JP5335512B2 - Brake hydraulic pressure control device for bar handle vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake hydraulic pressure control device for a bar-handle vehicle equipped with a novel brake hydraulic pressure circuit, preventing kickback during ABS control, and achieving sufficient operational feeling and brake feeling. <P>SOLUTION: One brake system K1 includes one master cylinder MC1 generating a hydraulic pressure of working fluid in accordance with operation of one operation element, a first reservoir 4, a first control valve means disposed between the one master cylinder MC1 and one wheel brake F, and a first pump 10 capable of delivering the working fluid stored in the first reservoir 4 to a portion between the first control valve means and the one wheel brake F. The first control valve means controls to shut-off between the one wheel brake F and the first reservoir 4 while shutting off between the one master cylinder MC1 and the one wheel brake F, and to have a pressure increase state for driving the first pump 10. The other brake system K2 includes the other wheel brake R directly operated by operation of the other operation element. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a brake hydraulic control device for a bar handle vehicle that can be mounted on a bar handle type vehicle such as a bar handle, mainly a motorcycle, an automatic tricycle, and an all terrain vehicle (ATV).

2. Description of the Related Art Conventionally, a vehicular brake hydraulic pressure control device that controls a braking force in a vehicle such as an automobile by pressurizing hydraulic pressure with a pump is generally known.
Such a vehicular brake hydraulic pressure control device mainly includes an inlet valve that allows transmission of brake hydraulic pressure from the master cylinder side to the wheel brake, and hydraulic pressure in the wheel brake (hereinafter also referred to as caliper pressure). It mainly includes an outlet valve for escaping, a reservoir for absorbing brake fluid pressure released by opening the outlet valve, and the like. In this vehicle brake fluid pressure control device, for example, when it is determined that the wheel is about to be locked, the inlet valve is closed and the outlet valve is opened, so that the caliper pressure is released to the reservoir to prevent the wheel from being locked. It is possible to perform antilock brake control (hereinafter also referred to as ABS control).

  However, in the vehicle brake fluid pressure control device described above, when the brake fluid pressure to the wheel brake is increased by the pump being activated during the ABS control, the master cylinder operator is operated by the pressure on the wheel brake side. It has been known that a so-called kickback phenomenon occurs.

As a device that prevents the occurrence of such a kickback phenomenon, a vehicle brake hydraulic pressure control device disclosed in Patent Document 1 is known.
In this vehicle brake hydraulic pressure control device, the fluid path between the pump and the brake operator side is cut off when the pump is operated, so that the kickback phenomenon does not occur.

  By the way, in a bar handle vehicle such as a motorcycle, the master cylinder is directly pushed by an operator such as a brake lever or a pedal, without using a negative pressure booster or the like, as disclosed in Patent Document 1. Compared to vehicles such as four-wheeled automobiles to which the vehicle brake fluid pressure control device is applied, the brake lever is particularly easily affected by the kickback because it is operated by the driver by hand. It was. For this reason, the operability of the brake lever and the brake feeling are easily changed by the influence of kickback, and a proposal for a specific system configuration for avoiding this has been desired.

Japanese Patent Laid-Open No. 2000-6786

  The present invention provides a brake hydraulic pressure control device for a bar handle vehicle that is equipped with a novel brake hydraulic pressure circuit in a bar handle vehicle, has no kickback at the time of ABS control, and can obtain a good operation feeling and brake feeling. The purpose is to provide.

The present invention, which was devised to solve such a problem, is one brake system in which one wheel brake is activated to generate a braking force in accordance with the operation of one of the front wheel and rear wheel controls. And the other brake system in which the other wheel brake is directly actuated by the operation of the other operator to generate a braking force, and the one brake system and the other brake system are independent of each other. A brake fluid pressure control device for a bar handle vehicle configured as described above, wherein the one brake system includes a master cylinder that generates hydraulic fluid pressure in response to an operation of the one operator, and a brake fluid. A first reservoir for storing, a first control valve means provided between the one master cylinder and the one wheel brake, and the first control of hydraulic fluid stored in the first reservoir. valve Is configured to include a, a first pump capable of discharging between the one wheel brake and stage, the first reservoir, the working fluid through said first control valve means from said one of the wheel brakes The one brake system is provided with a normal brake control in which the one wheel brake is operated by an operation of the one operator and a wheel braked by the one wheel brake. ABS brake control executed when the vehicle is about to fall into a locked state is configured to be controllable. In normal brake control, the one master cylinder and the one wheel brake communicate with each other. is adapted to control so as, during the ABS brake control, at least, between the one wheel brake and the one of the master cylinder A pressure-reduced state communicating between the one wheel brake and the first reservoir, and disconnecting between the one master cylinder and the one wheel brake, The first pump is controlled so as to be able to take a pressure-increasing state that shuts off the first reservoir and drives the first pump, and in the pressure-increasing state. The hydraulic fluid stored in the first reservoir by the first pump is pumped up through the open path, and the one wheel brake is increased in pressure .

  According to such a bar handle vehicle brake hydraulic pressure control device, when the pressure is increased, the first control valve means cuts off the one master cylinder and the one wheel brake, and the one wheel brake and the first reservoir. And the first pump is driven, the hydraulic fluid pressure between the first control valve means and one of the wheel brakes is increased and increased to one of the wheel brakes. The hydraulic pressure of the pressurized hydraulic fluid acts. Here, during the operation of the pump, since one master cylinder and one wheel brake are disconnected, the hydraulic pressure of the increased hydraulic fluid is higher than the hydraulic pressure of the hydraulic fluid on the one master cylinder side. Even if it becomes, this is not transmitted to one master cylinder side. Therefore, it is possible to suitably prevent the kickback from occurring in one of the operators.

In addition, the other brake system is equipped with the other wheel brake that is directly actuated by the operation of the other operation element, so that a good brake feeling can be achieved with a simple configuration by combining with the one brake system. The provided bar handle vehicle brake hydraulic pressure control device can be obtained at low cost.
Also, since one brake system and the other brake system are configured independently, independent operation for each system is possible. In addition, the member related to one brake system and the member related to the other brake system can be separately installed at arbitrary positions that are easy to install in a vehicle such as a motorcycle. Rise.
The present invention also provides a brake system in which one wheel brake is activated to generate a braking force in response to an operation of one of the front wheel and rear wheel operation elements, and the other operation element is operated by the other operation element. A brake hydraulic pressure for a bar handle vehicle, in which the one brake system and the other brake system are configured independently of each other. In the control device, the one brake system includes one master cylinder that generates hydraulic fluid pressure in response to an operation of the one operator, a first reservoir that stores brake fluid, and the one A first control valve means provided between the master cylinder and the one wheel brake, and hydraulic fluid stored in the first reservoir between the first control valve means and the one wheel brake. while A first pump capable of discharging, and the first reservoir is provided in an open path through which hydraulic fluid is released from the one wheel brake through the first control valve means, One brake system is executed when a normal brake control in which the one wheel brake is operated by operation of the one operator and when a wheel braked by the one wheel brake is about to fall into a locked state. The first control valve means communicates between the one master cylinder and the one wheel brake in normal brake control. At the time of ABS brake control, at least disconnecting between the one master cylinder and the one wheel brake While the one wheel brake and the first reservoir are depressurized, and the one master cylinder and the one wheel brake are disconnected, the one wheel brake and the first reservoir are disconnected. A pressure increasing state that shuts off the reservoir and that drives the first pump, and is controlled so that the first pump operates in the pressure increasing state, The hydraulic fluid stored in the first reservoir by the first pump is pumped up through the open path so as to increase the pressure of the one wheel brake, and further, the pressure in the one brake system is increased. A stroke simulator is provided between the one master cylinder and the first control valve means to apply an operation reaction force corresponding to the operation of the one operation element to the one operation element. The stroke simulator is provided in a branch path branched from the flow path of the hydraulic fluid from the one master cylinder to the first control valve means, and the branch path is connected to the first control valve. It is characterized by branching at least upstream of the inlet valve provided in the means.
According to this bar handle vehicle brake hydraulic pressure control device, in one brake system, one of the operating elements is operated in a pressure-increasing state where one master cylinder and the first control valve means are disconnected. The stroke feeling can be produced by the simulator, and a better brake feeling can be obtained.

  Further, in the present invention, the other brake system includes an other-side interlocking brake unit that applies a brake hydraulic pressure to the one wheel brake of the one brake system in conjunction with an operation of the other operator. It is good to have a configuration.

  According to this bar handle vehicle brake hydraulic pressure control device, the other-side interlocking brake means provided in the other brake system generates braking force on one wheel brake of one brake system in conjunction with the operation of the other operator. The interlocking brake control to be performed can be executed.

  Further, according to the present invention, the other-side interlocking brake means includes the other master cylinder that generates brake fluid pressure in response to an operation of the other operator, a second reservoir that stores brake fluid, and the other A second control valve means provided between the master cylinder and the one wheel brake; and hydraulic fluid stored in the second reservoir between the second control valve means and the one wheel brake. The second control valve means is configured to include at least the one wheel while blocking between the other master cylinder and the one wheel brake. A depressurized state communicating between the brake and the second reservoir, and the one wheel brake and the second reservoir, while blocking between the other master cylinder and the one wheel brake. Blocked between, and a pressure-increasing state for driving the second pump, it is preferable to a structure adapted to control so as to obtain take.

  According to this bar handle vehicle brake hydraulic pressure control device, when the pressure is increased, the second control valve means shuts off the other master cylinder and the one wheel brake, and the one wheel brake and the second reservoir. And the second pump is driven, the hydraulic fluid pressure between the second control valve means and one of the wheel brakes is increased and increased to one of the wheel brakes. The hydraulic pressure of the pressurized hydraulic fluid acts. Here, since the gap between the other master cylinder and one wheel brake is interrupted when the pump is operated, the hydraulic pressure of the increased hydraulic fluid is higher than the hydraulic pressure of the hydraulic fluid on the other master cylinder side. Even if it becomes, this is not transmitted to the other master cylinder side. Therefore, it is possible to suitably prevent the kickback from occurring in the other operating element.

  Further, the present invention is a mechanical brake in which the other wheel brake is connected to the other operator by a connecting means and is pulled by the other operator, and the connecting means includes the other wheel brake. A branching device is connected to branch the operating force generated by the pulling operation of the operating element as an operating force for applying hydraulic fluid pressure to the one wheel brake. The branching device is branched by the branching device. It is preferable that a cylinder device that operates with an operating force is connected, and the hydraulic pressure generated by the cylinder device is applied to the one wheel brake.

  According to this bar handle vehicle brake hydraulic pressure control device, while adopting a simple configuration in which the other wheel brake is a mechanical brake, braking of one wheel brake and anti-lock brake control are performed by operating the other operator. It can be carried out.

  Further, in the present invention, the one brake system includes one-side interlocking brake means for applying a brake fluid pressure to the other wheel brake of the other brake system in conjunction with the operation of the one operator. It is good to have a configuration.

