JP2022156511A - Brake fluid pressure control device - Google Patents

Abstract

To inhibit occurrence of resonance phenomenon of a brake fluid pressure unit.SOLUTION: A brake fluid pressure control device (80) includes: a brake fluid pressure unit (1) which controls a fluid pressure of brake fluid supplied to a brake part; and a support structure (40) for attaching the brake fluid pressure unit (1) to a vehicle. The support structure (40) has: a fixing member (49); a bracket (41); a first vibration absorption member (51); and a second vibration absorption member (52). The first vibration absorption member (51) is fixed to an opening (41d) formed at the bracket (41). The fixing member (49) penetrates through the first vibration absorption member (51) and the second vibration absorption member (52) and one end part thereof is press-fitted in the brake fluid pressure unit (1).SELECTED DRAWING: Figure 5

Description

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

2. Description of the Related Art Conventionally, in a braking device for a vehicle such as a motorcycle (motorcycle or tricycle), when a rider of the vehicle operates a brake lever, the pressure of hydraulic fluid in a brake fluid circuit filled with brake fluid increases. , can generate a braking force on the wheels. Moreover, in order to improve the safety of braking operation, it is known to employ an ABS (Antilock Brake System) unit as a brake fluid pressure unit that adjusts the braking force.
The brake fluid pressure unit is capable of increasing or decreasing the pressure of hydraulic fluid in the brake fluid circuit to adjust the braking force generated at the wheels.
Such a brake fluid pressure unit is attached to a bracket provided on the vehicle side by a support structure via anti-vibration rubber or the like (see Patent Document 1, etc.).

Japanese Patent Application Laid-Open No. 2002-370635

When a vibration with a frequency close to the natural frequency of the vibration system of the brake hydraulic pressure unit is applied from the vehicle side, a resonance phenomenon occurs and the brake hydraulic pressure unit vibrates greatly.
In a conventional brake hydraulic unit support structure, a single-hardness anti-vibration rubber is interposed between the brake hydraulic unit and the bracket to support the brake hydraulic unit.
In addition, in order to suppress the occurrence of resonance phenomena, it is necessary to change the design of the single-hardness anti-vibration rubber, and to change the design of the brake hydraulic unit structure and its support structure. was there.

SUMMARY OF THE INVENTION The present invention has been made against the background of the above problems, and the frequency of vibration given from the vehicle side is adjusted so that it does not overlap with the natural frequency of the vibration system of the brake hydraulic pressure unit. It is an object of the present invention to obtain a brake hydraulic pressure control device having a support structure for a brake hydraulic unit capable of suppressing occurrence of resonance phenomenon of the pressure unit.

The brake hydraulic pressure control device according to the present invention is
A brake fluid pressure control comprising a brake fluid pressure unit (1) for controlling the fluid pressure of brake fluid supplied to a braking section, and a support structure (40) for mounting the brake fluid pressure unit (1) on a vehicle. In the device (80),
The support structure (40) comprises:
a fixing member (49);
a bracket (41);
a first vibration absorbing member (51);
a second vibration absorbing member (52);
The first vibration absorbing member (51) is fixed to an opening (41d) formed in the bracket (41),
The fixing member (49) passes through the first vibration absorbing member (51) and the second vibration absorbing member (52), and one end is press-fitted into the brake hydraulic unit (1).
It is configured in a variety of ways.

According to the present invention, vibration absorbing members having different hardnesses are freely combined so as to avoid the natural frequency of the vibration system of the brake hydraulic unit, and the dynamic spring constant of the support structure is easily adjusted to achieve the brake hydraulic unit. It is possible to suppress the occurrence of the resonance phenomenon.

