JP2016182918A - Vehicular brake fluid pressure control device - Google Patents

Vehicular brake fluid pressure control device Download PDF

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JP2016182918A
JP2016182918A JP2015065128A JP2015065128A JP2016182918A JP 2016182918 A JP2016182918 A JP 2016182918A JP 2015065128 A JP2015065128 A JP 2015065128A JP 2015065128 A JP2015065128 A JP 2015065128A JP 2016182918 A JP2016182918 A JP 2016182918A
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reservoir
control device
pressure control
brake fluid
piston
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拓郎 児玉
Takuro Kodama
拓郎 児玉
中村　元泰
Motoyasu Nakamura
元泰 中村
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Nissin Kogyo Co Ltd
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Nissin Kogyo Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To provide a vehicular brake fluid pressure control device equipped with a reservoir in which gas spring is constantly working.SOLUTION: A gas inside a gas chamber 62 is in a compressed state when a reservoir piston 40 comes into contact with a bottom 33 of a reservoir hole 32, and thus the reservoir piston 40 is energized to the bottom 33 of the reservoir hole 32.EFFECT: When the reservoir piston is at an initial position, the gas in the gas chamber is in the compressed state; therefore, by the energization force of gas spring, it becomes possible to return the reservoir piston to the initial position. This means, by the present invention, a vehicular brake fluid pressure control device equipped with the reservoir capable of effectively using the gas spring can be provided.SELECTED DRAWING: Figure 2

Description

本発明は、リザーバを備える車両用ブレーキ液圧制御装置に関する。   The present invention relates to a vehicle brake hydraulic pressure control device including a reservoir.

車両用ブレーキ液圧制御装置において、作動液（ブレーキ液）を一時的に逃がすためのリザーバの構造が各種提案されている（例えば、特許文献１（図３、図４）参照）。   Various types of reservoir structures have been proposed for temporarily releasing hydraulic fluid (brake fluid) in a vehicle brake fluid pressure control device (see, for example, Patent Document 1 (FIGS. 3 and 4)).

特許文献１の図３に示されるように、リザーバ（７０）（括弧付き数字は、特許文献１に記載された符号を示す。以下同様）は、シリンダ孔（５６０）を密閉するふた部材（７２）と、シリンダ孔（５６０）の内部を液圧室（８２）と気体室（８０）とに区画するピストン（７４）と、気体室（８０）に配設されてピストン（７４）をシリンダ孔（５６０）の底部側へ付勢する圧縮コイルばね（７６）とを備える。   As shown in FIG. 3 of Patent Document 1, the reservoir (70) (the numbers in parentheses indicate the symbols described in Patent Document 1. The same applies hereinafter) is a lid member (72) that seals the cylinder hole (560). ), A piston (74) that divides the inside of the cylinder hole (560) into a hydraulic chamber (82) and a gas chamber (80), and the piston (74) disposed in the gas chamber (80). (560) and a compression coil spring (76) for urging to the bottom side.

この特許文献１では、作動液が逃がされることでピストン（７４）が移動し、気体室（８０）に封じ込められた空気又はガスは、圧縮され、気体ばねを構成するが、ピストン（７４）が初期位置にあるときは、気体室（８０）の内圧は大気圧であるため、気体ばねの作用は期待できない。   In this Patent Document 1, the piston (74) is moved by the release of the hydraulic fluid, and the air or gas confined in the gas chamber (80) is compressed to constitute a gas spring. When in the initial position, since the internal pressure of the gas chamber (80) is atmospheric pressure, the action of the gas spring cannot be expected.

特許第３６７６２６４号公報Japanese Patent No. 3676264

本発明は、気体ばねを効果的に利用可能なリザーバを備えた車両用ブレーキ液圧制御装置を提供することを課題とする。   An object of the present invention is to provide a vehicle brake hydraulic pressure control device including a reservoir that can effectively use a gas spring.

請求項１に係る発明は、有底状のリザーバ穴を有する基体と、前記リザーバ穴に摺動自在に挿入されるリザーバピストンと、前記リザーバ穴の開口部を閉塞する蓋部材と、を少なくとも備え、前記リザーバピストンと前記蓋部材の間に密閉された気体室が構成された車両用ブレーキ液圧制御装置であって、
前記リザーバピストンが初期位置の状態で、前記気体室内の気体が圧縮された状態となっており、前記リザーバピストンは、前記気体室内の圧力によって前記リザーバ穴の底側へ付勢されていることを特徴とする。 The invention according to claim 1 includes at least a base body having a bottomed reservoir hole, a reservoir piston that is slidably inserted into the reservoir hole, and a lid member that closes the opening of the reservoir hole. A vehicular brake hydraulic pressure control device having a gas chamber sealed between the reservoir piston and the lid member,
The gas in the gas chamber is compressed with the reservoir piston in the initial position, and the reservoir piston is urged toward the bottom of the reservoir hole by the pressure in the gas chamber. Features.

請求項２に係る発明では、気体室に、リザーバピストンをリザーバ穴の底側へ付勢するコイルばねが配置されていることを特徴とする。   The invention according to claim 2 is characterized in that a coil spring for urging the reservoir piston toward the bottom of the reservoir hole is arranged in the gas chamber.

請求項３に係る発明では、気体室に、リザーバピストンをリザーバ穴の底側へ付勢する板ばねが配置されていることを特徴とする。   The invention according to claim 3 is characterized in that a leaf spring for urging the reservoir piston toward the bottom side of the reservoir hole is arranged in the gas chamber.

請求項４に係る発明では、リザーバピストンは、中実形状に形成されていることを特徴とする。   The invention according to claim 4 is characterized in that the reservoir piston is formed in a solid shape.

請求項５に係る発明では、カップ状の蓋部材の内部に、リザーバピストンはシール部材を介して摺動可能に配設されていることを特徴とする。   The invention according to claim 5 is characterized in that the reservoir piston is slidably disposed inside the cup-shaped lid member via a seal member.

請求項１の構成によって、リザーバピストンが初期位置のとき、気体室の気体が圧縮された状態となっているため、気体ばねの付勢力によって、リザーバピストンを初期位置へ戻すことが可能となる。
すなわち、本発明により、気体ばねを効果的に利用可能なリザーバを備えた車両用ブレーキ液圧制御装置が提供される。 According to the configuration of the first aspect, when the reservoir piston is in the initial position, the gas in the gas chamber is in a compressed state. Therefore, the reservoir piston can be returned to the initial position by the biasing force of the gas spring.
That is, according to the present invention, there is provided a vehicle brake hydraulic pressure control device including a reservoir that can effectively use a gas spring.

請求項２に係る発明では、気体ばねにコイルばねを加えた。気体ばねが常に働くため、コイルばねの小型、軽量化が可能となる。   In the invention according to claim 2, a coil spring is added to the gas spring. Since the gas spring always works, the coil spring can be reduced in size and weight.

請求項３に係る発明では、気体ばねに板ばねを加えた。気体ばねが常に働くため、板ばねの小型、軽量化が可能となり、リザーバの小型化が可能となる。   In the invention which concerns on Claim 3, the leaf | plate spring was added to the gas spring. Since the gas spring always works, the leaf spring can be reduced in size and weight, and the reservoir can be reduced in size.

請求項４に係る発明では、リザーバピストンは、中実形状に形成されており、気体室の体積（容積）が小さくなり、圧縮比が上がり、付勢力を高めることができる。   In the invention according to claim 4, the reservoir piston is formed in a solid shape, the volume (volume) of the gas chamber is reduced, the compression ratio is increased, and the urging force can be increased.

請求項５に係る発明では、カップ状の蓋部材の内部に、リザーバピストンはシール部材を介して摺動可能に配設されているので、気体ばねを簡単な構成にすることができる。   In the invention according to claim 5, since the reservoir piston is slidably disposed inside the cup-shaped lid member via the seal member, the gas spring can be simplified.

本発明に係る車両用ブレーキ液圧制御装置の液圧回路図である。1 is a hydraulic circuit diagram of a vehicle brake hydraulic pressure control device according to the present invention. 図１の２部拡大図である。FIG. 2 is an enlarged view of part 2 of FIG. 1. リザーバの分解図である。It is an exploded view of a reservoir. 蓋部材の取付け要領を説明する図である。It is a figure explaining the attachment point of a lid member. コイルばねを備えるリザーバの断面図である。It is sectional drawing of a reservoir provided with a coil spring. 板ばねを備えるリザーバの断面図である。It is sectional drawing of a reservoir provided with a leaf | plate spring. 別の形態の板ばねを備えるリザーバの説明図である。It is explanatory drawing of a reservoir provided with a leaf spring of another form. 中実形状のリザーバピストンを備えるリザーバの断面図である。It is sectional drawing of a reservoir provided with a solid-shaped reservoir piston.

本発明の実施の形態を添付図に基づいて以下に説明する。なお、上下方向は図面の向きに従う。   Embodiments of the present invention will be described below with reference to the accompanying drawings. The vertical direction follows the direction of the drawing.

図１に示すように、車両用ブレーキ液圧制御装置１０は、ブレーキレバー１１の操作に応じて作動液を加圧し液圧を発生する第１マスタシリンダ１２と、前輪ブレーキ１４側から逃がされた作動液を一時的に貯留する第１リザーバ１３と、第１マスタシリンダ１２と前輪ブレーキ１４の間に設けられる常開型電磁弁である第１入口制御弁１５及び常閉型電磁弁である第１出口制御弁１６と、第１リザーバ１３に貯留された作動液を吸入して第１マスタシリンダ１２側に戻す第１ポンプ１７と、ブレーキペダル２１の操作に応じて作動液を加圧し液圧を発生する第２マスタシリンダ２２と、後輪ブレーキ２４側から逃がされた作動液を一時的に貯留する第２リザーバ２３と、第２マスタシリンダ２２と後輪ブレーキ２４の間に設けられる常開型電磁弁である第２入口制御弁２５及び常閉型電磁弁である第２出口制御弁２６と、第２リザーバ２３に貯留された作動液を吸入して第２マスタシリンダ２２側に戻す第２ポンプ２７と、第１・第２ポンプ１７、２７を駆動するモータ２８と、このモータ２８の駆動制御及び第１・第２入口制御弁１５、２５と第１・第２出口制御弁１６、２６の開閉制御をなす制御部２９とを備えている。   As shown in FIG. 1, the vehicular brake hydraulic pressure control device 10 is released from the first master cylinder 12 that pressurizes hydraulic fluid in response to the operation of the brake lever 11 and generates hydraulic pressure, and from the front wheel brake 14 side. A first reservoir 13 that temporarily stores the hydraulic fluid, a first inlet control valve 15 that is a normally open solenoid valve provided between the first master cylinder 12 and the front wheel brake 14, and a normally closed solenoid valve. The first outlet control valve 16, the first pump 17 that sucks the hydraulic fluid stored in the first reservoir 13 and returns it to the first master cylinder 12 side, and pressurizes the hydraulic fluid according to the operation of the brake pedal 21. The second master cylinder 22 that generates pressure, the second reservoir 23 that temporarily stores the hydraulic fluid released from the rear wheel brake 24 side, and the second master cylinder 22 and the rear wheel brake 24 are provided. Normally open type A second inlet control valve 25, which is a magnetic valve, a second outlet control valve 26, which is a normally closed solenoid valve, and a second that sucks the hydraulic fluid stored in the second reservoir 23 and returns it to the second master cylinder 22 side. The pump 27, the motor 28 for driving the first and second pumps 17, 27, the drive control of the motor 28, the first and second inlet control valves 15, 25, and the first and second outlet control valves 16, 26 And a control unit 29 for controlling the opening and closing of the.

次に、車両用ブレーキ液圧制御装置１０の作用を説明する。なお、ブレーキレバー１１から前輪ブレーキ１４までの第１系統と、ブレーキペダル２１から後輪ブレーキ２４までの第２系統とは、作用が同じであるため、第１系統のみを説明する。   Next, the operation of the vehicle brake hydraulic pressure control device 10 will be described. Since the first system from the brake lever 11 to the front wheel brake 14 and the second system from the brake pedal 21 to the rear wheel brake 24 have the same operation, only the first system will be described.

・通常状態：前輪がロックする心配がないときは、制御部２９は、第１ポンプ１７を停止し、第１入口制御弁１５を開き、第１出口制御弁１６を閉じる。この状態で、ブレーキレバー１１が制動側に操作されると、第１マスタシリンダ１２で液圧が高められ、この液圧が第１入口制御弁１５を介して前輪ブレーキ１４に伝えられる。   Normal state: When there is no concern that the front wheels are locked, the control unit 29 stops the first pump 17, opens the first inlet control valve 15, and closes the first outlet control valve 16. In this state, when the brake lever 11 is operated to the braking side, the hydraulic pressure is increased by the first master cylinder 12, and this hydraulic pressure is transmitted to the front wheel brake 14 via the first inlet control valve 15.

・ＡＢＳ（減圧モード）：前輪がロックしそうになると、制御部２９は、第１入口制御弁１５を閉じ、第１出口制御弁１６を開く。前輪ブレーキ１４内の液圧は、第１出口制御弁１６を介して第１リザーバ１３へ逃がされる。これで前輪ブレーキ１４のブレーキ液圧が減圧される。 ABS (decompression mode): When the front wheel is about to lock, the control unit 29 closes the first inlet control valve 15 and opens the first outlet control valve 16. The hydraulic pressure in the front wheel brake 14 is released to the first reservoir 13 via the first outlet control valve 16. As a result, the brake fluid pressure of the front wheel brake 14 is reduced.

・ＡＢＳ（保圧モード）：制御部２９は、第１入口制御弁１５と第１出口制御弁１６を共に閉じる。これによって、ブレーキ液圧が一定に保持される。 ABS (pressure holding mode): The control unit 29 closes both the first inlet control valve 15 and the first outlet control valve 16. As a result, the brake fluid pressure is kept constant.

・ＡＢＳ（増圧モード）：ブレーキ液圧を増圧する際は、制御部２９は、第１入口制御弁１５を開き、第１出口制御弁１６を閉じる。これによって、マスタシリンダ１２で発生された液圧が、前輪ブレーキ１４に伝えられる。 ABS (pressure increasing mode): When increasing the brake fluid pressure, the control unit 29 opens the first inlet control valve 15 and closes the first outlet control valve 16. As a result, the hydraulic pressure generated in the master cylinder 12 is transmitted to the front wheel brake 14.

次に、第１リザーバ１３の構造を詳しく説明する。第２リザーバ２３は第１リザーバ１３と同じ構造であるため、構造の説明を省略する。
第１リザーバ１３（以下、単にリザーバ１３と記す。）の断面構造は、図２に示すとおりであるが、構造の理解を促すために、図３及び図４を先に説明する。 Next, the structure of the first reservoir 13 will be described in detail. Since the second reservoir 23 has the same structure as the first reservoir 13, the description of the structure is omitted.
The cross-sectional structure of the first reservoir 13 (hereinafter simply referred to as the reservoir 13) is as shown in FIG. 2, but FIGS. 3 and 4 will be described first to facilitate understanding of the structure.

図３に示すように、リザーバ１３は、基体３１に設けられた有底状のリザーバ穴３２と、リザーバピストン４０と、蓋部材５０と、Ｃ止め輪６０とからなる。
リザーバ穴３２の底３３には油路（ブレーキ液路）３４ａ、３４ｂが連通されている。
リザーバ穴３２の開口部近傍に、Ｃ止め輪６０を収納する環状溝３５が形成されている。 As shown in FIG. 3, the reservoir 13 includes a bottomed reservoir hole 32 provided in the base 31, a reservoir piston 40, a lid member 50, and a C retaining ring 60.
Oil paths (brake fluid paths) 34 a and 34 b communicate with the bottom 33 of the reservoir hole 32.
An annular groove 35 for accommodating the C retaining ring 60 is formed in the vicinity of the opening of the reservoir hole 32.

蓋部材５０は、略コップ状に形成され、底部５１と、この底部５１の縁からリザーブ穴３２の底３３に向かって延びる円筒部５２とからなり、円筒部５２の上端に径外方へ斜め上へ張り出す張り出し部５３を有する。加えて、円筒部５２の途中に鍔部５４を備え、この鍔部５４と張り出し部５３との間に第１Ｏリング５５が嵌められている。   The lid member 50 is formed in a substantially cup shape, and includes a bottom portion 51 and a cylindrical portion 52 extending from the edge of the bottom portion 51 toward the bottom 33 of the reserve hole 32, and obliquely outwards radially at the upper end of the cylindrical portion 52. It has a projecting portion 53 that projects upward. In addition, a flange portion 54 is provided in the middle of the cylindrical portion 52, and a first O-ring 55 is fitted between the flange portion 54 and the overhang portion 53.

リザーバピストン４０は、蓋部材５０よりも小さな略コップ状に形成され、天井部４１と、この天井部４１の縁から蓋部材５０に向かって延びるスカート部４２とからなり、このスカート部４２の途中に第２Ｏリング（シール部材）４３が嵌められている。
蓋部材５０、リザーバピストン４０の組み付けの一例を説明する。まず、円筒部５２内にスカート部４２を嵌めるようにして、蓋部材５０にリザーバピストン４０の一部を挿入する。 The reservoir piston 40 is formed in a substantially cup shape smaller than the lid member 50 and includes a ceiling portion 41 and a skirt portion 42 extending from the edge of the ceiling portion 41 toward the lid member 50. A second O-ring (seal member) 43 is fitted to the front.
An example of assembly of the lid member 50 and the reservoir piston 40 will be described. First, a part of the reservoir piston 40 is inserted into the lid member 50 so that the skirt portion 42 is fitted into the cylindrical portion 52.

そして、図４に示すように、リザーバピストン４０と蓋部材５０とを、リザーバ穴３２へ挿入する。円筒部５２の内周面と張り出し部５３の傾斜面との交点である起点５６、すなわち張り出し部５３の起点５６が、第２Ｏリング４３に接触しており、第２Ｏリング４３でシールされ、蓋部材５０内とリザーバピストン４０内とで、密閉された気体室６２が形成される。   Then, as shown in FIG. 4, the reservoir piston 40 and the lid member 50 are inserted into the reservoir hole 32. The starting point 56 that is the intersection of the inner peripheral surface of the cylindrical portion 52 and the inclined surface of the overhanging portion 53, that is, the starting point 56 of the overhanging portion 53 is in contact with the second O-ring 43 and is sealed by the second O-ring 43. A sealed gas chamber 62 is formed in the member 50 and the reservoir piston 40.

図４での底部５１から天井部４１までが離れた状態にある。この状態から、蓋部材５０をリザーブ穴３２へさらに挿入すると、気体室６２内の空気が圧縮されていく。   The bottom 51 in FIG. 4 and the ceiling 41 are in a separated state. When the lid member 50 is further inserted into the reserve hole 32 from this state, the air in the gas chamber 62 is compressed.

そして、図２に示すように、鍔部５４が環状溝３５よりもリザーブ穴３２の底３３側へ進入し、環状溝３５にＣ止め輪６０を嵌める。これによって、蓋部材５０はＣ止め輪６０に当たって止まり、蓋部材５０の抜け止めを図っている。   Then, as shown in FIG. 2, the flange portion 54 enters the side of the bottom 33 of the reserve hole 32 from the annular groove 35, and the C retaining ring 60 is fitted into the annular groove 35. As a result, the lid member 50 comes into contact with the C retaining ring 60 and stops, thereby preventing the lid member 50 from coming off.

減圧時に油路３４ａを介してブレーキ液がリザーバ１３内に流入すると、流入したブレーキ液によってリザーバピストン４０が押され、リザーバピストン４０は、気体室６２の気体ばねの力に抗して蓋部材５０側に移動する。
一方、モータ２８（図１参照）が駆動されポンプ１７（図１参照）が作動すると、リザーバ１３内に貯留されたブレーキ液が油路３４ｂを介して流出して還流される。その際、リザーバピストン４０は、気体室６２の気体ばねの力によってリザーバ穴３２の底３３側に押され、初期位置に復帰する。 When the brake fluid flows into the reservoir 13 through the oil passage 34a at the time of depressurization, the reservoir piston 40 is pushed by the brake fluid that has flowed in. Move to the side.
On the other hand, when the motor 28 (see FIG. 1) is driven and the pump 17 (see FIG. 1) is operated, the brake fluid stored in the reservoir 13 flows out through the oil passage 34b and is refluxed. At this time, the reservoir piston 40 is pushed toward the bottom 33 of the reservoir hole 32 by the force of the gas spring in the gas chamber 62 and returns to the initial position.

次に、変更例を説明する。
図５に示すように、リザーバピストン４０をリザーバ穴３２の底３３へ付勢するように、気体室６２にコイルばね６４を介在させてもよい。その他の要素は図２と共通であるため、図２の符号を流用し、詳細な説明は省略する。
気体室６２による気体ばねと、コイルばね６４による付勢力によってリザーバピストン４０を容易に初期位置に復帰させることができる。気体ばねの作用によって、コイルばね６４の荷重を下げることができ、小型化を図ることができる。 Next, a modification example will be described.
As shown in FIG. 5, a coil spring 64 may be interposed in the gas chamber 62 so as to bias the reservoir piston 40 toward the bottom 33 of the reservoir hole 32. Since the other elements are the same as those in FIG. 2, the reference numerals in FIG. 2 are used, and detailed description thereof is omitted.
The reservoir piston 40 can be easily returned to the initial position by the gas spring by the gas chamber 62 and the biasing force by the coil spring 64. The load of the coil spring 64 can be lowered by the action of the gas spring, and the size can be reduced.

図６に示すように、リザーバピストン４０をリザーバ穴３２の底３３へ付勢するように、気体室６２にΣ形板ばね６５を介在させてもよい。その他の要素は図２と共通であるため、図２の符号を流用し、詳細な説明は省略する。
気体室６２による気体ばねと、Σ形板ばね６５による付勢力によってリザーバピストン４０を容易に初期位置に復帰させることができる。 As shown in FIG. 6, a Σ-shaped leaf spring 65 may be interposed in the gas chamber 62 so as to urge the reservoir piston 40 toward the bottom 33 of the reservoir hole 32. Since the other elements are the same as those in FIG. 2, the reference numerals in FIG. 2 are used, and detailed description thereof is omitted.
The reservoir piston 40 can be easily returned to the initial position by the gas spring by the gas chamber 62 and the biasing force by the Σ-shaped plate spring 65.

図７（ａ）に示すように、リザーバピストン４０をリザーバ穴３２の底３３へ付勢するように、気体室６２に切り起こし形板ばね６６を介在させてもよい。その他の要素は図２と共通であるため、図２の符号を流用し、詳細な説明は省略する。
図７（ｂ）に示すように、切り起こし形板ばね６６は、金属円板６７から帯部６８を切り起こすことで容易に製造することができる。板ばね６５、６６によって、リザーバ１３の小型化をより図ることができる。
図６、図７に示すように、板ばね６５、６６の形状は任意である。 As shown in FIG. 7A, a cut-and-raised plate spring 66 may be interposed in the gas chamber 62 so as to urge the reservoir piston 40 toward the bottom 33 of the reservoir hole 32. Since the other elements are the same as those in FIG. 2, the reference numerals in FIG. 2 are used, and detailed description thereof is omitted.
As shown in FIG. 7B, the cut-and-raised plate spring 66 can be easily manufactured by cutting and raising the band portion 68 from the metal disc 67. The plate springs 65 and 66 can further reduce the size of the reservoir 13.
As shown in FIGS. 6 and 7, the shape of the leaf springs 65 and 66 is arbitrary.

また、図８（ａ）に示すように、リザーバピストン４０は中実体であってもよい。その他は図２と同様であるため、図２の符号を流用し、詳細な説明は省略する。中実体とすることで、（図２と比べると）気体室６２の容積を小さくすることができる。これにより、圧縮比が上がり、気体ばねの付勢力を高めることができる。   Further, as shown in FIG. 8A, the reservoir piston 40 may be solid. The rest of the configuration is the same as in FIG. 2, so the reference numerals in FIG. 2 are used and detailed description is omitted. By making it solid, the volume of the gas chamber 62 can be reduced (compared to FIG. 2). Thereby, a compression ratio goes up and the urging | biasing force of a gas spring can be raised.

尚、実施例では車両用ブレーキ液圧制御装置を自動二輪車に適用した例について説明したが、車両用ブレーキ液圧制御装置が搭載される車両はこれに限定されない。   In addition, although the Example demonstrated the example which applied the brake fluid pressure control apparatus for vehicles to the motorcycle, the vehicle by which the brake fluid pressure control apparatus for vehicles is mounted is not limited to this.

本発明は、リザーバを備えている車両用ブレーキ液圧制御装置に好適である。   The present invention is suitable for a vehicle brake hydraulic pressure control device including a reservoir.

１０…車両用ブレーキ液圧制御装置、３１…基体、３２…リザーバ穴、３３…リザーバ穴の底、４０…リザーバピストン、４３…シール部材（第２Ｏリング）、５０…蓋部材、５２…気体室、６４…コイルばね、６５…板ばね（Σ形板ばね）、６６…板ばね（切り起こし形板ばね）。   DESCRIPTION OF SYMBOLS 10 ... Brake hydraulic pressure control apparatus for vehicles, 31 ... Base | substrate, 32 ... Reservoir hole, 33 ... Bottom of reservoir hole, 40 ... Reservoir piston, 43 ... Seal member (2nd O-ring), 50 ... Lid member, 52 ... Gas chamber , 64 ... coil springs, 65 ... leaf springs (Σ-type leaf springs), 66 ... leaf springs (cut-and-raised leaf springs).

Claims (5)

有底状のリザーバ穴を有する基体と、前記リザーバ穴に摺動自在に挿入されるリザーバピストンと、前記リザーバ穴の開口部を閉塞する蓋部材と、を少なくとも備え、前記リザーバピストンと前記蓋部材の間に密閉された気体室が構成された車両用ブレーキ液圧制御装置であって、
前記リザーバピストンが初期位置の状態で、前記気体室内の気体が圧縮された状態となっており、前記リザーバピストンは、前記気体室内の圧力によって前記リザーバ穴の底側へ付勢されていることを特徴とする車両用ブレーキ液圧制御装置。 A base having a bottomed reservoir hole; a reservoir piston slidably inserted into the reservoir hole; and a lid member that closes an opening of the reservoir hole, the reservoir piston and the lid member A brake fluid pressure control device for a vehicle in which a gas chamber sealed between the two is configured,
The reservoir piston is in an initial position, the gas in the gas chamber is compressed, and the reservoir piston is urged toward the bottom of the reservoir hole by the pressure in the gas chamber. A brake fluid pressure control device for a vehicle. 請求項１記載の車両用ブレーキ液圧制御装置において、
前記気体室には、前記リザーバピストンを前記リザーバ穴の前記底側へ付勢するコイルばねが配置されていることを特徴とする車両用ブレーキ液圧制御装置。 The brake fluid pressure control device for a vehicle according to claim 1,
A brake fluid pressure control device for a vehicle according to claim 1, wherein a coil spring for urging the reservoir piston toward the bottom side of the reservoir hole is disposed in the gas chamber. 請求項１記載の車両用ブレーキ液圧制御装置において、
前記気体室には、前記リザーバピストンを前記リザーバ穴の前記底側へ付勢する板ばねが配置されていることを特徴とする車両用ブレーキ液圧制御装置。 The brake fluid pressure control device for a vehicle according to claim 1,
A brake fluid pressure control device for a vehicle according to claim 1, wherein a leaf spring for urging the reservoir piston toward the bottom side of the reservoir hole is disposed in the gas chamber. 請求項１〜３のいずれか１項記載の車両用ブレーキ液圧制御装置において、
前記リザーバピストンは、中実形状に形成されていることを特徴とする車両用ブレーキ液圧制御装置。 The brake hydraulic pressure control device for a vehicle according to any one of claims 1 to 3,
The vehicular brake hydraulic pressure control device, wherein the reservoir piston is formed in a solid shape. 請求項１〜４のいずれか１項記載の車両用ブレーキ液圧制御装置において、
カップ状の前記蓋部材の内部に、前記リザーバピストンはシール部材を介して摺動可能に配設されていることを特徴とする車両用ブレーキ液圧制御装置。 The vehicle brake hydraulic pressure control device according to any one of claims 1 to 4,
The vehicular brake hydraulic pressure control device is characterized in that the reservoir piston is slidably disposed inside the cup-shaped lid member via a seal member.
JP2015065128A 2015-03-26 2015-03-26 Vehicular brake fluid pressure control device Pending JP2016182918A (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003341497A (en) * 2002-05-29 2003-12-03 Bosch Automotive Systems Corp Brake liquid pressure control device and piston type reserver
JP2005022547A (en) * 2003-07-03 2005-01-27 Advics:Kk Hydraulic control unit for brake
JP2010052519A (en) * 2008-08-27 2010-03-11 Hitachi Automotive Systems Ltd Reservoir for fluid pressure control unit

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003341497A (en) * 2002-05-29 2003-12-03 Bosch Automotive Systems Corp Brake liquid pressure control device and piston type reserver
JP2005022547A (en) * 2003-07-03 2005-01-27 Advics:Kk Hydraulic control unit for brake
JP2010052519A (en) * 2008-08-27 2010-03-11 Hitachi Automotive Systems Ltd Reservoir for fluid pressure control unit

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