  According to the brake hydraulic pressure control device for a bar handle vehicle, the braking force is applied to the other wheel brake of the other brake system in conjunction with the operation of one of the operating elements by the one side interlocking brake means provided in one brake system. The interlocking brake control to be generated can be executed.

  In the present invention, it is preferable that at least one of the first pump and the second pump is driven by repetition of excitation and demagnetization of a solenoid coil to pump up and discharge the brake fluid.

According to the brake hydraulic pressure control device for a bar handle vehicle, it is not necessary to use a relatively large power source such as a motor for the members constituting the brake system. Miniaturization is possible.
Further, when both the first pump and the second pump are solenoid pumps, they can be driven separately, so that the state of each wheel can be reduced while reducing operating noise and power consumption. Appropriate anti-lock brake control can be executed according to the condition.

  In the present invention, it is preferable that the one operator, the one wheel brake, the one master cylinder, the one brake system, and the first pump are configured for a front wheel.

  According to such a brake fluid pressure control device for a bar handle vehicle, a configuration in which one operating element and one brake system are shut off when the first pump is operated can be applied to the front wheel side where braking operation is frequently performed. And there is no kickback at the time of ABS control, and good operation feeling and brake feeling can be obtained.

  According to the brake hydraulic pressure control device for a bar handle vehicle according to the present invention, a new handle hydraulic pressure circuit is provided in the bar handle vehicle, there is no kickback at the time of ABS control, and good operation feeling and brake feeling are obtained. Can do.

It is a brake fluid pressure circuit figure of the brake fluid pressure control device for bar handle vehicles of a 1st embodiment. It is sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 1st Embodiment. It is a disassembled perspective view of the principal part of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 1st Embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 2nd embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 3rd embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 4th embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a modification. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 5th embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure controller for bar handle vehicles of a 6th embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 7th embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of an 8th embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 9th embodiment. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of a 10th embodiment. It is a brake fluid pressure circuit figure of the brake fluid pressure control device for bar handle vehicles of an 11th embodiment. It is a brake fluid pressure circuit figure of the brake fluid pressure control device for bar handle vehicles of a 12th embodiment. It is sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 13th Embodiment. It is a disassembled perspective view of the principal part of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 13th Embodiment. It is sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 14th Embodiment. It is a disassembled perspective view of the principal part of the solenoid pump applied to the brake fluid pressure control apparatus for bar handle vehicles of 14th Embodiment. It is sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 15th Embodiment. It is a disassembled perspective view of the principal part of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 15th Embodiment.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.
(First embodiment)
In the drawings to be referred to, FIG. 1 is a brake hydraulic circuit diagram of a brake hydraulic pressure control device for a bar handle vehicle according to a first embodiment of the present invention.

  As shown in FIG. 1, a brake hydraulic pressure control device for a bar handle vehicle (hereinafter referred to as “brake control device”) U according to the present embodiment is a bar handle type such as a motorcycle, a tricycle, an all-terrain vehicle (ATV). It is used suitably for this vehicle. The brake control device U of the present embodiment is configured to include a brake system K1 on the front wheel side, and by appropriately controlling the braking force applied to the wheel brake F attached to the front wheels by the control device 6, the brake control device U of the wheel brake F is controlled. Anti-lock brake control is possible. The rear wheel side brake system K2 is configured as a conventional brake in which the wheel brake R is directly operated by the operation of the brake lever L2 as the other operating element.

Hereinafter, the brake hydraulic circuit shown in FIG. 1 will be described in detail.
The brake system K1 brakes the wheel brake F of the front wheel in response to the operation of the brake lever L1 as one operator, and the inlet port J1 communicates with the master cylinder MC1 as one master cylinder to the outlet port J2. It has a flow path to reach. The master cylinder MC1 and the inlet port J1 are connected by a pipe H1. The outlet port J2 is connected to the wheel brake F of the front wheel through the pipe H2.

  The master cylinder MC1 has a cylinder connected to a brake fluid tank chamber for storing brake fluid as hydraulic fluid. The master cylinder MC1 slides in the axial direction of the cylinder by operation of the brake lever L1 in the cylinder. A rod piston (not shown) that flows out of the cylinder is assembled.

  The brake system K1 includes a front wheel control valve means 1 as a first control valve means, a reservoir 4 as a first reservoir, a check valve 5, and a solenoid pump 10. The front wheel control valve means 1 includes an inlet valve 2, an outlet valve 3, and a check valve 2a.

  Here, the flow path (oil path) from the inlet port J1 to the inlet valve 2 is referred to as “output hydraulic pressure path D1”, and the flow path from the inlet valve 2 to the outlet port J2 is referred to as “wheel hydraulic pressure path E1”. The flow path from the reservoir 4 to the solenoid pump 10 is referred to as “suction hydraulic pressure path G1”, and the flow path from the solenoid pump 10 to the wheel hydraulic pressure path E1 is referred to as “discharge hydraulic pressure path N1”. Further, the flow path from the wheel hydraulic pressure path E1 to the reservoir 4 through the outlet valve 3 is referred to as “open path Q1”, and the flow path from the open path Q1 to the output hydraulic pressure path D1 is referred to as “return path T1”.

  The front wheel control valve means 1 shuts off the wheel hydraulic pressure path E1 while opening the wheel hydraulic pressure path E1 (inlet valve 2 is open) and shutting off the open path Q1 (outlet valve 3 is closed) (normal time). The state in which the open path Q1 is opened (the outlet valve 3 is opened) while the inlet valve 2 is closed (when the pressure is reduced during ABS control), and the wheel hydraulic pressure path E1 and the open path Q1 are shut off (inlet valve 2, outlet It has a function of switching the state in which the valve 3 is closed) (holding during ABS control or pressure increase during ABS control).

  The inlet valve 2 is a normally open type electromagnetic valve interposed between the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1. The inlet valve 2 is normally open, thereby allowing the brake fluid pressure from the master cylinder MC1 to be transmitted from the output fluid pressure passage D1 to the wheel brake F through the wheel fluid pressure passage E1. Further, the inlet valve 2 is closed under the control of the control device 6 when the front wheel is about to be locked, so that the brake hydraulic pressure from the master cylinder MC1 is transferred from the output hydraulic pressure path D1 to the wheel hydraulic pressure path E1. The transmission to the brake F is cut off.

  The outlet valve 3 is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path E1 and the open path Q1. The outlet valve 3 is normally closed, but is released by the control of the control device 6 when the front wheel is about to be locked, so that the brake hydraulic pressure acting on the wheel brake F can be released from the wheel hydraulic pressure path E1. Relieve to open path Q1 (during pressure reduction during ABS control). As a result, the brake fluid released to the open path Q1 temporarily flows into the reservoir 4.

  The check valve 2a is connected to the inlet valve 2 in parallel. This check valve 2a is a valve that only allows the brake fluid to flow from the wheel brake F side to the master cylinder MC1, and when the input from the brake lever L1 is released, the inlet valve 2 is closed. Even in this case, the brake fluid is allowed to flow from the wheel brake F side to the master cylinder MC1 side.

The solenoid pump 10 is interposed between the suction fluid pressure passage G1 and the discharge fluid pressure passage N1, and is driven by a movable core 13 and an electromagnetic coil 14 (see FIG. 2), which will be described later. The brake fluid stored in the reservoir 4 is sucked through the pressure passage G1 and discharged to the discharge fluid pressure passage N1. As a result, the brake fluid pressure can be increased with respect to the wheel brake F. In the present embodiment, the solenoid pump 10 is configured to operate only when the pressure is increased during the ABS control under the control of the control device 6. When the solenoid pump 10 is operated (when pressure is increased), as described above, the control device 6 closes the inlet valve 2 and the outlet valve 3 and closes the wheel hydraulic pressure path E1. And the inflow of the brake fluid from the discharge hydraulic pressure passage N1 is allowed.
Details of the structure of the solenoid pump 10 will be described later.

  The reservoir 4 is provided in the release path Q1, and has a function of temporarily storing brake fluid released from the wheel hydraulic pressure path E1 when the outlet valve 3 is opened. The brake fluid stored in the reservoir 4 is sucked by the solenoid pump 10 when the wheel brake F is pressurized.

  The check valve 5 is a one-way valve provided on the return path T1. The check valve 5 only allows the brake fluid to flow from the open path Q1 side to the master cylinder MC1 side, and when the input from the brake lever L1 is released, the brake fluid from the reservoir 4 side to the master cylinder MC1 side. Allow inflow.

On the other hand, the second brake system K2 is for braking the rear wheel as described above, and is connected to the wheel brake R of the rear wheel through the pipe H3 from the master cylinder MC2 which is a hydraulic pressure source.
Thus, when the brake lever L2 is operated, the brake fluid from the master cylinder MC2 acts directly on the wheel brake R.

  The control device 6 inputs a measured value from a front wheel speed sensor or the like (not shown) and controls the operation of each device of the brake system K1.

  Next, normal brake control and antilock brake control on the front wheel side realized by such a brake control device U will be described.

(Normal brake)
In normal brake control, in the brake system K1 for the front wheels, the flow path from the master cylinder MC1 to the wheel brake F is in communication with the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1. Thus, when the brake lever L1 is operated, the brake fluid pressure acts on the wheel brake F through the output fluid pressure passage D1, the inlet valve 2, and the wheel fluid pressure passage E1. Thereby, the brake braking of the front wheel by operating the brake lever L1 becomes possible.
When the brake lever L1 is returned, the brake fluid acting on the wheel brake F is returned to the master cylinder MC1 through the wheel hydraulic pressure passage E1, the inlet valve 2 (check valve 2a), and the output hydraulic pressure passage D1.

(ABS control)
The ABS control is executed when the front wheel is about to enter a locked state. The front wheel control valve means 1 and the solenoid pump 10 are controlled to reduce and increase the brake fluid pressure acting on the wheel brake F. This is realized by appropriately selecting the pressure or the state of keeping constant. Note that whether to select pressure reduction, pressure increase, or holding is determined by the control device 6 based on a wheel speed obtained from a wheel speed sensor (not shown) for the front wheels.

  For example, when the control device 6 determines that the brake fluid pressure acting on the wheel brake F of the front wheel should be reduced, the “depressurized state” is selected and the front wheel control valve means 1 outputs the output fluid. The pressure path D1 and the wheel hydraulic pressure path E1 are blocked, the wheel hydraulic pressure path E1 and the open path Q1 are opened, and the solenoid pump 10 is further stopped. Specifically, the control device 6 excites the inlet valve 2 to close it, and the outlet valve 3 to excite it to open it, thereby stopping the solenoid pump 10. As a result, the brake fluid in the wheel fluid pressure passage E1 leading to the wheel brake F flows into the reservoir 4 through the release passage Q1, and as a result, the brake fluid pressure acting on the wheel brake F on the front wheels is reduced. The

  When the control device 6 determines that the brake fluid pressure acting on the wheel brake F of the front wheel should be kept constant, the front wheel control valve means 1 causes the output fluid pressure passage D1 and the wheel fluid pressure passage E1. And between the wheel hydraulic pressure path E1 and the open path Q1, respectively, and the solenoid pump 10 is stopped. Specifically, the control device 6 excites the inlet valve 2 to close it, and demagnetizes the outlet valve 3 to close it. If it does in this way, brake fluid will be confine | sealed in the flow path closed with the wheel brake F, the solenoid pump 10, the inlet valve 2, and the outlet valve 3, As a result, the brake fluid which is acting on the wheel brake F The pressure is kept constant.

