Fluid pressure control unit and vehicle
Patent Information
- Application Number
- DE112023005373
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-12-11
- Publication Date
- 2025-10-09
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
[Technical field]
[0001] The present invention relates to a fluid pressure control unit for a vehicle and a vehicle having such a fluid pressure control unit. [State of the art]
[0002] In conventional vehicles, there are those that include a fluid pressure control unit that controls the pressure of the brake fluid in a hydraulic circuit filled with the brake fluid. For example, in a state where the driver of the vehicle operates an input portion such as a brake lever, etc., the pressure of the brake fluid in the hydraulic circuit is increased and decreased to regulate the braking force generated at the wheels and to perform anti-lock brake control. In such a fluid pressure control unit, flow channels that form part of the hydraulic circuit and a pump, etc., for moving the brake fluid in the flow channels are formed as a unit (see, for example, Patent Document 1).
[0003] Specifically, a conventional fluid pressure control unit includes a main body in which an internal flow channel is formed connecting a wheel cylinder to a master cylinder, a pump that moves the brake fluid in the internal flow channel, and a motor that serves as the drive source of the pump. Furthermore, the pump of conventional fluid pressure control units includes a cylinder, a plunger, and a spring. A compression chamber that compresses the brake fluid and an outlet flow channel that discharges the brake fluid compressed in this compression chamber are formed in the cylinder. One end of the cylinder abuts against an eccentric portion provided on the output shaft of the motor. The eccentric portion rotates eccentrically with respect to the rotation center of the output shaft of the motor. Furthermore, the other end of the cylinder is inserted into an opening portion of the compression chamber.The spring is located within the compression chamber and presses the plunger against the eccentric section. This allows the plunger to move in alignment with the eccentric section, and the other end of the cylinder moves back and forth within the compression chamber. This compresses the brake fluid in the compression chamber and discharges it from the pump via the outlet flow channel. [Prior art document][Patent document]
[0004] [Patent Document 1] JP 2020-109919 A [Summary of the invention][Problem to be solved by the invention]
[0005] A saddle-type vehicle, which is a type of vehicle, has a lower degree of freedom in component arrangement compared to four-wheeled vehicles, etc., and the degree of freedom for installing the fluid pressure control unit is also limited. Therefore, the fluid pressure control units conventionally installed in a saddle-type vehicle are being sought for downsizing. Also, in four-wheeled vehicles, etc., the downsizing of the engine compartment and the increase in the number of components mounted in the engine compartment have made downsizing the fluid pressure control unit desirable in recent years.
[0006] To downsize the fluid pressure control unit, the compression chamber must be made smaller, for example, by reducing the diameter of the compression chamber. As mentioned above, in conventional fluid pressure control units, a spring is provided inside the compression chamber to press the plunger against the eccentric portion. Therefore, in conventional fluid pressure control units, when the diameter of the compression chamber is reduced, the diameter of the spring must also be reduced. However, if the diameter of the spring is reduced, the pressing force pressing the plunger against the eccentric portion becomes weaker, making it difficult for the plunger to follow the eccentric rotational movement of the eccentric portion. In other words, it becomes difficult for the plunger to constantly abut against the eccentric portion.As a result, the pump's capacity decreases, making it difficult to move the desired amount of brake fluid. To solve this problem, the spring must be lengthened to increase the force with which the plunger is pushed against the eccentric section. However, this also lengthens the compression chamber, making it impossible to downsize the fluid pressure control unit. This makes downsizing difficult with conventional fluid pressure control units.
[0007] The present invention was created with the above-described objective in mind, and has as its primary objective to provide a fluid pressure control unit that can be made more compact than conventional units. Furthermore, the present invention has as its secondary objective to provide a vehicle having such a fluid pressure control unit. [Means of solving the problem]
[0008] The fluid pressure control unit according to the present invention is a fluid pressure control unit of a brake system installed in a vehicle, comprising a main body in which an internal flow channel is formed, which connects a wheel cylinder to a master cylinder, a pump that moves brake fluid in the internal flow channel, and a motor as a drive source of the pump, wherein the motor has an output shaft and an eccentric portion provided on the output shaft and rotates eccentrically to the rotation center of the output shaft, wherein the pump has a cylinder in which a compression chamber in which the brake fluid is compressed and an outlet flow channel through which the brake fluid compressed in the compression chamber is discharged are formed, a plunger,one end of which rests against the eccentric portion and the other end of which is inserted into an opening portion of the compression chamber and moves back and forth within the compression chamber, and a spring that presses the plunger against the eccentric portion, wherein an inlet flow channel is formed in the plunger, into which the brake fluid flowing through the internal flow channel toward the pump flows and which guides the brake fluid into the compression chamber, wherein the plunger has an inlet-side check valve provided in the inlet flow channel and regulates the flow of the brake fluid from the compression chamber toward the internal flow channel, and wherein the spring is provided outside the inlet flow channel and the compression chamber.
[0009] Further, the vehicle according to the present invention includes the fluid pressure control unit according to the present invention. [Advantages of the invention]
[0010] In the fluid pressure control unit according to the present invention, a spring that presses the plunger against the eccentric portion is provided outside the compression chamber. Therefore, in the fluid pressure control unit according to the present invention, the diameter of the spring can be determined without being limited by the diameter of the compression chamber. Thus, in the fluid pressure control unit according to the present invention, the compression chamber can be reduced in size while simultaneously suppressing a decrease in the pressing force of the spring. Therefore, the fluid pressure control unit according to the present invention can be reduced in size compared to conventional fluid pressure control units. [Brief description of the drawings] [ Fig. 1] is a view showing the structure of a caliper type vehicle in which a brake system including the fluid pressure control unit according to an embodiment of the present invention is installed. [ Fig. 2] is a view showing the structure of the brake system having the fluid pressure control unit according to an embodiment of the present invention. [ Fig. 3] is a sectional view showing the area around the pump and motor of a fluid pressure control unit according to an embodiment of the present invention. [ Fig. 4] is a sectional view showing the area around the pump and motor of a modified example of a fluid pressure control unit according to an embodiment of the present invention. [Embodiment of the invention]
[0011] The fluid pressure control unit and the vehicle according to the present invention will be explained below with reference to the drawings. Here, an example in which the fluid pressure control unit according to the present invention is installed in a two-wheeled motor vehicle, which is an example of a saddle-type vehicle, will be explained below. However, the fluid pressure control unit according to the present invention can also be installed in saddle-type vehicles other than a two-wheeled motor vehicle. The term "saddle-type vehicles other than two-wheeled motor vehicles" refers to, for example, bicycles (e.g., two-wheeled vehicles, three-wheeled vehicles, etc.), three-wheeled motor vehicles using at least one of the engine and the electric motor as a drive source, and buggies, etc.Furthermore, the term "bicycle" refers to any vehicle that can be propelled along the road by foot force applied to the pedals. That is, "bicycles" includes ordinary bicycles, electrically assisted bicycles, electric bicycles, etc. Furthermore, the term "two-wheeled motor vehicles" or "three-wheeled motor vehicles" refers to so-called motorcycles, which include motorcycles, scooters, electric scooters, etc. Furthermore, the fluid pressure control unit according to the present invention can also be installed in vehicles other than saddle-type vehicles, such as four-wheeled motor vehicles, etc., that use at least one of the engine and the electric motor as a power source.
