JP6753771B2 - Brake fluid pressure control device for vehicles and brake system for motorcycles - Google Patents

Description

The present invention relates to a brake fluid pressure control device for a vehicle and a motorcycle brake system including the brake fluid pressure control device.

Conventionally, in a vehicle braking system such as a motorcycle (motorcycle or motorcycle), when the passenger of the vehicle operates the brake lever, the pressure of the brake fluid in the hydraulic circuit increases, and the wheel is controlled. Power is generated. Further, a brake system including a brake fluid pressure control device for adjusting a braking force is known. This brake hydraulic pressure control device can increase or decrease the pressure of the brake fluid in the hydraulic pressure circuit to adjust the braking force generated on the wheels. As the brake fluid pressure control device, a pump device that changes the pressure of the brake fluid in the hydraulic pressure circuit, a hydraulic pressure adjusting valve for increasing or decreasing the pressure of the brake fluid, a controller that controls their operation, etc. are unitized. There are some (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2011-51359

In the conventional brake hydraulic pressure control device, a pump device that changes the pressure of the brake fluid in the hydraulic pressure circuit is driven by a motor, and the motor is a controller (electronic control unit) provided with a circuit board. Driven by. Then, it becomes necessary to improve the workability and reliability of the connection between the motor and the circuit board.

The present invention has been made against the background of the above problems, and obtains a brake fluid pressure control device and a brake system for a motorcycle, which have improved workability and reliability of connection between a motor and a circuit board. The purpose is.

The brake hydraulic pressure control device according to the present invention includes a substrate on which a flow path for brake fluid is formed, a motor attached to the substrate for driving a pump device provided in the flow path, and the motor. A brake hydraulic pressure control device for a vehicle comprising a casing accommodating a motor and a circuit board of a controller for controlling the operation of the motor, wherein the motor terminal of the motor and the circuit board Is connected via a metal piece, the metal piece is provided between the casing and the circuit board, and the end of the metal piece on the side connected to the circuit board. The base of the first end portion is supported from the casing side.

The motorcycle brake system according to the present invention includes the above-mentioned brake fluid pressure control device.

According to the brake fluid pressure control device according to the present invention, a metal piece connecting the motor terminal of the motor and the circuit board is provided between the casing and the circuit board, and the base portion of the first end portion of the metal piece is formed. Since the structure is supported from the casing side, the workability and reliability of the connection between the motor and the circuit board are improved.

According to the brake system for a motorcycle according to the present invention, improving the workability and reliability of the connection between the motor and the circuit board by the above-mentioned brake fluid pressure control device is severe for the miniaturization of the mounted equipment in the motorcycle. It can be realized while satisfying various requirements.

It is a schematic diagram which shows an example of the structure of the motorcycle to which the brake system for a motorcycle including the brake fluid pressure control device which concerns on embodiment of this invention is applied. It is a block diagram of the brake system for a motorcycle including the brake fluid pressure control device which concerns on embodiment of this invention. It is a perspective view seen from the casing side of the brake fluid pressure control device which concerns on embodiment of this invention. It is a perspective view of the brake fluid pressure control device which concerns on embodiment of this invention as seen from the substrate side. It is an exploded perspective view of the brake fluid pressure control device which concerns on embodiment of this invention. It is a perspective view seen from the 1st surface side around the metal piece of the brake fluid pressure control device which concerns on embodiment of this invention. It is a perspective view of the drive coil of the brake fluid pressure control device which concerns on embodiment of this invention. It is a perspective view of the coil terminal of the brake fluid pressure control device which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings as appropriate.

In the following, the case where the brake fluid pressure control device according to the present invention is used for a motorcycle brake system will be described, but the brake fluid pressure control device according to the present invention is a vehicle other than a motorcycle (for example, an automobile). , Trucks, etc.) may be used in the braking system. Further, in the following, a case where the brake hydraulic pressure control device according to the present invention is applied to a brake system including a front wheel hydraulic pressure circuit and a rear wheel hydraulic pressure circuit will be described, but the brake hydraulic pressure control according to the present invention will be described. The device may be applied to a braking system having only one of a front wheel hydraulic circuit and a rear wheel hydraulic circuit.

The configuration, operation, and the like described below are examples, and the brake fluid pressure control device according to the present invention is not limited to such a configuration, operation, and the like. For example, the brake fluid pressure control device according to the present invention may perform operations other than the operation as ABS.

Further, in each figure, the relationship between the sizes of the constituent members may differ from the actual one. Further, in each figure, members or parts having the same or equivalent relationship are given the same reference numerals or are omitted from being given the same reference numerals. Further, in each figure, the illustration of the detailed portion is appropriately simplified or omitted.

<Appearance configuration of motorcycle 200>
The configuration of the motorcycle 200 will be described with reference to FIG. In the following description, the motorcycle brake system according to the embodiment of the present invention is referred to as a brake system 100.
FIG. 1 is a schematic view showing an example of a configuration of a motorcycle to which a motorcycle brake system including a brake fluid pressure control device according to an embodiment of the present invention is applied.