1 is a schematic configuration diagram of a brake hydraulic pressure control system 100 including a brake hydraulic pressure unit 1 according to an embodiment of the present invention; FIG. 1 is an exploded perspective view showing a brake fluid pressure unit 1 according to an embodiment of the invention; FIG. 1 is a perspective view showing a support structure 40 for a brake hydraulic unit 1 according to an embodiment of the invention; FIG. 1 is an exploded perspective view showing a support structure 40 for a brake hydraulic unit 1 according to an embodiment of the invention; FIG. FIG. 4 is a cross-sectional view passing through an axis C at the time of completion of assembly of the first support portion 42 and the second support portion 43 according to the embodiment of the present invention; 4 is an exploded cross-sectional view of a first support portion 42 and a second support portion 43 according to the embodiment of the present invention; FIG. FIG. 5 is a diagram showing an example of a case where a first vibration absorbing member 51 and a second vibration absorbing member 52 are assembled incorrectly; FIG. 5 is a diagram showing an example of a case where a first vibration absorbing member 51 and a second vibration absorbing member 52 are assembled incorrectly; FIG. 5 is a diagram showing an example of a case where a first vibration absorbing member 51 and a second vibration absorbing member 52 are assembled incorrectly; FIG. 5 is a diagram showing an example of a case where a first vibration absorbing member 51 and a second vibration absorbing member 52 are assembled incorrectly;

A brake hydraulic pressure control device according to the present invention will be described below with reference to the drawings. It should be noted that the brake fluid pressure control device according to the present invention may be used in vehicles other than motorcycles (for example, four-wheeled vehicles, trucks, etc.). Also, the configuration, operation, and the like described below are examples, and the brake fluid pressure control device according to the present invention is not limited to such configuration, operation, and the like. For example, the brake hydraulic unit according to the invention may not have a pump device. For example, the brake hydraulic unit according to the present invention may perform functions other than ABS.
Further, in each figure, illustration of detailed portions is appropriately simplified or omitted. In addition, overlapping explanations are appropriately simplified or omitted.

<Overall Configuration of Brake Fluid Pressure Control System 100>
First, the overall configuration of the brake fluid pressure control system 100 will be described.
FIG. 1 is a schematic configuration diagram of a brake hydraulic pressure control system 100 including a brake hydraulic pressure unit 1 according to this embodiment.

A brake fluid pressure control system 100 is mounted on a vehicle such as a motorcycle, and includes a brake fluid pressure unit 1 that changes the braking force on the wheels of the motorcycle. In the present embodiment, an example in which the brake fluid pressure control system 100 is mounted on a motorcycle will be described. The motorcycle includes front wheels 20 and rear wheels 30, and handle levers 24 and foot pedals 34 operated by a user or the like who drives the motorcycle. When the handle lever 24 is operated, the braking force of the front wheels 20 is changed, and when the foot pedal 34 is operated, the braking force of the rear wheels 30 is changed.

The brake hydraulic pressure control system 100 includes a front wheel hydraulic circuit C1 through which the brake fluid used to generate braking force for the front wheels 20 flows, and a rear wheel hydraulic pressure circuit C1 through which the brake fluid used to generate the braking force for the rear wheels 30 flows. and circuit C2. The front wheel hydraulic circuit C1 and the rear wheel hydraulic circuit C2 include an internal flow path 4 in the brake hydraulic unit 1, which will be described later. Various brake oils can be used as the brake fluid.

The brake fluid pressure control system 100 has the following configuration as a mechanism for generating a braking force on the front wheels 20 and the like. That is, the brake fluid pressure control system 100 includes a front brake pad 21 attached to the front wheel 20 and a front wheel cylinder 22 in which a front brake piston (not shown) for operating the front brake pad 21 is slidably provided. , and a brake fluid line 23 connected to the front wheel cylinder 22 . The front brake pads 21 are provided so as to sandwich a floating rotor (not shown) that rotates together with the front wheel 20 . When the front brake pad 21 is pushed by the front brake piston in the front wheel cylinder 22, the front brake pad 21 comes into contact with the floating rotor and generates a frictional force, thereby generating a braking force on the front wheel 20 rotating together with the floating rotor.

The brake fluid pressure control system 100 includes a first master cylinder 25 attached to the handle lever 24, a first reservoir 26 for storing brake fluid, and a brake fluid pipe 27 connected to the first master cylinder 25. there is A master cylinder piston (not shown) is slidably provided in the first master cylinder 25 . When the handle lever 24 is operated, the master cylinder piston inside the first master cylinder 25 moves. Since the pressure of the brake fluid applied to the front brake piston changes depending on the position of the master cylinder piston, the force with which the front brake pad 21 pinches the floating rotor changes, and the braking force of the front wheel 20 also changes.

