CN112368193A - Hydraulic control unit for vehicle brake system - Google Patents
Hydraulic control unit for vehicle brake system Download PDFInfo
- Publication number
- CN112368193A CN112368193A CN201980046195.4A CN201980046195A CN112368193A CN 112368193 A CN112368193 A CN 112368193A CN 201980046195 A CN201980046195 A CN 201980046195A CN 112368193 A CN112368193 A CN 112368193A
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- China
- Prior art keywords
- control unit
- hydraulic control
- brake fluid
- pump
- chamber
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4068—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system the additional fluid circuit comprising means for attenuating pressure pulsations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/341—Systems characterised by their valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
- B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K15/00—Check valves
- F16K15/14—Check valves with flexible valve members
- F16K15/144—Check valves with flexible valve members the closure elements being fixed along all or a part of their periphery
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Check Valves (AREA)
Abstract
The present invention relates to a hydraulic pressure control unit (50) provided with at least one pump (60) for increasing the hydraulic pressure of brake fluid. A hydraulic control unit (50) of a brake system (1) for a vehicle road (100) is provided with a discharge flow path (140) for discharging brake fluid boosted by a pump (60), and a throttle member (80) in the middle of the discharge flow path (140), and is characterized in that the throttle member (80) has a sleeve-shaped base body (81), a pilot valve-shaped partition member (82) for partitioning the interior of the base body (81) into an inflow chamber (83) for inflow of the brake fluid and an outflow chamber (84) for outflow of the brake fluid, and the partition member has a fixed portion (82a) fixed to the base body (81) and a non-fixed portion (82b) not fixed to the base body (81).
Description
Technical Field
The present invention relates to a hydraulic control unit of a vehicle brake system, and more particularly to a hydraulic control unit including a pump for increasing the hydraulic pressure of a brake fluid.
Background
A conventional vehicle brake system includes a hydraulic circuit, and includes a main flow path that communicates a master cylinder and a wheel cylinder, a sub-flow path that discharges a brake fluid in the main flow path, and a supply flow path that supplies the brake fluid to an intermediate portion of the sub-flow path.
For example, the upstream end of the secondary channel in the flow of brake fluid is connected to the area of the primary channel on the wheel cylinder side with respect to the inlet valve, and the downstream end of the secondary channel is connected to the area of the primary channel on the primary cylinder side with respect to the inlet valve. The upstream end of the brake fluid flow in the supply channel communicates with the master cylinder, and the downstream end of the supply channel is connected to the suction side of the pump provided in the downstream region of the sub-channel with respect to the outlet valve. Further, a 1 st switching valve is provided in a region of the main flow path on the main cylinder side with respect to a connection portion connected to a downstream end of the sub flow path, and a 2 nd switching valve is provided in a middle portion of the supply flow path.
For example, the hydraulic control unit is constituted by an inlet valve, an outlet valve, a pump, a 1 st switching valve and a 2 nd switching valve, a housing in which these valves are mounted, and a controller that controls the operations of these valves. In the hydraulic control unit, the operations of the inlet valve, the outlet valve, the pump, the 1 st switching valve, and the 2 nd switching valve are controlled, thereby controlling the hydraulic pressure of the hydraulic circuit.
In particular, when the hydraulic pressure of the brake fluid in the wheel cylinder needs to be increased regardless of the state of the brake operation of the input unit (e.g., a brake pedal) of the brake system, the pump is driven in a state where the inlet valve is open, the outlet valve is closed, the 1 st switching valve is closed, and the 2 nd switching valve is open.
When the pump is driven, pulsation generated in the brake fluid is transmitted from the brake system to the engine room of the vehicle, and noise may be generated. This noise may be of such a magnitude that the user (driver) feels unpleasant. Therefore, among conventional hydraulic control units of brake systems, a hydraulic control unit that reduces pulsation generated when a pump is driven has been proposed. For example, a hydraulic control unit of a brake system described in patent document 1 includes one pump in one hydraulic circuit, and a pulsation reducing device that reduces pulsation of brake fluid discharged from the pump is provided on a discharge side of the pump.
Patent document 1: japanese patent laid-open publication No. 2013-241149.
However, the pulsation reducing device described in patent document 1 is configured to have a 1 st orifice through which the brake fluid discharged from the pump passes, and if the flow rate of the discharged brake fluid is larger than a predetermined flow rate, a 2 nd orifice through which the brake fluid passes is provided in parallel with the 1 st orifice. Further, a step portion for holding the pulsation reducing device having the orifice structure in the flow path is provided in the flow path, and additional flow path processing is also required.
Disclosure of Invention
The present invention was made in view of the above-described problems, and an object of the present invention is to provide a brake device including a throttle member capable of adjusting the degree of pulsation reduction in accordance with the discharge amount and discharge pressure of brake fluid from a pump without performing additional processing on a discharge flow path through which the brake fluid boosted by the pump is discharged.
The hydraulic control unit of a vehicle brake system according to the present invention is a hydraulic control unit of a vehicle brake system including a discharge flow path that discharges a brake fluid boosted by a pump, and a throttle member located in the middle of the discharge flow path, wherein the throttle member includes a sleeve-shaped base body and a partition portion that partitions an interior of the base body into an inflow chamber into which the brake fluid flows and an outflow chamber from which the brake fluid flows, and the partition portion includes a fixed portion fixed to the base body and a non-fixed portion not fixed to the base body.
