JP2007269171A - Brake hydraulic control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake hydraulic control unit which relaxes a use restriction on a loading space surface of the brake hydraulic control unit without decreasing the function of the brake hydraulic control unit mounted on a vehicle. <P>SOLUTION: The brake hydraulic control unit for the vehicle has: a motor 5; a pump 6 driven by the motor 5; a solenoid valve 12 for pressure intensification to open and close a liquid channel 10 connected to a discharging port 6d of this pump; and a solenoid valve 13 for decompression through a reservoir 4. The pump 6 is provided on one end in the motor axial direction, a plurality of valve units 3 forming the liquid channels 10, 11 are provided on an outer periphery of the motor 5 by extending them in the motor diametrical direction, and two pieces of the solenoid valves 12 for pressure intensification and solenoid valves 13 for decompression are provided in parallel in the motor axial direction, on each of valve units 3. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle brake hydraulic pressure control unit that integrates a motor, a pump driven by the motor, and an electromagnetic valve that opens and closes a fluid passage for increasing and decreasing pressure connected to a discharge port and a suction port of the pump. .

  Examples of the brake fluid pressure control unit described in the head include those disclosed in Patent Documents 1 and 2 below. The brake hydraulic pressure control unit of Patent Document 1 incorporates a motor at the center of a rectangular circuit block, a pump at one end in the axial direction of the motor, and a total of four solenoid valves around the other end in the axial direction of the motor. Each is arranged.

In addition, the hydraulic pressure control unit of Patent Document 2 is provided with a valve housing member having a built-in pump on one end side in the axial direction of the motor, and four solenoid valves arranged in parallel on both sides of the valve housing member sandwiching the pump. In addition, a reservoir and a pump noise buffering room (arrangement hole) are provided outside one of the solenoid valve trains.

  The brake fluid pressure control units disclosed in Patent Documents 1 and 2 are all designed to increase the effect of compacting by putting components such as a motor, a pump, and an electromagnetic valve in a cubic space. The shaped brake fluid pressure control unit requires a cubical mounting space and may be subject to use restrictions for that. The conventional brake fluid pressure control unit is designed on the assumption that a cubical mounting space is secured in the engine room of the vehicle, and cannot be used for vehicles that cannot secure a cubical mounting space. .

As a countermeasure, there can be considered a method of easing the use restriction by disposing electromagnetic valves, reservoirs, or the like at a distance, but this method reduces the function of the brake fluid pressure control unit itself. In addition, pipes that connect distant devices are required, which may lead to complicated piping, increased labor for assembly, and reduced reliability of the brake device.
JP-A-6-122362 JP-T-8-502007 (WO94 / 08830)

  An object of the present invention is to make it possible to relax the use restriction of the brake fluid pressure control unit without reducing the function of the brake fluid pressure control unit.

In order to solve the above problems, in the present invention, a motor, a pump driven by the motor, a pressure increasing solenoid valve for opening and closing a pressure increasing liquid passage connected to a discharge port of the pump, and a suction port of the pump In a brake hydraulic pressure control unit for a vehicle having a pressure reducing solenoid valve that opens and closes a pressure reducing fluid passage connected to a reservoir via a reservoir,
The pump is provided at one end in the axial direction of the motor, and a valve unit provided with the pressure increasing liquid path and the pressure reducing liquid path, an input port connected to the master cylinder, and an output port connected to the wheel cylinder is extended in the motor radial direction. Provided on the outer periphery of the
Each valve unit is provided with two solenoid valves for pressure increase and two for reducing pressure in the motor shaft direction.

  It is preferable that the pressure increasing solenoid valve and the pressure reducing solenoid valve are arranged one by one in the motor axial direction. However, if there is no problem in the processing of the pressure increasing and pressure reducing liquid passages for the valve unit, the pressure increasing solenoid valve Or two pressure-reducing solenoid valves may be arranged in the motor shaft direction.

  In the brake fluid pressure control unit of the present invention, a pump unit including a motor and a pump and a valve unit are configured as independent units, and the pump unit and the valve unit can be connected and combined.

  In a hydraulic brake device for a vehicle, the hydraulic circuit is divided into two systems, the front two wheels or two wheels at diagonal positions (for example, the right front wheel and the left rear wheel) are used as one system, and the other two wheels are used as the other system. A method is adopted in which a minimum required braking force is generated in the other system even if one of the systems belongs to the other system, even if one system fails. Therefore, it is desirable to provide two sets of the valve units corresponding to the two hydraulic circuits. The two sets of valve units may be arranged in a line in the motor radial direction, or may be arranged in an L shape in the end view of the motor.

