JP6159554B2 - Brake hydraulic pressure control device - Google Patents

Description

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

  As a hydraulic circuit of a brake hydraulic pressure control device used mainly in a bar handle type vehicle (hereinafter simply referred to as “bar handle vehicle”) such as a motorcycle, an automatic tricycle, and an all terrain vehicle (ATV), an anti-wheel brake circuit is provided. In addition to lock brake control, this is referred to as brake control that links the front and rear wheel brakes (hereinafter referred to as interlock brake control). ) Is known (for example, see Patent Document 1).

  This hydraulic circuit includes a brake system for braking one of the two front and rear wheel brakes (for example, a front wheel brake) and a brake system for braking the other wheel brake (for example, a rear wheel brake). Each brake system is equipped with electromagnetic valves and pumps necessary for antilock brake control and interlocking brake control.

Japanese Unexamined Patent Publication No. 2000-6679

In the brake fluid pressure control device disclosed in Patent Document 1, for example, when the brake operator for the front wheel is operated, the fluid pressure path leading to the wheel brake for the rear wheel is increased in the brake system for the rear wheel by interlocking brake control. In such a state, when the brake operator for the rear wheel is operated, the brake fluid is discharged from the rear wheel master cylinder to the suction side of the pump. operation feeling such as when operating the operating element has a problem that obtained which have not been.

  Therefore, the present invention solves the above-described problems and can improve the operation feeling when operating the brake operator of the brake system on the side boosted by the brake hydraulic pressure control device. It is an issue to provide.

In order to solve the above-mentioned problems, the present invention provides a brake hydraulic pressure control device for a bar handle vehicle having two brake systems for operating front and rear wheel brakes by independent master cylinders. Among the two brake systems, at least one of the brake systems on the boosted side includes a hydraulic pressure path from the master cylinder to the wheel brake, a cut valve provided in the hydraulic pressure path, the master cylinder and the cut valve A suction path that branches off from the hydraulic pressure path, a discharge path that leads to the hydraulic pressure path, an open path that leads from the wheel brake to the suction path, and a brake fluid in the suction path for sucking the discharge a pump that discharges to the road, a suction valve provided in the intake passage, a variable receiving means for the provided in the suction passage between the suction valve the pump set on the open road A reservoir that temporarily stores brake fluid that escapes from the wheel brake, and a check valve that is provided between the reservoir and the pump and that allows only inflow of brake fluid from the reservoir side to the pump side The variable receiving means is configured to store the brake fluid by changing its volume when the brake fluid flows in, and to absorb an increase in pressure of the brake fluid in the suction passage.

According to this brake fluid pressure control device, even if the brake operator is operated in the brake system on the side that is boosted by the brake fluid pressure control device that opens the suction valve and closes the cut valve, the suction path Since the volume of the variable receiving means provided in the cylinder changes and the brake fluid flows into the variable receiving means, the pressure increase of the brake fluid in the suction passage is absorbed.
Therefore, even when the brake operator of the brake system on the pressure boosted side by the brake fluid pressure control device is operated, the same operation feeling as in normal brake operation can be obtained, and there is no uncomfortable brake feeling Is obtained.

  In the present invention, the variable receiving means includes a cylinder chamber, a piston that moves in the cylinder chamber, and a spring that urges the piston, and the variable receiving means operates the brake operator. When the brake fluid pressure generated by the master cylinder is received, the piston moves against the urging force of the spring, so that the brake fluid is stored in the cylinder chamber.

  According to this brake fluid pressure control device, the configuration is simple, and it is possible to suitably obtain a brake feeling that does not cause a sense of incongruity while reducing costs.

  Further, the present invention is characterized in that the two brake systems are configured to be capable of interlocking brake control that generates a braking force on the wheel brakes of the other brake system in conjunction with a brake operation on one of the brake systems. And

According to this brake fluid pressure control device, even if the brake operator is operated in the interlocking brake system during the interlocking brake control that opens the suction valve and closes the cut valve, Since the volume of the provided variable receiving means changes and the brake fluid flows into the variable receiving means, the pressure increase of the brake fluid in the suction path is absorbed.
Therefore, even if the brake operator of the linked brake system is operated during interlocked brake control, the same operation feeling as during normal brake operation can be obtained, and a brake feeling without a sense of incongruity can be obtained. It is done.

