JP4778529B2 - Brake hydraulic pressure control device for bar handle vehicle - Google Patents

Description

  The present invention relates to a brake hydraulic pressure control device for a bar handle vehicle.

  A conventional brake hydraulic pressure control device for a bar handle vehicle is, for example, as shown in Patent Document 1, in order to apply a brake hydraulic pressure control device for a four-wheeled vehicle also to a two-wheeled vehicle, In the case where the same number of mounting holes as the valve are formed in the base body and applied to a two-wheeled vehicle, there is a structure in which dummy members are fitted and mounted in the remaining mounting holes. As a result, the housing and the cover can be used in common regardless of the number of solenoid valves required, and the brake hydraulic pressure control device can be used as a common component for four-wheeled vehicles and two-wheeled vehicles.

JP 2002-193093 A

  However, since the brake fluid pressure control device disclosed in Patent Document 1 uses the brake fluid pressure control device as a common part for four-wheeled vehicles and two-wheeled vehicles, a brake for a two-wheeled vehicle (bar handle vehicle) with less wheel brakes. When used as a hydraulic pressure control device, there is a problem that the base is larger than necessary, leading to an increase in the size of the base, and the vehicle brake hydraulic pressure control device itself is also increased in size. When the vehicle brake hydraulic pressure control apparatus is increased in size as described above, there is a problem that the installation is restricted due to the installation space of the vehicle. This problem is a big problem especially in a bar handle vehicle.

  From such a viewpoint, an object of the present invention is to provide a brake hydraulic pressure control device for a bar handle vehicle that can be reduced in size.

  The invention according to claim 1 that solves such a problem includes a first brake system that operates a first wheel brake by hydraulic pressure from a first master cylinder that is operated by a first operator, A second brake system that operates the second wheel brake by the hydraulic pressure from the second master cylinder operated by the second operator, and a second master cylinder that is operated by the second operator. A brake hydraulic pressure control device for a bar handle vehicle that operates the first wheel brake with a hydraulic pressure of a normally closed solenoid valve that serves as an inlet valve of each of the brake systems; A normally closed solenoid valve serving as an outlet valve of the brake system, a pair of reservoirs provided in the first brake system and the second brake system, respectively, for temporarily storing brake fluid, and the first brake A pair of pumps that are provided in the system and the second brake system, respectively, for sucking the brake fluid stored in the reservoirs, a motor that is a power source of the pumps, and a member for mounting the members A base body, a control housing assembled on one surface of the base body so as to cover the electromagnetic valves, and a control device housed in the control housing and controlling the operation of the motor and the electromagnetic valves. The base body has three inlet valve mounting holes, three outlet valve mounting holes, a pair of reservoir holes, and a pair of side surfaces facing each other and connected to the one surface. A pair of pump holes formed in the first brake system, and the inlet valve mounting to which the normally open solenoid valve of the first brake system is mounted And the outlet valve mounting hole in which the normally closed solenoid valve is mounted, the inlet valve mounting hole in which the normally open solenoid valve of the second brake system is mounted, and the normally closed solenoid valve are mounted. The outlet valve mounting hole is arranged in a line along the axial direction of the pump hole, and the inlet valve mounting hole and the normally closed solenoid valve in which the normally open solenoid valve of the interlocking brake system is mounted The outlet valve mounting hole is arranged substantially parallel to the direction of arrangement of the inlet valve mounting hole and the outlet valve mounting hole of the second brake system, and the inlet valve mounting hole of the interlocking brake system And the outlet valve mounting hole communicates with the reservoir hole and the pump hole in which the reservoir and the pump provided in the second brake system are mounted, respectively. This is a dual-use brake fluid pressure control device.

  According to the brake hydraulic pressure control device for a bar handle vehicle having such a configuration, the arrangement of each solenoid valve is optimized so that the space of the base can be used efficiently and effectively, and the second brake system and the interlocking brake system Since the reservoir and the pump can be shared, the entire apparatus can be made compact and the number of parts can be reduced.

  The invention according to claim 2 is characterized in that the inlet valve mounting hole and the outlet valve mounting hole of the interlock brake system are different from the inlet valve mounting hole and the outlet valve mounting hole of the second brake system. 2. The brake hydraulic pressure control device for a bar handle vehicle according to claim 1, wherein the brake hydraulic pressure control device is disposed at a symmetrical position across an axis of the pump hole of the second brake system.

  According to the brake hydraulic pressure control device for a bar handle vehicle having such a configuration, the inlet valve mounting hole and the outlet valve mounting hole of the second brake system and the inlet valve mounting hole and the outlet valve mounting hole of the interlocking brake system are shared. Since the distance of the piping that communicates with the pump can be shortened, efficient piping is provided, and further downsizing of the entire apparatus can be achieved. In addition, since the inlet valve mounting hole and outlet valve mounting hole of the second brake system and the inlet valve mounting hole and outlet valve mounting hole of the interlocking brake system are arranged so as to sandwich the pump hole, the position of the pump is the base. The mounting position of the motor can be the central portion of the base. As a result, the components of the base are arranged in a well-balanced manner around the axis of the motor, so that further downsizing of the entire device and optimization of the weight balance can be achieved.

  Furthermore, in the invention according to claim 3, the connecting portion to the wheel brake of the interlock brake system is configured so that the inlet valve mounting hole and the outlet valve mounting hole of the first brake system are connected to the first brake system. 3. The bar handle vehicle brake hydraulic pressure control device according to claim 2, wherein the brake hydraulic pressure control device is disposed at a position opposite to the axis of the pump hole.

  According to the brake hydraulic pressure control device for a bar handle vehicle having such a configuration, the space in the position opposite to the pump hole of the first brake system in the inlet valve mounting hole and the outlet valve mounting hole of the first brake system is effectively used. It can be utilized, and further downsizing of the entire apparatus can be achieved. Furthermore, the distance between the inlet valve mounting hole and the outlet valve mounting hole of the interlocking brake system and the connecting portion to the wheel brake can be shortened, and the piping can be made compact.

  According to the brake hydraulic pressure control device for a bar handle vehicle according to the present invention, the specific configuration of the base body of the brake hydraulic pressure control device for a bar handle vehicle is shown, and the size of the base can be reduced.

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

  As shown in FIG. 1, a bar handle vehicle brake hydraulic pressure control device (hereinafter referred to as “brake hydraulic pressure control device”) U according to the present embodiment includes a base 1, electromagnetic valves 2 and 3, and a reservoir 4. And a pump 5, a motor 6, an electronic control unit (control device) 7, and a housing (control housing) 8. The housing 8 is assembled to the front surface (one surface) 1a of the base 1 and houses the electronic control unit 7 therein. The motor 6 is assembled to the rear surface 1b (see FIG. 2) of the base 1.

(Hydraulic circuit)
The brake hydraulic pressure control device U according to the present invention includes a first brake system that operates a first wheel brake by a hydraulic pressure from a first master cylinder that is operated by a first operator, and a second operation. A second brake system for operating the second wheel brake by the hydraulic pressure from the second master cylinder operated by the child, and the hydraulic pressure from the second master cylinder operated by the second operator And an interlocking brake system for operating the first wheel brake. In this embodiment, the first brake system brakes the front wheel brake system BSF (see FIG. 10), the second brake system brakes the rear wheel brake system BSR (see FIG. 10), and the interlocking brake system. This corresponds to the interlocking brake system BSC (see FIG. 10) in which the wheel brakes for the front wheels are actuated by the operator for the rear wheels.