Effects of the invention
The brake device of the present invention uses the throttle member having the sleeve-shaped base body, so that the throttle member can be designed in accordance with the inner diameter of the discharge pipe of the pump, and additional processing of the discharge flow path is not required. Further, according to the present invention, since the pulsation absorbing partition portion is disposed between the inflow chamber and the outflow chamber, a coupling structure for coupling the orifice members can be easily designed.
Drawings
Fig. 1 is a diagram showing an example of a system configuration of a brake system according to an embodiment of the present invention.
Fig. 2 is a partial cross-sectional view showing an example of a mounting state of a hydraulic control unit of a brake system according to an embodiment of the present invention on a housing of a pump and an orifice member.
Fig. 3 is a sectional view of an embodiment of a throttle member of a hydraulic control unit of a brake system according to an embodiment of the present invention.
Fig. 4 is a sectional view of an embodiment of a throttle member of a hydraulic control unit of a brake system according to an embodiment of the present invention.
Detailed Description
Hereinafter, the hydraulic control unit according to the present invention will be described with reference to the drawings.
In the following, a case where the brake system including the hydraulic control unit of the present invention is mounted on a four-wheeled vehicle will be described, but the brake system including the hydraulic control unit of the present invention may be mounted on other vehicles (two-wheeled vehicle, truck, bus, etc.) than the four-wheeled vehicle. The configuration, operation, and the like described below are examples, and the brake system including the hydraulic control unit according to the present invention is not limited to such a configuration, operation, and the like. In the drawings, the same or similar components or portions are denoted by the same reference numerals or the reference numerals are omitted. In addition, the illustration is simplified or omitted as appropriate with respect to the detailed configuration.
< Structure and action of brake System 1 >
The structure and operation of the brake system 1 of the present embodiment will be described.
Fig. 1 is a diagram showing an example of a system configuration of a brake system according to an embodiment of the present invention.
As shown in fig. 1, a brake system 1 is mounted on a vehicle 100, and includes a hydraulic circuit 2, and the hydraulic circuit 2 includes a main flow path 13 that communicates a master cylinder 11 and a wheel cylinder 12, a sub-flow path 14 that discharges a brake fluid in the main flow path 13, and a supply flow path 15 that supplies the brake fluid to the sub-flow path 14. The brake fluid is filled into the hydraulic circuit 2. The brake system 1 of the present embodiment includes two hydraulic circuits 2a and 2b as the hydraulic circuit 2. The hydraulic circuit 2a is a hydraulic circuit that communicates the master cylinder 11 with the wheel cylinders 12 of the wheels RL, FR via the main flow path 13. The hydraulic circuit 2b is a hydraulic circuit that communicates the master cylinder 11 with the wheel cylinders 12 of the wheels FL and RR via the main flow path 13. These hydraulic circuits 2a and 2b have the same configuration except that the communicated wheel cylinders 12 are different.
The master cylinder 11 incorporates a piston (not shown) that reciprocates in conjunction with a brake pedal 16, which is an example of an input unit of the brake system 1. A booster 17 is provided between the brake pedal 16 and the piston of the master cylinder 11, and the pedal force of the user is boosted and transmitted to the piston. The wheel cylinder 12 is provided with a brake caliper 18. When the hydraulic pressure of the brake fluid in the wheel cylinder 12 increases, the brake pad 19 of the caliper 18 is pressed against the rotor 20, and the wheel is braked.
The upstream end of the sub-passage 14 is connected to the midway portion 13a of the main passage 13, and the downstream end of the sub-passage 14 is connected to the midway portion 13b of the main passage 13. An upstream end of the supply passage 15 communicates with the master cylinder 11, and a downstream end of the supply passage 15 is connected to a midway portion 14a of the sub passage 14.
The upstream side of the sub-passage 14 is an upstream side of a brake fluid flow when the pump is driven and the brake fluid is returned from the wheel cylinder to the master cylinder, and the downstream side is a downstream side of the brake fluid flow.
An inlet valve (EV)31 is provided in a region between the midway portion 13b and the midway portion 13a of the main channel 13 (a region on the wheel cylinder 12 side with the midway portion 13b as a reference). An outlet valve (AV)32 is provided in a region between the upstream end of the secondary flow path 14 and the midway portion 14 a. A reservoir 33 is provided in a region between the outlet valve 32 of the secondary flow path 14 and the midway portion 14 a. The inlet valve 31 is, for example, an electromagnetic valve that is opened in a non-energized state and closed in an energized state. The outlet valve 32 is, for example, a solenoid valve that is closed in a non-energized state and opened in an energized state.
Further, a pump 60 is provided in a region between the midway portion 14a and the downstream-side end portion of the sub-flow path 14. The suction side of the pump 60 communicates with the midway portion 14 a. The discharge side of the pump 60 communicates with the downstream end of the sub-passage 14. Specifically, the brake system 1 includes the suction flow path 142 and the discharge flow path 140, which are part of the sub flow path 14, as the hydraulic control unit 50. The intake flow path 142 forms a flow path between the upstream end of the sub-flow path 14 and the intake side of the pump 60, and the discharge flow path 140 forms a flow path between the discharge side of the pump 60 and the downstream end of the sub-flow path 14.
Here, the hydraulic pressure control unit 50 includes a throttling member 80 that attenuates pulsation of the brake fluid discharged from the pump 60 in the discharge flow path. Specifically, the discharge side of the pump 60 is disposed in the discharge flow path 140 so as to face the inflow chamber 83 of the throttle member 80 into which the brake fluid flows.