  Further, the present invention is characterized in that the two brake systems are a front wheel side brake system and a rear wheel side brake system, and at least the brake system on the linked side is a front wheel side brake system.

  According to this brake fluid pressure control device, an operation feeling similar to that at the time of normal brake operation can be obtained in a brake operator that is normally operated by hand, and a brake feeling without a sense of incongruity can be obtained.

  ADVANTAGE OF THE INVENTION According to this invention, the brake fluid pressure control apparatus which can improve the operation feeling at the time of operating the brake operation element of the brake system | strain by the side boosted with a brake fluid pressure control apparatus is obtained.

It is a brake fluid pressure circuit diagram showing a brake fluid pressure control device concerning a 1st embodiment of the present invention. It is a brake fluid pressure circuit figure showing the time of interlocking brake control. It is a brake hydraulic pressure circuit diagram at the time of operating the brake operator of the brake system on the rear wheel side. It is a brake fluid pressure circuit diagram showing a brake fluid pressure control device concerning a 2nd embodiment of the present invention. It is a brake fluid pressure circuit figure showing the time of interlocking brake control. It is a brake fluid pressure circuit figure at the time of operating the brake operator of the brake system of the front wheel side.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.

  As shown in FIG. 1, the brake fluid pressure control device U according to the present embodiment is suitably used for vehicles such as motorcycles, motor tricycles, all-terrain vehicles (ATVs), and automobiles. The braking force (brake hydraulic pressure) applied to the wheels is appropriately controlled. In the following, an example in which the brake fluid pressure control device U is applied to a motorcycle will be described, but the vehicle on which the brake fluid pressure control device U is mounted is not intended to be limited.

The brake fluid pressure control device U includes a front-wheel brake system K1 and a rear-wheel brake system K2. The brake system K1 on the front wheel side brakes the front wheel brake F according to the operation of the brake lever L1 as an operator, and appropriately controls the braking force applied to the front wheel brake F by the control device 7 as control means. Thus, the antilock brake control of the front wheel brake F is possible.
The rear wheel brake system K2 brakes the rear wheel brake R in accordance with the operation of the brake pedal L2 as an operator, and appropriately controls the braking force applied to the rear wheel brake R by the control device 7. Thus, the antilock brake control of the rear wheel brake R is possible.
Further, the brake system K2 on the rear wheel side can perform interlocking brake control in conjunction with the operation of the brake lever L1 on the front wheel side, and the brake system K1 on the front wheel side can operate the brake pedal L2 on the rear wheel side. Interlocked brake control is possible.

Hereinafter, the brake hydraulic circuit shown in FIG. 1 will be described in detail. Since the brake systems K1 and K2 have substantially the same configuration, the brake system K1 will be mainly described below, and the brake system K2 will be described as appropriate.
The brake system K1 is a system from the inlet port J1 to the outlet port J2. The inlet port J1 is connected to a pipe H1 leading to the master cylinder MC1, which is a hydraulic pressure source, and the outlet port J2 is connected to a pipe H2 leading to the front wheel brake F.
The brake system K2 is a system from the inlet port J3 to the outlet port J4. A pipe H3 leading to the master cylinder MC2 is connected to the inlet port J3, and a pipe H4 leading to the rear wheel brake R is connected to the outlet port J4.

  Each of the master cylinders MC1 has a cylinder (not shown) to which a brake fluid tank chamber for storing brake fluid is connected. In the cylinder, an operation of a brake lever L1, which is a brake operator, causes an axial direction of the cylinder. A master piston (not shown) that slides into and flows out the brake fluid is assembled. Here, the master cylinder MC2 on the rear wheel side is different in that a brake pedal L2 is connected as a brake operator.

