JP2009132173A - Brake hydraulic control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact oil path control modulator by rationally arranging a plurality of solenoid valves and a plurality of hydraulic sensors in an oil path control modulator. <P>SOLUTION: A first and a second solenoid valve groups are structured of at least four solenoid valves 5a, 5b, 6a, 6b; 5c, 5d, 6c, 6d arranged in corners of a square on a deck surface 33 of an oil path control modulator 3, and a first solenoid valve group, a second solenoid valve group, a first hydraulic sensor group and a second hydraulic sensor group are symmetrically arranged relative to a virtual zoning line L in a first and a second regions A1 and A2 zoned by a virtual zoning line L of the deck surface 33. Each one hydraulic sensor 21a and 21c of the first and the second hydraulic sensor groups are arranged in a central part surrounded by the four solenoid valves, and other two hydraulic sensors 20a, 21b; 20b, 21c of the hydraulic sensor groups corresponding to the outside of the four solenoid valves are arranged so that one part thereof is interposed between adjacent two solenoid valves. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  In the present invention, the output hydraulic pressures of the first and second output ports of the master cylinder are applied to the first and second system wheel brakes, the operating hydraulic pressures of the first and second system wheel brakes are respectively maintained, The hydraulic pressures of the first and second system wheel brakes are released to the first and second reservoirs, respectively, and the discharge hydraulic pressures of the first and second hydraulic pump devices are applied to the first and second system wheel brakes, respectively. 1 and 2 solenoid valve groups, and first and second hydraulic sensor groups used for operation control of the first and second solenoid valve groups are housed in a common oil path control modulator. The present invention relates to an improvement of a brake hydraulic control device.

Such a brake hydraulic control device for a vehicle is already known as disclosed in Patent Document 1.
JP 2002-347595 A

  In recent years, brake hydraulic control devices for vehicles need not only an anti-lock function but also various automatic brake functions, so that the number of solenoid valves used in the solenoid valve group, and the hydraulic sensor of the hydraulic sensor group used for these controls. There is a tendency for the number to be used to be increased, and it is required to store these in a compact oil path control modulator.

  The present invention has been made in view of such circumstances, and a plurality of solenoid valves and a plurality of hydraulic sensors can be rationally arranged in the oil path control modulator, thereby enabling a compact oil path control modulator. An object of the present invention is to provide a brake hydraulic control device for a vehicle.

  In order to achieve the above object, the present invention makes the first and second system wheel brakes act on the output hydraulic pressures of the first and second output ports of the master cylinder, respectively, and operates the first and second system wheel brakes. The hydraulic pressure is maintained, the hydraulic pressures of the first and second system wheel brakes are released to the first and second reservoirs, respectively, and the first and second system wheel brakes are discharged by the first and second hydraulic pump devices. A common oil path control modulator includes a first and second electromagnetic valve group for applying hydraulic pressure, and a first and second hydraulic sensor group used for operation control of the first and second electromagnetic valve groups. In the brake hydraulic control device for a vehicle, the first and second solenoid valve groups are arranged at the apexes of squares on the deck surface formed on one side of the oil path control modulator. The first solenoid valve group and the second solenoid valve group, and the first hydraulic sensor group and the second hydraulic sensor group are divided by virtual partition lines on the deck surface. One of the first and second hydraulic sensor groups is arranged in the central portion surrounded by each of the four solenoid valves of the first and second solenoid valve groups, which are symmetrically arranged in the first and second regions with respect to the virtual dividing line, respectively. In addition, the other two hydraulic sensors corresponding to the outside of each of the four solenoid valves are inserted between two adjacent solenoid valves. The first feature is that the distances between the axes of the adjacent solenoid valves and hydraulic sensors are set to be equal.