  Further, when it is determined by the control device 6 that the brake fluid pressure acting on the wheel brake F of the front wheel should be increased, the “pressure increase state” is selected, and the front wheel control valve means 1 outputs the output hydraulic pressure. Between the road D1 and the wheel hydraulic pressure path E1, and between the wheel hydraulic pressure path E1 and the open path Q1, the solenoid pump 10 is further driven. Specifically, the control device 6 excites the inlet valve 2 to close the valve, and demagnetizes the outlet valve 3 to close the valve, and the solenoid pump 10 is driven. In this way, the brake fluid is sucked from the reservoir 4 through the suction hydraulic pressure passage G1 by driving the solenoid pump 10, and the wheel hydraulic pressure passage E1 closed by the wheel brake F, the solenoid pump 10, the inlet valve 2 and the outlet valve 3 is closed. The brake fluid flows out from the discharge fluid pressure passage N1 into the passage. As a result, the brake fluid that has flowed out acts on the wheel brake F, and the brake fluid pressure is increased.

Next, details of the solenoid pump 10 will be described. In the following description, the side on which the insertion portion 11A of the pump housing 11 of the solenoid pump 10 is disposed is referred to as “one end side”, and the side on which the movable core 13 is disposed is referred to as “other end side”.
2 and 3, the solenoid pump 10 includes a cylindrical pump housing 11 having at least a part of a fixed core, and a bottomed cylindrical guide pipe fixed to the other end of the pump housing 11. 12, a piston 111 inserted through a through-hole 110 penetrating the pump housing 11, and a forward and backward movement in the guide pipe 12, and the piston 111 is pressed toward a pressure chamber 120 formed in the pump housing 11. A movable core 13, an electromagnetic coil 14 as a solenoid coil externally mounted on the pump housing 11 and the guide pipe 12, a suction valve 130 that opens when the brake fluid is sucked into the pressure chamber 120, and the pressure chamber 120. And a discharge valve 140 that opens when the brake fluid is discharged from the engine.

The pump housing 11 has a cylindrical shape made of a magnetic material such as iron or an iron alloy, and has an insertion portion 11A and a trunk portion 11B. The insertion portion 11A is liquid-tightly inserted into a mounting hole 201 formed in the base body 200 to which various parts of the brake control device U are mounted via a seal member 11a. A guide pipe 12 is attached to the insertion portion 11B. The pump housing 11 is formed with the above-described through hole 110 through which the piston 111 is inserted along the axis. Further, the insertion portion 11A is fixed by a ring-shaped retaining member 11b from the opening side of the mounting hole 201.
The pump housing 11 may be fixed to the mounting hole 201 by press-fitting or caulking.

11A of insertion parts are provided with the large diameter part 112 and the small diameter part 113, and the pressure chamber 120 is formed inside the large diameter part 112 using a part of through-hole 110. As shown in FIG.
At one end of the small diameter portion 113, one end of the through hole 110 opens toward a flow path (suction fluid pressure path G1) formed in the bottom wall of the mounting hole 201 of the base body 200. In this example, the suction valve 130 is mounted and arranged in the interior of the opening.
In addition, a communication hole 110 a is formed in the peripheral wall portion of the large-diameter portion 112 to connect the flow path (discharge fluid pressure path N <b> 1) formed in the side wall portion of the mounting hole 201 of the base body 200 and the pressure chamber 120. . In this example, the discharge valve 140 is disposed inside the opening of the communication hole 110a.
The pressure chamber 120 is disposed on the opposite side (one end side) to the side (the other end side) on which the movable core 13 is disposed with a piston 111 (described later) in the pump housing 11 interposed therebetween. In this embodiment, the pressure chamber 120 is formed by partitioning (enclosing) a part of the through hole 110 by the suction valve 130, the discharge valve 140, and the piston 111.
A communication port 130 a of the suction valve 130 and a communication port 140 a of the discharge valve 140 are formed in the side wall of the pump housing 11 facing the pressure chamber 120. That is, the suction valve 130 and the discharge valve 140 are disposed adjacent to the pressure chamber 120.

The suction valve 130 is a one-way valve that opens and closes a flow path between the suction fluid pressure path G1 and the pressure chamber 120. As described above, the suction valve 130 is disposed in the inner space of the opening at one end of the through hole 110, and the suction valve A suction valve body 132 as a valve body constituting 130 is disposed so as to be in a moving direction along the axial direction of the piston 111.
More specifically, the suction valve 130 has a cylindrical valve seat member 131 fitted to the inner wall at one end of the through hole 110 and a spherical suction seat seated on a tapered valve seat 131 a formed on the valve seat member 131. In a compressed state between the valve body 132, a holding member 133 having a U-shaped cross section attached to the valve seat member 131 from the opening on the pressure chamber 120 side of the valve seat member 131, and the suction valve body 132 and the holding member 133. And a suction valve spring 134 disposed therein.

  The suction valve body 132 is biased so as to be seated on the valve seat 131a by the restoring force of the suction valve spring 134, and the piston 111 described later increases the volume of the pressure chamber 120 (the direction toward the other end side). ) To open the pressure chamber 120 as the pressure chamber 120 is depressurized (reverse operation), allowing the brake fluid to flow into the pressure chamber 120 from the suction fluid pressure path G1. Further, the suction valve body 132 increases the pressure chamber 120 as the piston 111, which will be described later, moves in the direction of reducing the volume of the pressure chamber 120 (the direction toward one end) (forward operation). Accordingly, the valve is closed to prevent the brake fluid from flowing into the pressure chamber 120 from the suction fluid pressure path G1.

The discharge valve 140 is a one-way valve that opens and closes the flow path between the pressure chamber 120 and the discharge hydraulic pressure path N1, and is disposed in the inner space of the opening of the communication hole 110a as described above. The discharge valve body 142 as a valve body to be configured is arranged so as to have a moving direction different from the axial direction of the piston 111. In this example, the discharge valve 140 is disposed in the large diameter portion 112 so that the movement direction of the discharge valve body 142 is a direction perpendicular to the axial direction of the piston 111.
More specifically, the discharge valve 140 includes a spherical discharge valve body 142 seated on a tapered valve seat 141a formed in a communication hole 110a communicating with the through hole 110, and a communication hole from an opening on the discharge side of the communication hole 110a. A holding member 143 having a U-shaped cross section attached to 110a and a discharge valve spring 144 disposed in a compressed state between the discharge valve body 142 and the holding member 143 are configured.

  The discharge valve body 142 is biased so as to be seated on the valve seat 141a by the restoring force of the discharge valve spring 144, and the piston 111, which will be described later, reduces the volume of the pressure chamber 120 (the direction toward one end side). As the pressure chamber 120 is increased in pressure (moving forward), the valve opens as the pressure chamber 120 increases in pressure, allowing the brake fluid to flow from the pressure chamber 120 to the discharge hydraulic pressure passage N1. Yes. In addition, the discharge valve body 142 reduces the pressure chamber 120 as the piston 111, which will be described later, moves (returns) in the direction of increasing the volume of the pressure chamber 120 (the direction toward the other end). Accordingly, the valve is closed to prevent the brake fluid from flowing out from the pressure chamber 120 to the discharge fluid pressure passage N1.

  In the through hole 110 of the pump housing 11, in addition to the piston 111, a return spring 114 (spring) for biasing the piston 111 toward the movable core 13 (the other end, the side separating the movable core 13 from the pump housing 11). Member), a retainer 115 disposed between the movable core 13 and the piston 111, and a guide member 116 for guiding the sliding of the retainer 115 are disposed.

The piston 111 is disposed so as to be slidable in the axial direction through the through hole 110 of the pump housing 11 through an O-ring 111a as a seal member, and one end of the piston 111 with respect to the pressure chamber 120 is slid. It is configured to appear and disappear (the volume of the pressure chamber 120 is variable). That is, as will be described later, the pressure chamber 120 is configured such that the piston 111 slides to one end side and one end portion of the piston 111 protrudes into the pressure chamber 120 so that the volume is reduced. As the piston 111 slides to the other end side and one end of the piston 111 sunk from the pressure chamber 120, the volume increases.
The piston 111 has a structure in which the brake fluid does not flow through the piston 111 without an opening serving as a passage for the brake fluid in a portion (one end portion) facing the pressure chamber 120.

A flange portion 111b is formed at the other end portion of the piston 111, and a vent hole 111c is formed so as to penetrate the center portion of the flange portion 111b. The ventilation hole 111c is branched in a plurality of directions (in this embodiment, two directions) in the radial direction of the piston 111 in the body portion of the piston 111, and the spring accommodating chamber S1 in which the return spring 114 in the through hole 110 is disposed. The spring accommodating chamber S1 is provided separately from the pressure chamber 120.
In addition, as for the piston 111, the movement of an axial direction is guided by the trunk | drum and the flange part 111b sliding with respect to the inner surface of the through-hole 110, respectively.

The O-ring 111a is disposed in a stepped portion 110b formed in the through hole 110, and is held in the stepped portion 110b by a ring member 110c attached to the stepped portion 110b from the other end side.
In the present embodiment, with the O-ring 111a as a boundary, the region on one end side is a region where brake fluid exists, and the region on the other end side is a region communicating with the atmosphere as described later. Yes.

The return spring 114 is a coil spring, and is disposed in the spring accommodating chamber S <b> 1 on the movable core 13 side of the pressure chamber 120, which is outside the pressure chamber 120. The return spring 114 is interposed between the ring member 110 c and the flange portion 111 b of the piston 111 in the through hole 110 in a compressed state, and biases the piston 111 toward the movable core 13. At the same time, the return spring 114 also has a function of pressing the ring member 110c toward the stepped portion 110b and holding the O-ring 111a in the stepped portion 110b.
Here, the return force of the return spring 114 is the sliding resistance generated between the through hole 110 and the piston 111, the sliding resistance generated between the piston 111 and the O-ring 111a, the retainer 115 and the guide member 116 described later. Is set to be larger than the sum of the four of the sliding resistance generated between the guide pipe 12 and the movable core 13. Therefore, as described later, when the electromagnetic coil 14 is demagnetized, the return force of the return spring 114 causes the piston 111 to slide to the side away from the pressure chamber 120 (one end side: the movable core 13 side).
The return spring 114 may be a member having a biasing force such as a leaf spring.