The brake system K1 includes a regulator RE, a control valve means V, a suction valve 4, a reservoir 5, a pump 6, and a variable receiving means 10.
In the following description, the hydraulic pressure path from the inlet port J1 to the regulator RE is referred to as “output hydraulic pressure path A”, and the hydraulic pressure path from the regulator RE to the front wheel brake F is referred to as “wheel hydraulic pressure path B”. . Further, the hydraulic pressure path branched from the output hydraulic pressure path A to the pump 6 is referred to as “suction path C”, the hydraulic pressure path from the pump 6 to the wheel hydraulic pressure path B is referred to as “discharge path D”, and The hydraulic pressure path from the wheel hydraulic pressure path B to the suction path C is referred to as “open path E”. “Upstream side” means the master cylinder MC1 (MC2) side, and “downstream side” means the front wheel brake F (rear wheel brake R) side.

  The regulator RE has a function of switching between a state in which the brake fluid is allowed to flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B and a state in which the brake fluid is blocked, and a brake fluid flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B. It has a function of adjusting the brake fluid pressure in the wheel fluid pressure passage B and the discharge passage D to a set value or less when the inflow is cut off, and includes a cut valve 1, a check valve 1a, and a relief valve 1b. Configured.

  The cut valve 1 is a normally-open electromagnetic valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B. When the valve 1 is in an open state, the cut-off valve 1 supplies the brake fluid from the upstream side to the downstream side. Allow inflow and shut off when valve is closed. The normally open electromagnetic valve constituting the cut valve 1 is such that an electromagnetic coil for driving the valve body is electrically connected to the control device 7, and the electromagnetic coil is based on a command from the control device 7. When is excited, the valve is closed to block the flow of brake fluid from the upstream side to the downstream side, and when the electromagnetic coil is demagnetized, the valve is opened to allow the flow of brake fluid from the upstream side to the downstream side. To do.

The check valve 1a is a valve that allows only inflow of the brake fluid from the upstream side to the downstream side, and is connected to the cut valve 1 in parallel.
The relief valve 1b is added as a function to the normally closed electromagnetic valve serving as the cut valve 1, and the valve opening pressure is controlled by controlling the current value applied to the electromagnetic coil for driving the electromagnetic valve. The valve is opened when the value obtained by subtracting the brake hydraulic pressure in the output hydraulic pressure path A from the brake hydraulic pressure in the hydraulic pressure path B exceeds a set value.

  The control valve means V opens the wheel hydraulic pressure path B while blocking the open path E, blocks the wheel hydraulic pressure path B while opening the open path E, and the wheel hydraulic pressure path B and the open path E. It has the function to switch the state which interrupts | blocks, and is provided with the inlet valve 2, the check valve 2a, and the outlet valve 3.

The inlet valve 2 is a normally open electromagnetic valve provided in the wheel hydraulic pressure passage B, and allows the brake fluid to flow in from the upstream side to the downstream side when in the open state, and is in the closed state. Sometimes shut off. The normally open electromagnetic valve constituting the inlet valve 2 has an electromagnetic coil for driving the valve body electrically connected to the control device 7, and the electromagnetic coil is excited based on a command from the control device 7. When the electromagnetic coil is demagnetized, the valve is closed.
The check valve 2 a is a valve that allows only the inflow of brake fluid from the downstream side to the upstream side, and is connected in parallel to each inlet valve 2.

  The outlet valve 3 is a normally-closed electromagnetic valve interposed in the open path E, and shuts off the flow of brake fluid from the front wheel brake F side to the reservoir 5 side when in the valve closed state. Allow when The normally closed electromagnetic valve constituting the outlet valve 3 has an electromagnetic coil for driving the valve body electrically connected to the control device 7, and the electromagnetic coil is operated based on a command from the control device 7. When energized, the valve opens.

  The suction valve 4 switches between a state in which the suction path C is opened and a state in which the suction path C is shut off, and is a normally closed electromagnetic valve provided in the suction path C. The normally closed electromagnetic valve constituting the intake valve 4 has an electromagnetic coil for driving the valve body electrically connected to the control device 7, and the electromagnetic coil is excited based on a command from the control device 7. Then, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed.

