JP2007269298A - Low-pressure accumulator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a low-pressure accumulator used in a brake liquid pressure controller for a vehicle, contributing to small-sized construction of the controller device. <P>SOLUTION: The low-pressure accumulator is equipped with an accumulator chamber 45A having a concave bottom, a diaphragm part 450 to partition the accumulator chamber 45A into a brake liquid chamber 45B where the braking liquid can be stored, and an atmospheric chamber 45C whereto the atmospheric pressure is introduced and moving in following-up after the increase and decrease of the brake liquid stored in the liquid chamber 45B for altering the capacity of the chamber 45B, a lid member 451 furnished with an atmosphere communication hole 451b, and a restricting member 452 to abut to the diaphragm part 450 having moved in following-up after the decrease in the brake liquid, for restricting the movement of the diaphragm part 450. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a low-pressure accumulator used in a vehicle brake hydraulic pressure control device having a brake system in which a pump is interposed.

2. Description of the Related Art Conventionally, in a vehicle brake hydraulic pressure control device, when performing normal pressure increase, a flow path leading from a master cylinder, which is a hydraulic pressure source, to a wheel brake (wheel cylinder) is cut off and provided in a hydraulic circuit. The brake fluid pressure is applied to the wheel brake by operating the pump.
At this time, the brake fluid required for the pressure increase is the one stored in the reservoir tank so that the brake fluid stored in the reservoir tank is sucked into the pump and supplied to the wheel brake side. (For example, see Patent Documents 1 and 2).
JP 2002-264787 A JP-A-8-324406

By the way, in the case of a bar handle type vehicle such as a motorcycle, a motor tricycle, and an all terrain vehicle (ATV), a reservoir tank is attached to the bar handle from the viewpoint of the installation space of the vehicle. As a result, the handling of the piping may become complicated. Therefore, it is desired to separately provide a reservoir tank capable of storing brake fluid.
Therefore, it is conceivable to provide a reservoir tank for a modulator (base body) or the like constituting the vehicle brake hydraulic pressure control device. However, a plurality of flow paths and member mounting holes for controlling the brake fluid pressure are formed in the base body, and if the reservoir tank is provided by avoiding these flow paths and member mounting holes, the base body itself is large. There was a problem of becoming.

  Therefore, an object of the present invention is to provide a low-pressure accumulator that is used in a vehicle brake hydraulic pressure control device and contributes to downsizing of the device.

  The present invention devised to solve such problems is a low pressure accumulator used in a vehicle brake hydraulic pressure control device having a brake system with a pump interposed therein, a bottomed concave accumulator chamber, The accumulator chamber is provided in the accumulator chamber and divides the accumulator chamber into a brake fluid chamber in which brake fluid can be stored and an atmospheric chamber into which atmospheric pressure is introduced, and for increasing or decreasing the brake fluid stored in the brake fluid chamber. A diaphragm part that moves following the movement and changes the volume of the brake fluid chamber, a lid member that is provided in the atmospheric chamber of the accumulator chamber and has an air communication hole, and provided in the brake fluid chamber, A regulating member that abuts on the diaphragm portion that has moved following the decrease in liquid and regulates the movement of the diaphragm portion; And said that there were pictures.

According to such a low-pressure accumulator, a diaphragm portion is provided in the accumulator chamber that moves following the increase and decrease of the brake fluid stored in the brake fluid chamber and changes the volume of the brake fluid chamber. On the other hand, when the brake fluid flows in, the diaphragm portion is deformed following this, and the brake fluid is received. Further, when the brake fluid flows out from the brake fluid chamber, the diaphragm portion is deformed following this and the brake fluid is allowed to flow out.
Therefore, it is possible to cope with the inflow and outflow of the brake fluid without requiring a piston stroke structure as in the conventional reservoir tank, which can contribute to the downsizing of the device.

  In addition, since the brake fluid chamber is provided with a regulating member that abuts on the diaphragm portion and restricts the movement of the diaphragm portion, the diaphragm portion moves (deforms) more than necessary as the brake fluid flows in and out. And a low pressure accumulator with improved durability is obtained.

  Further, the diaphragm portion has a peripheral edge portion that is in close contact with the inner wall portion of the accumulator chamber, and the lid member presses the peripheral edge portion of the diaphragm portion toward the inner wall portion of the accumulator chamber to be in close contact therewith. It is good to have a structure which has a press part.

  According to such a low-pressure accumulator, the peripheral portion of the diaphragm portion performs a sealing function, so that the liquid tightness between the brake fluid chamber and the atmospheric chamber defined by the diaphragm portion is ensured. In addition, when the lid member is assembled to the accumulator chamber, the diaphragm portion is attached to the inner wall portion so that the peripheral portion of the diaphragm portion is sandwiched between the pressing portion of the lid member and the inner wall portion of the accumulator chamber. And can be attached to the accumulator chamber at the same time. Therefore, it is not necessary to use another member for fixing the diaphragm portion, and the number of parts can be reduced. In addition, the time required for assembling the diaphragm portion can be shortened.

  Further, the accumulator chamber includes two diaphragm portions and two lid members, and the two diaphragm portions are arranged at intervals in the axial direction of the accumulator chamber with the regulating member as a center. Thus, the two brake fluid chambers may be provided on both sides of the regulating member, and the lid member may be provided in the two atmospheric chambers formed in the accumulator chamber by the two diaphragm portions. The restricting member may be provided with a communication hole that allows the brake fluid to flow between the two brake fluid chambers.

According to such a low-pressure accumulator, two brake fluid chambers are provided on both sides of the regulating member, so that more brake fluid can be stored. This makes it possible to reduce the number of holes required as an accumulator chamber in a limited space of the base body in the vehicle brake hydraulic pressure control device, and to reduce the size of the entire device.
In addition, by providing a communication hole so that the brake fluid can flow between the two brake fluid chambers, the two diaphragm portions in the two brake fluid chambers can be linked when the brake fluid flows in and out, The followability of the two diaphragm portions can be improved.

  Further, the diaphragm portion may be formed of a member different from the diaphragm portion, and a contact portion that closes the atmosphere communication hole may be integrally formed.

  According to such a low pressure accumulator, the diaphragm portion can be brought into contact with the lid member or the regulating member via the contact portion, and the durability of the diaphragm portion that moves following the increase or decrease of the brake fluid can be improved. it can.

  The brake system can apply brake fluid pressure to the wheel brake in a state where a flow path connecting the master cylinder side and the wheel brake side is blocked, and the brake fluid chamber includes the fluid pressure source. It is preferable to have a configuration capable of storing a volume of brake fluid necessary for pressurization of the wheel brake in a state where the flow path connecting the side and the wheel brake side is blocked.

  According to such a low pressure accumulator, even when the flow path connecting the master cylinder side and the wheel brake side is shut off (during by-wire control), the brake of the wheel brake by the pump is made without communicating the master cylinder side and the wheel brake side. Control can be suitably performed.

  ADVANTAGE OF THE INVENTION According to this invention, the low pressure accumulator which is used for the brake hydraulic pressure control apparatus for vehicles and contributes to size reduction of an apparatus is obtained.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.
In the drawings to be referred to, FIG. 1 is an exploded perspective view showing a vehicle brake hydraulic pressure control apparatus to which a low-pressure accumulator according to an embodiment of the present invention is applied.

  As shown in FIG. 1, a vehicular brake hydraulic pressure control device (hereinafter referred to as “brake hydraulic pressure control device”) U to which the low-pressure accumulator of this embodiment is applied is a motorcycle, an automatic tricycle, an all-terrain vehicle (ATV). ) And the like, and is suitably used for a bar handle type vehicle, such as a base body (pump body) 100, a motor 200 assembled to the rear surface of the base body 100, a control housing 300 assembled to the front surface of the base body 100, and the control housing 300. And a control device 400 accommodated in the apparatus.

  The brake fluid pressure control device U embodies the fluid pressure circuit shown in FIG. 21, and is configured to include two brake systems K1 and K2, and is mounted on the wheel brake B1 mounted on the front wheel and the rear wheel. By appropriately controlling the braking force (brake hydraulic pressure) applied to the wheel brake B2, independent antilock brake control of the wheel brakes B1 and B2 and interlocking brake control for interlocking the two wheel brakes B1 and B2 are possible. It has become.

  One brake system K1 is for braking the front wheels, and is a system extending from the inlet port 21 to the outlet port 22. The inlet port 21 is connected to a pipe H21 leading to the master cylinder C1 that is a hydraulic pressure source, and the outlet port 22 is connected to a pipe H22 leading to the front wheel brake B1.

  The other brake system K2 is for braking the rear wheel, and is a system from the inlet port 23 to the outlet port 24. The inlet port 23 is connected to a pipe H23 leading to a master cylinder C2, which is a hydraulic pressure source different from the master cylinder C1, and the outlet port 24 is connected to a pipe H24 leading to a rear wheel brake B2. The

  The master cylinders C1 and C2 have a cylinder (not shown) to which a brake fluid tank chamber for storing brake fluid is connected. The cylinders are operated by operating the brake lever L1 and the brake pedal L2 that are brake operators. A rod piston (not shown) that slides in the axial direction of the cylinder and flows out the brake fluid is assembled.

  First, the front wheel side brake system K1 will be described, and then the rear wheel side brake system K2 will be described. The brake system K1 on the front wheel side is mainly composed of a shut-off valve X provided in a flow path (oil passage) from the master cylinder C1 to the wheel brake B1, and a stroke simulator connected to a flow path from the master cylinder C1 to the shut-off valve X. Si, a modulator Mo connected to the flow path from the shutoff valve X to the wheel brake B1, a pressurizing member 48 provided in the flow path from the master cylinder C1 to the modulator Mo, and a flow path to the master cylinder C1 A first hydraulic pressure sensor 11 that detects the brake hydraulic pressure and a second hydraulic pressure sensor 12 that detects the brake hydraulic pressure in the flow path leading to the wheel brake B1 are provided.