  In addition to the first feature, the present invention provides wheels corresponding to the output hydraulic pressures of the first and second output ports of the master cylinder, respectively, as the four solenoid valves of the first and second system solenoid valve groups. A pair of inlet valves that act on the brake, and a pair of outlet valves that release the hydraulic pressures of the first and second system wheel brakes to the corresponding first and second reservoirs, respectively, are further provided. As other solenoid valves in the valve group, a regulator valve that can shut off between the output port and inlet valve of the corresponding master cylinder, and a suction that can connect between the output port of the corresponding master cylinder and the suction port of the hydraulic pump device The valve is placed on the opposite side of the pair of outlet valves across the pair of inlet valves of the corresponding system, and is surrounded by a pair of inlet valves, regulator valves, and suction valves of each system In that a one of the other two oil pressure sensor in the hydraulic sensor groups eccentric part and the second feature.

  The first system wheel brake is the left front wheel brake Bb and the right rear wheel brake Bb in the embodiment of the present invention described later. The first system wheel brake is the right front wheel brake Bc and This corresponds to the left rear wheel brake Bd.

  According to the first feature of the present invention, at least four solenoid valves and three hydraulic sensors are rationally provided with almost no gap in each region divided by a virtual dividing line on the deck surface of the oil path control modulator. These can be housed compactly in the oil path control modulator, which can contribute to the compactness of the oil path control modulator.

  According to the second feature of the present invention, a pair of inlet valves, a pair of outlet valves, a regulator valve, a suction valve, and three hydraulic sensors in each system respectively connected to the first and second output ports of the master cylinder are provided. They can be arranged rationally with almost no gap, and these can be accommodated in a compact oil path control modulator, which can contribute to the compactness of the oil path control modulator.

  Embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.

  1 is a hydraulic circuit diagram of an automobile brake device equipped with an oil passage control modulator according to the present invention, FIG. 2 is a side view of the oil passage control modulator, and FIG. 3 is a sectional view taken along line 3-3 in FIG. 4 is a sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a sectional view taken along line 5-5 of FIG. 3, and FIG. 6 is a plan view of a first support plate in the oil path control modulator.

  First, referring to FIG. 1, the description will begin with an explanation of a hydraulic circuit of an automobile brake device provided with the modulator for oil passage control of the present invention.

  In FIG. 1, the master cylinder M is configured in a tandem type having a pair of first and second output ports 1a and 1b for outputting brake hydraulic pressure in response to an input applied from a brake pedal P to a piston. 1, first and second input oil passages 2a, 2b individually connected to the second output ports 1a, 1b, a left front wheel wheel brake Ba, a right rear wheel wheel brake Bb, a right front wheel wheel brake Bc, A common oil passage control modulator 3 is interposed between the first to fourth output oil passages 12a to 12d individually provided for the left rear wheel brake Bd.

  The oil path control modulator 3 includes brake control valve means 4. The brake control valve means 4 includes first to fourth inlet valves 5a individually corresponding to the left front wheel brake Bb, the right rear wheel brake Bb, the right front wheel brake Bc, and the left rear wheel brake Bd, respectively. To 5d and the first to fourth outlet valves 6a to 6d individually corresponding to the respective wheel brakes Ba to Bd, and each of the inlet valves 5a to 5d is constituted by a normally open type linear solenoid valve. The outlet valves 6a to 6d are normally closed linear solenoid valves. The first input oil passage 2a is connected to the inlets of the first and second inlet valves 5a and 5b, and the second input oil passage 2b is connected to the inlets of the third and fourth inlet valves 5c and 5d. A first output oil passage 12a is provided at the outlet of the first inlet valve 5a and the inlet of the first outlet valve 6a. A second output oil passage 12b is provided at the outlet of the second inlet valve 5b and the inlet of the second outlet valve 6b. The third output oil passage 12c is connected to the outlet of the three inlet valve 5c and the inlet of the third outlet valve 6c, and the fourth output oil passage 12d is connected to the outlet of the fourth inlet valve 5d and the inlet of the fourth outlet valve 6d, respectively. .

