JP2001260841A - Solenoid value and braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compatibly achieve controllability by setting a high target lower limit pressure PL and relief performance by setting a low target upper limit pressure PH without increasing the axial size of a solenoid valve. SOLUTION: An armature 36 for an outlet side gate valve 3 has a throttle groove 36b provided near a suction face 36a in proximity to a valve body 31 so that part of a magnetic flux bypasses the suction face 36a during carrying a current.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has a hydraulic pressure source other than a master cylinder which generates pressure mechanically in response to a driver's operation. TECHNICAL FIELD The present invention relates to a solenoid valve suitable for being applied to a gate valve that supplies air to or leaks to another, and a brake device provided with the solenoid valve, and particularly to tuning of an attraction force in the solenoid valve.

[0002]

2. Description of the Related Art Conventionally, when an understeer state or an oversteer state occurs when a vehicle is turning, the vehicle behavior is stabilized by controlling the wheel cylinder fluid pressure of the front outer wheel and the rear inner wheel. A device for performing control is known from, for example, Japanese Patent Application Laid-Open No. 8-133039.

In such a conventional apparatus, as shown in FIG. 3 showing an embodiment of the present invention, a master cylinder MC is provided.
An out-side gate valve 3 is provided in the middle of the brake circuits 1 and 2 connecting the wheel and the wheel cylinder WC. That is, the out-side gate valve 3 is normally opened, and executes automatic brake control for generating a braking force when the driver is not performing a braking operation, that is, when no master cylinder pressure is generated. This is a solenoid valve that closes when the valve is closed. Here, the operation when the automatic brake control is executed will be briefly described. At the time of the automatic brake control, the pump 4 is operated while the in-side gate valve 9 is opened.
As a result, the brake fluid in the master cylinder MC is sucked into the pump 4 and discharged to the brake circuits 1 and 2. At this time, since the out side gate valve 3 is closed, the brake fluid supplied from the pump 4 is supplied to the wheel cylinder WC. If the inflow valve 5 is opened, the brake fluid is supplied to the wheel cylinder WC as it is. The braking force can be generated by being supplied, and if the inflow valve 5 is closed, no braking force is generated. Further, the control of the wheel cylinder pressure can be performed by appropriately opening the inflow valve 5 and the outflow valve 6, and the out-side gate valve 3 is opened as necessary, so that the brake circuits 1 and 2 are opened. The brake fluid can be supplied to the master cylinder MC side.

[0004]

In the prior art as described above, during execution of the automatic brake control, the pump 4 is braked due to a malfunction such as runaway in control. With the liquid supply continued,
When the out-side gate valve 3 and the inflow valve 5 are kept closed, the brake circuits 1 and 2 are closer to the wheel cylinder than the out-side gate valve 3 (this is called the downstream side).
However, there is a possibility that the pressure becomes extremely high and exceeds the withstand voltage design value of the apparatus. In such a case, there is a possibility that a problem such as liquid leakage or breakage may occur. Therefore, in order to prevent liquid leakage or breakage due to such abnormally high pressure, a high-pressure relief valve is provided in parallel with the out-side gate valve 3.

[0005] However, this high-pressure relief valve is configured to always open when the pressure becomes equal to or higher than a predetermined pressure, and has a problem that the cost of the apparatus itself increases because the number of parts is large and the cost is high.

Therefore, there has been proposed an electromagnetic valve capable of eliminating such a high-pressure relief valve. As such a solenoid valve, for example, Japanese Unexamined Patent Publication No. Hei 8-93957
What is described in the gazette is known. This prior art is characterized in that, in a solenoid valve having a structure in which a coil is energized to generate an attractive force to close the valve, a groove for narrowing a magnetic force line is formed in a part of a case which forms a magnetic path when energized. Therefore, at the time of energization, the suction force is saturated in the used current range, and the maximum suction force is limited to a predetermined value. Therefore, when this solenoid valve is used as the out-side gate valve 3 shown in FIG. 3, when the pressure downstream of the out-side gate valve 3 becomes high in the brake circuits 1 and 2, the out-side gate valve 3 is opened. , Can relieve pressure. Therefore, the high-pressure relief valve can be eliminated.