The retainer 115 is a cylindrical member made of a nonmagnetic material and disposed between the movable core 13 and the piston 111. A cylindrical guide member 116 made of a magnetic material is fixed in the body portion 11B of the pump housing 11 by press-fitting or the like. The retainer 115 is supported by the guide member 116 and is slidable in the axial direction. It has been. Here, one end portion of the retainer 115 is in contact with the other end surface of the flange portion 111 b of the piston 111 urged by the return spring 114, and the other end portion of the retainer 115 is in contact with one end surface of the movable core 13. It is in contact.
As a result, when the electromagnetic coil 14 is excited as will be described later, the movable core 13 slides toward the piston 111 and presses the retainer 115. The pressed retainer 115 presses the piston 111, and the piston 111 is pressurized. Slide toward the chamber 120 side. Further, when the electromagnetic coil 14 is demagnetized, the piston 111 is returned to the movable core 13 side by the urging force of the return spring 114, and the retainer 115 is pressed to the movable core 13 side by the returned piston 111 and pressed. Presses the movable core 13 and slides to a position (initial position) where the movable core 13 contacts the other end of the guide pipe 12.

  The retainer 115 has a hollow portion 115c communicating with a vent hole 111c formed in the flange portion 111b in a state where one end thereof is in contact with the flange portion 111b of the piston 111.

  The movable core 13 is made of a magnetic material, and moves in the guide pipe 12 in the axial direction with one end surface thereof being in contact with the other end of the retainer 115. That is, the movable core 13 is attracted to the pump housing 11 when the electromagnetic coil 14 is excited, and moves to one end side against the urging force of the return spring 114. As a result, the piston 111 is pushed to one end side via the retainer 115, and one end of the piston 111 protrudes into the pressure chamber 120, thereby reducing the volume of the pressure chamber 120.

  A communication hole 13 a is formed at the center of the movable core 13 along the axial direction of the movable core 13. One end side of the communication hole 13 a communicates with the hollow portion 115 c of the retainer 115, and the other end side communicates with a space S <b> 2 formed at the other end of the guide pipe 12.

  The guide pipe 12 has a bottomed cylindrical shape, is fitted (press-fit) from the outside to the other end of the body 11B of the pump housing 11, and is fixed to the body 11B by welding. At the bottom of the guide pipe 12, an introduction hole 12a is formed as an outside air communication hole for introducing the atmosphere. Accordingly, air is introduced into the space S2 formed at the other end of the guide pipe 12 through the introduction hole 12a, and the communication hole 13a of the movable core 13 communicating with the space S2 and the hollow portion 115c of the retainer 115 are provided. Air is introduced into the spring accommodating chamber S <b> 1 formed in the through hole 110 through the vent holes 111 c of the piston 111. Thereby, air freely enters and exits into the spring accommodating chamber S1, and the axial sliding without the stress of the piston 111 is ensured.

  The electromagnetic coil 14 is configured by a resin bobbin 14a and a coil 14b mounted around it, and a yoke 14c that forms a magnetic path is disposed outside the bobbin 14a.

As shown in FIG. 2, in the solenoid pump 10 configured as described above, when the insertion portion 11A is inserted and fixed in the mounting hole 201 of the base body 200, the suction port of the suction valve 130 is connected to the suction hydraulic pressure path G1. In addition, the discharge port of the discharge valve 140 communicates with the discharge hydraulic pressure path N1.
When the electromagnetic coil 14 is excited, the movable core 13 is attracted to the pump housing 11 side, and the piston 111 moves in the direction of reducing the volume of the pressure chamber 120 (direction toward one end side), the pressure chamber 120 is increased in pressure. In response to this, the discharge valve 140 is opened, and the brake fluid flows out from the pressure chamber 120 to the discharge hydraulic pressure passage N1.

Subsequently, when the electromagnetic coil 14 is demagnetized and the piston 111 moves in the direction of increasing the volume of the pressure chamber 120 (direction toward the other end side) by the biasing force of the return spring 114, the pressure chamber 120 is depressurized. Accordingly, the suction valve 130 is opened, and the brake fluid flows into the pressure chamber 120 from the suction fluid pressure path G1.
That is, by switching the excitation / demagnetization of the electromagnetic coil 14, the movable core 13 continuously reciprocates in the axial direction, and the brake fluid is continuously sucked and discharged by the piston 111 that is reciprocally driven accordingly. It will be.

  In these series of operations, the brake fluid sucked from the suction valve 130 is directly introduced into the adjacent pressure chamber 120 through the communication port 130a, and the brake fluid introduced into the pressure chamber 120 is introduced from the pressure chamber 120. It is discharged from the adjacent discharge valve 140 directly through the communication port 140a. As a result, the brake fluid is sucked and discharged only through the region where the brake fluid is present on one end side, with the O-ring 111a of the piston 111 as a boundary.

According to the brake control device U described above, the solenoid pump 10 shuts off the wheel brake F and the reservoir 4 while shutting off the master cylinder MC1 and the wheel brake F, and further operates the solenoid pump 10. In the pressure increasing state, the brake fluid stored in the reservoir 4 can be pumped up and discharged to the wheel hydraulic pressure passage E1 which is a closed hydraulic pressure passage. The brake fluid pressure in the pressure path E1 is increased, and the increased brake fluid pressure acts on the wheel brake F side. Here, when the solenoid pump 10 in the increased pressure state is operated, the master cylinder MC1 and the wheel brake F are disconnected, so that the increased brake fluid pressure is transmitted to the master cylinder MC1 side. Absent. Therefore, it is possible to suitably prevent the brake lever L1 from being kicked back and to improve the operation feeling.
In the pressure-increasing state in the ABS control, the brake fluid pressure in the output fluid pressure passage D1 is equal to or higher than the brake fluid pressure in the wheel fluid pressure passage E1, so the brake fluid pressure increased by the solenoid pump 10 is checked. It is not transmitted to the master cylinder MC1 side via the valve 5.

  Further, when the solenoid pump 10 is driven to increase pressure, the inlet valve 2 of the front wheel control valve means 1 is closed to prevent the brake fluid from the master cylinder MC1 from flowing into the wheel hydraulic pressure passage E1. Therefore, the brake fluid pressure from the master cylinder MC1 does not act on the solenoid pump 10, and the load acting on the solenoid pump 10 can be reduced. Therefore, the cost can be reduced by reducing the size and cost of the solenoid pump 10.

  Further, since the solenoid pump 10 is driven only at the time of pressure increase and the solenoid pump 10 is stopped at the time of the control for maintaining the brake fluid pressure, the operation time of the solenoid pump 10 is comprehensively reduced, and the operation. Sound is reduced and merchantability is improved.

  Since the check valve 2a is connected in parallel to the inlet valve 2, the brake fluid pressure generated in the wheel fluid pressure passage E1 when the brake lever L1 is released is quickly released to the master cylinder MC1 side ( Can return). As a result, the release responsiveness of the brake lever L1 is enhanced, and the operational feeling can be improved.

Further, the brake system K2 includes a wheel brake R that is directly actuated by operating the brake lever L2, and is configured independently of the brake system K1, so that the base body 200 including the brake system K1 can be downsized. Can do. Therefore, the cost of the brake control device U can be reduced.
The brake system K2 can be combined with the brake system K1 for the front wheels to obtain a brake control device U having a simple brake structure and good brake feeling at a low cost.

  Further, according to the solenoid pump 10 used in the brake control device U, the pressure chamber 120 is formed on the side opposite to the side where the movable core 13 is disposed with the piston 111 in the pump housing 11 interposed therebetween, and the suction valve Since the communication port 130 a of 130 and the communication port 140 a of the discharge valve 140 are opened in the pump housing 11 facing the pressure chamber 120, in the process in which the brake fluid flows from the suction valve 130 to the discharge valve 140, Instead of passing through the piston 111, the pressure chamber 120 in the pump housing 11 is passed. Therefore, the brake fluid can be discharged smoothly.

  In this case, the brake fluid is sucked directly from the suction valve 130 into the pressure chamber 120, and the brake fluid is discharged directly from the pressure chamber 120 into the discharge valve 140. The brake fluid can be smoothly discharged even in a low temperature environment where the temperature of the engine is relatively low.

  Further, since the return spring 114 is disposed outside the pressure chamber 120, the return spring 114, which tends to be a resistance to the flow of the brake fluid, does not have to be disposed in the pressure chamber 120 serving as a passage for the brake fluid. Therefore, the smooth flow of the brake fluid can be realized by suitably eliminating the cause of the decrease in the pressure chamber 120 from the pressure chamber 120. Therefore, the brake fluid can be discharged smoothly.

Further, since the discharge valve 140 is arranged in a direction in which the movement direction of the discharge valve body 142 is different from the axial direction of the piston 111 (movement direction of the suction valve body 132), for example, the axial direction of the piston 111 and the suction direction The axial length of the solenoid pump 10 can be shortened as compared with the case where the moving directions of the valve body 132 and the discharge valve body 142 are provided in the same direction. Can be achieved.
Moreover, since the discharge valve 140 is arranged so that the movement direction of the discharge valve body 142 is perpendicular to the axial direction of the piston 111, the axial length of the solenoid pump 10 can be further shortened. Further, the solenoid pump 10 can be reduced in size.

In addition, an O-ring 111a that prevents the brake fluid from flowing out from the pressure chamber 120 side to the movable core 13 side is disposed between the pump housing 11 and the piston 111. The O-ring 111a serves as a boundary. The brake fluid is present on one end side, and air (gas, atmosphere) is present on the other end side, so that the movable core 13 existing on the other end side is not immersed in the brake fluid. As a result, it is possible to realize a favorable movement of the movable core 13, and the responsiveness is enhanced compared to when the movable core 13 is disposed in the brake fluid. Therefore, the pressure increase (pressure increase) response is improved, and the brake fluid can be discharged smoothly.
In addition, since the brake fluid passage and the like are collectively configured in the region on one end side with the O-ring 111a as a boundary, the configuration of the brake fluid passage in the pump housing 11 is simplified, and the solenoid pump It is possible to shorten the work time of the air venting work performed when assembling 10 to the base body 200 or the like. This contributes to cost reduction.

(Second Embodiment)
Next, a second embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention will be described.
As shown in FIG. 4, the present embodiment is different from the first embodiment in that a branch path D2 is provided in the output hydraulic pressure path D1, and a stroke simulator 20 as a simulator is provided in the branch path D2.

  The stroke simulator 20 artificially applies an operation reaction force of the brake lever L1 to the brake lever L1, and is connected to the branch path D2 via a simulator switching valve 24 provided in the branch path D2.