[0012] Furthermore, an example in which the fluid pressure control unit according to the present invention is used in a braking system for a vehicle including two hydraulic circuits will be explained below. However, the number of hydraulic circuits of the braking system for a vehicle in which the fluid pressure control unit according to the present invention is used is not limited to two. A braking system for a vehicle in which the fluid pressure control unit according to the present invention is used may have only a single hydraulic circuit or may have three or more hydraulic circuits.
[0013] Furthermore, the structures, functions, etc. explained below are examples, and the present invention is not limited to those having these structures, functions, etc. In each figure, identical or similar components or parts are designated by the same reference numerals or are omitted. The illustration of detailed structures is simplified or omitted as appropriate. Embodiment.<Aufbau und Betrieb des Bremssystems für ein Fahrzeug>
[0014] The following is an explanation of the structure and operation of the brake system having the fluid pressure control unit according to the present embodiment.
[0015] Fig. 1 is a view showing the structure of a caliper type vehicle in which a brake system including the fluid pressure control unit according to an embodiment of the present invention is installed. Fig. 2 is a view showing the structure of the brake system having the fluid pressure control unit according to the embodiment of the present invention.
[0016] As in Fig. 1 and Fig. As shown in FIG. 2, a brake system 10 is installed in a saddle-type vehicle 200, which is an example of a vehicle. The saddle-type vehicle 200 is, for example, a two-wheeled motor vehicle that uses an engine as a power source. The saddle-type vehicle 200 includes a frame 1, a handlebar 2 pivotally supported on the frame 1, a front wheel 3 pivotally supported on the frame 1 together with the handlebar 2, and a rear wheel 4 rotatably supported on the frame 1.
[0017] The braking system 10 includes a brake lever 11, a first hydraulic circuit 12 filled with brake fluid, a brake pedal 13, and a second hydraulic circuit 14 filled with brake fluid. The brake lever 11 is provided on the handlebar 2 and is operated by the rider's hand. The first hydraulic circuit 12 generates a braking force corresponding to the actuation amount of the brake lever 11 on a rotor 3a, which rotates together with the front wheel 3. The brake pedal 13 is provided on the lower part of the frame 1 and is operated by the rider's foot. The second hydraulic circuit 14 generates a braking force corresponding to the actuation amount of the brake pedal 13 on a rotor 4a, which rotates together with the rear wheel 4.
[0018] The brake lever 11 and the brake pedal 13 are examples of brake input portions. For example, a brake pedal other than the brake pedal 13 provided on the frame 1 may be used as the brake input portion instead of the brake lever 11. Furthermore, a brake lever other than the brake lever 11 provided on the handlebar 2 may be used as the brake input portion instead of the brake pedal 13. Likewise, the first hydraulic circuit 12 may also generate a braking force corresponding to the operation amount of the brake lever 11 or the operation amount of a brake pedal other than the brake pedal 13 provided on the frame 1 on the rotor 4a rotating together with the rear wheel 4.In addition, the second hydraulic circuit 14 can also generate a braking force on the rotor 3a rotating together with the front wheel 3, which braking force corresponds to the amount of operation of the brake pedal 13 or the amount of operation of a brake lever which is different from the brake lever 11 provided on the handlebar 2.
[0019] The first hydraulic circuit 12 and the second hydraulic circuit 14 have the same structure. Therefore, the structure of the first hydraulic circuit 12 is explained representatively below.
[0020] The first hydraulic circuit 12 comprises a master cylinder 21 in which a piston (not shown) is mounted, a reservoir 22 which is attached to the master cylinder 21, a brake caliper 23 which has a brake pad (not shown), and a wheel cylinder 24 which operates a brake pad (not shown) of the brake caliper 23.
[0021] An internal flow channel 40 connecting the wheel cylinder 24 to the master cylinder 21 is formed in the main body 101 of the fluid pressure control unit 100. Specifically, the internal flow channel 40 is connected to the master cylinder 21 via a fluid line 15 described below, and to the wheel cylinder 24 via a fluid line 16 described below. In the present embodiment, a main flow channel 41, a sub-flow channel 42, and a pressure build-up flow channel 43 are formed in the main body 101 as the internal flow channel 40.In the first hydraulic circuit 12, the master cylinder 21 and the wheel cylinder 24 are connected to one another via the fluid line 15, which is connected to the master cylinder 21 and a master cylinder port MP formed on the base body 101, via the main flow channel 41 formed in the base body 101, and via the fluid line 16, which is connected to the wheel cylinder 24 and a wheel cylinder port WP formed on the base body 101. Furthermore, the brake fluid flows from the wheel cylinder 24 via the secondary flow channel 42 to a main flow channel branch 41a, which is a branch of the main flow channel 41. Furthermore, the brake fluid from the master cylinder 21 is supplied via the pressure build-up flow channel 43 to a secondary flow channel branch 42a, which is a branch of the secondary flow channel 42.
[0022] A charging valve 25 is provided in the area of the main flow passage 41, which is located on the wheel cylinder 24 side as viewed from the main flow passage branch 41a. The opening and closing of the charging valve 25 opens and closes the flow passage section at the installation location of the charging valve 25 in the main flow passage 41, thereby regulating the flow rate of brake fluid flowing through this area. In the area of the sub-flow passage 42, which is located upstream of the sub-flow passage branch 42a, a release valve 26 and an accumulator 27 for storing the brake fluid from the upstream side are provided in the same order.Through the opening and closing action of the release valve 26, the flow channel portion at the installation location of the release valve 26 in the bypass flow channel 42 is opened and closed, thereby regulating the flow rate of brake fluid flowing through this portion. Furthermore, a pump 50 for pressurizing and moving the brake fluid in the bypass flow channel 42 is provided in the portion of the bypass flow channel 42 located downstream of the bypass flow channel branch 42a. That is, the pump 50 moves the brake fluid in the internal flow channel 40. Hereinafter, the portion of the bypass flow channel 42 located upstream of the pump 50 may be referred to as the first bypass flow channel 42b. Furthermore, the portion of the bypass flow channel 42 located downstream of the pump 50 may be referred to as the second bypass flow channel 42c.