The motorcycle 200 is a combination of the wheels W, the vehicle body B, and the brake system 100. In the present embodiment, the motorcycle 200 will be described as a motorcycle, but the present invention is not limited to this, and a motorcycle may be used.

<Overall configuration of brake system 100>
The overall configuration of the brake system 100 will be described with reference to FIG.
FIG. 2 is a configuration diagram of a motorcycle brake system including a brake fluid pressure control device according to an embodiment of the present invention.

The brake system 100 includes a brake fluid pressure control device 1 that changes the braking force generated on the wheels W of the motorcycle 200. In addition, the brake system 100 includes a steering wheel lever 24 and a foot pedal 34 operated by a user or the like who drives a motorcycle. When the handle lever 24 is operated, a braking force is generated on the front wheels 20, and when the foot pedal 34 is operated, a braking force is generated on the rear wheels 30.

The brake system 100 includes a front wheel hydraulic circuit C1 through which the brake fluid used to generate the braking force in the front wheels 20 flows, and a rear wheel hydraulic circuit C2 in which the brake fluid used to generate the braking force in the rear wheels 30 flows. including.

The brake system 100 has the following configuration as a mechanism for generating a braking force on the front wheels 20. That is, the brake system 100 includes a front brake pad 21 provided corresponding to the front wheel 20, a front wheel cylinder 22 provided with a front brake piston (not shown) for operating the front brake pad 21 so as to be slidable. It includes a brake liquid pipe 23 connected to the front wheel cylinder 22.

The front brake pad 21 is provided so as to sandwich a rotor (not shown) that rotates together with the front wheel 20. When the front brake pad 21 is pushed by the front brake piston in the front wheel cylinder 22, the front brake pad 21 comes into contact with the rotor to generate a frictional force, and a braking force is generated on the front wheel 20 rotating together with the rotor.

The brake system 100 includes a first master cylinder 25 attached to the handle lever 24, a first reservoir 26 for storing the brake fluid, and a brake fluid pipe 27 connected to the first master cylinder 25. A master cylinder piston (not shown) is slidably provided on the first master cylinder 25. When the handle lever 24 is operated, the master cylinder piston in the first master cylinder 25 moves. Since the pressure of the brake fluid applied to the front brake piston changes depending on the position of the master cylinder piston, the force with which the front brake pad 21 sandwiches the rotor changes, and the braking force of the front wheels 20 changes.

The brake system 100 has the following configuration as a mechanism for generating a braking force on the rear wheels 30. That is, the brake system 100 includes a rear brake pad 31 provided corresponding to the rear wheel 30, a rear wheel cylinder 32 provided with a rear brake piston (not shown) for moving the rear brake pad 31 so as to be slidable. It includes a brake liquid pipe 33 connected to the rear wheel cylinder 32.

The rear brake pad 31 is provided so as to sandwich a rotor (not shown) that rotates together with the rear wheel 30. When the rear brake pad 31 is pushed by the rear brake piston in the rear wheel cylinder 32, it comes into contact with the rotor to generate a frictional force, and a braking force is generated on the rear wheel 30 that rotates with the rotor.

The brake system 100 includes a second master cylinder 35 attached to the foot pedal 34, a second reservoir 36 for storing the brake fluid, and a brake fluid pipe 37 connected to the second master cylinder 35. A master cylinder piston (not shown) is slidably provided on the second master cylinder 35. When the foot pedal 34 is operated, the master cylinder piston in the second master cylinder 35 moves. Since the pressure of the brake fluid applied to the rear brake piston changes depending on the position of the master cylinder piston, the force with which the rear brake pad 31 sandwiches the rotor changes, and the braking force of the rear wheels 30 changes.

<Structure of brake fluid pressure control device 1>
The configuration of the brake fluid pressure control device 1 will be described with reference to FIGS. 2 to 5.
FIG. 3 is a perspective view of the brake fluid pressure control device according to the embodiment of the present invention as viewed from the casing side. FIG. 4 is a perspective view of the brake fluid pressure control device according to the embodiment of the present invention as viewed from the substrate side. FIG. 5 is an exploded perspective view of the brake fluid pressure control device according to the embodiment of the present invention.

The brake fluid pressure control device 1 includes a base 10 on which an internal flow path 4 (see FIG. 2) through which brake fluid flows is formed, a pump device 2 assembled to the base 10, a front wheel hydraulic circuit C1 and a rear wheel hydraulic pressure circuit. An openable and closable hydraulic pressure adjusting valve 3 provided in C2, a driving coil 11 for driving the hydraulic pressure adjusting valve 3, a casing 12 for accommodating the driving coil 11, and a motor 13 as a driving source for the pump device 2. It is composed of a controller 7 including a control unit that controls the operation of the pump device 2 and the hydraulic pressure adjusting valve 3, a control device casing 14 that houses the circuit board 7F of the controller 7, and the like.

