WO2010023985A1

WO2010023985A1 - Device for controlling brake liquid pressure

Info

Publication number: WO2010023985A1
Application number: PCT/JP2009/056533
Authority: WO
Inventors: 徹増野; 浩明篤
Original assignee: ボッシュ株式会社
Priority date: 2008-08-29
Filing date: 2009-03-30
Publication date: 2010-03-04
Also published as: JPWO2010023985A1

Abstract

A device for controlling brake liquid pressure is simply reduced in size and weight. A device (10) for controlling brake liquid pressure is supported by a vehicle body and performs anti-lock brake control for a vehicle by controlling the pressure of a brake liquid supplied from master cylinders (101, 104) to wheel cylinders (103, 106). The device (10) has formed therein flow paths (11, 21) for the brake liquid, and control valves (1a, 2a, 3a, 4a) for controlling the pressure of the brake liquid are mounted in the flow paths (11, 21). The device (10) is provided with a block-like housing (30), pump members (5a, 5b) incorporated in the housing (30) and pressurizing the brake liquid, an electric motor (7) mounted to one side surface (30d) of the housing (30) and driving the pump members (5a, 5b), an annular member (71) consisting of a magnetic substance, formed in a substantially annular shape, and mounted to the outer peripheral surface of the electric motor (7), and a connecting means for connecting the annular member (71) and the housing (30) to the vehicle body.

Description

Brake hydraulic pressure control device

The present invention relates to a brake fluid pressure control device that performs antilock brake control of a vehicle by controlling the pressure of brake fluid supplied from a master cylinder to a wheel cylinder, for example, and is supported with respect to the vehicle body. Is.

2. Description of the Related Art Conventionally, a hydraulic unit support for a brake device, which includes a housing incorporating a pump and a motor for driving the pump and is supported by a bracket of a vehicle body at two support positions on one side of the housing to which the motor is attached The structure is known (for example, refer to Patent Document 1).

There is also known a motor device that has a permanent magnet disposed on the inner peripheral portion of the casing of the motor, the permanent magnet is a hollow cylindrical rare earth bonded magnet, and the rare earth bonded magnet is press-fitted along the inside of the casing. (For example, refer to Patent Document 2).

On the other hand, FIG. 6 shows another brake fluid pressure control device 200 according to the prior art. The brake fluid pressure control device 200 includes a unit main body 202 and a motor 206 attached to the motor mounting surface 204 of the unit main body 202. The brake hydraulic pressure control device 200 is attached to the vehicle via a pin-shaped mount member 208 extending from the lower surface of the unit main body 200.
JP 2002-370635 A JP-A-2005-33844

In the hydraulic unit support structure shown in Patent Document 1, one side of the housing to which the motor is attached and the bracket are fastened at two support positions. In addition, in order to sufficiently secure the output of the motor that drives the pump, it may be necessary to increase the size (for example, the outer diameter) of the motor. In this case, since the dimensions of the housing and the bracket need to be changed (for example, increased) according to the dimensions of the motor, the degree of freedom in design may be impaired.

According to the motor device disclosed in Patent Document 2, it is considered that the motor can be downsized to some extent, but there is still a possibility that the dimensions of the motor are restricted and the degree of design freedom is impaired. This may make it difficult to reduce the size and weight of the brake fluid pressure control device.

On the other hand, in the brake hydraulic pressure control device 200 shown in FIG. 6, the motor mounting surface 204 of the unit main body 202 is wide, and a part of the mounting surface can be sufficiently used as the mounting surface 205 around the motor 206. Another mounting member can be disposed on the motor mounting surface of the motor, and the brake hydraulic pressure control device 200 can be stably attached to the vehicle by cooperating with the pin-shaped mounting member 208.

However, the anti-lock brake control device is required to be mounted on a small vehicle including a motorcycle. When the anti-lock brake control device is mounted on a small vehicle, the motor 210 is reduced in size as shown in FIG. It is effective to make the unit main body 212 as small as possible in accordance with the motor 210. However, when the unit main body 212 is simply reduced in size as described above, the motor mounting surface around the motor 210 becomes narrow, and a space 214 for arranging another mount member cannot be secured. For this reason, when the brake fluid pressure control device 218 is mounted on the vehicle, the brake fluid pressure control device is held only by the lower pin-shaped mount member 216 and cannot be stably attached to the vehicle. Has occurred.

The present invention has been made in view of the above-described conventional problems, and provides a brake fluid pressure control device that can easily realize a reduction in size and weight without impairing stability when mounted on a vehicle. Main purpose.

In one aspect of the present invention for achieving the above object, the pressure of the brake fluid supplied from the master cylinder to the wheel cylinder is controlled to perform antilock brake control of the vehicle and supported by the vehicle body. A brake fluid pressure control device, wherein a brake fluid flow path is formed therein, and a control valve for controlling the brake fluid pressure is provided in the flow path. A pump member for pressurizing the liquid, an electric motor that is attached to one side of the housing and drives the pump member, an annular member that is formed in a substantially annular shape and is attached to the outer peripheral surface of the electric motor And a connecting means for connecting the annular member and the housing, and the vehicle main body, respectively.