Stroke simulator Si includes a dummy cylinder 30, and the on-off valve 31 and a check valve 31a _1.
The modulator Mo mainly includes a regulator 40, control valve means V1 (including electromagnetic valves 42 and 43), a reservoir 44, a first accumulator 45, a second accumulator 46, and a pump 47A.

In the following description, the flow path from the inlet port 21 to the shutoff valve X is referred to as “output hydraulic pressure path A1”, and the flow path from the shutoff valve X to the outlet port 22 is referred to as “output hydraulic pressure path A2”. The flow path from the inlet port 21 to the pressurizing member 48 is referred to as “output hydraulic pressure path A3”, and the flow path from the output hydraulic pressure path A2 to the pump 47A is referred to as “suction hydraulic pressure path F1”. A flow path from the path A2 to the suction hydraulic pressure path F1 is referred to as “open path D1”, and a flow path from the pump 47A to the output hydraulic pressure path A2 is referred to as “discharge hydraulic pressure path E1”.
The “upstream side” means the master cylinder C1 (C2) side or the discharge hydraulic pressure passage E1 side, and the “downstream side” means the wheel brake B1 (B2) side.

  The shut-off valve X is in a state that allows the inflow of brake fluid from the output hydraulic pressure passage A1 to the output hydraulic pressure passage A2, that is, the state allowing the inflow of brake fluid from the master cylinder C1 side (stroke simulator Si side) to the modulator Mo side. The operation state is switched, and is composed of a normally open type electromagnetic valve interposed between the output hydraulic pressure path A1 and the output hydraulic pressure path A2. Note that the normally open type electromagnetic valve constituting the shutoff valve X is electrically connected to a control device 400, which will be described later, with an electromagnetic coil for driving the valve body, and based on a command from the control device 400. When the electromagnetic coil is excited, the valve is closed, and when the electromagnetic coil is demagnetized, the valve is opened. In this embodiment, the shut-off valve X (electromagnetic valve) is set to close when the vehicle drive means (engine, motor, etc.) is started. That is, the shutoff valve X shuts off the inflow of the brake fluid from the output hydraulic pressure path A1 to the output hydraulic pressure path A2 while driving the vehicle drive means (see FIG. 23). The shut-off valve X is always opened when the driving means is stopped or the control device 400 is stopped, and the operating force of the brake lever L1 (that is, the brake fluid pressure generated in the master cylinder C1) Directly transmitted to the brake B1 (see FIG. 22).

  The stroke simulator Si artificially applies an operation reaction force of the brake lever L1 to the brake lever L1, and is connected to an output hydraulic pressure path A1 that communicates with the master cylinder C1 in this embodiment.

  The dummy cylinder 30 temporarily stores the brake fluid discharged to the output hydraulic pressure path A1 due to the operation of the brake lever L1, and generates an operation reaction force of the brake lever L1, and the cylinder body 30a. A piston 30b slidably inserted into the cylinder body 30a, and a biasing member 30c for biasing the piston 30b.

  The on-off valve 31 is a normally closed electromagnetic valve provided in a flow path that connects the dummy cylinder 30 and the output hydraulic pressure path A1, and the shutoff valve X is connected from the output hydraulic pressure path A1 to the output hydraulic pressure path A2. When the brake fluid inflow is shut off (when the pump 47A is in operation), the valve is opened to allow the brake fluid to flow into the dummy cylinder 30 from the output hydraulic pressure path A1 (see FIG. 23). In the present embodiment, the opening / closing valve 31 is set to open with the start of the driving means of the vehicle.

The check valve 31a ₁ is a one-way valve connected in parallel to the on-off valve 31, and allows only the brake fluid to flow from the dummy cylinder 30 to the output hydraulic pressure path A1.

  The modulator Mo adjusts the magnitude of the brake hydraulic pressure applied to the wheel brake B1.

  The regulator 40 has a function of switching between a state where the inflow of the brake fluid from the output hydraulic pressure path A2 to the suction hydraulic pressure path F1 and a state where the brake fluid is blocked, and a brake fluid flow from the output hydraulic pressure path A2 to the suction hydraulic pressure path F1. It has a function of adjusting the brake fluid pressure in the output fluid pressure passage A2 and the discharge fluid pressure passage E1 to a set value or less when the inflow is cut off, and includes a cut valve 41 and a check valve 40a. ing.

  The cut valve 41 is a normally open type linear solenoid valve interposed between the output hydraulic pressure path A2 and the suction hydraulic pressure path F1, and brake fluid from the output hydraulic pressure path A2 to the suction hydraulic pressure path F1. The state in which the inflow is allowed and the state in which the inflow is blocked are switched. That is, the cut valve 41 is configured to be able to adjust the valve opening pressure by controlling energization to the solenoid. Since the cut valve 41 is normally open, the brake fluid discharged from the pump 47A to the discharge hydraulic pressure passage E1 and flowing into the output hydraulic pressure passage A2 returns (circulates) to the suction hydraulic pressure passage F1. Is allowed. Further, the cut valve 41 is closed by the control of the control device 400 when the brake lever L1 is operated, in other words, when the brake fluid pressure is applied to the wheel brake B1, and the regulator 40 is connected from the output fluid pressure path A2. The brake fluid pressure in the output fluid pressure path A2 is appropriately opened to the suction fluid pressure path F1 and adjusted by the balance between the brake fluid pressure applied to the valve and the force for closing the valve, which is controlled by energizing the solenoid. be able to.

  The check valve 40a is connected to the cut valve 41 in parallel. The check valve 40a is a one-way valve that allows the flow of brake fluid from the suction fluid pressure passage F1 to the output fluid pressure passage A2.

The control valve means V1 opens the output hydraulic pressure path A2 while blocking the open path D1, opens the output hydraulic pressure path A2 while opening the open path D1, and the output hydraulic pressure paths A2 and D1. It has a function of switching a state of blocking the inlet valve 42, a check valve 42a ₁ and the outlet valve 43.

  The inlet valve 42 is a normally-open electromagnetic valve provided in the output hydraulic pressure path A2, and when in the open state, allows the inflow of brake fluid from the upstream side to the downstream side and is in the closed state. Sometimes shut off.

The check valve 42 a ₁ is a valve that allows only the inflow of brake fluid from the downstream side to the upstream side, and is connected in parallel with the inlet valve 42.

  The outlet valve 43 is a normally closed electromagnetic valve interposed between the output hydraulic pressure path A2 and the open path D1, and when in the closed state, the brake fluid from the wheel brake B1 side to the reservoir 44 side is provided. Inflow is blocked and allowed when the valve is open.

The reservoir 44 is provided in the release path D1, and has a function of temporarily storing brake fluid that is released when the outlet valve 43 is opened. Note that the open passage D1, the check valve 43a ₁ is provided.

  The first accumulator 45 and the second accumulator 46 are low-pressure accumulators provided in the suction fluid pressure path F1, and store the brake fluid returned to the suction fluid pressure path F1 when the pump 47A is stopped or through the release path D1. It has become. As a structure for this purpose, the first and second accumulators 45 and 46 include brake fluid chambers 45B and 46B that can receive the brake fluid returned to the suction fluid pressure passage F1 and store the brake fluid. Yes. In the present embodiment, the volume of the brake fluid chamber 46B of the second accumulator 46 is larger than the volume of the brake fluid chamber 45B of the first accumulator 45. In other words, the amount of brake fluid flowing into and out of the second accumulator 46 is configured to be greater than the amount of brake fluid flowing into and out of the first accumulator 45. The first and second accumulators 45 and 46 may be configured with the same volume of the brake fluid chambers 45B and 46B, and the number of accumulators installed can be selected as appropriate. The brake fluid stored in the first and second accumulators 45 and 46 is sucked into the suction fluid pressure path F1 by the operation of the pump 47A. Specific configurations of the first and second accumulators 45 and 46 will be described later.

  The pump 47A is interposed between the suction fluid pressure passage F1 and the discharge fluid pressure passage E1 that communicates with the output fluid pressure passage A2, and is driven by the rotational force of the motor 200 to supply brake fluid from the suction fluid pressure passage F1. Inhalation and discharge to the discharge hydraulic pressure path E1. When the cut valve 41 is in the closed state, the brake fluid stored in the first and second accumulators 45 and 46 is sucked and discharged to the discharge hydraulic pressure path E1. As a result, the pressure state of the output hydraulic pressure path A2 decompressed by storing the brake fluid in the first and second accumulators 45 and 46 is recovered, and the brake lever L1 is operated with respect to the wheel brake B1. It is possible to increase the brake fluid pressure based on the operation of the interlocking brake or the brake.

A suction valve 47c and a discharge valve 47d are provided on the suction side and the discharge side of the pump 47A, respectively.
Further, a damper and an orifice (not shown) may be provided in the discharge fluid pressure passage E1 of the pump 47A, and the pulsation of the brake fluid discharged from the pump 47A may be attenuated by the cooperative action of the damper and the orifice.

The pressure member 48 includes a cylinder chamber 48a and a pressure piston 48d that is slidably provided in the cylinder chamber 48a and divides the cylinder chamber 48a into a brake fluid chamber 48b and a pressure chamber 48c. (FIG. 21 shows a state in which the volume of the pressurizing chamber 48c is minimum).
The brake fluid chamber 48b communicates with the suction fluid pressure passage F1 side of the pump 47A, and the brake fluid returned to the suction fluid pressure passage F1 can flow into the brake fluid chamber 48b. Further, the pressurizing chamber 48c communicates with an output hydraulic pressure path A3 that communicates with the master cylinder C1, and the brake fluid output by operating the brake lever L1 flows from the master cylinder C1 through the output hydraulic pressure path A3. ing.
The pressurizing piston 48d is urged toward the pressurizing chamber 48c in the cylinder chamber 48a by a spring 48e as an elastic member. Thereby, the volume of the storage chamber 48b is ensured, and the brake fluid flows into the storage chamber 48b.

