JP2006117076A - Brake fluid pressure control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake fluid pressure control device for a vehicle equipped with a stroke simulator to give an operating reaction force of a brake operating piece on the pseudo basis and a modulator to regulate the size of the brake fluid pressure to be applied to a wheel brake, and nevertheless capable of simplifying the wiring work and compacting the device. <P>SOLUTION: An electronic control unit 400 functioning as a controlling means is accommodated in a control housing 200, which is attached fast to a base 100 containing an oil passage. A separator valve V1, an influx valve S2, a decompression valve M4, a first pressure sensor P1 and a second pressure sensor P2 are installed on the housing mounting surface 101 of the base 100 covered with the control housing 200. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle brake hydraulic pressure control device.

  Patent Document 1 discloses a vehicle brake hydraulic pressure control device mainly used for a bar handle type vehicle such as a motorcycle, a motor tricycle, and an all-terrain vehicle (ATV).

  The vehicle brake fluid pressure control device is for preventing the wheel from being locked, and includes a modulator (ABS control unit) for reducing the brake fluid pressure acting on the wheel brake, and a control for controlling the operation of the modulator. Means (electronic control unit).

JP 2000-272572 A (FIGS. 1 to 3)

  By the way, in this vehicle brake hydraulic pressure control device, since the control means is provided at a position away from the modulator, it is necessary to wire a harness or the like for electrically connecting the control means and the modulator. In a motorcycle or the like having no space, there is a problem that the wiring work requires time and effort.

  Such a problem is for a vehicle including a stroke simulator that artificially applies an operation reaction force of a brake operator, and a modulator that adjusts (increases or decreases pressure) the brake fluid pressure applied to the wheel brake. The same applies to the brake fluid pressure control device.

  In addition, in a vehicular brake hydraulic pressure control device including a stroke simulator and a modulator, the size of the device may be increased unless any care is taken because of the complexity of the structure.

  Therefore, the present invention includes a stroke simulator that artificially applies an operation reaction force of the brake operator and a modulator that adjusts the magnitude of the brake fluid pressure applied to the wheel brake, while simplifying the wiring work and It is an object of the present invention to provide a vehicular brake hydraulic pressure control device capable of realizing downsizing of the device.

  The present invention, which was created to solve such a problem, is connected to an output hydraulic pressure path leading to a master cylinder, and a stroke simulator that artificially applies an operation reaction force of a brake operator to the brake operator, A modulator that is connected to a wheel hydraulic pressure path that leads to a wheel brake, adjusts the magnitude of brake hydraulic pressure that acts on the wheel brake, and is interposed between the output hydraulic pressure path and the wheel hydraulic pressure path, A separation valve that switches between allowing and shutting off inflow of brake fluid from the output hydraulic pressure path to the wheel hydraulic pressure path, and a first pressure sensor that detects the magnitude of brake hydraulic pressure in the output hydraulic pressure path; A second pressure sensor for detecting the brake fluid pressure in the wheel fluid pressure passage, and the stroke simulator generates the operation reaction force and the separation cylinder Includes an inflow valve that allows inflow of brake fluid from the output hydraulic pressure passage to the dummy cylinder when blocking inflow of brake fluid from the output hydraulic pressure passage to the wheel hydraulic pressure passage. An output chamber for storing brake fluid to be applied to the wheel brake; volume changing means for changing the volume of the output chamber; and brake fluid outflow from the output chamber to the wheel hydraulic pressure passage. A boosting valve that is allowed, and a pressure reducing valve that is connected in parallel to the boosting valve and that allows the brake fluid to flow into the output chamber from the wheel hydraulic pressure path when the brake hydraulic pressure acting on the wheel brake is reduced. The wheel brake by a control means electrically connected to the separation valve, the inflow valve, the pressure reducing valve, the volume changing means, the first pressure sensor, and the second pressure sensor. A brake fluid pressure control device for a vehicle in which a magnitude of a brake fluid pressure to be applied is adjusted, comprising: a base body; and a control housing fixed to the base body. The base body includes the output hydraulic pressure path and the An oil passage serving as a wheel hydraulic pressure passage is included, the control housing contains the control means, and the surface of the base body covered by the control housing is provided with the separation valve, the inflow valve, A pressure reducing valve, the first pressure sensor, and the second pressure sensor are arranged.

  This vehicular brake hydraulic pressure control device includes a stroke simulator that artificially applies an operation reaction force of a brake operator, and a modulator that adjusts the magnitude of brake hydraulic pressure applied to a wheel brake. Since the control housing in which the control means is accommodated is attached to the base body on which the separation valve, the inflow valve, the pressure reducing valve, the first pressure sensor, and the second pressure sensor are attached, the wiring work can be simplified. In addition, since the separation valve, the inflow valve, the pressure reducing valve, the first pressure sensor and the second pressure sensor are integrated on the surface of the base body covered with the control housing, it is possible to realize the downsizing of the base body. As a result, the vehicle brake hydraulic pressure control device can be downsized.

  In the vehicle brake hydraulic pressure control device according to the present invention, the separation valve, the inflow valve, the pressure reducing valve, the first pressure sensor, and the second pressure sensor are arranged so as to form a pentagonal apex. Good.

  In this case, since the separation valve, the inflow valve, the pressure reducing valve, the first pressure sensor, and the second pressure sensor are arranged in a mutually shifted state, compared with the case where these are aligned in one or two rows. Thus, the oil passages and the like can be densely arranged, and as a result, the vehicle brake hydraulic pressure control device can be downsized.

  Further, in the vehicle brake hydraulic pressure control device according to the present invention, the control housing is fixed to the base body via an endless seal member, and the inside and the outside of the control housing are moisture-permeable and waterproof. You may communicate through the raw material.

  In this way, the pressure in the control housing is maintained at the same level as the atmospheric pressure while ensuring water tightness in the control housing, and as a result, the control housing is less likely to be deformed due to the pressure difference between the inside and outside, Adhesion with the substrate is also kept good.

