JP2000177564A - Vehicular brake fluid pressure controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set the capacity of dampers large while avoiding an enlargement of a housing in a vehicular brake fluid pressure controller for connecting the dampers for absorbing delivery pulsation of a pump to the delivery side of the pump for returning a brake fluid to the master cylinder side by pumping up the brake fluid stored in a reservoir by being released from a wheel brake. SOLUTION: In dampers 141, 142, an opening end part of a bottomed damper hole 33 arranged in a housing 20 by opening in one surface 20a of the housing 20 is formed by being liquidtightly closed by a plug 35, and an annular seal member 38 elastically repulsively contacting with an inside surface of the damper hole 33 is installed in an annular seal groove 37 arranged on an outside surface of the plug 35. A taper surface 37a for forming an annular deformation allowing chamber 39 for allowing a part of a seal member 38 to be elastically deformed according to fluid pressure acting from the damper chamber 34 side between the taper surface and the inside surface of the damper hole 33 is formed on an outside surface running in the axial direction of the damper hole 33 among both side surfaces of the seal groove 37.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake fluid pressure control system for a vehicle such as a passenger vehicle or a motorcycle. The present invention relates to an improvement in which a damper for absorbing the discharge pulsation of the pump is connected to the discharge side of the return pump.

[0002]

2. Description of the Related Art Conventionally, such a brake fluid pressure control device has
For example, it is already known in JP-A-8-261201.

[0003]

The damper of the above-mentioned conventional brake fluid pressure control device has a damper hole with a bottom provided in a housing, the opening end of which is liquid-tightly closed with a plug. The capacity of the damper chamber formed between the closed end and the plug is fixed. For this reason, in order to increase the damper capacity in order to effectively absorb the discharge pulsation of the pump, the volume of the damper chamber must be set large, resulting in an increase in the size of the damper, that is, the housing.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle brake fluid pressure control device capable of setting a large damper capacity while avoiding an increase in the size of a housing. I do.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a state in which communication is established between an output hydraulic pressure path connected to a master cylinder and a wheel brake, and between a wheel brake and a reservoir. Control valve means for switching between a state in which the pressure path and the wheel brake are cut off and a state in which the wheel brake and the reservoir are communicated, and a state in which the wheel brake is cut off from the output hydraulic path and the reservoir are provided in the housing; A pump having a damper hole which is opened on one surface and has a bottomed damper hole provided in the housing and which is closed in a liquid-tight manner with a plug, for pumping brake fluid from the reservoir and returning the brake fluid to the output hydraulic pressure path. And a ring that elastically contacts the inner surface of the damper hole in an annular seal groove provided on the outer surface of the plug. In the vehicle brake control device in which the seal member is mounted, the seal is formed on the outer side surface along the axial direction of the damper hole on both side surfaces of the seal groove in accordance with a hydraulic pressure acting from the damper chamber side. It is characterized in that a tapered surface is formed between the inner surface of the damper hole and an annular deformable chamber that allows a part of the member to elastically deform.

According to such a configuration, a part of the seal member is elastically deformed toward the deformation allowable chamber in accordance with an increase in the hydraulic pressure acting on the damper chamber, and is reduced in response to a decrease in the hydraulic pressure acting on the damper chamber. Since the seal member tries to return to the original shape, the seal member plays a role of suppressing the fluctuation of the hydraulic pressure in the damper chamber, and the capacity of the damper can be relatively reduced without setting the volume of the damper chamber large. The damper capacity can be relatively increased without increasing the size of the housing.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

1 to 9 show one embodiment of the present invention. FIG. 1 is a brake hydraulic circuit diagram of a brake device for a passenger vehicle, FIG. 2 is a side view of a brake hydraulic pressure control device, and FIG. 4 is a view taken in the direction of the arrow 3 in FIG. 2, FIG. 4 is a view taken in the direction of the arrow 4 in FIG. 2, FIG. 5 is a sectional view taken along the line 5-5 in FIG. 4, FIG. 6 is a sectional view taken along the line 7-7, FIG. 8 is an enlarged sectional view of the damper when the seal member is in a natural state, and FIG. 9 is an enlarged view of a main part of FIG. 8 with a part of the seal member elastically deformed. It is.