The brake fluid pressure control system 100 has the following configuration as a mechanism for generating a braking force on the rear wheels 30 and the like. That is, the brake fluid pressure control system 100 includes a rear brake pad 31 attached to the rear wheel 30 and a rear wheel cylinder 32 in which a rear brake piston (not shown) that moves the rear brake pad 31 is slidably provided. , and a brake fluid line 33 connected to the rear wheel cylinder 32 . The rear brake pads 31 are provided so as to sandwich a floating rotor (not shown) that rotates together with the rear wheel 30 . When the rear brake pad 31 is pushed by the rear brake piston in the rear wheel cylinder 32, the rear brake pad 31 comes into contact with the floating rotor to generate frictional force, and braking force is generated on the rear wheel 30 rotating together with the floating rotor.

The brake fluid pressure control system 100 includes a second master cylinder 35 attached to the foot pedal 34, a second reservoir 36 for storing brake fluid, and a brake fluid pipe 37 connected to the second master cylinder 35. there is A master cylinder piston (not shown) is slidably provided in the second master cylinder 35 . When the foot pedal 34 is operated, the master cylinder piston inside the second master cylinder 35 moves. Since the pressure of the brake fluid applied to the rear brake piston changes depending on the position of the master cylinder piston, the force with which the rear brake pad 31 pinches the floating rotor changes, and the braking force of the rear wheel 30 also changes.

<Configuration of Brake Hydraulic Pressure Unit 1>
FIG. 2 is an exploded perspective view showing the brake fluid pressure unit 1 according to Embodiment 1. FIG.
As shown in FIGS. 1 and 2, a brake fluid pressure unit 1 is incorporated in a vehicle such as a motorcycle. The brake fluid pressure unit 1 includes an internal flow path 4 through which brake fluid flows, a pump device 2 used to convey the brake fluid in the internal flow path 4 to the first master cylinder 25 and the second master cylinder 35, and a freely openable/closable control valve 3 provided in the front wheel hydraulic circuit C1 and the rear wheel hydraulic circuit C2. The regulating valve 3 includes a first pressure increasing valve 3A and a first pressure reducing valve 3B, and a second pressure increasing valve 3C and a second pressure reducing valve 3D.

The brake fluid pressure unit 1 also includes various ports P connected to corresponding fluid pipes such as the brake fluid pipe 23, a first float restrictor 5A and a second It has a float restrictor 5B, and a first accumulator section 6A and a second accumulator section 6B that can store brake fluid. Various ports P include a first port P1, a second port P2, a third port P3 and a fourth port P4.

Further, the brake fluid pressure unit 1 includes an electronic control unit 7 having an electronic control board for controlling the opening and closing of the regulating valve 3, a first pressure sensor 8A for detecting the pressure in the front wheel cylinder 22, and the pressure in the rear wheel cylinder 32. and a detection unit 8 including a second pressure sensor 8B for detecting.
The brake fluid pressure unit 1 includes an internal flow path 4, a pump device 2, a regulating valve 3, various ports P, a first float restrictor 5A, a second float restrictor 5B, a first accumulator section 6A and a It is integrated with the second accumulator section 6B.

(Internal channel 4)
The internal flow path 4 includes a first internal flow path 4A, a second internal flow path 4B, and a third internal flow path 4C, which are formed in the base body 10 and constitute a part of the front wheel hydraulic circuit C1, and a rear wheel hydraulic circuit. It includes a fourth internal flow channel 4D, a fifth internal flow channel 4E and a sixth internal flow channel 4F that form part of C2.

The first internal flow path 4A is connected to the outflow side of the brake fluid of the pump device 2, the first pressure increasing valve 3A, and the first port P1. A first float restrictor 5A is provided in the first internal flow path 4A. The second internal flow path 4B is connected to the first pressure increasing valve 3A, the first pressure reducing valve 3B and the third port P3. A first pressure sensor 8A is provided in the second internal flow path 4B. The third internal flow path 4C is connected to the brake fluid inflow side of the pump device 2 and the first pressure reducing valve 3B. A first accumulator portion 6A is provided in the third internal flow path 4C.