In such a pressurizing member 48, the brake fluid flows into the brake fluid chamber 48 b and is stored, and the pressurizing piston 48 d is stroked by receiving the hydraulic pressure generated by the operation of the brake lever L 1 on the master cylinder C 1 side. The brake fluid in the fluid chamber 48b is discharged to the suction fluid pressure path F1 of the pump 47A. Thereby, the hydraulic pressure corresponding to the operation of the brake lever L1 can be applied to the suction hydraulic pressure path F1 of the pump 47A. The hydraulic pressure applied to the suction hydraulic pressure path F1 of the pump 47A is applied to the discharge hydraulic pressure path E1 through the pump 47A, and as a result, is applied to the wheel brake B1 through the output hydraulic pressure path A2.
When the operation of the brake lever L1 is completed and the brake lever L1 is returned, the hydraulic pressure in the output hydraulic pressure path A3 decreases, and the pressurizing piston 48d of the pressurizing member 48 is moved to the pressurizing chamber 48c side by the spring 48e. As a result, the brake fluid flows from the suction fluid pressure passage F1 into the brake fluid chamber 48b whose volume is increased.

  The first hydraulic pressure sensor 11 measures the magnitude of the brake hydraulic pressure in the master cylinder C1, and is provided in the output hydraulic pressure path A1 in this embodiment. The value of the brake hydraulic pressure measured by the first hydraulic pressure sensor 11 is taken into the control device 400 as needed, and based on the magnitude of the brake hydraulic pressure measured by the first hydraulic pressure sensor 11, the interlocking brake control or the like is performed. Done.

  The second hydraulic pressure sensor 12 measures the magnitude of the brake hydraulic pressure acting on the wheel brake B1, and is provided in the output hydraulic pressure path A2. The value of the brake hydraulic pressure measured by the second hydraulic pressure sensor 12 is taken into the control device 400 as needed, and based on the magnitude of the brake hydraulic pressure measured by the second hydraulic pressure sensor 12, the interlock brake control or the like is performed. Done.

  The motor 200 is a common power source for the pump 47A in the brake system K1 on the front wheel side and the pump 47B in the brake system K2 on the rear wheel side, and operates based on a command from the control device 400.

  Next, the brake system K2 on the rear wheel side will be described. Hereinafter, the flow path from the inlet port 23 to the outlet port 24 is referred to as “output hydraulic pressure path A4”, and the flow path from the output hydraulic pressure path A4 to the pump 47B is referred to as “open path and suction hydraulic pressure path D2”. A flow path from the pump 47B to the output hydraulic pressure path A4 is referred to as a “discharge hydraulic pressure path E2.”

  The brake system K2 on the rear wheel side includes control valve means V2 (including electromagnetic valves 52 and 53), a pump 47B, and a third hydraulic pressure sensor 13.

The third hydraulic pressure sensor 13 is a hydraulic pressure detection sensor that detects the brake hydraulic pressure in the output hydraulic pressure path A4.
The control valve means V2 opens the output hydraulic pressure path A4 while blocking the open path and the suction hydraulic pressure path D2, and closes the output hydraulic pressure path A4 while opening the open path and the suction hydraulic pressure path D2. It has a function of switching a state of blocking the output fluid pressure passage A4 and the open passage and the intake fluid pressure channel D2, inlet valve 52, a check valve 52a ₁ and the outlet valve 53.

  The inlet valve 52 is a normally open electromagnetic valve provided in the output hydraulic pressure path A4, and allows the brake fluid to flow from the master cylinder C2 side to the wheel brake B2 side when the valve is open, and is closed. Shut off when in valve state.

Check valve 52a ₁ is connected to a flow path provided to bypass the inlet valve 52, allowing the brake fluid to flow only from the wheel brake B2-side to the master cylinder C2-side.

  The outlet valve 53 is a normally closed electromagnetic valve interposed between the output hydraulic pressure path A4, the open path and the suction hydraulic pressure path D2, and when in the closed state, the pump 47B is connected to the pump 47B from the wheel brake B2 side. Shut off the flow of brake fluid to the side and allow it when the valve is open.

  The pump 47B is interposed between the open path and the suction hydraulic pressure path D2 and the discharge hydraulic pressure path E2 leading to the output hydraulic pressure path A4, and is driven by the rotational force of the motor 200. The brake fluid is sucked from the path D2 and discharged to the discharge hydraulic pressure path E2. In addition, the brake fluid returned through the open passage and the suction fluid pressure passage D2 is returned from the discharge fluid pressure passage E2 to the master cylinder C2 through the output fluid pressure passage A4.

A suction valve 47c and a discharge valve 47d are provided on the suction side and the discharge side of the pump 47B, respectively.
Further, a damper and an orifice (not shown) may be provided in the discharge fluid pressure path E2 of the pump 47B, and the pulsation of the brake fluid discharged from the pump 47B may be attenuated by the cooperative action of the damper and the orifice. Furthermore, a reservoir (not shown) may be provided in the open path and the suction fluid pressure path D2.

  The third hydraulic pressure sensor 13 measures the magnitude of the brake hydraulic pressure in the master cylinder C2. In the present embodiment, the third hydraulic pressure sensor 13 is provided in the output hydraulic pressure path A4. The value of the brake hydraulic pressure measured by the third hydraulic pressure sensor 13 is taken into the control device 400 as needed, and based on the magnitude of the brake hydraulic pressure measured by the third hydraulic pressure sensor 13, the interlocking brake control or the like is performed. Done.

  The control device 400 is configured to fix the first hydraulic pressure sensor 11, the second hydraulic pressure sensor 12, the third hydraulic pressure sensor 13, and the front wheel speed that is fixedly disposed to face the side surface of the pulsar gear fixed to the front wheel (not shown). Based on the outputs from the sensor 401 and the rear wheel speed sensor 402, which is fixedly disposed facing the side surface of the pulsar gear fixed to the rear wheel (not shown), the regulator 40 of the brake system K1 on the front wheel side is provided. Controls the opening and closing of the cut valve 41, the opening and closing valve 31, and the shutoff valve X, the opening and closing of the inlet valves 42 and 52 and the outlet valves 43 and 53 of the control valve means V1 and V2 in both systems K1 and K2, and the operation of the motor 200. .

  Next, normal brake control, antilock brake control, and interlock brake control realized by the control device 400 will be described with reference to the hydraulic circuits in FIGS.

First, in the ignition off state, as shown in FIG. 22, the shutoff valve X of the brake system K1 on the front wheel side is opened, and the output hydraulic pressure path A1 and the output hydraulic pressure path A2 are in communication with each other. . Further, the on-off valve 31 is closed, and the output hydraulic pressure path A1 and the dummy cylinder 30 are disconnected. That is, the brake fluid pressure generated by the operation of the brake lever L1 is applied to the modulator Mo through the output fluid pressure path A2, and is applied to the wheel brake B1.
Here, the brake fluid pressure by the operation of the brake lever L1 is also applied to the pressurizing chamber 48c of the pressurizing member 48 through the output hydraulic pressure path A3. However, since the cut valve 41 is opened, the brake of the pressurizing member 48 is braked. The brake fluid pressure by the operation of the brake lever L1 is also applied to the fluid chamber 48b side from the output fluid pressure passage A2 through the suction fluid pressure passage F1 at the same pressure. As a result, no differential pressure is generated on both sides of the pressure piston 48d, and the pressure piston 48d does not stroke. Therefore, the pressurizing member 48 is held in a state in which the brake fluid is stored in the brake fluid chamber 48b, and as described later, plays a role of quickly raising the braking force at the time of the brake operation after the ignition is turned on.

  Further, in the ignition off state, when the brake lever L1 is operated, the brake fluid flows from the output fluid pressure passage A2 into the suction fluid pressure passage F1, so that the brake fluid flowing at this time is connected to the suction fluid pressure passage F1. The brake fluid can also be stored in the first and second accumulators 45 and 46 that have been made.

  In the brake system K2 on the rear wheel side, the flow path of the wheel brake B2 is communicated from the master cylinder C2 through the output hydraulic pressure path A4, and when the brake pedal L2 is operated, the brake hydraulic pressure is transmitted through the output hydraulic pressure path A4. Acts on the brake B2.

  Next, when the ignition is turned on, as shown in FIG. 23, the shutoff valve X of the brake system K1 on the front wheel side is closed by the control device 400, and the output hydraulic pressure path A1 and the output hydraulic pressure path A2 are shut off. It is made to the state. Further, the on-off valve 31 is opened, and the output hydraulic pressure path A1 and the dummy cylinder 30 are in communication with each other. That is, the fluid passage (output fluid pressure passage A2) between the stroke simulator Si and the modulator Mo is shut off by the shutoff valve X, and the brake fluid pressure by the operation of the brake lever L1 acts on the dummy cylinder 30. To be.

  On the other hand, on the modulator Mo side, the brake fluid pressure from the master cylinder C1 is not directly applied to the wheel brake B1 by setting the output fluid pressure path A2 to be shut off. Therefore, the brake fluid pressure generated due to the operating force of the brake lever L1 is applied to the dummy cylinder 30 as it is, and at the same time, the brake fluid pressure is measured by the first fluid pressure sensor 11.

When the brake lever L1 is operated, the brake fluid pressure generated by the operation of the brake lever L1 is detected by the first fluid pressure sensor 11, and the detection signal is input to the control device 400. The rotation speed of the motor 200 is controlled according to the amount of pressure, and the pumps 47A and 47B are driven. In other words, when the input brake fluid pressure amount is suddenly increased, the motor 200 is controlled by the controller 400 so that the motor 200 is fully rotated, and when the brake fluid pressure amount is small, the rotation speed is commensurate with it. The motor 200 is controlled by the control device 400.
Here, when the brake lever L1 is not operated and the brake system K1 on the front wheel side has no brake input, the inlet valve 42 is closed.

