CN118159456A - Damping device, hydraulic control unit and braking system - Google Patents
Damping device, hydraulic control unit and braking system Download PDFInfo
- Publication number
- CN118159456A CN118159456A CN202280071986.4A CN202280071986A CN118159456A CN 118159456 A CN118159456 A CN 118159456A CN 202280071986 A CN202280071986 A CN 202280071986A CN 118159456 A CN118159456 A CN 118159456A
- Authority
- CN
- China
- Prior art keywords
- hole
- piston
- liquid chamber
- inlet port
- outlet port
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000013016 damping Methods 0.000 title claims abstract description 47
- 239000007788 liquid Substances 0.000 claims abstract description 58
- 230000010349 pulsation Effects 0.000 claims abstract description 28
- 239000012530 fluid Substances 0.000 description 76
- 230000002093 peripheral effect Effects 0.000 description 13
- 238000010586 diagram Methods 0.000 description 8
- 230000007423 decrease Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000008602 contraction Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 230000002238 attenuated effect Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 230000000149 penetrating effect Effects 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 238000012937 correction Methods 0.000 description 1
- 239000011796 hollow space material Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
- B60T11/228—Pressure-maintaining arrangements, e.g. for replenishing the master cylinder chamber with fluid from a reservoir
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The pressure pulsation of the hydraulic control unit is damped. The damping device (100) is provided in a hydraulic control unit, has an inlet port (P1) connected to the discharge side of a pump, and an outlet port (P2) communicating with the inlet port (P1), and dampens pressure pulsation, and is provided with: a1 st liquid chamber (S1) which communicates with the inlet port (P1); a1 st piston (104) provided in the 1 st liquid chamber (S1) so as to be slidable in the 1 st sliding direction, and having a1 st through hole (104 b) formed therethrough in the 1 st sliding direction; a1 st valve body (106) capable of opening and closing the inlet port (P1) side of the 1 st through hole (104 b); a1 st urging member (108) that urges the 1 st valve body (106) toward the outlet port (P2); a protrusion member (109) having a protrusion (109 b), wherein the protrusion (109 b) is disposed on the outlet port (P2) side with respect to the 1 st valve body (106), extends in the 1 st sliding direction, is capable of being inserted into the 1 st through hole (104 b), and is capable of being abutted against the 1 st valve body (106); and a2 nd biasing member (110) for biasing the 1 st piston (104) toward the inlet port (P1).
Description
Technical Field
The invention relates to an attenuation device, a hydraulic control unit and a braking system.
Background
In a conventional vehicle, a hydraulic control unit is provided to control braking force generated at wheels. For example, as disclosed in patent document 1, a plurality of valves and pumps are provided in a flow path in a hydraulic control unit. In such a hydraulic control unit, for example, in antilock brake control, sideslip prevention control, or the like, control is performed in which the open/close state of each valve is set to a specific state and the pump is driven.
Prior art literature
Patent literature
Patent document 1: japanese patent application laid-open No. 2010-052519
Disclosure of Invention
Problems to be solved by the invention
Incidentally, in the hydraulic control unit, a plunger pump that reciprocates is mainly used as a pump. Therefore, the pressure-feeding of the brake fluid by the pump is intermittently performed. Thus, if the pump is driven, pressure pulsation, which is a phenomenon of hydraulic pulsation of the brake fluid, occurs in the flow path in the hydraulic control unit. The sound generated by such pressure pulsation may be perceived as noise by the vehicle occupant, and may be a factor that impairs comfort. Therefore, from the viewpoint of improving comfort, it is desirable to appropriately attenuate the pressure pulsation of the hydraulic control unit.
In view of the above problems, an object of the present invention is to provide a damping device, a hydraulic control unit, and a brake system that can damp pressure pulsation of the hydraulic control unit.
Means for solving the problems
In order to solve the above-described problems, an attenuation device is provided in a hydraulic control unit that controls braking force generated at a wheel, the attenuation device having an inlet port connected to a discharge side of a pump, and an outlet port communicating with the inlet port, the attenuation device including: a1 st liquid chamber communicated with the inlet port; a1 st piston provided in the 1 st liquid chamber so as to be slidable in the 1 st sliding direction, and having a1 st through hole penetrating in the 1 st sliding direction; a1 st valve body capable of opening and closing an inlet port side of the 1 st through hole; a1 st urging member for urging the 1 st valve body toward the outlet port side; a protrusion member having a protrusion portion disposed on the outlet port side with respect to the 1 st valve body, extending in the 1 st sliding direction, being insertable through the 1 st through hole, and being capable of abutting against the 1 st valve body; and a2 nd biasing member for biasing the 1 st piston toward the inlet port side.
In order to solve the above problems, the hydraulic control unit is provided with the damping device.
In order to solve the above problems, the brake system includes the hydraulic control unit described above.
Effects of the invention
According to the present invention, the pressure pulsation of the hydraulic control unit can be damped.
Drawings
Fig. 1 is a schematic diagram showing a schematic configuration of a brake system according to an embodiment of the present invention.
Fig. 2 is a cross-sectional view showing a schematic configuration of an attenuation apparatus according to an embodiment of the present invention.
Fig. 3 is a diagram showing a state in which the 1 st piston moves rightward from the state of fig. 2 in the damping device according to the embodiment of the present invention.
Fig. 4 is a diagram showing a state in which the 1 st piston moves rightward from the state of fig. 3 in the damping device according to the embodiment of the present invention.
Fig. 5 is a diagram showing a state in which the 1 st piston is moved rightward from the state of fig. 4 in the damping device according to the embodiment of the present invention.
Detailed Description
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, other specific numerical values, and the like shown in the embodiment are merely examples for facilitating understanding of the present invention, and the present invention is not limited thereto except for the cases specifically described. In the present specification and the drawings, elements having substantially the same functions and structures are given the same reference numerals, so that duplicate descriptions are omitted, and elements not directly related to the present invention are omitted.
In the present embodiment, the vehicle having four wheels 17 is described as an example of the vehicle, but the vehicle to which the present invention is applied is not limited to the vehicle having four wheels 17, and may be, for example, a vehicle having one, two, or three wheels 17, or a vehicle having five or more wheels 17.
< Structure of brake System >
The structure of a brake system 1 according to an embodiment of the present invention will be described with reference to fig. 1 and 2.
Fig. 1 is a schematic diagram of a brake system 1. The brake system 1 is mounted on a vehicle, and is a system for controlling braking force generated in the vehicle. As shown in fig. 1, the brake system 1 includes a brake pedal 11, a booster 12, a master cylinder 13, a reservoir (reservoir) 14, a hydraulic control unit 15, a brake device 16, and wheels 17.
The brake system 1 is mounted on a vehicle having four wheels 17, and brakes each wheel 17 by a brake device 16 provided on each wheel 17. The braking force generated at each wheel 17 is controlled by the hydraulic control unit 15. In fig. 1, only a portion associated with one of the front wheel and the rear wheel is shown in the brake system 1, and a portion associated with the other of the front wheel and the rear wheel is omitted for ease of understanding.
In addition, the number of wheels 17 whose braking force is controlled by the hydraulic control unit of the present invention may be other than four. For example, the number of wheels 17 whose braking force is controlled by the hydraulic control unit 15 may be two. In this case, the brake system 1 may be mounted on a vehicle having two wheels 17.
The brake pedal 11 is used in a braking operation by the driver. In the braking operation, the brake pedal 11 is depressed by the driver. The booster 12 is connected to the brake pedal 11, and amplifies the depression force of the brake pedal 11. The master cylinder 13 is connected to the booster 12, and incorporates a piston that reciprocates in association with the brake pedal 11, thereby generating a hydraulic pressure corresponding to the operation amount of the brake operation. The reservoir 14 is attached to the master cylinder 13 and stores brake fluid.
