JP5476455B2 - Solenoid pump - Google Patents

Description

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

Conventionally, what was disclosed by patent documents 1 and 2 is known as a solenoid pump applied to a brake fluid pressure control device.
The solenoid pump described in Patent Literature 1 includes a fixed core, a movable core provided to be movable with respect to the fixed core, and a coil that moves the movable core toward the fixed core by electromagnetic force. Yes. In this solenoid pump, a pump chamber is provided in a pump housing connected to a fixed core, and a piston (plunger) that is slid by movement of the movable core is disposed in the pump chamber and is seated on one end of the piston. The valve body is arranged like this.

  The solenoid pump described in Patent Document 2 has an end region in which a piston (plunger) slides in a fixed core, and an inlet valve and an outlet valve communicate with this region. Are arranged.

JP 2000-45932 A JP 2008-260522 A

In the solenoid pump of Patent Document 1, the piston has a cylindrical shape, and a hollow portion formed therein is used as a flow path for the working fluid.
Therefore, if the piston is reduced in diameter in an attempt to reduce the size of the solenoid pump, the internal flow path is also reduced in diameter and the discharge amount is reduced.
In particular, when the solenoid pump is used in a low temperature environment, the discharge amount may be reduced because the viscosity of the working fluid tends to increase.

  Moreover, in the solenoid pump of patent document 2, the spring for returning a piston to the initial position was provided in the edge part area | region where a piston slides. For this reason, this spring tends to become a resistance when the hydraulic fluid flows (flows), and tends to cause a decrease in the discharge amount.

  Therefore, an object of the present invention is to provide a solenoid pump that can smoothly discharge hydraulic fluid.

The present invention devised to solve the above problems includes a fixed core, a movable core provided to be movable with respect to the fixed core, and a coil for moving the movable core toward the fixed core by electromagnetic force. A spring member for separating the movable core moved to the fixed core side from the fixed core, a pump housing at least a part of which is the fixed core, a pressure chamber formed in the pump housing, and a hydraulic fluid A suction valve that opens when the pressure chamber is sucked into the pressure chamber, a discharge valve that opens when the hydraulic fluid is discharged from the pressure chamber, and a pump housing that is provided in the pump housing and interlocks with the movement of the movable core. A piston that increases or decreases the volume of the pressure chamber by reciprocating the pressure chamber, and the pressure chamber is formed on a side opposite to the side on which the movable core is disposed across the piston. The communication port and the communication port of the discharge valve are opened in the pump housing facing the pressure chamber, and the spring member is disposed outside the pressure chamber, and the suction valve and the discharge valve Is arranged so that the moving direction of the valve body is in a direction along the axial direction of the piston, and the other is arranged so as to surround the radially outer side of the one valve. The valve is characterized in that it allows or blocks the flow of hydraulic fluid along the axial direction.

  According to such a solenoid pump, the pressure chamber is formed on the side opposite to the side on which the movable core is disposed across the piston in the pump housing, and the communication port of the suction valve and the communication port of the discharge valve are formed in the pressure chamber. Since the pump housing is opened, the hydraulic fluid passes through the pressure chamber in the pump housing without passing through the piston in the process of flowing the hydraulic fluid from the suction valve to the discharge valve. Therefore, the hydraulic fluid can be discharged smoothly.

  In addition, since the spring member is arranged outside the pressure chamber, it is not necessary to arrange a spring member that tends to be a resistance to the flow of hydraulic fluid in the pressure chamber serving as the hydraulic fluid passage. It can be suitably excluded from the chamber to achieve a smooth flow of hydraulic fluid. Therefore, the hydraulic fluid can be discharged smoothly.

In addition, the other of the intake valve and the discharge valve is a valve that is arranged so as to surround the radially outer side of one of the valves and allows or blocks the flow of hydraulic fluid along the axial direction of the piston. The length in the axial direction can be shortened, and downsizing can be achieved.
In this case, by configuring the other of the intake valve and the discharge valve with a cup seal arranged so as to surround the radially outer side of the one valve, it is possible to achieve downsizing while adopting a simple configuration. A solenoid pump is obtained.

  In the present invention, a seal member may be disposed between the pump housing and the piston to prevent hydraulic fluid from flowing out from the pressure chamber side to the movable core side.

  According to this solenoid pump, since the hydraulic fluid does not flow out from the pressure chamber side to the movable core side by the seal member, the movable core can be configured not to be immersed in the hydraulic fluid, and when the movable core operates. It is possible to prevent the occurrence of resistance due to the hydraulic fluid. Accordingly, it is possible to realize a favorable movement of the movable core, and it is possible to smoothly discharge the hydraulic fluid.