[0009] First, in FIG. 1, a master cylinder M of a tandem type, equipped with a vehicle operator first and second output ports 1 ₁ generates a brake fluid pressure corresponding to the depression force applied to the brake pedal P is 1 ₂ And a left front wheel brake B ₁ , a right rear wheel brake B ₂ , a right front wheel brake B _{3, a} left rear wheel brake B _4, and the first and second output ports 11 ₁ and _12. First individually connected to
And brake fluid pressure control device 3 is provided between the second output hydraulic pressure line 2 _1, 2 _2, the brake fluid pressure control device 3 and the right, between the wheels for the left rear wheel brake B _2, B _4, First and second proportional pressure reducing valves 4 ₁ and 4 ₂ are provided respectively.

[0010] Brake fluid pressure control device 3, the individually corresponding to the left front wheel brake B _1, a right rear wheel brake B _2, the right front wheel brake B ₃ and the left rear wheel brake B ₄ First, second, third and fourth normally open solenoid valves 5
₁ and 5 _4, first to be connected in parallel to the normally open electromagnetic valves 5 ₁ to 5 _4, second, third and fourth check valves 7
And _{1-7 4,} wherein the first individually corresponding to each wheel brake B ₁ .about.B _4, second, third and fourth normally closed electromagnetic valves 6 ₁ -
6 _4, first and second reservoirs _81, 82 which first and second output fluid pressure line 2 _1, 2 ₂ respectively correspond individually
₂ and the first and second reservoirs 8 ₁ and 8 ₂
Plunger-type first and second pumps 11 ₁ and 11 ₂ connected via respective ₁ and 10 ₂ , and both pumps 11
_1, 11 ₂ and the common one electric motor 12 for driving the discharge valve 13 _1, 1 to ₂ first and second pumps 11 _1, 11
3 ₂ and the first and second dampers 14 _1, 14 ₂ are connected via respective first and second output fluid pressure line 2 _1, 2 ₂ and the first and second dampers 14 _1, 14 ₂ and First and second orifices 15 respectively interposed between
_1, comprising 15 and _2, the normally open electromagnetic valve 5 ₁ to 5 _4, and an electronic control unit 16 for controlling the operation of the normally closed solenoid valve ₆₁ through ₄ and the electric motor 12.

First normally open solenoid valve 5₁Is the first output hydraulic path
2₁And left front wheel brake B ₁Provided between the
2 normally open solenoid valve 5_TwoIs the first output hydraulic pressure path 2₁And the first
Proportional pressure reducing valve 4₁A third normally-open solenoid valve 5
_ThreeIs the second output hydraulic path 2_TwoAnd right front wheel brake
B_ThreeA fourth normally-open solenoid valve 5_FourIs the second output
Hydraulic passage 2_TwoAnd the second proportional pressure reducing valve 4_TwoIt is provided between them.

[0012] The first to fourth check valve 7 _{1-7 4,}
From the corresponding wheel brakes B _{1 to} B ₄ to master cylinder M
So as to permit a flow of brake fluid to be connected in parallel to the normally open electromagnetic valves 5 ₁ to 5 _4.

First normally closed solenoid valve 6₁Is the left front wheel
Rake B₁And the first reservoir 8₁Between the second
Normally closed solenoid valve 6_TwoIs the first proportional pressure reducing valve 4₁And the first
Observer 8₁A third normally closed solenoid valve 6_ThreeIs right
Front wheel brake B_ThreeAnd the second reservoir 8_TwoSet between
The fourth normally closed solenoid valve 6_FourIs the second proportional pressure reducing valve 4 _Two
And the second reservoir 8_TwoIt is provided between them.