(Normal brake control)
During normal brake control in which each wheel is not likely to lock, when the driver operates the brake lever L1, the brake fluid pressure generated by the operating force is detected by the first fluid pressure sensor 11, and the cut valve 41 is operated. Is closed, the inlet valve 42 is opened, and the pump 47A is driven. As a result, the brake fluid in the first and second accumulators 45 and 46 in the suction fluid pressure passage F1 is sucked by the pump 47A and discharged to the discharge fluid pressure passage E1, and is sent to the wheel brake B1 through the output fluid pressure passage A2. . This state is continued until the pressure value measured by the second hydraulic pressure sensor 12 becomes a pressure value corresponding to the pressure value measured by the first hydraulic pressure sensor 11, and the front wheels are braked.

At this time, based on the operation of the brake lever L1, the brake fluid flows into the pressurizing chamber 48c of the pressurizing member 48 from the output hydraulic pressure path A3, and is pressurized with the brake hydraulic pressure corresponding to the operating force of the brake lever L1. The piston 48d is pressed.
When the pressurizing piston 48d is pressed and moved toward the brake fluid chamber 48b, the brake fluid stored in the brake fluid chamber 48b is discharged from the brake fluid chamber 48b to the suction fluid pressure path F1. The brake fluid discharged to the suction fluid pressure passage F1 is discharged to the suction fluid pressure passage F1 before the pump 47A discharges the brake fluid as described above. The brake fluid pressure discharged from the pressurizing member 48 is applied to the 40 check valves 41a.

Here, the set value of the valve opening pressure of the discharge valve 47d of the pump 47A is set to be larger than the set value of the valve opening pressure of the check valve 41a of the regulator 40, and this causes the wheel brake B1 to be set. On the other hand, the brake fluid pressure is transmitted in the order of (1) to (3) described below.
(1) The brake fluid discharged from the pressurizing member 48 is transmitted to the wheel brake B1 through the check valve 41a of the regulator 40.
afterwards,
(2) The brake fluid discharged from the pressurizing member 48 is transmitted to the wheel brake B1 through the suction valve 47c and the discharge valve 47d of the pump 47A.
And finally,
(3) The brake fluid discharged by driving the pump 47A is transmitted to the wheel brake B1.
Here, supplementing the relations (2) and (3), depending on the strength of the operation of the brake lever L1, the brake fluid pressure generated by the pressurizing piston 48d of the pressurizing member 48 may cause the discharge valve 47d of the pump 47A to open. There is a case where the valve pressure does not reach (when the pressing force by the brake fluid pressure of the brake fluid sucked into the pump 47A is smaller than the urging force of the discharge valve 47d). In such a case, the above (2) and (3) are performed simultaneously. That is, until the discharge starts, the suction side of the pump 47A is precharged.

  As described above, when the brake fluid discharged from the pressurizing member 48 is transmitted to the wheel brake B1 through the check valve 41a of the regulator 40, the suction valve 47c of the pump 47A, and the discharge valve 47d, the operating force of the brake lever L1. Accordingly, the brake fluid pressure corresponding to the wheel brake B1 directly acts on the wheel brake B1, thereby improving the responsiveness by operating the brake lever L1 and improving the rising of the braking force in the initial braking of the wheel brake B1. It becomes like this.

  When the brake lever L1 is loosened or the operation is terminated, the brake fluid that has flowed into the output hydraulic pressure path A2 is returned from the release path D1 to the suction hydraulic pressure path F1 via the outlet valve 43.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is about to be locked, and controls the control valve means V1 and V2 corresponding to the wheel brakes B1 and B2 of the wheel that is likely to be locked. Thus, it is realized by appropriately selecting a state in which the brake fluid pressure acting on the wheel brakes B1, B2 is reduced, increased or kept constant. It is determined by the control device 400 based on the wheel speed obtained from the wheel speed sensor 401 for the front wheels and the wheel speed sensor 402 for the rear wheels.

  When the control device 400 determines that the brake fluid pressure acting on the front wheel brake B1 should be reduced, the control valve means V1 shuts off the output fluid pressure passage A2 and opens the release passage D1. Is done. Specifically, the control device 400 excites the inlet valve 42 to bring it into a closed state, while exciting the outlet valve 43 to bring it into a valve-open state. In this way, the brake fluid in the output hydraulic pressure path A2 leading to the wheel brake B1 flows into the reservoir 44 through the release path D1, and as a result, the brake hydraulic pressure acting on the wheel brake B1 of the front wheel is reduced. The Here, the brake fluid once flowing into the reservoir 44 returns to the open passage D1 again by the suction of the pump 47A, returns to the suction fluid pressure passage F1, and is stored in the first and second accumulators 45 and 46.

  When the control device 400 determines that the brake hydraulic pressure acting on the front wheel brake B1 should be kept constant, the output hydraulic pressure passage A2 and the release passage D1 are shut off by the control valve means V1, respectively. Is done. Specifically, the control device 400 excites the inlet valve 42 to close it, and demagnetizes the outlet valve 43 to close it. If it does in this way, brake fluid will be confine | sealed in the flow path closed by wheel brake B1, the inlet valve 42, and the outlet valve 43, As a result, the brake fluid pressure which is acting on wheel brake B1 becomes fixed. Retained.

  Further, when the control device 400 determines that the brake hydraulic pressure acting on the front wheel brake B1 should be increased, the output hydraulic pressure path A2 is opened by the control valve means V1, and the open path D1 is set. Blocked. Specifically, the control device 400 demagnetizes the inlet valve 42 to open it, and demagnetizes the outlet valve 43 to close it. If it does in this way, the brake fluid which flowed out from discharge hydraulic pressure path E1 to output hydraulic pressure path A2 by operation of pump 47A will act on wheel brake B1 through inlet valve 42, and brake hydraulic pressure will be increased.

  When the brake hydraulic pressure in the output hydraulic pressure path A2 exceeds the set value, the brake fluid in the output hydraulic pressure path A2 is released to the suction hydraulic pressure path F1 by the action of the cut valve 41, and as a result Thus, it is avoided that an excessive brake fluid pressure acts on the wheel brake B1.

(Linked brake control)
In the interlocked brake control, when the driver operates the brake pedal L2 on the rear wheel side, a braking force corresponding to the magnitude of the braking force (brake fluid pressure) is also applied to the wheel brake B1 on the front wheel side. To be executed.

  For example, when the driver operates the brake pedal L2 to brake the rear wheel, the operation amount of the brake pedal L2 input to the control device 400 and the magnitude of the brake fluid pressure measured by the third fluid pressure sensor 13 When the control device 400 determines that it is necessary to apply a braking force to the front wheels based on the various information, the interlocking brake control is performed. In this case, for example, as shown in FIG. 24, the control device 400 uses the front wheel brake system K1 based on the pressure value measured by the third hydraulic pressure sensor 13 provided in the rear wheel brake system K2. The target pressure value of the second hydraulic pressure sensor 12 provided at the front is set, the cut valve 41 is excited in the brake system K1 on the front wheel side, and the inlet valve 42 is opened. . This state is continued until the pressure value measured by the second hydraulic pressure sensor 12 reaches the target pressure value, and the brake fluid in the first and second accumulators 45 and 46 in the suction hydraulic pressure passage F1 is pumped by the pump 47A. And the brake fluid pressure is automatically applied to the wheel brake B1 of the front wheel. As a result, the front wheels are braked.

  Next, a specific structure of the brake fluid pressure control device U will be described in detail with reference to FIGS.

2 is a cross-sectional view (partially disassembled) of the brake fluid pressure control device U, FIG. 3 is an enlarged perspective view of the base body 100 seen from the front side, and FIG. 4 is an enlarged perspective view of the base body 100 seen from the rear side. FIG. 5 is a perspective view of the flow path component as seen from the front side, FIG. 6 is a perspective view as seen from the rear side, and FIG. 7 is a perspective view as seen obliquely from the front side, FIG. FIG. 6 is a perspective view seen from obliquely upward on the rear side.
Here, “front and rear”, “left and right”, and “upper and lower” in the description of the base body 100 assume that the surface to which the control housing 300 is attached is the “front surface”, and the surface with the pump hole 47b (47a) is the side surface. This is for the convenience of the assumption and has nothing to do with the state of being attached to a vehicle (not shown).

The substrate 100 is made of an aluminum alloy casting, an extruded material, a drawn material, or the like, and has a substantially U shape in a side view (see FIG. 2). A plurality of solenoid valves 31, X, 41 to 43, 52, 53 are attached to the front side (front part) of the base body 100, the motor 200 is attached to the rear side (rear part), and both left and right side parts are attached. A pump 47B and a pump 47A (only the pump 47B is shown in FIG. 1, the same applies hereinafter) are attached. Further, a dummy cylinder 30 constituting the stroke simulator Si is provided on the rear side of the upper part of the base body 100, and first and second accumulators 45 and 46 are provided on the lower part of the base body 100. Further, as shown in FIG. 4, members constituting the reservoir 44 and the pressurizing member 48 are mounted on the rear surface side of the lower portion of the base body 100 from the rear surface side of the base body 100. That is, the first and second accumulators 45 and 46 are arranged on the bottom side of the reservoir 44 and the bottom side of the pressurizing member 48 in the lower part of the base body 100.
As described above, the base body 100 is formed with mounting holes and the like by effectively using all surfaces. In addition, since the reservoir 44 is mounted from the rear side of the lower portion of the base body 100, the piston stroke of the reservoir 44 can be easily taken in the layout, so that the reservoir capacity can be easily set. In addition, since devices such as solenoid valves are concentrated on the front side, the mounting operation can be performed from the front side, and the mounting workability is excellent.