  First and second hydraulic pump devices 8A, 8B driven by a common electric motor 17 are provided, and each of the hydraulic pump devices 8A, 8B has a plurality of interlocked connections that are shifted from each other at equal intervals. It consists of plunger pumps 8, 8. The outlets of the first and second outlet valves 6a and 6b are connected to the suction ports of the plunger pumps 8 of the first hydraulic pump device 8A via the first pressure reducing oil passage 7a, and the third and fourth outlet valves 6c and 6d. Is connected to the suction port of each plunger pump 8 of the second hydraulic pump device 8B via the second pressure reducing oil passage 7b. First and second reservoirs 9a and 9b are connected to the first and second decompression oil passages 7a and 7b, respectively.

  The discharge port of each plunger pump 8 of the first hydraulic pump device 8A is connected to the first pressure increase oil passage 11a that is connected to the middle of the first input oil passage 2a, and the discharge port of each plunger pump 8 of the second hydraulic pump device 8B. Is connected to a second boost oil passage 11b that is connected to the second input oil passage 2b.

  In the above configuration, a common suction damper chamber 13i is connected to the suction ports of the plurality of plunger pumps 8, 8... Constituting the hydraulic pump devices 8A, 8B, and the discharge ports of the plunger pumps 8, 8. A common discharge damper chamber 13e is connected. At that time, the suction and discharge damper chambers 13i and 13e are set to have substantially the same capacity so that the respective damping functions are balanced.

  In the first and second input oil passages 2a and 2b, a regulator valve 14 is interposed upstream from the connection point of the first and second boost oil passages 11a and 11b. When the hydraulic pressure of the first and second pressure boosting oil passages 11a and 11b exceeds a set value when the regulator valve 14 is closed, the excess of the hydraulic pressure is released to the first and second input oil passages 2a and 2b. It consists of a normally open linear solenoid valve.

  The discharge damper chambers 13e and 13e are connected to first and second suction oil passages 15a and 15b branched from the first and second input oil passages 2a and 2b upstream from the regulator valve 14, and these suction oil passages 15a and 15e are connected to each other. , 15b are respectively provided with suction valves 16, 16 comprising normally closed solenoid valves.

  The first and second input oil passages 2a and 2b are provided with first and second input hydraulic pressure sensors 20a and 20b, respectively, which detect the internal pressures and output signals corresponding thereto. The first to fourth output oil passages 12a to 12d are provided with output hydraulic pressure sensors 21a to 21d that detect respective internal pressures and output signals corresponding thereto. Output signals of these input hydraulic pressure sensors 20a and 20b and output hydraulic pressure sensors 21a to 21d are input to the electronic control unit 18. In addition, the electronic control unit 18 includes a wheel speed sensor 22 that detects the rotational speed of each wheel, a steering angle sensor 23 that detects the steering angle of the steering handle, a yaw rate sensor 24 that detects the yaw rate of the vehicle, Detection signals from a radar 25 or the like that detects the distance to the obstacle are input, and these signals are calculated to control each part of the brake control valve means 4 and 4.

Next, the operation of the configuration so far will be described.
[Normal brake]
During normal braking in which each wheel is not likely to lock, each regulator valve 14 is demagnetized and opened, each inlet valve 5a-5d is also demagnetized, and each valve is open. The outlet valves 6a to 6d are in a demagnetized state and are closed. The hydraulic pump devices 8A and 8B are in a stopped state. Now, when the master cylinder M is operated by depressing the brake pedal P, the output hydraulic pressure from the first output port 1a is the first input oil passage 2a, the regulator valve 14, the first and second inlet valves 5a, 5b and the first. , Are supplied to the left front wheel wheel brake Ba and the right rear wheel wheel brake Bb via the second output oil passages 12a and 12b, and operate them. The output hydraulic pressure from the second output port 1b is for the right front wheel via the second input oil passage 2b, the regulator valve 14, the third and fourth inlet valves 5c and 5d, and the third and fourth output oil passages 12c and 12d. The brakes are supplied to the wheel brake Bc and the left rear wheel brake Bd to operate them.
[Anti-lock control]
When the wheel is about to enter the locked state at the time of braking, the electronic control unit 18 activates the inlet valve corresponding to the wheel that is about to be locked among the first to fourth inlet valves 5a to 5d. While closing the valve, the outlet valve corresponding to the wheel among the first to fourth outlet valves 6a to 6d is excited and opened. Then, a part of the hydraulic pressure of the wheel brake corresponding to the wheel is absorbed into the first reservoir 9a or the second reservoir 9b through the corresponding outlet valve and the corresponding decompression oil passages 7a and 7b, and the wheel The brake hydraulic pressure is reduced.