  The reservoir 5 is provided in the release path E, and has a function of temporarily storing brake fluid that is released when each outlet valve 3 is opened. Further, between the reservoir 5 and the pump 6, a check valve 5 a that allows only brake fluid to flow from the reservoir 5 side to the pump 6 side is interposed.

  The pump 6 is interposed between the suction path C and the discharge path D. The pump 6 is driven by the rotational force of the motor 20, sucks the brake fluid stored in the reservoir 5 of the suction path C, and discharges it to the discharge path D. When the cut valve 1 is in the closed state and the suction valve 4 is in the open state, the pump 6 sucks the brake fluid stored in the master cylinder MC1, the output hydraulic pressure path A, and the suction path C. Then, the ink is discharged to the discharge path D. Accordingly, it is possible to apply the brake fluid pressure to the front wheel brake F even when the brake lever L1 is not operated during the interlocking brake control (by operating the brake pedal L2).

  In the output hydraulic pressure path A, a hydraulic pressure sensor 8a for measuring the magnitude of the brake hydraulic pressure in the master cylinder MC1 is provided. The value of the brake fluid pressure measured by the fluid pressure sensor 8a is taken into the control device 7 as needed, and interlocked brake control or the like is performed based on the magnitude of the brake fluid pressure measured by the fluid pressure sensor 8a.

  Further, a hydraulic pressure sensor 8b for measuring the magnitude of the brake hydraulic pressure acting on the rear wheel brake R is provided in the output hydraulic pressure path A of the brake system K2 on the rear wheel side. The value of the brake fluid pressure measured by the fluid pressure sensor 8b is taken into the control device 7 as needed, and interlocked brake control or the like is performed based on the magnitude of the brake fluid pressure measured by the fluid pressure sensor 8b.

  The motor 20 is a common power source for the pump 6 in the brake system K1 on the front wheel side and the pump 6 in the brake system K2 on the rear wheel side, and is an electric part that operates based on a command from the control device 7.

  The control device 7 is fixed to a hydraulic pressure sensor 8a, a hydraulic pressure sensor 8b, a wheel speed sensor for a front wheel that is fixedly disposed facing a side surface of a pulsar gear fixed to a front wheel (not shown), and a rear wheel (not shown). Based on the output from the wheel speed sensor for the rear wheel fixedly arranged facing the side surface of the pulsar gear, the cut valve 1 of the regulator RE, the inlet valve 2 and the outlet valve 3 of the control valve means V, and the suction valve 4 The opening and closing and the operation of the motor 20 are controlled.

The variable receiving means 10 is provided between the suction valve 4 and the pump 6 in the suction path C. The variable receiving means 10 of the brake system K1 changes its volume when the brake lever L1 is operated during the interlocking brake control in which the cut valve 1 of the brake system K1 is closed and the intake valve 4 is opened. Is stored so as to absorb an increase in the pressure of the brake fluid in the suction passage C.
Similarly, the variable receiving means 10 of the brake system K2 changes its volume when the brake pedal L2 is operated during the interlocking brake control in which the cut valve 1 of the brake system K2 is closed and the intake valve 4 is opened. By storing the brake fluid, the brake fluid acts to absorb the pressure increase of the brake fluid in the suction passage C.
The variable receiving means 10 includes a cylinder chamber 10a, a piston 10b that moves in the cylinder chamber 10a, and a spring 10c that biases the piston 10b.

  When the brake fluid pressure in the suction path C is increased, the variable receiving means 10 moves to a side where the piston 10b expands the volume in the cylinder chamber 10a against the urging force of the spring 10c, and the cylinder chamber 10a. Brake fluid is stored inside.

  The spring 10c is housed in the cylinder chamber 10a in a compressed state, and an initial pressing force is applied to the piston 10b. The initial pressing force of the spring 10c (the spring constant of the spring 10c and the initial compression amount) is determined when the brake fluid pressure acting on the pressure receiving surface of the piston 10b in the cylinder chamber 10a is larger than the set value. The piston 10b is set to a size that moves within the cylinder chamber 10a against the elastic force of the spring 10c and the frictional resistance with the cylinder chamber 10a.