  Here, the motor 200 attached to the rear surface side of the base body 100 has a concave space SP in the rear part of the base body 100 formed between the upper dummy cylinder 30 of the base body 100, the lower reservoir 44 and the pressure member 48. Attached to. As a result, the dummy cylinder 30 is positioned above the motor 200, and the reservoir 44 and the pressure member 48 are positioned below the motor 200. That is, the dummy cylinder 30, the reservoir 44, and the pressurizing member 48 that require a larger accommodation space than the electromagnetic valve or the like are arranged by effectively using the spaces formed above and below the motor 200.

As shown in FIG. 1, the front surface 101 of the base body 100 is formed into a substantially flat surface, and is attached to the control housing 300 in close contact via a packing 301.
As shown in FIG. 3, the front surface 101 of the base body 100 has a first hydraulic pressure sensor mounting hole 11 a and a second mounting hole as a mounting hole for equipment constituting the brake system K <b> 1 on the front wheel side (see FIG. 21, the same applies hereinafter). The hydraulic pressure sensor mounting hole 12a, the on-off valve mounting hole 31a, the cutoff valve mounting hole Xa, the cut valve mounting hole 41a, the inlet valve mounting hole 42a, and the outlet valve mounting hole 43a are opened. In addition, as a mounting hole for devices constituting the brake system K2 on the rear wheel side, a third hydraulic pressure sensor mounting hole 13a, an inlet valve mounting hole 52a, and an outlet valve mounting hole 53a are opened.
Further, a terminal hole 220a into which the terminal 220 (see FIG. 2) of the motor 200 is inserted, and four housing mounting holes 300a for mounting the control housing 300 are provided.

On the upper surface 103 of the base body 100, an outlet port 22 of the brake system K1 on the front wheel side and an outlet port 24 of the brake system K2 on the rear wheel side (see FIG. 21, the same applies hereinafter) are opened.
Further, a pump hole 47b is opened in the left side surface 104B of the base body 100. A pump hole 47a (see FIG. 5) for the pump 47A (not shown) is opened on the right side surface 104A of the base body 100.

On the rear surface 102 of the base body 100, as shown in FIG. 4, an inlet port 21 of the brake system K1 on the front wheel side and an inlet port 23 of the brake system K2 on the rear wheel side are opened on the upper side. In the concave space SP, a rotating shaft insertion hole 200a, a terminal hole 220a, and three motor mounting holes 200b (only two are shown in FIG. 4) are opened.
A reservoir mounting hole 44a and a pressurizing member mounting hole 48a (cylinder chamber) are opened at the lower portion of the rear surface 102.

Next, the arrangement of the dummy cylinder 30 and the like and specific flow paths will be described.
As shown in FIG. 5, the dummy cylinder 30 and the pumps 47A and 47B (see FIG. 1, hereinafter the same) are arranged in parallel with the base body 100 with their longitudinal axes O1 and O2 (see FIG. 1, the same hereinafter) substantially parallel to each other. It has an established structure. The dummy cylinder 30 is positioned substantially at the top of a portion where a main flow path such as the modulator Mo (see FIG. 21) is formed, and the axis O1 is directed in the left-right direction of the base body 100 (see FIG. 1, the same applies hereinafter). It is provided by effectively utilizing the shape of the base body 100 that is disposed in a wide manner in the left-right direction. On the other hand, the pumps 47 </ b> A and 47 </ b> B are arranged with the axis O <b> 2 directed in the left-right direction of the base body 100 around the rotation shaft insertion hole 200 a provided at the center.
Each of the pump holes 47a and 47b to which the pumps 47A and 47B are attached reaches the side surface (see FIG. 4) of the base body 100 and has a depth to accommodate the entire pumps 47A and 47B. Therefore, the width dimension (the dimension in the left-right direction) of the base body 100 is approximately the length dimension of these pumps 47A and 47B plus the diameter dimension of the rotary shaft insertion hole 200a.

  Further, the axis O1 of the dummy cylinder 30 and the axis O2 of the pumps 47A and 47B are displaced in the vertical direction and the front-rear direction of the base body 100 as shown in FIG. 2, and the axis O2 is shifted from the axis O1 in a side view. The first and second accumulators 45 and 46 are located on an extension line of the passing line L11, and the reservoir 44 and the pressure member 48 are located on an extension line of the line L12 passing through the approximate center of gravity G of the motor 200 from the axis O1. Yes. As a result, the dummy cylinder 30, the first and second accumulators 45 and 46, the reservoir 44, and the pressure member 48 are arranged at respective vertex positions of a substantially isosceles triangle in a side view with the axis O1 of the dummy cylinder 30 as the top. . Therefore, there is an advantage that the base body 100 is formed in a substantially U-shape when viewed from the side, but the weight balance is good and the mounting stability to a vehicle (not shown) is excellent.

The inlet port 21 of the brake system K1 on the front wheel side is a bottomed cylindrical hole as shown in FIGS. 6 and 8, and as shown in FIG. 7, the front and rear holes R1, the horizontal holes R2, the vertical holes R3 And it communicates with the shut-off valve mounting hole Xa through a flow path formed by the front and rear holes R4. The front / rear hole R4 intersects with the lateral hole R5, and the lateral hole R5 communicates with the first hydraulic pressure sensor mounting hole 11a via the front / rear hole R6. The first hydraulic pressure sensor mounting hole 11a communicates with the on-off valve mounting hole 31a through the vertical hole R7. As shown in FIG. 8, the opening / closing valve mounting hole 31a rises from the front / rear hole R8 to the vertical hole R9, and further, as shown in FIG. And communicates with the dummy cylinder 30 via Incidentally, the longitudinal hole R9 is through a check valve 31a ₁ which is provided inside the lateral hole R2, and communicates with the horizontal hole R2. The above is the flow path including the stroke simulator Si. A bleeder 32 is formed at the end of the lateral hole R11. The bleeder 32 is for removing air mixed in the oil passage when the brake fluid is sealed.

  On the other hand, the inlet port 21 has a transverse hole R12 intersecting with the front and rear hole R1, and a pressure member mounting hole is formed through a flow path formed by the lateral hole R12, the vertical hole R13, the front and rear hole R14, and the lateral hole R15. 48a. As a result, as shown in FIGS. 6 and 8, the brake fluid can flow into the pressure member mounting hole 48 a located diagonally to the inlet port 21.

  As shown in FIG. 6, the shut-off valve mounting hole Xa is formed through a flow path formed by the vertical hole R16, the front and rear holes R17, the horizontal hole R18, the vertical hole R19, the pump hole 47a, the horizontal hole R20, and the front and rear holes R21. It communicates with the inlet valve mounting hole 42a. As shown in FIG. 7, the inlet valve mounting hole 42a communicates with the vertical hole R23 intersecting with the horizontal hole R22, and the vertical hole R23 communicates with the bottomed cylindrical outlet port 22. The vertical hole R23 also communicates with the second hydraulic pressure sensor mounting hole 12a.

  On the other hand, as shown in FIG. 6, the lateral hole R18 communicates with the cut valve mounting hole 41a through the front / rear hole R24, and further from the cut valve mounting hole 41a to the vertical hole R25, the front / rear hole R25a, and the pump hole. It communicates with the first accumulator 45 through 47a and the vertical hole R26. Further, the first accumulator 45 communicates with the second accumulator 46 through the lateral hole R27.

The inlet valve mounting hole 42a communicates with the outlet valve mounting hole 43a through the horizontal hole R22, and the outlet valve mounting hole 43a passes through a flow path formed by the vertical hole R29, the horizontal hole R30, and the vertical hole R31. To the reservoir mounting hole 44a. Incidentally, the vertical hole R29 through a check valve 43a _1, and communicates with the first accumulator 45.

  Next, as shown in FIG. 5, the brake system K2 on the rear wheel side is formed concentrated on the left side of the base body 100. As shown in FIG. 7, the inlet port 23 has front and rear holes R31a, vertical holes. The inlet valve mounting hole 52a passes through the flow path formed by R32, the lateral hole R33, and the front and rear holes R34, and further communicates with the third hydraulic pressure sensor mounting hole 13a from the lateral hole R35 through the front and rear holes R36.

  The pump hole 47b communicates with the outlet valve mounting hole 53a from the vertical hole R37, and the outlet valve mounting hole 53a communicates with the outlet port 24 through the horizontal hole R38 and the vertical hole R39. Note that the vertical hole R39 also communicates with the inlet valve mounting hole 52a.

  Next, the configuration of main parts will be described. Here, FIG. 12 is a cross-sectional view for explaining the configuration of the first and second accumulators, FIG. 13 is an exploded perspective view showing the configuration of the first accumulator, and FIG. 14 is an exploded perspective view showing the configuration of the second accumulator. is there.

As shown in FIG. 12 (see FIGS. 13 and 14 as appropriate), the first accumulator 45 and the second accumulator 46 are provided in the lower part of the base 100, and are connected to the suction fluid pressure path F1 (see FIG. 21) of the pump 47A. It is a low-pressure accumulator provided.
The first accumulator 45 is configured by attaching a diaphragm portion 450, a lid member 451, and a regulating member 452 to a bottomed concave accumulator chamber 45 </ b> A formed in the base body 100.

The diaphragm portion 450 is made of a deformable elastic member such as a rubber member, and has a cap shape. The diaphragm portion 450 is formed to be thick in the shape of a tongue piece in which the peripheral edge portion 450a is in close contact with the inner wall portion of the accumulator chamber.
Such a diaphragm unit 450 divides the accumulator chamber 45A into a brake fluid chamber 45B capable of storing brake fluid and an air chamber 45C into which atmospheric pressure is introduced, and brake fluid stored in the brake fluid chamber 45B. The volume of the brake fluid chamber 45B is changed by moving (deforming) in accordance with the increase / decrease of the pressure.