According to this aspect, the brake hydraulic pressure control device can be easily reduced in size and weight. In this aspect, the electric motor includes a casing formed in a substantially cylindrical shape, a permanent magnet formed in a substantially annular shape and press-fitted along the inner peripheral surface of the casing, and disposed inside the permanent magnet. And an armature that is rotatably supported by the housing, and the annular member may be press-fitted to the outer peripheral surface of the housing and the outside of the permanent magnet. As a result, the magnetic resistance between the inner peripheral surface of the housing and the permanent magnet and between the outer peripheral surface of the housing and the annular member can be kept small, and the efficiency of the electric motor can be increased. Can do.

In this aspect, the annular member has at least one attachment portion extending downward in the vehicle, and the other side surface of the housing has an attachment portion extending downward in the vehicle. The attachment portion of the housing and the housing may be connected to a bracket of the vehicle body. Thus, the annular member has not only a function of increasing the output of the electric motor but also a support function of supporting the brake fluid pressure control device. Therefore, high output of the electric motor can be easily realized without changing the dimensions of the electric motor, and there is no need to design and install a special member. Therefore, the brake hydraulic pressure control device is reduced in size, weight and cost. It leads to.

In this aspect, at least one of the annular member and the permanent magnet may be an anisotropic rare earth bonded magnet. As a result, the electric motor can be reduced in size, weight, and output.

In this aspect, the attachment portion of the annular member and the attachment portion of the housing may be connected to a bracket of the vehicle body via a vibration isolation member. Thereby, the vibration generated in the brake fluid pressure control device can be attenuated by the vibration isolating member, and the vibration transmission to the vehicle body can be suppressed.

In this one aspect, the pump member is a pair of pistons that reciprocate in the housing, the control valve is provided on the other side opposite to the one side of the housing, and the wheel cylinder is provided on the other side of the housing. A pressure sensor that detects the pressure of the brake fluid supplied to the housing, an electronic control unit that is provided on the other side of the housing and that controls the drive of the control valve based on the pressure of the brake fluid detected by the pressure sensor, and the brake fluid And an accumulator for reducing the pressure of. This makes it possible to efficiently arrange the components required for anti-lock brake control in the housing without creating wasted space, while enabling high-performance brake fluid pressure control using a pressure sensor. The brake fluid pressure control device can be efficiently reduced in size and weight.

Furthermore, another aspect of the present invention is to control the pressure of the brake fluid supplied from the master cylinder to the wheel cylinder to perform anti-lock brake control of the vehicle and to control the brake fluid pressure supported to the vehicle body. A block-shaped housing in which the brake fluid flow path is formed and a control valve for controlling the pressure of the brake fluid is provided in the flow path; A pump member for pressurizing and depressurizing the brake fluid; and an electric motor attached to one side surface of the housing for driving the pump member. A magnetic circle is provided on an outer peripheral surface of the casing of the electric motor. A brake fluid pressure control device is provided with an annular member. In this other aspect, the annular member may be formed integrally with or separately from the casing of the electric motor.

According to the present invention, it is possible to easily realize a reduction in size and weight of the brake fluid pressure control device without impairing stability when mounted on a vehicle.

It is a figure which shows an example of the hydraulic circuit for brakes which mounts the brake fluid pressure control apparatus which concerns on one Embodiment of this invention. It is a disassembled perspective view which shows the structure of the brake fluid pressure control apparatus which concerns on one Embodiment of this invention. It is a figure which shows an example of the state with which the brake fluid pressure control apparatus is connected with the vehicle main body via the bracket. It is a figure which shows the other example of the state with which the brake fluid pressure control apparatus is connected with the vehicle main body via the bracket. It is a figure which shows an example of the state of the brake fluid pressure control apparatus which concerns on other embodiment of this invention. It is a side view of the brake fluid pressure control apparatus concerning a prior art. It is a side view of another brake fluid pressure control apparatus concerning a prior art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 EV solenoid valve 1a 1st switching valve body 2 AV solenoid valve 2a 2nd switching valve body 3 EV solenoid valve 3a 3rd switching valve body 4 AV solenoid valve 4a 4th switching valve body 5 Front wheel pump 6 Rear wheel pump 7 Electric motor 7a Housing 8 Electronic control unit 9 Accumulator 10 Brake fluid pressure control device 10 'Brake fluid pressure control device 11 Front wheel passage 12 Accumulator 13 Pressure sensor 30 Housing 30a First side surface 30b Second side surface 30c Third side surface 30d First 4 side surface 30e 5th side surface 30f 6th side surface 41 Bracket 71 Ring member 72 Mounting pin part (mounting part)

Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings. FIG. 1 is a brake hydraulic circuit diagram equipped with a brake fluid pressure control device according to an embodiment of the present invention. The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a hydraulic circuit diagram for a brake equipped with a brake fluid pressure control device according to an embodiment of the present invention.