[0023] A switching valve 28 is provided in the area of the main flow channel 41, which is located on the side of the master cylinder 21 as viewed from the main flow channel branch 41a. The opening and closing of the switching valve 28 opens and closes the flow channel section at the installation location of the switching valve 28 in the main flow channel 41, thus regulating the flow rate of brake fluid flowing through this area. A pressure build-up valve 29 is provided in the pressure build-up flow channel 43. The opening and closing of the pressure build-up valve 29 opens and closes the flow channel section at the installation location of the pressure build-up valve 29 in the pressure build-up flow channel 43, thus regulating the flow rate of brake fluid flowing through the pressure build-up flow channel 43.
[0024] Furthermore, a master cylinder fluid pressure sensor 30 for detecting the fluid pressure of the brake fluid in the master cylinder 21 is provided in the region of the main flow channel 41, which is located on the side of the master cylinder 21 as viewed from the switching valve 28. Furthermore, a wheel cylinder fluid pressure sensor 31 for detecting the fluid pressure of the brake fluid in the wheel cylinder 24 is provided in the region of the main flow channel 41, which is located on the side of the wheel cylinder 24 as viewed from the charging valve 25.
[0025] That is, the main flow passage 41 connects the master cylinder port MP and the wheel cylinder port WP via the charge valve 25. Further, the sub-flow passage 42 is a flow passage defined as a part or all of a flow passage through which the brake fluid in the wheel cylinder 24 flows to the master cylinder 21 via the release valve 26. Further, the pressure build-up flow passage 43 is a flow passage defined as a part or all of a flow passage through which the brake fluid in the master cylinder 21 is supplied to the upstream side of the sub-flow passage 42 of the pump 50 via the pressure build-up valve 29. That is, the sub-flow passage 42 and the pressure build-up flow passage 43 also connect the master cylinder port MP and the wheel cylinder port WP.
[0026] The charging valve 25 is, for example, an electromagnetic valve that switches the flow of brake fluid through its installation point from open to closed when it is switched from the de-energized state to the energized state. The release valve 26 is, for example, an electromagnetic valve that switches the flow of brake fluid flowing through its installation point to the bypass flow channel branch 42a from closed to open when it is switched from the de-energized state to the energized state. The switching valve 28 is, for example, an electromagnetic valve that switches the flow of brake fluid through its installation point from open to closed when it is switched from the de-energized state to the energized state. The pressure build-up valve 29 is, for example,a solenoid valve that switches the flow of brake fluid flowing through its installation point to the secondary flow channel branch 42a from closing to opening when it is switched from the de-energized state to the energized state.
[0027] The pump 50 of the first hydraulic circuit 12 and the pump 50 of the second hydraulic circuit 14 are driven by a common motor 90. That is, the motor 90 is the drive source of the pump 50.
[0028] The fluid pressure control unit 100 is constructed by the main body 101, the individual components provided in the main body 101 (charging valve 25, releasing valve 26, accumulator 27, switching valve 28, pressure build-up valve 29, master cylinder fluid pressure sensor 30, wheel cylinder fluid pressure sensor 31, pump 50, motor 90, etc.) and a control device (ECU) 105.
[0029] The control device 105 controls the charging valve 25, the release valve 26, the switching valve 28, the pressure build-up valve 29, and the motor 90. The control device 105 may be a single device or divided into multiple devices. Furthermore, the control device 105 may be mounted on the main body 101 or mounted on other components other than the main body 101. Furthermore, part or all of the control device 105 may be composed of, for example, a microcomputer, a microprocessor unit, etc., or an updatable item such as firmware, etc., and may also be a program module, etc., executed by an instruction from a CPU, etc.
[0030] For example, in the normal state, the charging valve 25, the release valve 26, the switching valve 28, and the pressure build-up valve 29 are controlled to the de-energized state by the control device 105. If the brake lever 11 is actuated in this state, a piston (not shown) of the master cylinder 21 in the first hydraulic circuit 12 is pressed in, causing the brake fluid pressure in the wheel cylinder 24 to rise, a brake pad (not shown) of the brake caliper 23 to be pressed against the rotor 3a of the front wheel 3, and the front wheel 3 to be braked. If the brake pedal 13 is actuated, a piston (not shown) of the master cylinder 21 is pressed in the second hydraulic circuit 14, whereby the fluid pressure of the brake fluid in the wheel cylinder 24 increases, a brake pad (not shown) of the brake calliper 23 is pressed against the rotor 4a of the rear wheel 4 and the rear wheel 4 is braked.
[0031] The output of each sensor (master cylinder fluid pressure sensor 30, wheel cylinder fluid pressure sensor 31, wheel speed sensor, acceleration sensor, etc.) is input to the control device 105. Based on this output, the control device 105 issues commands to control the operation of the charge valve 25, the release valve 26, the switching valve 28, the pressure build-up valve 29, and the motor 90, and executes a pressure reduction control operation or a pressure build-up control operation, etc.
[0032] For example, if an excess or potential excess of the brake fluid pressure in the wheel cylinder 24 of the first hydraulic circuit 12 occurs, the control device 105 executes a pressure reduction control operation in which the brake fluid pressure in the wheel cylinder 24 of the first hydraulic circuit 12 is reduced. In this process, the control device 105 in the first hydraulic circuit 12 controls the charging valve 25 to the energized state, the release valve 26 to the energized state, the switching valve 28 to the de-energized state, and the pressure build-up valve 29 to the de-energized state, and simultaneously drives the motor 90. As a result, the brake fluid in the wheel cylinder 24 of the first hydraulic circuit 12 flows through the main flow channel 41 into the secondary flow channel 42, and the fluid pressure in the wheel cylinder 24 decreases.The brake fluid that has flowed from the wheel cylinder 24 into the bypass passage 42 flows through the release valve 26 into the accumulator 27 and is stored in the accumulator 27. Furthermore, the brake fluid stored in the accumulator 27 is returned to the master cylinder 21 by the pump 50 driven by the motor 90.