Next, the configuration of each part of the brake fluid pressure control device 1 will be described with reference to FIGS. 2 to 5.

(Base 10)
The substrate 10 is made of a metal such as aluminum, and is formed of blocks having a substantially rectangular parallelepiped shape. The substrate 10 has a first surface 10A, a second surface 10B, a third surface 10C, a fourth surface 10D, a fifth surface 10E, and a sixth surface 10F.

The first surface 10A refers to a surface located on the upper side of the paper in FIGS. 3 and 4. The second surface 10B refers to the surface located on the left side of the paper surface in FIG. The third surface 10C refers to a surface located on the left side of the paper surface in FIG. The fourth surface 10D refers to the surface located on the lower side of the paper in FIGS. 3 and 4. The fifth surface 10E refers to the surface to which the casing 12 is attached in FIG. The sixth surface 10F refers to the surface located on the right side of the paper surface in FIG.
That is, the first surface 10A and the fourth surface 10D face each other, the second surface 10B and the third surface 10C face each other, and the fifth surface 10E and the sixth surface 10F face each other.

An internal flow path 4 through which the brake fluid flows is formed inside the substrate 10. The internal flow path 4 constitutes a first internal flow path 4A, a second internal flow path 4B, a third internal flow path 4C, and a part of the rear wheel hydraulic flow circuit C2, which form a part of the front wheel hydraulic circuit C1. It is configured to include a fourth internal flow path 4D, a fifth internal flow path 4E, and a sixth internal flow path 4F.

Further, various ports P are opened on the first surface 10A of the base body 10. The various ports P are a first port P1 corresponding to a drive mechanism such as a steering wheel lever 24, a second port P2 corresponding to a drive mechanism such as a foot pedal 34, and a third port corresponding to a drive mechanism such as a front brake pad 21. It is composed of a port P3 and a fourth port P4 corresponding to a drive mechanism such as a rear brake pad 31. A brake fluid pipe 27 is connected to the first port P1. A brake fluid pipe 37 is connected to the second port P2. The brake fluid pipe 23 is connected to the third port P3. A brake fluid pipe 33 is connected to the fourth port P4.

Of the internal flow paths 4, the first internal flow path 4A is connected to the outflow side of the brake fluid of the pump device 2, the first pressure boosting valve 3A which is one of the hydraulic pressure adjusting valves 3, and the first port P1. ing. Further, the first internal flow path 4A is provided with a first flow restrictor 5A that regulates the flow rate of the brake fluid flowing through the internal flow path 4. The second internal flow path 4B of the internal flow paths 4 is connected to the first pressure boosting valve 3A, the first pressure reducing valve 3B which is one of the hydraulic pressure adjusting valves 3, and the third port P3. Of the internal flow paths 4, the third internal flow path 4C is connected to the inflow side of the brake fluid of the pump device 2 and the first pressure reducing valve 3B. Further, the third internal flow path 4C is provided with an accumulator 6 for storing the brake fluid in the internal flow path 4.

Of the internal flow paths 4, the fourth internal flow path 4D is connected to the outflow side of the brake fluid of the pump device 2, the second pressure boosting valve 3C which is one of the hydraulic pressure adjusting valves 3, and the second port P2. ing. Further, the fourth internal flow path 4D is provided with a second flow restrictor 5B that regulates the flow rate of the brake fluid flowing through the internal flow path 4. Of the internal flow paths 4, the fifth internal flow path 4E is connected to the second pressure boosting valve 3C, the second pressure reducing valve 3D which is one of the hydraulic pressure adjusting valves 3, and the fourth port P4. The sixth internal flow path 4F of the internal flow path 4 is connected to the inflow side of the brake fluid of the pump device 2 and the second pressure reducing valve 3D. Further, the sixth internal flow path 4F is provided with an accumulator 6 for storing the brake fluid in the internal flow path 4.

As shown in FIG. 5, a bottomed motor hole 13H in which the motor 13 and the like are housed is formed at substantially the center of the fifth surface 10E of the base 10. Further, a bottomed adjusting valve hole 3H in which the hydraulic pressure adjusting valve 3 is housed is formed around the motor hole 13H. Further, a positioning hole 12H for positioning the casing 12 is formed on the fifth surface 10E of the substrate 10. Further, a screw hole 18H that engages with the screw 18 is formed on the fifth surface 10E of the base 10. Pump holes 2H in which the pump device 2 is housed are formed on the second surface 10B and the third surface 10C of the base 10. A hole for an accumulator (not shown) in which the accumulator 6 is housed is formed on the fourth surface 10D of the base 10.