The hydraulic control unit 15 includes a base 15a in which a flow path for brake fluid is formed. The master cylinder 13 and each brake device 16 are connected to the base 15a of the hydraulic control unit 15. The flow path of the brake fluid of the base body 15a of the hydraulic control unit 15 is connected to the wheel cylinder of the brake device 16. Braking force corresponding to the hydraulic pressure of the brake fluid in the wheel cylinders of the brake device 16 is generated at the wheels 17.
The main passage 21, the sub-passage 22, and the supply passage 23 are formed as passages for brake fluid in the base 15a of the hydraulic control unit 15. The master passage 21 communicates brake fluid from the master cylinder 13 to the wheel cylinders of the brake device 16. The auxiliary flow path 22 discharges brake fluid of the wheel cylinder of the brake device 16. The supply passage 23 supplies the brake fluid of the master cylinder 13 to the sub-passage 22.
Further, a filling valve (EV) 31, a release valve (AV) 32, a1 st valve (USV) 33, a2 nd valve (HSV) 34, an accumulator (accumulator) 35, a pump 36, and a motor 37 are provided as elements for controlling braking forces generated at the respective wheels 17 in the base body 15a of the hydraulic control unit 15.
The configuration of the hydraulic control unit according to the present invention may be different from that of the hydraulic control unit 15 shown in fig. 1, as long as the pump 36 is provided. For example, the configuration in which the supply flow path 23, the 1 st valve 33, and the 2 nd valve 34 are omitted from the hydraulic control unit 15 shown in fig. 1 is also included in the hydraulic control unit according to the present invention.
The master passage 21 communicates the master cylinder 13 with the wheel cylinders of the brake device 16. The main flow path 21 includes a1 st main flow path 21a and two 2 nd main flow paths 21b. The 1 st main channel 21a is connected to the master cylinder 13. The 2 nd main passage 21b branches from the 1 st main passage 21a and is connected to each brake device 16. The 1 st main channel 21a is provided with a1 st valve 33. The 2 nd main channel 21b is provided with a filling valve 31.
The auxiliary flow path 22 communicates between the brake device 16 side of the filling valve 31 in the main flow path 21 and the master cylinder 13 side of the filling valve 31 and the brake device 16 side of the 1 st valve 33 in the main flow path 21. The sub-flow path 22 includes two 1 st sub-flow paths 22a and 2 nd sub-flow paths 22b. Each 1 st sub-passage 22a is connected to the main passage 21 on the brake device 16 side with respect to the filling valve 31. The 2 nd sub-passage 22b connects the junction of the two 1 st sub-passages 22a to the master cylinder 13 side of the filling valve 31 and to the brake device 16 side of the 1 st valve 33 in the main passage 21. The 1 st sub flow path 22a is provided with a release valve 32. The 2 nd sub-channel 22b is provided with an accumulator 35 and a pump 36 in this order from the 1 st sub-channel 22a side.
The pump 36 is driven by a motor 37, and sucks the brake fluid from the 1 st sub-passage 22a side and discharges the brake fluid to the main passage 21 side. The pump 36 is a plunger pump that reciprocates. Specifically, the plunger of the pump 36 reciprocates by being intermittently pushed by an eccentric cam provided on the output shaft of the motor 37. This causes the brake fluid to be pumped by the pump 36.
The supply passage 23 communicates the master cylinder 13 side of the 1 st valve 33 in the main passage 21 with the suction side of the pump 36 in the sub passage 22. The 2 nd valve 34 is provided in the supply passage 23.
The filling valve 31 is, for example, a solenoid valve that is opened in a non-energized state and closed in an energized state. The release valve 32 is, for example, a solenoid valve that is closed in a non-energized state and opened in an energized state. The 1 st valve 33 is, for example, a solenoid valve that is opened in a non-energized state and closed in an energized state. The 2 nd valve 34 is, for example, a solenoid valve that is closed in a non-energized state and opened in an energized state. By controlling the operation of these valves and motors 37, the braking force generated at each wheel 17 is controlled.
For example, when normal operation such as antilock brake control or sideslip control described later is not performed, the filling valve 31 is opened, the release valve 32 is closed, the 1 st valve 33 is opened, and the 2 nd valve 34 is closed. Accordingly, the brake fluid flows from the master cylinder 13 to the wheel cylinders of the brake device 16 through the main passage 21 without passing through the auxiliary passage 22 and the supply passage 23. In this state, if the brake pedal 11 is depressed, the piston of the master cylinder 13 is pushed in, and the hydraulic pressure of the brake fluid in the wheel cylinder increases, thereby applying braking force to the wheels 17.
The antilock brake control is control for avoiding locking of the wheels 17. For example, if antilock braking control is performed, first, the filling valve 31 is closed, the release valve 32 is opened, the 1 st valve 33 is opened, and the 2 nd valve 34 is closed. Thereby, the flow of brake fluid between the main flow passage 21 and the wheel cylinders of the brake device 16 is stopped, and the brake fluid can flow from the wheel cylinders to the sub flow passage 22. Therefore, the brake fluid flows from the wheel cylinder into the accumulator 35, the hydraulic pressure of the brake fluid in the wheel cylinder decreases, and the braking force applied to the wheels 17 decreases. The brake fluid flowing into the accumulator 35 is driven by the pump 36 and is returned to the main passage 21 through the sub-passage 22.
By closing both the filling valve 31 and the release valve 32 from the above-described state, the flow of brake fluid between the main flow path 21 and the sub flow path 22 and the wheel cylinders is stopped, the hydraulic pressure of the brake fluid in the wheel cylinders is maintained, and the braking force applied to the wheels 17 is maintained. Then, when the filling valve 31 is opened and the release valve 32 is closed, the flow of the brake fluid between the main flow passage 21 and the wheel cylinders is restarted, the hydraulic pressure of the brake fluid in the wheel cylinders increases, and the braking force applied to the wheels 17 increases.
The anti-slip control is a control for stabilizing behavior of the vehicle. In the sideslip prevention control, the driving force and braking force of the vehicle are appropriately controlled. For example, in executing the anti-slip control, when the vehicle is braked independently of the braking operation, the filling valve 31 is opened, the release valve 32 is closed, the 1 st valve 33 is closed, and the 2 nd valve 34 is opened. In this way, the brake fluid flows from the master cylinder 13 to the wheel cylinders of the brake device 16 via the supply passage 23 and the sub-passage 22. When the pump 36 is driven in this state, the hydraulic pressure of the brake fluid in the wheel cylinder increases, and a braking force for braking the wheels 17 is generated.
As described above, the hydraulic control unit 15 controls the pump 36 to be driven. If the pump 36 is driven, pressure pulsation, which is a phenomenon of hydraulic pulsation of the brake fluid, occurs in the flow path in the hydraulic control unit 15. The sound generated by such pressure pulsation may be perceived as noise by the vehicle occupant, and may be a factor that impairs comfort. Therefore, the hydraulic control unit 15 is provided with a damping device 100 for damping the pressure pulsation.
The damping device 100 is provided downstream of the pump 36 in the sub-passage 22 (specifically, the 2 nd sub-passage 22 b). The attenuation device 100 has an inlet port P1 and an outlet port P2. The inlet port P1 is connected to the discharge side of the pump 36. The inlet port P1 communicates with the outlet port P2. Therefore, the brake fluid discharged from the pump 36 flows into the damping device 100 through the inlet port P1, passes through the damping device 100, and then flows out of the damping device 100 through the outlet port P2.