[0033] Furthermore, when an excess or potential excess of the brake fluid pressure in the wheel cylinder 24 of the second hydraulic circuit 14 occurs, the control device 105 executes a pressure reduction control operation in which the brake fluid pressure in the wheel cylinder 24 of the second hydraulic circuit 14 is reduced. In this case, the control device 105 in the second hydraulic circuit 14 controls the charging valve 25 to the energized state, the release valve 26 to the energized state, the switching valve 28 to the de-energized state, and the pressure build-up valve 29 to the de-energized state, and simultaneously drives the motor 90. As a result, the brake fluid in the wheel cylinder 24 of the second hydraulic circuit 14 flows through the main flow channel 41 into the secondary flow channel 42, and the fluid pressure in the wheel cylinder 24 decreases.The brake fluid that has flowed from the wheel cylinder 24 into the bypass passage 42 flows through the release valve 26 into the accumulator 27 and is stored in the accumulator 27. Furthermore, the brake fluid stored in the accumulator 27 is returned to the master cylinder 21 by the pump 50 driven by the motor 90.
[0034] For example, if a shortage or potential shortage of the brake fluid pressure in the wheel cylinder 24 of the first hydraulic circuit 12 occurs, the control device 105 executes a pressure buildup control process in which the brake fluid pressure in the wheel cylinder 24 of the first hydraulic circuit 12 is built up. In this process, the control device 105 in the first hydraulic circuit 12 controls the charging valve 25 to the de-energized state, the release valve 26 to the de-energized state, the switching valve 28 to the energized state, and the pressure buildup valve 29 to the energized state, while simultaneously driving the motor 90. As a result, the brake fluid from the master cylinder 21 of the first hydraulic circuit 12 flows through the pump 50, which is driven by the motor 90, through the main flow channel 41 and the pressure buildup flow channel 43 from the secondary flow channel branch 42a into the secondary flow channel 42.The brake fluid that has flowed into the secondary flow channel 42 flows from the main flow channel branch 41a into the main flow channel 41, and flows through the charging valve 25 into the wheel cylinder 24 of the first hydraulic circuit 12. As a result, the fluid pressure of the brake fluid in the wheel cylinder 24 of the first hydraulic circuit 12 increases.
[0035] Furthermore, if a shortage or potential shortage of the brake fluid pressure in the wheel cylinder 24 of the second hydraulic circuit 14 occurs, the control device 105 executes a pressure buildup control process in which the brake fluid pressure in the wheel cylinder 24 of the second hydraulic circuit 14 is built up. In this process, the control device 105 in the second hydraulic circuit 14 controls the charging valve 25 to the de-energized state, the release valve 26 to the de-energized state, the switching valve 28 to the energized state, and the pressure buildup valve 29 to the energized state, and simultaneously drives the motor 90. As a result, the brake fluid of the master cylinder 21 of the second hydraulic circuit 14 flows through the pump 50, which is driven by the motor 90, through the main flow channel 41 and the pressure buildup flow channel 43 from the secondary flow channel branch 42a into the secondary flow channel 42.The brake fluid that has flowed into the secondary flow channel 42 flows from the main flow channel branch 41a into the main flow channel 41, and flows through the charging valve 25 into the wheel cylinder 24 of the second hydraulic circuit 14. As a result, the fluid pressure of the brake fluid in the wheel cylinder 24 of the second hydraulic circuit 14 increases.
[0036] That is, the fluid pressure control unit 100 can perform a pressure reduction control operation of the first hydraulic circuit 12 (in other words, an anti-lock braking operation) by controlling the fluid pressure of the brake fluid in the wheel cylinder 24 of the first hydraulic circuit 12. Furthermore, the fluid pressure control unit 100 can perform a pressure reduction control operation of the second hydraulic circuit 14 (in other words, an anti-lock braking operation) by controlling the fluid pressure of the brake fluid in the wheel cylinder 24 of the second hydraulic circuit 14. Furthermore, the fluid pressure control unit 100 can perform a pressure build-up operation of the first hydraulic circuit 12 by controlling the fluid pressure of the brake fluid in the wheel cylinder 24 of the first hydraulic circuit 12.Furthermore, the fluid pressure control unit 100 can perform a pressure build-up operation of the second hydraulic circuit 14 by controlling the fluid pressure of the brake fluid in the wheel cylinder 24 of the second hydraulic circuit 14. <Aufbau der Flüssigkeitsdruck-Steuereinheit>
[0037] The following is an explanation of the structure of the fluid pressure control unit according to the present embodiment.
[0038] Fig. Figure 3 is a sectional view of the pump and motor area of a fluid pressure control unit according to an embodiment of the present invention. The pump 50 shown in this Fig. 3 is the pump 50 of the first hydraulic circuit 12. The structure of the pump 50 of the second hydraulic circuit 14 is the same as the structure of the pump 50 of the first hydraulic circuit 12.
[0039] The fluid pressure control unit 100 includes, as mentioned above, the pump 50 and the motor 90. The pump 50 and the motor 90 are provided in the base body 101, which is formed of, for example, a metal such as an aluminum alloy, etc.
[0040] The motor 90 has an output shaft 91 and an eccentric section 92. The output shaft 91 is rotationally driven by the rotor and stator of the motor 90. Fig. Figure 3 is a sectional view of the fluid pressure control unit 100 taken along a plane perpendicular to the rotational center of the output shaft 91, with the rotor and stator omitted from the view direction. The eccentric portion 92 is provided on the output shaft 91 and performs an eccentric rotational movement relative to the rotational center of this output shaft 91.
[0041] The pump 50 is inserted into a recess 102 formed in the base body 101. This pump 50 has a cylinder 51, a plunger 55, and a spring 60.
[0042] A compression chamber 52 that compresses the brake fluid is formed in the cylinder 51. Furthermore, an outlet flow channel 53 is formed in the cylinder 51 for discharging the brake fluid compressed in the compression chamber 52. The brake fluid discharged through the outlet flow channel 53 flows into the second sub-flow channel 42c of the sub-flow channel 42. In the present embodiment, the brake fluid discharged through the outlet flow channel 53 flows into the second sub-flow channel 42c via the outlet flow channel 62. That is, the outlet flow channel 53 is connected to the second sub-flow channel 42c via the outlet flow channel 62.
[0043] Specifically, the pump 50 according to the present embodiment includes a cover portion 61 adjacent to the cylinder 51. The cover portion 61 is inserted into a region on the side of the recess 102 that is closer to the opening portion of the recess 102 than the cylinder 51. Furthermore, the outlet flow channel 62 is formed between the cylinder 51 and the cover portion 61. In the present embodiment, the outlet flow channel 62 is composed of a groove formed at least one of two end portions, namely, either the end portion of the cylinder 51 facing the cover portion 61 or the end portion of the cover portion 61 facing the cylinder 51, and a groove formed on at least one of the outer peripheral surfaces of the cylinder 51 or the cover portion 61.