At the time of interlocking brake control, the brake fluid pulsates in the suction passage C connected to the pump 6 is attenuated by the brake fluid flowing into the variable receiving means 10.
Furthermore, in the present embodiment, the damper 9a and the orifice 9b are provided in the discharge passage D, and the pulsation of the brake fluid is effectively attenuated by the cooperative action of the variable receiving means 10, the damper 9a, and the orifice 9b. It has become.

  Next, normal brake control, antilock brake control and interlock brake control realized by the control device 7 will be described with reference mainly to the hydraulic circuit of FIG.

(Normal brake control)
At the time of normal brake control in which each wheel is not likely to be locked, the plurality of electromagnetic coils that drive the plurality of electromagnetic valves are all demagnetized by the control device 7. That is, in normal brake control, the cut valve 1 and the inlet valve 2 are in an open state, and the outlet valve 3 and the intake valve 4 are in a closed state.

When the driver operates the brake lever L1 in such a state, the brake hydraulic pressure generated in the master cylinder MC1 due to the operating force is output hydraulic pressure path A, cut valve 1 and wheel hydraulic pressure path B. Is transmitted to the front wheel brake F as it is, and the front wheel is braked. When the brake lever L1 is loosened, the brake fluid that has flowed into the wheel hydraulic pressure path B is returned to the master cylinder MC1 via the cut valve 1 and the output hydraulic pressure path A.
In the brake system K2 on the rear wheel side, the rear wheel is braked in the same manner.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is about to fall into a locked state, and the front valve brake F is controlled by controlling the control valve means V corresponding to the front wheel brake F (rear wheel brake R). This is realized by appropriately selecting a state in which the brake fluid pressure acting on the (rear wheel brake R) is reduced, increased or kept constant. It is determined by the control device 7 based on the wheel speeds obtained from the wheel speed sensor for the front wheels and the wheel speed sensor for the rear wheels.

  When the control device 7 determines that the brake hydraulic pressure acting on the front wheel brake F should be reduced, the wheel hydraulic pressure path B is blocked by the control valve means V and the open path E is opened. Specifically, the control device 7 excites the inlet valve 2 to close the valve, and excites the outlet valve 3 to open the valve. In this way, the brake fluid in the wheel fluid pressure path B communicating with the front wheel brake F flows into the reservoir 5 through the release path E, and as a result, the brake fluid pressure acting on the front wheel brake F is reduced.

  When the control device 7 determines that the brake fluid pressure acting on the front wheel brake F should be kept constant, the wheel fluid pressure passage B and the release passage E are blocked by the control valve means V, respectively. Specifically, the control device 7 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 hydraulic path closed with the front-wheel brake F, the inlet valve 2, and the outlet valve 3, As a result, the brake hydraulic pressure which is acting on the front-wheel brake F is constant. Retained.

  Further, when the control device 7 determines that the brake hydraulic pressure acting on the front wheel brake F should be increased, the wheel hydraulic pressure path B is opened by the control valve means V and the open path E is blocked. Specifically, the control device 7 demagnetizes the inlet valve 2 to open it, and demagnetizes the outlet valve 3 to close it. When the motor 20 is driven by the control device 7, the pump 6 is operated as the motor 20 is driven, and the brake fluid stored in the reservoir 5 is returned to the wheel hydraulic pressure path B through the discharge path D. .

(Linked brake control)
In the interlocked brake control, when the driver operates only one of the brake lever L1 and the brake pedal L2, or when both are operated but the other operation is insufficient, the braking force (brake hydraulic pressure) is large. This process is executed when it is determined that a braking force corresponding to the force needs to be applied to the other wheel brake.

For example, when the driver operates the brake lever L1 to brake the front wheel, various information such as the operation amount of the brake lever L1 input to the control device 7 and the magnitude of the brake fluid pressure measured by the fluid pressure sensor 8a. When the control device 7 determines that it is necessary to apply a braking force to the rear wheel based on the control value, the control device 7 determines whether the braking force is applied by the hydraulic pressure sensor 8a of the brake system K1. The brake system K2 on the rear wheel side is controlled.
Specifically, as shown in FIG. 2, in the brake system K2, the cut valve 1 is excited to be closed, the suction valve 4 is excited to be opened, and the motor 20 is operated. Then, the pump 6 is driven, and the brake fluid on the suction path C side (master cylinder MC2 side) is discharged to the discharge path D. As a result, the brake fluid pressure acts on the rear wheel brake R, and the rear wheel is braked.
In the figure, the flow path indicated by a bold line in the brake system K2 is a flow path that is boosted by the pump 6, and the description is omitted except for the main flow path.