A brake hydraulic circuit 100 shown in FIG. 1 is mounted on a motorcycle, for example, and is applied to a well-known hydraulic circuit for antilock brake control. Here, anti-lock brake control (so-called ABS control) refers to control that suppresses the locked state of the wheels by, for example, intermittently decreasing the brake fluid pressure during vehicle braking.

Note that the operating principle of the antilock brake control, the basic control method, and the like are known to those skilled in the art, and thus detailed description thereof is omitted.

The brake hydraulic circuit 100 includes a front wheel master cylinder (Front M / C) 101, a front wheel reservoir tank 102 and a front wheel wheel cylinder (Front W / C) 103 for generating a braking force for the front wheels, and a rear wheel. A rear wheel master cylinder (Rear M / C) 104, a rear wheel reservoir tank 105 and a rear wheel wheel cylinder (Rear W / C) 106 for generating a braking force, and a brake fluid pressure control device 10; I have.

The brake fluid pressure control device 10 is disposed between the front and rear

wheel master cylinders

101 and 104 and the front and rear

wheel wheel cylinders

103 and 106. The brake fluid pressure control device 10 controls the pressure of the brake fluid supplied from the front wheel master cylinder 101 to the front wheel wheel cylinder 103 and / or the rear wheel wheel cylinder 104 from the rear wheel master cylinder 104. The above-described antilock brake control is performed by controlling the pressure of the brake fluid supplied to 106.

A front wheel reservoir tank 102 is connected to the front wheel master cylinder 101 via a first pipe 107. A front wheel wheel cylinder 103 is connected to the front wheel master cylinder 101 via a second pipe 108, a brake fluid pressure control device 10, and a third pipe 109.

When the front wheel master cylinder 101 is driven by, for example, the handle lever 110 of the vehicle, brake fluid pressure is generated for the front wheel wheel cylinder 103 via the brake fluid pressure control device 10. Further, the front wheel wheel cylinder 103 drives the front wheel disc brake device 111 according to the supplied brake hydraulic pressure, and brakes the front wheel.

A rear wheel reservoir tank 105 is connected to the rear wheel master cylinder 104 via a fourth pipe 112. A rear wheel wheel cylinder 106 is connected to the rear wheel master cylinder 104 via a fifth pipe 113, the brake fluid pressure control device 10, and a sixth pipe 114.

When the rear wheel master cylinder 104 is driven by, for example, a vehicle foot pedal 115, a brake fluid pressure is generated for the rear wheel wheel cylinder 106 via the brake fluid pressure control device 10. Further, the rear wheel wheel cylinder 106 drives the rear wheel disc brake device 116 in accordance with the supplied brake hydraulic pressure to brake the rear wheel.

Next, the brake fluid pressure control device 10 according to this embodiment will be described in detail. The brake fluid pressure control device 10 includes a front wheel EV electromagnetic control valve 1, a front wheel AV electromagnetic control valve 2, a rear wheel EV electromagnetic control valve 3, a rear wheel AV electromagnetic control valve 4, and a front wheel pump 5. The rear wheel pump 6, the electric motor 7, and the electronic control unit (ECU) 8.

The EV electromagnetic control valves 1 and 3 and the AV electromagnetic control valves 2 and 4 are, for example, well-known two-position electromagnetic control valves. Further, the front wheel pump 5 and the rear wheel pump 6 are driven by an electric motor 7. The

electromagnetic control valves

1, 2, 3, 4 and the electric motor 7 are connected to an electronic control unit 8, and are driven and controlled based on a control signal from the electronic control unit 8.

The brake fluid pressure control device 10 includes a front wheel passage 11 through which brake fluid supplied from the front wheel master cylinder 101 to the front wheel wheel cylinder 103 flows, and a rear wheel wheel cylinder 106 from the rear wheel master cylinder 104. And a rear-wheel flow passage 21 for flowing brake fluid supplied to the vehicle.

In the front wheel channel 11, one end side of the first channel 11 a is connected to the second pipe 108, and the other end side of the first channel 11 a is connected to the EV electromagnetic control valve 1. One end side of the second flow path 11 b is connected to the EV electromagnetic control valve 1, and the other end side of the second flow path 11 b is connected to the third pipe 109. One end side of the third flow path 11 c is connected to the first flow path 11 a, and the other end side of the third flow path 11 c is connected to the discharge side of the front wheel pump 5. One end side of the fourth flow path 11d is connected to the suction side of the front wheel pump 5, and the other end side of the fourth flow path 11d is connected to the AV electromagnetic control valve 2. An accumulator 9 for reducing the pressure of the brake fluid is connected to the fourth flow path 11d. One end side of the fifth flow path 11e is connected to the second flow path 11b, and the other end of the fifth flow path 11e is connected to the AV electromagnetic control valve 2. The second flow path 11b is provided with a pressure sensor 13 for detecting the pressure of the brake fluid supplied to the front wheel wheel cylinder 103.