There are two types of solenoid valves in each valve unit: a case where the axis of each solenoid valve is arranged in a direction perpendicular to the motor axis direction and a case where the solenoid valve is arranged in a direction matching the motor axis direction. Either of them may be adopted.
Each valve unit includes two pressure increasing solenoid valves and two pressure reducing solenoid valves in which a pressure increasing fluid passage and a pressure reducing fluid passage extend outward and inward in the motor radial direction and are arranged in parallel in the motor radial direction. Furthermore, from a part of the pressure increasing liquid path, that is, a liquid path of a part connecting the discharge port of the pump and the input port, or a part of the pressure reducing liquid path, that is, an intersection with the output port. It is preferable that a portion of the liquid path extending in the axial direction of the motor to reach the plurality of pressure reducing solenoid valves is formed side by side in the motor radial direction together with the pressure increasing solenoid valve and the pressure reducing solenoid valve.

  The brake fluid pressure control unit of the present invention includes a reservoir that communicates with the suction port of the pump, and the reservoir is provided at a position overlapping the valve unit when the motor is viewed from the outer periphery of the pump. And preferred. At that time, the pump discharge port is formed at a position facing the two solenoid valves arranged in the motor radial direction, and a pressure increasing liquid passage is formed in the motor axial direction so as to pass between the two solenoid valves. Above preferred.

  The pump may be a rotary pump such as a piston pump or a gear pump, and either of them may be adopted.

The brake hydraulic pressure control unit configured as described above is installed in a space in which a space in which the plan view shape is a horizontally long straight line, a vertically long straight line, or an L shape is provided between the devices arranged in the engine room. . The present invention also provides such a vehicle.

  A valve unit in which two electromagnetic valves are arranged side by side in the motor axial direction can have a thickness smaller than the motor outer diameter. The brake fluid pressure control unit, in which valve units with small thickness are arranged in a row in the motor radial direction, is thinner than conventional products without reducing its function, and can be mounted in a long and narrow space in the engine room. Become.

  The brake fluid pressure control unit with the valve unit arranged in an L-shape is also thin and bent in an L-shape, so it has a narrower L-shape space than required in the past. Can be paid.

  An elongated space and a narrow L-shaped space are easier to secure than a cubic space. In addition, such a space may exist as a surplus space in the engine room, and at that time, the surplus space can be used. For this reason, usage restrictions are relaxed compared to conventional products, and the space in the engine room can be effectively utilized by using the surplus space.

Note that the combination of the pump unit and the valve unit configured as independent units can advantageously cope with a change in the type of the pump and a change in the arrangement of the valve unit. When changing the type of pump and the arrangement of the valve unit, it is necessary to replace the pump unit with one that matches the type of pump and the arrangement of the valve unit. However, the valve unit has one structure that can be connected to each pump unit. It is possible to improve the productivity, cost reduction, and management effort by integrating the valve unit types.

In addition, when the solenoid valves in each valve unit are arranged so that the axis of each solenoid valve is perpendicular to the motor axis direction, the depth dimension of the valve unit (motor axis direction dimension) can be reduced. In addition, the solenoid valve whose axis is arranged in the direction that coincides with the motor axial direction, the liquid passage (10a) that connects the discharge port of the pump and the input port in the pressure increasing fluid passage, or A portion of the liquid passage (11a) extending in the motor axial direction from the intersection with the output port in the pressure reducing fluid passage toward the pressure reducing solenoid valve is formed side by side in the motor radial direction together with the pressure increasing solenoid valve and the pressure reducing solenoid valve. Therefore, the thickness of the valve unit can be reduced. Here, when the liquid path (10a) and the liquid path (11a) are formed side by side in the motor radial direction together with the electromagnetic valve, the position where these liquid paths are formed overlaps the position in the thickness direction of the electromagnetic valve. Say.

  In addition, the piston pump is less expensive than the rotary pump, and the brake fluid pressure control unit employing this piston pump is advantageous in terms of cost. Further, a rotary pump such as a gear pump has a smaller fluctuation range of operation sound and discharge pressure than a piston pump, and the adoption of this rotary pump has an advantage of suppressing vibration and noise.