  The brake fluid pressure control device U of the present embodiment embodies the fluid pressure circuit shown in FIG. As shown in FIG. 10, the brake hydraulic pressure control device U includes a front wheel master cylinder (first master cylinder) MF and a rear wheel master cylinder (second master cylinder) MR, and front wheel wheel brakes ( The first wheel brake) is interposed between the wheel cylinders WF and WC of the BF and the wheel cylinder WR of the rear wheel brake (second wheel brake) BR. The brake fluid pressure control device U includes a front wheel brake system (first brake system) BSF that operates a front wheel brake BF with a front wheel operation element (brake lever LF), and a rear wheel operation element (brake pedal LR). The rear wheel brake system (second brake system) BSR for operating the rear wheel brake BR and the interlocking brake system BSC for operating the front wheel brake BF with the rear wheel operator (brake pedal LR) are provided. Configured. The two systems of the front wheel brake system BSF and the rear wheel brake system BSR are independent from each other, and the interlocking brake system BSC is connected to the rear wheel brake system BSR. The brake fluid pressure control device U appropriately controls the braking force (brake fluid pressure) applied to the wheel brake BF mounted on the front wheel and the wheel brake BR mounted on the rear wheel, thereby controlling the wheel brakes BF and BR. Independent antilock brake control is possible.

  The front wheel master cylinder MF has a cylinder (not shown) to which a brake fluid tank chamber for storing brake fluid is connected. The cylinder is operated by operating a brake lever LF which is a first operator. A rod piston (not shown) that slides in the axial direction of the cylinder and flows out the brake fluid is assembled. The rear wheel master cylinder MR has a cylinder (not shown) to which a brake fluid tank chamber for storing brake fluid is connected, and a brake pedal LR, which is a second operating element, is provided in the cylinder. A rod piston (not shown) that slides in the axial direction of the cylinder by the operation and flows out the brake fluid is assembled.

  The front wheel brake system BSF is a system that extends from the inlet port 11F on the master cylinder MF side to the outlet port 12F on the wheel brake BF side. The inlet port 11F is connected to a pipe H1 leading to the master cylinder MF, which is a hydraulic pressure source, and the outlet port 12F is connected to a pipe H2 leading to the front wheel wheel cylinder WF.

  The rear wheel brake system BSR is a system that extends from the inlet port 11R on the master cylinder MR side to the outlet port 12R on the wheel brake BR side. The inlet port 11R is connected to a pipe H1 leading to a master cylinder MR which is a hydraulic pressure source different from the master cylinder MF, and the outlet port 12R is connected to a pipe H2 leading to the wheel cylinder WR of the rear wheel. ing.

  The interlocking brake system BSC is a system that is connected to an output hydraulic pressure path A and a release path B, which will be described later, and reaches a connection port (connection part) 12C on the wheel brake BF side. A pipe H3 leading to the front wheel cylinder WC is connected to the connection port 12C. A delay valve 62 is provided in the pipe H3. The delay valve 62 operates the wheel brake BF of the front wheel with a delay with respect to the wheel brake BR of the rear wheel, so that the effect of the wheel brake BF is made smooth.

  As described above, the brake hydraulic pressure control device U is composed of the three brake systems of the three front wheel brake systems BSF, the rear wheel brake system BSR, and the interlocking brake system BSC. The front wheel brake system BSF and the rear wheel brake system Since the BSR has the same configuration, first, the front wheel brake system BSF will be described first, and then the interlock brake system BSC will be described together with the rear wheel brake system BSR.

  The front wheel brake system BSF is provided with a control valve means V, a reservoir 4, a pump 5, and the like.

  In the following, the flow path (oil path) from the inlet port 11F (11R) to the outlet port 12F (12R) is referred to as “output hydraulic pressure path A” and passes through the outlet valve described later from the output hydraulic pressure path A. The flow path leading to the reservoir 4 is referred to as “open path B”. A flow path from the open path B through the pump 5 to the output hydraulic pressure path A is referred to as “return path C”.

  The control valve means V opens the output hydraulic pressure path A while blocking the open path B, opens the output hydraulic pressure path A while opening the open path B, and the output hydraulic pressure path A and the open path B. The solenoid valve 2 serving as an inlet valve, the check valve 2a, and the solenoid valve 3 serving as an outlet valve are provided.

  The electromagnetic valve 2 serving as an inlet valve is a normally open type electromagnetic valve provided in the output hydraulic pressure path A, and allows the brake fluid to flow from the master cylinder MF side to the wheel brake BF side when the valve is open. Allow and shut off when valve is closed. The electromagnetic valve 2 has a solenoid coil for driving the valve body electrically connected to the electronic control unit 7, and closes when the electromagnetic coil is excited based on a command from the electronic control unit 7. Opens when degaussing.

  The check valve 2a is provided in a flow path provided so as to bypass the electromagnetic valve 2 serving as an inlet valve, and allows only inflow of brake fluid from the wheel brake BF side to the master cylinder MF side.

  The electromagnetic valve 3 serving as an outlet valve is a normally closed electromagnetic valve provided in the open path B, and shuts off the flow of brake fluid from the wheel brake BF side to the reservoir 4 side when in the closed state. Allowed when valve is open. The electromagnetic valve 3 is opened when an electromagnetic coil for driving the valve body is electrically connected to the electronic control unit 7 and the electromagnetic coil is excited based on a command from the electronic control unit 7. When demagnetizing is closed.

  The reservoir 4 has a function of temporarily storing brake fluid (that is, brake fluid that has flowed out of the wheel cylinder) that is released through the open path B when the solenoid valve 3 that is an outlet valve is opened. .

  The pump 5 is provided in the return path C, is driven by the rotational force of the motor 6, sucks the brake fluid temporarily stored in the reservoir 4, and discharges it to the output hydraulic pressure path A side. That is, the pump 5 plays a role of returning the brake fluid stored in the reservoir 4 to the master cylinder MF side. A suction valve 57 that allows only the brake fluid to flow from the reservoir 4 side to the output hydraulic pressure path A side is connected to the suction side of the pump 5. On the discharge side of the pump 5, a discharge valve 56 that allows only brake fluid to flow from the reservoir 4 side to the output hydraulic pressure path A side is provided.

  Further, the return path C is provided with an orifice 58 and a damper 59 that attenuate the pulsation of the brake fluid discharged from the pump 5 on the output hydraulic pressure path A side of the discharge valve 56.

  The motor 6 is a common power source for the pump 5 in the front wheel brake system BSF and the pump 5 in the rear wheel brake system BSR, and operates based on a command from the electronic control unit 7.

  The electronic control unit 7 faces the wheel speed sensor SF for the front wheel, which is fixedly arranged facing the side surface of the pulsar gear fixed to the front wheel (not shown), and the side surface of the pulsar gear fixed to the rear wheel (not shown). The operations of the solenoid valves 2 and 3 and the motor 6 are controlled based on the output from the wheel speed sensor SR for the rear wheel that is fixedly arranged.

  Similarly to the front wheel brake system BSF, the rear wheel brake system BSR is provided with control valve means V, a reservoir 4, a pump 5, and the like. The rear wheel brake system BSR has the same configuration as the front wheel brake system BSF. Yes.