On the other hand, in the rear-wheel channel 21, the one end side of the first channel 21a is connected to the second pipe 113, and the other end side of the first channel 21a is EV in the same manner as the above-described front-wheel channel 11. The electromagnetic control valve 3 is connected. One end side of the second flow path 21 b is connected to the EV electromagnetic control valve 3, and the other end side of the second flow path 21 b is connected to the third pipe 114. One end of the third flow path 21c is connected to the first flow path 21a, and the other end of the third flow path 21c is connected to the discharge side of the rear wheel pump 6. One end side of the fourth flow path 21d is connected to the suction side of the rear wheel pump 6, and the other end side of the fourth flow path 21d is connected to the AV electromagnetic control valve 4. An accumulator 12 that reduces the pressure of the brake fluid is connected to the fourth flow path 21d. One end of a fifth flow path 21e is connected to the second flow path 21b, and the other end of the fifth flow path 21e is connected to the AV electromagnetic control valve 4.

FIG. 2 is an exploded perspective view showing the configuration of the brake fluid pressure control device 10 according to the present embodiment. The brake fluid pressure control device 10 according to the present embodiment includes a housing 30, first to fourth

switching valve bodies

1a, 2a, 3a, and 4a, a pressure sensor 13 that detects brake fluid pressure, and pressurizes brake fluid. Alternatively, a pair of pistons (pump members) 5a and 5b to be depressurized, an electronic control unit (ECU) 8 for driving and controlling the first to fourth

switching valve bodies

1a, 2a, 3a and 4a, and the

pistons

5a and 5b are driven. An electric motor 7 and a pair of

accumulators

9 and 12 for reducing the brake fluid pressure are provided.

The housing 30 is made of, for example, a metal such as aluminum and is formed in a substantially rectangular parallelepiped block. The housing 30 includes a first side surface (front surface) 30a, a second side surface (left side surface) 30b, a third side surface (right side surface) 30c, a fourth side surface (rear surface) 30d, a fifth side surface (lower surface) 30e, and a first side surface. 6 side surfaces (upper surface) 30f. The first side surface 30a and the fourth side surface 30d facing the first side surface 30a are formed in a substantially square shape.

The outer peripheral surface of the housing 30 is subjected to an anodic oxide film treatment, and this surface treatment can selectively color the housing 30 while improving rust prevention and wear resistance. Excellent aesthetic appearance. In particular, the brake fluid pressure control device 10 may be disposed at a position that can be visually recognized by a user in a motorcycle, and the effect of improving the aesthetic appearance is great.

Further, a flow path including the above-described front wheel flow path 11 and the rear wheel flow path 21 is formed inside the housing 30. The first to sixth side faces 30a to 30f are formed with a plurality of mounting holes 31a to 31p communicating with the front wheel and

rear wheel passages

11 and 21, respectively.

The electronic control unit (ECU) 8 includes a coil unit 8a, an ECU housing 8b, an electronic board (PCB) 8c for driving and controlling the coil unit 8a, and an ECU cover 8d covering the electronic board 8c. ing.

The electronic control unit 8 is attached so as to cover the first side surface (other side surface) 30a. On one side of the ECU housing 8b (for example, the third side surface 30c side of the housing 30), a connector 8e for connecting an external wiring to the electronic board 8c is provided. A microcomputer is mainly configured on the electronic substrate 8c.

The coil unit 8a incorporates four coils for driving the first to fourth

switching valve bodies

1a, 2a, 3a, 4a. Each coil is disposed at a position corresponding to the first to fourth

switching valve bodies

1a, 2a, 3a, 4a.

One side of the first to fourth

switching valve bodies

1a, 2a, 3a, 4a is inserted into the corresponding coil and is driven and controlled by each coil. For example, the electronic control unit 8 can drive-control the first to fourth

switching valve bodies

1a, 2a, 3a, 4a in the X1 direction or the X2 direction by exciting the corresponding coils.

For example, the electronic control unit 8 is based on the rotation speeds of the front and rear wheels detected by a wheel speed sensor (not shown) and the brake fluid pressure detected by the pressure sensor 13. By performing drive control (feedback control) on the switching

valve bodies

1a, 2a, 3a, and 4a, antilock brake control can be performed with high performance.

The first to fourth

switching valve bodies

1a, 2a, 3a, 4a are inserted and attached into mounting holes 31a to 31d formed in the first side surface 30a of the housing 30. The first to fourth

switching valve bodies

1a, 2a, 3a, 4a are driven and controlled by the coil unit 8a, and the front wheel passage 11 and the rear wheel passage 21 of the housing 30 are disconnected from the communication state. Switch to each state.