The following describes the structure of the damping device 100 in detail with reference to fig. 2. Fig. 2 is a cross-sectional view showing a schematic configuration of the damping device 100. However, the damping device 100 shown in fig. 2 is merely an example of the damping device according to the present invention, and various modifications of the damping device according to the present invention are also included in the damping device according to the present invention as will be described later.
In fig. 2 and fig. 3 to 5 described later, the damping device 100 is shown such that the inlet port P1 side is left and the outlet port P2 side is right. Hereinafter, the inlet port P1 side is also referred to as the left side, and the outlet port P2 side is also referred to as the right side. The left-right direction, which is the axial direction of the housing 101, will be hereinafter also simply referred to as the axial direction.
As shown in fig. 2, the damping device 100 includes a housing 101, a1 st cover 102, a 2 nd cover 103, a1 st piston 104, a1 st seal member 105, a1 st valve body 106, a case member 107, a1 st biasing member 108, a projection member 109, a 2 nd biasing member 110, a 2 nd piston 111, a 2 nd seal member 112, 3 rd biasing members 113 and 114, a 2 nd valve body 115, and a 4 th biasing member 116.
The housing 101 has, for example, a cylindrical shape with a hollow space inside. The axial direction of the housing 101 is the left-right direction. The housing 101 has an inner space formed so as to pass through from the left end face to the right end face. The internal space of the housing 101 includes a 1 st hole portion 101a, a2 nd hole portion 101b, a 3 rd hole portion 101c, a 4 th hole portion 101d, and a 5 th hole portion 101e. The 1 st hole 101a, the 2 nd hole 101b, the 3 rd hole 101c, the 4 th hole 101d, and the 5 th hole 101e each have a cylindrical shape, and are arranged coaxially with the central axis of the housing 101. The 1 st hole portion 101a, the 2 nd hole portion 101b, the 3 rd hole portion 101c, the 4 th hole portion 101d, and the 5 th hole portion 101e are continuous in this order from the left side.
The space corresponding to the 1 st hole 101a is the 1 st liquid chamber S1. The diameter of the 2 nd hole portion 101b is smaller than the diameter of the 1 st hole portion 101 a. The diameter of the 3 rd hole 101c is smaller than the diameter of the 2 nd hole 101 b. The space corresponding to the 3 rd hole 101c is the 2 nd liquid chamber S2. The 2 nd liquid chamber S2 communicates with the 1 st liquid chamber S1, and is disposed on the right side with respect to the projection member 109 as will be described later. The diameter of the 4 th hole portion 101d is smaller than the diameter of the 3 rd hole portion 101 c. The 4 th hole 101d corresponds to an example of the 5 th through hole according to the present invention. The 5 th hole portion 101e has a larger diameter than the 4 th hole portion 101 d. The space corresponding to the 5 th hole 101e is the 3 rd liquid chamber S3. The 3 rd liquid chamber S3 communicates with the 2 nd liquid chamber S2 via the 4 th hole portion 101d as the 5 th through hole, and is disposed on the outlet port P2 side with respect to the 2 nd liquid chamber S2, and communicates with the outlet port P2.
The 1 st cover 102 is fitted to the left end portion of the 1 st hole 101 a. The 1 st cover 102 covers the 1 st liquid chamber S1 from the left side. The 1 st cover 102 is formed in a cylindrical shape with a right side opening and a bottom surface on the left side. An inlet port P1 is formed in the center of the bottom surface of the 1 st cover 102. The inlet port P1 penetrates the 1 st cover 102 from the left side to the right side. Therefore, the 1 st liquid chamber S1 communicates with the inlet port P1. The inlet port P1 is arranged coaxially with the central axis of the housing 101. However, the inlet port P1 may not be disposed coaxially with the central axis of the housing 101.
The 2 nd cover 103 is fitted to the right end portion of the 5 th hole portion 101e. The 2 nd cover 103 covers the 3 rd liquid chamber S3 from the right side. The 2 nd cover 103 has a substantially cylindrical shape. In the example of fig. 2, the right end portion of the 2 nd cover 103 is radially expanded outward in the circumferential direction. The right end of the 5 th hole 101e is enlarged. The portion of the 2 nd cover 103 that expands in diameter outward in the circumferential direction is fitted into the portion of the 5 th hole 101e that expands in diameter. An outlet port P2 is formed in the center of the 2 nd housing 103. The outlet port P2 penetrates the 2 nd cover 103 from the left side to the right side. Therefore, the 3 rd liquid chamber S3 communicates with the outlet port P2. The outlet port P2 is arranged coaxially with the central axis of the housing 101. However, the outlet port P2 may not be disposed coaxially with the central axis of the housing 101.
The 1 st piston 104 is accommodated in the 1 st hole 101 a. The 1 st piston 104 has a substantially cylindrical shape. The 1 st piston 104 is disposed coaxially with the center axis of the 1 st hole 101 a. The outer peripheral surface of the 1 st piston 104 is slidable with respect to the inner peripheral surface of the 1 st hole 101 a. Therefore, the 1 st piston 104 is provided in the 1 st liquid chamber S1 so as to be slidable in the axial direction. Thus, in the example of fig. 2, the 1 st sliding direction, which is the sliding direction of the 1 st piston 104, is the axial direction of the housing 101. However, as will be described later, the 1 st sliding direction may be different from the axial direction of the housing 101.
An annular groove 104a is formed in the outer peripheral surface of the 1 st piston 104. The annular groove 104a extends in the circumferential direction of the 1 st piston 104. The 1 st seal member 105 is fitted in the annular groove 104a. The 1 st seal member 105 is, for example, an O-ring. The 1 st seal member 105 is pressed against the inner peripheral surface of the 1 st hole 101 a. Thereby, the gap between the outer peripheral surface of the 1 st piston 104 and the inner peripheral surface of the 1 st hole 101a is sealed in a fluid-tight manner.
The 1 st through hole 104b is formed in the 1 st piston 104. The 1 st through hole 104b penetrates the 1 st piston 104 in the axial direction which is the 1 st sliding direction. Therefore, the 1 st through hole 104b penetrates from the left end surface to the right end surface of the 1 st piston 104. In the example of fig. 2, a groove 104c is formed in the left end surface of the 1 st piston 104, and a groove 104d is formed in the right end surface of the 1 st piston 104. The groove 104c and the groove 104d are formed in a ring shape along the periphery of the 1 st through hole 104b. The 1 st through hole 104b extends from the bottom surface of the groove 104c to the bottom surface of the groove 104d. However, the shape of the left end face and the right end face of the 1 st piston 104 is not limited to the example of fig. 2, and for example, the groove 104c and the groove 104d may not be formed. In the example of fig. 2, the 1 st through hole 104b is arranged coaxially with the central axis of the 1 st piston 104. However, the 1 st through hole 104b may not be disposed coaxially with the central axis of the 1 st piston 104.
The 1 st valve element 106 can open and close the left side of the 1 st through hole 104 b. In the open state in which the 1 st through hole 104b is not blocked by the 1 st valve element 106, brake fluid can flow through the 1 st through hole 104 b. This state corresponds to the open state of the 1 st valve element 106 and the open state of the 1 st through hole 104 b. In a closed state in which the 1 st through hole 104b is blocked by the 1 st valve element 106, brake fluid cannot flow through the 1 st through hole 104 b. This state corresponds to the closed state of the 1 st valve element 106 and the closed state of the 1 st through hole 104 b.