[0044] An end portion 55a, which is one end of the plunger 55, abuts against the eccentric portion 92 of the motor 90. Furthermore, an end portion 55b, which is the other end of the plunger 55, is inserted into an opening portion 52a of the compression chamber 52. Furthermore, the end portion 55b, which is the other end of the plunger 55, reciprocates in the compression chamber 52. In order to suppress leakage of the brake fluid between the outer peripheral surface 55c of the plunger 55 (more precisely, the outer peripheral surface of the part of the plunger 55 inserted into the compression chamber 52) and the inner peripheral surface 52b of the compression chamber 52 when compressing the brake fluid in the compression chamber 52, the part of the plunger 55 inserted into the compression chamber 52 is formed as follows.The part of the plunger 55 that is inserted into the compression chamber 52 has an outer diameter slightly larger than the inner diameter of the compression chamber 52, so that this part is press-fitted so that it can reciprocally move in the compression chamber 52 when inserted into the compression chamber 52. In other words, the part of the plunger 55 that is inserted into the compression chamber 52 is slightly press-fitted so that it can reciprocally move in the compression chamber 52. The plunger 55 is formed, for example, such that at least the part that is inserted into the compression chamber 52 is made of resin.
[0045] The number of components constituting the plunger 55 is not particularly limited, but in the present embodiment, the plunger 55 is constructed of three components. Specifically, the plunger 55 includes a first component 56, a second component 57, and a third component 58. The first component 56 is a component having the end portion 55a. The second component 57 is attached to an end portion opposite to the end portion 55a of the first component 56. In the present embodiment, the first component 56 is press-fitted into the second component 57, and the second component 57 is thereby attached to the first component 56. The third component 58 is a component having the end portion 55b. The third component 58 is attached to an end portion opposite to the end portion of the second component 57 to which the first component 56 is attached.In the present embodiment, the second component 57 is press-fitted into the third component 58, whereby the third component 58 is thereby attached to the second component 57.
[0046] Furthermore, an inlet flow channel 59 is formed in the plunger 55, into which the brake fluid that has flowed through the internal flow channel 40 toward the pump 50 flows and which guides this brake fluid into the compression chamber 52. Specifically, in the present embodiment, the inlet-side end portion of the inlet flow channel 59 for the brake fluid is opened at the side surface of the first member 56. Furthermore, the outlet-side end portion of the inlet flow channel 59 for the brake fluid is opened at the end portion 55b of the third member 58. That is, the outlet-side end portion of the inlet flow channel 59 for the brake fluid is opened within the compression chamber 52.Furthermore, the brake fluid that has flowed from the first sub-flow passage 42b of the sub-flow passage 42 toward the pump 50 flows into the inlet flow passage 59 and flows into the compression chamber 52 through this inlet flow passage 59. In order to prevent the brake fluid that has flowed from the first sub-flow passage 42b of the sub-flow passage 42 toward the pump 50 from entering the installation space of the eccentric portion 92 on the outer peripheral side of the first component 56 of the plunger 55, in the present embodiment, the space between the outer peripheral surface of the first component 56 of the plunger 55 and the base body 101 is sealed by a sealing member 87 such as an O-ring, etc.
[0047] In addition, the plunger 55 includes an inlet-side check valve 70 provided in the inlet flow passage 59, which regulates the flow of brake fluid from the compression chamber 52 toward the internal flow passage 40 (more precisely, toward the first sub-flow passage 42b). In the present embodiment, the inlet-side check valve 70 is constructed as follows. The inlet-side check valve 70 includes a valve seat 71, a valve body 72, and a spring 73. The valve seat 71 is provided at an end portion of the part formed on the first component 56 of the inlet flow passage 59 and is located on the second component 57 side. The valve body 72 is formed, for example, in a spherical shape and is provided so that it can move freely in a direction toward the valve seat 71 and in a direction away from the valve seat 71.In a state in which the valve body 72 approaches the valve seat 71 and is in contact with this valve seat 71, the valve body 72 closes the inlet flow channel 59. In a state in which the valve body 72 has moved away from the valve seat 71, the valve body 72 opens the inlet flow channel 59. The spring 73 biases the valve body 72 toward the valve seat 71.
[0048] The spring 60 presses the plunger 55 against the eccentric portion 92 of the motor 90. In the fluid pressure control unit 100 according to the present embodiment, the spring 60 is provided outside the intake flow channel 59 and outside the compression chamber 52. The spring 60 is provided, for example, on the outer peripheral side of the plunger 55. Specifically, the spring 60 is clamped between the cylinder 51 and the third member 58 of the plunger 55 on the outer peripheral side of the plunger 55 in a shortened state compared to its natural length. If the spring 60 is provided outside the intake flow channel 59 and outside the compression chamber 52, the arrangement of the spring 60 on the outer peripheral side of the plunger 55 facilitates the placement of the spring 60 and simplifies the manufacture of the fluid pressure control unit 100.
[0049] In a pump 50 constructed in this way, as the outer peripheral surface of the eccentric portion 92 of the motor 90 approaches the compression chamber 52, the plunger 55 is pushed to be gradually inserted into the compression chamber 52. This gradually decreases the volume of the compression chamber 52. As the outer peripheral surface of the eccentric portion 92 of the motor 90 moves away from the compression chamber 52, the plunger 55, which is urged against the eccentric portion 92 by the spring 60, remains in a state where the end portion 55a abuts the eccentric portion 92. As a result, the plunger 55 moves along the outer peripheral surface of the eccentric portion 92 of the motor 90—in other words, it follows the eccentric rotational movement of the eccentric portion 92 of the motor 90—and gradually moves out of the compression chamber 52. Consequently, the volume of the compression chamber 52 gradually increases.
[0050] When the brake fluid flows into the first sub-flow passage 42b of the sub-flow passage 42, the brake fluid of the first sub-flow passage 42b flows into an inlet flow passage 59 formed in the plunger 55. For example, during a pressure reduction control operation, the brake fluid of the wheel cylinder 24 flows into the inlet flow passage 59 through the main flow passage 41 and the first sub-flow passage 42b. Furthermore, during a pressure build-up control operation, the brake fluid of the master cylinder 21 flows into the inlet flow passage 59 through the main flow passage 41, the pressure build-up flow passage 43, and the first sub-flow passage 42b.
[0051] During the period in which the volume of the compression chamber 52 increases, the pressure of the brake fluid on the compression chamber 52 side relative to the inlet-side check valve 70 is low. Therefore, the brake fluid that has flowed into the inlet flow channel 59 moves the valve body 72 in a direction away from the valve seat 71 and places the inlet-side check valve 70 in an open state. As a result, the brake fluid that has flowed into the inlet flow channel 59 flows into the compression chamber 52 through the inlet-side check valve 70. In contrast, during the period in which the volume of the compression chamber 52 decreases, the pressure of the brake fluid on the compression chamber 52 side relative to the inlet-side check valve 70 increases.Therefore, the brake fluid that has flowed into the inlet flow channel 59 is unable to move the valve body 72 in a direction away from the valve seat 71. As a result, the inlet-side check valve 70 assumes a closed state, and the brake fluid that has flowed into the inlet flow channel 59 does not flow into the compression chamber 52.
[0052] The brake fluid that has flowed into the compression chamber 52 is compressed as the volume of the compression chamber 52 decreases, and is pumped into the second sub-flow passage 42c of the sub-flow passage 42 through the outlet flow passage 53 and the outlet flow passage 62. For example, in a pressure reduction control operation, the brake fluid that has flowed into the second sub-flow passage 42c is returned to the master cylinder 21 through the main flow passage 41. Furthermore, in a pressure build-up control operation, the brake fluid that has flowed into the second sub-flow passage 42c is supplied to the wheel cylinder 24 through the main flow passage 41.
[0053] Furthermore, a saddle-type vehicle, which is a type of vehicle, has a smaller degree of freedom in component arrangement compared to vehicles such as quadricycles, etc., and the degree of freedom for installing the fluid pressure control unit is also small. Therefore, downsizing is being pursued for fluid pressure control units conventionally installed in a saddle-type vehicle. Also, in quadricycles, etc., downsizing of the fluid pressure control unit has become desirable in recent years due to the downsizing of the engine compartment and the increase in the number of components mounted in the engine compartment.
[0054] To downsize the fluid pressure control unit, the compression chamber must be made smaller, for example, by reducing the diameter of the compression chamber. Here, in conventional fluid pressure control units, a spring is provided inside the compression chamber to press the plunger against the eccentric portion of the motor. Therefore, in conventional fluid pressure control units, when the diameter of the compression chamber is reduced, the diameter of the spring must also be reduced. However, if the diameter of the spring is reduced, the pressing force pressing the plunger against the eccentric portion becomes weaker, making it difficult for the plunger to follow the eccentric rotational movement of the eccentric portion. In other words, it becomes difficult for the plunger to constantly abut against the eccentric portion.As a result, the pump's capacity decreases, making it difficult to move the desired amount of brake fluid. To solve this problem, the spring must be lengthened to increase the force with which the plunger is pushed against the eccentric section. However, this also lengthens the compression chamber, making it impossible to downsize the fluid pressure control unit. This has led to the problem of difficulty in downsizing conventional fluid pressure control units.
[0055] In contrast, in the fluid pressure control unit 100 according to the present embodiment, a spring 60 that presses the plunger 55 against the eccentric portion 92 of the motor 90 is provided outside the compression chamber 52. Therefore, in the fluid pressure control unit 100 according to the present embodiment, the diameter of the spring 60 can be set without being limited by the diameter of the compression chamber 52. Thus, in the fluid pressure control unit 100 according to the present embodiment, the compression chamber 52 can be reduced in size while simultaneously suppressing a decrease in the pressing force of the spring 60. Therefore, the fluid pressure control unit 100 according to the present embodiment can be reduced in size compared to conventional fluid pressure control units.
[0056] Furthermore, since the spring 60 is provided outside the compression chamber 52 in the fluid pressure control unit 100 according to the present embodiment, the spring 60 cannot cause damage to the compression chamber 52. Therefore, the fluid pressure control unit 100 according to the present embodiment also has the advantage of being able to better suppress brake fluid leakage from the compression chamber 52 compared to conventional fluid pressure control units.
[0057] Furthermore, in the fluid pressure control unit 100 according to the present embodiment, the spring 60 is provided outside the compression chamber 52 and outside the intake flow passage 59. That is, the spring 60 is arranged outside the brake fluid flow passage inside the pump 50, which guides the brake fluid from the first sub-flow passage 42b to the second sub-flow passage 42c of the sub-flow passage 42. Therefore, even if the spring 60 collides with surrounding components and generates foreign matter, the intrusion of these foreign matter into the internal flow passage 40 can be suppressed. Consequently, the reliability of the fluid pressure control unit 100 according to the present embodiment is improved.
[0058] The method for attaching the pump 50 to the base body 101 is not particularly limited, but in the present embodiment, the pump 50 is attached to the base body 101 as follows. The base body 101 has a step portion 103 on an inner peripheral surface of the recess 102. The cylinder 51 of the pump 50 has a step portion 54 protruding from the outer peripheral surface and abutting against the step portion 103 of the base body 101. Furthermore, the base body 101 has a plastic deformation part 104 formed by plastically deforming the edge portion of the opening portion of the recess 102. The cover portion 61 and the cylinder 51 of the pump 50 are clamped between the step portion 103 and the plastic deformation part 104, thereby fixing the pump 50 to the base body 101. Fig. 3 shows the base body 101 in a state before the plastic deformation part 104 was formed. Therefore, the plastic deformation part 104 is Fig. 3 shown in dashed lines.
[0059] Here, it is preferable that the fluid pressure control unit 100 according to the present embodiment has the following structure.
[0060] Preferably, the fluid pressure control unit 100 includes a holder 85 that holds the cylinder 51, the plunger 55, and the spring 60. This allows at least some of the components of the fluid pressure control unit 100 to be formed as a unit. Furthermore, the unitary part of the fluid pressure control unit 100 can be inserted as a whole into the recess 102 of the base body 101. Because the fluid pressure control unit 100 includes the holder 85, the manufacture of the fluid pressure control unit 100 is easier than in the case where the pump 50 is assembled by inserting the individual components of the fluid pressure control unit 100 into the recess 102 one after the other.
[0061] Preferably, the holder 85 of the fluid pressure control unit 100 includes a filter 86 through which the brake fluid flowing into the inlet flow channel 59 formed in the plunger 55 passes. By including a filter 86 in the holder 85, the intrusion of foreign matter into the compression chamber 52 and the occurrence of damage inside the compression chamber 52 can be suppressed, thereby improving the reliability of the fluid pressure control unit 100. Furthermore, by including the filter 86 in the holder 85, the filter 86 can be provided when at least some of the components of the fluid pressure control unit 100 are formed as a unit with the holder 85. By including the filter 86 in the holder 85, the manufacturing of the fluid pressure control unit 100 is facilitated.
[0062] Preferably, the pump 50 of the fluid pressure control unit 100 includes an outlet-side check valve 75 disposed in the outlet flow passage 53, which regulates the flow of brake fluid from the internal flow passage 40 (more precisely, from the second sub-flow passage 42c) toward the compression chamber 52. In the present embodiment, the outlet-side check valve 75 is constructed as follows. The outlet-side check valve 75 includes a valve seat 76, a valve body 77, and a spring 78. The valve seat 76 is provided in the outlet flow passage 53. The valve body 77 is, for example, spherical and is provided so that it can move freely toward the valve seat 76 and in a direction away from the valve seat 76. In a state in which the valve body 77 approaches the valve seat 76 and abuts against this valve seat 76, the valve body 77 closes the outlet flow channel 53.And in a state where the valve body 77 lifts off the valve seat 76, the valve body 77 exposes the outlet flow channel 53. The spring 78 biases the valve body 77 toward the valve seat 76. To prevent backflow of the brake fluid from the internal flow channel 40 (more precisely, from the second sub-flow channel 42c) into the compression chamber 52, an outlet-side check valve 75 may be provided in the fluid pressure control unit 100, which regulates the flow of the brake fluid from the internal flow channel 40 (more precisely, from the second sub-flow channel 42c) toward the compression chamber 52. In such a case, since the pump 50 has an outlet-side check valve 75, the outlet-side check valve 75 can also be provided on the base body 101 when the pump 50 is arranged on the base body 101.Therefore, since the pump 50 has the outlet-side check valve 75, the manufacture of the fluid pressure control unit 100 is easier than in the case where the outlet-side check valve 75 is provided separately from the pump 50 on the base body 101. <Abgewandelte Beispiele>
[0063] Fig. Fig. 4 is a sectional view of the area around the pump and motor of a modified example of a fluid pressure control unit according to an embodiment of the present invention. The pump 50 shown in this Fig. 4 is the pump 50 of the first hydraulic circuit 12. The structure of the pump 50 of the second hydraulic circuit 14 is the same as the structure of the pump 50 of the first hydraulic circuit 12.
[0064] The Fig. The fluid pressure control unit 100 shown in Figure 4 has a sealing element 81 provided on an outer peripheral surface 55c of the plunger 55 and suppressing the leakage of brake fluid between the outer peripheral surface 55c of the plunger 55 and the inner peripheral surface 52b of the compression chamber 52. The sealing element 81 is, for example, an O-ring. Fig. 3, the part of the plunger 55 that is inserted into the compression chamber 52 is dimensioned such that it is easily pressed into the compression chamber 52 in a reciprocating manner to suppress the leakage of brake fluid between the outer peripheral surface 55c of the plunger 55 and the inner peripheral surface 52b of the compression chamber 52. In the manufacture of such a plunger 55, a high manufacturing accuracy is required for the part of the plunger 55 that is inserted into the compression chamber 52. In contrast, in the Fig. 4, the outer diameter of the part of the plunger 55 that is inserted into the compression chamber 52 may be smaller than the inner diameter of the compression chamber 52, as long as this part can move back and forth within the compression chamber 52. This means that in the Fig. 4 compared to the fluid pressure control unit 100 shown in Fig. 3, no high manufacturing accuracy is required for the part of the plunger 55 that is inserted into the compression chamber 52. Consequently, the manufacture of the Fig. 4 compared to the fluid pressure control unit 100 shown in Fig. 3 illustrated fluid pressure control unit 100 is simpler.
[0065] In addition, the Fig. 4, the part of the plunger 55 that is inserted into the compression chamber 52 can be made slimmer, whereby both the load on the end portion 55a of the plunger 55 and the load on the motor 90 can be reduced when compressing the brake fluid in the compression chamber 52.
[0066] The manner in which the sealing member 81 is provided on the outer peripheral surface 55c of the plunger 55 is not particularly limited. For example, the sealing member 81 may be formed so as to be embedded at a position on the outer peripheral surface 55c of the plunger 55 that is opposite to the inner peripheral surface 52b of the compression chamber 52. In this case, the sealing member 81 reciprocates together with the plunger 55 within the compression chamber 52 and slides on the inner peripheral surface 52b of the compression chamber 52. Furthermore, the fluid pressure control unit 100 may include, for example, a holding member 82 that holds the sealing member 81.
[0067] The holding element 82 is, for example, as shown in Fig.4. Specifically, a recess 83 is formed in the holding member 82. An end portion 51a of the cylinder 51, on the side of which the opening portion 52a of the compression chamber 52 is formed, is inserted into this recess 83. Furthermore, the sealing member 81 is clamped between the bottom portion 83a of the recess 83 and the end portion 51a of the cylinder 51. By holding the sealing member 81 by the holding member 82, it is easier to provide the sealing member 81 at a suitable position and to maintain the state in which the sealing member 81 is provided at this suitable position. <Vorteile der Flüssigkeitsdruck-Steuereinheit>
[0068] The following is an explanation of the advantages of the fluid pressure control unit 100 according to the present embodiment.
[0069] The fluid pressure control unit 100 according to the present embodiment is a fluid pressure control unit of a brake system 10 installed in a vehicle. The fluid pressure control unit 100 includes a main body 101 in which an internal flow channel 40 is formed, connecting a wheel cylinder 24 to a master cylinder 21, a pump 50 that moves the brake fluid of the internal flow channel 40, and a motor 90 that is the drive source of the pump 50. The motor 90 includes an output shaft 91 and an eccentric portion 92 provided on this output shaft 91 and performing an eccentric rotational movement relative to the rotation center of this output shaft 91. The pump 50 includes a cylinder 51, a plunger 55, and a spring 60.Formed in the cylinder 51 are a compression chamber 52 that compresses the brake fluid, and an outlet flow passage 53 that discharges the brake fluid compressed in this compression chamber 52. The end portion 55a, which is one end of the plunger 55, abuts against the eccentric portion 92 of the motor 90. The end portion 55b, which is the other end of the plunger 55, is inserted into the opening portion 52a of the compression chamber 52. Furthermore, the end portion 55b, which is the other end of the plunger 55, reciprocates in the compression chamber 52. The spring 60 presses the plunger 55 against the eccentric section 92 of the motor 90. An inlet flow channel 59 is formed in the plunger 55, into which the brake fluid flowing through the internal flow channel 40 towards the pump 50 flows and which guides this brake fluid into the compression chamber 52.In addition, the plunger 55 has an inlet-side check valve 70 provided in the inlet flow channel 59 and regulating the flow of brake fluid from the compression chamber 52 toward the internal flow channel 40. Furthermore, the spring 60 is provided outside the inlet flow channel 59 and the compression chamber 52.