The fourth internal flow path 4D is connected to the outflow side of the brake fluid of the pump device 2, the second pressure increasing valve 3C, and the second port P2. A second float restrictor 5B is provided in the fourth internal flow path 4D. The fifth internal flow path 4E is connected to the second pressure increasing valve 3C, the second pressure reducing valve 3D and the fourth port P4. A second pressure sensor 8B is provided in the fifth internal channel 4E. The sixth internal flow path 4F is connected to the inflow side of the brake fluid of the pump device 2 and the second pressure reducing valve 3D. A second accumulator section 6B is provided in the sixth internal flow path 4F.

(Pump device 2)
The pump device 2 includes a drive mechanism 2A, which can be configured by, for example, a DC motor, and two pump elements 2B powered by the drive mechanism 2A. The drive mechanism 2A includes a stator, a rotor, and the like, and its rotation speed is controlled by an electronic control unit 7. As shown in FIG. One pump element 2B is used to convey the brake fluid in the front wheel hydraulic circuit C1. Also, one pump element 2B conveys the brake fluid in the third internal flow path 4C to the first internal flow path 4A side. The other pump element 2B is used for conveying the brake fluid in the rear wheel hydraulic circuit C2. Also, the other pump element 2B conveys the brake fluid in the sixth internal flow path 4F to the fourth internal flow path 4D side.

(Regulating valve 3)
The regulating valve 3 is a valve provided in the internal flow path 4 . The regulating valve 3 is controlled to open and close by an electronic control unit 7 . The regulating valve 3 includes a first pressure increasing valve 3A, a first pressure reducing valve 3B, a second pressure increasing valve 3C and a second pressure reducing valve 3D. The regulating valve 3 can be configured by using, for example, an electromagnetic valve having a solenoid, and the electronic control unit 7 controls energization to switch between open and closed states.

One side of the first pressure increasing valve 3A is connected to the first internal flow path 4A, and the other side is connected to the second internal flow path 4B. The first pressure increasing valve 3A is a valve that is opened when increasing the pressure of the brake fluid in the front wheel cylinder 22 during ABS operation. That is, when the first pressure increasing valve 3A is opened, the first master cylinder 25 and one of the pump elements 2B corresponding to the first master cylinder 25 act to move the brake fluid from the first internal flow path 4A side to the second internal flow path. It is pushed to the 4B side. As a result, the pressure of the front wheel cylinders 22 increases, the opening of the front brake pads 21 decreases, and the braking force of the front wheels 20 increases.

One side of the first pressure reducing valve 3B is connected to the third internal flow path 4C, and the other side is connected to the second internal flow path 4B. The first pressure reducing valve 3B is a valve that is opened when reducing the pressure of the brake fluid in the front wheel cylinder 22 during ABS operation. That is, when the first pressure reducing valve 3B is opened, the brake fluid in the brake fluid pipe 23 and the second internal flow path 4B is drawn into the third internal flow path 4C by the action of the one pump element 2B. As a result, the pressure in the front wheel cylinder 22 decreases, the opening of the front brake pad 21 increases, and the braking force of the front wheel 20 decreases.
When the first pressure reducing valve 3B is opened during ABS operation, the first pressure increasing valve 3A is closed, and when the first pressure increasing valve 3A is opened, the first pressure reducing valve 3B is closed.

The second pressure increasing valve 3C also has a configuration and function corresponding to those of the first pressure increasing valve 3A. One side of the second pressure increasing valve 3C is connected to the fourth internal flow path 4D, and the other side is connected to the fifth internal flow path 4E. The second pressure increasing valve 3C is a valve that is opened when increasing the pressure of the brake fluid in the rear wheel cylinder 32 during ABS operation. That is, when the second pressure increasing valve 3C is opened, the second master cylinder 35 and the other pump element 2B corresponding to the second master cylinder 35 act to move the brake fluid on the side of the fourth internal flow path 4D to the fifth internal flow path. It is pushed to the 4E side. As a result, the pressure in the rear wheel cylinder 32 is increased, the opening of the rear brake pad 31 is reduced, and the braking force of the rear wheel 30 is increased.