The tank member 107 is mounted on the left end face of the 1 st piston 104. In the example of fig. 2, the case member 107 is attached to the groove 104c on the left end surface of the 1 st piston 104, and covers the groove 104c from the left side. The case member 107 is formed in a cylindrical shape with a right side opening and a bottom surface on the left side. A through hole 107a is formed in the center of the bottom surface of the case member 107. The through hole 107a penetrates the case member 107 from the left side to the right side. Therefore, the space on the left side and the space on the right side of the case member 107 communicate with each other through the through hole 107a. The through hole 107a is disposed coaxially with the central axis of the housing 101. However, the through hole 107a may not be disposed coaxially with the central axis of the housing 101.
The 1 st valve element 106 is disposed in a space defined by the case member 107 and the left end surface of the 1 st piston 104. The 1 st valve body 106 has, for example, a ball shape. However, the shape of the 1 st valve element 106 may be other than spherical. The 1 st biasing member 108 is an elastic member such as a spring. The 1 st biasing member 108 is disposed between the case member 107 and the 1 st valve body 106. The expansion and contraction direction of the 1 st biasing member 108 is the left-right direction. The 1 st biasing member 108 is contracted with respect to the natural length. Therefore, the 1 st valve element 106 is biased to the right by the 1 st biasing member 108.
In the example of fig. 2, a tapered portion 104e is formed on the left side of the 1 st through hole 104 b. The tapered portion 104e is a portion that expands in diameter as it advances to the left. The 1 st valve element 106 can be in contact with the tapered portion 104e of the 1 st through hole 104 b. The 1 st valve element 106 is in contact with the tapered portion 104e, whereby the 1 st through hole 104b is closed. In this case, the 1 st valve element 106 is in stable contact with the 1 st through hole 104b, as compared with the case where the taper portion 104e is not formed, so that the 1 st through hole 104b can be closed appropriately. However, the 1 st through hole 104b may not be provided with the tapered portion 104e.
A plurality of 2 nd through holes 104f are formed in the 1 st piston 104. The 2 nd through hole 104f penetrates the 1 st piston 104 from the left side to the right side, and has an inner diameter smaller than that of the 1 st through hole 104 b. The inner diameter of the 2 nd through hole 104f is, for example, about 0.4mm to 0.5mm in diameter. In the example of fig. 2, the 2 nd through hole 104f extends in the axial direction. However, the path of the 2 nd through hole 104f is not particularly limited, and for example, the 2 nd through hole 104f may extend in a direction inclined with respect to the axial direction, or may be bent or folded.
The 2 nd through holes 104f are arranged at equal intervals in the circumferential direction of the 1 st piston 104. However, the arrangement of the plurality of 2 nd through holes 104f is not limited to this example. For example, as in the 3 rd through hole 109d described later, the 2 nd through holes 104f may be arranged so as to be separated from each other in the circumferential direction at different radial positions. The number of the 2 nd through holes 104f may be one. The brake fluid can flow from the left side to the right side of the 1 st piston 104 through the 2 nd through hole 104 f. The 2 nd through hole 104f is provided to reduce pressure pulsation. The function of the 2 nd through hole 104f will be described later.
The projection member 109 is provided for opening and closing the 1 st valve element 106. The projection member 109 is disposed on the right side of the 1 st piston 104. The projection member 109 has a base 109a and a projection 109b. The base 109a has a substantially circular plate shape. The base 109a is fitted in the 2 nd hole 101b. The projection 109b is connected to the base 109 a. The projection 109b projects leftward from the center of the base 109 a. The projection 109b extends in the axial direction as the 1 st sliding direction.
The protrusion 109b is disposed on the right side with respect to the 1 st valve body 106. The projection 109b is disposed coaxially with the central axis of the 1 st through hole 104 b. When the 1 st piston 104 moves rightward from the position of fig. 2, the protrusion 109b is inserted into the 1 st through hole 104b, and the tip of the protrusion 109b can abut against the 1 st valve element 106. The front end of the projection 109b abuts against the 1 st valve element 106, thereby maintaining the position of the 1 st valve element 106. In this state, the 1 st piston 104 moves further to the right, and the 1 st valve element 106 is opened. In this way, the projection 109b can be inserted into the 1 st through hole 104b and can be brought into contact with the 1 st valve element 106.
In the example of fig. 2, a concave portion 109c is formed at the tip of the protruding portion 109 b. The concave portion 109c has a spherical shape having a curvature substantially conforming to the curvature of the 1 st valve body 106. The recess 109c of the projection 109b abuts against the 1 st valve body 106. In this case, the contact area between the 1 st valve element 106 and the projection 109b is larger than that in the case where the recess 109c is not formed, so that the 1 st valve element 106 can be maintained in the open state appropriately. However, the recess 109c may not be formed in the projection 109 b.
A plurality of 3 rd through holes 109d are formed in the base 109 a. The 3 rd through hole 109d penetrates the base 109a from the left side to the right side, and has an inner diameter smaller than that of the 1 st through hole 104 b. The 3 rd through hole 109d has an inner diameter of, for example, about 0.4mm to 0.5 mm. In the example of fig. 2, the 3 rd through hole 109d extends in the axial direction. However, the path of the 3 rd through hole 109d is not particularly limited, and for example, the 3 rd through hole 109d may extend in a direction inclined with respect to the axial direction, or may be bent or curved.
The 3 rd through holes 109d are arranged at equal intervals in the circumferential direction of the base 109 a. In the example of fig. 2, the 3 rd through holes 109d are arranged at different radial positions from each other so as to be separated from each other in the circumferential direction. However, the arrangement of the plurality of 3 rd through holes 109d is not limited to this example. The number of the 3 rd through holes 109d may be one. The brake fluid can flow from the left side to the right side of the protrusion member 109 through the 3 rd through hole 109 d. The 3 rd through hole 109d is provided to reduce pressure pulsation. The function of the 3 rd through hole 109d will be described later.
The 2 nd biasing member 110 is an elastic member such as a spring. The 2 nd biasing member 110 is disposed between the 1 st piston 104 and the projection member 109. The expansion and contraction direction of the 2 nd biasing member 110 is the left-right direction. The 2 nd biasing member 110 is contracted with respect to the natural length. In the example of fig. 2, the left end of the 2 nd biasing member 110 abuts against the bottom surface of the groove 104d of the 1 st piston 104. The right end of the 2 nd biasing member 110 abuts the left end surface of the base 109a of the projection member 109. Therefore, the 1 st piston 104 is biased to the left by the 2 nd biasing member 110.
The 2 nd piston 111 is accommodated in the 3 rd hole 101 c. The 2 nd piston 111 has a substantially cylindrical shape. The 2 nd piston 111 is disposed coaxially with the center axis of the 3 rd hole 101 c. The outer peripheral surface of the 2 nd piston 111 is slidable with respect to the inner peripheral surface of the 3 rd hole 101 c. Therefore, the 2 nd piston 111 is provided in the 2 nd liquid chamber S2 so as to be slidable in the axial direction. Thus, in the example of fig. 2, the 2 nd sliding direction, which is the sliding direction of the 2 nd piston 111, is the axial direction of the housing 101. However, as will be described later, the 2 nd sliding direction may be different from the axial direction of the housing 101.
An annular groove 111a is formed in the outer circumferential surface of the 2 nd piston 111. The annular groove 111a extends in the circumferential direction of the 2 nd piston 111. The 2 nd seal member 112 is fitted in the annular groove 111a. The 2 nd seal member 112 is, for example, an O-ring. The 2 nd seal member 112 is pressed against the inner peripheral surface of the 3 rd hole portion 101 c. Thereby, the gap between the outer peripheral surface of the 2 nd piston 111 and the inner peripheral surface of the 3 rd hole 101c is sealed in a liquid-tight manner.