By the way, the first normally open electromagnetic valve 5 ₁ and the first normally closed solenoid valve ₆₁ constitute a first control valve means V ₁ in cooperation, the second normally open electromagnetic valve 5 ₂ and Second normally closed solenoid valve 6
₂ constitutes a second control valve means V ₂ in cooperation, the third normally open electromagnetic valve 5 ₃ and a third normally closed electromagnetic valve 6 ₃ 3 cooperates
Constitute a control valve unit V _3, a fourth normally open electromagnetic valve 5 ₄ and the fourth normally closed electromagnetic valve 6 ₄ constitutes the fourth control valve unit V ₄ in cooperation.

Such control valve means V₁~ V_FourIs each car
At the time of normal braking where the wheel may not lock,
The electronic control unit 16 allows the master cylinder M and
Wheel brake B₁~ B_FourBetween the wheels
B₁~ B_FourAnd reservoir 8₁, 8_TwoShut off
State controlled. That is, each normally open solenoid valve 5₁~ 5 _Four
Is demagnetized and opened, and each normally closed solenoid valve 6₁
~ 6_FourIs demagnetized and the valve is closed, and the master cylinder M
1 output port 1₁The brake fluid pressure output from the
Normally open solenoid valve 5₁Through the front left wheel brake B₁To
And the second normally-open solenoid valve 5_TwoAnd first ratio
Example pressure reducing valve 4₁Via the rear right wheel brake B_TwoActs on
I do. Also, the second output port 1 of the master cylinder M_TwoFrom
The output brake fluid pressure is the third normally open solenoid valve 5_ThreeThrough
And right front wheel brake B_ThreeActs on the
4 normally open solenoid valve 5_FourAnd the second proportional pressure reducing valve 4_TwoThrough
Wheel brake B for left rear wheel_FourAct on.

When the wheel is about to enter the locked state during the braking, the control valve means corresponding to the wheel about to enter the locked state among the control valve means V _{1 to} V ₄ is controlled by the electronic control. the unit 16 is controlled to a state of communication between the wheel brake B ₁ .about.B ₄ and the reservoir 8 _1, 8 ₂ with interrupting the connection between the master cylinder M and the wheel brakes B ₁ .about.B _4. That normally open electromagnetic valve corresponding to the first to fourth wheel is likely to become locked out of the normally open electromagnetic valve 5 ₁ to 5 ₄ are energized, while being closed,
Normally closed solenoid valve corresponding to the first to fourth the wheel of the normally closed solenoid valve ₆₁ through ₄ are energized, is opened. This allows
Some of the brake fluid pressure of the wheel which is likely to become locked is absorbed in the ₂ first reservoir 8 ₁ or the second reservoir 8, the brake fluid pressure of the wheel which is likely to become locked is reduced become.

When the brake fluid pressure is kept constant, each of the control valve means V _{1 to} V ₄ is controlled by the electronic control unit 16.
By, it is controlled to a state of blocking the wheel brake B ₁ .about.B ₄ from the master cylinder M and the reservoir 8 _1, 8 _2. That normally open electromagnetic valve 5 ₁ to 5 ₄ are energized, while being closed, the normally closed solenoid valve ₆₁ through ₄ are demagnetized, will be closed. When further increasing the brake fluid pressure,
The normally open electromagnetic valve 5 ₁ to 5 ₄ are demagnetized, an open state, the normally closed solenoid valve ₆₁ through ₄ need be demagnetized, a closed state.

By controlling the control valve means V _{1 to} V ₄ by the electronic control unit 16 in this manner, braking can be efficiently performed without locking the wheels.

By the way, the anti-lock blur described above
During the brake control, the electric motor 12 is controlled by the electronic control unit 16.
Activated by For the operation of the electric motor 12,
Accordingly, the first and second pumps 11₁, 11_TwoIs driven
Therefore, the first and second reservoirs 8₁, 8_TwoAbsorbed into
The brake fluid is supplied to the first and second pumps 11.₁, 11 _Two
And then the first and second dampers 14₁, 14
_TwoAnd the first and second orifices 15₁, 1
5_TwoThrough the first and second output hydraulic lines 2₁, 2 _TwoReflux
Is done. Due to such a reflux of the brake fluid, the first and second brake fluids are generated.
And second reservoir 8₁, 8_TwoDue to the absorption of brake fluid
It is possible to prevent an increase in the amount of depression of the brake pedal P.
You. Moreover, the first and second pumps 11₁, 11_TwoDischarge
The pressure pulsation is caused by the first and second dampers 14.₁, 14_Two,
And first and second orifices 15₁, 15_TwoCollaboration
Is absorbed by the
The operation feeling of the dull P is not hindered.

2 to 4, the brake fluid pressure control device 3 includes a housing 20 formed in a block shape from, for example, an aluminum alloy or the like. electromagnetic valve 5 ₁ -
5 _4, their normally open electromagnetic valve 5 ₁ to 5 ₄ and the control valve unit V
First to constitute a ₁ ~V ₄ 4 normally closed electromagnetic valves 6 ₁ -
6 ₄ ,, first to fourth check valves 7 ₁ to 7 _4, first and second reservoirs _81, 82, first and second dampers 1
4 _1, 14 _2, first and second orifices 15 _1, 15
₂ and first and second pumps 11 ₁ and 11 ₂ are provided. A cover 21 made of a synthetic resin is attached to one surface 20 a of the housing 20, and a motor case 22 of the electric motor 12 is attached to the other surface 20 b of the housing 20 on the side opposite to the cover 21.

Referring to FIG. 5 to FIG.
Normally open solenoid valve 5₁~ 5_FourIs connected to the solenoid 5 by the valve 5a.
b are connected to each other.
0 so that the housing 20
The four mounting holes 23 provided in the upper part of the
Are accommodated, and each solenoid portion 5b.
It protrudes from one surface 20a. Also, first to fourth normally closed solenoid valves
6₁~ 6_FourHas a solenoid 6b on the valve 6a
The one surface 20 of the housing 20
a on the upper part of the housing 20 so as to open to
Each of the valve portions 6a is accommodated in four mounting holes 24,
Each solenoid part 6b ... is one surface 20a of the housing 20?
Protrude. Moreover, the mounting holes 23 are arranged side by side in a horizontal direction.
Mounting holes 24...
The housings are arranged side by side below these mounting holes 23.
20, the first to fourth normally-open solenoid valves 5₁~
5 _FourAnd first to fourth normally closed solenoid valves 6₁~ 6_FourIs up and down
They will be mounted on the housing 20 in parallel.

The first reservoir 8 _1, the control valve means V _1, V
₂ is provided at the lower part of the housing 20 at a position corresponding to ₂ ,
₂ second reservoir 8 is disposed in the lower portion of the housing 20 at a position corresponding to the control valve unit V _3, V _4. As shown in FIG. 5, the _two reservoirs 8 ₁ and 8 ₂ are connected to the housing 2.
0 so that the housing 20
Bottomed reservoir hole 26 provided in
6, a closed-end cylindrical piston 2 which is slidably fitted in a reservoir hole 26 by forming a reservoir chamber 27 with the closed end of the piston 2.
8, a receiving member 29 fitted to the opening end of the reservoir hole 26, and a retaining ring mounted on the opening edge of the reservoir hole 26 so as to prevent the receiving member 29 from coming out of the reservoir hole 26. 30, receiving member 29 and piston 2
In reservoir spring 31 and which is under compression between 8 and those composed each of two reservoirs 8 _1, 8 ₂ reservoir chamber 2
Are connected to the first and second pumps 11 ₁ and 11 ₂ .

The first damper 14 ₁ is provided with control valve means V ₁ , V
Disposed in the housing 20 at a position corresponding to between the _second and first reservoir 8 _1, the second damper 14 ₂ is the control valve unit V
_3, in V ₄ and a position corresponding to the second reservoir 8 between ₂ are disposed in the housing 20.

In FIG. 8, both dampers 14 ₁ , 14
Reference numeral ₂ denotes a structure in which an opening end of a bottomed damper hole 33 provided in the housing 20 so as to open on one surface 20a of the housing 20 is closed by a plug 35 in a liquid-tight manner.

