a pin that extends in the up-down direction and has the conductivity. Each of the abutment sections 89b is urged downward by an urging member (not illustrated) such as a spring. In this way, a lower end of each of the abutment sections 89b abuts an upper end of each terminal of the hydraulic pressure sensor <NUM>. The abutment sections 89b are insulated from each other. Each of the terminals of the hydraulic pressure sensor <NUM> is electrically connected to one of the mutually different conductive sections (that is, the mutually different wires) of the control board <NUM> via each abutment section 89b.

Here, in the hydraulic pressure sensor <NUM> of the hydraulic pressure control unit <NUM>, the casing 86a and the sensor board 86d are electrically connected via the conductive member 86i. The conductive member 86i is formed of the metal material and has the conductivity. More specifically, the conductive member 86i is electrically connected to the conductive section, which is electrically connected to the terminal 86e as the measure against the electrostatic discharge, of the conductive sections of the sensor board 86d. Accordingly, the terminal 86e as the measure against the electrostatic discharge is electrically connected to the casing 86a via the sensor board 86d and the conductive member 86i. Meanwhile, the terminals 86f, <NUM>, <NUM> other than the terminal 86e as the measure against the electrostatic discharge are not electrically connected to the casing 86a.

As described above, in the hydraulic pressure sensor <NUM> of the hydraulic pressure control unit <NUM>, the terminal 86e as the measure against the electrostatic discharge is electrically connected to the casing 86a. Then, since the lower portion of the casing 86a is press-inserted in the base body <NUM>, the casing 86a is electrically connected to the base body <NUM>. Accordingly, the control board <NUM> (more specifically, the conductive section of the control board <NUM>) is electrically connected to the base body <NUM> via the terminal 86e that is provided to the hydraulic pressure sensor <NUM>. More specifically, the control board <NUM> is electrically connected to the base body <NUM> via the terminal 86e of the hydraulic pressure sensor <NUM>, the sensor board 86d, and the casing 86a. In this way, an energization path <NUM> is formed from the control board <NUM> to the base body <NUM>.

The energization path <NUM> is a path through which the electricity flows from the control board <NUM> toward the base body <NUM>. By forming such an energization path <NUM>, when the control board <NUM> is charged with static electricity, the static electricity in the control board <NUM> is released to the base body <NUM> through the energization path <NUM>. In this way, it is possible to suppress the electrostatic discharge by effectively using the hydraulic pressure sensor <NUM> without newly adding a dedicated component as the measure against the electrostatic discharge. Therefore, it is possible to suppress enlargement of the hydraulic pressure control unit <NUM>. Furthermore, since an increase in the number of components can also be suppressed, it is also possible to suppress a cost increase of the hydraulic pressure control unit <NUM>.

Here, from a perspective of further effectively suppressing the electrostatic discharge, the energization path <NUM> is preferably provided with a static electricity passing circuit <NUM> (see <FIG>) for causing the static electricity to effectively pass therethrough. <FIG> is a schematic view illustrating an example of the static electricity passing circuit <NUM>. In <FIG>, a flow direction of the static electricity is indicated by broken arrows. In the example illustrated in <FIG>, the static electricity passing circuit <NUM> includes: a contact point <NUM> on an upstream side in the flow direction of the static electricity; and a contact point <NUM> on a downstream side in the flow direction. As illustrated in <FIG>, for example, a capacitor <NUM> and a Zener diode <NUM> are connected in parallel between the contact point <NUM> and the contact point <NUM>. In such a static electricity passing circuit <NUM>, electrical resistance is reduced as an applied voltage is increased. In particular, when the applied voltage exceeds a reference voltage that is defined according to a specification of the circuit, the electrical resistance is rapidly reduced. Accordingly, in the case where the higher voltage than the reference voltage is applied in the static electricity passing circuit <NUM>, a flow of a current is promoted in comparison with a case where a voltage lower than the reference voltage is applied therein.

For example, the static electricity passing circuit <NUM> is provided to the control board <NUM>. In this case, more specifically, the static electricity passing circuit <NUM> is provided to the conductive section, which is electrically connected to the terminal 86e as the measure against the electrostatic discharge of the conductive sections of the sensor board 86d. However, the static electricity passing circuit <NUM> may be provided to the sensor board 86d of the hydraulic pressure sensor <NUM>. In this case, more specifically, the static electricity passing circuit <NUM> is provided to the conductive section, which is electrically connected to the terminal 86e as the measure against the electrostatic discharge, of the conductive sections of the sensor board 86d.