The 3 rd biasing member 113 is an elastic member such as a spring, for example. The 3 rd biasing member 114 is an elastic member such as a rubber ring. The 3 rd biasing member 113 and the 3 rd biasing member 114 are disposed in the space on the right side of the 2 nd piston 111 in the 2 nd liquid chamber S2. The 3 rd biasing member 113 and the 3 rd biasing member 114 extend and retract in the left-right direction. The 3 rd biasing member 113 and the 3 rd biasing member 114 are contracted with respect to the natural length.
In the example of fig. 2, an annular protrusion 111b is formed on the right end surface of the 2 nd piston 111. The annular projection 111b is disposed coaxially with the central axis of the 2 nd piston 111, and projects rightward from the right end surface of the 2 nd piston 111. The left end of the 3 rd biasing member 113 is in contact with the right end surface of the 2 nd piston 111 radially inward of the annular projection 111b. The 3 rd biasing member 114 is disposed so as to cover the outer peripheral portion of the 3 rd biasing member 113. The left end of the 3 rd biasing member 114 is in contact with the right end surface of the 2 nd piston 111 radially outward of the annular projection 111b. The right ends of the 3 rd biasing member 113 and the 3 rd biasing member 114 are in contact with the step portions of the 3 rd hole 101c and the 4 th hole 101 d. Therefore, the 2 nd piston 111 is biased to the left by the 3 rd biasing member 113 and the 3 rd biasing member 114.
A plurality of 4 th through holes 111c are formed in the 2 nd piston 111. The 4 th through hole 111c penetrates the 2 nd piston 111 from the left side to the right side, and has an inner diameter smaller than that of the 1 st through hole 104 b. The 4 th through hole 111c has an inner diameter of, for example, about 0.4mm to 0.5 mm. In the example of fig. 2, the 4 th through hole 111c extends in the axial direction. However, the path of the 4 th through hole 111c is not particularly limited, and for example, the 4 th through hole 111c may extend in a direction inclined with respect to the axial direction, or may be bent or folded.
The 4 th through holes 111c are arranged at equal intervals in the circumferential direction of the 2 nd piston 111. However, the arrangement of the plurality of 4 th through holes 111c is not limited to this example. For example, as in the 3 rd through hole 109d, the 4 th through holes 111c may be arranged so as to be separated from each other in the circumferential direction at different radial positions. The number of 4 th through holes 111c may be one. The brake fluid can flow from the left side to the right side of the 2 nd piston 111 through the 4 th through hole 111 c. The 4 th through hole 111c is provided to reduce pressure pulsation. The function of the 4 th through hole 111c will be described later.
The 2 nd valve body 115 can open and close the right side of the 4 th hole portion 101d as the 5 th through hole. In the open state where the 2 nd valve body 115 does not block the 4 th hole portion 101d, brake fluid can flow through the 4 th hole portion 101 d. This state corresponds to the open state of the 2 nd valve body 115 and the open state of the 4 th hole 101 d. In the closed state where the 2 nd valve body 115 blocks the 4 th hole portion 101d, the brake fluid cannot flow through the 4 th hole portion 101 d. This state corresponds to the closed state of the 2 nd valve body 115 and the closed state of the 4 th hole 101 d.
The 2 nd valve body 115 is disposed in a space on the left side of the 2 nd cover 103 in the 3 rd liquid chamber S3. The 2 nd valve body 115 has, for example, a ball shape. However, the shape of the 2 nd valve body 115 may be other than spherical. The 4 th urging member 116 is an elastic member such as a spring. The 4 th biasing member 116 is disposed between the 2 nd housing 103 and the 2 nd valve body 115. The extension and contraction direction of the 4 th biasing member 116 is the left-right direction. The 4 th biasing member 116 is contracted with respect to the natural length. Therefore, the 2 nd valve body 115 is biased to the left by the 4 th biasing member 116.
In the example of fig. 2, a tapered portion 101f is formed on the right side of the 4 th hole portion 101 d. The tapered portion 101f is a portion that expands in diameter as it advances to the right. The 2 nd valve body 115 can be abutted against the taper portion 101f of the 4 th hole portion 101 d. The 2 nd valve body 115 is brought into contact with the tapered portion 101f, whereby the 4 th hole portion 101d is closed. In this case, the 2 nd valve body 115 is in stable contact with the 4 th hole portion 101d, as compared with the case where the taper portion 101f is not formed, so that the 4 th hole portion 101d can be closed appropriately. However, the taper portion 101f may not be formed in the 4 th hole portion 101 d.
< Action of attenuation device >
The operation of the damping device 100 according to the embodiment of the present invention will be described with reference to fig. 2 to 5.
Fig. 2 shows the damping device 100 in a normal state in which the pump 36 is not driven in the hydraulic control unit 15. In this case, the 1 st piston 104 is biased to the left by the 2 nd biasing member 110, and is positioned at the leftmost side in the movable domain. Therefore, the 1 st valve element 106 is not in contact with the projection 109b of the projection member 109, and is in a closed state. The 2 nd piston 111 is biased leftward by the 3 rd biasing member 113 and the 3 rd biasing member 114, and is positioned at the leftmost side in the movable domain. The 2 nd valve body 115 is biased to the left by the 4 th biasing member 116 to be in a closed state.
Here, in the hydraulic control unit 15, as described above, the pump 36 is driven when anti-lock braking control, anti-slip control, or the like is performed. If the pump 36 is driven in the state of fig. 2, the brake fluid flows into the damping device 100 through the inlet port P1, and the pressure in the space on the left side of the 1 st piston 104 in the 1 st fluid chamber S1 increases. Thus, the 1 st piston 104 moves rightward.
Fig. 3 is a diagram showing a state in which the 1 st piston 104 moves rightward from the state of fig. 2 in the damping device 100. In the state of fig. 3, the 1 st through hole 104b is closed, so that pressure is accumulated in the space on the left side of the 1 st piston 104 in the 1 st liquid chamber S1. Then, by the pressure in the space on the left side of the 1 st piston 104 in the 1 st liquid chamber S1, the 1 st piston 104 is pushed to the right, and the 1 st piston 104 moves to the right as compared with the state of fig. 2. When the 1 st piston 104 moves rightward, the 2 nd biasing member 110 expands and contracts. Thus, the force acting on the 1 st piston 104 is absorbed by the 2 nd biasing member 110. By expanding and contracting the 2 nd biasing member 110 in response to the movement of the 1 st piston 104 in this manner, the pressure pulsation is attenuated.
Here, in the state of fig. 3, the brake fluid in the space on the left side of the 1 st piston 104 in the 1 st fluid chamber S1 is sent to the space on the right side of the 1 st piston 104 in the 1 st fluid chamber S1 through the 2 nd through hole 104 f. Here, the inner diameter of the 2 nd through hole 104f is smaller than the inner diameter of the 1 st through hole 104b, and a large resistance acts on the brake fluid flowing through the 2 nd through hole 104 f. Therefore, the brake fluid flows through the 2 nd through hole 104f, and the pressure pulsation is also damped.
The brake fluid in the space between the 1 st piston 104 and the projection member 109 is sent to the 2 nd fluid chamber S2 through the 3 rd through hole 109 d. The brake fluid flowing through the 3 rd through hole 109d also acts as a large resistance as in the 2 nd through hole 104 f. Therefore, the brake fluid flows through the 3 rd through hole 109d, and the pressure pulsation is also damped.
The brake fluid in the space on the left side of the 2 nd piston 111 in the 2 nd fluid chamber S2 is sent to the space on the right side of the 2 nd piston 111 in the 2 nd fluid chamber S2 through the 4 th through hole 111 c. The brake fluid flowing through the 4 th through hole 111c also acts as a large resistance as in the 2 nd through hole 104f and the 3 rd through hole 109 d. Therefore, the brake fluid flows through the 4 th through hole 111c, and the pressure pulsation is also damped.