The plug 35 has a cylindrical shape with a closed outer end.
And between the closed end of the damper hole 33
Form a damper chamber 34 and fit into the open end of the damper hole 33
To prevent the plug 35 from coming out of the damper hole 33.
It is attached to the opening edge of the damper hole 33 so as to stop
The retaining ring 36 is engaged with the outer surface on the outer end side of the plug 35.
Thus, both dampers 14₁, 14_TwoIs the first damper room 34 ...
And the second pump 11 ₁, 11_TwoConnected to.

An annular seal groove 37 is formed on the outer surface of the plug 35.
Is provided, and an annular seal member 38 that resiliently contacts the inner surface of the damper hole 33 is mounted in the seal groove 37. In addition, a tapered surface 37a having a larger diameter toward the outside along the axial direction of the damper hole 33 is formed on the outer side surface along the axial direction of the damper hole 33 among the both side surfaces of the seal groove 37. Between the tapered surface 37a and the inner surface of the damper hole 33, there is provided an annular deformation allowance chamber 39 for allowing a part of the seal member 38 to be elastically deformed in accordance with the hydraulic pressure acting from the damper chamber 34 side. It is formed.

The first and second pumps 11 ₁ and 11 ₂ are
First to fourth normally closed electromagnetic valve ₆₁ through _4, first and second
Between the reservoir 8 _1, 8 _2, which is disposed in the housing 20 has a coaxial actuating axes along the first to fourth arrangement direction of the normally closed solenoid valve ₆₁ through _4, Both pumps 1
1 _1, 11 ₂ plunger 40 ... are provided respectively, is arranged at a position spaced between each other. Also both pumps 1
1 _1, 11 _2, intake valve 10 _1, 10 ₂ and the discharge valve 13 _1, 13 ₂ are built respectively.

On the other hand, the motor case 22 of the electric motor 12
Is a cylindrical case body 22a having a bottom and the case body 2
And a lid 22b disposed so as to close the open end of the case 2a.
Are fastened to the other surface 20b of the housing 20 by a plurality of screw members 41. Output shaft 4 of the electric motor 12
2 penetrates the lid 22b rotatably, and the housing 20
Is extended to the inside of the concave portion 43 provided in the
b and a ball bearing 45 held at the inner end of the recess 43. In addition, an eccentric shaft portion 42a is provided on the output shaft 42 at an intermediate portion located between the bearings 44 and 45, and the first and second ball bearings 46 mounted on the outer periphery of the eccentric shaft portion 42a are provided. The pumps 11 ₁ , 11 ₂ are in contact with the tips of the plungers 40. Therefore, when the output shaft 42 is rotated by the operation of the electric motor 12, the ball bearing 46 is rotated via the eccentric shaft 42a.
The eccentric movement is given to each plunger 40.
Will be given a pump operation.

The cover 21, the first to fourth solenoid portion 5a of the normally open solenoid valves 5 ₁ to 5 ₄ ..., the first to
Fourth solenoid portion 6b in the normally closed solenoid valve ₆₁ through ₄
, And the first and second reservoirs 8 ₁ , 8 ₁ ,
The receiving member 29 ... and the first and second dampers 14 _1, 14 receiving member 36 ... accommodating chamber 48 for exposing the at ₂ in 8 ₂ so as to form between the housing 20 by a plurality of screw members 49 ... It is fastened to one surface 20a of the housing 20. Thus, the housing 2 of the cover 21
An endless seal member 71 that resiliently contacts the one surface 20a of the housing 20 is attached to the 0-side edge.

[0030] the cover 21 of the intermediate portion, of the first through fourth normally open electromagnetic valve 5 ₁ to 5 each solenoid of ₄ 5b ... and the first through fourth normally closed electromagnetic valve ₆₁ through ₄ Each solenoid 6b
Are provided, and a support portion 50 is provided for fitting and supporting the support portion 5.
A plurality of openings 52 are formed in the housing 0 so that the storage section 48 is not partitioned by the support section 50.