(Pump device 2)
The pump device 2 conveys the brake fluid in the internal flow path 4 of the base 10 to the first master cylinder 25 and the second master cylinder 35 side. The pump device 2 is driven by a motor 13. For example, there are two pump devices 2. One pump device 2 is used for transporting the brake fluid in the front wheel hydraulic circuit C1 and transports the brake fluid in the third internal flow path 4C to the first internal flow path 4A side. The other pump device 2 is used for transporting the brake fluid in the rear wheel hydraulic circuit C2, and transports the brake fluid in the sixth internal flow path 4F to the fourth internal flow path 4D side. The pump device 2 includes, for example, a piston that reciprocates in the pump hole 2H (not shown), an elastic body attached to the piston (not shown), and a pump cover (not shown) that closes the pump hole 2H. It is composed of.

(Motor 13 and reduction mechanism 60)
The motor 13 includes an electric unit 13A composed of a stator, a rotor, an output shaft and the like. The motor 13 is provided on the casing 12 side with respect to the substrate 10. Two motor terminals 13T are erected toward the circuit board 7F at the end of the motor 13 on the circuit board 7F side. One of the motor terminals 13T is a positive terminal 13T1, and the other of the motor terminals 13T is a negative terminal 13T2. The operation of the motor 13 is controlled by the controller 7.

The speed reduction mechanism 60 reduces the rotation generated by the motor 13. That is, the torque generated by the motor 13 is amplified by the reduction mechanism 60. The speed reduction mechanism 60 fits with the output shaft of the electric unit 13A of the motor 13. That is, the reduction mechanism 60 is attached to the bottom end of the motor hole 13H in the motor 13. One end of the motor 13 and the reduction mechanism 60 are housed in the motor hole 13H and integrally fixed to the base 10.

(Eccentric mechanism 17)
The eccentric mechanism 17 drives the pump device 2 by the rotational force transmitted from the motor 13. That is, the eccentric mechanism 17 transmits the rotational force amplified by the deceleration mechanism 60 to the pump device 2. The outer peripheral surface of the eccentric mechanism 17 is eccentric with respect to the rotation axis of the motor 13. The piston (not shown) of the pump device 2 in contact with the outer peripheral surface is pushed by the outer peripheral surface and reciprocates in a direction orthogonal to the rotation axis of the motor 13.

(Hydraulic pressure adjusting valve 3 and drive coil 11)
The hydraulic pressure adjusting valve 3 is a valve provided for opening and closing the internal flow path 4 of the substrate 10. As shown in FIGS. 2 and 5, the hydraulic pressure regulating valve 3 includes a first pressure boosting valve 3A, a first pressure reducing valve 3B, a second pressure boosting valve 3C, and a second pressure reducing valve 3D. The hydraulic pressure adjusting valve 3 is, for example, a solenoid valve whose drive source is the drive coil 11. The open / closed state is switched by controlling the energization of the drive coil 11 by the controller 7.

The drive coil 11 houses the winding inside the cylindrical coil housing 15. One end side of the hydraulic pressure adjusting valve 3 is housed in the cylindrical opening 15A penetrating the coil housing 15. The other end side is housed in the adjustment valve hole 3H. In this state, when the energization of the drive coil 11 is turned on and off, the mover housed in the base 10 of the hydraulic pressure adjusting valve 3 moves, and the valve body interlocking with the mover moves between the closed position and the open position. Move between.

One end of the coil housing 15 is fixed to the fifth surface 10E of the substrate 10. A pair of terminal blocks 16 are erected on the other end 15C of the coil housing 15. The terminal block 16 is provided with a coil terminal 16A, and power is supplied to the drive coil 11 via the coil terminal 16A. The coil terminal 16A will be described in detail later.

The first pressure boosting valve 3A is a valve that is opened when the pressure of the brake fluid in the front wheel cylinder 22 is increased during ABS operation. That is, when the first booster valve 3A is opened, the brake fluid on the first internal flow path 4A side is pushed into the second internal flow path 4B side by the action of the first master cylinder 25. As a result, the pressure of the brake fluid of the front wheel cylinder 22 rises, and the braking force of the front wheels 20 is strengthened.

The first pressure reducing valve 3B is a valve that is opened when the pressure of the brake fluid in the front wheel cylinder 22 is reduced during ABS operation. That is, when the first pressure reducing valve 3B is opened, the brake fluid of the front wheel cylinder 22 flows into the accumulator 6 via the second internal flow path 4B. As a result, the pressure of the brake fluid of the front wheel cylinder 22 decreases, and the braking force of the front wheels 20 weakens.

The second pressure boosting valve 3C is a valve that is opened when the pressure of the brake fluid in the rear wheel cylinder 32 is increased during ABS operation. That is, when the second booster valve 3C is opened, the brake fluid on the fourth internal flow path 4D side is pushed into the fifth internal flow path 4E side by the action of the second master cylinder 35. As a result, the pressure of the brake fluid of the rear wheel cylinder 32 rises, and the braking force of the rear wheels 30 is strengthened.