In the state of fig. 3, the 2 nd valve body 115 is substantially biased to the left by the 4 th biasing member 116, and is in a closed state. However, the brake fluid may be delivered to the right side of the 2 nd piston 111 through the 4 th through hole 111c, and the pressure of the 4 th hole portion 101d may be increased, whereby the 2 nd valve body 115 may be moved to the right side and temporarily put into an open state. In this case, the brake fluid flows out from the 3 rd fluid chamber S3 through the outlet port P2 via the 4 th hole portion 101 d.
Fig. 4 is a diagram showing a state in which the 1 st piston 104 moves rightward from the state of fig. 3 in the damping device 100. In the state of fig. 4, the 1 st piston 104 moves rightward as compared with the state of fig. 3. Further, in the state of fig. 4, the 2 nd piston 111 is pushed to the right by the pressure in the space on the left side of the 2 nd piston 111 in the 2 nd liquid chamber S2, and the 2 nd piston 111 moves to the right side compared with the state of fig. 3. When the 2 nd piston 111 moves to the right, the 3 rd biasing member 113 and the 3 rd biasing member 114 expand and contract, and as a result, contract. Thus, the force acting on the 2 nd piston 111 is absorbed by the 3 rd biasing member 113 and the 3 rd biasing member 114. By expanding and contracting the 3 rd biasing member 113 and the 3 rd biasing member 114 with the movement of the 2 nd piston 111 in this way, the pressure pulsation is attenuated.
In the state of fig. 4, the 2 nd valve body 115 is basically closed as in the state of fig. 3, but may be temporarily opened.
Fig. 5 is a diagram showing a state in which the 1 st piston 104 moves rightward from the state of fig. 4 in the damping device 100. In the state of fig. 5, the 1 st piston 104 and the 2 nd piston 111 are moved rightward compared with the state of fig. 4. Here, in the state of fig. 5, the recess 109c at the tip of the projection 109b abuts against the 1 st valve body 106. Thereby, the movement of the 1 st valve element 106 to the right is restricted by the projection 109 b. Therefore, even if the 1 st piston 104 moves rightward, the 1 st valve element 106 in a state of abutting against the projection 109b does not move rightward. Thereby, the position of the 1 st valve element 106 is maintained at the position where the protrusion 109b is in contact, and the 1 st valve element 106 is moved leftward relative to the 1 st piston 104 in comparison with the state of fig. 4. As a result, the 1 st valve element 106 is separated from the tapered portion 104e of the 1 st through hole 104 b. Therefore, the 1 st through hole 104b is opened, and the brake fluid can flow through the 1 st through hole 104 b.
Thus, in the state of fig. 5, the brake fluid in the space on the left side of the 1 st piston 104 in the 1 st fluid chamber S1 is sent to the space on the right side of the 1 st piston 104 in the 1 st fluid chamber S1 through the 1 st through hole 104 b. Thus, the pressure on the right side of the 1 st piston 104 in the damping device 100 increases to the same extent as the pressure on the left side of the 1 st piston 104 in the damping device 100. Therefore, the pressure of the 4 th hole 101d increases, and the 2 nd valve body 115 is pushed to the right side to move. Thereby, the 2 nd valve body 115 is separated from the taper portion 101f of the 4 th hole portion 101 d. Therefore, the 4 th hole portion 101d is opened, and the brake fluid can flow through the 4 th hole portion 101 d. Thereby, the brake fluid flows out from the 3 rd fluid chamber S3 through the 4 th hole portion 101d via the outlet port P2.
< Effect of attenuation device >
Effects of the damping device 100 according to the embodiment of the present invention will be described.
The attenuation device 100 includes: a1 st liquid chamber S1 communicating with the inlet port P1; the 1 st piston 104 is provided in the 1 st liquid chamber S1 so as to be slidable in the 1 st sliding direction (in the above example, the axial direction of the housing 101), and has a1 st through hole 104b penetrating in the 1 st sliding direction; the 1 st valve element 106 is capable of opening and closing the inlet port P1 side of the 1 st through hole 104b; the 1 st biasing member 108 biases the 1 st valve element 106 toward the outlet port P2; a projection member 109 having a projection 109b, the projection 109b being disposed on the outlet port P2 side with respect to the 1 st valve body 106, extending in the 1 st sliding direction, being capable of being inserted into the 1 st through hole 104b, and being capable of being abutted against the 1 st valve body 106; and a 2 nd biasing member 110 for biasing the 1 st piston 104 toward the inlet port P1.
Accordingly, when the pump 36 is driven and the pressure on the side of the input port P1 increases, the protrusion 109b of the protrusion member 109 abuts against the 1 st valve element 106, and pressure is accumulated in the space on the side of the inlet port P1 than the 1 st piston 104 in the 1 st liquid chamber S1 until the 1 st valve element 106 is in the open state. In this period, the 2 nd biasing member 110 gradually contracts as the 1 st piston 104 moves toward the output port P2 side, and thereby energy of pressure rise is absorbed, and the rate of pressure rise on the output port P2 side with respect to the 1 st piston 104 is slower than the rate of pressure rise on the input port P1 side with respect to the 1 st piston 104. When the pressure on the side of the input port P1 decreases and the 1 st piston 104 moves toward the side of the input port P1, the 2 nd biasing member 110 gradually expands, and the rate of decrease in the pressure on the side of the output port P2 than the 1 st piston 104 becomes slower than the rate of decrease in the pressure on the side of the input port P1 than the 1 st piston 104. This can attenuate the pressure pulsation on the output port P2 side with respect to the pressure pulsation on the input port P1 side. In this way, according to the damping device 100, the pressure pulsation of the hydraulic control unit 15 can be damped.
In the damping device 100, it is preferable that the 1 st piston 104 has a 2 nd through hole 104f, and the 2 nd through hole 104f penetrates from the inlet port P1 side to the outlet port P2 side and has an inner diameter smaller than that of the 1 st through hole 104 b. Accordingly, the brake fluid flows through the 2 nd through hole 104f, so that the pressure pulsation can be damped. Here, consider a situation in which the 1 st piston 104 sticks and becomes unable to move. In this case, the brake fluid can flow from the inlet port P1 side of the 1 st piston 104 to the outlet port P2 side through the 2 nd through hole 104 f. Therefore, the pressure in the space on the inlet port P1 side of the 1 st piston 104 in the 1 st liquid chamber S1 is suppressed from becoming excessively high.
In the damping device 100, a plurality of 2 nd through holes 104f are preferably formed in the 1 st piston 104, and the plurality of 2 nd through holes 104f are preferably arranged at equal intervals in the circumferential direction of the 1 st piston 104. Accordingly, the force generated by the brake fluid flowing through the 2 nd through hole 104f acts equally on the 1 st piston 104 in the circumferential direction. Therefore, the 1 st piston 104 is restrained from tilting relative to the 1 st sliding direction by the force acting on the 1 st piston 104 due to the brake fluid flowing through the 2 nd through hole 104 f.
In the damping device 100, the projection member 109 preferably has a base portion 109a connected to the projection portion 109b, and a 3 rd through hole 109d is formed in the base portion 109a, and the 3 rd through hole 109d penetrates from the inlet port P1 side to the outlet port P2 side and has an inner diameter smaller than that of the 1 st through hole 104 b. Accordingly, the brake fluid flows through the 3 rd through hole 109d, so that the pressure pulsation can be damped.
In the damping device 100, a plurality of 3 rd through holes 109d are preferably formed in the base portion 109a, and the plurality of 3 rd through holes 109d are preferably arranged at equal intervals in the circumferential direction of the base portion 109 a. Thereby, the flow field of the brake fluid is uniformed in the circumferential direction around the projection member 109. Therefore, the brake fluid can smoothly flow in the damping device 100.