The electronic control unit 16 is configured by mounting a semiconductor chip 54 and the like on a substrate 53 on which an electric circuit is printed, and the substrate 53 is mounted on the supporting portion 50 on the opposite side of the housing 20 in the cover 21. Will be concluded. Moreover, a plurality of bus bars 51 made of conductive metal are provided on the support portion 50.
… Are buried, and these busbars 51…
Each solenoid unit of the first to fourth normally open electromagnetic valve 5 ₁ to 5 ₄ 5
b ... and the first to fourth respective solenoid portions 6b of the normally closed solenoid valve ₆₁ through ₄ ... is connected to the electronic control unit 16.

The cover 21 is integrally formed with a protrusion 21a protruding laterally from the housing 20, and the cover 21 is provided with a male connector 55 on the cover side.

The cover-side connector 55 is
And a plurality of connector terminals 57 which are housed and supported in the connector housing 56 and are formed integrally with the projecting portion 21a. Are connected to the solenoid units 5b, 6b via the electronic control unit 16 and the bus bars 51, respectively.
6 and an electric motor 12 via a conductor (not shown).

A connector housing 77 of an external conductor connector 76 provided commonly at the ends of the external conductors 75 is detachably connected to the cover connector 55 connected to the cover 21. The connector terminals (not shown) provided in the connector housing 77 so as to be individually connected to the conductors 75, 75.
Are fitted and connected to the connector terminals 57.

Referring to FIGS. 2 and 3, the vehicle body frame 88 includes a support plate 8 facing the lower surface of the housing 20.
9a and a pair of support plate portions 89 which are provided at right angles to both ends of the support plate portion 89a and face both side surfaces of the housing 20.
b, 89b are fixed.

On the other hand, mounting projections 102, 102 are integrally provided on both sides of the upper portion of the housing 20, and the mounting projections 102, 102 are mounted on the upper portions of the support plates 89b, 89b of the bracket 89 by mounting means. It is attached via 91,91.

The mounting means 91 has a mounting bolt 103 having an axis extending substantially horizontally and supported on the supporting plate 89b, and a cylindrical mounting rubber 104 into which a part of the mounting bolt 103 is fitted. The mounting protrusion 102 has the mount rubber 104
Is provided with a mounting hole 105 having a bottom.

The mounting bolt 103 has a screw shaft 103
a, a fitting shaft portion 103b coaxially and integrally connected to the screw shaft portion 103a, and a flange portion 10 extending radially outward from a continuous portion of the screw shaft portion 103a and the fitting shaft portion 103b.
3c. On the other hand, the support plate 89
A slit 106 opening upward is provided at the upper part of b, and a portion of the screw shaft portion 103a near the flange portion 103c is inserted into the slit 106 from above. A nut 107 is screwed into the screw shaft portion 103a, and the support plate portion 89b is sandwiched between the nut 107 and the flange portion 103c, so that the mount bolt 103 is fixed to the support plate portion 89b. Will be supported.

The lower portion of the housing 20 is mounted on a support plate 89a of a bracket 89 via mounting means 90.
A mount rubber (not shown) fitted to a lower part of the housing 20 is fixed to the support plate 89a.

Next, the operation of this embodiment will be described. The pulsation of the discharge pressure of the first and second pumps 11 ₁ and 11 ₂ is absorbed by the cooperative action with the first and second orifices 15 ₁ and 15 _2. The first and second dampers 14 ₁ , which function to improve the operation feeling of the brake pedal P,
14 _2, bottomed damper holes 3 provided in the housing 20 so as to be opened to the one surface 20a of the housing 20
3 has an open end liquid-tightly closed by a plug 35, and has an annular seal groove 37 provided on the outer surface of the plug 35 and an annular seal resiliently contacting the inner surface of the damper hole 33. The member 38 is mounted in the seal groove 37. Moreover, a tapered surface 37a is formed on the outer side surface along the axial direction of the damper hole 33 among both side surfaces of the seal groove 37,
Between the tapered surface 37a and the inner surface of the damper hole 33,
The sealing member 3 according to the hydraulic pressure acting from the damper chamber 34 side
An annular deformation allowance chamber 39 is formed to allow a part of 8 to elastically deform.