  The stroke simulator 20 includes a cylinder 21, a piston 22 that is slidably inserted into the cylinder 21, and a spring 23 that biases the piston 22, and the master is caused by the operation of the brake lever L1. The brake fluid discharged from the cylinder MC1 is accommodated in the cylinder 21 from the branch path D2 via the simulator switching valve 24, and an operation reaction force of the brake lever L1 is generated by the return force of the spring 23 applied to the piston 22. It has become.

  The simulator switching valve 24 is a normally closed electromagnetic valve interposed in the middle of the branch path D2. Although the simulator switching valve 24 is normally closed, it is discharged from the master cylinder MC1 due to the operation of the brake lever L1 by being opened under the control of the control device 6 when the solenoid pump 10 is driven. The brake fluid is released to the stroke simulator 20. As a result, the brake fluid released through the simulator switching valve 24 temporarily flows into the stroke simulator 20, and the operation reaction force of the brake lever L1 is artificially applied to the brake lever L1.

  According to the brake control device U, in the brake system K1, the master cylinder MC1 and the wheel brake F are shut off, the wheel brake F and the reservoir 4 are shut off, and the solenoid pump 10 is driven. When the brake lever L1 is operated when the brake fluid is discharged from the solenoid pump 10 to the closed wheel fluid pressure passage E1 and the brake fluid pressure in the wheel fluid pressure passage E1 is increased. A feeling of stroke can be produced by the stroke simulator 20, and a better brake feeling can be obtained.

Instead of providing the stroke simulator 20, an elastic member such as synthetic rubber that performs the same action as when the stroke simulator 20 is used may be provided in the branch path D2.
By providing such an elastic member, it is possible to produce a feeling of stroke when the brake lever L1 is operated at low cost.

(Third embodiment)
Next, a description will be given of a third embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention.
This embodiment differs from the second embodiment in that, as shown in FIG. 5, a two-position three-way electromagnetic valve is used as the inlet valve 2A of the output hydraulic pressure passage D1, and a stroke simulator 20 is connected thereto. is there.

  The inlet valve 2A is a valve that opens between the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1 at the normal time and closes between the output hydraulic pressure path D1 and the branch path D2. Further, when the solenoid pump 10 is driven, the inlet valve 2A closes between the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1 and branches from the output hydraulic pressure path D1 under the control of the control device 6. The space between the road D2 is opened. As a result, the brake fluid discharged from the master cylinder MC1 due to the operation of the brake lever L1 can be released to the stroke simulator 20, and the operation reaction force of the brake lever L1 is artificially applied to the brake lever L1. It becomes.

  According to this brake control device U, the inlet valve 2 (see FIG. 4) and the simulator switching valve 24 (see FIG. 4) can be integrated by the inlet valve 2A, in addition to the operational effects obtained in the second embodiment. The advantage of being compact and inexpensive is obtained.

(Fourth embodiment)
Next, a description will be given of a fourth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention.
In this embodiment, as shown in FIG. 6, the front-wheel brake system K1 is provided with one-side interlocking brake means 30A that brakes the two wheel brakes F and R1 by operating the brake lever L1.

  The one-side interlocking brake means 30A includes a branch pipe H4 connected to a pipe H1 that leads from the master cylinder MC1 to the output hydraulic pressure path D1, two input ports, and two cylinders RS1 and RS2 that are independent of each other. And a wheel brake R1 of the wheel.

  One end of the branch pipe H4 is connected to the pipe H1, and the other end is connected to the cylinder RS2 of the wheel brake R1. Thus, when the brake lever L1 is operated, the brake fluid discharged from the master cylinder MC1 to the pipe H1 acts on the wheel brake F of the front wheels from the pipe H1 through the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1, and It flows into the branch pipe H4 from the pipe H1 and acts on the cylinder RS2 of the rear wheel brake R1. As a result, the front and rear wheels can be linked and braked by operating the brake lever L1.

  When the brake lever L2 is operated, the brake fluid discharged from the master cylinder MC2 acts on the cylinder RS1 of the rear wheel brake R1 through the pipe H3, and the rear wheel brake R1 is braked alone.

In this embodiment, the rear wheel brake R1 is composed of two independent cylinders RS1 and RS2. However, as shown in FIG. 7, the rear wheel brake R1 is composed of three independent cylinders RS1 to RS3. The brake fluid from the branch pipe H4 acts on the cylinder RS2 among them, and the brake fluid from the rear wheel master cylinder MC2 acts directly on the cylinders RS1 and RS3 through the pipe H3. You may comprise.
In addition, you may change suitably the ratio of the strength of the braking force which acts on wheel brake R1 at the time of an interlocking brake by changing the cylinder diameter etc. of RS1-RS3.

According to the brake control device U of the present embodiment, when the brake lever L1 of the front wheel is operated, the interlocking brake braking in which the braking effect is generated on the rear wheel is possible, and the braking force is improved.
Further, even when the front wheel side is under the ABS control, the interlock brake braking on the rear wheel side is possible, and the brake control device U with improved braking force is obtained.

(Fifth embodiment)
Next, a fifth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention will be described.
In the present embodiment, as shown in FIG. 8, the other-side interlocking brake means 30B for braking the two wheel brakes F1, R by operating the brake lever L2 is provided in the brake system K2 for the rear wheels.

  The other-side interlocking brake means 30B is composed of a branch pipe H4 ′ connected to a pipe H3 leading from the rear wheel master cylinder MC2 to the wheel brake R, two input ports, and two mutually independent cylinders FS1 and FS2. And a front wheel brake F1.

  One end of the branch pipe H4 'is connected to the pipe H3, and the other end is connected to the cylinder FS1 of the wheel brake F1. Thus, when the brake lever L2 is operated, the brake fluid discharged from the master cylinder MC2 to the pipe H3 acts on the rear wheel brake R from the pipe H3 and is branched from the pipe H3 to the branch pipe H4 ′. Acts on the cylinder FS1 of the front wheel brake F1. Thereby, the interlocking brake braking of the front and rear wheels by operating the brake lever L2 becomes possible.

  Further, when the front wheel brake lever L1 is operated, the brake fluid discharged from the master cylinder MC1 to the pipe H1 passes from the pipe H1 to the cylinder FS2 of the front wheel brake F1 through the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1. Thus, the front wheel brake F1 is braked independently.

In the present embodiment, the front wheel brake F1 is configured by two independent cylinders FS1 and FS2, but although not illustrated, the front wheel brake F1 is configured by three independent cylinders FS1 to FS3. Of these, the brake fluid from the branch pipe H4 ′ acts on the cylinder FS2, and the brake fluid from the master cylinder MC1 of the front wheels acts on the cylinders FS1 and FS3 through the wheel fluid pressure path E1. It may be configured.
Moreover, you may change suitably the ratio of the strength of the braking force which acts on the wheel brake F1 at the time of an interlocking brake by changing the cylinder diameter etc. of the cylinders FS1-FS3.

  According to the brake control device U of the present embodiment, when the brake lever L2 of the rear wheel is operated, the interlocking brake braking in which the braking effect is generated on the front wheel is possible, and the braking force is improved.

(Sixth embodiment)
Next, a sixth embodiment of the brake fluid pressure control device for a bar handle vehicle of the present invention will be described.
This embodiment differs from the first to fifth embodiments in that, as shown in FIG. 9, a mechanical brake is adopted for the wheel brake R2 on the rear wheel side, and interlocking brake braking of the front and rear wheels is possible. It has the point which is provided with the branch device 30C and cylinder device 31 which become.
Here, the cylinder device 31 also serves as a master cylinder MC1 for the front wheels.

  One end of a wire W1 (linking means) for transmitting the operating force of the brake lever L1 is connected to the brake lever L1 via the connecting means V1, and the brake lever L2 is connected to the brake lever L2 via the connecting means V2. One end of a wire W21 (linking means) for transmitting the operating force of the brake lever L2 is connected. The other ends of the wires W1 and W21 are connected to the branch device 30C, respectively.

  The branching device 30C includes a first actuator 30C1 and a second actuator 30C2. Among these, the first actuator 30C1 rotates around the rotation fulcrum 30a by an operating force transmitted through the wire W1. It is provided to be movable. A rod 33a connected to the piston 33 of the cylinder device 31 is connected to the other end of the first actuator 30C1.

  Further, the second actuator 30C2 is provided so as to be rotatable about the rotation fulcrum 30b by the operation force transmitted through the wire W2, and contacts the first operator 30C1 during the rotation. The first actuator 30C1 is rotated together.

  The cylinder device 31 includes a cylinder 32 that stores brake fluid, a piston 33 that is slidably inserted into the cylinder 32, and a spring 34 that biases the piston 33. Brake fluid necessary for braking force is supplied from the storage unit 35 to the cylinder 32 via the pipe H7.

  The piston 33 is connected to the other end of the first actuator 30C1 via the rod 33a, and when the first actuator 30C1 rotates in the direction of the arrow X1 in the drawing due to the braking operation of the brake lever L1. Then, it is pushed through the rod 33a and slides in the direction of reducing the volume of the cylinder 32. By such sliding of the cylinder 32, the brake fluid stored in the cylinder 32 is supplied to the brake system K1 via the pipe H6, and the wheel brake F of the front wheel is braked alone.

  On the other hand, when the second actuator 30C2 rotates in the direction of the arrow X2 in the figure due to the braking operation of the brake lever L2, the second actuator 30C2 presses the first actuator 30C1 in the figure. The piston 33 is pushed in the direction of the arrow X1 through the rod 33a. Thereby, the brake fluid stored in the cylinder 32 is supplied to the brake system K1 via the pipe H6, and the wheel brake F of the front wheel is braked.

Further, a wire W22 is connected to one end side of the second actuator 30C2, and when the second actuator 30C2 rotates in the direction of the arrow X2 in the drawing due to the braking operation of the brake lever L2, The wheel brake R2 of the rear wheel is braked via the wire W22.
Therefore, when the brake lever L2 is operated, the front and rear wheels can be braked in conjunction with each other by the branch device 30C and the cylinder device 31.
In the present embodiment, the cylinder device 31 functions as a master cylinder of the brake system K1.

  The brake control device U according to the present embodiment is configured such that the solenoid pump 10 operates only when the pressure is increased. When the solenoid pump 10 is operated (when the pressure is increased), the inlet valve 2 and the outlet valve 3 are The hydraulic pressure path is closed and the hydraulic pressure path E1 is closed, and the brake fluid is allowed to flow in from the discharge hydraulic pressure path N1. Therefore, even when the brake fluid pressure on the wheel brake F side is increased during the operation of the solenoid pump 10, the brake fluid pressure is not transmitted to the cylinder device 31 side, and a kickback occurs in the brake lever L2. Can be suitably prevented.

(Seventh embodiment)
Next, a seventh embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention will be described.
This embodiment is a modification of the sixth embodiment. As shown in FIG. 10, the branch device 30C and the cylinder device 31 function as the other-side interlocking brake means, and the brake lever for the rear wheel When L2 is operated, front-rear wheel interlocking brake braking is possible.