Preferably, the damping device 100 includes: the 2 nd liquid chamber S2, which communicates with the 1st liquid chamber S1, is disposed on the outlet port P2 side with respect to the protrusion member 109; the 2 nd piston 111 is provided in the 2 nd liquid chamber S2 so as to be slidable in the 2 nd sliding direction (in the above example, the axial direction of the housing 101); the 3 rd biasing members 113 and 114 bias the 2 nd piston 111 toward the inlet port P1. Accordingly, by expanding and contracting the 3 rd biasing member 113 and the 3 rd biasing member 114 with the movement of the 2 nd piston 111, the pressure pulsation can be damped as in the case where the 2 nd biasing member 110 expands and contracts with the movement of the 1st piston 104. In addition, one of the 3 rd biasing member 113 and the 3 rd biasing member 114 may be omitted, and in this case, the same effects as described above can be obtained.
In the damping device 100, the 2 nd piston 111 preferably has a4 th through hole 111c formed therein, and the 4 th through hole 111c penetrates from the inlet port P1 side to the outlet port P2 side and has an inner diameter smaller than that of the 1 st through hole 104 b. Accordingly, the brake fluid flows through the 4 th through hole 111c, and thus the pressure pulsation can be damped.
In the damping device 100, a plurality of 4 th through holes 111c are preferably formed in the 2 nd piston 111, and the plurality of 4 th through holes 111c are preferably arranged at equal intervals in the circumferential direction of the 2 nd piston 111. Accordingly, the force generated by the brake fluid flowing through the 4 th through hole 111c acts equally on the 2 nd piston 111 in the circumferential direction. Therefore, the force applied to the 2 nd piston 111 due to the brake fluid flowing through the 4 th through hole 111c suppresses the 2 nd piston 111 from tilting relative to the 2 nd sliding direction.
Preferably, the damping device 100 includes: the 2 nd liquid chamber S2, which communicates with the 1 st liquid chamber S1, is disposed on the outlet port P2 side with respect to the protrusion member 109; the 3 rd liquid chamber S3 communicates with the 2 nd liquid chamber S2 via the 5 th through hole (in the above example, the 4 th hole portion 101 d), is disposed on the outlet port P2 side with respect to the 2 nd liquid chamber S2, and communicates with the outlet port P2; the 2 nd valve body 115 is capable of opening and closing the outlet port P2 side of the 5 th through hole; and a4 th biasing member 116 for biasing the 2 nd valve body 115 toward the inlet port P1 side. Thus, when the 1 st through hole 104b is opened and the brake fluid can flow through the 1 st through hole 104b, the 5 th through hole is opened, and the brake fluid can be appropriately discharged from the 3 rd fluid chamber S3 through the outlet port P2.
While the preferred embodiments of the present invention have been described above with reference to the drawings, the present invention is not limited to the above embodiments, and various modifications and corrections within the scope of the claims are of course within the technical scope of the present invention.
In the above description, the configuration of the attenuation apparatus 100 is described with reference to fig. 2. However, the attenuation apparatus according to the present invention may be incorporated into the attenuation apparatus according to the present invention, with various modifications being made to the example of fig. 2.
For example, the 1 st sliding direction, which is the sliding direction of the 1 st piston 104, may be different from the axial direction of the housing 101. When the center axis of the 1 st liquid chamber S1 is not disposed coaxially with the housing 101, the 1 st sliding direction is the axial direction of the 1 st liquid chamber S1 different from the axial direction of the housing 101.
For example, the cross-sectional shapes of the 1 st liquid chamber S1 and the 1 st piston 104 perpendicular to the 1 st sliding direction may be other than circular. The cross-sectional shape may be, for example, an elliptical shape, a polygonal shape, or the like. In this case, the circumferential direction of the 1 st piston 104 is also a direction along the outer circumferential edge of the 1 st piston 104, and is a direction around the central axis of the 1 st piston 104.
For example, the cross-sectional shape of the base portion 109a of the projection member 109 orthogonal to the axial direction may not be circular. The cross-sectional shape may be, for example, an elliptical shape, a polygonal shape, or the like. In this case, the circumferential direction of the base 109a is also a direction along the outer peripheral edge of the base 109a, and is a direction around the central axis of the base 109 a.
Further, for example, the 2 nd sliding direction, which is the sliding direction of the 2 nd piston 111, may be different from the axial direction of the housing 101. When the center axis of the 2 nd liquid chamber S2 is not disposed coaxially with the housing 101, the 2 nd sliding direction is the axial direction of the 2 nd liquid chamber S2 different from the axial direction of the housing 101. Further, the 2 nd sliding direction may not coincide with the 1 st sliding direction. When the center axis of the 2 nd liquid chamber S2 is not disposed coaxially with the 1 st liquid chamber S1, the 2 nd sliding direction is the axial direction of the 2 nd liquid chamber S2 different from the 1 st sliding direction.
For example, the cross-sectional shapes of the 2 nd liquid chamber S2 and the 2 nd piston 111 perpendicular to the 2 nd sliding direction may be other than circular. The cross-sectional shape may be, for example, an elliptical shape, a polygonal shape, or the like. In this case, the circumferential direction of the 2 nd piston 111 is also a direction along the outer circumferential edge of the 2 nd piston 111, and is a direction around the central axis of the 2 nd piston 111.
For example, the damping device according to the present invention may be incorporated in a damping device in which the 2 nd piston 111, the 2 nd seal member 112, and the 3 rd biasing members 113 and 114 are omitted from the example of fig. 2. In this case, the 2 nd liquid chamber S2 may be omitted.
For example, the damping device according to the present invention may be incorporated in a damping device in which at least one of the 2 nd through hole 104f, the 3 rd through hole 109d, and the 4 th through hole 111c is omitted with respect to the example of fig. 2. However, in the case where the 3 rd through hole 109d is omitted, it is necessary to allow the brake fluid to flow from the inlet port P1 side to the outlet port P2 side of the projection member 109. In addition, when the 4 th through hole 111c is omitted, it is necessary to allow the brake fluid to flow from the inlet port P1 side to the outlet port P2 side of the 2 nd piston 111.
Description of the reference numerals
1 Brake system
11 Brake pedal
12 Booster
13 Master cylinder
14 Storage container
15 Hydraulic control unit
16 Brake device
17 Wheel
21 Main flow path
22 Secondary flow paths
23 Supply flow path
31 Filling valve
32 Release valve
33 St valve 1
34 Valve 2
35 Accumulator
36 Pump
37 Motor
100 Attenuation device
101 Shell
101A 1 st hole portion
101B No. 2 hole portion
101C No. 3 hole portion
101D 4 th hole portion (5 th through hole)
101E 5 th hole portion
102 1 St cover
103 Nd 2 nd cover
104 St piston 1
104B 1 st through hole
104F No. 2 through hole
105 St seal member
106 St valve body 1
107 Box parts
108 No. 1 force application member
109 Projection member
109A base
109B protrusion
109D 3 rd through hole
110 Nd force applying member
111 Nd piston
111C No. 4 through hole
112 # 2 Seal part
113 No. 3 force application member
114 3 Rd force application member
115 Valve body 2
116 Th force applying member 4
P1 ingress port
P2 outlet port
S1 st liquid chamber
S2 liquid 2 room
S3 rd liquid chamber
Claims (11)
1. An attenuation device provided in a hydraulic control unit (15), having an inlet port (P1) connected to the discharge side of a pump (36), and an outlet port (P2) communicating with the inlet port (P1), and an attenuation device (100) for attenuating pressure pulsation, wherein the hydraulic control unit (15) controls braking force generated at a wheel (17), the attenuation device (100) is characterized in that,
The device is provided with:
A1 st liquid chamber (S1) which communicates with the inlet port (P1);
A1 st piston (104) provided in the 1 st liquid chamber (S1) so as to be slidable in a1 st sliding direction, and having a1 st through hole (104 b) formed therethrough in the 1 st sliding direction;
A1 st valve body (106) capable of opening and closing the inlet port (P1) side of the 1 st through hole (104 b);
a1 st urging member (108) for urging the 1 st valve body (106) toward the outlet port (P2);
A protrusion member (109) having a protrusion (109 b), the protrusion (109 b) being disposed on the outlet port (P2) side with respect to the 1 st valve body (106), extending in the 1 st sliding direction, being capable of being inserted into the 1 st through hole (104 b), and being capable of being brought into contact with the 1 st valve body (106); and
And a2 nd biasing member (110) for biasing the 1 st piston (104) toward the inlet port (P1).