Here, when the brake pedal L2 is operated by the driver when the interlocking brake control is being performed on the brake system K2, the suction path C branched from the output hydraulic pressure path A as shown in FIG. The brake fluid pressure generated in the master cylinder MC2 acts on the (suction valve 4). In the figure, the flow path indicated by a broken line is a flow path that is boosted by the operation of the brake pedal L2, and the description other than the main flow path is omitted.
Then, the piston 10b of the variable receiving means 10 provided in the suction path C is pressed by receiving the brake fluid pressure generated in the master cylinder MC2, and moves against the urging force of the spring 10c. As a result, the volume of the cylinder chamber 10a changes in the direction in which it expands, the brake fluid flows into the cylinder chamber 10a, and the pressure increase of the brake fluid in the suction passage C is absorbed by the variable receiving means 10.

  In this way, the piston 10b of the variable receiving means 10 moves (displaces) against the urging force of the spring 10c by the brake fluid pressure acting on the suction passage C, so that the stroke of the brake pedal L2 is allowed. A pseudo pedal reaction force is generated and applied to the brake pedal L2. As a result, it is possible to obtain a brake feeling that is comfortable for the driver.

In the brake hydraulic pressure control device U of the present embodiment described above, for example, the brake pedal L2 is operated when the interlocking brake control is being performed on the brake system K2, and the suction valve 4 and the pump 6 are operated. When the brake fluid pressure in the suction passage C increases in the meantime, the volume of the variable receiving means 10 provided in the suction passage C changes, the brake fluid flows into the variable receiving means 10, and the pressure of the brake fluid in the suction passage C increases. Absorbed.
Therefore, when the brake pedal L2 of the brake system K2 on the side to be interlocked (pressure-increasing side) is operated during the interlocking brake control, the same operation feeling as that at the time of normal brake operation can be obtained, and there is no discomfort. Feeling is obtained.

  The variable receiving means 10 includes a cylinder chamber 10a, a piston 10b that moves in the cylinder chamber 10a, and a spring 10c that biases the piston 10b. Therefore, the configuration is simple and the cost is reduced. A brake feeling without a sense of incongruity can be suitably obtained.

(Second Embodiment)
A brake fluid pressure control apparatus according to the second embodiment will be described with reference to FIGS. The present embodiment differs from the first embodiment in that the interlocked brake system is only the front wheel brake system K1. That is, the brake system K2 is an independent brake system with no interlocking brake control.
The brake system K1 is the same as that described in the first embodiment. The brake system K2 has a configuration in which the regulator RE, the intake valve 4 and the variable receiving means 10 are excluded from those described in the first embodiment. That is, the independent brake system K2 is simpler than the brake system K1.

In such a configuration, when the driver operates the brake pedal L2 to brake the rear wheel, the amount of operation of the brake pedal L2 input to the control device 7 and the brake fluid pressure measured by the fluid pressure sensor 8b. When the control device 7 determines that it is necessary to apply a braking force to the front wheels based on various information such as the size, the control device 7 determines the pressure value measured by the hydraulic pressure sensor 8b of the brake system K2. Based on this, the brake system K1 on the front wheel side is controlled.
Specifically, as shown in FIG. 5, in the brake system K1, the cut valve 1 is excited to be closed, the suction valve 4 is excited to be opened, and the motor 20 is operated. Then, the pump 6 is driven, and the brake fluid on the suction path C side (master cylinder MC1 side) is discharged to the discharge path D. As a result, the brake fluid pressure acts on the front wheel brake F, and the front wheel is braked.