The above description has been made on the example in which the hydraulic pressure control unit <NUM> is provided with the inlet valve <NUM>, the outlet valve <NUM>, and the accumulator <NUM> as the hydraulic pressure control mechanisms. However, the hydraulic pressure control mechanisms provided to the hydraulic pressure control unit <NUM> are not limited to the above examples. <FIG> is a schematic view illustrating an outline configuration of a hydraulic pressure control unit 80A according to a modified embodiment. The hydraulic pressure control unit 80A mainly differs from the above-described hydraulic pressure control unit <NUM> in a point that a pump <NUM> and a motor <NUM> are added as the hydraulic pressure control mechanisms.

Compared to the above-described hydraulic pressure control unit <NUM>, a fifth channel 82e is added to the internal channel <NUM> of the hydraulic pressure control unit 80A. The fifth channel 82e communicates between the fourth channel 82d and the first channel 82a. Such a fifth channel 82e is provided with the pump <NUM> for controlling the hydraulic pressure of the brake fluid. The motor <NUM> is provided as a drive source of the pump <NUM> and drives the pump <NUM>. The pump <NUM> discharges the brake fluid from the fourth channel 82d side toward the first channel 82a side. In the hydraulic pressure control unit 80A, during the anti-lock brake control, the motor <NUM> drives the pump <NUM> to reduce the hydraulic pressure of the brake fluid. In this way, the brake fluid that has flowed into the accumulator <NUM> returns to the first channel 82a via the fifth channel 82e. As described above, the present invention may be applied to the hydraulic pressure control unit 80A that includes the pump <NUM> and the motor <NUM> as the hydraulic pressure control mechanisms.

The above description has been made on the example in which the control board <NUM> is electrically connected to the base body <NUM> via the terminal 86e of the hydraulic pressure sensor <NUM>, the sensor board 86d, and the casing 86a. However, the control board <NUM> only needs to be electrically connected to the base body <NUM> via the terminal 86e, which is provided to the hydraulic pressure sensor <NUM>. Thus, the energization path <NUM> is not limited to the above example. For example, the terminal 86e of the hydraulic pressure sensor <NUM> may directly and electrically be connected to the casing 86a without the sensor board 86d being interposed therebetween.

A description will be made on effects of the hydraulic pressure control unit <NUM> according to the embodiment of the present invention.

The hydraulic pressure control unit <NUM> includes: the hydraulic pressure sensor <NUM> that detects the hydraulic pressure of the brake fluid; the hydraulic pressure control mechanisms (the inlet valve <NUM> and the outlet valve <NUM> in the above example) for controlling the hydraulic pressure; the control board <NUM> that controls the operation of the hydraulic pressure control mechanisms; and the base body <NUM> to which the hydraulic pressure sensor <NUM> and the hydraulic pressure control mechanisms are attached. In the hydraulic pressure control unit <NUM>, the control board <NUM> is electrically connected to the base body <NUM> via the terminal 86e that is provided to the hydraulic pressure sensor <NUM>. In this way, it is possible to release the static electricity, which is charged to the control board <NUM>, to the base body <NUM> via the energization path <NUM>, which is formed from the control board <NUM> to the base body <NUM> by using the hydraulic pressure sensor <NUM>. Accordingly, the necessity to newly add the dedicated component as the measure against the electrostatic discharge is reduced. Therefore, it is possible to suppress the enlargement of the hydraulic pressure control unit <NUM>. Furthermore, since the increase in the number of the components can be suppressed, it is also possible to suppress the cost increase of the hydraulic pressure control unit <NUM>.

Preferably, in the hydraulic pressure control unit <NUM>, the connection member <NUM>, which electrically connects the control board <NUM> and the terminal 86e of the hydraulic pressure sensor <NUM>, is attached to the control board <NUM>, and the connection member <NUM> includes the abutment section 89b, which is urged by and abuts the terminal 86e of the hydraulic pressure sensor <NUM>. In this way, the control board <NUM> can be easily assembled to the base body <NUM>, to which the hydraulic pressure sensor <NUM> is assembled. Therefore, assemblability of the hydraulic pressure control unit <NUM> is improved. Meanwhile, in the case where the control board <NUM> and the hydraulic pressure sensor <NUM> are fixed to each other, a connected portion between the control board <NUM> and the hydraulic pressure sensor <NUM> is possibly fractured due to vibration generated to the hydraulic pressure control unit <NUM>, or the like. However, such a fracture can be suppressed by electrically connecting the control board <NUM> and the hydraulic pressure sensor <NUM> via the connection member <NUM> described above.