The branching device 30C includes a single actuator 30 that rotates about a rotation fulcrum 30a. One end of the actuator 30 is connected to the other end of the wire W21 from the brake lever L2 of the rear wheel and the rear. One end of a wire W22 for braking the wheel brake R2 of the wheel is connected. In addition, a rod 33 a connected to the piston 33 of the cylinder device 31 is connected to the other end side of the actuator 30.
Thereby, when the brake lever L2 of the rear wheel is operated, the operating force is transmitted to the actuator 30 via the wire W21, and the actuator 30 rotates around the rotation fulcrum 30a in the direction of the arrow X1 in the figure. Thus, the piston 33 is pushed.

On the other hand, the wheel brake F1 for the front wheels is provided with two input ports and two cylinders FS1 and FS2 that are independent of each other, as in the fifth embodiment.
A pipe H8 from the cylinder device 31 is connected to the cylinder FS1, and a pipe H2 from the brake system K1 is connected to the cylinder FS2.

  Therefore, when the brake lever L2 of the rear wheel is operated and the piston 33 of the cylinder device 31 is pushed, the volume of the cylinder 32 is reduced, and the brake fluid stored in the cylinder 32 is supplied to the front wheel via the pipe H8. It is supplied to the cylinder FS1 of the wheel brake F1. As a result, the front and rear wheels can be braked in conjunction with each other by operating the rear wheel brake lever L2.

  According to the brake control device U of the present embodiment, when the brake lever L2 of the rear wheel is operated, the interlocking brake braking in which the braking effect is generated on the front wheel is possible, and the braking force is improved.

(Eighth embodiment)
Next, an eighth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention will be described.
In the present embodiment, as shown in FIG. 11, separately from the rear wheel brake system K2, the interlock control valve means 1 ′ as the second control valve means having the same configuration as the front wheel brake system K1, the second An interlocking system K1 ′ having a reservoir 4 ′ as a reservoir, a check valve 5 ′, and a solenoid pump 10 ′ is provided. The interlock control valve means 1 ′ includes an inlet valve 2, an outlet valve 3, and a check valve 2a.
The function of each component is the same as that of the front wheel control valve means 1 described above, and a detailed description thereof will be omitted.

The front wheel brake system K1 is connected to the cylinder FS2 of the front wheel brake F1 via the pipe H2, and the rear wheel interlock system K1 ′ is connected to the front wheel brake B1 from the outlet port J4 via the pipe H10. It is connected to the cylinder FS1. That is, both the ABS control by the brake system K1 and the interlocking system K1 ′ is performed on the wheel brake F1 of the front wheel.
In this example, one end of a branch pipe H11 is connected to a pipe H9 that leads from the rear wheel master cylinder MC2 to the output hydraulic pressure path D1 via the inlet port J3, and the other end of the branch pipe H11 is connected to the wheel brake of the rear wheel. R is connected to form a rear wheel brake system K2.
Therefore, front and rear wheel interlocking brake braking can be performed by operating the brake lever L2.
Further, the ABS control of the front wheel brake F1 can be performed by the brake system K1 and the interlock system K1 ′.

  The solenoid pump 10 ′ in the interlock system K <b> 1 ′ has the same configuration as the solenoid pump 10 of the brake system K <b> 1 described above, and is configured to operate similarly by the control device 6. That is, the solenoid pump 10 ′ is configured to operate only when the interlocking system K1 ′ is increased in pressure, and the inlet valve 2 and the outlet valve 3 are closed when the solenoid pump 10 ′ is operated (when pressure is increased). In this state, the wheel hydraulic pressure passage E1 is closed, and the wheel hydraulic pressure passage E1 is allowed to flow in the brake fluid from the discharge hydraulic pressure passage N1.

  As a result, even if the brake fluid pressure on the wheel brake F1 side is increased when the solenoid pump 10 ′ is operated (at the time of pressure increase), this brake fluid pressure is not transmitted to the master cylinder MC2 side. It is possible to suitably prevent the kickback from occurring in the lever L2.

According to the brake control device U of the present embodiment, when the brake lever L2 of the rear wheel is operated, the interlocking brake braking in which the braking effect is generated on the front wheel is possible, and the braking force is improved.
Further, ABS control is possible even during front wheel interlocking brake control, and braking force is improved.
A stroke simulator 20 may be provided for the brake system K1 and the interlocking system K1 ′.

(Ninth embodiment)
Next, a ninth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention will be described.
This embodiment is a modification of the eighth embodiment. As shown in FIG. 12, the rear embodiment has a brake system K2 and an interlock system K1 ′ similar to those described above, and a wheel brake for the rear wheels. R2 is a mechanical brake, and a branch device 30C and a cylinder device 31 functioning as the other-side interlocking brake means are configured so that the front wheel brake F1 is interlocked with the wheel brake R2.

Similarly to the sixth embodiment, the branching device 30C includes an actuator 30 that rotates about a rotation fulcrum 30a. A wire from the brake lever L2 for the rear wheel is provided at one end of the actuator 30. The other end of W21 and one end of a wire W22 for braking the wheel brake R2 of the rear wheel are connected. In addition, a rod 33 a connected to the piston 33 of the cylinder device 31 is connected to the other end side of the actuator 30.
Therefore, when the brake lever L2 for the rear wheel is operated to rotate the actuator 30 and the piston 33 of the cylinder device 31 is pushed, the volume of the cylinder 32 is reduced and the brake fluid stored in the cylinder 32 is reduced. Is supplied to the interlocking system K1 ′ through the pipe H12, and is supplied from the pipe H10 to the cylinder FS1 of the front wheel brake F1. As a result, the front and rear wheels can be braked in conjunction with each other by operating the rear wheel brake lever L2.

  The brake control device U according to the present embodiment is also configured so that the solenoid pump 10 'operates only when the pressure is increased. When the solenoid pump 10' is operated (when the pressure is increased), the inlet valve 2 and the outlet valve 3 is closed, and the wheel hydraulic pressure path E1 is closed to allow the brake fluid to flow from the discharge hydraulic pressure path N1. Therefore, even when the brake fluid pressure on the wheel brake F1 side is increased during operation of the solenoid pump 10 ', the brake fluid pressure is not transmitted to the cylinder device 31 side, and a kickback occurs in the brake lever L2. Can be suitably prevented.

According to the brake control device U of the present embodiment, when the brake lever L2 of the rear wheel is operated, the interlocking brake braking in which the braking effect is generated on the front wheel is possible, and the braking force is improved.
Further, ABS control is possible even during front wheel interlocking brake control, and braking force is improved.

(10th Embodiment)
Next, a description will be given of a tenth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention.
In this embodiment, as shown in FIG. 13, a mechanical brake is employed for the wheel brake R2 on the rear wheel side, and the front and rear wheel interlocking brakes are operated when either the brake lever L1 or the brake lever L2 is operated. A branch device 30C and a cylinder device 31 that can be braked are provided.
Here, the cylinder device 31 also serves as a master cylinder MC1 for the front wheels.

  One end of a wire W1 (linking means) for transmitting the operating force of the brake lever L1 is connected to the brake lever L1 via the connecting means V1, and the brake lever L2 is connected to the brake lever L2 via the connecting means V2. One end of a wire W21 (linking means) for transmitting the operating force of the brake lever L2 is connected. The other ends of the wires W1 and W21 are connected to the branch device 30C, respectively.

  The branching device 30C is a device that branches the operating force transmitted through the wires W1 and W21 as an operating force for braking the wheel brakes F and R2 of both the front and rear wheels, and is rotatable around the rotation fulcrum 30a. The actuator 30 is provided.

One end of the actuator 30 is connected to the other ends of the wires W1 and W21 and one end of a wire W22 for braking the wheel brake R2 of the rear wheel.
In addition, a rod 33 a connected to the piston 33 of the cylinder device 31 is connected to the other end side of the actuator 30.

  The cylinder device 31 has the same configuration as described above, and includes a cylinder 32 that stores brake fluid, a piston 33 that is slidably inserted into the cylinder 32, and a spring 34 that biases the piston 33. And. Brake fluid necessary for braking force is supplied from the storage unit 35 to the cylinder 32 via the pipe H7.

  The piston 33 is connected to the other end of the actuator 30 via a rod 33a. When the actuator 30 rotates in the direction of the arrow X1 in the figure due to the braking operation of the brake lever L1 or the brake lever L2, the rod 33 It is pushed through 33a and slides in a direction to reduce the volume of the cylinder 32. By such sliding of the cylinder 32, the brake fluid stored in the cylinder 32 is supplied to the brake system K1 via the pipe H6, and the wheel brake F of the front wheel is braked.

  That is, the cylinder device 31 can supply brake fluid to the brake system K1 when either the brake lever L1 or the brake lever L2 is braked.

Further, as described above, the wire W22 is connected to one end side of the actuator 30, and the actuator 30 is rotated in the direction of the arrow X1 in the drawing due to the braking operation of the brake lever L1 or the brake lever L2. The rear wheel brake R2 is braked via the wire W22.
Accordingly, when either the brake lever L1 or the brake lever L2 is operated, the branching device 30C and the cylinder device 31 enable the interlocking brake braking of the front and rear wheels.

  The brake control device U in the present embodiment is also configured so that the solenoid pump 10 operates only when the pressure is increased. When the solenoid pump 10 is operated (when the pressure is increased), the inlet valve 2 and the outlet valve 3 are The hydraulic pressure path is closed and the hydraulic pressure path E1 is closed, and the brake fluid is allowed to flow in from the discharge hydraulic pressure path N1. Therefore, even when the brake fluid pressure on the wheel brake F side is increased during the operation of the solenoid pump 10, the brake fluid pressure is not transmitted to the cylinder device 31 side, and kickback is applied to the brake levers L1 and L2. It can be suitably prevented from occurring.

  According to the brake control device U of the present embodiment, when operating at least one of the brake lever L1 for the front wheel or the brake lever L2 for the rear wheel, it becomes possible to perform the interlock brake braking in which the braking effect is generated on both the front and rear wheels. The braking force is improved.

(Eleventh embodiment)
Next, an eleventh embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle of the present invention will be described.
This embodiment is a modification of the eighth embodiment. As shown in FIG. 14, the one-side interlock brake that brakes the two wheel brakes F1, R1 by operating the brake lever L1 is applied to the brake system K1 of the front wheels. Means 30A 'are provided.

  The one-side interlocking brake means 30A ′ is composed of a branch pipe H4 ′ connected to the pipe H1 leading from the master cylinder MC1 to the output hydraulic pressure path D1, two input ports, and two cylinders RS1 and RS2 independent of each other. And rear wheel brake R1.

