JP4362082B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicular brake hydraulic pressure control device, and more particularly to a vehicular brake hydraulic pressure control device capable of operating a brake even when a brake pedal is not operated.

  2. Description of the Related Art Conventionally, a vehicle brake hydraulic pressure control device that can operate a brake even when the brake pedal is not operated (hereinafter referred to as “when the pedal is not operated”) is known (see, for example, Patent Document 1). ).

  The vehicle brake hydraulic pressure control device disclosed in Patent Document 1 enables vehicle side slip control and traction control during non-pedal operation, and communicates with a master cylinder M as shown in FIG. A cut valve 6 interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B leading to the wheel brakes FL, RR, RL, FR, an intake hydraulic pressure path C leading to the output hydraulic pressure path A, and the wheel fluid The pump 4 is provided between the discharge fluid pressure passage D communicating with the pressure passage B, and the suction valve 7 provided in the suction fluid pressure passage C.

  Here, the cut valve 6 switches between a state where the inflow of the brake fluid from the output fluid pressure path A to the wheel fluid pressure path B is permitted and a state where the brake fluid is shut off. The suction valve 7 switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is opened, and when the cut valve 6 shuts off the output fluid pressure passage A and the wheel fluid pressure passage B. Open the valve.

  In this vehicular brake hydraulic pressure control device, the cut valve 6 is closed at the time of non-pedal operation, the intake valve 7 is opened, and the inlet valve 1 corresponding to the wheel to be braked is opened. The brake fluid stored in the master cylinder M, the output hydraulic pressure path A, and the suction hydraulic pressure path C is discharged to the discharge hydraulic pressure path D by the pump 4, and the brake is applied to the wheel hydraulic pressure path B corresponding to the wheel to be braked. By supplying the fluid, the brake fluid pressure is applied to the wheel brake equipped on the wheel.

JP 2003-341499 A (FIG. 1)

  By the way, in this brake fluid pressure control device, when the pump 4 is operated during non-pedal operation, there may be some variation in the amount of brake fluid discharged at the start.

  Therefore, the present invention is a vehicle brake hydraulic pressure control device capable of operating a brake even when the pedal is not operated, and when the pump is operated when the pedal is not operated, even when the pump is started. It is an object of the present invention to provide a vehicular brake fluid pressure control device in which there is no variation in the amount of brake fluid discharged.

The present invention, which has been devised to solve such a problem, includes a cut valve interposed between an output hydraulic pressure path leading to a master cylinder and a wheel hydraulic pressure path leading to a wheel brake, and the output hydraulic pressure path. A pump interposed between a suction fluid pressure path leading to the wheel fluid pressure path and a discharge fluid pressure path leading to the wheel fluid pressure path, a suction valve provided in the suction fluid pressure path, the output fluid pressure path, and the wheel fluid A pump body having a pressure passage and a plurality of oil passage holes serving as the suction fluid pressure passage, and the cut valve is attached to a cut valve attachment hole formed in the pump body, and the output hydraulic pressure It is configured to be able to switch between a state of allowing brake fluid to flow into the wheel hydraulic pressure passage from a road and a state of shutting off, and the suction valve is mounted in a suction valve mounting hole formed in the pump body. together, opening the suction hydraulic pressure passage A state of status and blocking are switchable configured, the pump is mounted in the pump hole formed in the pump body, the cut valve is from the output hydraulic pressure passage to the wheel hydraulic pressure passage When the inflow of brake fluid is blocked and the suction valve opens the suction fluid pressure passage, the pump stores the brake fluid in the master cylinder, the output fluid pressure passage, and the suction fluid pressure passage. The brake fluid pressure control device for a vehicle in which the brake fluid is discharged into the discharge fluid pressure passage, and a portion of the suction fluid pressure passage from the suction valve attachment hole to the pump hole is attached to the suction valve The suction passage is formed by intersecting an oil passage hole communicating with the hole and an oil passage hole communicating with the pump hole, and the suction passage is formed by utilizing an oil passage hole drilled toward the intersection of the oil passage holes. Brake fluid between the valve and the pump Wherein the reservoir chamber for storing is formed.

  According to such a brake fluid pressure control device for a vehicle, since the capacity of the suction fluid pressure passage is substantially increased, when the pump is operated during non-pedal operation, There is no variation in the discharge amount.

  According to the vehicle brake hydraulic pressure control device of the present invention, when the pump is operated during non-pedal operation, the brake fluid discharge amount does not vary even at the start.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings.

First, the function of each component in the vehicle brake hydraulic pressure control device S according to the present embodiment will be described in detail with reference to FIGS. 1 to 3.
In the drawings to be referred to, FIG. 1 is a brake fluid pressure circuit diagram of a vehicle brake fluid pressure control device according to the present invention, and FIG. 2 is a brake fluid showing a state of the vehicle brake fluid pressure control device during anti-lock brake control. It is a pressure circuit diagram, (a) is a diagram showing a case where the brake fluid pressure acting on the wheel brake is reduced, (b) is a diagram showing a case where the brake fluid pressure acting on the wheel brake is kept constant. . FIG. 3 is a brake fluid pressure circuit diagram showing the state of the vehicle brake fluid pressure control device during brake control during non-pedal operation.

  As shown in FIG. 1, the vehicle brake fluid pressure control device S includes a master cylinder M that generates brake fluid pressure corresponding to the pedaling force applied by the driver to the brake pedal P, wheel brakes FL, RR, RL, and FR. It is arranged between. Two output ports M1, M2 of the master cylinder M are connected to an inlet port 121 of the pump body 100 described later, and an outlet port 122 of the pump body 100 is connected to each wheel brake FL, RR, RL, FR. . In normal times, an oil passage is formed from the inlet port 121 to the outlet port 122 in the vehicle brake hydraulic pressure control device S so that the pedal force of the brake pedal P is applied to each wheel brake FL, RR, RL, It is transmitted to the FR.

  Here, the oil path starting from the output port M1 leads to the wheel brake FL on the left side of the front wheel and the wheel brake RR on the right side of the rear wheel, and the oil path starting from the output port M2 is set to the wheel brake FR on the right side of the front wheel and the left side of the rear wheel. To the wheel brake RL. Hereinafter, the oil passage starting from the output port M1 is referred to as “first system”, and the oil passage starting from the output port M2 is referred to as “second system”.