  According to the vehicle brake hydraulic pressure control device according to the present invention, it is provided with a stroke simulator that artificially applies an operation reaction force of the brake operator and a modulator that adjusts the magnitude of the brake hydraulic pressure applied to the wheel brake. In addition, simplification of wiring work and downsizing of the apparatus can be realized.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings. First, the configuration of the vehicle brake hydraulic pressure control device A according to the present embodiment will be described in detail with reference to the hydraulic circuit diagram shown in FIG.

  The vehicle brake fluid pressure control device A is suitably used for a bar handle type vehicle such as a motorcycle, a motor tricycle, and an all terrain vehicle (ATV). As shown in FIG. 1, a wheel brake B and a master cylinder C are used. A separation valve V1 provided mainly in an oil passage from the master cylinder C to the wheel brake B, and a stroke simulator S connected to the oil passage from the master cylinder C to the separation valve V1. , A modulator M connected to the oil passage from the separation valve V1 to the wheel brake B, a first pressure sensor P1 for detecting a brake fluid pressure in the oil passage to the master cylinder C, and a brake in the oil passage to the wheel brake B A second pressure sensor P2 for detecting the hydraulic pressure and a control means E for controlling the operation of various electric / electronic components constituting these are provided. In FIG. 1, the wheel T may be a front wheel or a rear wheel.

  In the following description, the oil passage X from the master cylinder C to the separation valve V1 is referred to as “output hydraulic pressure passage X”, and the oil passage Y from the separation valve V1 to the wheel brake B is referred to as “wheel hydraulic passage Y”. Called. Here, the master cylinder C generates a brake fluid pressure corresponding to the operating force applied to the brake operator R by the driver. The “oil path” means a passage (flow path) of the brake fluid.

  The separation valve V1 switches between a state where the brake fluid is allowed to flow from the output hydraulic pressure path X to the wheel hydraulic pressure path Y and a state where the brake fluid is blocked, and between the output hydraulic pressure path X and the wheel hydraulic pressure path Y. It consists of a normally open type solenoid valve interposed in the. Note that the normally open electromagnetic valve constituting the separation valve V1 has an electromagnetic coil for driving the valve body electrically connected to the control means E, and the electromagnetic coil based on a command from the control means E. When the magnet is energized, the valve is closed, and when the electromagnetic coil is demagnetized, the valve is opened. In the present embodiment, the separation valve V1 (solenoid valve) is set to close when the vehicle drive means (engine, motor, etc.) is started. That is, the separation valve V1 blocks the inflow of the brake fluid from the output hydraulic pressure path X to the wheel hydraulic pressure path Y while driving the driving means of the vehicle (see FIG. 2). The isolation valve V1 is always opened when the driving means is stopped or the control means E is stopped, and the operating force of the brake operating element R (that is, the brake fluid pressure generated in the master cylinder C) Directly transmitted to the brake B.

  The stroke simulator S artificially applies the reaction force of the brake operation element R to the brake operation element R. In this embodiment, the stroke simulator S is connected to the output hydraulic pressure path X leading to the master cylinder C. A dummy cylinder S1, an inflow valve S2, an outflow valve S3, and a bleeder S4 are provided.

  The dummy cylinder S1 temporarily stores the brake fluid discharged to the output hydraulic pressure path X due to the operation of the brake operator R, and generates an operation reaction force of the brake operator R. A main body S11, a piston S12 slidably inserted into the cylinder main body S11, and a biasing member S13 that biases the piston S12 are provided.

  The inflow valve S2 is a normally closed electromagnetic valve provided in an oil passage that communicates the dummy cylinder S1 and the output hydraulic pressure path X. The separation valve V1 is connected from the output hydraulic pressure path X to the wheel hydraulic pressure path Y. When the inflow of the brake fluid is shut off, the valve is opened to permit the inflow of the brake fluid from the output hydraulic pressure path X to the dummy cylinder S1 (see FIG. 2). The normally closed electromagnetic valve constituting the inflow valve S2 has an electromagnetic coil for driving the valve body electrically connected to the control means E, and the electromagnetic coil is based on a command from the control means E. When the magnet is energized, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed. In the present embodiment, the inflow valve S2 is set to open as the vehicle drive means starts.

  The outflow valve S3 is a one-way valve connected in parallel to the inflow valve S2, and allows only the outflow of brake fluid from the dummy cylinder S1 to the output hydraulic pressure path X.

  The bleeder S4 is for removing air mixed in the oil passage when the brake fluid is sealed.

  The modulator M adjusts the magnitude of the brake fluid pressure applied to the wheel brake B. In the present embodiment, the modulator M is connected to the wheel fluid pressure path Y leading to the wheel brake B, and includes an output chamber M1, A volume changing means M2, a pressure increasing valve M3, a pressure reducing valve M4, and a bleeder M5 are provided.

  The output chamber M1 stores brake fluid that acts on the wheel brake B. In the present embodiment, the output chamber M1 corresponds to a space surrounded by the bottomed cylindrical output cylinder M11 and the piston M22.

  The volume changing means M2 changes the volume of the output chamber M1, and includes an electric motor M21, a piston M22 slidably inserted into the output cylinder M11, and a crankshaft that abuts on the end face of the piston M22. Part M23, a reduction gear M24 that reduces the rotational power of electric motor M21 and transmits it to crankshaft part M23, a biasing member M25 that biases piston M22 toward crankshaft part M23, and rotation of crankshaft part M23 And an angle sensor M26 for detecting an angle. When the electric motor M21 is rotated and the piston M22 is pushed toward the biasing member M25, the volume of the output chamber M1 decreases, and as a result, the brake fluid stored in the output chamber M1 is discharged to the wheel hydraulic pressure path Y. Is done. Further, when the electric motor M21 is rotated in the opposite direction to the above case, the piston M22 moves to the crankshaft M23 side by the restoring force of the urging member M25, and the volume of the output chamber M1 increases. The electric motor M21 is electrically connected to the control means E and operates based on a command from the control means E. The angle sensor M26 is also electrically connected to the control means E, and outputs the detected rotation angle of the crankshaft M23 to the control means E.

  The pressure increasing valve M3 allows only the brake fluid to flow from the output chamber M1 to the wheel hydraulic pressure passage Y, and is a one-way valve provided in an oil passage that communicates the output chamber M1 and the wheel hydraulic pressure passage Y. Consists of.

  The pressure reducing valve M4 is a normally closed electromagnetic valve connected in parallel to the pressure increasing valve M3. The pressure reducing valve M4 is opened when the brake fluid pressure acting on the wheel brake B is reduced, and is output from the wheel fluid pressure path Y to the output chamber M1. Allow the brake fluid to flow into. The normally closed electromagnetic valve constituting the pressure reducing valve M4 has an electromagnetic coil for driving the valve body electrically connected to the control means E, and the electromagnetic coil is based on a command from the control means E. When the magnet is energized, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed.

  The bleeder M5 is for removing air mixed in the oil passage when the brake fluid is sealed.

  The first pressure sensor P1 detects the magnitude of the brake hydraulic pressure in the output hydraulic pressure path X. In the present embodiment, the first pressure sensor P1 is provided in the output hydraulic pressure path X. The first pressure sensor P1 is electrically connected to the control means E and outputs the detected magnitude of the brake fluid pressure to the control means E. In the present embodiment, the first pressure sensor P1 is connected to the output hydraulic pressure path X, but is not limited to this, and may be connected to an oil path communicating with the output hydraulic pressure path X.

  The second pressure sensor P2 detects the magnitude of the brake hydraulic pressure in the wheel hydraulic pressure path Y, and is provided in the wheel hydraulic pressure path Y in the present embodiment. The second pressure sensor P2 is electrically connected to the control means E, and outputs the detected magnitude of the brake fluid pressure to the control means E. In the present embodiment, the second pressure sensor P2 is connected to the wheel hydraulic pressure path Y, but the present invention is not limited to this, and may be connected to an oil path communicating with the wheel hydraulic pressure path Y.

  Based on various information obtained from various sensors such as the first pressure sensor P1, the second pressure sensor P2, the angle sensor M26, and the wheel speed sensor T1, the control means E performs various electromagnetic valves (separation valve V1, inflow valve S2, The opening / closing of the pressure reducing valve M4) and the operation of the volume changing means M2 (that is, the rotation direction and the rotation amount of the electric motor M21) are controlled.

  Next, the operation of the vehicle brake hydraulic pressure control device A will be described in detail with reference to the hydraulic circuit diagram shown in FIG.

  When a vehicle drive means (engine, motor, etc.) (not shown) is started, the separation valve V1 is closed by the initial setting of the control means E, and the output hydraulic pressure path X and the wheel hydraulic pressure path Y are separated, The inflow valve S2 is opened, and the master cylinder C and the dummy cylinder S1 are in communication. That is, the operating force of the brake operating element R (that is, the brake fluid pressure generated in the master cylinder C) acts on the dummy cylinder S1, and the operation corresponding to the operating force of the brake operating element R is performed by the dummy cylinder S1. A reaction force is applied to the brake operator R. More specifically, when an operating force is applied to the brake operator R, the brake fluid pressure in the fluid chamber of the dummy cylinder S1 increases as the pressure of the master cylinder C increases. As a result, the piston S12 In the direction in which the volume increases, the displacement of the elastic force generated by the biasing member S13 and the brake fluid pressure in the fluid chamber is displaced. Then, an amount of brake fluid corresponding to the amount of increase in the volume of the fluid chamber of the dummy cylinder S1 flows into the fluid chamber from the output fluid pressure path X, so that an operation stroke corresponding to the outflow amount is generated in the brake operator R. In addition, the operation feeling of the brake operator R is ensured.

  When the brake operation element R is released or the operation force of the brake operation element R is loosened, the brake fluid temporarily stored in the dummy cylinder S1 passes through the inflow valve S2 and the outflow valve S3 to output liquid. It flows out to the pressure path X and returns to the master cylinder C.

  When the brake operating element R is operated while the vehicle driving means is operating, the control means E determines whether or not the wheel T is likely to be locked based on information from the wheel speed sensor T1 or the like. judge. The control means E executes normal brake control when it is determined that there is no possibility that the wheel T is locked, and performs anti-lock brake control when it is determined that the wheel T is likely to be locked.

(Normal brake control)
In normal brake control in which there is no possibility that the wheel T will lock, the magnitude of the brake fluid pressure detected by the first pressure sensor P1 and the second pressure sensor P2 is compared by the control means E. Based on this, the volume changing means M2 and the like are controlled.

  For example, when it is determined that the brake fluid pressure applied to the wheel brake B should be increased, for example, when the operating force of the brake operator R is increased, the pressure reducing valve M4 is demagnetized and closed. Then, the electric motor M21 is operated to reduce the volume of the output chamber M1. If it does in this way, the brake fluid stored in the inside of the output chamber M1 will flow into the wheel hydraulic-pressure path Y through the pressure | voltage rise valve M3, As a result, the brake hydraulic pressure which acts on the wheel brake B will raise.

  Further, when it is determined that the brake fluid pressure applied to the wheel brake B should be reduced, for example, when the brake operator R is opened or when the operating force of the brake operator R is loosened, the pressure reducing valve M4 Is opened (not shown), and the electric motor M21 is operated to increase the volume of the output chamber M1. As a result, the output chamber M1 has a negative pressure, and as a result, the brake fluid in the wheel hydraulic pressure path Y flows into the output chamber M1 through the pressure reducing valve M4 and acts on the wheel brake B. Depressurizes.