However, the inventor of the present application has studied the characteristics of the solenoid valve in order to use the solenoid valve provided with a groove in the case as the out-side gate valve of the brake device having the structure shown in FIG. It turns out that there are issues to be solved. That is, in order to apply to the out side gate valve, the valve is not opened in the control pressure range in the wheel cylinder WC, that is, the pressure range necessary to obtain a desired braking force, and the abnormally high pressure greatly exceeds this pressure range. Then, it is necessary to set the characteristics to open.

FIG. 4 is a graph showing characteristics required as an out-side gate valve of the brake device shown in FIG.
The control region of the wheel cylinder WC is indicated by n. Therefore, it is necessary that the solenoid valve never opens at the pressure of the control region Pn. Therefore, the pressure which never opens the valve is set to the target lower limit pressure P in FIG.
It is shown as L. On the other hand, the solenoid valve needs to be opened at a predetermined pressure lower than the withstand pressure design value so as to release the hydraulic pressure. Therefore, the predetermined pressure is shown as a target upper limit pressure PH in FIG. Therefore, the solenoid valve is set to open at the target upper limit pressure PH even when the maximum current Ih is flowing. Therefore, in the present application, it is assumed that pulse width modulation control (PWM control) is applied to the solenoid valve. In view of the current value to be energized in the control, when the maximum current Ih is set from the target upper limit pressure PH. The normal control region In, which is a region of a current that forms a pressure lower than the target lower limit pressure PL, is determined. Here, in consideration of the controllability, in the normal control region In, the width of the control region Pn is widened, that is, while the target lower limit pressure PL is kept as wide as possible, and the variable width is kept wide, the target upper limit pressure PH is: It is desirable to set the voltage as low as possible to secure a large margin with respect to the withstand voltage design value.

However, as shown in the above prior art, when tuning is performed with the aperture amount in the case, and when the aperture amount is reduced, as shown in the characteristic connected by a square in FIG. When the target lower limit pressure PL is secured, the target upper limit pressure PH also increases, and a margin with respect to the withstand voltage design value cannot be obtained.
On the other hand, when the throttle amount is increased, the target upper limit pressure PH can be reduced, as shown by the characteristics connecting the rhombus and the characteristics connecting the triangles in FIG. Becomes narrower, which is not preferable for control. As described above, in the configuration in which the aperture of the magnetic path is provided in the case as in the related art, desired characteristics cannot be obtained.

[0010] In addition to the above, when forming a drawing groove in a case, it is necessary to perform processing on a case which has not been subjected to cutting processing, and a new processing step is generated. However, there is a problem that the cost increases due to the addition.

The present invention has been made in view of the above-mentioned conventional problems. By forming a drawing groove in an object to be machined, there is no need for additional equipment and steps, and no cost increase is caused. The first object of the present invention is to further improve the controllability by setting the target lower limit pressure PL high, and to ensure the relief performance by setting the target upper limit pressure PH low. A second object is to achieve this without increasing the axial dimension of the solenoid valve.

[0012]

In order to achieve the above-mentioned object, the invention according to the first aspect of the present invention is directed to a method in which a stroke is set within a range from a closed position in contact with a valve seat to an open position separated from the valve seat. An armature provided with a plunger accommodated in a valve body as possible, a spring for urging the plunger in a valve opening direction, and a suction surface provided to be capable of transmitting a driving force to the plunger and facing an end surface of the valve body. A normally open electromagnetic coil provided on the outer periphery of the armature, and forming a magnetic flux flying through the armature from the attraction surface to the end surface of the valve body through the armature to generate an attraction force in the valve closing direction. In the valve, a throttle groove is formed on the outer periphery of the armature, and a part of the magnetic flux flies to the outside of the armature at the position of the throttle groove when energized. It was a means. The invention according to claim 2 is the electromagnetic valve according to claim 1, wherein the throttle groove is
A throttle groove is formed on the outer periphery of the armature and at a position near the suction surface, so that a part of the magnetic flux flies around the suction surface when energized.