Therefore, a part of the seal member 38 is elastically deformed toward the deformation allowable chamber 39 as shown in FIG. 9 in accordance with the increase of the hydraulic pressure acting on the damper chamber 34. The sealing member 38 tends to return to its original shape in response to a decrease in the acting hydraulic pressure. As a result, the seal member 38 exhibits elasticity for suppressing fluctuations in the hydraulic pressure of the damper chamber 34, so that the first and second dampers 14 ₁ and 14 ₂ can be used without increasing the volume of the damper chamber 34. Can be made relatively large, and the capacity of the damper can be made relatively large without increasing the size of the housing 20.

In order to make the seal member 38 exhibit the above-mentioned elasticity, it is not necessary to use a special seal member 38, and the shape of the seal groove 37 provided on the outer surface of the plug 35 is only slightly changed. No.

Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the appended claims. It is possible to do.

For example, the present invention can be applied to a brake fluid pressure control device for a motorcycle.

[0045]

As described above, according to the present invention, the seal member exhibits elasticity to suppress the fluctuation of the hydraulic pressure in the damper chamber, so that the capacity of the damper can be compared without setting the volume of the damper chamber large. The damper capacity can be relatively increased without increasing the size of the housing.

[Brief description of the drawings]

FIG. 1 is a brake hydraulic circuit diagram of a brake device for a passenger vehicle.

FIG. 2 is a side view of the brake fluid pressure control device.

FIG. 3 is a view taken in the direction of arrow 3 in FIG. 2;

FIG. 4 is a view taken in the direction of arrow 4 in FIG. 2;

FIG. 5 is a sectional view taken along line 5-5 in FIG. 4;

FIG. 6 is a sectional view taken along line 6-6 of FIG. 4;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 6;

FIG. 8 is an enlarged sectional view of the damper when the seal member is in a natural state.

FIG. 9 shows a state where a part of the seal member is elastically deformed.
FIG.

[Explanation of symbols]

2 ₁ , 2 ₂ ··· Output hydraulic pressure path 8 ₁ · 8 ₂ ··· Reservoir 11 ₁ · 11 ₂ ··· Pump 14 ₁ · 14 ₂ ··· Damper 20 ··· Housing 20a ··· Housing one surface 33 ... damper holes 35 ... plug 37 ... seal groove 37a ... tapered surface 38 ... sealing member 39 ... deformable chamber _{B 1, B 2, B 3} , B 4 ·· · wheel brakes M · · · master cylinder _{V 1, V 2, V 3} , V 4 ··· control valve means

Claims (1)

[Claims] An output hydraulic pressure connected to a master cylinder (M)
Road (2₁, 2_Two) And wheel brakes (B₁, B_Two, B
_Three, B_Four) And the wheel brake (B₁~
B_Four) And reservoir (8₁, 8_Two)
State, the output hydraulic pressure path (2₁, 2_Two) And wheel brake
(B₁~ B_Four) And the wheel brake (B
₁~ B_Four) And reservoir (8₁, 8_Two)
Condition and wheel brake (B₁~ B_Four) The output
Hydraulic path (2₁, 2_Two) And reservoir (8₁, 8_Two) Or
Control valve means (V₁, V_Two,
V _Three, V_Four) Is provided in the housing (20),
The housing is opened on one side (20a) of the housing (20).
Of a damper hole (33) with a bottom provided in the ring (20).
Damper whose mouth end is closed in a liquid-tight manner with a plug (35)
(14₁, 14_Two) Is the reservoir (8)₁, 8_Two) Or
Pump the brake fluid from the output hydraulic pressure path (2 ₁, 2_Two)
Pump (11)₁, 11_Two) Is connected to the discharge side,
An annular sealing groove provided on the outer surface of the plug (35)
(37) Resiliently contacts the inner surface of the damper hole (33)
Vehicle brake equipped with an annular sealing member (38)
In the key control device, both sides of the seal groove (37) are
The outer side along the axial direction of the damper hole (33)
Surface according to the hydraulic pressure acting from the damper chamber (34) side.
Part of the sealing member (38) is allowed to be elastically deformed.
The annular deformable chamber (39) is inserted into the damper hole (33).
And a tapered surface (37a) formed between the inner surface and the inner surface.
A brake fluid pressure control device for a vehicle.