[0070] As mentioned above, in a fluid pressure control unit 100 constructed in this way, the diameter of the spring 60 can be determined without being limited by the diameter of the compression chamber 52, thereby making it more compact compared to conventional fluid pressure control units.
[0071] Preferably, the vehicle incorporating the fluid pressure control unit 100 is a saddle-type vehicle 200. The saddle-type vehicle 200 has a smaller degree of freedom in component arrangement compared to four-wheeled vehicles, etc., and the degree of freedom in installing the fluid pressure control unit 100 is small. Therefore, fluid pressure control units conventionally installed in a saddle-type vehicle 200 are targeted for greater downsizing compared to fluid pressure control units installed in a vehicle such as a four-wheeled vehicle, etc. Therefore, it is preferable to install the fluid pressure control unit 100, which can be downsized compared to conventional fluid pressure control units, in a saddle-type vehicle 200.
[0072] Up to this point, the fluid pressure control unit 100 according to the present embodiment has been explained. However, the fluid pressure control unit according to the present invention is not limited to the explanation of the present embodiment. The fluid pressure control unit according to the present invention may also implement only a part of the present embodiment. [List of reference symbols]
[0073] 1 Frame, 2 Handlebar, 3 Front wheel, 3a Rotor, 4 Rear wheel, 4a Rotor, 10 Brake system, 11 Brake lever, 12 First hydraulic circuit, 13 Brake pedal, 14 Second hydraulic circuit, 15 Fluid line, 16 Fluid line, 21 Master cylinder, 22 Reservoir, 23 Caliper, 24 Wheel cylinder, 25 Charge valve, 26 Release valve, 27 Accumulator, 28 Switching valve, 29 Pressure build-up valve, 30 Master cylinder fluid pressure sensor, 31 Wheel cylinder fluid pressure sensor, 40 Internal flow passage, 41 Main flow passage, 41a Main flow passage branch, 42 Sub-flow passage, 42a Sub-flow passage branch, 42b First sub-flow passage, 42c Second sub-flow passage, 43 Pressure build-up flow passage, 50 Pump, 51 cylinder, 51a end portion, 52 compression chamber, 52a opening portion, 52b inner peripheral surface, 53 outlet flow channel, 54 step portion, 55 plunger, 55a end portion, 55b end portion, 55c outer peripheral surface, 56 first component, 57 second component, 58 third component, 59 inlet flow channel,60 Spring, 61 Cover section, 62 Outlet flow passage, 70 Inlet side check valve, 71 Valve seat, 72 Valve body, 73 Spring, 75 Outlet side check valve, 76 Valve seat, 77 Valve body, 78 Spring, 81 Sealing member, 82 Retaining member, 83 Recess, 83a Bottom section, 85 Holder, 86 Filter, 87 Sealing member, 90 Motor, 91 Output shaft, 92 Eccentric section, 100 Fluid pressure control unit, 101 Base body, 102 Recess, 103 Step section, 104 Plastic deformation part, 105 Control device, 200 Caliper type vehicle, MP Master cylinder port, WP Wheel cylinder port., QUOTES CONTAINED IN THE DESCRIPTION
[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature
[0000] JP 2020-109919 A
[0004]
Claims
[1] Fluid pressure control unit (100) of a braking system (10) installed in a vehicle, comprising a base body (101) in which an internal flow channel (40) is formed, which connects a wheel cylinder (24) to a master cylinder (21), a pump (50) which moves brake fluid in the internal flow channel (40), and a motor (90) as a drive source of the pump (50), where the engine (90) an output shaft (91) and an eccentric section (92) provided on the output shaft (91) and rotating eccentrically to the center of rotation of the output shaft (91), where the pump (50) a cylinder (51) in which a compression chamber (52) in which the brake fluid is compressed and an outlet flow channel (53) through which the brake fluid compressed in the compression chamber (52) is discharged are formed, a plunger (55), one end (55a) of which rests against the eccentric portion (92) and the other end (55b) of which is inserted into an opening portion (52a) of the compression chamber (52) and moves back and forth within the compression chamber (52), and a spring (60) which presses the plunger (55) against the eccentric portion (92), wherein an inlet flow channel (59) is formed in the plunger (55), into which the brake fluid flowing through the internal flow channel (40) in the direction of the pump (50) flows and which guides the brake fluid into the compression chamber (52), wherein the plunger (55) has an inlet-side check valve (70) provided in the inlet flow channel (59) and regulating the flow of brake fluid from the compression chamber (52) toward the internal flow channel (40), and wherein the spring (60) is provided outside the inlet flow channel (59) and outside the compression chamber (52). [2] A fluid pressure control unit (100) according to claim 1, comprising a sealing member (81) provided on an outer peripheral surface (55c) of the plunger (55) and suppressing a leakage of brake fluid between the outer peripheral surface (55c) of the plunger (55) and an inner peripheral surface (52b) of the compression chamber (52). [3] The fluid pressure control unit (100) according to claim 2, comprising a holding member (82) holding the sealing member (81). [4] Fluid pressure control unit (100) according to claim 3, wherein a recess (83) is formed in the holding element (82), wherein an end portion (51a) of the cylinder (51) on the side on which the opening portion (52a) of the compression chamber (52) is formed is inserted into this recess (83), and wherein the sealing element (81) is clamped by a bottom portion (83a) of the recess (83) and the end portion (51a) of the cylinder (51). [5] The fluid pressure control unit (100) according to any one of claims 1 to 4, wherein the spring (60) is provided on the outer peripheral side of the plunger (55). [6] A fluid pressure control unit (100) according to any one of claims 1 to 4, comprising a holder (85) holding the cylinder (51), the plunger (55) and the spring (60). [7] A fluid pressure control unit (100) according to claim 6, wherein the holder (85) has a filter (86) through which the brake fluid flowing into the inlet flow channel (59) passes. [8] A fluid pressure control unit (100) according to any one of claims 1 to 4, wherein the pump (50) has an outlet-side check valve (75) provided in the outlet flow passage (53) and regulating the flow of the brake fluid from the internal flow passage (40) toward the compression chamber (52). [9] A vehicle comprising a fluid pressure control unit (100) according to any one of claims 1 to 4. [10] A vehicle according to claim 9, wherein the vehicle is a saddle-type vehicle (200).
Citation Information
Patent Citations
Predictive image generation device, moving image decoding device, and moving image encoding device
JP2020109919A