JP2007112441A - Actuator for brake control - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make more compact an actuator for brake control. <P>SOLUTION: On one surface of a housing 16, a stepped part 16f projected from one surface is formed and a rotation type pump 14 is assembled to a surface opposite to one surface of the housing 16 such that an axial direction of a drive shaft 15a of the motor 15 becomes vertical. Thereby, the rotation type pump 14 is stored in the stepped part 16f and a cover 17 for storing a plurality of control valves 1-12 and the stepped part 16f is arranged on one surface of the housing 16. Thus, further miniaturization of the actuator for brake control can be accomplished by storing the rotation type pump 14 in the stepped part 16f. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a brake control actuator that controls brake fluid pressure in a vehicle, and is particularly suitable for application to an anti-skid control actuator that adjusts wheel slip that occurs during braking of the vehicle.

  Conventionally, downsizing of the brake control actuator has been attempted. As a brake control actuator, for example, an anti-skid control actuator (hereinafter referred to as an ABS actuator), there is one disclosed in Patent Document 1. A schematic diagram of this conventional ABS actuator is shown in FIG. The ABS actuator includes a plurality of pressure-increasing control valves 101 to 104 for controlling communication / blocking between the master cylinder and the wheel cylinder, pressure reduction control valves 105 to 108 for controlling communication / blocking between the wheel cylinder and the reservoir, and the like. The control valve, the reservoir 109, and the plunger pump 110 for discharging the brake fluid stored in the reservoir 109 toward the master cylinder or the like are integrally formed in the housing.

  The ABS actuator configured as described above can increase / decrease the pressure of the wheel cylinder (hereinafter referred to as W / C pressure) to avoid the tendency of the wheels to lock. Specifically, when the wheel tends to be locked, the brake fluid in the wheel cylinder is released to the reservoir 109 by connecting the pressure reducing control valve so that the slip ratio falls within a predetermined range. The trend is avoided.

The actuator can be miniaturized by the arrangement relationship of the constituent elements constituting the ABS actuator. For example, the reservoir 109 is arranged below the paper surface (downward in the vertical direction) around the cam 111 (rotating part that rotates eccentrically with respect to the motor drive shaft) for moving the cylinder of the plunger pump 110 in the piston direction. By arranging the various control valves 101 to 109 above the top and bottom direction, the space of the actuator is effectively utilized.
JP-T-4-506788

  However, downsizing of brake control actuators such as ABS actuators is insufficient, and further downsizing of brake control actuators is desired.

  The present invention has been made in view of the above points, and an object thereof is to further reduce the size of an actuator for brake control.

  In order to achieve the above object, according to the first aspect of the present invention, a stepped portion (16f) protruding from the first predetermined surface is formed on the first predetermined surface of the housing (16). The rotary pump is assembled so that the axial direction of the drive shaft (15a) of the motor (15) for driving the rotary pump is perpendicular to the surface opposite to the first predetermined surface. The rotary pump is accommodated in the stepped portion, and the cover (17) for accommodating the plurality of control valves and the stepped portion is arranged on the first predetermined surface of the housing.

  Thus, by accommodating the rotary pump in the stepped portion, the brake control actuator can be further reduced in size.

  In this case, as shown in claim 2, the longitudinal direction of the plurality of control valves and the axial direction of the drive shaft of the motor are the same direction. According to another aspect of the present invention, the direction in which the plurality of control valves protrude from the first predetermined surface and the direction in which the stepped portion protrudes from the first predetermined surface are the same direction.

  According to a fourth aspect of the present invention, a recessed stepped portion is formed on the surface opposite to the first predetermined surface of the housing, and the motor can be disposed in the stepped portion.

  In the invention according to claim 5, at least one of the plurality of machining holes (16a to 16d) is formed from the stepped portion (16f) of the housing having a third predetermined surface different from the second predetermined surface. The processed hole is not extended to the second predetermined surface, and is between the second predetermined surface and the third predetermined surface of the first predetermined surface, and the second predetermined surface. A through hole (16e) is formed at a location corresponding to a portion where the processing hole is not extended on the surface.

  In this way, by forming at least one of the plurality of processed holes from the stepped portion, the processed hole is prevented from extending to the second predetermined surface, and the processed hole is not penetrated into the portion that is not extended. If a hole is provided, the through hole and the processed hole can be prevented from interfering (overlapping).

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments shown in the drawings will be described below. 1 is a cross-sectional view of the ABS actuator, FIG. 2 is a cross-sectional view taken along the line AA of FIG. 1, and FIG. 3 is a cross-sectional view taken along the line BB of FIG. Further, FIG. 4 shows a schematic diagram of a hydraulic circuit constituted by the ABS actuator shown in FIG.

  The ABS actuator shown in FIGS. 1 to 3 is assembled between a master cylinder and a wheel cylinder in a vehicle brake, and avoids the tendency of wheel lock. The ABS actuator is arranged so that the vertical direction on the paper surface is the vertical direction of the vehicle. As shown in FIGS. 1 to 3, the ABS actuator includes a plurality of control valves 1 to 12, a reservoir 13, a rotary pump 14, and a motor 15 that drives the rotary pump 14. The plurality of control valves 1 to 12, the reservoir 13, and the rotary pump 14 are assembled in a housing 16 having a substantially rectangular parallelepiped shape. In addition, the cover 17 (refer FIG. 2) arrange | positioned at the one surface (1st predetermined surface) in which the some control valve 1-12 was assembled | attached among the housings 16 drives the some control valve 1-12. This is for waterproofing solenoids and various electric wirings.

  The housing 16 is formed with a plurality of pipelines A to D, and the components of the ABS actuator are connected by the pipelines A to D to constitute a hydraulic circuit in the ABS actuator. Details of the configuration of the hydraulic circuit will be described later. As shown in FIGS. 1 and 3, a rotary pump 14 is provided substantially at the center of a housing 16 that forms the outer shape of the ABS actuator. An internal gear pump such as a trochoid pump is used as the rotary pump 14 to reduce noise in driving the pump.

  As shown in FIG. 3, the rotary pump 14 has a chamber formed by the meshing of an outer rotor 14a having an inner tooth portion and an inner rotor 14b having an outer tooth portion. The brake fluid is sucked from the suction port 14c by changing in size with the rotation of the rotor 14b, and the high-pressure brake fluid is discharged from the discharge port 14d. By supplying this high-pressure brake fluid to the wheel cylinder, the W / C pressure is increased at the time of the W / C pressure increase control in the ABS control, the brake assist, or the like.

  As described above, the internal gear pump used as the rotary pump 14 can suck and discharge brake fluid by the rotation of the inner rotor 14b and the outer rotor 14a. As for it, it is only some about the drive shaft 15a of the motor 15. For this reason, as shown in FIG. 1, a space in the left-right direction on the paper surface is vacated with respect to the rotary pump 14.

  In order to form the suction port 14c and the discharge port 14d in the rotary pump 14, as shown in FIGS. 1 and 3, the housing 16 is formed with processing holes 16a to 16d for the suction port and the discharge port from the lower side of the drawing. However, these processing holes 16a to 16d are also necessary for each of the two piping systems, and two are provided as shown in the figure. Although it is possible to form the processed holes 16a to 16d from above the paper surface, considering the downsizing of the ABS actuator, it is effective to form from the lower surface of the paper because interference with other pipes can be prevented. Therefore, this is the case in the present embodiment.

  However, since the through holes 16e through which the motor driving terminals are passed are also formed in the spaces for forming the processed holes 16a to 16d, the processed holes 16a to 16d and the through holes 16e interfere with each other. For this reason, in this embodiment, as shown in FIG. 3, a stepped portion 16f is provided so as to protrude from one surface of the housing 16 on which the plurality of control valves 1 to 12 are assembled, and at least processing on the side farthest from the motor is performed. By forming the hole 16a on the lower surface (third predetermined surface) of the stepped portion 16f, the processed holes 16a to 16d and the through hole 16e are prevented from interfering with each other as shown in FIG. Thereby, the processing holes 16a to 16d can be formed from the lower side of the housing 16, and the ABS actuator can be downsized. The processed holes 16a to 16d are closed from the lower side of the drawing so that leakage of brake fluid or intrusion of water or the like can be prevented.

  With respect to the rotary pump 14, a total of eight control valves 1 to 8 are arranged above and below the paper surface (upward and downward in the vertical direction). Of these eight control valves 1-8, the four located above are normally shut off, and are pressure-reducing control valves (normally closed valves) that are in communication when ABS control is depressurized. The four located are in normal communication and are pressure-increasing control valves (normally open valves) that are shut off when the ABS control is depressurized or held. Hereinafter, 1-4 are referred to as pressure reduction control valves, and 5-8 are referred to as pressure increase control valves. These pressure-reducing control valves 1 to 4 and pressure-increasing control valves 6 to 8 are configured as two-position valves so that the communication / blocking state is controlled by an ABS electronic control device (hereinafter referred to as ECU) (not shown). It has become.

  Further, as shown in FIG. 3, the assembling tip of the pressure reducing control valve 3 between the pressure reducing control valve 3 (not shown but actually all the pressure reducing control valves 1 to 4) and the rotary pump 14. A check valve (check valve) 20 is formed in the valve. The check valve 20 includes a ball valve 20a that seats with the hole 3a of the decompression control valve 3 as a valve seat, a spring 20b that presses the ball valve 20a in the valve seat direction, a fixed pressure control valve 3, and a spring 20b The sleeve 20c serving as a stopper is configured to allow only the flow of the brake fluid from the pressure reducing control valve 3 toward the rotary pump 14.

  Conventionally, it is known that a check valve is disposed between a pressure reduction control valve and a pump to prevent a delay in pressure increase in ABS control based on suction of brake fluid of a rotary pump. In other words, since a self-priming pump is required for traction control, skid prevention control, etc., a self-priming rotary pump 14 is used. In such a pump, the pump inlet side is negative. This is because the pressure (for example, −500 mmHg) can be set, and the W / C pressure may be excessively reduced during the long-term pressure reduction of the ABS control, which may cause the pressure increase delay. The check valve 20 can be arranged in a pipe line connected to the rotary pump 14 from the pressure reducing control valves 1 to 4, but when it is arranged in such a place, a space for that is required. It is conceivable that the size of the ABS actuator becomes large. For this reason, the ABS actuator is also reduced in size by arranging the check valve 20 at the above position.

  Further, as shown in FIGS. 1 and 2, a pressure sensor 21 is caulked and fixed in an empty space surrounded by the four control valves 3, 4, 7, and 8, and the pressure sensor 21 is used to fix the master cylinder. The pressure can be detected. Specifically, as shown in FIG. 2, the pressure sensor 21 is disposed in a pipe line A connected to the master cylinder, and the diaphragm receives and changes its pressure based on the brake fluid pressure in the pipe line A. A signal corresponding to the hydraulic pressure is output from the terminal 21a.

  Then, the switching valves 9 and 10 and the inflow valves 11 and 12 are vertically moved to the rotary pump 14 in the horizontal direction of the paper, in other words, in the horizontal position of the rotary pump 14 as viewed from the position of the reservoir 13 described later. A total of four are arranged one by one. The roles of the switching valves 9 and 10 and the inflow valves 11 and 12 will be described later.

  And with respect to the rotary pump 14, on the surface (second predetermined surface) on the lower side (top and bottom in the vertical direction) on the opposite side to the pressure reduction control valves 1 to 4 and the pressure increase control valves 5 to 8, As shown in FIGS. 1 and 3, a reservoir 13 is provided. Although not shown, a damper for suppressing the pulsation of the brake fluid discharged from the rotary pump 14 can be provided at a position on the lower side of the paper as in the reservoir 13.

  The details of the hydraulic circuit of the ABS actuator thus configured will be described with reference to FIG. Since the brake device is composed of two piping systems, and the two piping systems have substantially the same configuration, only one piping system is illustrated and described. As described above, the ABS actuator is assembled between the master cylinder 50 and the wheel cylinder 51. A pipe line A connected to the master cylinder 50 is formed in the housing 16 constituting the ABS actuator, and a switching valve 9 is provided in the pipe line A. The switching valve 9 plays a role of dividing the pipe A into two parts, the pipe A1 and the pipe A2, and generates a predetermined differential pressure between the master cylinder 50 and the wheel cylinder 51.

  The pipe A is branched into two on the downstream side (wheel cylinder side) from the switching valve 9, the pressure increase control valve 5 is provided on one side opened, and the pressure increase control valve 6 on the other side. Is provided. Further, the housing 16 is provided with a pipe line B connecting the pressure increase control valves 5 and 6 and the wheel cylinders 51 of the pipe line A and the reservoir hole 13 a of the reservoir 13. And the pressure-reduction control valves 1 and 2 are arrange | positioned by this pipeline B, respectively. The above-described check valve 20 is provided between the pressure reduction control valves 1 and 2 and the reservoir 13 so that the brake fluid can flow only in the direction from the wheel cylinder 51 to the reservoir 13.

  The housing 16 is formed with a conduit C that connects the switching valve 9 and the pressure increase control valves 5 and 6 in the conduit A to the reservoir hole 13 of the reservoir 13. The rotary pump 14 is provided with a check valve 30. Further, the housing 16 is provided with a pipe line D for connecting the reservoir hole 13b of the reservoir 13 and the master cylinder 3, and the inflow valve 11 is disposed in the pipe line D. The inflow valve 11 serves to control the flow of brake fluid from the master cylinder 50 to the reservoir 13. Specifically, the inflow valve 11 is normally cut off, and is in communication with the traction control, brake assist, etc., and allows the flow of brake fluid to the reservoir 13, The brake pump sucks and discharges the brake fluid to generate a W / C pressure.

  The reservoir 13 constitutes a pressure regulating valve having two reservoir holes 13a and 13b, and the valve body 13d slides together with the piston 13c in the interior of the reservoir 13 formed by the housing 16, and the reservoir 13 has a predetermined amount. When the brake fluid is accumulated, the valve body 13d is seated on the valve seat 13e so that the brake fluid does not enter the inside. The pressure sensor 21 is disposed between the master cylinder 50 and the switching valve 9 in the pipe A.

  The ABS actuator has such a hydraulic circuit. At this time, as shown in FIG. 1, the switching valve 9 and the inflow valve 11 are arranged in the left-right direction with respect to the rotary pump 14. The space can be effectively used as compared with the case where the rotary pump 14 is disposed above or below the paper surface, such as the pressure increase control valves 5 to 8. For this reason, further miniaturization of the ABS actuator can be achieved.

  In the present embodiment, the inflow valve 11 is arranged at the lowest value (lowermost in the drawing) because the inflow valve 11 is arranged as close as possible to the reservoir 13. That is, the inflow valve 11 is a switching valve for supplying the brake fluid on the master cylinder 50 side to the suction port (inlet) of the rotary pump 14 such as traction control, skid prevention control, or brake assist, that is, the reservoir 13. It is for controlling the flow of the brake fluid to the reservoir and is directly connected to the reservoir 13, so that it is efficient to bring it closer to the reservoir 13. For this reason, by arranging the inflow valve 11 at the lowest value, the space can be used more effectively and the length of the suction passage to the suction port of the rotary pump 14 can be shortened. If the suction passage can be shortened in this way, the effect of reducing the pump suction resistance when the master cylinder pressure is zero, such as traction control, can be obtained.

  Furthermore, although the pressure sensor 21 is disposed between the pressure increase control valve and the pressure reduction control valve, this space is a space that has not been used in the past, and the ABS actuator can be downsized by making effective use of this space. Can be achieved. Moreover, when it is set as such an arrangement | positioning, as shown to Fig.5 (a), the pressure sensor 21 will be arrange | positioned in the place where the pipe line A between a master cylinder and the switching valve 9 makes a top-and-bottom direction. If a space for arranging the pressure sensor 21 is provided separately as shown in FIG. 5B and the pipe line is extended to that space, there is a possibility that an air pool is generated in the portion indicated by the hatched portion in the figure. However, if the arrangement is as in the present embodiment, such air accumulation can be prevented.

It is a schematic diagram of the ABS actuator concerning one Embodiment of this invention. It is AA arrow sectional drawing of the ABS actuator shown in FIG. It is a BB arrow sectional view of the ABS actuator shown in FIG. It is explanatory drawing which shows the structure of the hydraulic circuit of the ABS actuator shown in FIG. It is a comparison figure for demonstrating arrangement | positioning of the pressure sensor. It is a figure which shows the conventional ABS actuator.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1-4 ... Pressure reduction control valve, 5-8 ... Pressure increase control valve, 9, 10 ... Switching valve, 11, 12 ... Inflow valve, 13 ... Reservoir, 14 ... Rotary pump, 15 ... Motor, 16 ... Housing, 16a ˜16d: processing hole, 16e: through hole, 16f: stepped portion, 20: check valve, 21: pressure sensor.

Claims (5)

A housing (16);
A plurality of control valves (1-12) assembled in a substantially vertical direction with respect to the first predetermined surface of the housing and controlling the flow of brake fluid;
A reservoir (13) assembled to the housing;
A rotary pump (14) that performs suction and discharge of brake fluid in the reservoir and is assembled above the reservoir in the housing;
In the brake control actuator disposed between the master cylinder (50) and the wheel cylinder (51) in the vehicle,
A stepped portion (16f) protruding from the first predetermined surface is formed on the first predetermined surface, and the rotation with respect to a surface of the housing opposite to the first predetermined surface. The rotary pump is housed in the stepped portion by assembling the pump so that the axial direction of the drive shaft (15a) of the motor (15) driving the rotary pump is vertical; and A brake control actuator, wherein a cover (17) for accommodating the plurality of control valves and the stepped portion is disposed on the first predetermined surface of the housing. 2. The brake control actuator according to claim 1, wherein a longitudinal direction of the plurality of control valves is the same as an axial direction of a drive shaft of the motor. The direction in which the plurality of control valves protrude from the first predetermined surface and the direction in which the stepped portion protrudes from the first predetermined surface are the same direction. Or the brake control actuator according to 2; 4. A concave stepped portion is formed on a surface of the housing opposite to the first predetermined surface, and the motor is disposed in the stepped portion. The actuator for brake control as described. The housing has a second predetermined surface which is a lower surface perpendicular to the first predetermined surface, and a surface different from the second predetermined surface, and the first predetermined of the stepped portions. A third predetermined surface that is a lower surface perpendicular to the surface, and a plurality of inlets and outlets for the rotary pump formed from a direction substantially perpendicular to the second predetermined surface of the housing A machining hole (16a to 16d) and a through hole (16e) for arranging a terminal (15b) of the motor that drives the rotary pump formed in a direction intersecting the plurality of machining holes,
At least one of the plurality of processed holes is formed from the third predetermined surface and does not extend to the second predetermined surface, and the second of the first predetermined surfaces The through hole is formed at a location corresponding to a portion of the second predetermined surface where the processed hole is not extended, between the predetermined surface and the third predetermined surface. The actuator for brake control according to any one of claims 1 to 4.

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