  The operation control of the volume changing means M2 and the like by the control means E can be variously set so that optimum braking is performed according to the road surface condition and the like. For example, the volume until the magnitude of the brake fluid pressure detected by the first pressure sensor P1 is equal to the magnitude of the brake fluid pressure applied to the wheel brake B (that is, the brake fluid pressure detected by the second pressure sensor P2). When the program of the control means E is set to operate the changing means M2 and the like, the brake fluid pressure generated by the operation of the brake operator R and the brake fluid pressure acting on the wheel brake B become equal. For example, when the program of the control means E is set so that the volume change means M2 etc. is operated until the detection value of the second pressure sensor P2 becomes larger than the detection value of the first pressure sensor P1, the brake operation is performed. A brake fluid pressure larger than the brake fluid pressure generated by the operation of the child R can be applied to the wheel brake B. Further, for example, if the program of the control means E is set so that the operation of the volume changing means M2 and the like is stopped before the detection value of the second pressure sensor P2 reaches the detection value of the first pressure sensor P1, the brake operation A brake fluid pressure smaller than the brake fluid pressure generated by the operation of the child R can be applied to the wheel brake B.

(Anti-lock brake control)
In the anti-lock brake control, the brake fluid pressure acting on the wheel brake B is reduced, increased or kept constant so that a braking force suitable for the road surface condition can be obtained, and the wheel T is likely to be locked by the control means E. It is executed when it is determined that the current state is in the correct state.

  When reducing the brake fluid pressure acting on the wheel brake B, the pressure reducing valve M4 is excited and opened (not shown), and the electric motor M21 is operated to increase the volume of the output chamber M1. As a result, the output chamber M1 has a negative pressure, and as a result, the brake fluid in the wheel hydraulic pressure path Y flows into the output chamber M1 through the pressure reducing valve M4 and acts on the wheel brake B. Depressurizes.

  When the brake fluid pressure acting on the wheel brake B is kept constant, the pressure reducing valve M4 is demagnetized and closed. If it does in this way, brake fluid will be confined in wheel hydraulic pressure way Y, and as a result, brake fluid pressure which acted on wheel brake B will be kept constant.

  When increasing the brake fluid pressure acting on the wheel brake B, the pressure reducing valve M4 is demagnetized and closed, and then the electric motor M21 is operated to reduce the volume of the output chamber M1. As a result, the brake fluid stored in the output chamber M1 flows into the wheel hydraulic pressure path Y through the booster valve M3, and as a result, the brake hydraulic pressure acting on the wheel brake B is increased.

  Next, a specific structure of the vehicle brake hydraulic pressure control device A will be described in detail with reference to FIGS. In the drawings to be referred to, FIG. 3 is a perspective view of a vehicle brake hydraulic pressure control device according to the present invention, and FIG. 4 is an exploded perspective view of the vehicle brake hydraulic pressure control device according to the present invention.

  As shown in FIG. 3, the vehicle brake hydraulic pressure control device A including the stroke simulator S and the modulator M includes a base body 100 including an oil passage, a control housing 200 fixed to the base body 100, and the base body 100. This can be realized by the fixed gear cover 300 and the electric motor M21 fixed to the gear cover 300. In FIG. 3, a symbol M211 is a connection terminal of various harnesses that supplies electric power and control signals to the electric motor M21.

  As shown in FIG. 4, an electronic control unit 400 that functions as the control means E (see FIG. 1) is housed inside the control housing 200, and the surface of the base body 100 that is covered by the control housing 200. 101 (hereinafter referred to as housing mounting surface 101) includes a normally open solenoid valve serving as the separation valve V1, a normally closed solenoid valve serving as the inflow valve S2, a normally closed solenoid valve serving as the pressure reducing valve M4, One pressure sensor P1 and a second pressure sensor P2 are arranged.

  The base body 100 is made of, for example, an aluminum alloy casting, and includes an oil passage configuration portion 100A in which a housing mounting surface 101 is formed, an output chamber configuration portion 100B formed in a lower portion of the oil passage configuration portion 100A, and an oil passage. 100C of gear attaching parts formed in the side part of the structure part 100A.

  An oil passage that is part of the output fluid pressure passage X and the wheel fluid pressure passage Y (see FIG. 1) is formed inside the oil passage construction portion 100A, and on each surface of the oil passage construction portion 100A, A hole communicating with the oil passage is formed.

  In the following description, the “upper surface”, “lower surface”, “side surface”, and “rear surface” of the oil passage component 100A are those when the housing mounting surface 101 is “front” and are attached to the vehicle. It is different from the state.

  The housing mounting surface 101 is a flat surface having substantially no unevenness. The housing mounting surface 101 has a separation valve mounting hole 111 in which the separation valve V1 is mounted, an inflow valve mounting hole 112 in which the inflow valve S2 is mounted, a pressure reducing valve mounting hole 113 in which the pressure reducing valve M4 is mounted, A first pressure sensor mounting hole 114 in which the one pressure sensor P1 is mounted, a second pressure sensor mounting hole 115 in which the second pressure sensor P2 is mounted, and a vent hole 116 are formed. In addition, a one-way valve (not shown) serving as the outflow valve S3 (see FIG. 1) is attached to the separation valve attachment hole 111, and the separation valve V1 is attached to the front side of the one-way valve.

  Here, the separation valve mounting hole 111 and the pressure reducing valve mounting hole 113 are formed side by side on the left and right slightly above the central portion of the housing mounting surface 101, and the inflow valve mounting hole 112 is the same as the separation valve mounting hole 111. It is formed on the lower right. That is, the center of the inflow valve mounting hole 112 is at a position shifted from a straight line passing through the center of the separation valve mounting hole 111 and the center of the pressure reducing valve mounting hole 113. Further, the first pressure sensor mounting hole 114 is formed diagonally to the left of the inflow valve mounting hole 112, and the second pressure sensor mounting hole 115 is formed diagonally to the left of the first pressure sensor mounting hole 114. Yes. That is, the separation valve mounting hole 111, the inflow valve mounting hole 112, the pressure reducing valve mounting hole 113, the first pressure sensor mounting hole 114, and the second pressure sensor mounting hole 115 form a pentagonal apex ((( a)). In other words, the separation valve V1, the inflow valve S2, the pressure reducing valve M4, the first pressure sensor P1, and the second pressure sensor P2 are arranged so as to form a pentagonal apex.

  On the upper surface 102 of the oil passage component 100A, an inlet port 121 to which an oil passage pipe (not shown) extending from the master cylinder C (see FIG. 1) is connected, and oil (not shown) reaching the wheel brake B (see FIG. 1). An outlet port 122 to which the road pipe is connected and a bleeder hole 123 to be a bleeder S4 (see FIG. 1) are formed. As shown in FIG. 5A, when the base body 100 is viewed from the front, the center line of the inlet port 121 passes between the center of the separation valve mounting hole 111 and the center of the pressure reducing valve mounting hole 113. . If the inlet port 121 is provided at such a position, the center of the inflow valve mounting hole 112 can be brought close to a straight line passing through the center of the separation valve mounting hole 111 and the center of the first pressure sensor mounting hole 114. It is possible to reduce the size of the path configuration unit 100A.

  A moisture permeable and waterproof material mounting hole 131 that communicates with the vent hole 116 is formed on the side surface 103 of the oil passage component 100A on the electric motor M21 side. The moisture permeable and waterproof material mounting hole 131 is fitted with the moisture permeable and waterproof material 500 at its opening.

  Further, as shown in FIG. 5B and FIG. 6, the lower part on the back surface 104 side of the oil passage constituting portion 100A protrudes rearward, and the end surface 104a of the dummy cylinder S1 shown in FIG. A cylinder hole 117 serving as the cylinder body S11 is formed. The piston S12 and the biasing member S13 shown in FIG. 1 are inserted into the cylinder hole 117, and the opening of the cylinder hole 117 is sealed by a lid member (not shown).

  Further, as shown in FIG. 6, a pressure increasing valve mounting hole 118 is formed in the lower surface 105 of the oil passage constituting portion 100A. Note that a one-way valve (not shown) serving as a booster valve M3 is inserted into the booster valve mounting hole 118, and the opening of the booster valve mounting hole 118 is sealed by a lid member (not shown).

  As shown in FIG. 5B, the output chamber constituting portion 100B is formed with a bottomed cylindrical tube portion 170 that becomes the output cylinder M11 shown in FIG. The piston M22 and the biasing member M25 are inserted. A space formed by the cylindrical portion 170 and the piston M22 is an output chamber M1. Although not shown, the output chamber constituting portion 100B also accommodates a crankshaft portion M23 (see FIG. 1) that contacts the end face of the piston M22.

  Although not shown, a reduction gear M24 (see FIG. 1) is accommodated in a space formed by the gear mounting portion 100C and the gear cover 300. The gear cover 300 is provided with an angle sensor M26 that detects the inclination angle of the crankshaft M23 (see FIG. 1).

  The stroke simulator S shown in FIG. 1 is realized by the oil passage constituting portion 100A of the base body 100, and the oil passage constituting portion 100A, the output chamber constituting portion 100B and the gear mounting portion 100C of the base body 100, and the electric motor fixed to the base body 100 are realized. The modulator M shown in FIG. 1 is embodied by the motor M21.

  As shown in FIG. 7, the control housing 200 is attached to the housing attachment surface 101 of the base body 100 via an endless seal member 210, thereby being hermetically sealed to accommodate the electronic control unit 400 and the like therein. A space is formed.

  Further, as shown in FIG. 7, a support plate portion 201 in which a bus bar 201a is embedded is formed inside the control housing 200. Note that an electromagnetic coil 202 for driving an electromagnetic valve (separation valve V1, inflow valve S2, etc.) installed on the base body 100 is attached to the support plate portion 201. The bus bar 201a has a connection terminal 203 to the electromagnetic coil 202 and a connection terminal to the electronic control unit 400 in addition to the connection terminal 203 to the first pressure sensor P1 and the second pressure sensor P2 (see FIG. 4). (Not shown) is projected.

  Since the inside of the control housing 200 communicates with the outside through the vent hole 116 and the moisture permeable and waterproof material mounting hole 131 shown in FIG. 5A, the pressure inside the control housing 200 is large. It is kept at the same level as atmospheric pressure. That is, the control housing 200 is less likely to be deformed due to the pressure difference between the inside and the outside, and as a result, the adhesion with the base body 100 (the seal member 210) is also kept good. Here, as shown in FIG. 4, the moisture permeable waterproof material 500 is mounted in the moisture permeable waterproof material mounting hole 131 of the base body 100, so that water or the like does not enter the control housing 200. The moisture permeable waterproof material 500 is a member that allows air to enter and exit while preventing water from entering and exiting, and for example, a well-known Gore-Tex (registered trademark) can be used.

  The electronic control unit 400 is formed by mounting a semiconductor chip or the like on a substrate on which an electronic circuit is printed, and functions as the control means E shown in FIG. The electronic control unit 400 is connected to the separation valve V1, the inflow valve S2, the first pressure sensor P1, and the like via a bus bar 201a embedded in the support plate portion 201 (see FIG. 7) of the control housing 200. The connector 204 is connected to an electric motor M21, an angle sensor M26, a wheel speed sensor T1 (see FIG. 1), and various sensors and a power source (not shown).

  Here, with reference to FIG. 8 and FIG. 9, the relationship between each hole formed in the oil passage structure portion 100A and the oil passage formed in the oil passage structure portion 100A will be described in detail. Here, FIG. 8A is a perspective view of the oil passage formed inside the base body 100 (oil passage constituent portion 100A) as seen from the front side, and FIG. 8B shows the vicinity of the J portion of FIG. It is the figure extracted and it is the figure which abbreviate | omitted one part, (c) is the figure which extracted the K part vicinity of (a), and is a figure which abbreviate | omitted one part. FIG. 9 is a perspective view of the oil passage formed inside the base body 100 as seen from the back side.

  As shown in FIG. 8 (a), the inlet port 121 has a bottomed cylindrical shape, and communicates with the side portion of the separation valve mounting hole 111 on the pressure reducing valve mounting hole 113 side at the bottom. As shown in FIG. 8B, the first pressure sensor mounting hole 114 communicates with the oil passage (oil passage holes 151, 152) starting from the bottom surface. Here, the first pressure sensor mounting hole 114 has a bottomed cylindrical shape and is open to the housing mounting surface 101. The oil passage hole 151 is formed from the bottom surface of the inlet port 121 (see FIG. 5A), and the deepest part extends to the rear of the first pressure sensor mounting hole 114. . The oil passage hole 152 is formed from the bottom surface of the first pressure sensor mounting hole 114, and the deepest portion thereof reaches the oil passage hole 151.

  Further, as shown in FIG. 8A, the inlet port 121 communicates with the inflow valve mounting hole 112 through oil passages (oil passage holes 153 and 154) starting from the middle of the oil passage hole 151. Here, the oil passage hole 153 is drilled from the housing mounting surface 101 toward the back surface 104, and the deepest portion thereof reaches the oil passage hole 151. The oil passage hole 154 is formed from the side surface 106, intersects with the inflow valve mounting hole 112, and the deepest part reaches the oil passage hole 153. The openings of the oil passage holes 153 and 154 are sealed by plug members (not shown).

  The inflow valve mounting hole 112 has a bottomed cylindrical shape, and communicates with the bottom of the cylinder hole 117 via an oil passage (oil passage holes 155 and 156) starting from the bottom surface. Here, the oil passage hole 155 is formed from the bottom surface of the inflow valve mounting hole 112, and at the deepest portion thereof, the oil passage hole 157 formed from the bottom surface of the bleeder hole 123 toward the lower surface 105. Crossed. The oil passage hole 156 is formed from the upper surface 102, intersects with the oil passage hole 155, and the deepest part reaches the bottom of the cylinder hole 117. The opening of the oil passage hole 156 is sealed by a plug member (not shown).

  The inflow valve mounting hole 112 is mounted with a normally closed electromagnetic valve that serves as the inflow valve S2 (see FIG. 1) (see FIG. 4). This solenoid valve switches a state in which the inflow of brake fluid from the oil passage hole 154 to the oil passage holes 155 and 156 is allowed and a state in which the brake fluid is shut off, and the oil passage hole 154 to the oil passage hole 155 when the valve is opened. , 156 is allowed to flow in, and as a result, the inlet port 121 and the cylinder hole 117 are in communication with each other.

  The cylinder hole 117 has a bottomed cylindrical shape, and communicates with the bottom surface of the separation valve mounting hole 111 via an oil passage (oil passage holes 156, 155, 157, 158, 159) starting from the bottom. Here, the oil passage hole 158 is formed from the side surface 106, intersects with the oil passage hole 157, and the deepest portion thereof extends to the rear of the separation valve mounting hole 111. The oil passage hole 159 is formed from the bottom surface of the separation valve mounting hole 111, and the deepest portion reaches the oil passage hole 158. The opening of the oil passage hole 158 is sealed by a plug member (not shown).

  The separation valve mounting hole 111 has a bottomed cylindrical shape, and an outflow valve S3 (see FIG. 8 (a), a portion denoted by reference numeral 111a) behind the intersection with the inlet port 121. 1), a one-way valve (not shown) is mounted. This one-way valve only allows inflow of brake fluid from the oil passage hole 159 to the inlet port 121.

  The separation valve mounting hole 111 communicates with the pressure reducing valve mounting hole 113 through an oil passage (oil passage hole 161) starting from the side portion thereof. Here, the oil passage hole 161 is formed from the side surface 103 (see FIG. 4), intersects the pressure reducing valve mounting hole 113, and the deepest part reaches the separation valve mounting hole 111. The opening of the oil passage hole 161 is sealed by a plug member (not shown).

  Note that a normally open electromagnetic valve that serves as the separation valve V1 (see FIG. 1) is attached to the separation valve mounting hole 111 (see FIG. 4). This solenoid valve switches a state in which the inflow of the brake fluid from the inlet port 121 to the oil passage hole 161 is allowed and a state in which the brake fluid is blocked, and the brake fluid from the inlet port 121 to the oil passage hole 161 when the valve is opened. Allow inflow. The oil passage from the inlet port 121 to the separation valve mounting hole 111 is a part of the output hydraulic pressure passage X shown in FIG. 1, and the oil passage from the separation valve mounting hole 111 to the outlet port 122 is the wheel fluid shown in FIG. It becomes a part of the pressure path Y.

  The pressure reducing valve mounting hole 113 has a bottomed cylindrical shape, and as shown in FIG. 8C, the oil passages (oil passage holes 161, 162, 163, 164, 165) starting from the side portions thereof are provided. Through the second pressure sensor mounting hole 115. Here, as shown in FIG. 9, the oil passage hole 162 is formed from the housing mounting surface 101 toward the back surface 104, intersects with the oil passage hole 161, and the deepest portion is the oil passage hole 163. Has reached. The oil passage hole 163 is formed from the upper surface 102. The oil passage hole 164 is formed from the side surface 103, intersects with the deepest portion of the oil passage hole 163, and the deepest portion extends to the rear of the second pressure sensor mounting hole 115. The oil passage hole 165 is formed from the bottom surface of the second pressure sensor mounting hole 115 toward the back surface 104, intersects with the oil passage hole 164 and the outlet port 122, and the deepest portion is formed in the pressure increasing valve mounting hole 118. Has reached.

  In addition, the normally-closed electromagnetic valve that serves as the pressure reducing valve M4 (see FIG. 1) is mounted in the pressure reducing valve mounting hole 113 shown in FIG. 8A (see FIG. 4). This solenoid valve switches a state in which the inflow of the brake fluid from the oil passage hole 168 to the oil passage hole 161 is allowed and a state in which the brake fluid is blocked, and the brake from the oil passage hole 168 to the oil passage hole 161 when the valve is opened. Allow inflow of liquid.

  As shown in FIG. 9, the booster valve mounting hole 118 communicates with the outlet port 122 via the oil passage hole 165, and further, a portion that is in the back (above) from the intersection with the oil passage hole 165. Is communicated with the output chamber M1 (see FIG. 5B) via an oil passage (oil passage holes 166, 167) starting from the above. Here, the oil passage hole 166 is formed from the side surface 103, intersects with the oil passage hole 167, and the deepest part reaches the pressure increasing valve mounting hole 118. The oil passage hole 167 is formed from the upper surface 102, intersects with the oil passage hole 166, and the deepest part reaches the output chamber M <b> 1 (see FIG. 5B).

  Note that the booster valve mounting hole 118 has a booster valve M3 (FIG. 1) between the intersection with the oil passage hole 165 and the intersection with the oil passage hole 166 (the portion denoted by reference numeral 118a in FIG. 9). A one-way valve (not shown) is attached. This one-way valve only allows inflow of brake fluid from the oil passage hole 166 to the oil passage hole 165.

  Further, as shown in FIG. 8A, the pressure increasing valve mounting hole 118 communicates with the pressure reducing valve mounting hole 113 through the oil passage hole 168. Here, the oil passage hole 168 is formed from the bottom surface of the pressure reducing valve mounting hole 113.

  Next, the actual flow of brake fluid during normal operation and antilock brake control will be described in detail. In the following description, as shown in FIG. 2, the separation valve V1 is closed, the output hydraulic pressure path X and the wheel hydraulic pressure path Y are separated, and the inflow valve S2 of the stroke simulator S is The case where the valve is opened and the master cylinder C and the dummy cylinder S1 communicate with each other will be exemplified.

  First, the flow of the brake fluid on the stroke simulator S (see FIG. 2) side will be described in detail with reference to FIG. On the side of the stroke simulator S, the inlet port 121 communicates with the inflow valve mounting hole 112 through the oil passage holes 151, 153, and 154 during both normal brake control and antilock brake control. Since the inflow valve S2 (see FIG. 4) mounted in the valve mounting hole 112 is in the open state, it communicates with the cylinder hole 117 serving as the dummy cylinder S1 (see FIG. 2) via the oil passage holes 155 and 156. Yes. Therefore, when the driver operates the brake operation element R (see FIG. 2), the brake fluid pressure generated in the master cylinder C (see FIG. 2) is transmitted to the cylinder hole 117 (dummy cylinder S1) via the inlet port 121. As a result, an operation reaction force corresponding to the operation force of the brake operator R is applied to the brake operator R.

  Note that the outflow valve S3 (see FIG. 2) mounted in the separation valve mounting hole 111 allows inflow of brake fluid from the oil passage hole 159 side to the inlet port 121 side. ), When the brake fluid pressure on the oil passage hole 159 side is larger than the brake fluid pressure on the inlet port 121 side, the brake fluid pressure acting on the cylinder hole 117 (that is, the brake operator R The operating reaction force applied to the pressure is quickly reduced.

  Since the inlet port 121 communicates with the first pressure sensor mounting hole 114 via the oil passage holes 151 and 152, the first pressure sensor P1 (see FIG. 4) and the separation valve V1 (see FIG. 4). Also, the brake fluid pressure in the oil passage on the master cylinder C (see FIG. 2) side is detected.

  Next, the actual flow of brake fluid on the modulator M side will be described in detail. On the modulator M side, as described with reference to FIG. 2, during normal brake control, the electric motor M21 is driven in accordance with the operation of the brake operator R, and the first pressure sensor P1 and the second pressure sensor P2 are driven. The volume of the output chamber M1 is reduced or increased in accordance with the magnitude of the brake fluid pressure detected in step. Further, at the time of antilock brake control, the volume of the output chamber M1 is reduced or increased in consideration of information from the wheel speed sensor T1.

  Here, when the volume of the output chamber M1 is reduced, the brake fluid stored in the output chamber M1 is discharged into the oil passage hole 167 shown in FIG. Since the pressure increasing valve mounting hole 118 (pressure increasing valve M3) and the oil passage hole 165 communicate with the outlet port 122, the brake fluid pressure acting on the wheel brake B is increased. When the brake fluid pressure acting on the wheel brake B is increased, the pressure reducing valve M4 (see FIG. 2) is closed. Further, the booster valve M3 (see FIG. 2) mounted in the booster valve mounting hole 118 allows only the brake fluid to flow into the oil passage hole 165 side.

  Further, since the outlet port 122 communicates with the second pressure sensor mounting hole 115 through the oil passage hole 165, the outlet port 122 acts on the wheel brake B (see FIG. 2) by the second pressure sensor P2 (see FIG. 2). The brake fluid pressure (that is, the brake fluid pressure in the oil passage located on the side of the wheel brake B from the separation valve V1) is detected.

  When the volume of the output chamber M1 (see FIG. 2) is increased while the pressure reducing valve M4 (see FIG. 2) is opened, the brake fluid in the oil passage hole 167 is sequentially returned to the output chamber M1 (see FIG. 2). However, the oil passage hole 167 communicates with the pressure reducing valve mounting hole 113 (see FIG. 8A) through the oil passage holes 166, 168, and further through the oil passage holes 161-165. Because of the communication with the outlet port 122, the brake fluid pressure acting on the wheel brake B is reduced.

  Thus, according to the vehicle brake fluid pressure control apparatus A, as shown in FIG. 4, the base body on which the separation valve V1, the inflow valve S2, the pressure reducing valve M4, the first pressure sensor P1, and the second pressure sensor P2 are attached. Since the control housing 200 in which the electronic control unit 400 functioning as the control means E (see FIG. 1) is accommodated is attached to 100, the wiring work can be simplified. Further, since the separation valve V1, the inflow valve S2, the pressure reducing valve M4, the first pressure sensor P1, and the second pressure sensor P2 are gathered on the housing mounting surface 101 of the base body 100 covered with the control housing 200, the base body 100. The vehicle brake hydraulic pressure control device A can be reduced in size.

  Further, in the vehicle brake hydraulic pressure control device A, the separation valve V1 (separation valve mounting hole 111), the inflow valve S2 (inflow valve mounting hole 112), the pressure reducing valve M4 (pressure reducing valve mounting hole 113), the first pressure Since the sensor P1 (first pressure sensor mounting hole 114) and the second pressure sensor P2 (second pressure sensor mounting hole 115) are arranged so as to form a pentagonal apex, they are aligned in one or two rows. Compared to the case, the oil passage holes and the like can be arranged densely, and as a result, the vehicle brake fluid pressure control device A can be downsized.

  For example, although not shown, the inflow valve S2 (inflow valve mounting hole 112) is disposed directly beside the separation valve V1 (separation valve mounting hole 111), and the separation valve V1, inflow valve S2, and pressure reducing valve M4 (pressure reducing valve mounted). If the holes 113) are arranged in a horizontal row, the distance between the oil passage hole 151 and the oil passage hole 156 becomes larger than that shown in the figure, but the inflow valve S2 is not provided as in the vehicle brake fluid pressure control device A. By shifting the separation valve V1 obliquely downward, that is, by shifting the center of the inflow valve S2 downward from a straight line passing through the center of the separation valve V1 and the center of the pressure reducing valve M4, the oil passage hole 151 and the oil passage hole 156 It is possible to reduce the interval.

It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for vehicles concerning the present invention. It is a brake hydraulic pressure circuit diagram showing the state of the brake fluid pressure control device for a vehicle, and shows the state where the separation valve is closed and the inflow valve is opened. 1 is a perspective view of a vehicle brake hydraulic pressure control device according to the present invention. 1 is an exploded cross-sectional view of a vehicle brake hydraulic pressure control device according to the present invention. (A) is a front view of the brake fluid pressure control device for vehicles concerning the present invention, and (b) is a side view. It is a bottom view of the brake fluid pressure control device for vehicles according to the present invention. It is sectional drawing of a control housing. (A) is the perspective view which looked at the oil path formed in the inside of a base from the front side, (b) is the figure which extracted the J section vicinity of (a), and is a figure which omitted a part, (c) FIG. 4A is a diagram in which the vicinity of a portion K in (a) is extracted and a part thereof is omitted. It is the perspective view which looked at the oil path formed in the inside of a substrate from the back side.

Explanation of symbols

A Vehicle brake fluid pressure control device S Stroke simulator S1 Dummy cylinder S2 Inflow valve S3 Outflow valve M Modulator M1 Output chamber M2 Volume changing means M21 Electric motor M3 Booster valve M4 Pressure reducing valve P1 First pressure sensor P2 Second pressure sensor V1 Separation Valve E Control means 100 Pump body 101 Housing mounting surface 111 Separation valve mounting hole 112 Inflow valve mounting hole 113 Pressure reducing valve mounting hole 114 First pressure sensor mounting hole 115 Second pressure sensor mounting hole 121 Inlet port 122 Outlet port 200 Control housing 210 Seal member 400 Electronic control unit X Output hydraulic pressure path Y Wheel hydraulic pressure path B Wheel brake C Master cylinder

Claims (3)

A stroke simulator which is connected to an output hydraulic pressure path leading to a master cylinder and which artificially applies an operation reaction force of a brake operator to the brake operator;
A modulator that is connected to a wheel hydraulic pressure path leading to the wheel brake and adjusts the magnitude of the brake hydraulic pressure acting on the wheel brake;
A separation valve that is interposed between the output hydraulic pressure path and the wheel hydraulic pressure path, and switches between a state that allows the brake fluid to flow from the output hydraulic pressure path to the wheel hydraulic pressure path and a state that blocks the brake fluid;
A first pressure sensor for detecting the magnitude of the brake fluid pressure in the output fluid pressure path;
A second pressure sensor for detecting the brake fluid pressure of the wheel fluid pressure path,
From the output hydraulic pressure path when the stroke simulator blocks the inflow of brake fluid from the output hydraulic pressure path to the wheel hydraulic pressure path, the dummy cylinder generating the operation reaction force and the separation valve An inflow valve that allows inflow of brake fluid into the dummy cylinder,
The modulator allows an output chamber for storing brake fluid to be applied to the wheel brake, volume changing means for changing the volume of the output chamber, and only the brake fluid outflow from the output chamber to the wheel hydraulic pressure passage. And a pressure reducing valve that is connected in parallel to the pressure increasing valve and that allows the brake fluid to flow into the output chamber from the wheel hydraulic pressure path when reducing the brake hydraulic pressure acting on the wheel brake. Has
The magnitude of the brake hydraulic pressure acting on the wheel brake by the control means electrically connected to the separation valve, the inflow valve, the pressure reducing valve, the volume changing means, the first pressure sensor and the second pressure sensor A brake hydraulic pressure control device for a vehicle in which is adjusted,
A base and a control housing fixed to the base;
The base body includes an oil passage serving as the output hydraulic pressure passage and the wheel hydraulic pressure passage,
The control housing contains the control means,
Brake hydraulic pressure for a vehicle, wherein the separation valve, the inflow valve, the pressure reducing valve, the first pressure sensor, and the second pressure sensor are arranged on a surface of the base body covered with the control housing. Control device.   2. The vehicle according to claim 1, wherein the separation valve, the inflow valve, the pressure reducing valve, the first pressure sensor, and the second pressure sensor are arranged so as to form a pentagonal apex. Brake fluid pressure control device.   2. The control housing is fixed to the base body through an endless seal member, and the inside and the outside of the control housing communicate with each other through a moisture permeable waterproof material. Alternatively, the vehicle brake hydraulic pressure control device according to claim 2.

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