  The operation and effect of other configurations will be described in the next section.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 10 of the accompanying drawings. 1 to 3 show a brake fluid pressure control unit 1A of the first embodiment. The brake fluid pressure control unit 1A is configured by combining a pump unit 2, two valve units 3, and a reservoir 4. Note that an ECU (electronic control unit) that issues a drive command to the solenoid valve and a harness that constitutes an electric circuit from the ECU to the solenoid valve are provided as separate elements (not shown).

The pump unit 2 is configured by integrally combining a motor 5 and a pump 6. The illustrated pump 6 is a known piston pump, and two sets of the pumps 6 are incorporated into the housing 2a with a phase difference of 180 °. The two sets of pumps 6, 6 are driven by one motor 5, with the pistons 6 a of the respective pumps being urged by return springs 6 b to come into contact with cams 7 attached to the output shaft of the motor 5. Reference numeral 8 denotes a suction valve, and 9 denotes a discharge valve. The suction valve 8 and the discharge valve 9 (both check valves) are attached to each pump 6.

The valve unit 3 is provided on the outer periphery of the motor 5 so as to extend in the motor radial direction. Each valve unit 3, the pressure-increasing fluid passage 10 and the pressure-reducing fluid passage 11, the input port P _I from the master cylinder M / C, and provided with two output ports P _O leading to the wheel cylinder W / C Further, a pressure increasing electromagnetic valve 12 for opening and closing the pressure increasing liquid passage 10 and a pressure reducing electromagnetic valve 13 for opening and closing the pressure reducing liquid passage 11 are provided side by side in the motor axial direction. The pressure increasing liquid passage 10 is connected to the discharge port 6d of the pump 6, and includes a pressure increasing electromagnetic valve 12 on the downstream side (wheel cylinder side) from the intersection C1. Further, the pressure reducing liquid passage 11 is connected to the suction port 6c of the pump 6 through the reservoir 4, and is connected to the wheel cylinder W / C on the downstream side of the pressure increasing electromagnetic valve 12. The details of the pressure increasing liquid passage 10 and the pressure reducing liquid passage 11 will be described later.

  The illustrated valve unit 3 is provided with two sets of solenoid valves 12 for pressure increase and solenoid valves 13 for pressure reduction arranged in parallel in the motor axial direction, arranged in parallel in the motor radial direction. It has a solenoid valve. One valve unit 3 and pump 6 are connected to the hydraulic circuit of one system of the hydraulic brake device, and the other valve unit 3 and pump 6 are connected to the hydraulic circuit of the other system of the hydraulic brake device. .

  Two pressure increasing solenoid valves 12 or two pressure reducing solenoid valves 13 may be arranged in the motor axial direction, but one pressure increasing solenoid valve 12 and one pressure reducing solenoid valve 13 are connected to the same wheel cylinder W / C. It is preferable to arrange two in the motor shaft direction in combination because the liquid path formed in the valve unit 3 does not become complicated.

  Each of the two solenoid valves 12 for pressure increase and solenoid 13 for pressure reduction in the valve unit 3 is arranged in a direction perpendicular to the motor shaft direction and the two directions in which the valve unit 3 extends. Therefore, the depth dimension of the valve unit 3 (the dimension in the motor axial direction) can be kept small. The same effect can be obtained by arranging each solenoid valve in a direction perpendicular to the motor shaft and parallel to the direction in which the valve unit 3 extends. Further, as shown in FIG. 4, the solenoid valves 12 and 13 for pressure increase and pressure reduction can be arranged in the direction in which the axis of each solenoid valve coincides with the motor axial direction. Although the unit 3 has a larger size in the motor axial direction, the thickness t shown in FIG. 2 can be reduced, and depending on the arrangement of the equipment in the engine room, the mounting restrictions may be further relaxed.

Two sets of reservoirs 4 are provided in order to be individually connected to two hydraulic circuits. Each reservoir 4
, 4 have an inlet 4a for introducing brake fluid discharged from the wheel cylinder W / C via the pressure reducing solenoid valve 13, and an outlet 4b for sending the stored brake fluid toward the suction port 6c of the pump 6. Yes. The reservoirs 4 and 4 may be integrated with the pump unit 2 and the valve unit 3 as in the first embodiment, or separate reservoirs may be connected to the pump unit 2 and the valve unit 3 in combination. Good. In FIG. 1, the reservoir 4 is disposed on the outer periphery of the motor 5 so as to overlap the valve unit 3 in the motor axial direction, so that the thickness in the motor radial direction of the portion located outside the motor 5 can be kept small. it can. Since the reservoir 4 is disposed on the outer periphery of the pump 6, the reservoir 4 is connected to the suction port 6c of the pump 6 by forming the reservoir pump communication path 14 in the housing 2a. Connections can be made without using piping.