The second pressure reducing valve 3D is a valve that is opened when the pressure of the brake fluid in the rear wheel cylinder 32 is reduced during ABS operation. That is, when the second pressure reducing valve 3D is opened, the brake fluid of the rear wheel cylinder 32 flows into the accumulator 6 via the fifth internal flow path 4E. As a result, the pressure of the brake fluid in the rear wheel cylinder 32 decreases, and the braking force of the rear wheels 30 weakens.

(Control 7)
As shown in FIG. 5, the controller 7 includes a circuit board 7F provided with an input unit for receiving a signal from the detection mechanism, a processor unit for performing an operation, a storage unit for storing a program, and the like. The circuit board 7F and the motor terminal 13T are electrically connected via the metal piece 7E. The metal piece 7E is a member provided between the casing 12 and the circuit board 7F. The metal piece 7E will be described in detail later.

The circuit board 7F is formed with a first terminal hole 7Da into which the tip end portion of the metal piece 7E (the tip end portion 7Ea1 of the first end portion 7Ea in FIG. 6) is inserted. Further, the circuit board 7F is formed with a second terminal hole 7Db into which the tip end portion of the coil terminal 16A (the tip end portion 16Ab1 of the substrate connection portion 16Ab in FIG. 8) is inserted. Further, the circuit board 7F is formed with a pin hole 7Dc into which the tip end portion of the pin 13X erected on the first surface portion 50 of the casing 12 is inserted. Their tips are parallel to each other.

The controller 7 includes various detection mechanisms that output detection signals to the circuit board 7F. The detection mechanism includes, for example, an acceleration sensor used to acquire the slope value of the road surface, a front wheel speed sensor used to calculate the wheel speed of the front wheels 20, and a wheel speed of the rear wheels 30. There are rear wheel speed sensors and the like.

(Casing 12)
The casing 12 is composed of a frame portion 12A and a storage portion 12B formed on the side of the frame portion 12A and accommodating the connector 7A connected to the controller 7. The surface portion of the casing 12 facing the circuit board 7F is defined as the first surface portion 50, and the surface portion of the casing 12 facing the substrate 10 is defined as the second surface portion 40.

As shown in FIG. 5, the frame portion 12A is formed with a coil insertion hole 53 and a motor insertion hole 56. When the drive coil 11 is housed in the coil insertion hole 53, the coil terminal 16A protrudes from the first surface portion 50 of the casing 12, and the circuit board 7F can be connected. When the motor 13 is housed in the motor insertion hole 56, the motor terminal 13T penetrates the motor terminal opening 56B formed in the bottom portion 56A of the motor insertion hole 56 and protrudes from the first surface portion 50 of the casing 12. As a result, the metal piece 7E is connected to the end portion (second end portion 7Eb in FIG. 6) on the side not connected to the circuit board 7F. The metal piece 7E will be described in detail later.

A screw insertion hole 18A for inserting the screw 18 is formed in the frame portion 12A. The screw 18 is coupled to the screw hole 18H formed in the base 10, and the casing 12 is held on the fifth surface 10E of the base 10.

A positioning protrusion (not shown) is formed on the second surface portion 40 of the casing 12. The casing 12 is attached to the base 10 with its positioning protrusions inserted into the positioning holes 12H. That is, the metal piece 7E is held at a specified position with respect to the base 10 when the casing 12 is attached to the base 10.

(Control device casing 14)
The control device casing 14 is attached to the first surface portion 50 of the casing 12 and functions as a lid member for accommodating the circuit board 7F of the controller 7 inside.

<Details of the main parts of the brake fluid pressure control device 1>
The details of the main part of the brake fluid pressure control device 1 will be described with reference to FIGS. 5 to 8.
FIG. 6 is a perspective view of the periphery of the metal piece of the brake fluid pressure control device according to the embodiment of the present invention as viewed from the first surface side. FIG. 7 is a perspective view of the drive coil of the brake fluid pressure control device according to the embodiment of the present invention. FIG. 8 is a perspective view of the coil terminals of the brake fluid pressure control device according to the embodiment of the present invention.

First, the main part of the metal piece 7E will be described in detail.
As shown in FIGS. 5 and 6, the metal piece 7E is attached to the first surface portion 50 of the casing 12. The metal piece 7E has a first end portion 7Ea which is an end portion on the side connected to the circuit board 7F, a second end portion 7Eb which is an end portion on the side connected to the motor terminal 13T, and a first end portion 7Ea. It is configured to include an intermediate extension portion 7Ec that connects the second end portion 7Eb and the second end portion 7Eb. The metal piece 7E can be formed by processing one sheet metal member.

The tip portion 7Ea1 of the first end portion 7Ea extends in a direction parallel to the rotation axis of the motor 13. The tip portion 7Ea1 has a tapered shape so that it can be easily inserted into the first terminal hole 7Da of the circuit board 7F. Further, the base portion 7Ea2 of the first end portion 7Ea is inserted into the recess 50A formed in the protrusion 56D of the first surface portion 50 of the casing 12. That is, the base portion 7Ea2 of the first end portion 7Ea is supported from the casing 12 side by the recess 50A. The protrusion 56D may be a portion of the first surface portion 50 of the casing 12 protruding, or may be formed of a member different from the casing 12.

The second end portion 7Eb has a flat plate shape, and a slit portion 7Eb1 is formed substantially in the center. The slit portion 7Eb1 communicates with the motor terminal opening 56B of the casing 12. The motor terminal 13T that penetrates the motor terminal opening 56B and projects from the first surface portion 50 is sandwiched between the slit portions 7Eb1.

The intermediate extension portion 7Ec has a meandering shape in the region between the first end portion 7Ea and the second end portion 7Eb. That is, a spring structure for suppressing the transmission of vibration is provided in the middle of the intermediate extension portion 7Ec.

When the circuit board 7F is attached to the casing 12, the tip portion 7Ea1 of the first end portion 7Ea is inserted into the first terminal hole 7Da of the circuit board 7F. At that time, since the base portion 7Ea2 of the first end portion 7Ea is supported from the casing 12 side by the recess 50A, the metal piece 7E is greatly deformed (for example, the first end portion 7Ea is bent) when the circuit board 7F is attached. Etc.) are suppressed, and poor connection is reduced.

Further, each of the pair of motor terminals 13T is provided with a metal piece 7E, which is connected to the first end portion 7Ea of the metal piece 7E connected to one motor terminal 13T and the other motor terminal 13T. The first end portion 7Ea of the metal piece 7E is provided at a position deviated from each other with respect to the reference plane A including the straight line L passing through the motor terminals 13T and the rotation axis of the motor 13. Has been done. With such a configuration, the height dimension from the first surface portion 50 to the tip portion 7Ea1 of the first end portion 7Ea is reduced even though the base portion 7Ea2 of the first end portion 7Ea is supported from the casing 12 side. It is possible to do.

Next, the main part of the coil terminal 16A will be described in detail.
As shown in FIGS. 7 and 8, the coil terminal 16A is a circuit with a terminal block connection portion 16Aa which is a side end portion fixed to the terminal block 16 erected at the end portion 15C of the coil housing 15. It is configured to include a substrate connecting portion 16Ab which is an end portion on the side connected to the substrate 7F, and a connecting portion 16Ac which connects the terminal block connecting portion 16Aa and the substrate connecting portion 16Ab. The coil terminal 16A can be formed by processing one sheet metal member.

The terminal block connection portion 16Aa extends in a direction parallel to the rotation axis of the motor 13. The terminal block connection portion 16Aa has a shape corresponding to the terminal block 16.

The substrate connection portion 16Ab extends in a direction parallel to the rotation axis of the motor 13. That is, the tip portion 16Ab1 of the substrate connecting portion 16Ab is parallel to the tip portion 7Ea1 of the first end portion 7Ea. The tip portion 16Ab1 has a tapered shape so as to be easily inserted into the second terminal hole 7Db of the circuit board 7F. Further, a spring structure having elasticity in the radial direction of the second terminal hole 7Db is provided in the middle of the tip portion 16Ab1. A space is formed on the side of the base portion 16Ab2 of the substrate connection portion 16Ab far from the circuit board 7F.

The connecting portion 16Ac extends in a direction orthogonal to the extending direction of the terminal block connecting portion 16Aa and the board connecting portion 16Ab, and connects the terminal block connecting portion 16Aa and the board connecting portion 16Ab in a state of being shifted by a predetermined distance. A spring structure for suppressing the transmission of vibration is provided in the middle of the connecting portion 16Ac.

Since the tip portion 16Ab1 of the board connection portion 16Ab is parallel to the tip portion 7Ea1 of the first end portion 7Ea, the motor 13 and the drive coil 11 are housed in the casing 12, and the metal piece 7E is connected to the motor terminal 13T. In this state, the circuit board 7F can be attached. Further, since a space is formed on the side of the base portion 16Ab2 of the board connecting portion 16Ab far from the circuit board 7F, when the circuit board 7F is attached, a jig or the like is inserted into the space to insert the substrate connecting portion 16Ab. Since the base portion 16Ab2 of the above can be supported from the casing 12 side, it is possible to prevent the coil terminal 16A from being significantly deformed (for example, bending of the substrate connection portion 16Ab) when the circuit board 7F is attached, and the connection is made. Defects are reduced.

Next, the main part of the casing 12 will be described in detail.
As shown in FIGS. 5 and 6, pins 13X are erected on the first surface portion 50 of the casing 12 on opposite sides of the first end portion 7Ea of the metal piece 7E with respect to the reference plane A. The tip of the pin 13X is parallel to the tip 7Ea1 of the first end 7Ea. It is preferable that the tip portion of the pin 13X has the same shape as the tip portion 7Ea1 of the first end portion 7Ea. The pins 13X are not electrically connected, but balance the distortion of the circuit board 7F that occurs when the circuit board 7F is attached. When the circuit board 7F is attached, the pin 13X is inserted into the pin hole 7Dc of the circuit board 7F.

<Effect of brake fluid pressure control device 1>
In the brake fluid pressure control device 1 according to the embodiment, the motor terminal 13T of the motor 13 and the circuit board 7F are connected via a metal piece 7E, and the metal piece 7E is a casing 12 and a circuit board 7F. The base portion 7Ea2 of the first end portion 7Ea, which is provided between the metal pieces 7E and is the end portion on the side connected to the circuit board 7F, is supported from the casing 12 side. Therefore, the degree of freedom in the process of connecting the motor 13 and the circuit board 7F is increased, and workability can be improved. Further, since the base portion 7Ea2 is supported from the casing 12 side, it is suppressed that the metal piece 7E is significantly deformed when the circuit board 7F is attached, and the reliability of the connection is improved.

Preferably, in the brake fluid pressure control device 1 according to the embodiment, the recess 50A is formed on the first surface portion 50 of the casing 12 facing the circuit board 7F, and the base portion 7Ea2 is inserted into the recess 50A. , Supported by recess 50A. Therefore, the bearing of the base 7Ea2 is more secure, and the reliability of the connection is further improved.

Preferably, in the brake fluid pressure control device 1 according to the embodiment, the tip end portion 7Ea1 of the first end portion 7Ea of the metal piece 7E is inserted into the first terminal hole 7Da formed in the circuit board 7F. .. When the tip portion 7Ea1 is inserted into the first terminal hole 7Da formed in the circuit board 7F, the metal piece 7E is likely to be greatly deformed. That is, the fact that the base portion 7Ea2 is supported from the casing 12 side is particularly useful when the tip portion 7Ea1 is inserted into the first terminal hole 7Da formed in the circuit board 7F.

In particular, of the coil terminals 16A of the drive coil 11, the tip portion 16Ab1 of the substrate connection portion 16Ab, which is the end portion on the side connected to the circuit board 7F, is parallel to the tip portion 7Ea1 of the first end portion 7Ea. It is preferable that it is inserted into the second terminal hole 7Db formed on the circuit board 7F. With such a configuration, the motor 13 and the drive coil 11 are housed in the casing 12, and the circuit board 7F can be attached with the metal piece 7E connected to the motor terminal 13T, further improving workability. To do.

In particular, it is preferable that a space is provided on the side of the base portion 16Ab2 of the substrate connection portion 16Ab far from the circuit board 7F. With such a configuration, when the circuit board 7F is attached, a jig or the like can be inserted into the space to support the base portion 16Ab2 from the casing 12 side. Therefore, when the circuit board 7F is attached, the coil terminals can be supported. It is suppressed that a large deformation (for example, bending of the substrate connecting portion 16Ab) occurs in 16A, and the reliability of connection is improved.

In particular, a pair of motor terminals 13T are erected at the end of the motor 13 on the circuit board 7F side toward the circuit board 7F, and the first end of the metal piece 7E connected to one of the motor terminals 13T. The portion 7Ea and the first end portion 7Ea of the metal piece 7E connected to the other motor terminal 13T are provided at positions deviated from the reference plane A, and the casing 12 is provided with respect to the reference plane A. Pins 13X are erected on opposite sides of the first end portion 7Ea, and the tip portion of the pin 13X is parallel to the tip portion 7Ea1 and is inserted into the pin hole 7Dc formed in the circuit board 7F. It should be done. With such a configuration, the circuit board 7F can be mounted while balancing the distortion, and the reliability of the connection is further improved.

In particular, it is preferable that the casing 12 is fixed to the base 10 in a state of being positioned by the positioning hole 12H formed in the base 10, and the metal piece 7E is held by the casing 12. With such a configuration, even when the tip portion 7Ea1 is inserted into the first terminal hole 7Da formed in the circuit board 7F, the circuit board 7F can be attached to the assumed position. , Workability and reliability of connection are ensured.

Preferably, the brake fluid pressure control device 1 according to the embodiment is applied to the brake system 100 for a motorcycle. In the motorcycle 200, the demand for miniaturization of the on-board equipment is particularly severe, so that the brake fluid pressure control device 1 according to the embodiment is particularly useful in the brake system 100 for a motorcycle.

Although the embodiment has been described above, the present invention is not limited to the description of the embodiment. That is, only a part of the embodiment may be implemented.

For example, in the brake fluid pressure control device 1 in which the metal piece 7E is not provided between the casing 12 and the circuit board 7F, a space is provided on the side of the base portion 16Ab2 of the board connection portion 16Ab far from the circuit board 7F. You may. Further, in such a brake fluid pressure control device 1, a pin 13X for balancing may be erected. Even with such a configuration, the same effect as described above is exhibited.