  The brake fluid chamber 45B communicates with a vertical hole R26 (suction fluid pressure path F1) communicating with the pump 47A and a vertical hole R29 from the outlet valve mounting hole 43a (see FIG. 6), and the second accumulator. A lateral hole R27 leading to 46 communicates. Thereby, the brake fluid can flow into and out of the brake fluid chamber 45B.

In the brake fluid chamber 45B, there is provided a regulating member 452 that abuts on the diaphragm portion 450 that has moved following the decrease in the brake fluid and regulates the deformation of the diaphragm portion 450.
The regulating member 452 includes an upper member 452A having a hat-shaped cross section and a lower member 452B attached to the bottom of the upper member 452A. The lower member 452B is fitted into the upper member 452A, and the lower member 452A A brake fluid storage space 452c is provided between the member 452B and the member 452B. The upper member 452A and the lower member 452B are formed with communication holes 452a and 452b that allow the brake fluid to flow therethrough.

  Such a restricting member 452 is attached to the brake fluid chamber 45B by pressing the peripheral portion of the upper member 452A into the inner peripheral wall of the accumulator chamber 45A, and the lower member 452b restricts deformation of the diaphragm portion 450. Yes.

The lid member 451 has an outer diameter that fits into a portion where the atmospheric chamber 45C of the accumulator chamber 45A is formed, and presses the peripheral portion 450a of the diaphragm portion 450 toward the inner wall portion of the accumulator chamber 45A on the upper portion. The press part 451a to perform is provided. The lid member 451 has an introduction portion 451c into which the atmosphere is introduced, and an atmosphere communication hole 451b that communicates with the introduction portion 451c and applies atmospheric pressure to the bottom surface side of the diaphragm portion 450 is formed.
The lid member 451 is fixed by a ring member 453, and a cap 454 capable of introducing atmospheric pressure is attached to the opening of the accumulator chamber 45A.

The second accumulator 46 has a volume change larger than that of the first accumulator 45. As a configuration for the second accumulator 46, two diaphragm portions 450 are provided on the upper and lower sides with a restriction member 452 as a center.
The restricting member 452 is the same member as the first accumulator 45, and the lower cover member 451 uses the same member. The upper lid member 455 has a structure similar to that of the lower lid member 451, and includes an introduction portion 455a, an air communication hole 455b, and a pressing portion 455c.
The ring member 453 and the cap 454 are also made of the same member as the first accumulator 45.
The accumulator chamber 45A1 has a larger volume than the first accumulator 45 so that the two diaphragm portions 450 can be accommodated vertically.

  The introduction portion 455a communicates with an air introduction hole (not shown) through which air is introduced. The vertical hole R37 is not in communication with the second accumulator 46.

The brake fluid returned through the vertical hole R29 flows into the first and second accumulators 45 and 46 and is stored in the brake fluid chambers 45B, 46B1 and 46B2. When the brake lever L1 (see FIG. 21) or the like is operated to apply the brake fluid pressure to the wheel brake B1, the brake fluid stored in each of the brake fluid chambers 45B, 46B1, 46B2 is sucked by the pump 47A. And flows out into the vertical hole R26. At this time, each diaphragm portion 450 is deformed as the brake fluid flows out, and abuts against the regulating member 452 as indicated by a broken line in the figure. That is, the restricting member 452 prevents the diaphragm portion 450 from being deformed more than necessary.
A vertical hole R37 that communicates with the pump hole 47b is formed at the bottom of the second accumulator 46. The vertical hole R37 has a sealing member 50A that has a bottomed cylindrical shape from the bottom side of the second accumulator 46. Is inserted, and a spherical press-fitting member 50B is press-fitted into the sealing member 50A. As a result, the second accumulator 46 and the pump hole 47b are not allowed to communicate with each other, and the brake fluid does not flow.

  15 to 18 are modified examples of the low-pressure accumulator, and the same reference numerals are given to the same parts as those of the first and second accumulators 45 and 46. FIG.

In the example shown in FIG. 15 (a), the volume related to the inflow / outflow of the brake fluid is made larger than that of the second accumulator 46 (see FIG. 2, the same applies hereinafter), and as a structure therefor, an accumulator is used. The chamber 45A3 has a larger volume than the accumulator chamber 45A1 of the second accumulator 46 described above, and three diaphragm portions 450 are provided on the upper and lower sides. Between the upper lid member 451 and the middle lid member 451, an introduction path H through which air is introduced is provided. Further, two upper and lower flow paths R50 are provided as brake fluid flow holes.
Such a low-pressure accumulator can reduce the number of holes required as an accumulator chamber when a vertically long space is formed in the base body 100, whereby the vehicle brake hydraulic pressure control device U as a whole can be reduced. Miniaturization is possible.

  In the example shown in FIG. 15B, the diaphragm portion 450 is two in the example shown in FIG. 15A, and accordingly, the volume of the accumulator chamber 45A4 is the volume of the accumulator chamber 45A3. Has been smaller than. Moreover, in this example, the storage amount of the brake fluid chamber 45B4 formed in the lower part is increased.

  In the low-pressure accumulator shown in FIGS. 15A and 15B, the flow path of the brake fluid formed in the base body 100 is laid out at a position corresponding to the accumulator chambers 45A3 and 45A4. Therefore, the accumulator chambers 45A3 and 45A4 The substrate 100 can be reduced in size while having a large structure.

In the low-pressure accumulator shown in FIG. 16 (a), the diaphragm portion 450 is pressed against the inner wall portion of the accumulator chamber 45A2 by the lid member 451 ′ in the same manner as the first and second accumulators 45 and 46. It is in close contact. Further, the restriction member 452 ′ is composed of a single member, and the shape thereof is a cross-sectional concave shape, which is simplified as compared with the restriction member 452 used for the first and second accumulators 45 and 46. It has been made. The restricting member 452 ′ is fixed to the brake fluid chamber 45B2 by press-fitting the upper edge of the step peripheral wall 45A2 ′ formed on the bottom side of the accumulator chamber 45A2. The volume of the accumulator chamber 45A2 is set larger than that of the first accumulator 45 and smaller than that of the second accumulator 46. The volume of the accumulator chamber 45B2 is substantially the same as that of the first accumulator 45.
Further, the low-pressure accumulator shown in FIG. 16B is a further modification of the low-pressure accumulator shown in FIG. 16A, and the bellows portion 450A is provided in the diaphragm portion 450, and the bellows portion 450A. By extending and contracting, the brake fluid moves (deforms) following the inflow and outflow of the brake fluid. In this example, the volume of the brake fluid chamber 45B4 is made larger than that of the low pressure accumulator shown in FIG. 16A, and accordingly, the regulating member 452′d is formed in a deeply concave shape in accordance with the diaphragm portion 450. ing.
In this low pressure accumulator, the amount of movement of the diaphragm portion 450 can be increased by providing the bellows portion 450A, so that the amount of brake fluid stored increases.

The low-pressure accumulator shown in FIG. 17 is obtained by further deforming the low-pressure accumulator shown in FIG. 16B, and the bellows portion 450A is provided by forming the diaphragm portion 450 into a convex shape toward the bottom. Is. Also in this example, a step portion is formed on the bottom side of the accumulator chamber 45A to fix the restricting member 452′e, and the restricting member 452′e is a member of the low-pressure accumulator shown in FIG. The shape is slightly protruded toward the bottom side of the regulating member 452 ′. As a result, the volume of the brake fluid chamber 45B5 is made smaller than that of the low pressure accumulator shown in FIG.
In this low pressure accumulator, since the bellows portion 450A is formed along the inner peripheral wall of the accumulator chamber 45A, the amount of stored brake fluid is further increased.

  In each of the low-pressure accumulators shown in FIGS. 16A, 16B, and 17 described above, the first and second accumulators 45 and 46 (see FIG. 12) make the regulating member 452 have a common shape. In contrast to the two members, the upper member 452A and the lower member 452B, the restriction member 452 ′ (452′d, 452′e) is used as described above in the case where only one low pressure accumulator is required. It is possible to simplify the structure, reduce the manufacturing cost, and further reduce the number of manufacturing steps by configuring the single member.

  The basic configuration of the low-pressure accumulator shown in FIG. 18A is the same as that of the low-pressure accumulator shown in FIG. 16A, and the bulging portion 450b provided at the center lower portion of the diaphragm portion 450 ′ is connected to the diaphragm portion 450. The difference is that a contact portion 450B made of a member different from 'is integrally formed. The contact portion 450B can be formed of, for example, a metal material.

  According to such a low pressure accumulator, the diaphragm portion 450 ′ contacts the lid member 451 ′ via the contact portion 450B. Therefore, the diaphragm portion 450 ′ bites into the atmosphere communication hole 451b due to the presence of the contact portion 450B. As a result, the durability of the diaphragm portion 450 ′ can be improved. Although not shown in the drawings, a contact portion 450B is provided at a portion of the diaphragm portion 450 ′ that contacts the restriction member 452 ′ so that the durability of the diaphragm portion 450 ′ with respect to the restriction member 452 ′ is improved. Also good.

In the low-pressure accumulator shown in FIG. 18 (b), the thickness of the central portion of the diaphragm portion 450 ″ is thinned so that the contact portions 450B are exposed on both the front and back surfaces of the central portion of the diaphragm portion 450 ″. It is integrally formed.
According to such a low pressure accumulator, the presence of the contact portion 450B can prevent the diaphragm portion 450 ′ from biting into the atmosphere communication hole 451b, thereby improving the durability of the diaphragm portion 450 ′. Can do. Further, the diaphragm portion 450 ″ can be formed thin.