The hydraulic brake device for vehicles equipped with functions such as ABS (anti-lock control), ESC (vehicle stability control), ECB (electronic control brake), etc., adjusts the hydraulic pressure of the wheel cylinder attached to each wheel when necessary. Control is performed based on a command from an ECU (electronic control unit). In order to perform the control, a power-driven pump, a pressure-increasing solenoid valve that individually adjusts the wheel cylinder pressure of each wheel, a pressure-reducing solenoid valve, and brake fluid discharged from the wheel cylinder are stored and supplied to the pump. A reservoir is provided.

FIG. 5 shows an example of a circuit configuration of a vehicle hydraulic brake device having an ABS function. The hydraulic brake system, the hydraulic circuit 15 -1 connected to separate into two pressure chambers of the master cylinder M / _C, and a 15 _-2. The hydraulic circuits 15 _-1 and 15 _-2 are branched into two liquid paths on the way, and each branched liquid path reaches an independent wheel cylinder W / C. A pressure increasing electromagnetic valve 12 is incorporated in the branch liquid passage, and a pressure reducing electromagnetic valve 13 is incorporated in a liquid passage extending from each wheel cylinder W / C to the reservoir 4. Further, a reservoir 4 for storing brake fluid discharged from the wheel cylinders W / C, the pump 6 is provided to recirculate from the reservoir 4 by pumping the brake fluid each hydraulic circuit 15 _-1, 15 _-2 . The exemplary brake fluid pressure control unit can be said to be a centralized collection of basic elements (elements within a one-dot chain line in FIG. 5) for providing functions such as ABS, ESC, and ECB. Corresponding to the circuit configuration of FIG. 5, the configurations of the pressure increasing fluid passage 10 and the pressure reducing fluid passage 11 of the brake fluid pressure control unit 1A of the first embodiment shown in FIGS. Since the circuit configuration of a hydraulic circuit 15 _-1 and 15 _-2 5 are identical, the following description is performed for one of the hydraulic system.

Intensifying fluid passage 10 includes a liquid passage 10a extending in the axial direction of the motor 5 (hereinafter referred to as the axial direction of the motor) through the discharge valve 9 toward the discharge port 6d of the pump 6 to the input port P _I, in the liquid path 10a Connected at the position of the intersection C1, branching from the intersection C1 in two directions, extending in the motor radial direction to the inlets 12a of the two pressure increasing solenoid valves 12, 12, and the pressure increasing solenoid valves 12 The liquid passages 10c and 10c extend from the outlet 12b in the motor axial direction and reach two output ports _PO , respectively. The outlet 12b is also the intersection C2 in FIG.
Moreover, pressure reducing fluid passage 11 extends in the axial direction of the motor toward the intersection point C2 to the reservoir 4 side liquid path 10c leading to the output port P _O at the position of an intersection C2 connected linearly, for two vacuum The liquid passage 11a leading to the inlet 13a of the electromagnetic valves 13 and 13, the liquid passage 11b extending in the motor radial direction and connecting between the outlets 13b of the pressure reducing electromagnetic valves 13 and 13, and the liquid passage 11b and the outlet 13b are connected. The liquid passage 11c extends again from the outlet 13b in the motor shaft direction and reaches the inlet 4a of the reservoir 4. The outlets 13b and 13b of the two pressure-reducing solenoid valves belonging to the same hydraulic circuit are provided with C3 junctions at different positions in order to facilitate understanding of the circuit diagrams in FIGS.
Incidentally, the valve unit 3 illustrated, a portion of the pressure-increasing fluid passage 10, i.e., extending in the axial direction of the motor toward the discharge port 6d to the input port P _I liquid path 10a has two intensifying solenoid valves 12, 12, The pressure reducing electromagnetic valves 13 and 13 are formed side by side in the motor radial direction. Liquid passage 10c leading to the output port P _O of the two portions after passing through the intensifying solenoid valve 12, 10c also each extend in the axial direction of the motor in the motor radially outer and inner pressure increase solenoid valve installation region, two pressure increase The electromagnetic valves 12 and 12 and the pressure reducing electromagnetic valves 13 and 13 are formed side by side in the motor radial direction. Similarly, the liquid path 11a in the pressure reducing liquid path extending in the motor axial direction from the intersection C2 toward the pressure reducing electromagnetic valve 13 and the liquid path 11c extending from the intersection C3 to the reservoir 4 are also connected to the pressure increasing solenoid valves 12, 12, respectively. These are formed side by side in the motor radial direction together with the electromagnetic valves 13 and 13 for the valve, whereby the thickness t of the valve unit 3 shown in FIG. 2 can be made thinner. Further, the reservoir 4 is arranged on the outer periphery of the pump 6, the position of the discharge port 6d is made to face the portion between the two pressure reducing electromagnetic valves 13, and the liquid passage 10a and the discharge valve 9 are as shown in FIG. The space between the two pressure increasing solenoid valves 12 and the two pressure reducing solenoid valves 13 is provided for effective use of the space, whereby the valve unit 3 is further reduced in size.
In addition, in this specification, in order to simplify the explanation, a liquid path that actually becomes a flow path is described, and a plug that closes a portion that should be not opened of a liquid path that is necessary for processing and a hole that becomes a path. Description is omitted.