  The present invention further includes a bottomed cylindrical member that slidably accommodates the movable core, and the cylindrical member communicates with outside air that communicates with a space in which the piston is slidably disposed in the pump housing. It is preferable that a communication hole is formed.

  According to this solenoid pump, the space in which the piston is slidably disposed in the pump housing is communicated with the outside air by the outside air communication hole formed in the cylindrical member, and a suitable sliding of the piston is ensured. . Therefore, the hydraulic fluid can be discharged smoothly.

  With the solenoid pump according to the present invention, the working fluid can be discharged smoothly.

It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of the 1st reference example. It is sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of the 1st reference example. 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 the first reference example. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of the 2nd reference example. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of the 3rd reference example. 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 figure of the brake fluid pressure controller for bar handle vehicles of the 4th reference example. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for bar handle vehicles of the 5th reference example. It is a brake hydraulic pressure circuit diagram of the brake hydraulic pressure control device for a bar handle vehicle of a sixth reference example. It is a brake hydraulic pressure circuit diagram of a brake hydraulic pressure control device for a bar handle vehicle of a seventh reference example. It is a brake fluid pressure circuit figure of the brake fluid pressure control device for bar handle vehicles of the 8th reference example. It is sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of the 9th reference example. 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 the ninth reference example. 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 sectional drawing of the solenoid pump applied to the brake hydraulic pressure control apparatus for bar handle vehicles of 2nd 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 2nd 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 Reference Example)
First, a brake hydraulic pressure control device for a bar handle vehicle (hereinafter referred to as “brake control device”) U to which the solenoid pump according to the first reference example is applied will be described.

  As shown in FIG. 1, the brake control device U is suitably used for a bar handle type vehicle such as a motorcycle, a tricycle, and an all terrain vehicle (ATV). The brake control device U of the first reference example 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 wheel brake F 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 (antilock brake control)), and the wheel hydraulic pressure path E1 and the open path Q1 are It has a function of switching the state of shutting (inlet valve 2 and outlet valve 3 are closed) (holding during ABS control or increasing pressure 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 this reference example, 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 coil sheathed 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 is opened when the brake fluid is discharged.

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 reference example, the suction chamber 130, the discharge valve 140, and the piston 111 divide (enclose) part of the through hole 110 to form the pressure chamber 120.
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 vent hole 111c is branched in a plurality of directions (two directions in this reference example) in the radial direction of the piston 111 in the body portion of the piston 111, and a spring accommodating chamber in which the return spring 114 in the through hole 110 is disposed. It communicates with S1. The spring accommodating chamber S <b> 1 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 this reference example, with the O-ring 111a as a boundary, an area on one end side is an area where brake fluid exists, and an area on the other end side is an area 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 reference example)
Next, a second reference example of the brake fluid pressure control device for a bar handle vehicle according to the present invention will be described.
As shown in FIG. 4, this reference example is different from the first reference example 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.

(Third reference example)
Next, a third reference example of the brake fluid pressure control device for a bar handle vehicle according to the present invention will be described.
In the present reference example, as shown in FIG. 5, the front wheel brake system K1 is provided with one-side interlocking brake means 30A for braking 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 reference example, the rear wheel brake R1 is composed of two independent cylinders RS1 and RS2. However, as shown in FIG. 6, 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 reference example, 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.

(4th reference example)
Next, a fourth reference example of the brake fluid pressure control apparatus for a bar handle vehicle according to the present invention will be described.
In the present reference example, as shown in FIG. 7, 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 this reference example, the front wheel brake F1 is composed of two independent cylinders FS1 and FS2. However, although not shown, the front wheel brake F1 is composed of 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 reference example, 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.

(5th reference example)
Next, a fifth reference example of the brake fluid pressure control apparatus for a bar handle vehicle according to the present invention will be described.
As shown in FIG. 8, this reference example is different from the first to fourth reference examples in that a mechanical brake is adopted for the wheel brake R2 on the rear wheel side and the brake lever L1 or the brake lever L2 A branch device 30 </ b> C and a cylinder device 31 are provided that enable interlocking brake braking of the front and rear wheels when any of them is operated.
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 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 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. In this reference example, the cylinder device 31 functions as a master cylinder of the brake system K1.

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 this reference example 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 this reference example, when operating at least one of the brake lever L1 for the front wheels or the brake lever L2 for the rear wheels, it becomes possible to perform interlocking brake braking in which the braking effect is generated on both the front and rear wheels. The braking force is improved.

(Sixth reference example)
Next, a sixth reference example of the brake fluid pressure control apparatus for a bar handle vehicle according to the present invention will be described.
This reference example is a modification of the fifth reference example. As shown in FIG. 9, the branch device 30C and the cylinder device 31 function as the other-side interlocking brake means, and the brake lever of the rear wheel When L2 is operated, front-rear wheel interlocking brake braking is possible.

Similarly to the fifth reference example, the branching device 30C includes an actuator 30 that rotates about a rotation fulcrum 30a, and a brake lever L2 for a rear wheel is provided at one end of the actuator 30. The other end of the wire W21 and one end of the 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.
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 fourth reference example.
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 reference example, 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.

(Seventh reference example)
Next, a seventh reference example of the brake fluid pressure control apparatus for a bar handle vehicle according to the present invention will be described.
In this reference example, as shown in FIG. 10, in addition to 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, 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 reference example, 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 ′.

(Eighth reference example)
Next, an eighth reference example of the brake fluid pressure control apparatus for a bar handle vehicle according to the present invention will be described.
This reference example is a modification of the seventh reference example. As shown in FIG. 11, the brake system K2 and the interlocking system K1 ′ are the same as those described above, and the rear wheel brakes are used. 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 reference example, 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.

  Also in the brake control device U in this reference example, the solenoid pump 10 ′ is configured to operate 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 reference example, 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.

(Ninth Reference Example)
Next, a ninth reference example of the brake fluid pressure control apparatus for a bar handle vehicle according to the present invention will be described.
This reference example is different from the first to eighth reference examples in that the suction / discharge direction in the solenoid pump 10 (10 ′, the same applies hereinafter) is changed.

In this reference example, as shown in FIGS. 12 and 13, a discharge hydraulic pressure path N1 is formed in the bottom wall of the mounting hole 201 of the base body 200, and is opened 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 reference example 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 reference example 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 fluid in 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.

(First embodiment)
Next, a first embodiment of the brake hydraulic pressure control apparatus for a bar handle vehicle according to the present invention will be described.
The present embodiment differs from the ninth reference example 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 cylindrical holding member 131 ′ that constitutes a part of the pump housing 11 is fitted into the inner space of one end of the through hole 110 that is the inner wall surface of the portion 113 ′. 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. 15, 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. 14).

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 movement direction of the suction valve body 132 of the suction valve 130A is a direction along the axial direction of the piston 111, and discharge is performed so as to surround the radially outer side of the suction valve 130A. Since the valve 140 ′ is arranged and 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. This is possible, and the solenoid pump 10 can be reduced in size.

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

(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.
This embodiment is a modification of the first embodiment, and as shown in FIG. 16, 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 the communication hole 110a ′ and the communication passage 110c ′.

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. 17, 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. 16) of the through hole 110.

  In the present embodiment, the cup seal including the base portion 135 and the 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 as described in the first 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 suction is performed so as to surround the radially outer side of the discharge valve 140A. Since the valve 130B is arranged and the suction valve 130B allows or blocks the flow of brake fluid along the axial direction of the piston 111, the axial length of the solenoid pump 10 can be shortened. Yes, the solenoid 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 (4)

A fixed core;
A movable core provided movably with respect to the fixed core;
A coil that moves the movable core to the fixed core side by electromagnetic force;
A spring member that moves the movable core moved to the fixed core side away from the fixed core;
A pump housing at least a portion of which is the fixed core;
A pressure chamber formed in the pump housing;
A suction valve that opens when the hydraulic fluid is sucked into the pressure chamber;
A discharge valve that opens when the hydraulic fluid is discharged from the pressure chamber;
A piston that is provided in the pump housing and reciprocates in conjunction with the movement of the movable core, thereby increasing or decreasing the volume of the pressure chamber;
The pressure chamber is formed on the side opposite to the side where the movable core is disposed across the piston,
A communication port of the suction valve and a communication port of the discharge valve are opened in the pump housing facing the pressure chamber;
The spring member is disposed outside the pressure chamber;
One of the intake valve and the discharge valve is arranged so that the moving direction of the valve body is a direction along the axial direction of the piston, and the other surrounds the radially outer side of the one valve. A solenoid pump, wherein the valve is arranged to permit or block the flow of hydraulic fluid along the axial direction of the piston. 2. The solenoid pump according to claim 1, wherein the other of the intake valve and the discharge valve is a cup seal disposed so as to surround a radially outer side of the one valve.   The seal member which prevents that a hydraulic fluid flows out from the said pressure chamber side to the said movable core side is arrange | positioned between the said pump housing and the said piston. The solenoid pump described in 1. A bottomed cylindrical member that slidably accommodates the movable core,
The solenoid pump according to claim 3, wherein the cylindrical member is formed with an outside air communication hole communicating with a space in which the piston is slidably disposed in the pump housing.

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