Preferably, in the hydraulic pressure control unit <NUM>, the hydraulic pressure sensor <NUM> includes: the sensor board 86d that executes the signal processing in the hydraulic pressure sensor <NUM>; and the casing 86a that accommodates the sensor board 86d and is electrically connected to the sensor board 86d, and the control board <NUM> is electrically connected to the base body <NUM> via the terminal 86e of the hydraulic pressure sensor <NUM>, the sensor board 86d, and the casing 86a. In this way, the energization path <NUM> is appropriately formed from the control board <NUM> to the base body <NUM>. In addition, even when the sensor board 86d is charged with the static electricity, the static electricity, which is charged to the sensor board 86d, can be released to the base body <NUM> via the energization path <NUM>.

Preferably, in the hydraulic pressure control unit <NUM>, the energization path <NUM>, which is formed from the control board <NUM> to the base body <NUM>, is provided with the static electricity passing circuit <NUM>. In the case where the higher voltage than the reference voltage is applied in the static electricity passing circuit <NUM>, the flow of the current is promoted in comparison with the case where the voltage lower than the reference voltage is applied therein. In this way, it is possible to further effectively release the static electricity, which is charged to the control board <NUM>, to the base body <NUM> via the energization path <NUM>, which is formed from the control board <NUM> to the base body <NUM>. Therefore, it is possible to further effectively suppress the electrostatic discharge.

Preferably, in the hydraulic pressure control unit <NUM>, the static electricity passing circuit <NUM> is provided to the control board <NUM>. Here, the static electricity passing circuit <NUM> may be provided to the sensor board 86d. However, since the sensor board 86d is smaller than the control board <NUM>, a degree of freedom in layout of the circuit is low. Therefore, by providing the static electricity passing circuit <NUM> to the control board <NUM>, it is possible to further effectively suppress the electrostatic discharge while the degree of freedom in the layout of the circuit is secured for each of the circuits.

Preferably, in the hydraulic pressure control unit <NUM>, the hydraulic pressure sensor <NUM> includes, in addition to the terminal 86e, the ground terminal 86f that is electrically connected to the control board <NUM>. In this way, the static electricity is suppressed from flowing into the circuit that is formed by the sensor board 86d and the control board <NUM> via the sensor signal input/output terminal <NUM> and the circuit that is formed by the sensor board 86d and the control board <NUM> via the power supply terminal <NUM>. Therefore, it is possible to suppress damage to the electronic components of these circuits.

Preferably, in the hydraulic pressure control unit <NUM>, the hydraulic pressure control mechanisms include the valves (in the above example, the inlet valve <NUM> and the outlet the case where the hydraulic pressure control unit <NUM> is mounted to the bicycle, it is possible to suppress the enlargement and the cost increase of the hydraulic pressure control unit <NUM>.

Preferably, in the hydraulic pressure control unit <NUM>, the straddle-type vehicle <NUM> is the motorcycle. In this way, in the case where the hydraulic pressure control unit <NUM> is mounted to the motorcycle, it is possible to suppress the enlargement and the cost increase of the hydraulic pressure control unit <NUM>.

mounted to the motorcycle, it is possible to suppress the enlargement and the cost increase of the hydraulic pressure control unit <NUM>.

Claim 1:
A hydraulic pressure control unit (<NUM>) for a straddle-type vehicle (<NUM>), the hydraulic pressure control unit (<NUM>) comprising:
a hydraulic pressure sensor (<NUM>) for detecting a hydraulic pressure of a brake fluid;
a hydraulic pressure control mechanism (<NUM>, <NUM>, <NUM>, <NUM>) for controlling the hydraulic pressure;
a control board (<NUM>) that controls operation of the hydraulic pressure control mechanism (<NUM>, <NUM>, <NUM>, <NUM>); and
a base body (<NUM>) to which the hydraulic pressure sensor (<NUM>) and the hydraulic pressure control mechanism (<NUM>, <NUM>, <NUM>, <NUM>) are attached,
characterized in that:
the control board (<NUM>) is electrically connected to the base body (<NUM>) via a terminal (86e) that is provided to the hydraulic pressure sensor (<NUM>), and
the hydraulic pressure sensor (<NUM>) includes:
a sensor board (86d) that executes signal processing in the hydraulic pressure sensor (<NUM>);
a casing (86a) that accommodates the sensor board (86d) and is electrically connected to the sensor board (86d), and
the control board (<NUM>) is electrically connected to the base body (<NUM>) via the terminal (86e) of the hydraulic pressure sensor (<NUM>), the sensor board (86d), and the casing (86a).