Here, when the brake lever L1 is operated by the driver while the interlocking brake control is being executed for the brake system K1, the suction path C branched from the output hydraulic pressure path A as shown in FIG. The brake fluid pressure generated in the master cylinder MC1 acts on the (suction valve 4).
Then, the piston 10b of the variable receiving means 10 provided in the suction path C is pressed by receiving the brake fluid pressure generated in the master cylinder MC1, and moves against the urging force of the spring 10c. As a result, the volume of the cylinder chamber 10a changes in the direction in which it expands, the brake fluid flows into the cylinder chamber 10a, and the pressure increase of the brake fluid in the suction passage C is absorbed by the variable receiving means 10.

  In this way, the piston 10b of the variable receiving means 10 moves (displaces) against the urging force of the spring 10c by the brake fluid pressure acting on the suction passage C, so that the stroke of the brake lever L1 is allowed. A pseudo pedal reaction force is generated and applied to the brake lever L1. As a result, it is possible to obtain a brake feeling that is comfortable for the driver.

  According to the brake fluid pressure control device U of the present embodiment, the brake lever L1 that is normally operated by hand can provide the same operation feeling as during normal brake operation, and a brake feeling that does not feel uncomfortable. .

The embodiment of the present invention has been described above, but the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit of the present invention.
For example, in this embodiment, as shown in FIG. 1, the case where the brake fluid pressure control device of the present invention is applied to a motorcycle is described as an example, but the brake fluid pressure control device of the present invention is an independent system. Can be applied to a four-wheel bar-handle vehicle. In this case, two front wheel brakes are connected to one brake system, and two rear wheels are connected to the other brake system. Connected to the wheel brake of the wheel.
Alternatively, the brake pedal L2 may be the brake lever L2 and the brake levers L1 and L2 may be used, or the brake lever L1 may be the brake pedal L1 and the brake pedal L2 may be the brake lever L2 to have the opposite configuration.

4 intake valve 6 pump 7 control device 10 variable receiving means 10a cylinder chamber 10b piston 10c spring A output hydraulic pressure path B wheel hydraulic pressure path C suction path D discharge path E release path F front wheel brake R rear wheel brake RE regulator K1 brake system K2 Brake system L1 Brake lever (brake operator)
L2 Brake pedal (brake operator)
U Brake fluid pressure control device MC1 Master cylinder MC2 Master cylinder

Claims (4)

A brake hydraulic pressure control device for a bar handle vehicle having two brake systems for operating front and rear wheel brakes with independent master cylinders,
Of the two brake systems, at least one of the brake systems to be boosted is
A hydraulic path from the master cylinder to the wheel brake,
A cut valve provided in the hydraulic pressure path;
A suction path branched from the hydraulic pressure path between the master cylinder and the cut valve;
A discharge path leading to the hydraulic pressure path;
An open path from the wheel brake to the suction path;
A pump for sucking brake fluid in the suction passage and discharging the brake fluid to the discharge passage;
A suction valve provided in the suction path;
Variable receiving means provided in the suction path between the suction valve and the pump;
A reservoir provided in the open path and temporarily storing brake fluid that escapes from the wheel brake;
A check valve that is provided between the reservoir and the pump and allows only the flow of brake fluid from the reservoir side to the pump side ,
The variable hydraulic pressure control device is characterized in that the variable receiving means changes its volume when the brake fluid flows in, stores the brake fluid, and absorbs the pressure increase of the brake fluid in the suction passage. The variable receiving means includes a cylinder chamber, a piston that moves in the cylinder chamber, and a spring that biases the piston,
The variable receiving means includes
When receiving the brake fluid pressure of the master cylinder generated by the operation of the brake operator, the piston moves against the urging force of the spring to store the brake fluid in the cylinder chamber. The brake fluid pressure control device according to claim 1.   2. The brake system according to claim 1, wherein the two brake systems are configured to be capable of interlocking brake control that generates a braking force on the wheel brake of the other brake system in conjunction with a brake operation on one of the brake systems. The brake fluid pressure control device according to claim 2. The two brake systems are a front wheel side brake system and a rear wheel side brake system,
4. The brake fluid pressure control apparatus according to claim 3, wherein at least the brake system on the interlocked side is a front wheel side brake system.

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