  Control valve means V is provided in the interlocking brake system BSC. In the interlocking brake system BSC, the reservoir and the pump are shared with the reservoir 4 and the pump 5 of the rear wheel brake system BSR.

  Hereinafter, a flow path (oil path) branched from the output hydraulic pressure path A of the rear wheel brake system BSR and reaching the connection port 12C is referred to as an “interlocking output hydraulic pressure path D”. A flow path from D through an outlet valve, which will be described later, to the open path B of the rear wheel brake system BSR is referred to as an “interlocking open path E”. A “return path” for returning the brake fluid from the reservoir 4 to the output hydraulic pressure path A via the pump 5 is shared with the return path C of the rear wheel brake system BSR.

  The control valve means V shuts off the interlocking output hydraulic pressure path D while opening the interlocking output hydraulic pressure path D branched from the output hydraulic pressure path A while blocking the interlocking open path E connected to the open path B. While having a function of switching between a state in which the interlocking open passage E is opened and a state in which the interlocking output hydraulic pressure passage D and the interlocking open passage E are shut off, the solenoid valve 2 serving as an inlet valve, the check valve 2a, and An electromagnetic valve 3 serving as an outlet valve is provided.

  The electromagnetic valve 2 serving as an inlet valve is a normally open type electromagnetic valve provided in the interlocking output hydraulic pressure path D. When the valve is in the open state, the wheel brake for the front wheel from the master cylinder MR side for the rear wheel. The brake fluid is allowed to flow into the BF side and shut off when the valve is closed.

  The check valve 2a is provided in a flow path provided so as to bypass the electromagnetic valve 2 serving as an inlet valve, and allows only inflow of brake fluid from the wheel brake BF side to the master cylinder MR side.

  The solenoid valve 3 serving as an outlet valve is a normally closed solenoid valve provided in the interlocking open path E. When the valve is in the closed state, the reservoir of the rear brake system BSR from the wheel cylinder WC side of the wheel brake BF is provided. Shut off the inflow of brake fluid to the 4th side and allow it when the valve is open.

  Next, normal brake control (including interlocked brake control) and antilock brake control realized by the electronic control unit 7 will be described with reference to the hydraulic circuit of FIG.

(Normal brake control)
At the time of normal brake control in which each wheel is not likely to be locked, both electromagnetic coils that drive the electromagnetic valves 2 and 3 are demagnetized by the electronic control unit 7. That is, in normal brake control, the electromagnetic valve 2 that is an inlet valve is in an open state, and the electromagnetic valve 3 that is an outlet valve is in a closed state.

  When the driver operates the brake lever LF for the front wheel in such a state, the brake hydraulic pressure generated due to the operating force is transmitted to the wheel cylinder WF as it is through the output hydraulic pressure path A, As a result, the front wheels are braked. Note that when the operation of the brake lever LF is canceled, the brake fluid supplied to the output hydraulic pressure path A is returned to the master cylinder MF.

  On the other hand, when the driver operates the brake pedal LR for the rear wheel, the brake hydraulic pressure generated due to the operating force is transmitted to the wheel cylinder WR of the rear wheel as it is via the output hydraulic pressure path A. Then, it branches from the output hydraulic pressure path A and is transmitted to the interlocking output hydraulic pressure path D to be transmitted to the wheel cylinder WC of the front wheel. As a result, the rear wheels are braked and the front wheels are also braked in conjunction with the braking. When the operation of the brake pedal LR is released, the brake fluid supplied to the output hydraulic pressure path A and the interlocking output hydraulic pressure path D is returned to the master cylinder MR.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is about to be locked, and controls the control valve means V corresponding to the wheel cylinders WF, WC, WR of the wheel that is likely to be locked. Thus, it is realized by appropriately selecting a state in which the brake fluid pressure acting on the wheel cylinders WF, WC, WR is reduced, increased, or kept constant. It is determined by the electronic control unit 7 based on the wheel speed obtained from the wheel speed sensor SF for the front wheels and the wheel speed sensor SR for the rear wheels. .

  Hereinafter, the anti-lock brake control when the front wheels are likely to be locked when the front wheel brake system BSF, the rear wheel brake system BSR and the interlocking brake system BSC are operated will be described as an example.

  If the electronic control unit 7 determines that the brake fluid pressure acting on the front wheel cylinders WF and WC should be reduced, the front wheel brake system BSF and the interlocking brake system BSC control valve means V and V control the front wheels. The output hydraulic pressure path A of the brake system BSF and the interlocking output hydraulic pressure path D of the interlocking brake system BSC are cut off, and the open path B of the front wheel brake system BSF and the interlocking release path E of the interlocking brake system BSC are opened. Specifically, the electronic control unit 7 excites the electromagnetic valve (inlet valve) 2 of the front wheel brake system BSF and the electromagnetic valve (inlet valve) 2 of the interlocking brake system BSC so as to close the valve, and the front wheel brake system BSF. The solenoid valve (exit valve) 3 and the solenoid valve (exit valve) 3 of the interlocking brake system BSC are excited to open. In this way, the brake fluid in the output hydraulic pressure path A flows into the reservoir 4 of the front wheel brake system BSF through the release path B, and the brake fluid in the interlocking output hydraulic pressure path D flows to the interlocking release path E and the rear wheel. It flows through the open path B of the brake system BSR and flows into the reservoir 4 of the rear wheel brake system BSR. As a result, the brake fluid pressure acting on the front wheel cylinders WF and WC is reduced.

  Note that when the antilock brake control is executed, the motor 6 is driven by the electronic control unit 7. When the motor 6 is driven, the pump 5 is actuated accordingly, and the brake fluid stored in the reservoirs 4 and 4 is supplied to the output hydraulic pressure path A and the interlocking output hydraulic pressure path D via the return paths C and C. Each is refluxed. Further, since the pulsation generated in the return path C and the like by the operation of the pump 5 is absorbed and suppressed by the action of the orifice 58 and the damper 59, the operation feeling of the brake levers LF and LR is maintained even if the pump 5 is operated. Is not disturbed.

  When it is determined in the electronic control unit 7 that the brake fluid pressure acting on the wheel cylinders WF and WC of the front wheels should be kept constant, the control valve means V of the front wheel brake system BSF and the interlocking brake system BSC. , V block the output hydraulic pressure path A, the open path B, the interlocking output hydraulic pressure path D, and the interlocking open path E, respectively. Specifically, the electronic control unit 7 excites the electromagnetic valve (inlet valve) 2 of the front wheel brake system BSF and the electromagnetic valve (inlet valve) 2 of the interlocking brake system BSC so as to close the valve, and the front wheel brake system BSF. The solenoid valve (exit valve) 3 and the solenoid valve (exit valve) 3 of the interlocking brake system BSC are demagnetized to be closed. If it does in this way, brake fluid will be confine | sealed in the flow path closed by the wheel cylinders WF and WC and the solenoid valves 2 and 3, As a result, the brake fluid pressure which is acting on the wheel cylinders WF and WC will be Held constant.

  Further, when it is determined by the electronic control unit 7 that the brake fluid pressure acting on the wheel cylinders WF, WC of the front wheels should be increased, the control valve means V of the front wheel brake system BSF and the interlocking brake system BSC, The output hydraulic pressure path A and the interlocking output hydraulic pressure path D are opened by V, and the open path B and the interlocking open path E are blocked. Specifically, the electronic control unit 7 demagnetizes the electromagnetic valve (inlet valve) 2 of the front wheel brake system BSF and the electromagnetic valve (inlet valve) 2 of the interlocked brake system BSC to open the front wheel brake system BSF. The solenoid valve (exit valve) 3 and the solenoid valve (exit valve) 3 of the interlocking brake system BSC are demagnetized to be closed. If it does in this way, the brake fluid pressure which acts on the wheel cylinder WF will be increased like the case of the above-mentioned normal brake control.

(Configuration of vehicle brake fluid pressure control device)
Next, a specific structure of the brake fluid pressure control device U will be described in detail. Note that “left and right” and “up and down” in the following description are determined for convenience on the basis of the illustrated state, and have nothing to do with the state attached to the vehicle. The front surface 1a of the base body 1 corresponds to “one surface” in the claims, and the side surfaces 1f and 1f correspond to “a pair of side surfaces connected to the one surface and facing each other” in the claims.

  First, the configuration of the substrate 1 will be described in detail with reference to FIGS. 1 to 9. Here, FIG. 1 is an exploded perspective view of the brake fluid pressure control device. FIG. 2 is a perspective view of the brake fluid pressure control device as viewed obliquely from the rear side. FIG. 3 is a perspective view of the base body as viewed from obliquely upward on the front side. FIG. 4 is a perspective view of the base body as seen from obliquely below the rear side. FIG. 5 is a front view in which the holes formed in the base and the inner surface of the flow path are visualized. FIG. 6 is a side view in which the holes formed in the base and the inner surface of the flow path are visualized. FIG. 7 is a rear view visualizing the holes formed in the base and the inner surface of the flow path. FIG. 8 is a diagram visualizing the holes formed in the base and the inner surface of the flow path, and is a perspective view seen obliquely from the front side. FIG. 9 is a diagram visualizing the holes formed in the base and the inner surface of the flow path, and is a perspective view seen obliquely from the rear side.

  As shown in FIG. 1, the base body 1 is a metal member having a substantially rectangular parallelepiped shape. The electromagnetic valves 2 and 3, the reservoir 4 and the housing 8 are assembled from the front surface 1a (one surface) side, and the rear surface 1b (FIG. 2). The motor 6 is assembled from the reference) side, and the pump 5 is assembled from the side surface 1f. In addition, inlet ports 11F and 11R and outlet ports 12F and 12R are formed on the upper surface 1d of the base 1 so as to open.

  As shown in FIG. 3, the front surface 1a of the base 1 has three inlet valve mounting holes 13F, 13R, 13C, three outlet valve mounting holes 14F, 14R, 14C, and two reservoir holes 15F, 15R. Is open. The front surface 1a has four housing mounting through holes through which a terminal hole 16 into which the terminal rod 6b (see FIG. 1) of the motor 6 is inserted and a housing mounting screw (not shown) for fixing the housing 8 pass therethrough. 17, 17... Are open. The terminal hole 16 and the housing mounting through holes 17, 17,... Are formed so as to penetrate from the rear surface 1b (see FIG. 2) to the front surface 1a.

  As shown in FIG. 4, a bearing hole 18 into which the rotating shaft 6a (see FIG. 1) of the motor 6 is inserted, a terminal hole 16, and a motor mounting screw (not shown) are screwed onto the rear surface 1b. Two motor mounting holes 19, 19 and four housing mounting through holes 17, 17,... Are opened. The terminal hole 16 and the bearing hole 18 are arranged on a center line that divides the base 1 into left and right.

  As shown in FIGS. 2, 3 and 4, a pair of pump holes 21 </ b> F and 21 </ b> R are opened in each side surface (a pair of side surfaces connected to one surface and facing each other) 1 f and 1 f, respectively. Each of the pump holes 21F and 21R is formed to extend symmetrically in the left-right direction from the bearing hole 18 (see FIG. 4), and is formed on the same axis extending in the left-right direction.

  In the present embodiment, as shown in FIGS. 3 and 5, the inlet valve mounting hole 13F in which the normally open electromagnetic valve 2 (see FIG. 1) of the front wheel brake system (first brake system) BSF is mounted and normally closed Valve mounting hole 14F in which the solenoid valve 3 (see FIG. 1) is mounted, the inlet valve mounting hole 13R in which the normally open solenoid valve 2 of the rear wheel brake system (second brake system) BSR is mounted, and normally closed The outlet valve mounting holes 14R in which the electromagnetic valves 3 are mounted are arranged in a substantially horizontal row in the lateral direction along the axial direction of the pump holes 21F and 21R. The mounting hole array made up of these mounting holes is arranged above the pump holes 21F and 21R, and is close to the inlet ports 11F and 11R and the outlet ports 12F and 12R.

  As shown in FIG. 5, the rear wheel brake system BSR is arranged on the left side and the front wheel brake system BSF is arranged on the right side when the base body 1 is viewed from the front surface 1a side. The valve mounting hole 14R, the outlet valve mounting hole 14F, and the inlet valve mounting hole 13F are formed in this order.

  The inlet valve mounting hole 13C in which the normally open solenoid valve 2 of the interlocking brake system BSC is mounted and the outlet valve mounting hole 14C in which the normally closed solenoid valve 3 is mounted are the inlet valve mounting hole of the rear wheel brake system BSR. 13R and the outlet valve mounting hole 14R are arranged substantially parallel to the arrangement direction. The inlet valve mounting hole 13C and the outlet valve mounting hole 14C are arranged at symmetrical positions with respect to the inlet valve mounting hole 13R and the outlet valve mounting hole 14R with the axis of the pump hole 21R interposed therebetween. In the present embodiment, the inlet valve mounting hole 13R and the outlet valve mounting hole 14R of the rear wheel brake system BSR are located above the pump hole 21R, so the inlet valve mounting hole 13C and the outlet valve mounting hole 14C are the pump hole 21R. Placed on the underside. An inlet valve mounting hole 13C is disposed below the inlet valve mounting hole 13R, and an outlet valve mounting hole 14C is disposed below the outlet valve mounting hole 14R.

  The inlet ports 11F, 11R, the outlet ports 12F, 12R, the inlet valve mounting holes 13F, 13R, the outlet valve mounting holes 14F, 14R, the reservoir holes 15F, 15R, and the housing mounting through holes 17, 17,. They are symmetrically arranged with a center line dividing the base 1 into left and right. The terminal hole 16 is disposed above the center line of the base 1 (the center in the left-right direction) above the two reservoir holes 15F and 15R. As shown in FIG. 6, the reservoir holes 15F and 15R are formed to extend forward from the opening surfaces (front surface 1a) of the inlet valve mounting holes 13F and 13R and the outlet valve mounting holes 14F and 14R. The surrounding base body 1 protrudes forward in a cylindrical shape. A vent hole 25 (see FIGS. 3 and 4) that communicates from the front surface 1a to the lower surface 1e of the base body 1 is formed in the lower portion of the intermediate portion of the reservoir holes 15F and 15R. It is designed to ensure ventilation.

  As shown in FIGS. 5 to 9, the base body 1 is formed with flow path components 1F and 1R respectively corresponding to the front wheel brake system BSF and the rear wheel brake system BSR (see FIG. 10) divided into left and right, A flow path component 1C corresponding to the interlocking brake system BSC (see FIG. 10) is formed below the flow path components 1F and 1R. Specifically, a flow path component 1F corresponding to the front wheel brake system BSF is formed in the right half of the base body 1 when viewed from the front surface 1a side, and a flow corresponding to the rear wheel brake system BSR is formed in the left half of the base body 1. A path configuration portion 1R is formed. And the flow path structure part 1C corresponding to the interlocking brake system BSC is formed under the pump holes 21F, 21R of the flow path structure parts 1F, 1R.

  Although illustration is omitted, a flow path component corresponding to the rear wheel brake system BSR may be formed in the right half of the base 1, and a flow path component corresponding to the front wheel brake system BSF may be formed in the left half. Absent.

  First, after describing the flow path configuration unit 1F corresponding to the front wheel brake system BSF, the flow path configuration unit 1R corresponding to the rear wheel brake system BSR and the flow path configuration unit 1C corresponding to the interlocking brake system BSC will be described.

(Front wheel brake system BSF)
The inlet port 11F is a portion to which a pipe H1 (see FIG. 10) from the hydraulic pressure source is connected. The inlet port 11F is a bottomed cylindrical hole and opens on the upper surface 1d of the base 1. The inlet port 11F is formed on the outer side (side surface 1f side) and rear part of the outlet port 12F. A convex portion 22 (see FIGS. 2 and 4) protruding rearward is formed at a position corresponding to the inlet port 11F when viewed from the rear surface 1b side, so as to ensure the thickness of the rear side of the inlet port 11F. It is configured. The convex portions 22 are respectively formed at positions overlapping the inlet ports 11F at the left and right upper end portions when viewed from the rear surface 1b side. The convex portion 22 has a pentagonal shape with chamfered corners on the inner lower side of the quadrangle when viewed from the rear surface 1b side. The end portion of the motor 6 is disposed in the chamfered portion. In addition, the shape of the convex part 22 is not limited to a pentagonal shape, and any other shape can be used as long as it can secure the necessary thickness outside the inlet port 11F and does not interfere with the motor 6. Also good. A convex portion 22 having the above-described shape is also formed at the rear portion of the inlet port 11R of the rear wheel brake system BSR.

  A first flow path 31F is formed below the inlet port 11F so as to extend downward in the vertical direction (perpendicular to the axial direction of the pump hole 21F). The first flow path 31F communicates with the pump hole 21F from the inlet port 11F through the deep portion of the inlet valve mounting hole 13F. The first flow path 31F is a vertical hole drilled from the bottom surface of the inlet port 11F toward the lower surface 1e side of the base body 1, and is connected to and communicated with the rear surface 1b side of the shallow portion (discharge side) of the pump hole 21F. ing. Between the pump hole 21F of the first flow path 31F and the inlet valve mounting hole 13F, a suction valve 56 (see FIG. 10), which is a one-way valve that allows only the flow of brake fluid from the pump 5 to the inlet port 11F. Is provided.

  The inlet valve mounting hole 13F is a bottomed stepped cylindrical hole into which the normally open electromagnetic valve 2 (see FIG. 1) serving as an inlet valve is mounted, and is formed below the inlet port 11F. The inlet valve mounting hole 13F communicates with the outlet valve mounting hole 14F via the third flow path 33F. The third flow path 33F is composed of a lateral hole 33Fa that penetrates the side wall of the inlet valve mounting hole 13F in the left-right direction and is drilled from the side surface 1f so as to reach the side wall of the outlet valve mounting hole 14F. The opening to the side surface 1f of the lateral hole 33Fa is sealed by a plug member (not shown).

  The outlet port 12F is a portion to which a pipe H2 (see FIG. 10) leading to the wheel brake BF is connected. The outlet port 12F is a cylindrical hole with a bottom, opens on the upper surface 1d of the base 1, and is formed on the inner side (center line side) front part than the inlet port 11F.

  A second flow path 32F extending in parallel with the first flow path 31F (downward in the vertical direction) is formed below the outlet port 12F. The second flow path 32F communicates from the outlet port 12F to the outlet valve mounting hole 14F. The second flow path 32F is a vertical hole drilled from the bottom surface of the outlet port 12F toward the lower surface 1e side of the base 1, and reaches the shallow portion (discharge side) of the outlet valve mounting hole 14F.

  The outlet valve mounting hole 14F is a bottomed stepped cylindrical hole in which the normally closed electromagnetic valve 3 (see FIG. 1) serving as the outlet valve is mounted, and is closer to the center line than the inlet valve mounting hole 13F. Further, it is formed at the same height as the inlet valve mounting hole 13F, that is, at the same distance from the upper surface 1d. The outlet valve mounting hole 14F communicates with the reservoir hole 15F via a fourth flow path 34F and a fifth flow path 35F (see FIGS. 7 and 9) connected to the deep part (suction side). The fourth flow path 34F includes a vertical hole 34Fa that extends from the upper surface 1d of the base body 1 to the side of the pump hole 21F through the deep part of the outlet valve mounting hole 14F, and the fifth flow path 35F includes The reservoir hole 15F is formed from a bottom hole toward the rear surface 1b, and is formed by a horizontal hole that passes through the pump hole 21F and intersects the fourth flow path 34F at a right angle. The fifth flow path 35F passes through the pump hole 21F, but is configured to send brake fluid to the reservoir hole 15F regardless of the operation of the pump. The opening to the upper surface 1d of the vertical hole 34Fa is sealed by a plug member (not shown).

  The bearing hole 18 is a bottomed stepped cylindrical hole into which the tip of the rotating shaft 6a (see FIG. 1) of the motor 6 is inserted. The bearing hole 18 is formed in the rear surface 1b of the base 1 so as to open, and is disposed on the center line (the center in the left-right direction) and obliquely below the outlet valve mounting holes 14F and 14R. On the side surface of the bearing hole 18, the back end portions of the pump holes 21 </ b> F and 21 </ b> R are opened.

  The pump hole 21 </ b> F is a stepped cylindrical hole into which the pump 5 (see FIGS. 1 and 10) is mounted, and is formed so as to penetrate from the side surface 1 f of the base 1 toward the side surface of the bearing hole 18.

  The reservoir hole 15F is a bottomed cylindrical hole to which the reservoir 4 (see FIGS. 1 and 10) is mounted. The reservoir hole 15F is below the inlet valve mounting hole 13F and the outlet valve mounting hole 14F (on the lower surface 1e side) and on the front surface 1a. It is formed to open. The reservoir hole 15F is formed on the front surface 1a side of the pump hole 21F and protrudes forward. The reservoir hole 15F is disposed at a height substantially equal to the pump hole 21F when viewed from the front surface 1a side of the base 1. The reservoir hole 15F communicates with the deep portion of the pump hole 21F via a sixth flow path (not shown) (see FIGS. 6 and 8). The sixth flow path is a horizontal hole that is formed from the bottom surface of the reservoir hole 15F toward the rear surface 1b and is formed so as to intersect the pump hole 21F. The sixth flow path is provided with a suction valve 57 (see FIG. 10) that is a one-way valve that allows only brake fluid to flow from the reservoir 4 to the pump 5.

  The housing mounting through-holes 17 are formed four vertically and horizontally when the base body 1 is viewed from the front surface 1a. The upper housing mounting through-holes 17 and 17 are the inlet port 11F and the outlet port of the flow path component 1F. 12F and the upper part between the inlet port 11R and the outlet port 12R of the flow path component 1R. Further, the lower housing mounting through holes 17 are formed in the vicinity of the corners on both sides of the lower part. Each housing mounting through-hole 17, 17,... Is formed at a position corresponding to the frame portion 8a of the housing 8 (see FIG. 1). Further, each housing mounting through-hole 17, 17,... Is formed at a position that does not overlap with the flange 6c (see FIG. 1) of the motor 6 when viewed from the rear surface 1b side. It is formed so as to be offset from the abutting portion. Accordingly, the housing mounting screw (not shown) does not interfere with the flange 6c of the motor 6.

  As shown in FIGS. 4 and 7, two motor mounting holes 19, 19 are formed, and a female screw is formed inside thereof. One motor mounting hole 19 is formed above one of the pump holes 21F and 21R formed on both sides of the bearing hole 18, and the other motor mounting hole 19 is the other pump hole 21R. It is formed below. The motor mounting holes 19, 19 are formed at point-symmetric positions with respect to the axis of the bearing hole 18. As a result, the motor 6 is fixed to the base body 1 with a good balance across the pump holes 21F and 21R.

(Rear wheel brake system BSR)
Since the upper side of the pump hole 21R of the flow path component 1R is disposed symmetrically with respect to the upper side of the pump hole 21F of the flow path component 1F and the center line dividing the base 1 into left and right, the symbol “F "Is displayed in place of" R ", and the description thereof is omitted.

(Linked brake system BSC)
The flow path component 1C is formed below the pump holes 21F and 21R of the flow path components 1F and 1R, and the inlet valve mounting hole 13C and the outlet valve mounting hole 14C are formed below the flow path component 1R. In addition, a connection port 12C to which a pipe H3 leading to the front wheel cylinder WC is connected is formed below the flow path component 1F.
The inlet valve mounting hole 13C is a bottomed stepped cylindrical hole into which the normally open solenoid valve 2 (see FIG. 1) serving as the inlet valve is mounted, and is provided below the inlet port 11R and the inlet valve mounting hole 13R. It is formed further below the pump hole 21R. Specifically, the inlet valve mounting hole 13C is disposed at a symmetrical position with respect to the inlet valve mounting hole 13R with the axis of the pump hole 21R interposed therebetween.

  The first flow path 31R communicating from the inlet port 11R to the pump hole 21R through the deep portion of the inlet valve mounting hole 13R extends further below the lower end height of the first flow path 31F of the flow path component 1F. The inlet port 11R, the inlet valve mounting hole 13R, the pump hole 21R, and the inlet valve mounting hole 13C are connected in a straight line. The first flow path 31R is a vertical hole drilled from the bottom surface of the inlet port 11R toward the lower surface 1e side of the base 1, and is connected to and communicated with a deep portion of the inlet valve mounting hole 13C. Accordingly, the inlet valve mounting hole 13C of the interlocking brake system BSC is communicated with the reservoir hole 15R and the pump hole 21R of the rear wheel brake system BSR.

  The outlet valve mounting hole 14C is a bottomed stepped cylindrical hole in which the normally closed electromagnetic valve 3 (see FIG. 1) serving as the outlet valve is mounted, and is provided below the outlet port 12R and the outlet valve mounting hole 14R. It is formed further below the pump hole 21R. Specifically, the outlet valve mounting hole 14C is disposed at a symmetrical position with respect to the outlet valve mounting hole 14R with the axis of the pump hole 21R interposed therebetween. In other words, the outlet valve mounting hole 14C is formed below the outlet valve mounting hole 14R and closer to the center line than the inlet valve mounting hole 13R. Further, the outlet valve mounting hole 14C has the same height as the inlet valve mounting hole 13R, that is, the lower surface. It is formed at a position spaced the same distance from 1e.

  The fourth flow path 34R communicating with the reservoir hole 15R from the deep part of the outlet valve mounting hole 14R through the fifth flow path 35R (see FIGS. 7 and 9) is the fourth flow path 34F of the flow path component 1F. It extends further below the lower end height of the valve and communicates with the deep portion of the outlet valve mounting hole 14C, and linearly connects the outlet valve mounting hole 14R, the fifth flow path 35R, and the outlet valve mounting hole 14C. . The fourth flow path 34R is composed of a vertical hole 34Ra extending from the upper surface 1d of the base 1 through the deep part of the outlet valve mounting hole 14R to the deep part of the outlet valve mounting hole 14C, and the fifth flow path 35R. Is formed of a horizontal hole that is drilled from the bottom surface of the reservoir hole 15R toward the rear surface 1b and that passes through the pump hole 21R and intersects the fourth flow path 34R at a right angle. Accordingly, the outlet valve mounting hole 14R of the interlocking brake system BSC is communicated with the reservoir hole 15R and the pump hole 21R of the rear wheel brake system BSR. The opening to the upper surface 1d of the vertical hole 34Ra is sealed by a plug member (not shown).

  The inlet valve mounting hole 13 </ b> C communicates with the outlet valve mounting hole 14 </ b> C via the seventh flow path 37. The seventh flow path 37 is a horizontal hole formed from the bottom surface of the connection port 12C described later so as to reach the side wall of the outlet valve mounting hole 14C from the side wall of the inlet valve mounting hole 13C.

  According to the above configuration, the inlet valve mounting hole 13C and the outlet valve mounting hole 14C of the interlock brake system BSC communicate with the pump hole 21R and the reservoir hole 15R of the rear wheel brake system BSR, respectively, and the rear wheel brake system BSR. The pump 5 and the reservoir 4 can be shared as the pump and reservoir of the interlocking brake system BSC.

  The connection port 12C is a bottomed cylindrical hole that opens to the side surface 1f of the base 1 on the flow path component 1F side and is formed below the pump hole 21F. That is, the connection port 12C, which is a connection portion of the wheel brake BF of the interlocking brake system BSC to the wheel cylinder WC, is connected to the inlet valve mounting hole 13F and the outlet valve mounting hole 14F of the front wheel brake system BSF that is the first brake system. In other words, the pump hole 21F is disposed at a position opposite to the axis of the pump hole 21F.

  An eighth flow path 38 extending in parallel with the pump hole 21F (left and right center line side) is formed at the bottom (end on the center line side) of the connection port 12C. The eighth flow path 38 communicates from the connection port 12C to the deep part of the outlet valve mounting hole 14C. The eighth flow path 38 is configured by a horizontal hole drilled from the bottom surface of the connection port 12C toward the right side in FIG. This horizontal hole passes through the shallow part (discharge side) of the outlet valve mounting hole 14C and reaches the shallow part (discharge side) of the inlet valve mounting hole 13C, and the connection port 12C and the outlet valve mounting hole 14C are connected to each other. An eighth flow path 38 is formed between them, and a seventh flow path 37 is formed between the outlet valve mounting hole 14C and the inlet valve mounting hole 13C.

  Next, the actual flow of brake fluid when normal brake control and antilock brake control are performed using the brake fluid pressure control device U having the above-described configuration will be described in detail.

(Normal brake control)
In the normal brake control of the front wheels, as described above, the electromagnetic valve 2 mounted in the inlet valve mounting hole 13F is in the open state, so that as shown by the solid line arrow Y1 in FIG. The brake fluid that has flowed in flows into the bottom of the inlet valve mounting hole 13F through the first flow path 31F, and flows into the third flow path 33F through the inside of the electromagnetic valve 2 (see FIG. 1) in the valve open state. . The brake fluid that has flowed into the third flow path 33F flows into the second flow path 32F through the outlet valve mounting hole 14F, and reaches the wheel cylinder WF (see FIG. 10) through the outlet port 12F. That is, in normal brake control, the brake fluid pressure generated in the master cylinder MF by the driver operating the brake lever LF (see FIG. 10) is the inlet port 11F, the first flow path 31F, and the inlet valve mounting hole 13F. The wheel cylinder WF is acted through the third flow path 33F, the outlet valve mounting hole 14F, the second flow path 32F, and the outlet port 12F. In normal brake control, the electromagnetic valve 3 mounted in the outlet valve mounting hole 14F is in a closed state, so that the brake fluid that has flowed into the outlet valve mounting hole 14F passes through the interior of the electromagnetic valve 3 and reaches the first position. It does not flow into the four flow paths 34F (that is, the reservoir holes 15F).

  In the normal brake control (linked brake control) of the rear wheels, as described above, the electromagnetic valves 2 and 2 respectively mounted in the inlet valve mounting hole 13R and the inlet valve mounting hole 13C are in an open state. 8, the brake fluid that has flowed in from the inlet port 11R flows into the bottoms of the inlet valve mounting hole 13R and the inlet valve mounting hole 13C, respectively, through the first flow path 31R. The brake fluid that has flowed into the inlet valve mounting hole 13R flows into the third flow path 33R through the inside of the solenoid valve 2 (see FIG. 1) that is open, and flows through the outlet valve mounting hole 14R to the second flow. It flows into the path 32R and reaches the wheel cylinder WR (see FIG. 10) through the outlet port 12R. On the other hand, the brake fluid that has flowed into the inlet valve mounting hole 13C flows into the seventh flow path 37 through the inside of the solenoid valve 2 (see FIG. 1) that is in the open state, and passes through the outlet valve mounting hole 14C. It flows into the eight flow paths 38 and reaches the wheel cylinder WC (see FIG. 10) through the connection port 12C. That is, in normal brake control, the brake fluid pressure generated in the master cylinder MR when the driver operates the brake pedal LR (see FIG. 10) is the inlet port 11R, the first flow path 31R, and the inlet valve mounting hole 13R. (Inlet valve mounting hole 13C), third channel 33R (seventh channel 37), outlet valve mounting hole 14R (outlet valve mounting hole 14C), second channel 32R (eighth channel 38) and outlet port 12R It acts in conjunction with the wheel cylinder WR (WC) via the (connection port 12C). In normal brake control, the solenoid valves 3 and 3 mounted in the outlet valve mounting hole 14R and the outlet valve mounting hole 14C are in a closed state, so that the outlet valve mounting hole 14R and the outlet valve mounting hole 14C The brake fluid that flows in does not flow into the fourth flow path 34R (that is, the reservoir hole 15R) through the inside of the electromagnetic valves 3 and 3.

(Anti-lock brake control)
Hereinafter, the anti-lock brake control in the case where both the front and rear wheels are likely to be locked when the rear wheel brake system BSR and the interlock brake system BSC are operated will be described as an example.

  When the brake fluid pressure acting on the wheel cylinders WR and WC is reduced by the antilock brake control, as described above, the solenoid valves 2 and 2 serving as inlet valves are closed and the solenoid valves serving as outlet valves are closed. Since 3 and 3 are opened, the brake fluid that has acted on the wheel cylinders WR and WC flows as shown by a one-dot chain line arrow Y3 in FIG. The brake fluid that has acted on the wheel cylinder WR flows into the side portion of the outlet valve mounting hole 14R through the outlet port 12R and the second flow path 32R, and further passes through the inside of the electromagnetic valve 3 that is open. Flows into the fourth flow path 34R, and finally flows into the reservoir hole 15R via the fifth flow path 35R. In addition, since the solenoid valve 2 mounted in the inlet valve mounting hole 13R is in the closed state, the brake fluid does not flow into the first flow path 31R through the inside of the solenoid valve 2.

  On the other hand, the brake fluid that has acted on the wheel cylinder WC flows into the side portion of the outlet valve mounting hole 14C through the connection port 12C and the eighth flow path 38, and further, inside the electromagnetic valve 3 that is open. And flows into the fourth flow path 34R, bypasses the inside of the pump 5 and finally flows into the reservoir hole 15R via the fifth flow path 35R. In addition, since the solenoid valve 2 mounted in the inlet valve mounting hole 13C is in the closed state, the brake fluid does not flow into the first flow path 31R through the inside of the solenoid valve 2.

  When the anti-lock brake control is executed, the motor 6 (see FIG. 1) is operated based on a command from the electronic control unit 7 to drive the pump 5 (see FIG. 1). As a result, the reservoir hole 15R The brake fluid that has flowed into the (reservoir 4) is sucked into the pump hole 21R through the sixth channel (not shown) as indicated by the broken arrow Y4 in FIG. It is discharged to 31R. The brake fluid pressure is returned to the master cylinder MR via the inlet port 11R.

  Further, when the brake fluid pressure acting on the wheel cylinders WR and WC is kept constant by the antilock brake control, as described above, the electromagnetic valves 2 and 2 as the inlet valves and the electromagnetic valves 3 as the outlet valves, as described above. Since 3 is closed, neither the inflow of brake fluid from the third flow path 33R and the seventh flow path 37 nor the outflow of brake fluid to the fourth flow path 34R occurs.

  When the brake fluid pressure acting on the wheel cylinder WR of the wheel brake BR and the wheel cylinder WC of the wheel brake BF is increased by the antilock brake control, as described above, the electromagnetic valves 2 and 2 serving as the inlet valves are used. Is opened, and the electromagnetic valves 3 and 3 serving as outlet valves are closed, so that the flow of brake fluid is the same as the solid arrow Y2 in FIG.

(Effects of vehicle brake fluid pressure control device)
According to the brake fluid pressure control device U according to the present embodiment described above, the arrangement of the electromagnetic valves is optimized, and the space of the base body 1 can be effectively utilized. Specifically, the inlet valve mounting hole 13F and the outlet valve mounting hole 14F of the front wheel brake system BSF and the inlet valve mounting hole 13R and the outlet valve mounting hole 14R of the rear wheel brake system BSR are along the axial direction of the pump holes 21F and 21R. Therefore, the dimensions in the height direction can be shortened. Also, the height dimension can be obtained by arranging the inlet valve mounting hole 13C and the outlet valve mounting hole 14C of the interlocking brake system BSC in parallel with the arrangement of the inlet valve mounting holes 13F and 13R and the outlet valve mounting holes 14F and 14R. It can be shortened.

  Moreover, according to the said structure, since the reservoir | reserver 4 and the pump 5 can be shared by the rear-wheel brake system BSR and the interlocking brake system BSC, a number of parts can be reduced. Further, since the reservoir hole 15R and the pump hole 21R can be shared, the base body 1 and the brake fluid pressure control device U as a whole can be made compact and lightweight.

  Further, the inlet valve mounting hole 13C and the outlet valve mounting hole 14C of the interlocking brake system BSC are symmetrical with respect to the inlet valve mounting hole 13R and the outlet valve mounting hole 14R of the rear wheel brake system BSR with the axis of the pump hole 21R interposed therebetween. By arranging in the position, the piping (flow path) for connecting the inlet valve mounting hole 13R and the outlet valve mounting hole 14R of the rear wheel brake system BSR and the common pump 5 and the inlet valve mounting hole 13C of the interlocking brake system BSC. The outlet valve mounting hole 14C and the pipe (flow path) that communicates the shared pump 5 can be formed in a straight line, and the distance can be shortened, so that an efficient flow path configuration is provided. Further downsizing of the entire control device U can be achieved, and simplification of the manufacturing process of the base body 1 can be achieved.

  Further, since the inlet valve mounting hole and the outlet valve mounting hole of the second brake system and the inlet valve mounting hole 13C and the outlet valve mounting hole 14C of the interlocking brake system BSC are arranged so as to sandwich the pump hole, the pump 5 , 5 can be arranged at the center of the base 1 in the height direction. At the same time, the pump holes 21F and 21R and the reservoir holes 15F and 15R are formed symmetrically about the bearing hole 18, so that the mounting position of the motor 6 can be the central portion of the base 1. As a result, the constituent parts of the base body 1 are arranged in a well-balanced manner around the axis of the motor 6, and the weight balance of the base body 1 is optimized. Moreover, since each part of the base body 1 is formed in a well-balanced manner around the bearing hole 18 that accommodates the shaft core of the motor 6, the base body 1 is not eccentrically protruded from the bearing hole 18 and does not locally increase in size. The base body 1 can be attached within the projection area of the motor 6, and the brake fluid pressure control device U as a whole can be made compact in response to the recent miniaturization of the motor 6.

  Further, the connection port 12C to the wheel cylinder WC of the wheel brake BF of the interlocking brake system BSC is opposite to the inlet valve mounting hole 13F and the outlet valve mounting hole 14F of the front wheel brake system BSF across the axis of the pump hole 21F. Since it is arranged at the side position, the space in the base body 1 can be effectively utilized, and further compactness of the base body 1 and the entire brake fluid pressure control device U can be achieved. Furthermore, since the connection port 12C is formed on the side of the inlet valve mounting hole 13C and the outlet valve mounting hole 14C, the length of the eighth flow path 38 that communicates these can be shortened, and the production of the base body 1 is performed. Simplification of processing can be achieved.

  In the present embodiment, the front wheel brake system BSF is the first brake system and the rear wheel brake system BSR is the second brake system, but these may be reversed.

  Further, in the present embodiment, the connection port 12C of the interlocking brake system BSC is opened on the side surface 1f of the base 1, but may be opened on the lower surface 1e.

1 is an exploded perspective view of a brake fluid pressure control device for a bar handle vehicle according to an embodiment of the present invention. It is the perspective view which looked at the brake fluid pressure control device for bar handle vehicles concerning the embodiment of the present invention from the rear side slanting upper part. It is the perspective view which looked at the base | substrate which concerns on embodiment of this invention from the front side diagonally upward. It is the perspective view which looked at the base | substrate which concerns on embodiment of this invention from the back surface side diagonally downward. It is the front view which visualized the hole formed in the base | substrate which concerns on embodiment of this invention, and the inner surface of a flow path. It is the side view which visualized the hole formed in the base | substrate which concerns on embodiment of this invention, and the inner surface of a flow path. It is the rear view which visualized the hole formed in the base | substrate which concerns on embodiment of this invention, and the inner surface of a flow path. It is the figure which visualized the hole formed in the base | substrate which concerns on embodiment of this invention, and the inner surface of a flow path, Comprising: It is the perspective view seen from the front side diagonally upward. It is the figure which visualized the hole formed in the base | substrate which concerns on embodiment of this invention, and the inner surface of a flow path, Comprising: It is the perspective view seen from the back side diagonally upward. It is a hydraulic circuit diagram of a brake hydraulic pressure control device for a bar handle vehicle according to an embodiment of the present invention.

Explanation of symbols

U Brake hydraulic pressure control device (Brake hydraulic pressure control device for bar handle vehicle)
BSF Front wheel brake system (first brake system)
BSR Rear wheel brake system (second brake system)
BSC interlocking brake system LF Brake lever (first operator)
LR Brake lever (second operator)
MF master cylinder (first master cylinder)
MR master cylinder (second master cylinder)
1 Base 1a Front (one side)
1f Side (first side)
2 (Normally open type) Solenoid valve 3 (Normally closed type) Solenoid valve 4 Reservoir 5 Pump 6 Motor 7 Electronic control unit (control device)
8 Housing (Control housing)
12C connection port (connection part)
13F Inlet valve mounting hole 13R Inlet valve mounting hole 13C Inlet valve mounting hole 14F Outlet valve mounting hole 14R Outlet valve mounting hole 14C Outlet valve mounting hole 15F Reservoir hole 15R Reservoir hole 21F Pump hole 21R Pump hole

Claims (3)

A first brake system for operating the first wheel brake by the hydraulic pressure from the first master cylinder operated by the first operator;
A second brake system for operating the second wheel brake by the hydraulic pressure from the second master cylinder operated by the second operator;
A brake hydraulic pressure control device for a bar handle vehicle, comprising: an interlocking brake system that operates the first wheel brake by a hydraulic pressure from a second master cylinder operated by the second operator;
A normally open solenoid valve that serves as an inlet valve of each brake system;
A normally closed solenoid valve serving as an outlet valve for each of the brake systems;
A pair of reservoirs provided in the first brake system and the second brake system, respectively, for temporarily storing brake fluid;
A pair of pumps respectively provided in the first brake system and the second brake system for sucking the brake fluid stored in the reservoirs;
A motor as a power source of each pump;
A base for mounting each member;
A control housing assembled to one surface of the base so as to cover each electromagnetic valve;
A control device housed in the control housing and configured to control the operation of the motor and each electromagnetic valve;
The substrate is
Three inlet valve mounting holes formed to open on the one surface, three outlet valve mounting holes, a pair of reservoir holes,
A pair of pump holes formed to open on a pair of side surfaces that are connected to the one surface of the base body and face each other, and
The inlet valve mounting hole to which the normally open solenoid valve of the first brake system is mounted, the outlet valve mounting hole to which the normally closed solenoid valve is mounted, and the normally open solenoid of the second brake system. The inlet valve mounting hole to which the valve is mounted and the outlet valve mounting hole to which the normally closed electromagnetic valve is mounted are arranged in a substantially line along the axial direction of the pump hole,
The inlet valve mounting hole in which the normally open solenoid valve of the interlocking brake system is mounted and the outlet valve mounting hole in which the normally closed solenoid valve is mounted are the inlet valve mounting hole of the second brake system and Arranged in parallel with the direction of arrangement of the outlet valve mounting holes,
In addition, the inlet valve mounting hole and the outlet valve mounting hole of the interlock brake system are respectively communicated with the reservoir hole and the pump hole in which the reservoir and the pump provided in the second brake system are respectively mounted. A brake fluid pressure control device for a bar handle vehicle characterized by comprising: The inlet valve mounting hole and the outlet valve mounting hole of the interlocking brake system are the axes of the pump holes of the second brake system with respect to the inlet valve mounting hole and the outlet valve mounting hole of the second brake system. The brake hydraulic pressure control device for a bar handle vehicle according to claim 1, wherein the brake hydraulic pressure control device is disposed at a symmetrical position with respect to the vehicle. The connecting part to the wheel brake of the interlocking brake system is opposite to the pump valve hole of the first brake system with respect to the inlet valve mounting hole and the outlet valve mounting hole of the first brake system. The brake hydraulic pressure control device for a bar handle vehicle according to claim 2, wherein the brake hydraulic pressure control device is disposed at a position.

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