A 1 st switching valve (USV)35 is provided in a region of the main channel 13 on the master cylinder 11 side with respect to the intermediate portion 13 b. The supply passage 15 is provided with a 2 nd switching valve (HSV)36 and a damper unit 37. The damper unit 37 is provided in a region between the 2 nd switching valve 36 and the downstream side end portion of the supply passage 15. The 1 st switching valve 35 is, for example, an electromagnetic valve that is opened in a non-energized state and closed in an energized state. The 2 nd switching valve 36 is, for example, a solenoid valve that is closed in a non-energized state and opened in an energized state. The damper unit 37 can operate even if it is not installed, depending on the installation space and the required pulsation damping characteristics.
The hydraulic control unit 50 is constituted by at least a housing 51, components provided in the housing 51, and a controller (ECU) 52. In the hydraulic pressure control unit 50, the operations of the inlet valve 31, the outlet valve 32, the pump 60, the 1 st switching valve 35, and the 2 nd switching valve 36 are controlled by the controller 52, whereby the hydraulic pressure of the brake fluid in the wheel cylinder 12 is controlled. That is, the controller 52 controls the operations of the inlet valve 31, the outlet valve 32, the pump 60, the 1 st switching valve 35, and the 2 nd switching valve 36.
The controller 52 may be one, or may be divided into a plurality of units. The controller 52 may be attached to the housing 51, or may be attached to another member. A part or the whole of the controller 52 may be constituted by, for example, a personal computer, a microprocessor unit, or the like, may be constituted by firmware or the like that can be updated, or may be a program component or the like that is executed in accordance with an instruction from a central processing unit or the like.
The controller 52 performs the following hydraulic control operation in addition to the known hydraulic control operation (e.g., ABS control operation, ESP control operation, etc.).
When the brake pedal 16 of the vehicle 100 is operated in a state where the inlet valve 31 is open, the outlet valve 32 is closed, the 1 st switching valve 35 is open, and the 2 nd switching valve 36 is closed, the controller 52 starts the active pressure-increasing control operation if the possibility of the shortage or shortage of the hydraulic pressure in the hydraulic circuit 2 is detected from the detection signal of the position sensor of the brake pedal 16 and the detection signal of the hydraulic pressure sensor of the hydraulic circuit 2.
In the active pressure-increasing control operation, the controller 52 can realize the flow of the brake fluid from the halfway portion 13b of the main channel 13 to the wheel cylinder 12 by opening the inlet valve 31. Further, the controller 52 restricts the flow of the brake fluid from the wheel cylinders 12 to the reservoir 33 by setting the outlet valve 32 in the closed state. Further, the controller 52 closes the 1 st switching valve 35 to restrict the flow of the brake fluid in the flow path that reaches the intermediate portion 13b of the main flow path 13 without passing through the pump 60 from the master cylinder 11. Further, the controller 52 can realize the flow of the brake fluid from the master cylinder 11 to the flow path of the intermediate portion 13b of the main flow path 13 via the pump 60 by opening the 2 nd switching valve 36. Further, the controller 52 drives the pump 60 to increase (increase) the hydraulic pressure of the brake fluid in the wheel cylinder 12.
When the release or avoidance of the shortage of the hydraulic pressure in the hydraulic circuit 2 is sensed, the controller 52 opens the 1 st switching valve 35, closes the 2 nd switching valve 36, and stops the driving of the pump 60, thereby ending the active pressure-increasing control operation.
Here, when the pump 60 is driven, pulsation generated in the brake fluid may be transmitted to the wheel cylinder 12 through the sub-flow passage 14 and the main flow passage 13. The pulsation may also generate noise when transmitted to an engine room in which the hydraulic control unit 50 of the brake system 1 is housed. This noise may be of such a magnitude that the user (driver) feels unpleasant. Therefore, it is important to reduce the pulsation generated when the pump 60 is driven.
Therefore, in the brake system 1 of the present embodiment, that is, the fluid pressure control unit 50, the brake fluid discharged from the pump 60 flows into the throttle member 80. The brake fluid flowing into the orifice member 80 is attenuated by pulsation at the orifice member 80, and then flows downstream from the orifice member 80. Therefore, the brake system 1 of the present embodiment, that is, the hydraulic control unit 50 can reduce the pulsation generated when the pump 60 is driven.
In the active pressure-increasing control, the pump 60 is driven with the brake pedal 16 operated (depressed) by the user and the 2 nd switching valve 36 opened. Therefore, the pulsation generated in the brake fluid is transmitted to the brake pedal 16 through the supply passage 15 and the master cylinder 11, and gives a user a sense of discomfort. Therefore, the brake system 1 of the present embodiment, that is, the hydraulic control unit 50 is preferably provided with the vibration damping unit 37 as shown in fig. 1. This is because pulsation of the brake fluid propagating from the pump 60 to the brake pedal 16 can be attenuated by the damper unit 37.
When the damper unit 37 is provided in the brake system 1 in which the booster device 17 is omitted, the damper unit 37 may be provided in a region between the upstream end of the supply passage 15 and the 2 nd switching valve 36. By providing the damper unit 37 at such a position, when the user depresses the brake pedal 16, the brake fluid can flow into the damper unit 37, and the reaction force of the brake fluid in the hydraulic circuit 2 transmitted to the brake pedal 16 is reduced. Therefore, when the user depresses the brake pedal, the same amount of depression of the brake pedal 16 as that of the brake system 1 including the booster 17 is obtained. Therefore, the user can obtain the same feeling of use as the brake system 1 including the booster unit 17 in the brake system 1 in which the booster unit 17 is omitted.