The EV electromagnetic control valve 1 is composed of a first switching valve main body 1a and a coil unit 8a, and the AV electromagnetic control valve 2 is composed of a second switching valve main body 2a and a coil unit 8a. Yes. The EV electromagnetic control valve 3 is composed of a third switching valve body 3a and a coil unit 8a, and the AV electromagnetic control valve 4 is composed of a fourth switching valve body 4a and a coil unit 8a. Yes.

The pressure sensor 13 detects the pressure of the brake fluid supplied to the front wheel master cylinder 103, for example. One end side of the pressure sensor 13 is inserted into a mounting hole 31j formed at substantially the center O of the mounting holes 31a to 31d of the first to fourth

switching valve bodies

1a, 2a, 3a, and 4a. The unit 13 a is connected to the electronic control unit 8.

The center O of the mounting holes 31a to 31d substantially coincides with the center of the first side face 30a. In other words, the mounting holes 31a to 31d of the first to fourth

switching valve bodies

1a, 2a, 3a, and 4a have a substantially rectangular shape (for example, a substantially square shape) on the first side surface 30a, and the intersections of the diagonal lines thereof. Coincides with the center O.

As described above, the pressure sensor 13 is disposed substantially at the center O of the first side surface 30a of the housing 30, and the electronic control unit 8 is attached to the first side surface 30a. Unit 8 is connected. Thereby, the interface between the pressure sensor 13 and the electronic control unit 8 is improved.

The pair of

pistons

5 a and 5 b are respectively inserted into mounting holes 31 e and 31 f formed in the second and third side surfaces 30 b and 30 c, and are movable in the center O direction of the housing 30. Moreover, each

piston

5a, 5b can pressurize brake fluid by reciprocating in the center O direction.

The electric motor 7 includes a case 7a formed in a substantially cylindrical shape, a permanent magnet (not shown) press-fitted along the inner peripheral surface of the case 7a, and an electric machine rotatably supported by the case 7a. And a child (not shown).

The permanent magnet is made of, for example, an anisotropic rare earth bonded magnet and is formed in a substantially annular shape. Here, the anisotropic rare earth bonded magnet is a magnet that is manufactured by resin molding magnetic powder made of Nd—Fe—B and is strongly magnetized in the radial direction. Further, as the material of the anisotropic rare earth bonded magnet, an Nd—Fe—B material containing Nd and a rare earth element other than Nd can be used. Furthermore, a material containing a rare earth element other than Nd, such as an Sm—Fe—N material, an SmCo material, an Nd—Fe—B material, or a mixture thereof may be used.

For details on the anisotropic rare earth bonded magnet, for example, JP-A-2005-33844, JP-A-2001-76917, JP-A-2816668, and JP-A-3060104 can be cited.

An anisotropic rare earth bonded magnet has a higher magnetic force (for example, 25 MGOe) than a conventional ferrite bonded magnet. For this reason, high output can be generated while reducing the size and weight of the electric motor 7.

Further, since the permanent magnet is press-fitted and attached to the inner peripheral surface of the housing 7a without using an adhesive or the like, the magnetic resistance between the permanent magnet and the housing 7a can be kept small. Therefore, the efficiency of the electric motor 7 can be increased, and the power consumption of the brake fluid pressure control device 10 can be reduced. Furthermore, by reducing the power consumption of the electric motor 7, the electronic board 8c of the electronic control unit 8 can be reduced in size and weight.

An annular member (motor cover part) 71 formed in a substantially annular shape is press-fitted on the outer peripheral surface of the casing 7a of the electric motor 7 and outside the permanent magnet. The annular member 71 is made of a magnetic material such as metal and generates a magnetic flux.

Similarly to the above, since the annular member 71 is press-fitted and attached to the outer peripheral surface of the casing 7a without using an adhesive or the like, the magnetic resistance between the annular member 71 and the casing 7a is reduced. Can be kept small. Therefore, the efficiency of the electric motor 7 can be increased, and the power consumption of the brake fluid pressure control device 10 can be reduced.

Furthermore, since not only the magnetic flux generated by the permanent magnet but also the magnetic flux generated by the annular member 71 penetrates the armature, a stronger magnetic force can be generated in the electric motor 7. Thereby, high output and high efficiency of the electric motor 7 can be realized without changing the dimensions of the electric motor 7. That is, it is possible to reduce the size and weight of the electric motor 7 and increase the output and efficiency of the electric motor 7.

For example, a DC brush motor is used as the electric motor 7, and its output is 200W to 300W. The electric motor 7 has an outer diameter of about 50 mm and a weight of about 200 g. As described above, the electric motor 7 achieves high output and high efficiency while being small and light. Thus, the size and weight of the brake hydraulic pressure control device 10 can be reduced by reducing the size and weight of the electric motor 7, increasing the output, and increasing the efficiency.

The armature is rotatably disposed inside the permanent magnet and the annular member 71. A drive shaft 7b is connected to the armature, and an eccentric cam 7c is connected to the drive shaft 7b.

The housing 7 a of the electric motor 7 is attached to the fourth side surface (one side surface) 30 d of the housing 30. Further, the drive shaft 7b and the eccentric cam 7c are rotatably inserted into an attachment hole formed in the fourth side surface 30d of the housing 30.

The pair of

pistons

5 a and 5 b are biased in the direction of the center O of the housing 30 by spring members or the like, and their tips are in contact with the outer peripheral surface of the eccentric cam 7 c of the electric motor 7. Therefore, when the eccentric cam 7c of the electric motor 7 is rotationally driven, a so-called plunger type pump is configured in which the pair of

pistons

5a and 5b reciprocate. The front wheel pump 5 and the rear wheel pump 6 are constituted by a pair of

pistons

5 a and 5 b and an electric motor 7.

The pair of

accumulators

9 and 12 are made of an elastic member such as rubber, and have

elastic portions

9a and 12a that reduce the hydraulic pressure, and cover

portions

9b and 12b that cover the

elastic portions

9a and 12a. The

accumulators

9 and 12 are respectively attached to attachment holes formed in the fifth side surface 30 e of the housing 30.

Pump inlet valves

61a and 61b are respectively provided on the fifth side surface 30e of the housing 30 (

fourth flow paths

11d and 21d located on the inlet side of the pump).

As described above, in the brake fluid pressure control device 10, all the components necessary for brake fluid pressure control (particularly, antilock brake control) of the motorcycle, that is, the first to fourth

switching valve bodies

1a, 2a. 3a, 4a, pressure sensor 13,

pistons

5a, 5b, electronic control unit 8, electric motor 7, a pair of

accumulators

9, 12, and pump

inlet valves

61a, 61b create a useless space. Therefore, the front wheel passage 11 and the rear wheel passage 21 are formed substantially symmetrically in the housing 30. As a result, high-performance brake fluid pressure control using the pressure sensor 13 is possible, but the brake fluid pressure control device 10 can be efficiently reduced in size and weight.

Next, a support structure in which the brake fluid pressure control device 10 according to the present embodiment is supported by the vehicle body will be described in detail.

The brake fluid pressure control device 10 is connected to the vehicle body via a bracket 41 as shown in FIG. The bracket 41 is attached to the lower surface portion of the brake fluid pressure control device 10, and a part thereof is bent in accordance with the unevenness of the electric motor 7 and the housing 30.

An annular member 71 is press-fitted into the outer peripheral surface of the casing 7 a of the electric motor 7, and a substantially cylindrical mounting pin portion (mount member) 72 extending below the vehicle is provided below the annular member 71. Is provided. Similarly, the fifth side surface 30e of the housing 30 is provided with a substantially cylindrical mounting pin portion 73 that extends substantially in parallel with the mounting pin portion 72 and extends downward from the vehicle. The

attachment pin portions

72 and 73 may be attached as a separate body from the brake fluid pressure control device 10, or may be formed integrally with the annular member 71, the housing 30, etc. constituting the brake fluid pressure control device 10. May be.

On the other hand, mounting holes are formed in the bracket 41 at positions corresponding to the mounting pin portion 72 of the annular member 71 and the mounting pin portion 73 of the housing 30, respectively. And the attachment pin part 72 of the annular member 71 and the attachment pin part 73 of the housing 30 are each inserted in the attachment hole of the bracket 41, and are connected via the

vibration isolating members

72a and 73a. Thus, the brake fluid pressure control device 10 can be easily attached to the vehicle body via the bracket 41.

By using the above support structure, the annular member 71 of the electric motor 7 has not only a function of increasing the output of the electric motor 7 but also a support function of supporting the brake fluid pressure control device 10. It becomes. Thereby, high output of the electric motor 7 can be easily realized without changing the size of the electric motor 7. Furthermore, since it is not necessary to design and attach a special member, the brake fluid pressure control device 10 can be reduced in size and weight and cost.

In addition, in order to ensure sufficient mounting rigidity of the brake fluid pressure control device 10, it is possible to easily set an optimal interval between the mounting pin portion 72 of the annular member 71 and the mounting pin portion 73 of the housing 30. Therefore, the degree of freedom in design is improved, and the design cost can be reduced. Furthermore, since the attachment can be realized with a simple configuration in which the

attachment pin portions

72 and 73 are provided on the annular member 71 and the housing 30, respectively, the manufacturing cost and the assembly man-hour can be reduced.

The

anti-vibration members

72a and 73a are elastic members such as rubber formed in a substantially cylindrical shape, and are fitted into the mounting holes of the bracket 41, respectively. Thereby, the vibration generated in the brake fluid pressure control device 10 is attenuated by the

vibration isolation members

72a and 73a, and the vibration transmission to the vehicle body can be suppressed. Therefore, for example, since unpleasant vibration is not given to the driver, the comfort of the vehicle is increased.

As described above, in the brake fluid pressure control apparatus 10 according to the present embodiment, the permanent magnet that is an anisotropic rare earth bonded magnet is press-fitted along the inner peripheral surface of the housing 7a of the electric motor 7, and the outer peripheral surface of the housing 7a. A magnetic annular member 71 is press-fitted outside the permanent magnet. For this reason, it is possible to generate a stronger magnetic force in the electric motor 7 without changing the dimensions of the electric motor 7, and it is possible to achieve high output and high efficiency of the electric motor 7. That is, it is possible to easily reduce the size and weight of the brake fluid pressure control device 10 by increasing the output and efficiency of the electric motor 7 and reducing the size and weight.

Further, the annular member 71 of the electric motor 7 has not only a function of increasing the output of the electric motor 7 but also a support function of supporting the brake hydraulic pressure control device 10. Thereby, the high output of the electric motor 7 can be easily realized without changing the size of the electric motor 7. In addition, since it is not necessary to design and attach a special member, the brake hydraulic pressure control device 10 can be reduced in size and weight and cost.

Furthermore, the optimum interval between the mounting pin portion 72 of the annular member 71 and the mounting pin portion 73 of the housing 30 can be easily set in order to ensure sufficient mounting rigidity of the brake fluid pressure control device 10. Accordingly, the degree of freedom in design is improved, and for example, the degree of freedom in the mounting position when the brake fluid pressure control device 10 is mounted in the vehicle body is increased.

Since the above mounting can be realized with a simple configuration in which the annular member 71 and the housing 30 are provided with the mounting

pin portions

72 and 73, respectively, the design cost, manufacturing cost and assembly man-hour of the brake hydraulic pressure control device 10 can be reduced. It also leads to reduction.

That is, the brake fluid pressure control device 10 can be easily reduced in size, weight, efficiency, and cost.

Although the present invention has been described with reference to exemplary embodiments, various modifications may be made and elements may be replaced with equivalents without departing from the scope of the invention. Will be understood by those skilled in the art. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the spirit of the invention. Accordingly, the invention is not intended to be limited to the specific embodiments disclosed as the best mode contemplated for carrying out it, but is intended to include all embodiments within the scope of the appended claims.

For example, in the above-described embodiment, the lower part of the annular member 81 may be configured to have a pair of attachment parts 82 that are formed in a substantially quadrangular prism shape and extend downward in the vehicle (FIG. 4). On the pair of mounting portions 82 and the fifth side surface 30e of the housing 30, female screw portions for screwing the bolts 83 are formed. On the other hand, mounting holes are respectively formed in the bracket 42 corresponding to the positions of the female screw portions of the pair of mounting portions 82 of the annular member 81 and the position of the female screw portion of the fifth side surface 30e of the housing 30. ing.

The bolts 83 are inserted through the mounting holes of the bracket 42 and screwed into the female screw portions of the pair of mounting portions 82 of the annular member 81 and the female screw portions of the fifth side surface 30e of the housing 30, respectively. An L-shaped holding member 43 is integrally provided on the upper surface of the bracket 42.

The bolts 83 on the housing 30 side are screwed into the female screw portions on the fifth side surface 30 e of the housing 30 through the openings formed in the holding member 43. As a result, the brake fluid pressure control device 20 is fastened to the vehicle body via the bracket 42. In this case, the electric motor 7 is supported by the bracket 42 at two points, and the housing 30 is supported by the bracket 42 at one point via the holding member 43. In this way, the brake fluid pressure control device 20 is supported by the bracket 42 at a total of three points, so that the mounting rigidity is further improved.

In addition, although the internal thread part is formed in a pair of attaching part 82 of the annular member 81, the structure by which an external thread part is formed may be sufficient. In this case, the male thread portion of each mounting portion 82 is inserted into the mounting hole of the bracket 42, and the male screw portion that is inserted is screwed into the nut, whereby the annular member 81 and the bracket 42 are fastened.

Further, a vibration isolating member may be interposed between the bracket 42 and the annular member 81 and the fifth side surface 30e of the housing 30.

In the above-described embodiment, the male pin portion may be formed on the mounting pin portion 72 of the annular member 71 and the mounting pin portion 73 of the housing 30. The male threaded portion of the mounting pin portion of the annular member 71 and the male threaded portion of the mounting pin portion 73 of the housing 30 are inserted through the mounting holes of the bracket 41, and the inserted male threaded portions are screwed into the nuts. Thus, the annular member 71 and the housing 30 are fastened to the bracket 41.

In the above-described embodiment, the configuration may be such that the attachment portion of the annular member is formed in a plate shape, and the attachment hole is formed in the attachment portion. The bolt is inserted into the mounting hole of the mounting portion of the annular member and the mounting hole of the bracket, and the inserted bolt is screwed into the nut, whereby the annular member and the bracket are fastened.

In the above-described embodiment, a configuration in which a pair of male screw portions extending to the side of the annular member may be provided. Each male screw portion of the annular member is inserted into an attachment hole formed in the bracket and screwed into a nut, so that the annular member is connected to the vehicle body via the bracket.

In the above embodiment, the electric motor 7 and the housing 30 of the brake fluid pressure control device 10 are connected to the vehicle main body via the bracket 41, but the electric motor 7 and the housing 30 are directly connected to the vehicle main body. It may be configured.

In the above embodiment, the annular member 71 may be formed of an anisotropic rare earth bonded magnet.

The motor cover (annular member) is usually made of a thin metal plate. For this reason, in order to mount a conventional heavy brake fluid pressure control unit on a vehicle, a sufficient holding force can be obtained even if a vehicle mounting member (mounting pin portion) is set on the motor cover portion. It is also possible to impair the function of the motor. In this regard, according to the brake fluid pressure control device according to one embodiment of the present invention, the use of rare earth magnets can reduce the size of the motor and reduce the size and weight of the entire unit. Furthermore, the motor output can be increased by using a magnetic material for the mount member attached to the motor cover.

FIG. 5 shows a brake fluid pressure control device 10 'according to another embodiment of the present invention. This brake fluid pressure control device 10 ′ is basically the same as the brake fluid pressure control device 10 shown in FIG. 3, but differs in that it does not include mounting pin portions (mount members) 72 and 73. In the brake fluid pressure control device 10 ′, the mounting pin may be detachably mounted as a separate body (separate part), or the mounting pin may be eliminated at all. For example, when the brake fluid pressure control device 10 ′ is attached to the bracket, the brake fluid pressure control device 10 ′ may be attached to the bracket with an arbitrary attachment member such as an annular fastening member without using an attachment pin.

Claims

A brake fluid pressure control device that controls the pressure of the brake fluid supplied from the master cylinder to the wheel cylinder to perform anti-lock brake control of the vehicle and is supported with respect to the vehicle body,
A block-shaped housing in which a flow path of the brake fluid is formed, and a control valve for controlling the pressure of the brake fluid is provided in the flow path;
A pump member built in the housing for pressurizing the brake fluid;
An electric motor attached to one side of the housing and driving the pump member;
A magnetic annular member formed in a substantially annular shape and attached to the outer peripheral surface of the electric motor;
A brake hydraulic pressure control device comprising: the annular member, the housing, and connecting means for connecting the vehicle body to each other.
The brake fluid pressure control device according to claim 1,
The electric motor has a substantially cylindrical casing, a substantially annular shape, a permanent magnet press-fitted along the inner peripheral surface of the casing, and an inner side of the permanent magnet. An armature that is rotatably supported by the housing;
The brake fluid pressure control device according to claim 1, wherein the annular member is press-fitted into an outer peripheral surface of the casing and outside the permanent magnet.
The brake fluid pressure control device according to claim 1 or 2,
The annular member is formed with at least one attachment portion extending downward in the vehicle,
On the other side of the housing, a mounting portion is formed extending downward of the vehicle.
The brake fluid pressure control device according to claim 1, wherein the attachment portion of the annular member and the attachment portion of the housing are respectively connected to a bracket of the vehicle main body.
The brake fluid pressure control device according to claim 2 or 3,
At least one of the annular member and the permanent magnet is an anisotropic rare earth bonded magnet.
The brake fluid pressure control device according to claim 3,
The brake fluid pressure control device according to claim 1, wherein the mounting portion of the annular member and the mounting portion of the housing are connected to a bracket of the vehicle body via a vibration isolation member.
The brake fluid pressure control device according to claim 1,
The pump member is a pair of pistons that reciprocate in the housing,
The control valve is provided on the other side facing the one side of the housing,
A pressure sensor provided on the other side of the housing for detecting the pressure of the brake fluid supplied to the wheel cylinder;
An electronic control unit that is provided on the other side surface of the housing and that drives and controls the control valve based on the pressure of the brake fluid detected by the pressure sensor;
The brake fluid pressure control device further comprising an accumulator for reducing the pressure of the brake fluid.
A brake fluid pressure control device that controls the pressure of the brake fluid supplied from the master cylinder to the wheel cylinder to perform anti-lock brake control of the vehicle and is supported with respect to the vehicle body,
A block-shaped housing in which a flow path of the brake fluid is formed, and a control valve for controlling the pressure of the brake fluid is provided in the flow path;
A pump member built in the housing for pressurizing and depressurizing the brake fluid;
An electric motor attached to one side of the housing and driving the pump member;
A brake fluid pressure control device comprising a magnetic annular member on an outer peripheral surface of a casing of the electric motor.
The brake fluid pressure control device according to claim 7,
The brake fluid pressure control device according to claim 1, wherein the annular member is formed integrally with or separately from a casing of the electric motor.