The second pressure reducing valve 3D also has a configuration and functions corresponding to those of the first pressure reducing valve 3B. One side of the second pressure reducing valve 3D is connected to the sixth internal flow path 4F, and the other side is connected to the fifth internal flow path 4E. The second pressure reducing valve 3D is a valve that is opened when reducing the pressure of the brake fluid in the rear wheel cylinder 32 during ABS operation. That is, when the second pressure reducing valve 3D is opened, the brake fluid in the brake fluid pipe 33 and the fifth internal flow path 4E is drawn into the sixth internal flow path 4F by the action of the other pump element 2B. As a result, the pressure in the rear wheel cylinder 32 decreases, the opening of the rear brake pad 31 increases, and the braking force of the rear wheel 30 decreases.
During ABS operation, when opening the second pressure reducing valve 3D, the second pressure increasing valve 3C is closed, and when opening the second pressure increasing valve 3C, the second pressure reducing valve 3D is closed.

(various ports P)
The various ports P are a first port P1 corresponding to the drive mechanism such as the handle lever 24, a second port P2 corresponding to the drive mechanism such as the foot pedal 34, and a third port P2 corresponding to the drive mechanism such as the front brake pad 21. It includes a port P3 and a fourth port P4 corresponding to a drive mechanism such as the rear brake pad 31 . The first port P1 is connected to the brake fluid pipe 27 and the first internal flow path 4A. The second port P2 is connected to the brake fluid pipe 37 and the fourth internal flow path 4D. The third port P<b>3 is connected to the second internal flow path 4</b>B and the brake fluid pipe 23 . The fourth port P<b>4 is connected to the fifth internal flow path 4</b>E and the brake fluid pipe 33 .

(First float restrictor 5A and second float restrictor 5B)
The first float restrictor 5A is provided in a portion of the first internal flow path 4A on the brake fluid outflow side of one of the pump elements 2B. The second float restrictor 5B is provided in a portion of the fourth internal flow path 4D on the brake fluid outflow side of the other pump element 2B. Due to the action of the first float restrictor 5A, the brake fluid flows from the side of the one pump element 2B to the side of the first master cylinder 25, suppressing a sudden increase in the pressure of the brake fluid in the first master cylinder 25. be able to. The second float restrictor 5B also has an action corresponding to that of the first float restrictor 5A, and can suppress a rapid increase in pressure of the brake fluid in the second master cylinder 35 .

(First accumulator section 6A and second accumulator section 6B)
The first accumulator section 6A is provided in the third internal flow path 4C. The first accumulator section 6A is used, for example, to maintain the hydraulic pressure of the brake fluid in the front wheel hydraulic circuit C1. The second accumulator section 6B is provided in the sixth internal flow path 4F. The second accumulator section 6B is used for holding the hydraulic pressure of the brake fluid in the rear wheel hydraulic circuit C2.

(Electronic control unit 7 and detector 8)
The electronic control unit 7 receives a signal from the detector 8 and controls the number of revolutions of the drive mechanism 2A of the pump device 2 and the opening and closing of the adjustment valve 3 and the like. The electronic control unit 7 controls the opening and closing of the adjustment valve 3 to adjust the brake fluid pressure in the front wheel cylinder 22 and the rear wheel cylinder 32 when the ABS is operating, and the front wheels 20 and the rear wheels 30 are locked. avoiding that.

<Support structure 40 for brake hydraulic unit 1>
Next, the support structure 40 for the brake hydraulic unit 1 will be described.
3 is a perspective view showing the support structure 40 of the brake hydraulic unit 1 according to Embodiment 1. FIG.
FIG. 4 is an exploded perspective view showing the support structure 40 of the brake hydraulic unit 1 according to Embodiment 1. As shown in FIG.
The brake hydraulic unit 1 is attached to the vehicle side brackets 60 and 61 by the support structure 40 of the brake hydraulic unit 1, as shown in FIG. A structure in which the brake fluid pressure unit 1 is assembled to the support structure 40 is referred to as a brake fluid pressure control device 80 of the present invention.
The support structure 40 includes a bracket 41 made of a plate member, a fixing member 49, and a first support portion 42 and a first support portion 42 made of a first vibration absorption member 51 and a second vibration absorption member 52 having elasticity. and the second support portion 43 .