2. The attenuating device of claim 1,
A2 nd through hole (104 f) is formed in the 1 st piston (104), and the 2 nd through hole (104 f) penetrates from the inlet port (P1) side to the outlet port (P2) side, and has an inner diameter smaller than the inner diameter of the 1 st through hole (104 b).
3. The attenuating device of claim 2,
A plurality of 2 nd through holes (104 f) are formed in the 1 st piston (104);
The plurality of 2 nd through holes (104 f) are arranged at equal intervals in the circumferential direction of the 1 st piston (104).
4. An attenuation apparatus according to any one of claims 1 to 3, characterized in that,
The protruding member (109) has a base (109 a) connected to the protruding portion (109 b);
A3 rd through hole (109 d) is formed in the base (109 a), and the 3 rd through hole (109 d) penetrates from the inlet port (P1) side to the outlet port (P2) side, and has an inner diameter smaller than the inner diameter of the 1 st through hole (104 b).
5. The attenuating device of claim 4,
A plurality of 3 rd through holes (109 d) are formed in the base (109 a);
the plurality of 3 rd through holes (109 d) are arranged at equal intervals in the circumferential direction of the base (109 a).
6. The damping apparatus according to claim 1 to 5,
The device is provided with:
A2 nd liquid chamber (S2) which communicates with the 1 st liquid chamber (S1) and is disposed on the side of the outlet port (P2) with respect to the protrusion member (109);
A2 nd piston (111) provided in the 2 nd liquid chamber (S2) so as to be slidable in a2 nd sliding direction; and
And 3 rd urging members (113, 114) for urging the 2 nd piston (111) toward the inlet port (P1).
7. The attenuating device of claim 6,
A4 th through hole (111 c) is formed in the 2 nd piston (111), and the 4 th through hole (111 c) penetrates from the inlet port (P1) side to the outlet port (P2) side, and has an inner diameter smaller than the inner diameter of the 1 st through hole (104 b).
8. The attenuating device of claim 7,
A plurality of 4 th through holes (111 c) are formed in the 2 nd piston (111);
The 4 th through holes (111 c) are arranged at equal intervals in the circumferential direction of the 2 nd piston (111).
9. The damping device according to claim 1 to 8,
The device is provided with:
A2 nd liquid chamber (S2) which communicates with the 1 st liquid chamber (S1) and is disposed on the side of the outlet port (P2) with respect to the protrusion member (109);
a 3 rd liquid chamber (S3) which communicates with the 2 nd liquid chamber (S2) through a 5 th through hole (101 d), is disposed on the outlet port (P2) side with respect to the 2 nd liquid chamber (S2), and communicates with the outlet port (P2);
A2 nd valve body (115) capable of opening and closing the outlet port (P2) side of the 5 th through hole (101 d); and
And a 4 th biasing member (116) for biasing the 2 nd valve body (115) toward the inlet port (P1).
10. A hydraulic control unit is characterized in that,
An attenuation device (100) according to any one of claims 1 to 9.
11. A brake system, characterized in that,
The hydraulic control unit (15) according to claim 10 is provided.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2021-175007 | 2021-10-26 | ||
| JP2021175007 | 2021-10-26 | ||
| PCT/IB2022/059917 WO2023073492A1 (en) | 2021-10-26 | 2022-10-17 | Damping device, liquid-pressure control unit, and brake system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN118159456A true CN118159456A (en) | 2024-06-07 |
Family
ID=84331178
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202280071986.4A Pending CN118159456A (en) | 2021-10-26 | 2022-10-17 | Damping device, hydraulic control unit and braking system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPWO2023073492A1 (en) |
| CN (1) | CN118159456A (en) |
| WO (1) | WO2023073492A1 (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10112618A1 (en) * | 2001-03-14 | 2002-09-19 | Bosch Gmbh Robert | piston pump |
| KR101196892B1 (en) * | 2010-08-23 | 2012-11-01 | 주식회사 만도 | Hydraulic break system |
| JP5795605B2 (en) * | 2013-03-26 | 2015-10-14 | 日信工業株式会社 | Brake hydraulic pressure control device for vehicles |
| JP2019188931A (en) * | 2018-04-23 | 2019-10-31 | 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Ｒｏｂｅｒｔ Ｂｏｓｃｈ Ｇｍｂｈ | Fluid pressure control unit of brake system for vehicle |
| WO2020022331A1 (en) * | 2018-07-23 | 2020-01-30 | 株式会社アドヴィックス | Hydraulic damper |
-
2022
- 2022-10-17 JP JP2023555873A patent/JPWO2023073492A1/ja active Pending
- 2022-10-17 CN CN202280071986.4A patent/CN118159456A/en active Pending
- 2022-10-17 WO PCT/IB2022/059917 patent/WO2023073492A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| WO2023073492A1 (en) | 2023-05-04 |
| JPWO2023073492A1 (en) | 2023-05-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR101673046B1 (en) | Attenuator for a vehicle braking system | |
| JP2010076747A (en) | Pressure regulating reservoir | |
| KR20010072857A (en) | Piston pump | |
| EP2407359A1 (en) | Vehicular braking apparatus comprising a reservoir | |
| JPH10266944A (en) | Piston pump | |
| US20070114837A1 (en) | Braking system for vehicle | |
| WO2007135966A1 (en) | Master cylinder and brake system using the same | |
| JP5927093B2 (en) | Brake device | |
| US9227614B2 (en) | Check valve and braking system using the same | |
| US10710563B2 (en) | Pump attenuator bypass valve | |
| CN118159456A (en) | Damping device, hydraulic control unit and braking system | |
| JP5957635B2 (en) | Actuator for brake fluid pressure control | |
| JP6354688B2 (en) | Pressure regulating reservoir | |
| JP2020083171A (en) | Hydraulic control unit of vehicular brake system | |
| US7090310B2 (en) | Brake devices | |
| JP6273820B2 (en) | Press fit fixing structure of valve unit | |
| KR20240090740A (en) | Damping device, hydraulic control unit and brake system | |
| WO2024084308A1 (en) | Damping device, liquid-pressure control unit, and brake system | |
| JP2016124342A (en) | Vehicular brake fluid pressure control device | |
| JP2007308090A (en) | Negative pressure type booster | |
| JP2001138894A (en) | High pressure fluid feeding apparatus and hydraulic brake device for vehicle provided with the apparatus | |
| WO2024084356A1 (en) | Damping device, liquid-pressure control unit, and brake system | |
| JP7476349B2 (en) | Pumping equipment | |
| WO2024105476A1 (en) | Dampening device, liquid-pressure control unit, and brake system | |
| JP6025990B2 (en) | Master cylinder |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination |