JP2009196627A - Brake hydraulic pressure control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To inexpensively and easily replace a control system connected to a pressure sensor, solenoid valves and a motor for driving pumps, in a brake hydraulic pressure control device. <P>SOLUTION: This brake hydraulic pressure control device 15 is provided with a housing 21 having the plurality of solenoid valves 31 etc. disposed on a first surface 21a and the motor 34b for driving the pumps 34a and 44a which is mounted on a second surface 21b, a first unit Uc constituted to include a main ECU 18 for controlling the solenoid valves etc. and the motor 34b attachable/detachable to/from the housing 21, a pressure sensor P1 disposed on the second surface 21b side to detect hydraulic pressure, a conductive member 51b extended from the second surface 21b side to the first surface 21a side and having an end capable of electrically connecting the motor 34b and the pressure sensor P1 on the second surface 21b side, and a connecting part 22 having an end on the first surface 21a side of the conductive member which is attachable/detachable to/from the main ECU 18. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a brake fluid pressure control device.

Conventionally, as a brake fluid pressure control device, the one shown in Patent Document 1 is known. As shown in FIGS. 16 and 17 of Patent Document 1, the brake fluid pressure control device includes a pump (P) that supplies hydraulic pressure for controlling the braking force of the wheels, and an output shaft, and drives the pump. An electric motor (motor 100), an electromagnetic valve (510, 520, 530) for controlling hydraulic pressure supplied from the pump, a power system board (400) mounted with a semiconductor switching element for supplying electric power to the electric motor, An axial end surface of the electric motor, which is provided substantially perpendicularly to the output shaft, and is provided with an electric motor side portion provided at an end portion of the electric motor, and an outer portion extending radially outward from the electric motor side portion. , And a control system board (300) composed of: a micro that is provided on the control system board and controls the semiconductor switching element based on a brake pedal force state or a wheel slip state A computer (330), a has.
JP 2006-168705 A

  In the brake fluid pressure control device described in Patent Document 1, there is a need to replace the control system board (300) instead of replacing the brake fluid pressure control device as a whole. When exchanging the unit unit including the control system board (300), not only the coil portion of the solenoid valve connected to the control system board (300) but also the motor (100) and the power system board (400) are simultaneously used. Since it is necessary to replace (the motor housing 12, the power system substrate housing 13, the housing cover 50, etc. must be replaced at the same time), there is a problem that the replacement cost (repair cost) becomes high. Further, when the control system board (300) is replaced alone, there is a problem that the replacement (repair) takes time by separating the control system board (300) from the solenoid valve, the power system board, and the motor. .

  Furthermore, when a pressure sensor for detecting the hydraulic pressure supplied from the pump is provided, it is necessary to connect the pressure sensor to the control system board, which increases the replacement cost and requires a long replacement time.

  The present invention has been made to solve the above-described problems, and has an object to inexpensively and easily replace a control system connected to a pressure sensor, a solenoid valve, and a pump drive motor in a brake fluid pressure control device. And

  In order to solve the above-mentioned problem, a structural feature of the invention according to claim 1 is that a plurality of electromagnetic valves for adjusting hydraulic pressure applied to a wheel cylinder of a vehicle wheel are arranged on the first surface, A pump that raises the hydraulic pressure is provided inside, a motor that drives the pump is attached to a second surface different from the first surface, and a cover that covers the electromagnetic valve and is attached to the first surface; A first control unit disposed in a space defined by the cover and the housing and controlling the solenoid valve and the motor, and a first unit detachably attached to the housing, and a second surface A pressure sensor for detecting fluid pressure, a conductive member extending from the second surface side to the first surface side and electrically insulated from the housing, the motor and the pressure sensor; Electrically connectable end on the second side A conductive member, is that the end portion of the first surface of the conductive member includes a connection portion detachable from the first control means.

  The structural feature of the invention according to claim 2 is that, in the case of claim 1, when the motor is a brushless motor, the motor is driven, and further comprises second control means capable of communicating with the first control means. The conductive member connected to the sensor is electrically connected to the second control means, and the pressure sensor can transmit the detection result of the pressure sensor to the first control means via the second control means. Is connected.

  The structural feature of the invention according to claim 3 is that in claim 2, the first control means comprises first conversion means capable of converting one of the input serial signal and parallel signal into the other and outputting the other, The second control means includes second conversion means capable of converting one of the input serial signal and parallel signal into the other and outputting the other, and the first and second conversion means include at least one serial communication capable. It is electrically connected by a conductive member.

  According to a fourth aspect of the present invention, when the motor is a brushed motor according to the first aspect, the brushed motor is connected to a plurality of conductive members for supplying a driving voltage to the brushed motor. In the pressure sensor, a plurality of conductive members are connected, and end portions on the first surface side of the conductive members are connected to the connection portions.

  The structural feature of the invention according to claim 5 is that, in any one of claims 1 to 4, the connection portion is configured such that the first surface side ends of the plurality of conductive members serve as the first control means. It is detachable in a lump.

  In the invention according to claim 1 configured as described above, the motor and the pressure sensor are disposed on a second surface side different from the first surface of the housing to which the first unit including the first control means is attached. The Thereby, when replacing the first control means, it is only necessary to replace the first unit including the first control means without simultaneously replacing the motor and the pressure sensor, and the replacement cost can be suppressed low. . At the same time, the motor and the pressure sensor are connected to the connecting portion via the conductive member, and the first control means is detachably connected to the connecting portion. Thereby, when exchanging the first control means, the connection of the first control means at the connecting portion is simply canceled (for example, the conductive member connected to the first control means is simply removed from the connecting portion). The first control means and the motor and pressure sensor can be electrically separated. From the above, in the brake fluid pressure control device, the control system (the first unit including the first control means) connected to the pressure sensor, the solenoid valve, and the pump driving motor can be easily and inexpensively replaced.

  In the invention according to claim 2 configured as described above, when the motor is a brushless motor, the motor further drives and the second control means capable of communicating with the first control means is further connected to the pressure sensor. The electrically conductive member is electrically connected to the second control means, and the pressure sensor is connected so that the detection result of the pressure sensor can be transmitted to the first control means via the second control means. Yes. Thus, the pressure sensor can be connected to the first control means so as to be able to transmit using the communication line between the first control means and the second control means, so that the apparatus can be provided without providing a dedicated transmission line. The enlargement of the main body can be suppressed.

  In the invention according to claim 3 configured as described above, in the invention according to claim 2, the first control means can convert and output one of the input serial signal and parallel signal to the other. Conversion means, and the second control means includes second conversion means capable of converting one of the input serial signal and parallel signal into the other and outputting the other, and the first and second conversion means are capable of serial communication. It is electrically connected by at least one conductive member. Thereby, the first control means and the second control means are connected by the conductive member capable of serial communication. Accordingly, the number of conductive members connecting the first control means and the second control means can be reduced, the space for wiring the conductive members can be reduced, and the entire apparatus can be miniaturized.

  In the invention according to claim 4 configured as described above, when the motor is a brushed motor, the brushed motor is connected to a plurality of conductive members for supplying a driving voltage to the brushed motor, and the pressure sensor A plurality of conductive members are connected to each other, and end portions on the first surface side of these conductive members are connected to the connection portions. Even in a brake fluid pressure control device in which the motor is a motor with a brush, the control system connected to the pressure sensor, the solenoid valve, and the pump drive motor can be easily and inexpensively replaced.

  In the invention according to claim 5 configured as described above, in the invention according to any one of claims 1 to 4, the connection portion includes end portions on the first surface side of the plurality of conductive members. The first control means can be attached and detached at once. Thereby, a plurality of conductive members can be attached and detached simultaneously, and the first control means and the housing including the motor and the pressure sensor can be easily attached and detached.

1) First Embodiment Hereinafter, a first embodiment of a vehicle to which a brake fluid pressure control device according to the present invention is applied will be described with reference to the drawings. 1 is a schematic diagram showing the configuration of the vehicle, FIG. 2 is a partial cross-sectional view showing a brake hydraulic pressure control device 15, and FIG. 3 is a schematic diagram showing a hydraulic brake device 10 of a vehicle M.

  The hydraulic brake device 10 brakes the vehicle M by applying a hydraulic braking force to each wheel Wfl, Wfr, Wrl, Wrr. This hydraulic brake device 10 causes the diaphragm to act on each diaphragm by the wheel cylinders WCfl, WCfr, WCrl, WCrr for restricting the rotation of each wheel Wfl, Wfr, Wrl, Wrr, the brake pedal 11, and the engine intake negative pressure. The booster 12 is a booster that boosts (increases) the brake operation force generated by the depression of the brake pedal 11, and the brake operation force boosted by the negative pressure booster 12 (that is, the brake pedal 11). A master cylinder 13 that generates a brake fluid (oil) of a hydraulic pressure (hydraulic pressure) that is a basic hydraulic pressure corresponding to the operation state of the engine and supplies the brake fluid to each wheel cylinder WCfl, WCfr, WCrl, WCrr; A reservoir tank 14 for supplying the master cylinder 13 with the brake fluid, and a brake A pressure control device 15, and a.

  Each wheel cylinder WCfl, WCfr, WCrl, WCrr is provided in each caliper CLfl, CLfr, CLrl, CLrr, and houses a piston (not shown) that slides in a liquid-tight manner. When the base hydraulic pressure or the control hydraulic pressure is supplied to each wheel cylinder WCfl, WCfr, WCrl, WCrr, each piston presses a pair of brake pads (not shown) that are friction members, and each wheel Wfl, Wfr, Wrl. The disc rotors DRfl, DRfr, DRrl, DRrr, which are rotating members that rotate integrally with Wrr, are sandwiched from both sides to restrict their rotation. In the first embodiment, the disc type brake is employed, but a drum type brake may be employed.

  The brake hydraulic pressure control device 15 is a plurality of hydraulic devices for individually controlling the hydraulic pressure applied to each wheel cylinder WCfl, WCfr, WCrl, WCrr of the vehicle M. 44a, a motor 34b, a brake actuator 16, a motor ECU 17 that controls the motor 34b, the electromagnetic valve, and the motor via the motor ECU 17 to control the overall movement of the vehicle. A main ECU 18 is provided.

  Further, the configuration of the brake fluid pressure control device 15 will be specifically described in detail with reference to FIG. The brake fluid pressure control device 15 includes a housing unit Uh, a cover unit Uc provided on one side surface of the housing unit Uh, and a motor unit Um provided on the other side surface of the housing unit Uh. The brake fluid pressure control device 15 is one component in which the housing unit Uh, the cover unit Uc, and the motor unit Um are integrated.

  The housing unit Uh includes a housing 21 formed in a substantially rectangular parallelepiped, a plurality of electromagnetic valves 31, 32a, 32b, 33a, 33b, 34d, 41, 42a, 42b, 43a, 43b, 44d, pumps 34a, 44a, and a pressure sensor P1. , P2, P3, and a connection portion 22 are provided. Each solenoid valve, pump, and pressure sensor are all shown in FIG. 3, and a part of each is shown in FIG.

  The plurality of solenoid valves 31, 32a, 32b, 33a, 33b, 34d, 41, 42a, 42b, 43a, 43b, 44d are provided to the wheel cylinders WCfl, WCfr, WCrl, WCrr of the wheels Wfl, Wfr, Wrl, Wrr. And is attached to the first surface 21 a of the housing 21.

  Taking the electromagnetic valve 32a shown in FIG. 2 as an example, the structure of the electromagnetic valve will be described in detail. The electromagnetic valve 32a includes a main body portion 35a attached to the housing 21, and a solenoid portion 35b that can be attached to and detached from the upper portion of the main body portion 35a. The main body 35a mainly includes a sleeve fixed to the housing 21, a stator fixed to the upper end of the sleeve, a mover slidably accommodated in the sleeve, a valve provided at the lower end of the sleeve, and the like. It is composed of The solenoid part 35b mainly includes an annular yoke 35b1, a solenoid 35b2 housed in the yoke 35b1, a pair of terminals 35b3 (leads) standing from the top of the yoke 35b1 and connected to the solenoid 35b2. The tip of the terminal 35b3 of the solenoid unit 35b is directly connected to the main ECU 18 or indirectly connected via a bus bar or the like. The upper part (the part including the stator) of the main body 35a is detachably inserted into a through hole (not shown) of the yoke 35b1.

  The pumps 34 a, 44 a increase the hydraulic pressure applied to the wheel cylinders WCfl, WCfr, WCrl, WCrr of the wheels Wfl, Wfr, Wrl, Wrr, and are provided inside the housing 21.

  As shown in FIG. 2, the pumps 34a and 44a are rotary pumps such as a gear pump and a vane pump. For example, in a gear pump, a tooth meshing portion is rotated by rotation of two gears (an inner gear and an outer gear) housed in the housing. Used to deliver fluid. In this case, the inner gear and the outer gear are eccentric. The inner gear is rotationally driven by a rotating shaft 34b1 that is rotationally driven by a motor 34b. A piston pump may be used instead of the rotary pump.

  The pressure sensors P1, P2, P3 detect the hydraulic pressure of the master cylinder 13 and the wheel cylinder pressures of the first and second systems 16a, 16b, respectively, and are attached to the second surface 21b of the housing 21. . The second surface 21b is a surface different from the first surface 21a. In the first embodiment, the second surface 21b is a surface opposite to the first surface 21a. For example, the pressure sensor P1 will be described in detail as an example. The pressure sensor P1 includes a detection unit (sensing unit) P1a that contacts the brake fluid and detects the hydraulic pressure, and a calculation unit P1b that calculates and outputs a hydraulic pressure value from a signal detected by the detection unit. Each lead terminal (conductive member) P1c, P1d, P1e of the pressure sensor P1 is connected to the motor ECU 17. The lead terminals P1c and P1d are a power supply line and a ground line, and the lead terminal P1e is a signal line for transmitting a detected signal.

  The structure of the brake actuator 16 including the above-described electromagnetic valves 31, 32a, 32b, 33a, 33b, 34d, 41, 42a, 42b, 43a, 43b, 44d, pumps 34a, 44a, pressure sensors P1, P2, P3 and the like. Will be described with reference to FIG.

  The brake actuator 16 is composed of a plurality of systems that are hydraulic circuits that operate independently. Specifically, the brake actuator 16 has a first system 16a and a second system 16b that are X pipes. The first system 16a communicates the first hydraulic chamber 13a of the master cylinder 13 with the left rear wheel Wrl and the wheel cylinders WCrl and WCfr of the right front wheel Wfr to control the braking force of the left rear wheel Wrl and the right front wheel Wfr. It is a system concerning. The second system 16b communicates the second hydraulic chamber 13b of the master cylinder 13 with the left front wheel Wfl and the wheel cylinders WCfl and WCrr of the right rear wheel Wrr, respectively, and controls the braking force of the left front wheel Wfl and the right rear wheel Wrr. It is a system concerning. The brake actuator 16 may be a front and rear pipe instead of the X pipe.

  The first system 16 a includes a differential pressure control electromagnetic valve 31, a left rear wheel hydraulic pressure control unit 32, a right front wheel hydraulic pressure control unit 33, and a first pressure reduction unit 34.

  The differential pressure control solenoid valve 31 is a normally open linear solenoid valve interposed between the master cylinder 13 and the upstream part of the left rear wheel hydraulic pressure control unit 32 and the upstream part of the right front wheel hydraulic pressure control unit 33. is there. The differential pressure control electromagnetic valve 31 is controlled to be switched between a communication state (non-differential pressure state) and a differential pressure state by the main ECU 18. When the differential pressure control solenoid valve 31 is energized to enter a differential pressure state (closed side), the hydraulic pressure on the wheel cylinders WCrl, WCfr side is higher than the hydraulic pressure on the master cylinder 13 side by a predetermined control differential pressure. Can be held in. As a result, a control hydraulic pressure corresponding to the control differential pressure is formed on the premise of pressurization by the pumps 34a and 44a.

  The left rear wheel hydraulic pressure control unit 32 is capable of controlling the hydraulic pressure supplied to the wheel cylinder WCrl, and is a two-port two-position switching type normally open electromagnetic on-off valve (solenoid valve) with a pressure increasing valve 32a and two ports. The pressure reducing valve 32b is a two-position switching type normally closed electromagnetic on-off valve (solenoid valve). The pressure increasing valve 32a is interposed between the differential pressure control electromagnetic valve 31 and the wheel cylinder WCrl, and the pressure reducing valve 32b is interposed between the wheel cylinder WCrl and the reservoir 34c. The liquid pressure in the WCrl can be increased, held and reduced.

  The right front wheel hydraulic pressure control unit 33 can control the hydraulic pressure supplied to the wheel cylinder WCfr, and includes a pressure increasing valve 33a and a pressure reducing valve 33b, like the left rear wheel hydraulic pressure control unit 32. The pressure increasing valve 33a and the pressure reducing valve 33b are controlled by a command from the main ECU 18, so that the hydraulic pressure in the wheel cylinder WCfr can be increased, held and reduced.

  The first pressure reducing unit 34 pumps the brake fluid in the reservoir 34c and supplies the brake fluid between the differential pressure control electromagnetic valve 31 and the pressure increasing valves 32a and 33a, a motor 34b for driving the pump 34a, a wheel It includes a reservoir 34c that temporarily stores brake fluid extracted from the cylinders WCrl and WCfr via the pressure reducing valves 32b and 33b, and an electromagnetic valve 34d that communicates and blocks the reservoir 34c and the master cylinder 13. The electromagnetic valve 34d is a normally closed electromagnetic opening / closing valve (electromagnetic valve). The electromagnetic valve 34d is an inflow control valve, and is energized and opened when it is necessary to replenish hydraulic fluid from the master cylinder 13 to the reservoir 34c, allowing the flow of hydraulic fluid from the master cylinder 13 to the reservoir 34c. On the other hand, when replenishment of the working fluid from the master cylinder 13 to the reservoir 34c is not necessary, it is de-energized and closed to prevent the working fluid from flowing from the master cylinder 13 to the reservoir 34c. Allows boosting.

  The first pressure reducing unit 34 is supplied from the master cylinder 13 when a differential pressure state is formed by the differential pressure control electromagnetic valve 31 and the pump 34a is driven (for example, in the case of skid prevention control, traction control, etc.). The brake fluid can be supplied upstream of the pressure increasing valves 32a and 33a via the electromagnetic valve 34d and the reservoir 34c.

  Similar to the first system 16a, the second system 16b includes a differential pressure control solenoid valve 41, a left front wheel hydraulic pressure control unit 42, a right rear wheel hydraulic pressure control unit 43, and a second pressure reducing unit 44. Yes. The left front wheel hydraulic pressure control unit 42 and the right rear wheel hydraulic pressure control unit 43 can control the hydraulic pressure supplied to the wheel cylinders WCfl and WCrr, respectively. The left rear wheel hydraulic pressure control unit 32 and the right front wheel hydraulic pressure control unit 43 As with the control unit 33, the pressure increasing valve 42a and the pressure reducing valve 42b, and the pressure increasing valve 43a and the pressure reducing valve 43b are configured. Similar to the first decompression unit 34, the second decompression unit 44 includes a pump 44a, a motor 34b (shared with the first decompression unit 34), a reservoir 44c, and an electromagnetic valve 44d.

  In the brake actuator 16 configured as described above, all the solenoid valves are de-energized during normal braking, and the brake hydraulic pressure corresponding to the operating force of the brake pedal 11, that is, the basic hydraulic pressure is set to the wheel cylinder WC. Each can be supplied to **. In addition, ** is a subscript corresponding to each ring and is any one of fl, fr, rl, and rr, and indicates left front, right front, left rear, and right rear. The same applies to the present specification and drawings.

  When the motor 34b, that is, the pumps 34a and 44a are driven and the differential pressure control solenoid valves 31 and 41 are excited, the brake hydraulic pressure obtained by adding the control hydraulic pressure to the basic hydraulic pressure from the master cylinder 13 is applied to the wheel cylinder WC **. Each can be supplied.

  Further, the brake actuator 16 can individually adjust the hydraulic pressure of the wheel cylinder WC ** by controlling the pressure increasing valves 32a, 33a, 42a, 43a and the pressure reducing valves 32b, 33b, 42b, 43b. . Thereby, according to instructions from the main ECU 18, for example, known anti-skid control, front / rear braking force distribution control, skid prevention control (specifically, understeer suppression control, oversteer suppression control), traction control, inter-vehicle distance control, etc. Can be achieved.

  The brake actuator 16 is provided with a pressure sensor P1 that detects a master cylinder pressure, which is a brake fluid pressure in the master cylinder 13, and this detection signal is output to the motor ECU 17. The pressure sensor P1 is provided upstream (on the master cylinder 13 side) of the differential pressure control electromagnetic valve 31 of the first system 16a.

  Further, the brake actuator 16 is provided with a pressure sensor P2 that detects a wheel cylinder pressure that is a brake fluid pressure in the wheel cylinder WCfr of the first system 16a, and this detection signal is output to the motor ECU 17. It has become. The pressure sensor P2 is provided downstream (on the wheel cylinder WCfr side) of the pressure increasing valve 33a and the pressure reducing valve 33b of the first system 16a. The hydraulic pressure of the wheel cylinder WCrl may be detected instead of the hydraulic pressure of the wheel cylinder WCfr.

  Further, the brake actuator 16 is provided with a pressure sensor P3 that detects a wheel cylinder pressure that is a brake fluid pressure in the wheel cylinder WCfl of the second system 16b, and this detection signal is output to the motor ECU 17. It has become. The pressure sensor P3 is provided downstream (on the wheel cylinder WCfl side) of the pressure increasing valve 42a and the pressure reducing valve 42b of the second system 16b. The hydraulic pressure of the wheel cylinder WCrr may be detected instead of the hydraulic pressure of the wheel cylinder WCfl. The pressure sensors P2 and P3 are respectively upstream of the pressure increasing valves 32a and 33a (downstream of the differential pressure control electromagnetic valve 31) and upstream of the pressure increasing valves 42a and 43a (downstream of the differential pressure control electromagnetic valve 41). You may arrange.

  Returning to the housing unit Uh again, the connecting portion 22 will be described with reference to FIGS. The connection unit 22 removably connects the main ECU 18 and the motor ECU 17, that is, the plurality of conductive members 51 a to 55 a connected to the main ECU 18 and the plurality of conductive members 51 b to 55 b connected to the motor ECU 17. Is. The connection portion 22 is insulated and accommodated in a connection portion housing 22a formed of an insulating material (for example, a resin material) and a plurality of storage chambers (not shown) defined in the connection portion housing 22a. Connecting terminals (for example, contacts) 22b1 to 22b5.

  Each of the connection terminals 22b1 to 22b5 includes a fixing portion (not shown) to which the conductive members 51b to 55b connected to the motor ECU 17 are connected and fixed, for example, by pressure bonding. The conductive members 51b and 52b are two motor drive power supply conductive members that supply an external power supply voltage (+ BM) to the motor 34b via the main ECU 18. One end of each of the conductive members 51b and 52b is fixed to each fixed portion of the connection terminals 22b1 and 22b2, and the other end is formed in the motor ECU 17 and is supplied to the motor 34b. The motor drive power supply line L1 and the ground line L2 terminals 17a1 and 17a2 ( It is connected and fixed to the copper foil terminal by soldering. When the motor 34b is a direct current brushless motor, one motor drive power source conductive member 51b is the power line L1, and the other motor drive power source conductive member 52b is the ground line L2.

  The conductive member 53b is an IC (integrated circuit) drive power supply conductive member that supplies an external power supply voltage (IG voltage (for example, 13.5 V)) to the power supply circuit 17i for the second CPU 17c and the pre-driver 17d via the main ECU 18. is there. One end of the conductive member 53b is fixed to the fixing portion of the connection terminal 22b3, and the other end is formed on the motor ECU 17 and soldered to the terminal 17a3 (copper foil terminal) of the IC drive power supply line L3 supplied to the second CPU 17c and the pre-driver 17d. The connection at is fixed.

  The conductive member 54b is a first signal conductive member that transmits a serial signal (serial data) from the first CPU 18c of the main ECU 18 to the second CPU 17c of the motor ECU 17. One end of the conductive member 54b is fixed to the fixing portion of the connection terminal 22b4, and the other end is connected to the terminal 17a4 (copper foil terminal) of the first signal line L4 formed in the motor ECU 17 and connected to the second CPU 17c by soldering or the like. It is fixed.

  The conductive member 55b is a second signal conductive member that receives a serial signal (serial data) from the second CPU 17c of the motor ECU 17 to the first CPU 18c of the main ECU 18. One end of the conductive member 55b is fixed to the fixing portion of the connection terminal 22b5, and the other end is connected to the terminal 17a5 (copper foil terminal) of the second signal line L5 formed in the motor ECU 17 and connected to the second CPU 17c by soldering or the like. It is fixed.

  Each of the conductive members 51b to 55b described above may be formed as a single wire with an elongated wire shape, or may be formed with a stranded wire, or may be covered with an insulating material. For example, it may be formed of a lead wire or a bus bar.

  Further, each of the connection terminals 22b1 to 22b5 includes an attachment / detachment portion (not shown) to which lead terminals (conductive members) 51a to 55a connected to the main ECU 18 are detachably connected. The base ends of the lead terminals 51a and 52a are soldered to the terminals 18a1 and 18a2 (copper foil terminals) of the motor drive power supply line L11 and the ground line L12 that are formed in the main ECU 18 and supply the power supply voltage (+ BM) to the motor 34b. The connection is fixed. The tip ends of the lead terminals 51a and 52a are detachably inserted into the detachable portions of the connection terminals 22b1 and 22b2.

  The base end of the lead terminal 53a is connected and fixed by soldering or the like to a terminal 18a3 (copper foil terminal) of an IC drive power supply line L13 formed in the main ECU 18 and supplied with an external power supply voltage (IG voltage). The distal end side of the lead terminal 53a is detachably inserted into the attachment / detachment portion of the connection terminal 22b3.

  The base end of the lead terminal 54a is formed in the main ECU 18, and is soldered to the terminal 18a4 (copper foil terminal) of the first signal line L14 that transmits a serial signal (serial data) from the first CPU 18c of the main ECU 18 to the second CPU 17c of the motor ECU 17. The connection is fixed by attaching. The leading end side of the lead terminal 54a is detachably inserted into the attachment / detachment portion of the connection terminal 22b4.

  The base end of the lead terminal 55a is formed in the main ECU 18, and is soldered to the terminal 18a5 (copper foil terminal) of the second signal line L15 that receives the serial signal (serial data) from the second CPU 17c of the motor ECU 17 to the first CPU 18c of the main ECU 18. The connection is fixed by attaching. The distal end side of the lead terminal 55a is detachably inserted into the attachment / detachment portion of the connection terminal 22b5.

  As shown in FIG. 2, one end of a cylindrical body 23 formed of an insulating material (for example, a resin material) is connected to the connection portion 22. The cylindrical body 23 extends through the housing 21 to the second surface 21b. The conductive members 51b to 55b described above are extended in the cylinder 23, and the other ends of the conductive members 51b to 55b are connected to the terminals 17a1 to 17a5 (see FIG. 5) of the motor ECU 17. . Further, instead of providing the cylindrical body 23, a through hole is provided in the housing 21, the connecting portion 22 is attached to the end of the through hole on the first surface 21a side, and a conductive member covered with an insulating material is provided. It may be.

  As shown in FIG. 2, the cover unit (first unit) Uc includes a main ECU (electronic control unit) 18 and a cover 24. The cover 24 is detachably attached to the first surface 21a so as to cover the plurality of electromagnetic valves. For example, the cover 24 is fixed to the housing 21 with screws. The main ECU 18 is supported and fixed to the cover 24 via a post (not shown). The main ECU 18 is disposed in a space defined by the cover 24 and the housing 21.

  The main ECU 18 is first control means for controlling the plurality of electromagnetic valves and the motor 34b. As shown in FIGS. 2, 4, and 5, the main ECU 18 includes a first CPU 18c mounted on the printed circuit board 18b, and a noise filter 18d mounted on the printed circuit board 18b or routed on the bus bar on the case. The first CPU 18c, the noise filter 18d, and the above terminals are appropriately connected by a copper foil pattern.

  The first CPU 18c is composed of a microcomputer. The first CPU 18c performs brake control of the hydraulic brake device, derivation of the target rotational speed of the motor 34b, transmission of the target rotational speed of the motor 34b to the second CPU 17c, abnormal information such as the plurality of electromagnetic valves, the motor 34b, and the pressure sensor. Perform output (display on the display).

  The first CPU 18c includes a first converter 18c1 that can convert one of the input serial signal and parallel signal into the other and output the other. The first conversion unit 18c1 and the second conversion unit 17c1, which will be described later, are connected by an electrically conductive member including the first signal line L14, the lead terminal 54a, the conductive member 54b, and the first signal line L4, and the first CPU 18c. To the second CPU 17c is possible. The first conversion unit 18c1 and the second conversion unit 17c1, which will be described later, are connected by an electrically conductive member including the second signal line L15, the lead terminal 55a, the conductive member 55b, and the second signal line L5, and the second CPU 17c. Serial communication to the first CPU 18c is possible.

  The noise filter 18d is an electric circuit composed of a coil and a capacitor, and removes noise from the power supply voltage (+ BM).

  As shown in FIG. 2, the motor unit (second unit) Um includes a motor 34b that is a brushless motor and a motor ECU (electronic control unit) 17 that is second control means for driving the motor 34b. . The motor unit Um of the present embodiment is a type in which the motor ECU 17 is built in the motor 34b, and the motor 34b and the motor unit Um are the same in appearance. Some motor units have a motor ECU 17 attached externally.

As shown mainly in FIGS. 2 and 4, the motor 34b is attached to a second surface 21b of the housing 21 which is different from the first surface 21a.
The motor 34b is composed of, for example, a brushless motor composed of a three-phase synchronous permanent magnet. The motor 34b is not limited to a three-phase synchronous brushless motor as long as it is a brushless motor. The motor 34 b includes a cover 61. The cover 61 includes a bottomed cylindrical portion 61a and a flange portion 61b connected to the opening periphery of the bottomed cylindrical portion 61a. In the bottomed cylindrical portion 61a, a rotation shaft 63 rotatably supported by a bearing 62a and a bearing 62b attached to the heat sink 25 is disposed along the axis of the bottomed cylindrical portion 61a. A permanent magnet 64 for driving the motor is fixed around the rotating shaft 63. Permanent magnet 64 has S poles and N poles alternately magnetized in the circumferential direction at equal intervals. A rotor 65 is composed of the rotating shaft 63 and the permanent magnet 64.

  In the bottomed cylindrical portion 61a, a three-phase coil 66 having a circular arc cross section is disposed along the inner peripheral wall surface of the bottomed cylindrical portion 61a. The coil 66 is disposed so as to surround the permanent magnet 64. The coil 66 is wound around a core (not shown). A stator 67 is composed of the coil 66 and the core.

  The distal end of the rotating shaft 63 extends to the inside of the housing 21, and is connected to the pumps 34a and 44a so as to be integrally rotatable.

  A disc 68 that rotates integrally with the rotating shaft 63 is fixed to the distal end side of the rotating shaft 63. Similar to the permanent magnet 64, the disk 68 is fixed with a ring-shaped permanent magnet 68a for phase detection in which S and N poles are alternately magnetized in the circumferential direction at equal intervals.

  A printed circuit board 17b is disposed in the cover 61 so as to be close to the permanent magnet 68a. The printed circuit board 17b is provided with a detection element for detecting a phase, such as a hall element, so as to face the permanent magnet 68a. A sensor (rotation sensor) 69 is fixed. Actually, for example, three detection sensors 69 are provided at equal intervals in the circumferential direction corresponding to the number of phases of the coil 66.

  Then, the rotational position of the rotor 65 is recognized by utilizing the fact that the output of the detection sensor 69 is changed by the magnetic pole of the permanent magnet 68a opposite to this, and the inverter circuit 17e supplies an appropriate current to the coil 66 accordingly. By switching the excitation state, the rotor 65 is rotated to obtain the rotational output of the motor.

  As shown mainly in FIG. 5, the motor ECU 17 includes a second CPU 17c, a pre-driver (gate drive circuit) 17d, an inverter circuit 17e, a power supply circuit 17i, a current detection sensor 17f, an amplification circuit 17g, which are mounted on a printed circuit board 17b. A temperature sensor 17h is provided.

The second CPU 17c is composed of a microcomputer. The second CPU 17c switches the drive of the inverter circuit 17e based on position information from the rotation sensor 69, calculates the rotation speed of the motor 34b, feedback-controls the motor 34b based on the calculated rotation speed, outputs voltage (output voltage of each phase), Current monitoring and abnormality detection, rotation sensor abnormality detection, overheat monitoring and protection, rotation number to the first CPU 18c, transmission of an abnormality signal, etc. are performed.
The second CPU 17c includes a second conversion unit 17c1 that can convert one of the input serial signal and parallel signal into the other and output the other.

  The second CPU 17c receives the target rotation speed of the motor 34b from the first CPU 18c, calculates a control value so as to be the input target rotation speed, and further controls the motor 34b calculated based on this control value. The signal is transmitted to a pre-driver (driving means) 17d.

  As shown in detail in FIG. 6, the pre-driver 17d transmits an on / off control signal for on / off control of the switching elements 71a, 71b, 71c, 72a, 72b, 72c to the inverter circuit 17e. The pre-driver 17d boosts the output of the high signal in order to drive the switching elements 71a, 71b, 71c, 72a, 72b, 72c.

  The inverter circuit 17e includes upper switching elements 71a, 71b, 71c and lower switching elements 72a, 72b, 72c. Each of the switching elements 71a, 71b, 71c, 72a, 72b, 72c is configured by, for example, a MOSFET (MOS type field effect transistor). The drains of the upper switching elements 71a, 71b, 71c are connected to the motor drive power supply via the terminal 17a1, the gate is connected to the pre-driver 17d, and the source is connected to the drains of the lower switching elements 72a, 72b, 72c. Yes. The gates of the lower switching elements 72a, 72b, 72c are connected to the pre-driver 17d, and the source is grounded via the current detection sensor 17f (for example, shunt resistor) and the terminal 17a2.

  U-phase, V-phase, and W-phase coils 66 (not shown) of the motor 34b are connected to the intermediate points Tu, Tv, Tw of the upper and lower switching elements 71a, 71b, 71c, 72a, 72b, 72c, respectively. Yes. The intermediate points Tu, Tv, Tw are grounded via the first resistors Ru1, Rv1, Rw1 and the second resistors Ru2, Rv2, Rw2, respectively, and between the first and second resistors Ru1, Ru2, and between Rv1, Rv2. Each voltage between Rw1 and Rw2, that is, the divided voltage of the motor terminal voltage of the U phase, the V phase, and the W phase is input to the second CPU 17c. The amplification circuit (power supply current detection circuit) 17g connected to the current detection sensor 17f amplifies and detects the voltage value of the current detection sensor 17f, detects the current value supplied to the motor 34b, and outputs the detection result as the first result. 2 CPU 17c to output.

  When the motor 34b is driven, the switching elements 71a, 71b, 71c, 72a, 72b, and 72c are switched (on / off), so that the temperature becomes high. Therefore, the inverter circuit 17e composed of the upper and lower switching elements 71a, 71b, 71c, 72a, 72b, 72c mounted on the substrate 17b is fixed to the second surface 21b of the housing 21 as shown in FIG. The heat sink 25 is closely attached and fixed, and the heat sink 25 radiates heat. The heat sink 25 is attached with the flange portion 61 a of the cover 61 in contact with the heat sink 25, and also functions as a frame end that covers the opening of the cover 61.

  As described above, the motor 34b includes the cover 61, the heat sink 25, the bearings 62a and 62b, the rotating shaft 63, the permanent magnet 64, the coil 66, the disk 68, the permanent magnet 68a, and the detection sensor 69 described above.

  The temperature sensor 17h detects the temperature of the inverter circuit 17e (switching element), for example, and is composed of, for example, a thermistor. The detection signal of the temperature sensor 17h is output to the second CPU 17c.

  Furthermore, the pressure sensors P1 to P3 are connected to the second CPU 17c, and a detection signal is output to the second CPU 17c. Further, this detection signal is output from the second CPU 17c to the first CPU 18c through the conductive member 55b.

  Further, the second CPU 17c is supplied with a voltage (eg, 5V) obtained by stepping down the IG voltage of the IC drive power supply line L3 via the power supply circuit 17i. The voltage formed by the power supply circuit 17i is supplied to the pressure sensors P1 to P3.

  1 and 3, the hydraulic brake device 10 includes wheel speed sensors Sfl, Sfr, Srl, Srr that detect the speed of each wheel Wfl, Wfr, Wrl, Wrr of the vehicle M. The wheel speed sensors Sfl, Sfr, Srl, Srr are provided in the vicinity of the wheels Wfl, Wfr, Wrl, Wrr, respectively, and signals having a frequency corresponding to the rotation of the wheels Wfl, Wfr, Wrl, Wrr (detection signals). ) Is output to the main ECU 18.

  As is clear from the above description, in the first embodiment, the motor 34b and the plurality of pressure sensors P1 to P3 are provided by a cover unit Uc (first unit) including the main ECU 18 (first control means). It is disposed on the second surface 21b side different from the first surface 21a of the housing 21 to be attached. Thereby, when exchanging the main ECU 18, it is only necessary to replace the cover unit Uc including the main ECU 18 without simultaneously exchanging the motor 34b and the pressure sensors P1 to P3, and the replacement cost can be suppressed low. . At the same time, the motor 34b and the plurality of pressure sensors P1 to P3 are connected to the connecting portion 22 via the conductive members 51b to 55b, and the conductive members 51a to 55a connected to the main ECU 18 can be attached to and detached from the connecting portion 22. Connected. Thus, when the main ECU 18 is replaced, the main ECU 18 can be easily connected to the main ECU 18 simply by releasing the connection at the connecting portion 22 (for example, by simply removing the conductive members 51a to 55a connected to the main ECU 18 from the connecting portion 22). The ECU 18, the motor 34b, and the plurality of pressure sensors P1 to P3 can be electrically separated. From the above, in the brake hydraulic pressure control device 15, the control board (control system) connected to the motor driving the pressure sensor, the electromagnetic valve, and the pump, in other words, the first unit Uc including the first control means is inexpensive and inexpensive. Can be easily replaced.

  Further, when the motor 34b is a brushless motor, the motor 34b is further driven and the motor ECU 17 that can communicate with the main ECU 18 is further provided, and a conductive member connected to the pressure sensors P1 to P3 (for example, regarding the pressure sensor P1). The conductive members P1c to P1e) are electrically connected to the motor ECU 17. The pressure sensors P1 to P3 are connected so that the detection results of the pressure sensors P1 to P3 can be transmitted to the main ECU 18 via the motor ECU 17. Accordingly, the pressure sensors P1 to P3 can be connected to the main ECU 18 so as to be able to transmit using the communication line between the main ECU 18 and the motor ECU 17, so that a dedicated transmission line for transmitting the pressure signal is provided separately. Without increasing the size of the apparatus main body.

  Further, between the cover unit (first unit) Uc and the motor unit (second unit) Um, a first converter 18c1 provided in the first unit and a second converter 17c1 provided in the second unit. Conductive members 54b and 55b capable of serial communication are connected. That is, the main ECU 18 and the motor ECU 17 are connected by the conductive members 54b and 55b capable of serial communication. This reduces the number of conductive members (conductive members that connect the main ECU 18 and the motor ECU 17) wired between the first and second units as compared to a method other than serial communication, for example, a method using parallel communication. it can. The terminal or lead wire of the solenoid valve can be directly connected to the main ECU (first control means) 18 and the terminal or lead wire of the brushless motor can be directly connected to the motor ECU (second control means) 17. Together, the number of conductive members disposed in the brake fluid pressure control device 15 can be reduced, the space for wiring the conductive members can be reduced, and the entire device can be downsized.

  Moreover, as for the connection part 22, the edge part by the side of the 1st surface 21a of several electroconductive member 51b-55b can be attached or detached to main ECU18 (conductive member 51a-55a) collectively. As a result, a plurality of conductive members can be attached and detached simultaneously, and the main ECU 18, the motor 34b, and the pressure sensors P1 to P3 can be easily attached and detached.

  In the above-described first embodiment, the first CPU 18c of the main ECU 18 and the second CPU 17c of the motor ECU 17 are connected by the conductive members 54b and 55b capable of serial communication. However, the following configuration may be used. . For example, the second CPU 17c is deleted from the motor ECU 17, the first CPU 18c and the pre-driver 17d are directly connected, and the partial voltages of the U-phase, V-phase, and W-phase motor terminal voltages are input to the first CPU 18c, and the amplifier circuit 17g, temperature The sensor 17h may be configured to be connected to the first CPU 18c. Further, the pre-driver 17d, the inverter circuit 17e, the current detection sensor 17f, and the amplification circuit 17g may be moved to the main ECU 18 side, and the rotation sensor 69 and the temperature sensor 17h may be mounted on the motor ECU 17.

2) Second Embodiment Next, a second embodiment in which the motor of the brake fluid pressure control device according to the present invention is a motor with a brush will be described with reference to FIG. The second embodiment is different in that a brushed motor 134b is provided instead of the brushless motor 34b of the first embodiment, but the same components are denoted by the same reference numerals and the description thereof is omitted.

  As shown in FIG. 7, the motor 134b includes a cover 161, an end plate 125, bearings 162a and 162b, a rotating shaft 163, a coil 164, a permanent magnet 166, a commutator 167, and a pair of brushes 168a and 168b. .

  The motor 134b includes a cover 161. The cover 161 includes a bottomed cylindrical portion 161a and a flange portion 161b connected to the opening periphery of the bottomed cylindrical portion 161a. A rotating shaft 163 rotatably supported by bearings 162a and 162b is disposed in the bottomed cylindrical portion 161a along the axis of the bottomed cylindrical portion 161a. A coil 164 (winding) is fixed around the rotating shaft 163. A rotor 165 is constituted by the rotating shaft 163 and the coil 164.

  A permanent magnet 166 having an annular cross section (or a circular arc shape) is fixed in the bottomed cylindrical portion 161a. Permanent magnet 166 has S poles and N poles alternately magnetized in the circumferential direction at equal intervals. The permanent magnet 166 is disposed so as to surround the coil 164.

  The distal end of the rotating shaft 163 extends into the housing 21 and is connected to the pumps 34a and 44a so as to be integrally rotatable.

  A commutator 167 is fixed to the rotating shaft 163. The pair of brushes 168 a and 168 b that are insulated and fixed to the end plate 125 are configured such that the tip portions of the brushes 168 a and 168 b are in mechanical contact with the commutator 167.

  One ends of conductive members 151b and 152b are connected to the brushes 168a and 168b, respectively. The other ends of the conductive members 151b and 152b are respectively connected to the connection terminals of the connection portion 22 as in the first embodiment described above.

  Furthermore, one end of each of the conductive members 153b, 154b, and 155b is connected to the lead terminal P1c (power line), the lead terminal P1d (ground line), and the lead terminal P1e (signal line) of the pressure sensor P1, respectively. The other ends of the conductive members 153b, 154b, and 155b are connected to the connection terminals of the connection portion 22 as in the first embodiment described above. The lead terminals of the other pressure sensors P2, P3 are also connected to conductive members (three each) similarly to the pressure sensor P1, and these conductive members are connected to the connection terminals of the connection portion 22.

  Note that the conductive members 151b, 152b, 153b, 154b, and 155b described above and the conductive members connected to the pressure sensors P2 and P3 are covered with an insulating material except for both ends to be connected.

  Thus, according to the second embodiment described above, when the motor 134b is a motor with a brush, the brush motor has a plurality of conductive members 151b and 152b for supplying a driving voltage to the brush motor. The pressure sensors P1, P2, and P3 are connected to a plurality of conductive members 153b, 154b, and 155b, and end portions on the first surface side of the conductive members are connected to the connection portion 22. That is, the motor 134b and the plurality of pressure sensors P1 to P3 are connected to the connecting portion 22 via the conductive members 151b to 155b, and the respective conductive members corresponding to the conductive members 151b to 155b connected to the main ECU 18 at the connecting portion 22 are connected. Members (not shown) are detachably connected. Thereby, when exchanging the main ECU 18, the main ECU 18, the motor 134 b, and the plurality of pressure sensors P <b> 1 to P <b> 3 can be easily electrically separated simply by releasing the connection of the main ECU 18 at the connection portion 22. . Therefore, even in the brake fluid pressure control apparatus in which the motor 134b is a motor with a brush, a control board (control system) connected to a motor that drives a pressure sensor, a solenoid valve, and a pump, in other words, a first control means including a first control means. The unit Uc can be exchanged inexpensively and easily.

  Moreover, as for the connection part 22, the edge part by the side of the 1st surface of the some electrically-conductive members 151b-155b can be attached or detached to the main ECU18 collectively. Thereby, the plurality of conductive members 151b to 155b can be attached and detached simultaneously, and the main ECU 18 and the housing including the motor 134b and the pressure sensors P1 to P3 can be easily attached and detached.

  In the above-described embodiment, the first conversion unit 18c1 may be configured separately from the first CPU 18c. The second conversion unit 17c1 may be configured separately from the second CPU 17c.

  In the above-described embodiment, the connection portion 22 is configured by one connection portion housing 22a. However, the connection portion 22 may be configured by two or more connection portion housings. For example, in the case of two, the motor drive power supply voltage line and the ground line may be collected on one side, and the other lines may be collected on the other side.

  Further, the present invention uses the output hydraulic pressure of the pump for the following vehicle tracking system that controls the speed of the own vehicle so as to keep the distance from the vehicle traveling ahead within a predetermined range, or during normal brake operation. The present invention can be applied not only to a brake fluid pressure control device as a brake assist but also to devices capable of ESC and ABS control.

1 is a schematic diagram showing a first embodiment of a vehicle to which a brake fluid pressure control device according to the present invention is applied. It is a fragmentary sectional view which shows the brake fluid pressure control apparatus shown in FIG. It is a figure which mainly shows the hydraulic circuit of the brake actuator shown in FIG. It is sectional drawing which shows the outline | summary of the brake fluid pressure control apparatus shown in FIG. It is an electric circuit diagram which shows the outline | summary of main ECU shown in FIG. 1, and motor ECU. FIG. 6 is an electric circuit diagram showing a relationship among a second CPU, a pre-driver, and an inverter circuit shown in FIG. 5. It is the schematic which shows 2nd Embodiment which applied the brake fluid pressure control apparatus by this invention to the motor with a brush.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Hydraulic brake device, 11 ... Brake pedal, 12 ... Negative pressure type booster, 13 ... Master cylinder, 14 ... Reservoir tank, 15 ... Brake hydraulic pressure control device, 16 ... Brake actuator, 17 ... Motor ECU (2nd control means) ), 17c ... 2nd CPU (second microcomputer), 17c1 ... 2nd conversion part (2nd conversion means), 17d ... Pre-driver (drive means), 18 ... Main ECU (1st control means), 18c ... 1st CPU (1st microcomputer), 18c1 ... 1st conversion part (1st conversion means), 21 ... Housing, 21a ... 1st surface, 21b ... 2nd surface, 22 ... Connection part, 24 ... Cover, 25 ... Heat sink , 31, 41... Differential pressure control solenoid valve (solenoid valve), 32a, 33a, 42a, 43a ... Pressure increase valve (solenoid valve), 32b, 33b, 42b, 43 ... Pressure reducing valve (solenoid valve), 34d, 44d ... Electromagnetic valve, 34a, 44a ... Pump, 34b, 134b ... Motor, 51a to 55a, 51b to 55b, 151b to 155b ... Conductive member, 71a, 71b, 71c, 72a, 72b, 72c ... switching element, Uh ... housing unit, Uc ... cover unit (first unit), Um ... motor unit (second unit), P1, P2, P3 ... pressure sensor, WCfl, WCfr, WCrl, WCrr ... wheel Cylinder.

Claims (5)

A plurality of solenoid valves (31, 32a, 32b, 33a, 33b, 34d, 41, 42a, 42b) that adjust the hydraulic pressure applied to the wheel cylinder (WC **) of the wheel (W **) of the vehicle (M). , 43a, 43b, 44d) are disposed on the first surface (21a), pumps (34a, 44a) for raising the hydraulic pressure are provided inside, and motors (34b, 134b) for driving the pumps are provided. A housing (21) attached to a second surface (21b) different from the first surface;
A cover (24) attached to the first surface so as to cover the solenoid valve, and a first section for controlling the solenoid valve and the motor disposed in a space defined by the cover and the housing. A first unit (Uc) configured to include a control means (18) and detachable from the housing;
Pressure sensors (P1 to P3) disposed on the second surface side for detecting the fluid pressure;
A conductive member extending from the second surface side to the first surface side and electrically insulated from the housing, wherein an end portion electrically connectable to the motor and the pressure sensor is A conductive member (54b, 55b) on the second surface side;
A brake fluid pressure control device comprising: a connecting portion (22), wherein an end of the conductive member on the first surface side is detachable from the first control means.   In Claim 1, when the motor (34b) is a brushless motor, the motor (34b) is further provided with second control means (17) that drives the motor and can communicate with the first control means, and is connected to the pressure sensor. The electrically conductive member is electrically connected to the second control means, and the pressure sensor can transmit the detection result of the pressure sensor to the first control means via the second control means. A brake fluid pressure control device connected to the brake fluid pressure control device. In Claim 2, the said 1st control means is provided with the 1st conversion means (18c1) which can convert and output one of the inputted serial signal and parallel signal into the other,
The second control means includes second conversion means (17c1) capable of converting one of the input serial signal and parallel signal into the other and outputting the other.
The brake hydraulic pressure control device, wherein the first and second conversion means are electrically connected by at least one conductive member (54b, 55b) capable of serial communication.   In Claim 1, when the motor (134b) is a brush motor, the brush motor is connected to a plurality of conductive members (151b, 152b) for supplying a driving voltage to the brush motor, and the pressure A brake hydraulic pressure control device, wherein a plurality of conductive members (153b to 155b) are connected to the sensor, and end portions on the first surface side of the conductive members are connected to the connection portion. 5. The connection portion according to claim 1, wherein the connection portion is configured such that end portions on the first surface side of the plurality of conductive members can be attached to and detached from the first control unit in a lump. Brake hydraulic pressure control device.

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