<Bracket 41>
Bracket 41 supports base 10 of brake hydraulic unit 1 .
The bracket 41 is formed by bending a flat plate member such as a steel plate, for example, and is largely configured by a first plate-shaped portion 41a and a second plate-shaped portion 41b formed substantially perpendicular to the first plate-shaped portion 41a. .

The first plate-shaped portion 41a and the second plate-shaped portion 41b support the lower surface portion 10b and the side surface portion 10c, which are substantially perpendicular to the motor mounting surface portion 10a of the base 10 to which the drive mechanism 2A is mounted. is doing.
The first plate-like portion 41a supports the lower surface portion 10b via the first support portion 42, and the second plate-like portion 41b supports the side surface portion 10c via the second support portion 43. As shown in FIG.

As shown in FIG. 4, the first plate-like portion 41a is formed with a circular first opening 41da through which the first support portion 42 is assembled, penetrating in the thickness direction of the first plate-like portion 41a.
A mounting piece 41c is formed at one end of the first plate-like portion 41a and is bent substantially perpendicularly to the first plate-like portion 41a. A first fixing hole 41f for connecting the bracket 41 to the vehicle-side brackets 60 and 61 with bolts or the like is formed in the mounting piece 41c so as to penetrate the mounting piece 41c in the thickness direction.

A circular second opening 41db for assembling the second support portion 43 is formed through the second plate-like portion 41b in the thickness direction of the second plate-like portion 41b.
Further, second fixing holes 41g for connecting the bracket 41 to the vehicle-side brackets 60, 61 with bolts or the like are formed through the second plate-like portion 41b in the thickness direction thereof. ing.

Since the first support portion 42 and the second support portion 43 have the same structure, the first opening 41da of the first support portion 42 and the second opening 41db of the second support portion 43 will be referred to in the following description. Together, they may be referred to as an opening 41d.

<First Support Portion 42 and Second Support Portion 43>
FIG. 5 is a cross-sectional view passing through the axis C when the assembly of the first support portion 42 and the second support portion 43 according to the present embodiment is completed.
FIG. 6 is an exploded cross-sectional view of the first support portion 42 and the second support portion 43 according to this embodiment.
The configuration of the first support portion 42 will be described with reference to FIGS. 5 and 6. FIG.
Since the configuration of the second support portion 43 is the same as that of the first support portion 42, the description thereof is omitted.

In addition, in the first support portion 42 and the second support portion 43 described below, for convenience of explanation, the first support portion 42 and the second support portion 43 are arranged on the base 10 side (upper side of the paper surface) of the brake hydraulic pressure unit 1 shown in FIGS. The upper side of the second support portion 43 is defined as the upper surface side, and the opposite side (the lower side of the paper surface) is defined as the lower surface side of the first support portion 42 and the second support portion 43 .

The first support portion 42 includes a first vibration absorbing member 51, a second vibration absorbing member 52, and a fixing member 49, as shown in FIGS. The first vibration absorbing member 51 and the second vibration absorbing member 52 are cylindrical vibration absorbing members made of elastic rubber, resin, silicon, or the like and having a hole in the center. The first vibration absorbing member 51 and the second vibration absorbing member 52 are connected to the lower disk portion 49d located on the lower end surface of the fixing member 49 by the fixing member 49 in a state where the first support portion 42 is assembled, and the brake fluid. It is fixed between the pressure unit 1 and the base 10 . At that time, the first vibration absorbing member 51 is arranged between the brake fluid pressure unit 1 and the second vibration absorbing member 52 and fixed to the first opening 41 da of the bracket 41 . At this time, it is desirable for the support structure 40 that the first support portion 42 be positioned such that the axis C of the fixing member 49 passes through the center of gravity of the brake hydraulic unit 1 .