According to a third aspect of the present invention, there is provided a brake circuit connected to a wheel cylinder for supplying brake fluid to the wheel cylinder, a hydraulic pressure source for supplying brake fluid to the brake circuit, and a brake circuit for the brake circuit. A normally open electromagnetic gate valve that is connected to allow the brake fluid of the wheel cylinder to escape to a low-pressure circuit that is on a relatively low pressure side. In a brake device configured to be able to generate a braking force by supplying a brake fluid to a wheel cylinder from a brake circuit by closing a gate valve temporarily or continuously,
The means is characterized in that the electromagnetic valve according to claim 1 or 2 is applied as the electromagnetic gate valve. Claim 4
In the brake device according to claim 3, in the brake device according to claim 3, the low-pressure circuit includes a brake operation hydraulic pressure source that generates a hydraulic pressure corresponding to a driver's braking operation and the brake circuit, and the electromagnetic gate valve. When a driver performs a braking operation, brake fluid is supplied from a brake operation fluid pressure source to a wheel cylinder via a low-pressure circuit and a brake circuit, and braking is performed in response to the operation. In addition, even when the driver is not performing a braking operation, the brake fluid is supplied from the hydraulic pressure source to the brake circuit, and the electromagnetic gate valve is temporarily or continuously closed so that the wheel is closed. The brake fluid is supplied to the cylinder to generate a braking force. According to a fifth aspect of the present invention, in the brake control device according to the fourth aspect, the brake control means performs pulse modulation control on the electromagnetic gate valve to perform a brake operation of the brake fluid supplied to the wheel cylinder. It is characterized in that the amount of brake fluid supplied to the wheel cylinder is adjusted by adjusting the amount of release to the hydraulic pressure source side to control the braking force.

[0014]

In the solenoid valve according to the present invention, the throttle groove is formed in an amateur. Originally, this armature is provided with a vertical groove for pressure release for flowing oil to secure the stroke operation of the armature, so that it can be machined in the same machining process, minimizing the addition of equipment be able to. Therefore, the processing cost can be reduced as compared with the case where the groove processing is originally performed on the case where the cutting processing is not performed. In addition, it is also possible to form, for example, a spiral drawing groove by combining the drawing groove and the pressure release groove, and in this case, it is possible to further reduce the processing labor.

Next, the operation of the solenoid valve according to the present invention will be described. When the coil is not energized, the plunger is urged by a spring to open away from the valve seat. On the other hand, when the coil is energized, a magnetic flux that passes through the armature and flies from the suction surface of the armature to the end face of the valve body is formed. As a result, the valve abuts on the valve seat and is closed. Here, in the present invention, by providing the throttle groove in the armature, as the magnetic flux density is increased by increasing the value of the current supplied to the coil, a part of the magnetic flux bypasses the throttle groove and the Pass through the outside. Therefore, the magnetic flux density flying between the suction surface of the armature and the end surface of the valve body decreases, and when the value of the current flowing through the coil is increased, the generated attraction force is lower than the rate of change of the current value. The characteristics are such that the rate of change of rise is small. Therefore, it is necessary to secure a large variable width of the hydraulic pressure by energizing the normal control region to obtain high controllability, and to maintain the relief performance by suppressing the valve opening pressure when the maximum current is flown. Can be planned.

According to the second aspect of the present invention, the throttle groove provided on the outer periphery of the armature is provided at a position near the suction surface, and when the magnetic flux flies in this throttle groove, it bypasses the suction surface. Therefore, the suction force acting between the armature and the valve body is weakened, and the variable width of the hydraulic pressure by energizing the above-described normal control region is secured to obtain a high controllability, and the maximum current is applied. It is possible to achieve a higher level of compatibility while keeping the valve opening pressure at a low level and ensuring relief performance.

According to the third aspect of the present invention, when the brake fluid is supplied from the fluid pressure source to the brake circuit,
By closing the electromagnetic gate valve temporarily or continuously, the hydraulic pressure of the brake circuit between the electromagnetic gate valve and the wheel cylinder can be increased, and the braking force can be generated by increasing the wheel cylinder pressure. At this time, by using the electromagnetic valve according to claim 1 or 2 as the electromagnetic gate valve, when the electromagnetic gate valve is energized with a hydraulic pressure that generates a normal braking force, Even if the maximum current value is supplied to the electromagnetic gate valve when the brake circuit is abnormally high pressure higher than the hydraulic pressure that generates the normal braking force, Can be set so that the hydraulic pressure of the plunger pushes up the plunger to open the valve. Therefore, it is not necessary to provide a high-pressure relief valve in parallel with the electromagnetic gate valve as the brake device, and the cost can be reduced. In addition, as described above, the setting as the electromagnetic gate valve can be reliably performed.

According to the present invention, when the driver performs a braking operation, the brake fluid is supplied to the wheel cylinder from the brake operating fluid pressure source via the low pressure circuit, the electromagnetic gate valve in the open state, and the brake circuit. And a braking force is generated. On the other hand, when the braking force is generated when the driver is not performing the braking operation, the brake fluid is supplied from the hydraulic pressure source to the brake circuit, and the electromagnetic gate valve is temporarily turned on. By selectively or continuously closing the valve, a braking force can be generated. At this time, in the invention according to claim 5, PWM control is performed on the electromagnetic gate valve to control the opening amount of the electromagnetic gate valve, thereby controlling the pressure of the brake circuit and the wheel cylinder. In the case of PWM control, the normal control region is set to a region where the duty ratio is low, and a large difference is made with respect to the current value when the duty ratio is 100% when the valve closing state is maintained. In energization,
If abnormal plunger pressure is generated even when the valve is closed with a duty ratio of 100%, the plunger will be pushed back while preventing the plunger from being pushed back by the hydraulic pressure of the brake circuit and the control not being performed normally. The valve is set so as to be opened when the valve is opened.

[0019]

Embodiments of the present invention will be described below with reference to the drawings.

(Embodiment 1) FIG. 3 is a brake circuit diagram showing a brake device of Embodiment 1 to which the solenoid valve of the embodiment of the present invention is applied. In the figure, MC is a master cylinder, which is a well-known one that supplies brake fluid to the wheel cylinder WC via the brake circuits 1 and 2 when the brake pedal BP is depressed. The master cylinder MC is provided with a reservoir RES for storing brake fluid.

The brake circuits 1 and 2 have a connection structure called a so-called X pipe. That is, the brake circuit 1 connects the wheel cylinder WC (FL) of the left front wheel and the wheel cylinder WC (RR) of the right rear wheel, and the brake circuit 2 connects the wheel cylinder WC (FR) of the right front wheel and the left rear wheel. It is configured to connect to a wheel cylinder WC (RL).

In the middle of the brake circuits 1 and 2, an out-side gate valve 3 as an electromagnetic valve of the embodiment is provided. This out side gate valve 3 is connected to the brake circuit 1
2 is a normally open solenoid valve that switches between communication and shutoff. The out side gate valve 3 has a master cylinder MC.
Wheel cylinder WC from the side (hereinafter referred to as upstream)
A one-way valve 3a is provided in parallel to allow only the flow of brake fluid to the side (hereinafter referred to as downstream).

In the brake circuits 1 and 2,
Downstream of the out-side gate valve 3, an inflow valve 5 including a solenoid-driven normally open ON / OFF valve is provided.
In the middle of the return passage 10 connecting the position downstream of the inflow valve 5 and the reservoir 7, the solenoid drive normally closed ON
An outflow valve 6 composed of an OFF valve is provided.

Further, a pump 4 is connected to the brake circuits 1 and 2 as a hydraulic pressure source other than the master cylinder MC. That is, the pump 4 serves as a brake fluid pressure source when the driver is not performing a braking operation, and also serves as a return pump when the ABS control is executed. The pump 4 is a plunger pump operated by a motor 8, and includes two plungers 4p, 4p.
And a pump chamber 4r for performing suction / discharge by each plunger 4p, 4p is located at a position upstream of the out-side gate valve 3 in the brake circuits 1, 2 via branched suction circuits 4a, 4b. , And the reservoir 7. On the other hand, in the brake circuits 1 and 2, the discharge circuit 4c
And the inflow valve 5. Further, the suction circuit 4b is provided with a check valve 4d for preventing the brake fluid from flowing in the direction of the reservoir 7. In addition,
Inflow valve 5, Outflow valve 6, Reservoir 7, Return circuit 1
0, the ABS unit is constituted by the suction circuit 4b, and when the wheel lock is likely to occur during braking,
If necessary, the inflow valve 5 is closed and the outflow valve 6 is opened to reduce the pressure in the wheel cylinder WC.
And the outflow valve 6 can be closed to maintain the hydraulic pressure of the wheel cylinder WC, or the inflow valve 5 can be opened and the outflow valve 6 can be closed to increase the pressure.

The suction circuit 4a is provided with an in-side gate valve 9 for switching the communication between the suction circuit 4a and the suction circuit 4a. The in-side gate valve 9 is constituted by a normally closed solenoid valve.

The operations of the two gate valves 3, 9, the inflow valve 5, the outflow valve 6, and the motor 8 are controlled by a brake control means (not shown). Although not shown, the control means is connected to a running state detecting means including a wheel speed sensor for detecting the running state of the vehicle, and based on an input from the running state detecting means, an ABS control described later and an automatic control. Execute the braking control.

The ABS control is a well-known control, and will be briefly described. In the present embodiment, the wheel lock at the time of braking is determined based on the input from the wheel speed sensor, and the state in which the wheel is likely to lock is determined. When the wheel cylinder pressure is reduced, the wheel cylinder pressure is reduced to avoid wheel lock, and then the wheel speed of the target wheel is reduced by a predetermined value lower than the vehicle body speed, and the pressure is appropriately reduced so as to be the most effective speed for braking. -Holds and increases pressure.

In the pressure reduction / holding / pressure increase in the ABS control, the inflow valve 5 is closed and the outflow valve 6 is opened when the pressure is reduced, and both valves 5 and 6 are closed when the pressure is reduced. The pressure increase is performed by opening the inflow valve 5 and closing the outflow valve 6. When the pressure is reduced, the brake fluid in the wheel cylinder WC is released to the reservoir 7, but the brake fluid accumulated in the reservoir 7 is
It is returned to the brake circuits 1 and 2 as needed based on the operation of the pump 4.

In the present embodiment, automatic braking control is performed. This automatic braking control is for automatically generating a braking force by detecting a traveling state based on an input from a traveling state detecting means, for example, detecting a distance between a preceding vehicle and the distance between the preceding vehicle and the vehicle speed. The control includes automatically generating a braking force when the distance between the vehicles becomes smaller than the corresponding ideal vehicle distance and keeping the vehicle distance between the ideal vehicles.

When executing the above-described automatic braking control, the brake fluid is discharged to the brake circuits 1 and 2 by opening the in-side gate valve 9 and operating the pump 4.
Then, in this state, when the inflow valve 5 is opened and the outflow valve 6 is closed (maintains a state in which both valves 5 and 6 are not energized), the wheel cylinder pressure is increased. When the side gate valve 3 is opened, the brake circuit 1,
The second brake fluid is released to the master cylinder MC side to reduce the pressure. In the present embodiment, the opening amount of the out-side gate valve 3 is adjusted by PWM control,
The wheel cylinder pressure is controlled by controlling the driving of the motor 8 by PWM.

As the automatic brake control, in addition to the above-described automatic brake control, torque slip control for generating a braking force on the drive wheel when the slip of the drive wheel is detected and preventing the drive wheel slip is provided. When the vehicle is in an over-steer state or an over-understeer state, a vehicle motion control or the like may be executed to generate a braking force on a desired wheel and generate a yaw moment in a direction to return the vehicle to a neutral state. . By the way, in the case of the above automatic braking control,
While the hydraulic pressure is supplied to all the wheel cylinders WC while controlling the wheel cylinder pressures of all the wheels to the same pressure or having a predetermined hydraulic pressure difference between the front and rear wheels, in the case of vehicle motion control,
In some cases, braking force is generated on only one wheel. Further, regarding the torque slip control, the wheel cylinder W
The hydraulic pressure is supplied only to C.

Next, the configuration of the out side gate valve 3 will be described in detail. Although the out-side gate valve 3 described here is provided in the brake circuit 1, the one provided in the brake circuit 2 has the same configuration. FIG. 1 is a sectional view of the out-side gate valve 3.
In the figure, reference numeral 11 denotes a unit housing, in which the configuration of the brake device shown in FIG. 2 is accommodated. This unit housing 11
The valve assembly hole 12 is formed at a location where the out side gate valve 3 is attached.
2 is connected to a brake circuit 1. In the figure, 13
Is a circuit that forms an upstream side of the out-side gate valve 3 in the brake circuit 1, and 14 is a circuit that forms a downstream side of the out-side gate valve 3 in the brake circuit 1.

A valve body 31 made of a magnetic material is inserted into the valve assembling hole 12, and is fixed by caulking the inner periphery of the inlet portion of the valve assembling hole 12 in this inserted state. A seal member 32 for sealing the brake circuit 1 from the outside and a seal member 33 for sealing the upstream circuit 13 and the downstream circuit 14 of the brake circuit 1 are provided on the outer periphery of the valve body 31. ing.

A through hole 31a is formed in the valve body 31 at the axis thereof. A seat plug 34 is fitted and fixed in the through hole 31a, and a valve seat 34a formed in the seat plug 34 is formed. A plunger 35 made of a non-magnetic material whose tip can be brought into contact with and separated from is inserted. The plunger 35 is connected to the return spring 3
0 urges the valve seat 34a away from the valve seat 34a. The valve body 31 has a communication hole 3 for communicating the circuit 13 on the upstream side of the brake circuit 1 with the plunger side of the valve seat 34a in the through hole 31a.
1b is formed to penetrate.

An armature 36 made of a magnetic material is in contact with the base end of the plunger 35. A cylinder 37 that covers the amateur 36 is provided outside the amateur 36. The cylinder 37 has its base end fitted to the base end of the valve body 31 and joined by welding. On the outer periphery of the cylinder 37,
A coil 38 is provided.
Is housed in

The armature 36 is provided at its lower end with a suction surface 36a facing the end surface of the valve body 31. Further, on the outer periphery at a position near the suction surface 36a,
An aperture groove 36b is formed over the entire circumference. That is, FIG. 2 is a three-view drawing and a cross-sectional view of the armature 36. The throttle groove 36b has a substantially V-shaped cross section with a bottom. Further, the armature 36 has longitudinal grooves 36c formed at two locations on the outer periphery in the axial direction. In addition,
The vertical groove 36c is used to allow the brake fluid to flow and allow the stroke when the space formed between the upper end of the armature 36 in the drawing and the cylinder 37 changes in volume when the plunger 35 makes a stroke. Things.

Next, the operation of the throttle groove 36b will be described. In the present embodiment, at the time of automatic braking, as described above, when controlling the wheel cylinder pressure, the PWM control is performed on the out-side gate valve 3 and the pump 4 is controlled.
The pressure increase amount is controlled by controlling the release amount of the brake fluid supplied to the brake circuits 1 and 2 from. This PW
In executing the M control, as shown in FIG. 4, energization is performed in a range indicated by a normal control region In. On the other hand, in the case of energization with a duty ratio of 100%, that is, energization and release, energization of the maximum current IH is performed.

As described above, when power is supplied to the coil 38 of the out-side gate valve 3, the case 39, the armature 36, the valve body 31, and the case 39, as indicated by the chain line in FIG. 1. A magnetic flux is formed, and the armature 36
In addition, the plunger 35 strokes downward in the drawing, the suction surface 36a of the armature 36 approaches the upper end surface of the valve body 31 in the drawing, and the distal end surface of the plunger 35 contacts the valve seat 34a. The valve is closed. The magnetic flux generated during energization as described above is formed along the above-described path when the current value of the normal control region In flows, but as the current value is increased, the magnetic flux is generated in the throttle groove 36b. Since the aperture is narrowed, a part of the magnetic flux is
6b and a phenomenon of flying so as to bypass the suction surface 36a occurs. As the magnetic flux flies in this manner, the magnetic flux density between the suction surface 36a of the armature 36 and the end surface of the valve body 31 has a smaller rise relative to the rise in the current value. Therefore, the attraction force characteristic is such that the degree of increase in the attraction force is smaller than the degree of increase in the value of the current supplied to the coil 38, and is a characteristic indicated by a line connecting circles in FIG. Therefore, with the current value of the normal control region In, a wide width of the control region Pn is secured,
While ensuring controllability, the maximum current value IH
When the valve opening pressure (= target upper limit pressure PH) is set to be low and the brake circuit becomes high due to some abnormality, the out side gate valve 3 has the brake circuit 1, The plunger 35 is pushed up by the hydraulic pressure of the downstream circuit 14 in 2 to open the valve, so that the abnormal pressure can be released to the master cylinder side. That is, both controllability and relief performance can be achieved.

As described above, in this embodiment, the out-side gate valve 3 itself functions as a relief valve,
By eliminating the high-pressure relief valve, a configuration excellent in cost can be obtained. Moreover, in the present embodiment, the throttle groove 36b is provided at a position near the suction surface 36a at the lower end of the armature 36. Thus, when a part of the magnetic flux flies when the current value is increased, the generated suction force can be reliably reduced by flying the suction surface 36a. Thereby, desired characteristics as shown in FIG. 4 can be reliably obtained.

Further, in this embodiment, the aperture groove 36b
Is provided on the outer periphery of the amateur 36,
It can be applied to the conventional amateur 36 as it is,
The disadvantage that the axial dimension of the out-side gate valve 3 becomes longer than before is not caused. That is, the above-described throttle groove 36
It is considered that the same characteristics as those of the present embodiment can be obtained even in the configuration in which the groove similar to b is provided in the valve body 31 near the upper end in the figure. However, the upper end of the valve body 31 has a cylinder 3
7 are fitted and welded, so that amateur 3
In order for the cylinder 6 to make a normal stroke, it is necessary to mount the cylinder 37 with its axes centered accurately without tilting with respect to the valve body 31. For this purpose, it is necessary to ensure a sufficient allowance for fitting between the cylinder 37 and the valve body 31. Therefore, if an attempt is made to provide a throttle groove in this fitting portion, the cylinder 3 will be reduced by that much.
It becomes necessary to lengthen the fitting margin between the valve body 7 and the valve body 31, and the dimension in the axial direction becomes longer by that much. In this embodiment,
Such a problem does not occur.

Further, in the present embodiment, since the throttle groove 36b is formed on the outer periphery of the armature 36, there is no additional process compared with the case of processing the case 39, and the processing equipment is not required. An increase in manufacturing cost can be suppressed by minimizing the addition.

(Embodiment 2) Next, a brake device according to Embodiment 2 will be described. The brake device of the second embodiment is a so-called brake-by-wire type brake device in which the master cylinder MC is not provided and the wheel cylinder pressure is controlled using the hydraulic pressure of the pump as a hydraulic pressure source even during normal braking. The out-side gate valve 3 is the same as that of the first embodiment.
The same components as those of the first embodiment are used, and the same components as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and description thereof is omitted.

That is, FIG. 5 is a brake circuit diagram showing only one system in the brake device of the second embodiment, and the main configuration is the same as that of the first embodiment. The difference from the first embodiment is that the out-side gate valve 3 is connected to the suction side of the pump 4 via a low-pressure circuit 201.
Therefore, when the out-side gate valve 3 is opened, the hydraulic pressure of the brake circuit 1 is reduced. A control unit (not shown) for controlling the operation of the valves 3, 5, 6 and the motor 8 is connected to a braking operation detecting means for detecting the operation of a brake pedal or a manual brake switch. When the driver performs the braking operation, a target value of the wheel cylinder pressure is obtained based on the detection value of the braking operation detecting means, and the out-side gate valve 3 and the motor 8 are PWM-controlled based on the target value. In addition, ABS control is executed for the inflow valve 5 and the outflow valve 6 as in the first embodiment.

Although the embodiment has been described with reference to the drawings, the present invention is not limited to the configuration of the above embodiment. For example, in the embodiment, the aperture groove 36b
Shows an example in which only one groove is formed at the end of the armature 36. However, two grooves may be formed, or a spiral shape may be formed over the entire length of the armature 36. In this manner, when the spiral groove is formed, the aperture groove also serves as the vertical groove, and the vertical groove 36c can be eliminated.

[Brief description of the drawings]

FIG. 1 is a sectional view of an out-side gate valve as an electromagnetic valve according to an embodiment.

FIG. 2 is a three-view drawing and a sectional view showing an amateur of an out-side gate valve in the embodiment.

FIG. 3 is a brake circuit diagram showing the brake device according to the first embodiment.

FIG. 4 is a characteristic diagram of an out-side gate valve of the embodiment and a solenoid valve of the related art.

FIG. 5 is a brake circuit diagram showing a brake device according to a second embodiment.

[Explanation of symbols]

 Reference Signs List 1 brake circuit 2 brake circuit 3 out gate valve 3a one-way valve 4 pump 4a suction circuit 4b suction circuit 4c discharge circuit 4d check valve 4p, 4p plunger 4r pump chamber 5 inflow valve 6 outflow valve 7 reservoir 8 motor 9 in side gate Valve 10 Return passage 11 Unit housing 12 Valve assembly hole 13 Circuit 14 Circuit 30 Return spring 31 Valve body 31a Through hole 31b Communication hole 32 Seal material 33 Seal material 34 Seat plug 34a Valve seat 35 Plunger 36 Amateur 36a Suction surface 36b throttle groove 36c Vertical groove 37 Cylinder 38 Coil 39 Case 201 Low voltage circuit Ih Maximum current IH Maximum current value In Normal control area MC Master cylinder PH Target upper limit pressure PL Target lower limit pressure Pn Control area RES Reservoir W C wheel cylinder

Continued on the front page F term (reference) 3D046 BB25 CC02 EE01 LL05 LL23 LL37 LL50 3D049 BB31 BB39 CC02 HH20 NN02 3H106 DA07 DA12 DA23 DB02 DB12 DB22 DB32 DC02 DC17 DD02 EE35 EE48 FB24 GA13 KK03 KK22 KK22

Claims (5)

[Claims] 1. A plunger accommodated in a valve body so as to be strokeable within a range of a valve closing position separated from a valve seat from a valve closing position in contact with a valve seat, and a spring for biasing the plunger in a valve opening direction. An armature provided with a suction surface facing the end surface of the valve body, the armature being provided so as to be able to transmit a driving force to the plunger; and A coil that forms a magnetic flux that flies to the end face and generates a suction force in the valve closing direction;
A throttle groove formed in the outer periphery of the armature so that a part of the magnetic flux flies to the outside of the armature at the position of the throttle groove when energized. 2. The method according to claim 1, wherein the throttle groove is formed at a position on the outer periphery of the armature and in the vicinity of the suction surface, and a part of the magnetic flux flies around the suction surface when energized. The solenoid valve according to claim 1, wherein: A brake circuit connected to the wheel cylinder for supplying brake fluid to the wheel cylinder; a hydraulic pressure source for supplying brake fluid to the brake circuit; and a brake for the wheel cylinder connected to the brake circuit. A normally open electromagnetic gate valve that allows the fluid to escape to the low pressure circuit on the relatively low pressure side.When the brake fluid is supplied from the fluid pressure source to the brake circuit, the electromagnetic gate valve is temporarily or continuously operated. A brake device configured to be able to generate a braking force by supplying a brake fluid from a brake circuit to a wheel cylinder by closing the valve in an automatic manner, wherein the electromagnetic valve according to claim 1 or 2 is applied as the electromagnetic gate valve. A braking device characterized by the following. 4. The low-pressure circuit is a circuit that connects a brake operation hydraulic pressure source that generates a hydraulic pressure corresponding to a driver's braking operation with the brake circuit via the electromagnetic gate valve. When a braking operation is performed, the brake fluid is supplied from a brake operation fluid pressure source to a wheel cylinder via a low-pressure circuit and a brake circuit in accordance with the operation to perform braking, and Even when the braking operation is not performed, the brake fluid is supplied to the brake circuit from the hydraulic pressure source, and the electromagnetic gate valve is closed temporarily or continuously to supply the brake fluid to the wheel cylinder to reduce the braking force. The brake device according to claim 3, wherein the brake device is configured to be able to generate the brake. 5. The wheel cylinder according to claim 1, wherein the brake control means performs pulse modulation control on the electromagnetic gate valve to adjust the amount of brake fluid supplied to the wheel cylinder to the brake operation fluid pressure source side. The brake control device according to claim 4, wherein the brake control device is configured to control a braking force by adjusting a supply amount of the brake fluid to the brake control device.