  6 and 7 show a brake fluid pressure control unit 1B of the second embodiment. The brake hydraulic pressure control unit 1B uses a gear pump instead of the piston pump of the brake hydraulic pressure control unit of the first embodiment, and includes a pump unit 2 having a motor 5 and a pump 6, and two sets of valve units. 3 and the reservoir 4 are combined.

  The pump 6 used here is a rotary pump (gear pump) disclosed in Japanese Patent Application Laid-Open No. 11-303771. Two sets of the rotary pump 6 are arranged in parallel and driven by the motor 5. The inner rotor 6e of each pump is attached to one drive shaft 6f, and the drive shaft 6f is connected to the output shaft of the motor 5. In this case as well, two sets of pumps 6 and 6 are driven by one motor 5.

  Since the rotary pump does not require a suction valve, only the discharge valve 9 is provided. Since the other configuration is the same as that of the brake fluid pressure control unit of the first embodiment, the description of the same part is omitted.

  8 and 9 show a brake fluid pressure control unit 1C of the third embodiment. The brake fluid pressure control unit 1C is configured by arranging two sets of valve units 3 and 3 in an L shape in a state where the motor 5 is viewed from the end face. Each valve unit 3, 3 is configured in the same manner as the valve unit of the first embodiment, and two sets of the valve unit 3 are arranged on a line orthogonal to each other at the motor center.

  The brake fluid pressure control unit 1 </ b> C of the third embodiment uses two sets of piston pumps as the pump 6 as in the first embodiment. When the two sets of piston pumps are arranged in an L shape corresponding to the two sets of valve units 3, 3, two cams whose phases are shifted by 90 ° are arranged in parallel on the output shaft of the motor 5. It is preferable that the piston of each piston pump is individually driven by attachment and each cam. In such a case, the operation periods of the two sets of pumps are shifted by 90 °, and operation noise is suppressed.

  FIG. 10 shows a brake fluid pressure control unit 1D of the fourth embodiment. The brake fluid pressure control unit 1D is obtained by replacing the pump of the third embodiment with a rotary pump, and other configurations are almost the same as those of the third embodiment. The two sets of valve units 3 and 3 arranged on the outer periphery of the motor 5 are configured in the same manner as the valve unit of the third embodiment, and the two sets of valve units 3 and 3 are similar to those of the third embodiment. The motor is arranged in an L shape in an end view.

  The brake fluid pressure control units 1C and 1D of the third and fourth embodiments are advantageous when it is difficult to secure a linear space in the engine room of the vehicle. 2 in which the valve units 3 are arranged in a line in the motor radial direction as in the first and second embodiments, and in which the valve units are arranged in an L shape in the end view of the motor as in the third and fourth embodiments. If there is a type, the freedom of choice for the car manufacturer will increase, and the use restrictions on the mounting space of the brake hydraulic pressure control unit having the pressure increasing function and the pressure reducing function will be further relaxed.