(First vibration absorbing member 51)
The first vibration absorbing member 51 is formed in a substantially cylindrical shape centered on the axis C. As shown in FIG. The first vibration absorbing member 51 is formed radially inwardly on the lower side of the main body portion 51a and the outer cylindrical portion 51b and on the lower side of the main body portion 51a. , and an inner cylindrical portion 51c. The outer cylindrical portion 51b and the inner cylindrical portion 51c form a circumferential groove on the lower surface of the main body portion 51a. In the present embodiment, the edge of the first opening 41da of the bracket 41 is bent upward to form a bent portion 41e that stands upright. and fits into a circumferential groove formed by Further, the first vibration absorbing member 51 has a stepped through hole in the direction of the axis C through which the fixing member 49 is inserted. The stepped through-hole is composed of an upper through-hole 51d and a lower through-hole 51e, and the inner diameter of the upper through-hole 51d is smaller than the inner diameter of the lower through-hole 51e.

(Second vibration absorbing member 52)
The second vibration absorbing member 52 has hardness different from that of the first vibration absorbing member 51, and is formed in a substantially cylindrical shape with the axis C as the center. The second vibration absorbing member 52 has a concave portion 52d on its upper surface, and the inner cylindrical portion 51c of the first vibration absorbing member 51 is fitted into the concave portion 52d when the first support portion 42 is assembled. The outer peripheral portion of the second vibration absorbing member 52 has a cylindrical outer cylindrical portion 52c on the upper side and an outer conical portion 52b on the lower side whose outer diameter decreases toward the bottom. The outer diameter of the lower end surface 52a of the second vibration absorbing member 52 is formed to be equal to the outer diameter of the lower disk portion 49d of the fixing member 49. As shown in FIG. Further, the second vibration absorbing member 52 has an insertion hole 52e in the direction of the axis C through which the fixing member 49 is inserted.

(fixing member 49)
The fixing member 49 includes an upper cylindrical portion 49a press-fitted into the mounting hole 10d of the base 10, a second cylindrical portion 49b located below the upper cylindrical portion and having a larger diameter than the upper cylindrical portion 49a, and a second cylindrical portion 49b. A third cylindrical portion 49c positioned below the portion 49b and having a larger diameter than the second cylindrical portion 49b, and a lower side of the third cylindrical portion 49c positioned below the third cylindrical portion 49c and having a larger diameter than the third cylindrical portion 49c. A disk portion 49d is provided.

(Assembly of first support portion 42 and second support portion 43)
In this embodiment, a region with a slightly smaller diameter is provided in the lower portion of the third cylindrical portion 49c of the fixing member 49, and the second vibration absorbing member 52 is fitted in this region. By adopting such a configuration, the second vibration absorbing member 52 is first assembled to the fixing member 49 when assembling the first support portion 42 (hereinafter referred to as a first subassembly). Further, in this embodiment, the first vibration absorbing member 51 is attached to the opening 41d of the bracket 41 (hereinafter referred to as a second subassembly). Then, the second assembly is arranged at a predetermined position with respect to the base body 10, and the fixing member 49 of the first subassembly is inserted through the upper through hole 51d and the lower through hole 51e of the first vibration absorbing member 51 of the second assembly. Then, the upper cylindrical portion 49a of the fixing member 49 is press-fitted into the mounting hole 10d formed in the base 10. As shown in FIG. At this time, the second cylindrical portion 49b of the fixing member 49 is positioned inside the upper through-hole 51d of the first vibration absorbing member 51, and the third cylindrical portion 49c of the fixing member 49 is positioned below the first vibration absorbing member 51. It is located inside the through hole 51e. As described above, by preparing the first assembly and the second assembly in advance, the assembling work is facilitated. Further, in the present embodiment, the outer diameter of the lower end surface of the second vibration absorbing member 52 is formed to be equal to the outer diameter of the lower disk portion 49d of the fixing member 49, so that the pressing force of the fixing member 49 is reduced. can be effectively transmitted to the second vibration absorbing member 52 and the first vibration absorbing member 51 .