  One end of the branch pipe H4 'is connected to the pipe H1, and the other end is connected to the cylinder RS2 of the wheel brake R1. Thus, when the brake lever L1 is operated, the brake fluid discharged from the master cylinder MC1 to the pipe H1 acts on the wheel brake F1 of the front wheel from the pipe H1 through the output hydraulic pressure path D1 and the wheel hydraulic pressure path E1, and It flows into the branch pipe H4 ′ from the pipe H1 and acts on the cylinder RS2 of the rear wheel brake R1. As a result, the front and rear wheels can be linked and braked by operating the brake lever L1.

Further, the front and rear wheels can be interlocked and braked by operating the brake lever L2.
Therefore, when either the brake lever L1 or the brake lever L2 is operated, the front and rear wheels can be interlocked with each other, and the braking force is improved.

(Twelfth embodiment)
Next, a twelfth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle of the present invention will be described.

In the present embodiment, as shown in FIG. 15, the front wheel brake system K1 is provided with one-side interlocking brake means 30A ′ for braking the two wheel brakes F1, R1 by operating the brake lever L1.
The rear wheel brake system K2 is provided with the other-side interlocking brake means 30B ′ for braking the two wheel brakes F1, R1 by operating the brake lever L2.

  Therefore, when either the brake lever L1 or the brake lever L2 is operated, the front and rear wheels can be interlocked with each other, and the braking force is improved.

(13th Embodiment)
Next, a description will be given of a thirteenth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention.
The present embodiment is different from the first to twelfth embodiments in that the suction / discharge direction in the solenoid pump 10 (10 ′, hereinafter the same) is changed.

In the present embodiment, as shown in FIGS. 16 and 17, a discharge hydraulic pressure path N1 is formed in the bottom wall of the mounting hole 201 of the base body 200 so as to open toward the discharge hydraulic pressure path N1. A through hole 110 of the solenoid pump 10 is provided, and a discharge valve 140 is disposed in the inner space of one end of the through hole 110.
In addition, a suction fluid pressure path G1 is formed in the side wall portion of the mounting hole 201 of the base body 200, and a communication hole 110e communicating with the communication hole 110a is provided so as to open toward the suction fluid pressure path G1. A suction valve 130 is mounted in the inner space of the through hole 110e. That is, the solenoid pump 10 of the present embodiment is configured such that the brake fluid is sucked and discharged in a flow direction opposite to the flow direction of the brake fluid in the solenoid pump 10 shown in FIGS. Yes.

  A pressure chamber 120 is formed inside the large diameter portion 112 of the insertion portion 11 </ b> A of the pump housing 11 by using a part of the through hole 110, and the suction valve 130 is communicated with the pressure chamber 120. And a discharge valve 140 is formed.

  The suction valve 130 is a one-way valve that opens and closes the flow path between the pressure chamber 120 and the suction fluid pressure path G1, and as described above, the suction valve 130 is mounted and disposed in the inner space of the opening of the through hole 110e. The valve body 132 is disposed so as to have a moving direction different from the axial direction of the piston 111. In this example, the moving direction of the suction valve body 132 is arranged to be perpendicular to the axial direction of the piston 111.

  The discharge valve 140 is a one-way valve that opens and closes the flow path between the discharge hydraulic pressure path N1 and the pressure chamber 120, and is disposed in the inner space of one end of the through hole 110 as described above. The body 142 is arranged in a moving direction along the axial direction of the piston 111.

  According to the brake control device U of the present embodiment described above, the brake fluid does not pass through the piston 111 in the process of flowing the brake fluid from the suction valve 130 to the discharge valve 140, and the pump housing 11 It will flow through only the pressure chamber 120. Therefore, the discharge efficiency can be increased and the discharge amount can be increased.

  In addition, the suction valve 130 is arranged so that the moving direction of the suction valve body 132 is different from the axial direction of the piston 111 (a direction different from the moving direction of the discharge valve body 142). The axial length of the solenoid pump 10 can be reduced as compared with the case where the direction of the suction valve body 132 and the movement direction of the discharge valve body 142 are provided in the same direction. 10 can be miniaturized.

  Moreover, since the suction valve body 132 is arranged so that the direction of movement of the suction valve body 132 is perpendicular to the axial direction of the piston 111, the length of the solenoid pump 10 in the axial direction can be further reduced. Further, the solenoid pump 10 can be reduced in size.

(14th Embodiment)
Next, a description will be given of a fourteenth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention.
The present embodiment differs from the ninth embodiment in that the moving direction of the suction valve body 132 of the suction valve 130A is arranged along the axial direction of the piston 111, as shown in FIG. In addition, the discharge valve 140 ′ is disposed so as to surround the outer periphery in the radial direction of the suction valve 130A, and is configured to allow or block the flow of the brake fluid along the axial direction of the piston 111. .

  In the present embodiment, a suction fluid pressure passage G1 is formed in the bottom wall of the mounting hole 201 of the base body 200, and the small diameter of the insertion portion 11A ′ of the solenoid pump 10 is opened toward the suction fluid pressure passage G1. A through hole 110 that is an inner wall surface of the portion 113 ′ is provided, and a cylindrical holding member 131 ′ that constitutes a part of the pump housing 11 is fitted into an inner space of one end of the through hole 110. A suction valve 130A is arranged in the inner space of the cylindrical holding member 131 '.

A cylindrical space S3 is formed between the inner wall surface of the large-diameter portion 112 ′ of the insertion portion 11A and the outer wall surface of the cylindrical holding member 131 ′. In this space portion S3, a suction valve is formed. The discharge valve 140 ′ is arranged in a positional relationship surrounding the outer periphery in the radial direction of 130A.
A discharge hydraulic pressure passage N1 is formed in the side wall portion of the mounting hole 201 of the base body 200, and a peripheral wall recess 112a is formed in the peripheral wall of the large diameter portion 112 'facing the discharge hydraulic pressure passage N1. And communication hole 110a 'which connects this surrounding wall recessed part 112a and above-described space part S3 is formed in large diameter part 112'.

The cylindrical holding member 131 ′ has a cylindrical shape, is inserted from one end of the through hole 110, and is fitted into the inner space of the through hole 110. A substantially central portion in the axial direction of the cylindrical holding member 131 ′ projects in a tapered shape toward the inner space, and a valve seat 131a ′ on which the suction valve body 132 of the suction valve 130A is seated is formed at this portion. Yes.
The cylindrical holding member 131 ′ has a stepped outer wall diameter from one end side to the other end side, and a first outer wall portion 131 b having a large diameter on one end side is located near the opening of the through hole 110. It fits tightly on the inner wall. The second outer wall portion 131c has a smaller diameter than the first outer wall portion 131b, and forms part of the space portion S3 described above between the inner wall surface of the large diameter portion 112 ′ of the insertion portion 11A. The third outer wall 131d has a smaller diameter than the second outer wall 131c. As shown in FIG. 19, the third outer wall 131d, the side wall 131c 'of the adjacent second outer wall 131c, and one end side. A recess 131f into which the discharge valve 140 ′ is fitted is formed by the side wall 131e ′ of the flange 131e adjacent to the flange 131e.
The flange portion 131e does not come into contact with the inner wall 110h of the through hole 110, and a communication passage 131g (gap) serving as a brake fluid passage is formed in the peripheral portion thereof.

  In the present embodiment, a cup seal is employed as the discharge valve 140 '. The discharge valve 140 ′ includes an annular base portion 141 ′ and a lip portion 142 ′ extending in the axial direction from the outer peripheral end portion of the base portion 141 ′, and has a substantially cross-sectional shape extending from the base portion 141 ′ to the lip portion 142 ′. It is formed in a letter shape (see FIG. 18).

The lip portion 142 ′ bends inward as the piston 111 moves in the direction of reducing the volume of the pressure chamber 120 (the direction toward one end) (forward operation), and the lip portion 142 ′ of the large-diameter portion 112 ′ of the insertion portion 11A A gap (a gap through which the brake fluid is discharged from the pressure chamber 120 toward the discharge hydraulic pressure path N1) is formed between the inner wall surface and the inner wall surface so as to be separated from the inner wall surface.
Further, the lip portion 142 ′ bends outward as the piston 111 moves (reverse operation) in the direction of increasing the volume of the pressure chamber 120 (the direction toward the other end side), and the large-diameter portion of the insertion portion 11A. It is in close contact with the inner wall surface of 112 'to prevent (seal) the flow of brake fluid.

  According to the brake control device U of the present embodiment, the moving direction of the suction valve body 132 of the suction valve 130A is a direction along the axial direction of the piston 111, and the discharge valve 140 ′ surrounds the outer periphery of the suction valve 130A. Since the discharge valve 140 ′ allows or blocks the flow of the brake fluid along the axial direction of the piston 111, the axial length of the solenoid pump 10 can be shortened. The solenoid pump 10 can be downsized.

  Further, since the discharge valve 140 ′ is a cup seal, the solenoid pump 10 can be easily downsized while adopting a simple configuration.

(Fifteenth embodiment)
Next, a description will be given of a fifteenth embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention.
This embodiment is a modification of the fourteenth embodiment, and as shown in FIG. 20, a cylindrical holding member 150 constituting a part of the pump housing 11 is fitted in the large-diameter portion 112 ′ of the insertion portion 11A. Are combined. A discharge valve 140 </ b> A is provided inside the cylindrical holding member 150, and a suction valve 130 </ b> B is provided outside the cylindrical holding member 150.

In the present embodiment, a discharge hydraulic pressure passage N1 is formed in the bottom wall of the mounting hole 201 of the base body 200, and a through hole 110 of the solenoid pump 10 is provided so as to open toward the discharge hydraulic pressure passage N1. A discharge valve 140 </ b> A is disposed inside a cylindrical holding member 150 fitted into the inner space of one end of the through hole 110.
A suction valve 130B is disposed between the inner wall surface of the large-diameter portion 112 ′ of the insertion portion 11A and the outer wall surface of the cylindrical holding member 150 so as to surround the radially outer side of the discharge valve 140A.
A suction fluid pressure path G1 is formed in the side wall portion of the mounting hole 201 of the base body 200, and a peripheral wall recess 112a is formed in the peripheral wall of the large diameter portion 112 ′ facing the suction fluid pressure path G1. The peripheral wall recess 112a and the suction valve 130B communicate with each other through a communication hole 110a ′ and a communication passage 110c ′ (gap).

The cylindrical holding member 150 has a cylindrical shape, is inserted from one end of the through hole 110, and is fitted into the inner space of the through hole 110. A valve seat 141a ′ on which the discharge valve body 142 of the discharge valve 140A is seated is formed on the inner wall of the other end portion of the cylindrical holding member 150.
The cylindrical holding member 150 has a stepped outer wall diameter from one end side to the other end side, and a first outer wall portion 150b having a large diameter on one end side is an inner wall near the opening of the through hole 110. It fits tightly. The second outer wall portion 150c has a smaller diameter than the first outer wall portion 150b, and forms part of the communication path 110c ′ described above between the inner wall surface of the large diameter portion 112 ′ of the insertion portion 11A. . The third outer wall portion 150d has a smaller diameter than the second outer wall portion 150c. As shown in FIG. 21, the third outer wall portion 150d, the side wall 150c ′ of the adjacent second outer wall portion 150c, and one end side. A recess 150f into which the suction valve 130B is fitted is formed by the side wall 150e ′ of the flange 150e adjacent to the flange 150e.
The flange portion 150e is disposed so as to form a gap serving as a brake fluid passage with the inner wall 110h (see FIG. 20) of the through hole 110.