1 Brake fluid pressure control device, 2 Pump device, 2H pump hole, 3 Hydraulic pressure adjustment valve, 4 Internal flow path, 7 Controller, 7Da 1st terminal hole, 7Db 2nd terminal hole, 7Dc pin hole, 7E metal piece, 7Ea 1st end, 7Ea1 tip, 7Ea2 base, 7Eb 2nd end, 7Eb1 slit, 7Ec intermediate extension, 7F circuit board, 10 base, 11 drive coil, 12 casing, 12H positioning hole , 13 motor, 13H motor hole, 13T motor terminal, 13X pin, 14 control device casing, 15 coil housing, 16 terminal base, 16A coil terminal, 16Aa terminal base connection, 16Ab board connection, 16Ab1 tip, 16Ab2 base , 16Ac connection, 17 eccentric mechanism, 18 screws, 18H screw holes, 20 front wheels, 21 front brake pads, 22 front wheel cylinders, 23 brake fluid pipes, 24 handle levers, 25 1st master cylinders, 26 1st reservoirs, 27 Brake fluid pipe, 30 rear wheels, 31 rear brake pads, 32 rear wheel cylinders, 33 brake fluid pipes, 34 foot pedals, 35 second master cylinders, 36 second reservoirs, 37 brake fluid pipes, 40 second surfaces, 50th 1 side, 50A recess, 53 coil insertion hole, 56 motor insertion hole, 56A bottom, 56B motor terminal opening, 56D protrusion, 60 deceleration mechanism, 100 brake system, 200 motorcycle, C1 front wheel hydraulic circuit, C2 rear wheel fluid Pressure circuit, A reference plane, L straight line.

Claims (7)

The substrate (10) on which the brake fluid flow path (4) is formed, and
A motor (13) attached to the substrate (10) for driving the pump device (2) provided in the flow path (4), and a motor (13).
The casing (12) containing the motor (13) and
The circuit board (7F) of the controller (7) that controls the operation of the motor (13),
It is a brake fluid pressure control device (1) for a vehicle equipped with.
The motor terminal (13T) of the motor (13) and the circuit board (7F) are connected to each other via a metal piece (7E).
The metal piece (7E) is provided between the casing (12) and the circuit board (7F).
The base portion (7Ea2) of the first end portion (7Ea), which is the end portion of the metal piece (7E) on the side connected to the circuit board (7F), is supported from the casing (12) side. Ori ,
Of the metal pieces (7E), the tip end portion (7Ea1) of the first end portion (7Ea) is inserted into the first terminal hole (7Da) formed in the circuit board (7F). ,
Brake fluid pressure control device. A recess (50A) is formed in the first surface portion (50) of the casing (12) facing the circuit board (7F).
The base (7Ea2) is inserted into the recess (50A) and is supported by the recess (50A).
The brake fluid pressure control device according to claim 1. Further, a drive coil (11) housed in the casing (12) for driving the hydraulic pressure adjusting valve (3) provided in the flow path (4) is provided.
Of the coil terminals (16A) of the drive coil (11), the tip end portion (16Ab1) of the substrate connection portion (16Ab), which is the end portion on the side connected to the circuit board (7F), is the first end portion. It is parallel to the tip end portion (7Ea1) of the portion (7Ea) and is inserted into the second terminal hole (7Db) formed in the circuit board (7F).
The brake fluid pressure control device according to claim 1 or 2 . A space is provided on the side of the base portion (16Ab2) of the substrate connection portion (16Ab) far from the circuit board (7F).
The brake fluid pressure control device according to claim 3 . A pair of the motor terminals (13T) are erected at the end of the motor (13) on the circuit board (7F) side toward the circuit board (7F).
The first end (7Ea) of the metal piece (7E) connected to one of the pair of motor terminals (13T) and the metal connected to the other of the pair of motor terminals (13T). The first end portion (7Ea) of the piece (7E) is on a reference plane (A) including a straight line (L) passing through the pair of the motor terminals (13T) and a rotation axis of the motor (13). On the other hand, it is installed at a shifted position,
Pins (13X) are erected on the opposite sides of the first end (7Ea) of the casing (12) with respect to the reference plane (A).
The tip of the pin (13X) is parallel to the tip (7Ea1) of the first end (7Ea) and is inserted into a pin hole (7Dc) formed in the circuit board (7F). Yes,
The brake fluid pressure control device according to any one of claims 1 to 4 . The casing (12) is fixed to the substrate (10) in a state of being positioned by a positioning hole (12H) formed in the substrate (10).
The metal piece (7E) is held in the casing (12).
The brake fluid pressure control device according to any one of claims 1 to 5 . The brake fluid pressure control device (1) according to any one of claims 1 to 6 is provided.
Brake system for motorcycles.

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