According to the present invention, if the first vibration absorbing member 51 and the second vibration absorbing member 52 are mistakenly arranged in reverse, the fixing member 49 cannot be assembled. Specifically, FIG. 7 shows a case where the second vibration absorbing member 52 is arranged between the bracket 41 and the base 10 and the first vibration absorbing member 51 is arranged below the bracket 41 . In this case, when the fixing member 49 is inserted and the second cylindrical portion 49b of the fixing member 49 is arranged in the upper through-hole 51d of the first vibration absorbing member 51, the fixing member 49 is further raised. I can't. Therefore, the upper cylindrical portion 49 a of the fixing member 49 does not reach the mounting hole 10 d of the base 10 , in other words, the fixing member 49 cannot be press-fitted into the mounting hole 10 d of the base 10 . That is, the present invention has a function of preventing erroneous assembly of the first vibration absorbing member 51 and the second vibration absorbing member 52 . FIG. 8 shows a case where the second vibration absorbing member 52 is arranged upside down with respect to FIG. FIG. 9 shows a case where the first vibration absorbing member 51 is arranged upside down with respect to FIG. FIG. 10 shows a case where the second vibration absorbing member 52 is arranged upside down with respect to FIG. 7 to 10, the upper cylindrical portion 49a of the fixing member 49 cannot be press-fitted into the mounting hole 10d of the base 10, that is, the structure prevents erroneous assembly.

As described above, according to the present invention, by combining different vibration absorbing members, the natural frequency of the vibration system of the brake hydraulic unit can be avoided. Also, when assembling the first support portion 42 and the second support portion 43, the assembly work is facilitated by preparing the first assembly and the second assembly first. Also, by fitting the bent portion 41e of the bracket 41 into the circumferential groove formed by the outer cylindrical portion 51b and the inner cylindrical portion 51c of the first vibration absorbing member 51, the first support portion 42 and the second The stability after the two support parts 43 are assembled can be improved. In addition, since the outer diameter of the lower end surface of the second vibration absorbing member 52 is formed to be equal to the outer diameter of the lower disk portion 49d of the fixing member 49, the fixing force due to the press-fitting of the fixing member 49 is reduced to the second vibration absorbing member 52. The vibration can be transmitted to the vibration absorbing member 52 and the first vibration absorbing member 51 more efficiently. Also, the first vibration absorbing member 51 and the second vibration absorbing member 52 cannot be assembled in reverse.

1: brake hydraulic unit, 10: base, 10d: mounting hole, 40: support structure, 41: bracket, 41d: opening, 41e: bent portion, 49: fixed member, 49d: lower disk portion, 51: first Vibration absorbing member 52: Second vibration absorbing member 80: Brake fluid pressure control device

Claims (7)

A brake fluid pressure control comprising a brake fluid pressure unit (1) for controlling the fluid pressure of brake fluid supplied to a braking section, and a support structure (40) for mounting the brake fluid pressure unit (1) to a vehicle. In the device (80),
The support structure (40) comprises:
a fixing member (49);
a bracket (41);
a first vibration absorbing member (51);
a second vibration absorbing member (52);
The first vibration absorbing member (51) is fixed to an opening (41d) formed in the bracket (41),
The fixing member (49) passes through the first vibration absorbing member (51) and the second vibration absorbing member (52), and one end of the fixing member (49) is press-fitted into the brake hydraulic pressure unit (1). A pressure control device (80). 2. The brake hydraulic pressure control device (80) according to claim 1, wherein a surface of the second vibration absorbing member (52) on the side of the brake hydraulic unit (1) contacts the bracket (41). The surface of the second vibration absorbing member (52) opposite to the surface in contact with the bracket (41) contacts the lower disk portion (49d) formed at the other end of the fixing member (49). The brake fluid pressure control device (80) of claim 2, wherein the brake fluid pressure control device (80) abuts. An edge portion of the opening (41d) has a bent portion (41e) erected toward the brake hydraulic unit (1), and the bent portion (41e) extends to the first vibration absorbing member (51). 4. The brake fluid pressure control device (80) according to any one of claims 1 to 3, which fits into the formed groove. The brake fluid pressure control device (80) according to claim 4, wherein said bent portion (41e) has a cylindrical shape. The brake fluid pressure control device (80) according to any one of claims 1 to 5, wherein said first vibration absorbing member (51) and said second vibration absorbing member (52) have hardnesses different from each other. The brake fluid pressure control device (80) according to any one of claims 1 to 5, wherein said first vibration absorbing member (51) and said second vibration absorbing member (52) are made of materials different from each other. .

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