  In the present embodiment, a cup seal including a base portion 135 and a lip portion 136 is attached to the concave portion 150f of the cylindrical holding member 150 so as to be opposite in the axial direction in the same manner as described in the fourteenth embodiment. By doing so, it is used as the suction valve 130B.

Accordingly, the lip portion 136 bends inward as the piston 111 moves (reverse operation) in the direction in which the volume of the pressure chamber 120 increases (the direction toward the other end), and the large-diameter portion 112 of the insertion portion 11A. Is spaced apart from the inner wall surface and forms a gap (a gap through which the brake fluid flows from the suction fluid pressure passage G1 toward the pressure chamber 120) between the inner wall surface and the inner wall surface. Yes.
The lip 136 bends outward as the piston 111 moves in the direction of reducing the volume of the pressure chamber 120 (the direction toward one end) (forward operation), and the large-diameter portion 112 ′ of the insertion portion 11A. The brake fluid is blocked (sealed) by closely contacting the inner wall surface.

  According to the brake control device U of the present embodiment, the movement direction of the discharge valve body 142 of the discharge valve 140A is a direction along the axial direction of the piston 111, and the suction valve 130B is disposed so as to surround the outer periphery of the discharge valve 140A. Since the suction valve 130B allows or blocks the flow of the brake fluid along the axial direction of the piston 111, the axial length of the solenoid pump 10 can be shortened. The pump 10 can be downsized.

  Further, since the suction valve 130B is a cup seal, the solenoid pump 10 can be easily downsized while adopting a simple configuration.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and can be appropriately modified and implemented.
For example, although the brake system K1 has been described as a front-wheel brake system, it may be adopted as a rear-wheel brake system. Moreover, although the brake system K2 has been described as a rear-wheel brake system, it may be adopted as a front-wheel brake system.
Moreover, you may change the discharge amount of the brake fluid in solenoid pump 10 (10 ') for every brake system | strain. In this case, by changing the diameters of the pressure chamber 120 and the piston 111, etc., the discharge amount can be made different.

  In addition, the brake system capable of ABS control is configured so that the hydraulic pressures of the master cylinder MC1 (MC2), the cylinder device 31 and the brake F (F1) can be measured, and the control device 6 uses the hydraulic pressure to control the brake system K1. You may comprise so that the operation | movement of each apparatus of (K1 ') may be controlled.

Further, the brake control device U may further include a road surface friction coefficient determination unit. In this case, during the ABS control, when it is determined that the road surface friction coefficient is low, the above-described pressure increase is performed, and when it is determined that the road surface friction coefficient is high, the front wheel control valve means 1 or the interlock control valve means 1 ′ outputs The hydraulic pressure path D1 and the wheel hydraulic pressure path E1 are opened, the wheel hydraulic pressure path E1 and the open path Q1 are blocked, and the solenoid pump 10 (10 ′) is further stopped. May be.
This is because, in a state where the friction coefficient of the road surface is high, the amount of brake fluid stored in the reservoir 4 (4 ′) due to decompression is small, so that the brake fluid in the reservoir 4 (4 ′) is removed by the solenoid pump 10 (10 ′). This is because the ABS control can be continued for a sufficient time without being pumped.
In this pressure-increasing state, the solenoid pump 10 (10 ′) is not driven, so that kickback does not occur and power consumption associated with driving the solenoid pump 10 (10 ′) does not occur.

1 Front wheel control valve means (first control valve means)
1 'interlock control valve means (second control valve means)
DESCRIPTION OF SYMBOLS 10 Solenoid pump 11 Pump housing 12 Guide pipe 13 Movable core 14 Electromagnetic coil 20 Stroke simulator 30 Actuator (branch device)
30A One side interlocking brake means 30B The other side interlocking brake means 30C Branch device 31 Cylinder device 111 Piston 111a O-ring (seal member)
120 Pressure Chamber 130 Suction Valve 130A Suction Valve 130B Suction Valve 132 Suction Valve Body (Valve)
140 Discharge valve 140A Discharge valve 142 Discharge valve element (valve element)
143 Holding member 150 Cylindrical holding member D1 Output hydraulic pressure path D2 Branch path E1 Wheel hydraulic pressure path F Wheel brake F1 Wheel brake G1 Suction hydraulic pressure path K1 Brake system K2 Brake system L1 Brake lever (one operator)
L2 Brake lever (the other operator)
MC1 Master cylinder MC2 Master cylinder N1 Discharge hydraulic pressure path Q1 Release path R, R1, R3 Rear wheel brake U Brake control device W1 Wire (linking means)
W21 wire (connecting means)
W22 wire (connecting means)

Claims (9)

One brake system in which one wheel brake is activated to generate a braking force in response to the operation of one of the front wheel and rear wheel controls;
And the other brake system in which the other wheel brake is directly actuated by operation of the other operator to generate a braking force, and the one brake system and the other brake system are configured independently of each other. Brake hydraulic pressure control device for a bar handle vehicle,
The one brake system is
One master cylinder for generating hydraulic fluid pressure in response to the operation of the one operator;
A first reservoir for storing brake fluid;
First control valve means provided between the one master cylinder and the one wheel brake;
A first pump capable of discharging the hydraulic fluid stored in the first reservoir between the first control valve means and the one wheel brake;
The first reservoir is provided in an open path through which hydraulic fluid is released from the one wheel brake through the first control valve means,
The one brake system includes a normal brake control in which the one wheel brake is operated by operation of the one operator, and a wheel braked by the one wheel brake is likely to be locked. The ABS brake control to be executed is configured to be controllable,
The first control valve means includes:
In normal brake control, the one master cylinder and the one wheel brake are controlled to communicate with each other.
In the ABS brake control, at least the one master cylinder and the one wheel brake are shut off while the one wheel brake and the first reservoir communicate with each other, and the one A pressure-increasing state that shuts off between the one wheel brake and the first reservoir and drives the first pump, while shutting off the master cylinder and the one wheel brake; It is designed to be able to take
The first pump operates in the pressure-increasing state, the hydraulic fluid stored in the first reservoir is pumped up through the open path by the first pump, and the one wheel brake is increased in pressure. Brake hydraulic pressure control device for a bar handle vehicle. One brake system in which one wheel brake is activated to generate a braking force in response to the operation of one of the front wheel and rear wheel controls;
And the other brake system in which the other wheel brake is directly actuated by operation of the other operator to generate a braking force, and the one brake system and the other brake system are configured independently of each other. Brake hydraulic pressure control device for a bar handle vehicle,
The one brake system is
One master cylinder for generating hydraulic fluid pressure in response to the operation of the one operator;
A first reservoir for storing brake fluid;
First control valve means provided between the one master cylinder and the one wheel brake;
A first pump capable of discharging the hydraulic fluid stored in the first reservoir between the first control valve means and the one wheel brake;
The first reservoir is provided in an open path through which hydraulic fluid is released from the one wheel brake through the first control valve means,
The one brake system includes a normal brake control in which the one wheel brake is operated by operation of the one operator, and a wheel braked by the one wheel brake is likely to be locked. The ABS brake control to be executed is configured to be controllable,
The first control valve means includes:
In normal brake control, the one master cylinder and the one wheel brake are controlled to communicate with each other.
In the ABS brake control, at least the one master cylinder and the one wheel brake are shut off while the one wheel brake and the first reservoir communicate with each other, and the one A pressure-increasing state that shuts off between the one wheel brake and the first reservoir and drives the first pump, while shutting off the master cylinder and the one wheel brake; It is designed to be able to take
The first pump operates in the pressure-increasing state, and the hydraulic fluid stored in the first reservoir is pumped up through the open path by the first pump, so that the one wheel brake is increased in pressure. And
Further, a stroke for applying an operation reaction force according to the operation of the one operation element to the one operation element between the one master cylinder and the first control valve means in the one brake system. There is a simulator ,
The stroke simulator is provided in a branch path branched from a flow path of hydraulic fluid from the one master cylinder to the first control valve means,
The brake hydraulic pressure control device for a bar handle vehicle, wherein the branch path branches at least upstream of an inlet valve provided in the first control valve means. The other brake system is claim 1, characterized in that it comprises a second side interlocking brake means for actuating said one wheel brake of the one brake system in conjunction with the operation of the other operator or The brake hydraulic pressure control device for a bar handle vehicle according to claim 2 . The other side interlocking brake means is
The other master cylinder that generates the brake fluid pressure in response to the operation of the other operator;
A second reservoir for storing brake fluid;
A second control valve means provided between the other master cylinder and the one wheel brake;
A second pump capable of discharging the hydraulic fluid stored in the second reservoir between the second control valve means and the one wheel brake;
The second control valve means includes:
At least a pressure-reduced state communicating between the one wheel brake and the second reservoir while blocking between the other master cylinder and the one wheel brake;
A pressure-increasing state that shuts off between the one wheel brake and the second reservoir while driving between the other master cylinder and the one wheel brake and drives the second pump The brake hydraulic pressure control device for a bar handle vehicle according to claim 3 , wherein control is performed so that The other wheel brake is a mechanical brake that is connected to the other operator by a connecting means and is pulled by the other operator.
The linking means is connected to a branching device that branches the operating force due to the pulling operation of the other operator as an operating force for applying hydraulic fluid pressure to the one wheel brake,
A cylinder device that operates with an operating force branched by the branch device is connected to the branch device.
Wherein the one of the wheel brakes, a bar handle vehicle brake hydraulic according to any one of claims 1 to 4, characterized in that the hydraulic pressure of the hydraulic fluid generated in the cylinder device is applied Pressure control device. The one brake system includes one-side interlocking brake means for applying hydraulic fluid pressure to the other wheel brake of the other brake system in conjunction with the operation of the one operator. The brake hydraulic pressure control device for a bar handle vehicle according to any one of claims 1 to 5 . Wherein the first pump is driven by repeating excitation and demagnetization of the solenoid coil, claim 1, characterized in that a solenoid pump for discharging pumped hydraulic fluid according to any one of claims 6 Brake hydraulic pressure control device for bar handle vehicles. 5. The brake hydraulic pressure control device for a bar handle vehicle according to claim 4 , wherein the second pump is a solenoid pump that is driven by repetition of excitation and demagnetization of a solenoid coil to pump up and discharge hydraulic fluid. . The one of the operator, the one wheel brake, the one of the master cylinder, and said one brake system is any one of claims 1 to 8, characterized in that it is configured for the front wheel A brake fluid pressure control device for a bar handle vehicle according to claim 1.

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