< Structure for mounting Pump 60 and throttle Member 80 on casing 51 >
An example of a configuration when the pump 60 and the throttle member 80 are mounted on the housing 51 in the hydraulic control unit 50 of the brake system 1 according to the present embodiment will be described.
Fig. 2 is a partial cross-sectional view showing an example of a state in which a pump and an orifice member 80 are mounted on a housing of a hydraulic control unit of a brake system according to an embodiment of the present invention. Fig. 2 shows an example in which one pump 60 is provided in one hydraulic circuit. Fig. 2 shows a state in which the drive shaft 57 for driving the piston 62 of the pump 60 is removed. Therefore, in fig. 2, the drive shaft 57 and the eccentric portion 57a formed on the drive shaft 57 are illustrated by imaginary lines (two-dot chain lines).
As shown in fig. 2, a housing chamber 59 in which a drive shaft 57 for driving a piston 62 of a pump 60 is provided is formed in the housing 51. The housing chamber 59 is a bottomed hole formed in the outer wall of the case 51. Further, a housing chamber 53 housing the pump 60 is formed in the case 51. These housing chambers 53 are stepped through holes that pass from the outer wall of the case 51 to the housing chamber 59.
The pump 60 accommodated in the accommodation chamber 53 includes a cylinder 61, a piston 62, and the like. The pressure cylinder 61 is formed in a bottomed cylindrical shape having a bottom portion 61 b. One end side of the piston 62 is accommodated in the cylinder 61. A space surrounded by the inner peripheral surface of the pressure cylinder 61 and the one end of the piston 62 is a pump chamber 63. The piston 62 is movable in a reciprocating manner in the axial direction of the cylinder 61. Further, an end 62a, which is the other end side end of the piston 62, protrudes into the housing chamber 59. Further, an annular seal member 66 is attached to a portion of the cylinder 61 housed in the piston 62. The seal member 66 prevents brake fluid from leaking between the outer peripheral surface of the piston 62 and the inner peripheral surface of the cylinder 61.
Further, in the pressure cylinder 61, a spring 67 is accommodated between the bottom portion 61b and the piston 62, that is, the pump chamber 63. The piston 62 is constantly biased toward the housing chamber 59 by the spring 67. Thereby, the end 62a of the piston 62 abuts against the eccentric portion 57a of the drive shaft 57 formed in the housing chamber 59. The center position of the eccentric portion 57a is eccentric with respect to the rotation center of the drive shaft 57. Therefore, when the drive shaft 57 is rotated by a drive source not shown, the eccentric portion 57a eccentrically rotates with respect to the rotation center of the drive shaft 57. That is, the eccentric portion 57a performs eccentric rotation, and thereby the piston 62 having the end portion 62a in contact with the eccentric portion 57a reciprocates in the axial direction of the cylinder 61.
The portion of the piston 62 protruding from the cylinder 61 is slidably guided by a guide member 68 provided on the inner circumferential surface of the housing chamber 53. Further, in the housing chamber 53, an annular seal member 69 is attached adjacent to the guide member 68. The outflow from the outer peripheral surface of the piston 62 is liquid-tightly sealed by the seal member 69.
A bottomed hole 62b that opens toward the pump chamber 63 of the pressure cylinder 61 is formed in the piston 62 in the axial direction. The piston 62 is also provided with a suction port 62c as a through hole communicating the outer peripheral surface thereof with the bottomed hole 62 b. The piston 62 is provided with an unillustrated suction valve that openably closes an opening portion having the bottom hole 62 b. The suction valve includes a ball valve for closing an opening having a bottom hole 62b, and a spring for biasing the ball valve from the pressure cylinder 61 side. A cylindrical filter 70 is attached to the end of the pressure cylinder 61 on the piston 62 side so as to cover the opening of the suction port 62c of the piston 62.
A through hole 61c that communicates the pump chamber 63 with the outside of the pressure cylinder 61 is formed in the bottom portion 61b of the pressure cylinder 61. A discharge valve 64 is provided on the opening side of the through hole 61c opposite to the pump chamber 63. The discharge valve 64 includes a ball valve 64a, a valve seat 64b formed at the opening end peripheral edge of the through hole 61c and allowing the ball valve 64a to be seated on and unseated from the valve seat 64b, and a spring 64c that biases the ball valve 64a in a direction in which the ball valve 64a is seated on the valve seat 64 b. The discharge valve 64 is disposed between the cylinder 61 and the cover 65.
Specifically, the cover 65 is attached to the bottom portion 61b of the pressure cylinder 61 by press fitting, for example. In the cover 65, a bottomed hole 65a having an opening is formed at a position facing the through hole 61c of the bottom portion 61 b. The spring 64c of the discharge valve 64 is accommodated in the bottomed hole 65 a. The inner diameter of the bottomed hole 65a is larger than the outer diameter of the ball valve 64 a. Therefore, when the ball valve 64a is unseated from the valve seat 64b, the ball valve 64a moves into the bottomed hole 65 a. That is, when the hydraulic pressure of the brake fluid in the pump chamber 63 of the pressure cylinder 61 increases and the force with which the brake fluid presses the ball valve 64a becomes larger than the biasing force of the spring 64c, the ball valve 64a is unseated from the valve seat 64b, and the pump chamber 63 and the bottomed hole 65a of the cover 65 communicate with each other through the through hole 61 c. The brake fluid in the pump chamber 63 flows into the bottomed hole 65 a. The cap 65 has a groove as a discharge port 65b for communicating the outer portion of the cap 65 with the bottomed hole 65 a. The brake fluid flowing into the bottomed hole 65a of the cover 65 is discharged from the discharge port 65b to the outside of the cover 65, that is, the outside of the pump 60.
The pump 60 configured as described above is accommodated in the accommodation chamber 53 formed in the housing 51. Specifically, the pump 60 is fixed in the housing chamber 53 of the housing 51 by caulking the periphery of the opening of the housing chamber 53 in a state where the annular projecting portion 61a formed on the outer peripheral portion of the cylinder 61 abuts on the step portion 53a of the housing chamber 53.
When the pump 60 is accommodated in the accommodation chamber 53 in this manner, the discharge chamber 54, which is a space communicating with the discharge port 65b of the pump 60, is formed between the outer peripheral surface of the pump 60 and the inner peripheral surface of the accommodation chamber 53. That is, the discharge chamber 54 is a space formed annularly on the outer peripheral side of the pump 60 so as to communicate with the discharge port 65b of the pump 60. The discharge chamber 54 constitutes a part of the 1 st discharge flow path 140 as described later.
In the pump 60, the space between the annular projecting portion 61a of the cylinder 61 and the cover 65 is divided into two spaces by the partition portion 71. The space on the cover 65 side of the partition portion 71 is the discharge chamber 54. The space on the side of the protruding portion 61a with respect to the spacer 71 is the annular flow path 55.
In the present embodiment, when the pump 60 is accommodated in the accommodation chamber 53, the annular flow path 56, which is a space communicating with the suction port 62c of the pump 60, is formed between the outer peripheral surface of the pump 60 and the inner peripheral surface of the accommodation chamber 53. That is, the annular flow passage 56 is a space formed annularly on the outer peripheral side of the pump 60 so as to communicate with the suction port 62c of the pump 60. The annular flow passage 56 is formed between the annular protrusion 61a of the cylinder 61 and the seal member 69. In other words, the annular flow passage 56 is formed on the outer peripheral side of the filter 70 provided so as to cover the opening of the suction port 62 c.
The annular flow passage 56 communicates with the midway portion 14a of the sub-flow passage 14 in fig. 1 via an internal flow passage, not shown, formed in the casing 51. In other words, the annular flow passage 56 constitutes a part of the sub-flow passage 14. When the pump 60 is accommodated in the accommodation chamber 53, the suction port 62c of the pump 60 needs to communicate with the midway portion 14 a. Since the annular flow path 56 is provided, when the pump 60 is accommodated in the accommodation chamber 53, alignment for communicating the suction port 62c of the pump 60 with the midway portion 14a is not required. Therefore, the assembly of the hydraulic control unit 50 is easy due to the annular flow passage 56. Further, since the annular flow path 56 is provided, when the housing chamber 53 is processed, a part of the sub-flow path 14 is also processed. Therefore, the machining cost of the housing 51, that is, the manufacturing cost of the hydraulic control unit 50 can also be reduced. Further, since the annular flow passage 56 is provided, the space on the outer peripheral side of the pump 60 can be effectively used as the sub-flow passage 14, and therefore the housing 51, that is, the hydraulic control unit 50 can be downsized.
The orifice member 80 will be described next.
The orifice member 80 is constituted by a sleeve-like base body 81 having openings at both ends and a spacer member 82. The throttle member 80 has an inflow chamber 83 into which the brake fluid discharged from the pump 60 flows and an outflow chamber 84 from which the brake fluid flows, and the chambers are partitioned by a partition member 82.
The outer diameter of the orifice member 80 is formed substantially uniformly over the entire orifice member, and is formed slightly smaller than the inner diameter of the discharge flow path 140. The inner diameter of the orifice member has the following different diameters between the inflow chamber 83 and the outflow chamber 84. In the inflow chamber 83, the inner diameter of the inflow opening 83b of the inflow chamber 83 is set larger than the inner diameter of the inflow chamber, and in the outflow chamber 84, the inner diameter is set uniformly over the entire outflow chamber and larger than the inner diameter of the inflow chamber.
A connection portion 84a for connecting the outer peripheral surface thereof to another throttle member is provided at the outflow opening portion 84b of the outflow chamber 84. The coupling portion 84a has a stepped portion 84ab whose diameter decreases from the outer diameter of the casing and a tapered portion 84ac whose tip end tapers toward the outlet opening portion 84b, and the coupling portion 84a engages with a coupled portion 83a provided on the inner peripheral surface of the inlet opening portion 83b of the inlet chamber 83, whereby the throttle members 80 are coupled to each other.
The orifice member 80 is provided in the discharge flow path 140 by inserting the orifice member 80 from the outside of the casing 51 after the discharge flow path 140 is formed in the casing 51. Fig. 2 shows a case where two throttle members 80 are arranged in series. This is possible by connecting two orifice members 80 in advance before inserting the orifice member 80 into the discharge flow path 140 and inserting the connected two orifice members 80 into the discharge flow path 140.
A fixed portion (not shown) may be provided in the base of the orifice member so that the orifice member 80 is immovably fixed in the discharge flow path 140 after the orifice member 80 is inserted into the discharge flow path 140.
Specifically, the fixed portion may be a protruding portion provided on the outer peripheral surface of the inflow chamber 83 in the vicinity of the inflow opening 83 b.
Fig. 3a is a diagram showing an embodiment of the spacer member 82, fig. 3b is a diagram showing the inside of the throttle member viewed from the outflow chamber side, and fig. 3c is a diagram showing the inside of the throttle member viewed from the inflow chamber side.
The spacer member 82 is formed of a thin metal plate, has a substantially semicircular enlarged diameter portion 82a and a substantially semicircular reduced diameter portion 82b having a radius smaller than that of the enlarged diameter portion, and has a shape in which the centers of the respective semicircles are overlapped and connected. In addition, a communication hole 82c that communicates the inflow chamber 83 and the outflow chamber 84 of the throttle member is provided in the region of the reduced diameter portion 82 b.
Fig. 3b shows a case where the outer edge of the enlarged diameter portion 82a is embedded in and fixed to the base of the orifice member. On the other hand, the reduced diameter portion 82b is not fixed to the base of the throttle member, and a gap D is formed between the inner peripheral surface 84c of the outflow chamber 84 and the outer edge 82D of the reduced diameter portion 82 b. Therefore, the outer edge of the non-fixed portion and the inner peripheral surface of the base form an arc-shaped slit 85.
In the present invention, the diameter-enlarged portion corresponds to the fixed portion, and the diameter-reduced portion corresponds to the non-fixed portion or the movable portion.
Fig. 3c shows a case where a stopper 86 that abuts against the reduced diameter portion 82b from the inflow chamber 83 side is formed in the base of the orifice member 80. Thus, the non-fixed portion or the movable portion can be deformed toward the outlet chamber 84 by the inflow pressure of the brake fluid flowing into the inlet chamber 83, but is not deformed toward the inlet chamber 83 from the outlet chamber 84 by the function of the stopper 86.
In fig. 3a to 3c, an example is shown in which both the diameter-enlarged portion 82a and the diameter-reduced portion 82b have a substantially semicircular shape, but the shape is not limited to this shape, and the shape may be appropriately changed in order to obtain desired elastic properties. Specifically, the area of the non-fixed portion may be increased by providing the expanded diameter portion 82a with a central angle of 180 ° or less and providing the reduced diameter portion 82b with a central angle of 180 ° or more. Thus, even if the inflow pressure of the brake fluid flowing into the inflow chamber is a lower low pressure, the movable portion can be more easily deformed toward the outflow chamber side.
As the material of the spacer member 82, stainless steel, copper metal, nickel alloy, titanium alloy, or the like can be used, but the material can be appropriately selected in accordance with the elastic characteristics required for the movable portion. Further, the base 81 is formed of a synthetic resin, and thus the spacer member can be integrally formed with the base by insert molding.
Next, the operation and effect of the brake fluid flow and the throttle member will be described with reference to fig. 2 and 4.
When the pump 60 and the throttle member 80 are mounted on the housing 51 as shown in fig. 2, brake fluid flows as described below when the pump 60 is driven.
When the drive shaft 57 is rotated by a drive source, not shown, and the eccentric portion 57a formed on the drive shaft 57 is pushed toward the piston 62, the piston 62 is pushed toward the cylinder 61 against the biasing force of the spring 67. Therefore, the pressure in the pump chamber 63 increases, the ball valve 64a is unseated from the valve seat 64b, and the discharge valve 64 is opened. Thus, the brake fluid in the pump chamber 63 passes through the through hole 61c and the bottomed hole 65a of the cover 65, and is discharged from the discharge port 65b to the discharge chamber 54.
When the drive shaft 57 further rotates and the eccentric portion 57a formed on the drive shaft 57 starts rotating in a direction away from the piston 62, the piston 62 moves in a direction away from the cylinder 61 by the biasing force of the spring 67. Therefore, the pressure in the pump chamber 63 decreases, the ball valve 64a is seated on the valve seat 64b, the discharge valve 64 is closed, and the unillustrated suction valve that openably closes the opening of the bottomed hole 62b of the piston 62 is opened. Thus, the brake fluid in the annular flow path 56 flows into the pump chamber 63 through the filter 70, the suction port 62c, and the bottomed hole 62 b.
When the drive shaft 57 further rotates and the eccentric portion 57a formed on the drive shaft 57 is again pushed toward the piston 62, the brake fluid in the pump chamber 63 is discharged from the discharge port 65b to the discharge chamber 54 when the piston 62 is pressed toward the pressure cylinder 61 as described above. Thus, the piston 62 repeatedly reciprocates in the axial direction of the cylinder 61, and the suction valve and the discharge valve 64, not shown, are selectively opened and closed, whereby the brake fluid whose hydraulic pressure has increased, that is, whose pressure has been increased, is discharged from the discharge port 65b to the discharge chamber 54. Therefore, the brake fluid pressurized by the pump 60 pulsates.
The brake fluid discharged into the discharge chamber 54 flows into the inflow chamber 83 of the throttle member 80 through the inflow opening 83b of the inflow chamber of the throttle member 80.
When the pressure of the brake fluid in the inflow chamber 83 is equal to or lower than a predetermined pressure, the brake fluid flows into the outflow chamber 84 through the communication hole 82c provided in the spacer member, as shown in fig. 4 a.
On the other hand, when the pressure of the brake fluid flowing into the chamber 83 is equal to or higher than the predetermined pressure, as shown in fig. 4b, the diameter-reduced portion 82b of the spacer member 82, i.e., the non-fixed portion, is deformed toward the outflow chamber 84, and the brake fluid flows from the opening enlarged by the deformation toward the outflow chamber 84. At this time, pulsation of the brake fluid flowing into the inflow chamber 83 can be effectively reduced by the effect of throttling generated when the non-fixed portion is deformed, and thereafter, the pulsation-attenuated brake fluid flows into the midway portion 13b of the main channel 13.