  The vehicle brake hydraulic pressure control device S is provided with two control valve means V corresponding to each wheel brake FL, RR in the first system, and similarly, each wheel brake RL in the second system. , FR, two control valve means V are provided. The vehicle brake fluid pressure control device S is provided with a reservoir 3, a pump 4, a damper 5, an orifice 5a, a regulator R, a suction valve 7, and a storage chamber 7a in each of the first system and the second system. Furthermore, a common electric motor 20 for driving the first system pump 4 and the second system pump 4 is provided. In the present embodiment, the pressure sensor 8 is provided only in the second system.

  In the following, the oil passage from the output ports M1, M2 of the master cylinder M to each regulator R is referred to as “output hydraulic pressure passage A”, and the oil passage from the first system regulator R to the wheel brakes FL, RR and The oil passages from the second system regulator R to the wheel brakes RL and FR are respectively referred to as “wheel hydraulic pressure passage B”. In addition, an oil path from the output hydraulic pressure path A to the pump 4 is referred to as “suction hydraulic pressure path C”, an oil path from the pump 4 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path D”, and The oil path from the wheel hydraulic pressure path B to the suction hydraulic pressure path C is referred to as “release path E”.

  The control valve means V opens the wheel hydraulic pressure path B while blocking the release path E, blocks the wheel hydraulic pressure path B while opening the release path E, and blocks the wheel hydraulic pressure path B and releases it. It has a function of switching the state of shutting off the path E, and includes an inlet valve 1, an outlet valve 2, and a check valve 1a.

  The inlet valve 1 is a normally open electromagnetic valve provided in the wheel hydraulic pressure path B. The inlet valve 1 is normally open to allow the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL, RR, RL, FR. Further, the inlet valve 1 is blocked by a control device (not shown) when the wheel is about to be locked, so that the brake fluid pressure transmitted from the brake pedal P to each wheel brake FL, RR, RL, FR is cut off. To do.

  The outlet valve 2 is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path B and the release path E. Although the outlet valve 2 is normally closed, the brake fluid pressure acting on each wheel brake FL, RR, RL, FR is released by a control device (not shown) when the wheel is about to lock. To each reservoir 3.

  The check valve 1a is connected to each inlet valve 1 in parallel. This check valve 1a is a valve that allows only the flow of brake fluid from the wheel brakes FL, RR, RL, FR side to the master cylinder M side. When the input from the brake pedal P is released, the check valve 1a Even when the valve 1 is closed, the brake fluid is allowed to flow from the wheel brakes FL, RR, RL, FR side to the master cylinder M side.

  The reservoir 3 is provided in the release path E, and has a function of absorbing brake fluid pressure that is released when each outlet valve 2 is opened. Further, between the reservoir 3 and the pump 4, a check valve 3a that allows only the inflow of brake fluid from the reservoir 3 side to the pump 4 side is interposed.

  The pump 4 is interposed between the suction hydraulic pressure path C leading to the output hydraulic pressure path A and the discharge hydraulic pressure path D leading to the wheel hydraulic pressure path B, and sucks the brake fluid stored in the reservoir 3. And has a function of discharging to the discharge hydraulic pressure path D. As a result, the pressure state of the output hydraulic pressure path A and the wheel hydraulic pressure path B reduced by the absorption of the brake hydraulic pressure by the reservoir 3 is recovered. Further, in this pump 4, a cut valve 6 which will be described later blocks inflow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B, and a suction valve 7 which will be described later opens the suction hydraulic pressure path C. The brake fluid stored in the master cylinder M, the output hydraulic pressure path A, the suction hydraulic pressure path C, and the storage chamber 7a is sucked and discharged to the discharge hydraulic pressure path D. This makes it possible to apply brake fluid pressure to each wheel brake FL, RR, RL, FR during non-pedal operation.

  The damper 5 and the orifice 5a attenuate the pulsation of the pressure of the brake fluid discharged from the pump 4 and the pulsation generated by the operation of the regulator R described later by the cooperative action.

  The regulator R has a function of switching between a state where the brake fluid is allowed to flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B and a state where the brake fluid is blocked, and a brake fluid flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B. It has a function of adjusting the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D to a set value or less when the inflow is cut off, and the cut valve 6, the check valve 6a and the relief valve 6b are provided. It is prepared for.

  The cut valve 6 is a normally-open electromagnetic valve interposed between the output hydraulic pressure path A leading to the master cylinder M and the wheel hydraulic pressure path B leading to each wheel brake FL, RR, RL, FR. The state in which the inflow of the brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is permitted and the state in which the brake fluid is blocked are switched. The cut valve 6 is normally open, thereby allowing the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL, RR, RL, FR. The cut valve 6 is not illustrated when the pump 4 is operated when the pedal is not operated, in other words, when the brake fluid pressure is applied to the wheel brakes FL, RR, RL, and FR when the pedal is not operated. It is blocked by the control device.

  The check valve 6a is connected to each cut valve 6 in parallel. The check valve 6a is a valve that only allows the brake fluid to flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B. When the cut valves 6 are closed, the check valve 6a receives an input from the brake pedal P. Even if it exists, inflow of the brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is permitted.

  The relief valve 6b is connected in parallel to each cut valve 6, and opens when the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D becomes equal to or higher than a set value.

  The suction valve 7 is a normally closed electromagnetic valve provided in the suction fluid pressure passage C, and switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is shut off. The suction valve 7 is in a non-pedal operation, and when the cut valve 6 is in a state of blocking the inflow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B, in other words, in the non-pedal operation. When the brake fluid pressure is applied to the wheel brakes FL, RR, RL, FR, they are opened (opened) by a control device (not shown).

  The storage chamber 7 a is the suction fluid pressure path C and is provided between the pump 4 and the suction valve 7. The storage chamber 7a stores brake fluid, and the capacity of the brake fluid stored in the suction fluid pressure path C is thereby substantially increased.

  The pressure sensor 8 measures the brake fluid pressure in the output fluid pressure path A, and the measurement result is taken in by a control device (not shown) as needed, and the brake fluid pressure is output from the master cylinder M by the control device. It is determined whether or not the brake pedal P is depressed. Further, on the basis of the magnitude of the brake fluid pressure measured by the pressure sensor 8, vehicle side slip control, traction control, and the like are performed. .

  Next, the operation of the vehicle brake hydraulic pressure control device S will be described in detail with reference to FIGS. 2 and 3, only the first system is shown for simplicity, but the same applies to the second system.

(Normal time)
During normal braking (normal time) when each wheel is not likely to lock, the regulator R allows the brake fluid to flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B as shown in FIG. In this state, the suction valve 7 is in a state of blocking the suction fluid pressure path C, and the control valve means V is in a state of blocking the release path E while opening the wheel fluid pressure path B. That is, the cut valve 6 of the regulator R and the inlet valve 1 of the control valve means V are open (opened), and the intake valve 7 and the outlet valve 2 of the control valve means V are closed (closed). . Therefore, the brake fluid pressure generated due to the depression force of the brake pedal P acts on the wheel brakes FL, RR, RL, FR as it is. Since the inlet valve 1 and the cut valve 6 are normally open solenoid valves, and the outlet valve 2 and the intake valve 7 are normally closed solenoid valves, all the solenoid valves are demagnetized in a normal state. It is in the state.

(Anti-lock brake control)
If the wheel is about to enter a locked state while the brake pedal P is being depressed, anti-lock brake control is started by a control device (not shown). Here, the anti-lock brake control means that the control valve means V corresponding to the wheel brake of the wheel which is likely to enter the locked state is controlled, and the brake fluid pressure acting on the wheel brake is reduced, increased or kept constant. That means. Even during the anti-lock brake control, as shown in FIG. 2A, the regulator R is in a state of allowing the brake fluid to flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B, and the intake valve 7 Is in a state of blocking the suction fluid pressure path C.

  In the following, the operation of the control valve means V during antilock brake control will be described on the assumption that the left front wheel (wheel braked by the wheel brake FL) is about to enter the locked state.

  When the brake hydraulic pressure acting on the wheel brake FL is reduced, as shown in FIG. 2A, the wheel hydraulic pressure path B is shut off by the control valve means V corresponding to the wheel brake FL, and the release path E is Opened. That is, the inlet valve 1 is excited and closed (closed) by a control device (not shown), and the outlet valve 2 is excited and opened (opened). In this way, the brake fluid in the wheel fluid pressure path B communicating with the wheel brake FL flows into the reservoir 3 through the release path E, and as a result, the brake fluid pressure acting on the wheel brake FL is reduced.

  When the brake fluid pressure acting on the wheel brake FL is kept constant, as shown in FIG. 2 (b), the wheel fluid pressure path B and the release path E are cut off by the control valve means V corresponding to the wheel brake FL, respectively. Is done. That is, the inlet valve 1 is excited and closed (closed) by a control device (not shown), and the outlet valve 2 is demagnetized and closed (closed). If it does in this way, brake fluid will be confine | sealed in the oil path closed by the wheel brake FL, the inlet valve 1, and the outlet valve 2, As a result, the brake fluid pressure which was acting on the wheel brake FL will become constant. Retained.

  When the brake hydraulic pressure acting on the wheel brake FL is increased, the wheel hydraulic pressure path B is released and the release path E is blocked by the control valve means V corresponding to the wheel brake FL. That is, the inlet valve 1 is demagnetized and opened (opened) by a control device (not shown), and the outlet valve 2 is demagnetized and closed (closed) (see FIG. 1). In this way, the brake fluid pressure generated due to the depression force of the brake pedal P directly acts on the wheel brake FL, and as a result, the brake fluid pressure acting on the wheel brake FL is increased.

  During the antilock brake control, the electric motor 20 is driven, and the pump 4 is activated accordingly. Then, the brake fluid stored in the reservoir 3 by the pump 4 is returned to the wheel hydraulic pressure passage B via the discharge hydraulic pressure passage D. Further, the pulsation generated in the discharge hydraulic pressure path D and the like by the operation of the pump 4 is absorbed and suppressed by the cooperative action of the damper 5 and the orifice 5a, so that the brake pedal P can be operated even if the pump 4 is operated. Feeling is not hindered.

(Brake control during non-pedal operation)
During non-pedal operation, skid control and traction control are started by a control device (not shown) according to the state of the vehicle. Here, the operation of the vehicle brake hydraulic pressure control device S will be described on the assumption that the left front wheel (the wheel braked by the wheel brake FL) is braked during non-pedal operation.

  When braking the left front wheel during non-pedal operation, as shown in FIG. 3, the inflow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is blocked by the regulator R, and the intake valve 7, the suction hydraulic pressure path C is released, and the wheel hydraulic pressure path B leading to the wheel brake FL is opened by the control valve means V corresponding to the wheel brake FL, and the pump 4 is operated in this state. In other words, the cut valve 6 is excited and closed (closed) by a control device (not shown), the intake valve 7 is excited and opened (open), and the control valve corresponding to the wheel to be braked is used. In the control valve means V other than the means V, the inlet valve 1 is excited to be closed (closed), and in this state, the electric motor 20 is driven to operate the pump 4. In this way, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A, the suction hydraulic pressure path C, and the storage chamber 7a is discharged to the discharge hydraulic pressure path D by the pump 4, and the cut valve 6 is further turned on. Since the inlet valve 1 that is closed and communicates with the wheel brake FL is opened, the brake fluid supplied to the discharge fluid pressure passage D flows only into the wheel fluid pressure passage B that communicates with the wheel brake FL, As a result, the brake fluid pressure acts on the wheel brake FL, and the left front wheel is braked.

  At this time, since the capacity of the suction fluid pressure passage C is substantially increased by the storage chamber 7a, the brake fluid can be stably supplied to the wheel fluid pressure passage B even when the pump 4 is started. It becomes.

  When the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D exceeds a set value due to brake control during non-pedal operation, the relief valve 6b functions to cause the wheel fluid pressure passage B and the discharge fluid to flow. The brake fluid in the hydraulic pressure path D is released to the output hydraulic pressure path A, and as a result, it is avoided that excessive brake hydraulic pressure acts on the wheel brake FL.

  Further, since the pulsation generated in the discharge hydraulic pressure path D and the like by the operation of the regulator R is absorbed and suppressed by the cooperative action of the damper 5 and the orifice 5a, the operation sound caused by the pulsation is also reduced.

Next, a specific structure of the vehicle brake hydraulic pressure control device S will be described in detail with reference to FIGS. 4 and 5.
In the drawings to be referred to, FIG. 4 is an exploded perspective view of the vehicle brake hydraulic pressure control device according to the present invention, and FIG. 5 is an exploded cross-sectional view of the vehicle brake hydraulic pressure control device according to the present invention.

  As shown in FIG. 4, the vehicle brake hydraulic pressure control device S is integrally fixed to a pump body (base body) 100 serving as a base body of various members and devices and a first mounting surface 101 of the pump body 100, and is electronically controlled. A control housing 10 in which a unit 14 (control device) and the like are accommodated, and an electric motor 20 that is integrally fixed to the second mounting surface 102 of the pump body 100 and serves as power for the pump 4 (see FIG. 1) that sends brake fluid. It is mainly equipped with.

  The control housing 10 includes a control case 10A including a support plate 11 in which a connection terminal for the electronic control unit 14 and the like is embedded, and a control cover 10B for sealing the opening of the electronic control unit side 14 of the control case 10A. And is attached to the first mounting surface 101 of the pump body 100 via the seal member 10C, so that a sealed room (a room with a large volume) R1 for accommodating the electronic control unit 14 and the like therein is provided. Formed (see FIG. 5). As shown in FIG. 5, an electromagnetic coil 12 for driving an electromagnetic valve installed in the pump body 100 is attached to the surface of the support plate portion 11 on the pump body 100 side.

  The electric motor 20 mainly includes a motor case 21, a motor cover 22 and a rotor 23. The motor case 21 is a member formed in a substantially bottomed cylindrical shape, and a motor cover 22 is covered by an opening of the motor case 21 to accommodate the rotor 23 therein (a room with a large volume). R2 is formed. The output shaft 23 a of the rotor 23 includes a ball bearing 24 fixed to the bottom of the motor case 21, a ball bearing 25 fixed to the motor cover 22, and a ball bearing 26 fixed to the motor hole 132 of the pump body 100. And is supported rotatably. An eccentric shaft portion 27 is provided at an appropriate position (a portion located between the ball bearings 25 and 26) of the output shaft 23a, and the eccentric shaft portion 27 reciprocates the plunger of the pump 4. A ball bearing 28 is provided to press the plunger appropriately on its outer peripheral surface.

  The chamber R2 formed by the motor case 21 and the motor cover 22 is externally provided through a fine gap at the contact portion between the motor case 21 and the motor cover 22 or a gap of the ball bearing 25 that supports the output shaft 23a. However, a seal member (not shown) is interposed between the motor case 21 and the motor cover 22 and between the motor cover 22 and the second mounting surface 102 of the pump body 100. It is shut off (sealed).

  The motor connection terminal 23 b for supplying power to the rotor 23 is inserted into a through hole 131 formed in the lower part of the pump body 100, and the tip portion thereof is connected to the electronic control unit 14 via the bus bar 13 of the control housing 10. Connected to. That is, the through hole 131 allows the room R1 in the control housing 10 and the room R2 in the motor case 21 to communicate with each other. Further, a step-like vent hole 133 communicating with the through hole 131 and the outside is formed at an appropriate position of the through hole 131, and a vent waterproofing member G is provided in the vent hole 133. Here, the ventilation waterproof member G is a member that prevents intrusion of water from the outside and allows only the entry and exit of air. For example, the well-known Gore-Tex (registered trademark) is adopted as the ventilation waterproof member G. be able to.

  The pump body 100 is a metal part formed in a substantially rectangular parallelepiped shape, and holes (holes) for installing various devices such as electromagnetic valves are appropriately formed on each surface of the pump body 100, and brake fluid is contained inside the pump body 100. An oil passage serving as a passage is appropriately formed. In the present embodiment, the first system is constructed in the left half of the pump body 100, and the second system is constructed in the right half.

  Here, the configuration of the pump body 100 will be described in more detail with reference to a perspective view seen from the first mounting surface side shown in FIG. 6A and a perspective view seen from the second mounting surface side shown in FIG. 6B. Explained.

  As shown in FIGS. 6A and 6B, the pump body 100 is located on the first mounting surface 101 to which the control housing 10 (see FIG. 5) is mounted, and on the back side of the first mounting surface 101. A second attachment surface 102 to which the motor 20 (see FIG. 5) is attached, an upper surface 103, a lower surface 104, and side surfaces 105 and 106 are provided.

  The first mounting surface 101 has four inlet valve mounting holes 111, four outlet valve mounting holes 112, two cut valve mounting holes 116, and two suction valve mounting holes 117 formed in the upper half portion thereof. Two reservoir holes 113 and a pressure sensor mounting hole 118 are formed in the lower half portion.

  As shown in FIG. 6B, the second mounting surface 102 has the two inlet ports 121, the through hole 131 penetrating to the first mounting surface 101, and the output shaft 23a of the electric motor 20 (FIG. 4). A motor mounting hole 132 to which a reference is attached), two oil passage holes 148b communicating with an eighth oil passage 148 (see FIG. 11) formed inside the pump body 100, and the like are formed.

  The above-described four outlet ports 122 are formed on the upper surface 103, and stepped vent holes 133 (see FIG. 5) communicating with the through holes 131 are formed on the lower surface 104.

  On the side surfaces 105 and 106, a pump hole 114 for attaching a component constituting the pump 4 (see FIG. 1) and a damper hole functioning as the damper 5 (see FIG. 1) by attaching a lid to the opening. 115 are formed one by one. As shown in FIG. 5, the pump hole 114 communicates with the motor mounting hole 132 described above.

  Here, the holes described above communicate with each other directly or via an oil passage formed inside the pump body 100. More specifically, the inlet port 121 communicates with the cut valve mounting hole 116 and the suction valve mounting hole 117, and the cut valve mounting hole 116 communicates with the inlet valve mounting holes 111 and 111 via the damper hole 115. is doing. Further, each inlet valve mounting hole 111 communicates with an outlet valve mounting hole 112, and each outlet valve mounting hole 112 communicates with an outlet port 122. Each outlet valve mounting hole 112 communicates with a reservoir hole 113, and the reservoir hole 113 communicates with a pump hole 114. The suction valve mounting hole 117 is also in communication with the pump hole 114, and the pump hole 114 is in communication with the inlet valve mounting holes 111 and 111 through the damper hole 115.

Next, the relationship between the holes (holes) will be described in detail with reference to FIGS.
Each drawing to be referred to is a cutaway perspective view showing the inside of the pump body, and FIGS. 7A and 7B are diagrams for explaining an oil passage from the inlet port to the cut valve and the intake valve. FIG. 8A is a view for explaining an oil passage (wheel hydraulic pressure passage) from the cut valve to the outlet port, and FIG. 8B is a view showing a relationship between the inlet valve and the damper hole. FIGS. 9A and 9B are views for explaining an oil passage (a part of the release passage) from the outlet valve to the reservoir hole, and FIG. 10A is a view from the reservoir hole to the pump hole. FIG. 10B is a diagram for explaining an oil passage (a discharge hydraulic pressure passage) from the pump hole to the damper hole. Moreover, FIG. 11 is a figure for demonstrating a storage chamber.

  Since the pump body 100 is formed approximately symmetrically except for the pressure sensor mounting hole 118, in the following, for the sake of simplicity, the left half of the pump body 100 (that is, the portion constituting the first system described above) ) Will be mainly described.

  The inlet port 121 is a bottomed cylindrical hole as shown in FIG. 7A, and the cut valve mounting hole 116 shown in FIG. 7B and the first oil passage 141 starting from the bottom 121a and The suction valve mounting hole 117 communicates.

  The first oil passage 141 constitutes a part of the output hydraulic pressure passage A (see FIG. 1). As shown in FIGS. 7 (a) and 7 (b), the first oil passage 141 is formed from the bottom 121a of the inlet port 121. An oil passage hole 141a drilled toward one mounting surface 101, an oil passage hole 141b drilled from the upper surface 103 so as to intersect the oil passage hole 141a, and a lower end portion of the oil passage hole 141b. An oil passage hole 141c drilled from the first mounting surface 101 and an oil passage hole 141d drilled from the side surface 105 so as to intersect with the upper part of the cut valve mounting hole 116 and the upper part of the suction valve mounting hole 117, It is configured with. The oil passage hole 141b is sealed by a plug member (not shown) between the intersection with the oil passage hole 141a and the upper surface 103. Similarly, the oil passage hole 141c is connected to the intersection with the oil passage hole 141d. Between the one mounting surface 101, the oil passage hole 141 d is sealed by a plug member (not shown) between the intersection with the cut valve mounting hole 116 and the side surface 105. Although not shown, the first oil passage on the right side of the pump body 100 (that is, the second oil passage in the second system) communicates with the pressure sensor mounting hole 118.

  As shown in FIG. 8A, the cut valve mounting hole 116 is a bottomed cylindrical hole and intersects the second oil passage 142 communicating with the damper hole 115 at the bottom 116a. Further, as shown in FIG. 8B, the damper hole 115 is a bottomed cylindrical hole, and the side portion thereof communicates with the inlet valve mounting holes 111 and 111.

  Each inlet valve mounting hole 111 communicates with the damper hole 115 at its deepest portion, and also communicates with each outlet valve mounting hole 112 via a third oil passage 143 starting from the side portion. Each outlet valve mounting hole 112 is a bottomed cylindrical hole and communicates with the bottomed cylindrical outlet port 122 via a fourth oil passage 144 starting from the side thereof. That is, the cut valve mounting hole 116 communicates with the outlet port 122 via the second oil passage 142, the damper hole 115, the inlet valve mounting hole 111, the third oil passage 143, the outlet valve 112, and the fourth oil passage 144. Yes. The oil passage from the cut valve mounting hole 116 to the outlet port 122 forms part of the wheel hydraulic pressure passage B (see FIG. 1). The second oil passage 142 is also a discharge hydraulic pressure passage D (see FIG. 1).

  The second oil passage 142 includes an oil passage hole 142a that is formed in the lower surface 104 so as to intersect the pump hole 114 and the bottom portion 116a of the cut valve mounting hole 116 and communicate with the damper hole 115. The fourth oil passage 144 includes an oil passage hole that is formed from the bottom of the outlet port 122 so as to intersect the outlet valve mounting hole 112 and communicate with the inlet valve mounting hole 111. The oil passage hole 142 a constituting the second oil passage 142 is sealed by a plug member (not shown) between the intersection with the pump hole 114 and the lower surface 104.

  As shown in FIG. 9A, the outlet valve mounting holes 112 communicate with each other through the fifth oil passage 145 at the bottoms 112a for each of the systems described above. As also shown, the reservoir hole 113 communicates with the sixth oil passage 146 starting from the bottom 112a of the outlet valve mounting hole 112 located on the outer side (side surface 105 side).

  As shown in FIG. 9A, the fifth oil passage 145 is perforated from the side surface 105 so as to cross the outlet valve mounting hole 112 located on the outer side and communicate with the bottom 112a of the outlet valve mounting hole 112 positioned on the inner side. It comprises an oil passage hole 145a provided. The oil passage hole 145a is sealed by a plug member (not shown) between the intersection with the outlet valve mounting hole 112 located on the outer side and the side surface 105.

  As shown in FIG. 9B, the sixth oil passage 146 includes an oil passage hole 146a drilled from the lower surface 104 so as to intersect with the bottom portion 112a of the outlet valve mounting hole 112 located outside, and this oil passage. The oil passage hole 146b is formed from the bottom 113a of the reservoir hole 113 so as to communicate with the hole 146a. The oil passage hole 146a is sealed by a plug member (not shown) between the intersection with the oil passage hole 146b and the lower surface 104.

  As shown in FIG. 10A, the reservoir hole 113 is a bottomed cylindrical hole and communicates with the pump hole 114 via a seventh oil passage 147 starting from the bottom 113a. Further, the pump hole 114 communicates with the damper hole 115 via the second oil passage 142 as shown in FIG.

  The seventh oil passage 147 constitutes a release passage E (see FIG. 1) together with the fifth oil passage 145 shown in FIG. 9 (a) and the sixth oil passage 146 shown in FIG. 9 (b). An oil passage hole 147a drilled from the bottom 113a of the hole 113 toward the second mounting surface 102, and an oil passage hole that intersects the oil passage hole 147a and the pump hole 114 and constitutes an eighth oil passage 148 described later. 148a (see FIG. 11) and an oil passage hole 147b drilled from the lower surface 104. The oil passage hole 147 b is sealed by a plug member (not shown) between the intersection with the oil passage hole 147 a and the lower surface 104.

  Further, as shown in FIG. 10A, the suction valve mounting hole 117 is a bottomed cylindrical hole and communicates with the pump hole 114 via an eighth oil passage 148 starting from the bottom portion 117a.

  The eighth oil passage 148 constitutes the suction fluid pressure passage C (see FIG. 1), and as shown in FIG. 11, the side surface 105 (FIG. 6) leads to the bottom portion 117a of the suction valve mounting hole 117. It comprises an oil passage hole 148a drilled from (a) and a portion above the pump hole 114 in the oil passage hole 147b shown in FIG. 10 (a).

Further, as shown in FIG. 11, the eighth oil passage 148 (that is, the oil passage communicating the suction valve mounting hole 117 and the pump hole 114) has an intersection portion between the oil passage hole 147b and the oil passage hole 148a. In addition, a storage chamber 7a (see FIG. 1) for storing brake fluid is formed. The storage chamber 7a has an oil passage hole 148b drilled from the second mounting surface 102 so as to cut off a corner portion of the intersection of the oil passage hole 147b and the oil passage hole 148a, and the opening portion is not shown in the figure. It is formed by sealing with a member. In other words, the storage chamber 7a is formed by oil passage holes 148b other than the oil passage holes 147b and 148a which are the minimum necessary to configure the eighth oil passage 148. That is, the oil passage hole 148b constituting the reservoir chamber 7a is the corner portion of the intersection between Aburaroana 147b and Aburaroana 148a as in the present embodiment is that to form the position as excised. When the corner portion at the intersection between the oil passage hole 147b and the oil passage hole 148a is cut out in this way, the flow of the brake fluid becomes smooth, so that the variation in the discharge amount at the start of the pump is further reduced.

Next, members and devices to be mounted in the holes (holes) will be described in detail with reference to FIGS.
In the drawings to be referred to, FIG. 12A is a cutaway perspective view showing a state in which the cut valve and the suction valve are mounted on the pump body, and FIG. 12B is a cross-sectional view for explaining the configuration of the cut valve and the suction valve. FIG. 13A is a cutaway perspective view showing a state in which the inlet valve and the outlet valve are mounted on the pump body, and FIG. 13B is a cross-sectional view for explaining the configuration of the inlet valve and the outlet valve. It is. FIG. 14A is a cross-sectional view for explaining the configuration of the reservoir, and FIG. 14B is a cross-sectional view for explaining the configurations of the pump and the damper.

  As shown in FIG. 12A, a normally-open electromagnetic valve 96 serving as the cut valve 6 (see FIG. 1) is installed in the cut valve mounting hole 116, and the suction valve 7 is installed in the suction valve mounting hole 117. A normally closed electromagnetic valve 97 (see FIG. 1) is installed.

  The electromagnetic valve 96 serving as the cut valve 6 (see FIG. 1) is in a state that allows the brake fluid to flow from the first oil passage 141 (see FIGS. 7A and 7B) to the second oil passage 142 and is shut off. As shown in FIG. 12B, a cylindrical fixed core 96a, a valve seat 96b mounted inside the base end side of the fixed core 96a, and a fixed core 96a as well. And a movable core 96d that presses the valve body 96c is mainly provided. An inflow hole 96e is formed in the side surface of the fixed core 96a for allowing the brake fluid supplied through the first oil passage 141 (see FIGS. 7A and 7B) to flow into the inside. . When the electromagnetic coil 12 (see FIG. 5) mounted on the control housing 10 is excited, the movable core 96d is attracted and moved by the fixed core 96a, and the valve body 96c is moved toward the valve seat 96b. The opening of the valve seat 96b is closed. Further, when the electromagnetic coil 12 is demagnetized, the movable core 96d and the fixed core 96a are separated from each other, and accordingly, the valve body 96c moves to the movable core 96d side to open the opening of the valve seat 96b.

  A cup seal 96f having a substantially U-shaped cross section that functions as the check valve 6a (see FIG. 1) is fitted on the base end portion of the fixed core 96a. The cup seal 96f elastically contacts the hole wall of the cut valve mounting hole 116, and allows the brake fluid to flow into the second oil passage 142 from the first oil passage 141 (see FIG. 7B). . Further, the valve body 96c is urged toward the valve seat 96b by a relief spring (not shown). When the brake fluid pressure on the second oil passage 142 side exceeds a set value, the urge force of the relief spring is resisted. It moves to the movable core 96d side and allows the brake fluid to flow from the second oil passage 142 to the first oil passage 141 (see FIG. 7B). That is, the electromagnetic valve 96 also functions as a relief valve 6b (see FIG. 1). That is, when the electromagnetic valve 96 is installed in the cut valve mounting hole 96, the regulator R shown in FIG. 1 is configured.

  The electromagnetic valve 97 serving as the suction valve 7 (see FIG. 1) switches between a state where the inflow of brake fluid from the first oil passage 141 (see FIG. 7B) to the eighth oil passage 148 is permitted and a state where the brake fluid is blocked. As shown in FIG. 12 (b), a cylindrical valve housing 97a, a cylindrical valve seat member 97b mounted inside the valve housing 97a, and a valve housing 97a. A fixed core 97c fixed inside the distal end side, a movable core 97d inside the valve housing 97a and slidably mounted between the valve seat member 97b and the fixed core 97c, and a valve seat member 97b A bottomed cylindrical valve body 97g is slidably mounted inside. Here, the part of the valve body 97g on the movable core 97d side (hereinafter referred to as “head”) protrudes from the valve seat member 97b. In addition, an inflow hole 97e is formed in the side surface of the valve housing 97a for allowing the brake fluid supplied through the first oil passage 141 (see FIG. 7B) to flow into the inside. Further, an urging member 97f that urges the movable core 97d toward the valve body 97g is mounted between the fixed core 97c and the movable core 97d, and between the movable core 97d and the valve body 97g, A biasing member 97h that biases the valve body 97g toward the valve seat member 97b is mounted. Therefore, in a state where the electromagnetic coil 12 (see FIG. 5) attached to the control housing 10 is demagnetized, the movable core 97d is in close contact with the head of the valve body 97g, and as a result, the head of the valve body 97g is contacted. The formed opening is closed, and the head of the valve body 97g is in close contact with the valve seat member 97b. As a result, the opening of the valve seat member 97b is closed. On the other hand, when the electromagnetic coil 12 (see FIG. 5) is excited when the brake fluid pressure is not acting on the first oil passage 141 (see FIG. 7B), the movable core 97d is attracted and moved by the fixed core 97c. At the same time, the valve body 97g moves to the fixed core 97c side in conjunction with the movable core 97d, and the head of the valve body 97g is separated from the valve seat member 97b. As a result, the valve seat 97b and the head of the valve body 97g The first oil passage 141 (see FIG. 7B) and the eighth oil passage 148 communicate with each other through an inflow hole formed in the side surface of the valve body 97g. Further, when the electromagnetic coil 12 (see FIG. 5) is excited while the brake fluid pressure is acting on the first oil passage 141 (see FIG. 7B), the movable core 97d is attracted and moved by the fixed core 97c. As a result, the first oil passage 141 (see FIG. 7B) and the eighth oil passage 148 communicate with each other through the opening at the head of the valve body 97g. In the state where the brake fluid pressure is acting on the first oil passage 141 (see FIG. 7B), the valve element 97g hardly moves even when the electromagnetic coil 12 (see FIG. 5) is excited.

  As shown in FIG. 13A, a normally-open electromagnetic valve 91 serving as the inlet valve 1 (see FIG. 1) is installed in the inlet valve mounting hole 111, and the outlet valve 2 is installed in the outlet valve mounting hole 112. A normally closed electromagnetic valve 92 (see FIG. 1) is installed.

  A normally-open electromagnetic valve 91 serving as the inlet valve 1 (see FIG. 1) switches between a state in which the brake fluid is allowed to flow into the third oil passage 143 from the damper hole 115 and a state in which it is shut off. The electromagnetic valve 91 has the same configuration as the electromagnetic valve 96 serving as the above-described cut valve 6 (see FIG. 1), and a detailed description thereof is omitted, but as shown in FIG. 13 (b). A cup seal 91e having a substantially U-shaped cross section that functions as the check valve 1a (see FIG. 1) is fitted on the base end portion of the fixed core 91a. The cup seal 91e elastically contacts the hole wall of the inlet valve mounting hole 111 and allows the brake fluid to flow from the third oil passage 143 into the damper hole 115.

  The normally-closed solenoid valve 92 serving as the outlet valve 2 (see FIG. 1) has an inflow of brake fluid from the third oil passage 143 to the fifth oil passage 145 and the sixth oil passage 146 (see FIG. 9A). Is switched between a state that allows and a state that shuts off. Although a detailed description of the electromagnetic valve 92 is omitted, as shown in FIG. 13B, when the electromagnetic valve 92 is installed in the intake valve mounting hole 112, an oil passage is formed around the valve housing 92a. Is done. That is, even if the electromagnetic valve 92 is mounted in the suction valve mounting hole 112, the inflow of brake fluid from the third oil path 143 to the fourth oil path 144 is always allowed.

  As shown in FIG. 14A, members constituting the reservoir 3 (see FIG. 1) are installed in the reservoir hole 113. Specifically, a substantially bottomed cylindrical reservoir piston 31, a reservoir spring 32 that urges the reservoir piston 31 toward the bottom 113a, and a substantially bottomed cylindrical spring receiving member that closes the opening of the reservoir hole 113. 33 is installed in the reservoir hole 113. The reservoir piston 31 has an outer peripheral surface that is freely slidable along the inner peripheral surface of the reservoir hole 113, and brake fluid is supplied through the oil passage hole 146 b of the sixth oil passage 146 shown in FIG. 9B. When it flows in, it moves to the spring receiving member 33 side and stores this brake fluid. The oil passage hole 147a is fitted with a check valve 3a (see FIG. 1) that allows only the brake fluid to flow from the reservoir hole 113 side to the seventh oil passage 147 side.

  Moreover, as shown in FIG.14 (b), the member which comprises the pump 4 (refer FIG. 1) is installed in the pump hole 114. As shown in FIG. Specifically, a substantially cylindrical pump housing 42 fitted into the pump hole 114, and a slidably mounted inside the pump housing 42, one end of the eccentric shaft portion 27 of the electric motor 20 (see FIG. 5). A bottomed cylindrical plunger 41 abutting against the ball bearing 28, an inflow valve body 43 attached to the opening of the plunger 41, a discharge valve body 44 attached to the opening of the pump housing 42, and the plunger 41. A biasing member 45 disposed between the opening end surface of the pump housing 42 and the opening end surface of the pump housing 42 and a lid 46 for sealing the opening of the pump hole 114 are installed in the pump hole 114. Then, the plunger 41 reciprocates due to the eccentric movement of the ball bearing 28, thereby causing the brake fluid flowing from the seventh oil passage 147 or the eighth oil passage 148 (see FIG. 10B) to flow into the second oil passage. It is discharged to the damper hole 115 through 142.

  The damper hole 115 is fitted with a lid 51 that seals the opening thereof, whereby the damper hole 115 functions as the damper 5 (see FIG. 1). The second oil passage 142 is fitted with an orifice 5a.

  Next, with reference to FIGS. 1 to 3 and FIGS. 7 to 11 again, the flow of brake fluid during normal operation, antilock brake control, and brake control during non-pedal operation will be described in detail. In the following, a case where the brake fluid pressure is applied to the wheel brake FL (see FIG. 1) will be exemplified.

(Normal time)
In a normal state, as shown in FIG. 1, the inlet valve 1 and the cut valve 6 are opened, and the outlet valve 2 and the intake valve 7 are closed. Therefore, the brake fluid flowing in from the inlet port 121 is the first oil passage 141, the cut valve mounting hole 116 shown in FIGS. 7A and 7B, the second oil passage 142 shown in FIG. 8A, and the damper hole. 115, flows out from the outlet port 122 through the inlet valve mounting hole 111, the third oil passage 143, the outlet valve mounting hole 112 and the fourth oil passage 144, and acts on the wheel brake FL.

(During anti-lock brake control)
When the brake fluid pressure acting on the wheel brake FL is reduced during the antilock brake control, the inlet valve 1 is closed and the outlet valve 2 is opened as shown in FIG. . Therefore, the brake fluid between the wheel brake FL and the outlet valve 2 flows into the reservoir hole 113 through the sixth oil passage 146 shown in FIGS. 9 (a) and 9 (b). At this time, since the pump 4 (see FIG. 2A) is operated, the brake fluid flowing into the reservoir hole 113 flows into the pump hole 114 through the seventh oil passage 147 shown in FIG. It is discharged into the damper hole 115 through the second oil passage 142 shown in FIG. That is, the brake fluid that has flowed into the reservoir hole 113 is returned to the damper hole 115 that forms the wheel hydraulic pressure path B (see FIG. 2A).

  When the brake fluid pressure acting on the wheel brake FL is kept constant, the inlet valve 1 and the outlet valve 2 are closed as shown in FIG. Therefore, the brake fluid flowing in from the inlet port 121 does not flow into the third oil passage 143 shown in FIG. 8A, and the brake fluid between the wheel brake FL and the outlet valve 2 is in FIG. It does not flow out into the sixth oil passage 146 shown in a).

  Note that when the brake fluid pressure acting on the wheel brake FL is increased, it is the same as in the normal case described above, and thus detailed description thereof is omitted.

(Brake control during non-pedal operation)
At the time of brake control during non-pedal operation, as shown in FIG. 3, the cut valve 6 is closed, the suction valve 7 is opened, and the pump 4 is operated. Accordingly, the brake fluid stored in the first oil passage 141, the suction valve mounting hole 117, the eighth oil passage 148, and the storage chamber 7a shown in FIGS. 7 (a) and 7 (b) is supplied to the pump 4 (FIG. 14). (See (b)) and discharged into the second oil passage 142 shown in FIG. At this time, as shown in FIG. 11, since the storage chamber 7a is attached to the eighth oil passage 148, the brake fluid smoothly flows even when the pump 4 (see FIG. 14B) is started. Will be inhaled. That is, when the pump 4 is operated during non-pedal operation, the discharge amount does not vary even when the pump is started, and the brake fluid can be stably supplied to the inlet valve mounting hole 111 and the like. it can. Then, the brake fluid discharged to the second oil passage 142 flows into the inlet valve mounting hole 111 through the damper hole 115 shown in FIG. 10B, and the inlet valve 1 (see FIG. 3) opens. If so, it flows out from the outlet port 122 through the third oil passage 143, the outlet valve mounting hole 112, and the fourth oil passage 144 shown in FIG.

In the present embodiment, the oil passage hole 148b constituting the storage chamber 7a intersects with the oil passage hole 148a constituting the eighth oil passage 148 in a T-shape. It may intersect with the shape .

It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for vehicles concerning the present invention. It is a brake fluid pressure circuit diagram which shows the state of the brake fluid pressure control device for vehicles at the time of anti-lock brake control, (a) is a figure which shows the case where the brake fluid pressure which acts on a wheel brake is decompressed, (b) is It is a figure which shows the case where the brake fluid pressure which acts on a wheel brake is kept constant. It is a brake fluid pressure circuit figure showing the state of the brake fluid pressure control device for vehicles at the time of brake control at the time of non-pedal operation. 1 is an exploded perspective view of a vehicle brake hydraulic pressure control device according to the present invention. 1 is an exploded cross-sectional view of a vehicle brake hydraulic pressure control device according to the present invention. It is the perspective view which shows a pump body, Comprising: (a) is the figure seen from the 1st attachment surface side, (b) is the figure seen from the 2nd attachment surface side. (A), (b) is a fracture | rupture perspective view which shows the inside of a pump body, Comprising: It is a figure for demonstrating the oil path from an inlet port to a cut valve and a suction valve. It is a fracture perspective view showing the inside of a pump body, (a) is a figure for explaining an oil passage (wheel hydraulic pressure passage) from a cut valve to an outlet port, and (b) is an inlet valve and a damper hole. It is a figure which shows a relationship. (A), (b) is a fracture | rupture perspective view which shows the inside of a pump body, Comprising: It is a figure for demonstrating the oil path (a part of release path) from an outlet valve to a reservoir hole. It is a fracture perspective view showing the inside of a pump body, (a) is a figure for explaining an oil passage (a part of a release passage) from a reservoir hole to a pump hole, and (b) from a pump hole to a damper hole. It is a figure for demonstrating the oil path (discharge hydraulic pressure path) to reach. It is a fractured perspective view which shows the inside of a pump body, Comprising: It is a figure for demonstrating a storage chamber. (A) is a fracture | rupture perspective view which shows the state which attached the cut valve and the suction valve to the pump body, (b) is sectional drawing for demonstrating the structure of a cut valve and a suction valve. (A) is a fracture | rupture perspective view which shows the state which attached the inlet valve and the outlet valve to the pump body, (b) is sectional drawing for demonstrating the structure of an inlet valve and an outlet valve. (A) is sectional drawing for demonstrating the structure of a reservoir, (b) is sectional drawing for demonstrating the structure of a pump and a damper. It is a brake fluid pressure circuit diagram of the conventional brake fluid pressure control device for vehicles.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Inlet valve 2 Outlet valve 3 Reservoir 4 Pump 5 Damper 6 Cut valve 7 Suction valve 7a Storage chamber 10 Control housing 20 Electric motor 100 Pump body 111 Inlet valve mounting hole 112 Outlet valve mounting hole 113 Reservoir hole 114 Pump hole 115 Damper hole 116 Cut valve mounting hole 117 Suction valve mounting hole 121 Inlet port 122 Outlet port 141 First oil path 142 Second oil path 143 Third oil path 144 Fourth oil path 145 Fifth oil path 146 Sixth oil path 147 Seventh oil path 148 Eighth oil passage S Vehicle brake fluid pressure control device V Control valve means R Regulator A Output fluid pressure passage B Wheel fluid pressure passage C Suction fluid pressure passage D Discharge fluid pressure passage E Release passage

Claims (1)

A cut valve interposed between the output hydraulic pressure path leading to the master cylinder and the wheel hydraulic pressure path leading to the wheel brake;
A pump interposed between the suction hydraulic pressure path leading to the output hydraulic pressure path and the discharge hydraulic pressure path leading to the wheel hydraulic pressure path;
A suction valve provided in the suction fluid pressure path;
A pump body having a plurality of oil passage holes serving as the output fluid pressure passage, the wheel fluid pressure passage, and the suction fluid pressure passage ;
The cut valve is mounted in a cut valve mounting hole formed in the pump body, and can be switched between a state allowing the brake fluid to flow from the output hydraulic pressure passage to the wheel hydraulic pressure passage and a state cutting off the brake fluid. Is composed of
The suction valve is mounted in a suction valve mounting hole formed in the pump body, and is configured to be able to switch between a state of opening and shutting off the suction fluid pressure path,
The pump is mounted in a pump hole formed in the pump body,
When the cut valve blocks inflow of brake fluid from the output hydraulic pressure path to the wheel hydraulic pressure path, and the suction valve opens the suction hydraulic pressure path, the pump causes the master cylinder to And a brake fluid pressure control device for a vehicle in which the brake fluid stored in the output fluid pressure passage and the suction fluid pressure passage is discharged to the discharge fluid pressure passage,
Of the suction fluid pressure path, a portion from the suction valve mounting hole to the pump hole is formed by intersecting an oil path hole leading to the suction valve mounting hole and an oil path hole leading to the pump hole. And a reservoir chamber for storing brake fluid is formed between the suction valve and the pump using an oil passage hole formed toward an intersection of the oil passage holes. A brake fluid pressure control device for a vehicle.

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