Next, the reservoir 44 and the pressure member 48 will be described with reference to FIG.
As shown in FIG. 19, the reservoir 44 includes a substantially bottomed cylindrical reservoir piston 441 mounted in the reservoir mounting hole 44a, a substantially bottomed cylindrical spring receiving member 442 closing the reservoir mounting hole 44a, and a reservoir piston. 441 and a spring receiving member 442, and is configured to include a reservoir spring 443 that urges the reservoir piston 441 toward the bottom surface side 440c of the reservoir mounting hole 44a. The outer periphery of the reservoir piston 441 is in contact with the inner wall surface of the reservoir mounting hole 44a, and the brake fluid flowing out from the wheel brake B1 flows into the reservoir mounting hole 44a via the front and rear holes R44 (see FIG. 7). In addition, a space for storing the brake fluid is formed by sliding toward the spring receiving member 442 side. The reservoir piston 441 is attached with an O-ring 441a, and the spring receiving member 442 is fixed to the reservoir mounting hole 44a by a fixing ring 442a.

  As shown in FIG. 19, the pressure member 48 is slidably provided in a pressure member mounting hole 48a serving as a cylinder chamber. Inside the pressure member mounting hole 48a, a brake fluid chamber 48b and a pressure chamber 48c are provided. A substantially bottomed cylindrical pressure piston 48d, a lid member 482 for closing the pressure member mounting hole 48a, and the pressure piston 48d and the bottom surface side 480c of the pressure member mounting hole 48a. And a pressure member spring 483 for urging the pressure piston 48d toward the lid member 482. The pressurizing piston 48d has an outer peripheral surface in contact with the inner wall surface of the pressurizing member mounting hole 48a, and brake fluid flows into or out of the brake fluid chamber 48b via the front and rear holes R15a (see FIG. 7). It is like that. The pressurizing chamber 48c of the pressurizing piston 48d is formed with a concave portion 480b communicating with the lateral hole R15 (see FIG. 7). The concave portion 480b is connected to the master cylinder C1 (see FIG. 21) side. Brake fluid flows in. When the brake fluid from the master cylinder C1 flows into the pressurizing chamber 48c through the recess 480b, the pressurizing piston 48d slides on the bottom surface 480c and is stored in the brake fluid chamber 48b. The brake fluid is discharged to the second accumulator 46 through the front and rear hole R15a (on the suction hydraulic pressure path F1 side (see FIG. 21)). An O-ring 481a is attached to the pressurizing piston 48d, and the lid member 482 is fixed to the pressurizing member mounting hole 48a by a fixing ring 482a.

Next, the pumps 47A and 47B will be described. Since the pumps 47A and 47B have the same configuration, one pump 47A will be described here with reference to FIG.
As shown in FIG. 20, the pump 47A is a cylindrical pump housing 471 inserted into the pump hole 47a, and is slidably mounted inside the pump housing 471. One end of the pump housing 471 has one opening. A plunger 472 protruding from the bottom, a bottomed cylindrical spring receiving member 473 arranged to cover the other opening of the pump housing 471, and a lid member 474 for preventing the pump housing 471 and the like from coming out of the pump hole 47a. A suction valve body 475 installed on the end surface of the plunger 472 on the spring receiving member 473 side, a discharge valve body 476 installed in an opening 473a formed in the bottom wall of the spring receiving member 473, and a suction valve body 475. In a compressed state in a space between a retainer 477 arranged so as to cover the plunger, a plunger 472 and a spring receiving member 473 Is location, the plunger 472 and a return spring 478 presses the ball bearing 212 side is constituted by its restoring force.

  The end of the pump housing 471 on the lid member 474 side is fitted into the spring receiving member 473, and the opposite end is fitted into the deep part of the pump hole 47a. On the side wall of the pump housing 471, a through hole 471a leading to the inside is formed. Inside the plunger 472, a flow path 472a that opens to the side surface and the end surface is formed. The lid member 474 is formed with a large-diameter recess 474a into which the spring receiving member 473 is inserted and a small-diameter recess 474b formed at the center of the large-diameter recess 474a. A concave groove 474c serving as a flow path for the brake fluid is formed along the line. The concave groove 474c functions as an orifice. The suction valve body 475 functions as the suction valve 47 c shown in FIG. 21, is disposed so as to close the flow path 472 a of the plunger 472, and is a suction valve spring provided in a compressed state inside the retainer 477. The plunger 472 is biased by the restoring force of 475a. The discharge valve body 476 functions as the discharge valve 47d shown in FIG. 21, and is provided on the side of the spring receiving member 473 by the restoring force of the discharge valve spring 476a provided in a compressed state inside the small-diameter recess 474b of the lid member 474. Is being energized.

  Then, when the plunger 472 reciprocates due to the eccentric motion of the ball bearing 212, the brake fluid sucked through the through hole 471 a of the pump housing 471 flows into the flow path 472 a of the plunger 472 and the spring receiving member 473. The liquid is discharged to the discharge hydraulic pressure passage E1 (see FIG. 21) through the opening 473a and the concave groove 474c of the lid member 474.

  Next, the actual flow of brake fluid during normal operation, antilock brake control, and interlocking brake control will be described in detail with reference to FIGS. In the following description, the shutoff valve X is closed and the output hydraulic pressure path A1 and the output hydraulic pressure path A2 are shut off, and the on-off valve 31 is opened and the master cylinder C1 and the stroke simulator Si are opened. The case where this dummy cylinder 30 is communicating is illustrated.

(Normal braking)
First, the flow of brake fluid in the stroke simulator Si will be described with reference to FIG. During normal brake control and anti-lock brake control, the inlet port 21 has the front and rear holes R1, R2, vertical holes R3, front and rear holes R4, horizontal holes R5, front and rear holes R6, and the first hydraulic pressure sensor mounting hole 11a. The open / close valve 31 is connected to the open / close valve mounting hole 31a of the open / close valve 31 via the vertical hole R7, and the open / close valve 31 mounted in the mount hole is open, so that the front / rear hole R8 (see FIG. 8). The dummy cylinder 30 communicates with the vertical hole R9, the front and rear holes R10, and the horizontal hole R11. Therefore, when the driver operates the brake lever L1 (see FIG. 21, the same applies hereinafter), the brake fluid pressure generated in the master cylinder C1 is transmitted to the dummy cylinder 30 of the stroke simulator Si via the inlet port 21, and as a result. An operation reaction force corresponding to the operation force of the brake lever L1 is applied to the brake lever L1.

At this time, since the inlet port 21 communicates with the first hydraulic pressure sensor mounting hole 11a through the flow path, the brake hydraulic pressure on the master cylinder C1 side with respect to the shutoff valve X is detected by the first hydraulic pressure sensor 11. Will be.
On the other hand, the inlet port 21 communicates with the pressurizing member mounting hole 48a of the pressurizing member 48 through the front and rear holes R1, the horizontal holes R12, the vertical holes R13, the front and rear holes R14, and the horizontal holes R15. Therefore, when the driver operates the brake lever L1, the brake fluid pressure generated in the master cylinder C1 is transmitted to the pressurizing member 48 via the inlet port 21, and as a result, the master cylinder C1 side of the shutoff valve X is closer to the master cylinder C1. The brake fluid pressure is directly applied to the pressurizing member 48. Then, the pressurizing piston 48d (see FIG. 19) of the pressurizing member 48 is pressed and stroked by the brake fluid pressure, and the brake fluid stored in the brake fluid chamber 48b of the pressurizing member 48 passes through the front and rear holes R15a. It is discharged to the accumulator 46.

The brake fluid transmission path to the regulator 40 is transmitted from the second accumulator 46 to the first accumulator 45 through the lateral hole R27, and then transmitted from the vertical hole R26 to the pump hole 47a as shown in FIG. Here, the brake fluid is transmitted from the pump hole 47a to the check valve 40a of the regulator 40 (see FIG. 21, the same applies hereinafter), and the transmission is as shown in FIG. R25a is transmitted to the cut valve mounting hole 41a through the vertical hole R25, and is transmitted from the check valve 40a of the regulator 40 to the vertical hole R19 from the horizontal hole R18 through the front and rear hole R24 as shown in FIG. To be transmitted to.
Then, it is transmitted from the pump hole 47a to the front / rear hole R21 through the lateral hole R20, and then from the inlet valve mounting hole 42a to the lateral hole R22 through the inlet valve 42, and further to the outlet port 22 through the vertical hole R23. As a result, the brake fluid pressure from the pressurizing member 48 is added to the brake fluid pressure discharged from the pump 47A.

  At this time, as shown in FIG. 20, the brake hydraulic pressure transmitted to the pump hole 47a flows into the flow path 472a from the through hole 471a of the pump 47A, and the suction valve body 475 is applied to the biasing force of the suction valve spring 475a. They are pressed against each other and transmitted from the retainer 477 to the opening 473 a of the spring receiving member 473. Further, the brake fluid pressure further presses the discharge valve body 476 against the urging force of the discharge valve spring 476a, and is output from the small diameter recess 474b through the large diameter recess 474a. Thus, by operating the brake lever L1, the brake hydraulic pressure output on the master cylinder C1 side is transmitted to the discharge hydraulic pressure path E1 on the modulator Mo side.

(During anti-lock brake control)
When the brake fluid pressure acting on the wheel brake B1 is reduced by the antilock brake control, as shown in FIG. 9, the brake fluid from the wheel brake B1 (see FIG. 21) is supplied to the vertical hole R23 through the outlet port 22. Then, it flows into the outlet valve mounting hole 43a through the horizontal hole R22, and further flows into the reservoir mounting hole 44a from the vertical hole R29 and the horizontal hole R30 through the vertical hole R31 through the outlet valve 43. On the other hand, the brake fluid flowing into the reservoir 44 from the reservoir mounting hole 44a passes through the vertical hole R31 and the horizontal hole R30 from the reservoir 44, and further flows into the first accumulator 45 through the vertical hole R29, and further through the horizontal hole R27. It flows into the second accumulator 46. As a result, the brake fluid pressure acting on the wheel brake B1 is reduced.