  FIG. 11 shows an example in which the brake fluid pressure control unit 1A of the first embodiment and the brake fluid pressure control unit 1B of the second embodiment are arranged in the engine room. In this example, the brake fluid pressure control unit 1A (1B) is disposed in a horizontally long linear space generated between the suspension tower and the air cleaner, which is advantageous when a cubic space cannot be secured.

  FIG. 12 shows an arrangement example of the brake fluid pressure control units 1C and 1D of the third and fourth embodiments. In this example, the brake fluid pressure control unit 1C (1D) is disposed in the L-shaped space at the corner of the suspension tower, and a cubic space is not required.

The brake fluid pressure control units 1A to 1D of each embodiment can integrally form the pump unit 2, the two sets of valve units 3 and 3, and the reservoirs 4 and 4, but the respective elements are mutually connected. It is preferable to configure the units as independent units and combine them in combination.

  If the pump unit 2, the valve units 3 and 3, and the reservoirs 4 and 4 are integrally formed, not only the pump unit but also the valve unit and the reservoir have no commonality. On the other hand, the pump unit 2, the valve units 3 and 3, and the reservoirs 4 and 4 that are independent of each other connect the same valve unit and the same reservoir to different types of pump units by using a common connecting portion. This makes it possible to integrate both the valve unit and the reservoir into one type, which is advantageous in terms of productivity, cost, and product management. The illustrated brake fluid pressure control units 1 </ b> A to 1 </ b> D each connect an independent valve unit 3 and reservoir 4 to the pump unit 2. In this structure, it is necessary to maintain the fluid tightness of the connecting portion of the valve unit and the reservoir. However, since the fluid tightness can be ensured by using a well-known seal structure, the seal portion is omitted in the drawing. The connection state can be maintained by using a fastening bolt or the like, or by a method of caulking and fixing the connection portion.

The front view which shows the outline | summary of the brake fluid pressure control unit of 1st Embodiment. BB arrow view of the brake fluid pressure control unit of FIG. AA arrow view of the brake fluid pressure control unit of FIG. Front view of a valve unit with two solenoid valves arranged in the motor axial direction The figure which shows an example of the circuit structure of the hydraulic brake device for vehicles provided with the ABS function The front view which shows the outline | summary of the brake fluid pressure control unit of 2nd Embodiment. End view of the brake fluid pressure control unit of FIG. The front view which shows the outline | summary of the brake fluid pressure control unit of 3rd Embodiment. End view of the brake fluid pressure control unit of FIG. End view showing an outline of the brake fluid pressure control unit of the fourth embodiment Plan view showing an example of arrangement in the engine room Plan view showing another example of arrangement in the engine room

Explanation of symbols

1A to 1D Brake fluid pressure control unit 2 Pump unit 2a Housing 3 Valve unit 4 Reservoir 4a Inlet 4b Outlet 5 Motor 6 Pump 6a Piston 6b Return spring 6c Suction port 6d Discharge port 6e Inner rotor 6f Drive shaft 7 Cam 8 Suction valve 9 Discharge The valve 10 increase pressure fluid passage 10a~10c fluid passage 11 pressure reducing fluid passage 11a~11c fluid passage 12 up pressure solenoid valve 13 pressure reducing solenoid valve 14 the reservoir the pump communicating passage ₁₅ -1, _{15 -2} hydraulic circuit M / C master cylinder W / C wheel cylinder _{P I} input port _P intersection of _O output port C1~C3 fluid passage

Claims (13)

A motor (5), a pump (6) driven by the motor, a pressure increasing solenoid valve (12) for opening and closing a pressure increasing fluid passage (10) connected to the discharge port (6d) of the pump, In a vehicle brake hydraulic pressure control unit having a pressure reducing electromagnetic valve (13) that opens and closes a pressure reducing liquid passage (11) connected to a suction port (6c) via a reservoir (4),
The pump (6) is provided at one end in the motor axial direction,
A valve unit (3) provided with the pressure increasing liquid passage (10) and the pressure reducing liquid passage (11), an input port (P _I ) connected to the master cylinder, and an output port (P _O ) connected to the wheel cylinder is provided with a motor. A plurality of radially extending motors (5) are provided on the outer periphery,
A brake fluid pressure control unit, wherein each of the valve units (3) is provided with two solenoid valves for pressure increase (12) and two solenoid valves for pressure reduction (13) arranged in the motor axial direction. A pump unit (2) comprising the motor (5) and a pump (6) and the valve unit (
The brake hydraulic pressure control unit according to claim 1, wherein 3) is configured as an independent unit, and the pump unit (2) and the valve unit (3) are connected and combined.   The brake hydraulic pressure control unit according to claim 1 or 2, wherein two sets of the valve units (3) are provided, and the two sets of valve units (3, 3) are arranged in a line in the motor radial direction. The brake hydraulic pressure according to claim 1 or 2, wherein two sets of the valve units (3) are provided, and the two sets of valve units (3, 3) are arranged in an L shape in an end view of the motor. Controller unit. The pressure-increasing solenoid valve (12) and the pressure-reducing solenoid valve (13) in each valve unit (3) are arranged in a direction in which the axis of each solenoid valve is perpendicular to the motor shaft direction. Claim 1
The brake fluid pressure control unit according to any one of?   The pressure-increasing solenoid valve (12) and the pressure-reducing solenoid valve (13) in each valve unit (3) are arranged in a direction in which the axis of each solenoid valve coincides with the motor axial direction. The brake fluid pressure control unit according to any one of 1 to 4. A plurality of pressure increasing solenoid valves (12) are provided, and the plurality of pressure increasing solenoid valves are arranged side by side in the motor radial direction,
A plurality of the pressure-reducing solenoid valves (13) are provided, and the plurality of pressure-reducing solenoid valves are arranged side by side in the motor radial direction,
The pressure reducing fluid passage (11) extends in the axial direction of the motor from an intersection (C2) with a fluid passage (10c) extending from the pressure increasing solenoid valve (12) to the output port ( _PO ). The pressure reducing solenoid valve (13), and further extending from the pressure reducing solenoid valve (13) in the axial direction of the motor to the reservoir (4),
The pressure increasing liquid passage (10) extends in the axial direction of the motor from the discharge port (6d) of the pump toward the input port (P _I ) and reaches the plurality of pressure increasing solenoid valves (12). A fluid passage (10a) extending in the motor axial direction in the pressure increasing fluid passage (10) is arranged in the radial direction of the motor together with the plurality of pressure increasing solenoid valves (12) and the plurality of pressure reducing solenoid valves (13). The brake fluid pressure control unit according to claim 1, wherein the brake fluid pressure control unit is formed side by side. A plurality of pressure increasing solenoid valves (12) are provided, and the plurality of pressure increasing solenoid valves are arranged side by side in the motor radial direction,
A plurality of the pressure-reducing solenoid valves (13) are provided, and the plurality of pressure-reducing solenoid valves are arranged side by side in the motor radial direction,
The pressure increasing liquid passage (10) extends in the axial direction of the motor from the discharge port (6d) of the pump toward the input port (P _I ) and reaches the plurality of pressure increasing solenoid valves (12).
The pressure reducing liquid passage (11) extends in the axial direction of the motor from an intersection (C2) with a liquid passage leading to the output port ( _PO ) to reach the plurality of pressure reducing solenoid valves (13), and , Extending from the pressure reducing solenoid valve (13) in the axial direction of the motor again to the reservoir (4),
A liquid path (11a) extending in the motor axial direction in the pressure reducing liquid path (11), together with the plurality of pressure increasing solenoid valves (12) and the plurality of pressure reducing solenoid valves (13), is a radial direction of the motor. The brake fluid pressure control unit according to claim 1, wherein the brake fluid pressure control unit is formed side by side.   The reservoir (4) is provided at a position overlapping the valve unit (3) in a state where the outer periphery of the pump (6) and the motor (5) are viewed from the end face. Brake fluid pressure control unit.   The discharge port (6d) of the pump (6) is positioned to face between two electromagnetic valves arranged in the motor radial direction, and the liquid path (10a) in the pressure increasing liquid path is between the two electromagnetic valves. The brake fluid pressure control unit according to any one of claims 1 to 9, wherein the brake fluid pressure control unit is formed so as to extend in an axial direction.   The brake fluid pressure control unit according to any one of claims 1 to 10, wherein a piston pump is used as the pump (6).   The brake hydraulic pressure control unit according to any one of claims 1 to 10, wherein a rotary pump is used as the pump (6).   A brake fluid pressure according to any one of claims 1 to 12, wherein a space in which the shape in plan view is a horizontally long straight line, a vertically long straight line, or an L shape is provided between the devices arranged in the engine room. A vehicle equipped with a control unit.

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