Fig. 4 shows an example in which a buffer member 86 is provided in the inflow chamber 83. By providing the buffer member 86 in the inflow chamber 83, pulsation of the brake fluid flowing into the inflow chamber 83 is temporarily reduced in the inflow chamber 83, and therefore the pulsation damping effect can be further increased.
The cushion member 86 shown in fig. 4 has a wavy portion 86a on the outer wall of the side surface and a through hole 86b open at both ends, and is a substantially cylindrical member formed of an elastic body or the like. The brake fluid accompanying the pulsation flowing in from the inflow opening 83b applies pressure to the inner wall of the through hole 86b when passing through the through hole 86b of the cushioning member 86. At this time, the buffer member 86 absorbs the pressure of the brake fluid due to elastic deformation on the outside, and the pulsation of the brake fluid can be reduced.
< Effect of the Hydraulic control Unit 50 >
Effects of the orifice member 80 and the hydraulic control unit 50 of the present embodiment will be described.
Since the orifice member 80 has a sleeve-shaped base body having a substantially uniform outer diameter, it can be provided without providing an additional working site for installing the orifice member to the housing of the brake hydraulic unit.
The non-fixed portion deforms in accordance with the pressure of the brake fluid flowing into the inflow chamber, so that a throttle corresponding to the magnitude of the pulsation pressure is obtained, and an optimum pulsation reducing effect can be obtained.
Since the base of the throttle member has the stopper that abuts the non-fixed portion from the inflow chamber side, the non-fixed portion can be prevented from being deformed toward the inflow chamber side, and the pulsation reducing effect of the throttle member with respect to the pulsation of the brake fluid discharged from the pump can be obtained reliably.
Since the spacer member is designed so as to form an arc-shaped slit between the outer edge of the non-fixed portion and the inner wall of the base, the non-fixed portion or the movable portion can be easily designed.
Since the throttle member can be coupled to another throttle member, the degree of optimal throttling can be adjusted by press-fitting the throttle member to the discharge of the pump, and the pulsation reducing effect corresponding to the vehicle can be easily adjusted. At least one of the connected orifice members may be an orifice member having no communication hole 82 c. This prevents the brake fluid from flowing back from the outflow chamber to the inflow chamber.
Since the orifice member has the fixed portion immovably fixed in the discharge flow path, the effect of throttling the orifice member and the pulsation reducing effect can be reliably performed.
Since the spacer member is made of metal and the base is made of synthetic resin, the choke member can be easily manufactured by insert molding. Further, by appropriately changing the type and shape of the metal, a desired throttling effect is obtained.
The inflow chamber includes the buffer member 86, and thus a greater pulsation reduction effect can be obtained.
Description of the reference numerals
1 brake system, 2 hydraulic circuit, 2a hydraulic circuit, 2b hydraulic circuit, 11 master cylinder, 12 wheel cylinder, 13 master flow path, 13a, 13b midway portion, 14 sub flow path, 14a midway portion, 15 supply flow path, 16 brake pedal, 17 power assist device, 18 brake caliper, 19 brake pad, 20 rotor, 31 inlet valve, 32 outlet valve, 33 reservoir, 35 st 1 switching valve, 36 nd 2 switching valve, 37 damping unit, 50 hydraulic control unit, 51 casing, 52 controller, 53 housing chamber, 53a step portion, 54 discharge chamber, 55 annular flow path, 56 annular flow path, 57 drive shaft, 57a eccentric portion, 58 housing chamber, 59 housing chamber, 60 pump, 61 cylinder, 61a protrusion portion, 61b bottom portion, 61c through hole, 62 piston, 62a end portion, 62b bottom hole, 62c suction port, pump chamber, 64 discharge valve, 64a ball valve, 64b valve seat, 64c spring, 62c spring seat, 62c suction port, pump chamber, 64a ball valve, 65 covers, 65a have bottom holes, 65b discharge ports, 66 seal members, 67 springs, 68 guide members, 69 seal members, 70 filters, 71 partition portions, 80 throttle members, 81 base bodies, 82 partition members, 83 inflow chambers, 84 outflow chambers, 85 arc-shaped slits, 86 buffer members, 100 vehicles, 140 discharge flow paths, 142 diversion flow paths.
Claims (9)
1. A hydraulic control unit of a vehicle brake system is provided with a discharge flow passage (140) and a throttle member (80),
the discharge channel (140) discharges the brake fluid boosted by the pump,
the throttle member (80) is located on the way of the discharge flow path (140),
the throttle element has a sleeve-shaped base body (81) and a spacer element (82),
the partition member (82) partitions the interior of the base body into an inflow chamber (83) into which the brake fluid flows and an outflow chamber (84) from which the brake fluid flows out,
the spacer member has a fixed portion (82a) fixed to the base and a non-fixed portion (82b) not fixed to the base.
2. The hydraulic control unit of claim 1,
the non-fixed section (82b) is a variable section that deforms toward the outflow chamber (84) in accordance with the inflow pressure of the brake fluid flowing into the inflow chamber (83).
3. The hydraulic control unit according to claim 1 or 2,
the base (81) has a stopper which abuts the non-fixed section (82b) from the inflow chamber (83) side.
4. The hydraulic control unit according to any one of claims 1 to 3,
the non-fixed part (82b) has a semicircular or fan-shaped shape, and an arc-shaped slit hole is formed by the outer edge of the non-fixed part (82b) and the inner wall of the base body.
5. The hydraulic control unit according to any one of claims 1 to 4,
the throttle member (80) includes a connecting portion (84a) connected to the other throttle member.
6. The hydraulic control unit according to any one of claims 1 to 5,
the orifice member (80) has a fixed portion held on the inner wall of the discharge flow path (140) and immovably fixed in the discharge flow path.
7. The hydraulic control unit according to any one of claims 1 to 6,
the spacer member (82) is formed of metal.
8. The hydraulic control unit according to any one of claims 1 to 7,
the base (81) is formed of a synthetic resin.
9. The hydraulic control unit according to any one of claims 1 to 8,
the orifice member (80) includes a buffer member attached to the inflow chamber of the base.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018-131205 | 2018-07-11 | ||
| JP2018131205A JP2020006870A (en) | 2018-07-11 | 2018-07-11 | Fluid pressure control unit of vehicle brake system |
| PCT/IB2019/055829 WO2020012349A1 (en) | 2018-07-11 | 2019-07-09 | Hydraulic pressure control unit of brake system for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112368193A true CN112368193A (en) | 2021-02-12 |
| CN112368193B CN112368193B (en) | 2023-04-18 |
Family
ID=67587905
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980046195.4A Active CN112368193B (en) | 2018-07-11 | 2019-07-09 | Hydraulic control unit for vehicle brake system |
Country Status (4)
| Country | Link |
|---|---|
| JP (2) | JP2020006870A (en) |
| CN (1) | CN112368193B (en) |
| DE (1) | DE112019003504T5 (en) |
| WO (1) | WO2020012349A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7429548B2 (en) | 2020-01-21 | 2024-02-08 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | hydraulic control unit |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040217559A1 (en) * | 2003-02-10 | 2004-11-04 | Michael Schlitzkus | Device for damping pressure pulsations |
| CN201231748Y (en) * | 2007-09-19 | 2009-05-06 | 德尔菲技术公司 | Vehicle hydraulic system with priority valve |
| CN101520036A (en) * | 2009-04-07 | 2009-09-02 | 武汉元丰汽车电控系统有限公司 | Oil scavenging pump of braking anti-locked system of automobile |
| CN102410171A (en) * | 2010-09-03 | 2012-04-11 | 罗伯特·博世有限公司 | A piston pump with an outflow structure and a vehicle braking system having the piston pump |
| CN103080549A (en) * | 2010-09-02 | 2013-05-01 | 罗伯特·博世有限公司 | Arrangement for throttling a fluid flow, and corresponding piston pump for delivering fluids |
| CN103153734A (en) * | 2011-04-05 | 2013-06-12 | 株式会社爱德克斯 | Hydraulic booster and hydraulic brake device employing same |
| CN103635665A (en) * | 2011-06-22 | 2014-03-12 | 罗伯特·博世有限公司 | Injection device |
| DE102013221817A1 (en) * | 2013-10-28 | 2015-04-30 | Robert Bosch Gmbh | Damper for damping pressure fluctuations |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1404181A (en) * | 1972-01-12 | 1975-08-28 | Lucas Industries Ltd | Closure member for use in a non-return valve |
-
2018
- 2018-07-11 JP JP2018131205A patent/JP2020006870A/en active Pending
-
2019
- 2019-07-09 CN CN201980046195.4A patent/CN112368193B/en active Active
- 2019-07-09 WO PCT/IB2019/055829 patent/WO2020012349A1/en active Application Filing
- 2019-07-09 JP JP2020529843A patent/JP7123139B2/en active Active
- 2019-07-09 DE DE112019003504.5T patent/DE112019003504T5/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040217559A1 (en) * | 2003-02-10 | 2004-11-04 | Michael Schlitzkus | Device for damping pressure pulsations |
| CN201231748Y (en) * | 2007-09-19 | 2009-05-06 | 德尔菲技术公司 | Vehicle hydraulic system with priority valve |
| CN101520036A (en) * | 2009-04-07 | 2009-09-02 | 武汉元丰汽车电控系统有限公司 | Oil scavenging pump of braking anti-locked system of automobile |
| CN103080549A (en) * | 2010-09-02 | 2013-05-01 | 罗伯特·博世有限公司 | Arrangement for throttling a fluid flow, and corresponding piston pump for delivering fluids |
| CN102410171A (en) * | 2010-09-03 | 2012-04-11 | 罗伯特·博世有限公司 | A piston pump with an outflow structure and a vehicle braking system having the piston pump |
| CN103153734A (en) * | 2011-04-05 | 2013-06-12 | 株式会社爱德克斯 | Hydraulic booster and hydraulic brake device employing same |
| CN103635665A (en) * | 2011-06-22 | 2014-03-12 | 罗伯特·博世有限公司 | Injection device |
| DE102013221817A1 (en) * | 2013-10-28 | 2015-04-30 | Robert Bosch Gmbh | Damper for damping pressure fluctuations |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112368193B (en) | 2023-04-18 |
| JP7123139B2 (en) | 2022-08-22 |
| JPWO2020012349A1 (en) | 2021-06-24 |
| DE112019003504T5 (en) | 2021-04-01 |
| WO2020012349A1 (en) | 2020-01-16 |
| JP2020006870A (en) | 2020-01-16 |
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