  Further, when the brake hydraulic pressure acting on the wheel brake B1 is increased by the antilock brake control, the inlet valve 42 is opened and the outlet valve 43 is closed, as shown in FIG. The brake fluid is sucked into the pump 47A from the first and second accumulators 45 and 46 through the vertical hole R26, and as shown in FIG. 6, from the pump hole 47a through the vertical hole R19, the horizontal hole R20, and further through the front and rear holes R21. It flows into the inlet valve mounting hole 42a. Then, as shown in FIG. 7, the brake fluid flows out to the outlet port 22 through the vertical hole R23.

(When interlocking brake control)
For example, when the driver operates the brake pedal L2 to brake the rear wheel, the brake fluid pressure from the master cylinder C2 (see FIG. 24) is changed from the inlet port 23 to the front and rear holes R31a and the vertical holes as shown in FIG. It flows into the third hydraulic pressure sensor mounting hole 13a through R32, the lateral hole R35, and the front and rear holes R36, and the brake fluid pressure on the rear wheel side is detected by the third hydraulic pressure sensor 13. Further, the brake fluid flows into the inlet valve mounting hole 52a from the vertical hole R32 and the horizontal hole R33 through the front and rear holes R34, and flows out to the outlet port 24 through the vertical hole R39.
On the other hand, in the brake system K1 on the front wheel side, the cut valve 41 is excited and closed as described above, and the inlet valve 42 is opened. Then, until the pressure value measured by the second hydraulic pressure sensor 12 reaches the target pressure value, the first and second accumulators 45 and 46 as shown in FIG. Brake fluid is sucked into the pump 47A and flows out from the vertical hole R23 to the outlet port 22. As a result, the front wheel side is braked in conjunction with the brake operation on the rear wheel side.

According to the low-pressure accumulator of the present embodiment described above, the accumulator chamber 45A moves following the increase / decrease in brake fluid stored in the brake fluid chambers 45B, 46B1, 46B2, and these brake fluid chambers 45B, Since the diaphragm portions 450 for changing the volumes of 46B1 and 46B2 are provided, when the brake fluid flows into the brake fluid chambers 45B, 46B1 and 46B2, the diaphragm portions 450 are deformed following this. And brake fluid is accepted. Further, when the brake fluid flows out from the brake fluid chambers 45B, 46B1, and 46B2, the diaphragm portions 450 are deformed following this, and the brake fluid is allowed to flow out.
Therefore, it is possible to cope with inflow and outflow of brake fluid without requiring a piston stroke structure as in a conventional reservoir tank, which contributes to downsizing of the base body 100 of the brake fluid pressure control device U.

  In addition, the brake fluid chambers 45B, 46B1, and 46B2 are provided with a regulating member 452 that abuts the diaphragm portion 450 and restricts the movement of the diaphragm portion 450, so that the diaphragm portion 450 is moved along with the inflow and outflow of the brake fluid. Unnecessary movement (deformation) is prevented, and durability is improved.

Further, when the lid member 451 is assembled to the accumulator chamber 45A, the diaphragm portion 450 holds the peripheral portion 450a of the diaphragm portion 450 between the pressing portion 451a of the lid member 451 and the inner wall portion of the accumulator chamber 45A. By attaching the lid member 451 to the inner wall portion, it can be attached to the accumulator chamber 45A at the same time. Therefore, it is not necessary to use another member for fixing the diaphragm portion 450, and the number of parts can be reduced. In addition, the time required for assembling the diaphragm 450 can be shortened.
Here, the peripheral edge portion 450a is sandwiched between the pressing portion 451a of the lid member 451 and the inner wall portion of the accumulator chamber 45A, thereby fulfilling a sealing function for preventing leakage of brake fluid.

  In addition, since the second accumulator 46 is provided with two brake fluid chambers 46B1 and 46B2 on both sides of the regulating member 452, more brake fluid can be stored. As a result, more brake fluid can be stored in the limited space of the base body 100 in the brake fluid pressure control device U, which contributes to an improvement in braking performance in the brake fluid pressure control device U.

  Further, since the brake fluid can flow between the two brake fluid chambers 46B1 and 46B2 through the communication holes 452a and 452b, the two diaphragm portions 450 in the two brake fluid chambers 46B1 and 46B2 flow into the brake fluid. It can be interlocked at the time of outflow, and the followability of the two diaphragm portions 450 can be improved.

  Even when the output hydraulic pressure paths A1 and A2 connecting the master cylinder C1 side and the wheel brake B1 side are shut off (during the by-wire control), the pump does not communicate with the master cylinder C1 side and the wheel brake B1 side. Brake control of wheel brake B1 by 47A can be performed suitably.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and can be appropriately modified and implemented.
For example, in the first and second accumulators 45 and 46, the shape and the number of installed diaphragm portions 450 can be appropriately selected and set. Further, the diaphragm portion 450 may be formed from a metal member in order to enhance durability.

1 is an exploded perspective view showing a vehicle brake fluid pressure control apparatus to which a low-pressure accumulator according to an embodiment of the present invention is applied. It is sectional drawing of a brake fluid pressure control apparatus (partially disassembled). It is the expansion perspective view which looked at the base of the brake fluid pressure control device from the front side. It is the expansion perspective view which looked at the base of the brake fluid pressure control device from the rear side (partially exploded perspective view). It is the perspective view which looked at the flow path composition part from the front side. It is the perspective view which looked at the channel composition part from the back side. It is the perspective view which looked at the channel composition part from the slanting upper part of the front side. It is the perspective view which looked at the channel composition part from the slanting upper part of the back side. It is explanatory drawing which shows the flow of brake fluid. It is explanatory drawing which shows the flow of brake fluid. It is explanatory drawing which shows the flow of brake fluid. It is an expanded sectional view showing a low-pressure accumulator. It is a disassembled perspective view which shows the structural member of a 1st accumulator. It is a disassembled perspective view which shows the structural member of a 2nd accumulator. (A) (b) is sectional drawing which shows the modification of a low voltage | pressure accumulator. (A) (b) is sectional drawing which shows the other example of a low voltage | pressure accumulator. (A) (b) is sectional drawing which shows the other example of a low voltage | pressure accumulator. It is sectional drawing which shows the other example of a low voltage | pressure accumulator. It is an expanded sectional view showing a reservoir and a pressurizing member. It is an expanded sectional view showing a pump. 1 is a brake fluid pressure circuit diagram of a vehicle brake fluid pressure control device to which a low pressure accumulator according to an embodiment of the present invention is applied. It is a brake hydraulic pressure circuit diagram which similarly shows the state in an ignition-off state. FIG. 5 is a brake hydraulic pressure circuit diagram showing a state during normal brake control and pressure increase control during antilock brake control. It is a brake fluid pressure circuit figure showing the state at the time of interlocking brake control similarly.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 1st hydraulic pressure sensor 12 2nd hydraulic pressure sensor 13 3rd hydraulic pressure sensor 30 Dummy cylinder 40 Regulator 44 Reservoir 45 1st accumulator 45A Accumulator chamber 45B Brake fluid chamber 45C Atmosphere chamber 46 2nd accumulator 47A Pump 47B Pump 48 Pressurization Member 48a Cylinder chamber 48d Pressure piston 450 Diaphragm part 450a Peripheral part 451 Lid member 451a Press part 451b Air communication hole B1 Wheel brake B2 Wheel brake C1 Master cylinder C2 Master cylinder K1 Front wheel side brake system K2 Rear wheel side brake system L1 Brake lever (brake operator)
L2 Brake pedal (brake operator)

Claims (6)

A low pressure accumulator used in a vehicle brake hydraulic pressure control device having a brake system with a pump interposed therein,
A bottomed concave accumulator chamber;
The accumulator chamber is provided in the accumulator chamber and divides the accumulator chamber into a brake fluid chamber in which brake fluid can be stored and an atmospheric chamber into which atmospheric pressure is introduced, and for increasing or decreasing the brake fluid stored in the brake fluid chamber. A diaphragm part that moves following the movement and changes the volume of the brake fluid chamber;
A lid member provided in the atmospheric chamber of the accumulator chamber and having an air communication hole;
A low-pressure accumulator comprising: a regulating member provided in the brake fluid chamber and contacting the diaphragm portion that has moved following the decrease of the brake fluid and restricts the movement of the diaphragm portion. The diaphragm portion has a peripheral edge that is in close contact with the inner wall portion of the accumulator chamber,
2. The low-pressure accumulator according to claim 1, wherein the lid member has a pressing portion that presses the peripheral edge portion of the diaphragm portion toward the inner wall portion of the accumulator chamber to be in close contact therewith.   The accumulator chamber includes two diaphragm portions and two lid members, and the two diaphragm portions are arranged at intervals in the axial direction of the accumulator chamber with the regulating member as a center. The two brake fluid chambers are provided on both sides of the regulating member, and the lid member is provided in the two atmospheric chambers formed in the accumulator chamber by the two diaphragm portions. The low pressure accumulator according to claim 2.   The low-pressure accumulator according to claim 3, wherein the restriction member is provided with a communication hole that allows a brake fluid to flow between the two brake fluid chambers.   The diaphragm part is made of a member different from the diaphragm part, and a contact part that closes the atmosphere communication hole is integrally formed and provided. The low-pressure accumulator according to item. The brake system is capable of applying brake fluid pressure to the wheel brake in a state where a flow path connecting the master cylinder side and the wheel brake side is blocked,
The brake fluid chamber has a volume capable of storing a brake fluid amount necessary for pressurization of the wheel brake in a state where the flow path connecting the fluid pressure source side and the wheel brake side is blocked. The low-pressure accumulator according to any one of claims 1 to 4, wherein

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