  In order to keep the wheel brake hydraulic pressure constant, the inlet valves 5a to 5d corresponding to the wheel brake may be excited and closed, and the outlet valves 6a to 6d may be demagnetized to be closed. When the brake hydraulic pressure is increased, the inlet valves 5a to 5d may be demagnetized and opened, and the outlet valves 6a to 6d may be demagnetized and closed. By controlling in this way, braking can be performed efficiently without locking the wheels.

During such anti-lock control, the electronic control unit 18 energizes the electric motor 17 to drive the hydraulic pump devices 8A and 8B, and reciprocates the plungers of the plunger pumps 8 to reciprocate the first and second reservoirs 9a and 9b. Is absorbed through the first and second pressure reducing oil passages 7a and 7b, and is recirculated to the first and second input oil passages 2a and 2b through the pressure increasing oil passages 11a and 11b. By this recirculation, an increase in the depression amount of the brake pedal P due to the absorption of the hydraulic oil in the reservoirs 9a and 9b is suppressed.
[Brake assist]
When the master cylinder M is actuated by depressing the brake pedal P, when the input hydraulic pressure sensors 20a and 20b detect the master cylinder output hydraulic pressure and output a corresponding signal to the electronic control unit 18, the electronic control unit 18 The output boosting speed of the master cylinder M is calculated from the above, and when the boosting speed exceeds a threshold value, it is determined that the brake is suddenly operated, the electric motor 17 is operated, and the first and second hydraulic pump devices 8A, 8B are operated. And the regulator valves 14 and 14 are excited and closed, and the suction valves 16 and 16 are excited and opened. As a result, the first and second hydraulic pump devices 8A and 8B change the hydraulic pressure of the master cylinder M in the first and second input oil passages 2a and 2b to the first and second suction oil passages 15a and 15b and the suction valve 16, 16, the pressure is increased and pumped from the pressurized oil passages 11 a and 11 b to the respective wheel brakes Ba to Bd through the valve-opened inlet valves 5 a to 5 d, so that they can be operated strongly and the sudden brake operation It can correspond to.
[Automatic brake control 1 (traction control)]
When the master cylinder M is not in operation, the suction valves 16 are open. For example, when the front wheel as a driving wheel is likely to run idle when the vehicle starts, the electronic control unit 18 calculates the rotational difference between the front wheel and the rear wheel from the signal sent from the wheel speed sensor 22 of each wheel, and the rotational difference. Is determined to be in the idling state, the regulator valve 14, the second inlet valve 5b and the fourth inlet valve 5d are excited and closed, and the electric motor 17 is operated to operate the first and second motors. The hydraulic pump devices 8A and 8B are driven, the hydraulic oil of the master cylinder M is sucked from the first and second output ports 1a and 1b through the first suction oil passage 15a and the opened suction valve 16, and the pressure increase oil passage 11a, 11b, first and third inlet valves 5a, 5c are supplied to the left and right front wheel brakes Ba, Bc, and the flow of the working oil to the master cylinder M side is closed. Since blocked by 14, the left and right front wheel brake Ba, by operating the Bc, can automatically prevent the front wheel of the idling.

At that time, when the oil pressure of the front wheel brakes Ba and Bc is kept constant, the inlet valves 5a to 5d are energized and closed, and the outlet valves 6a to 6d are demagnetized as in the anti-lock control. In order to increase the brake hydraulic pressure, the inlet valves 5a to 5d are demagnetized and opened, and the outlet valves 6a to 6d are demagnetized and returned to the closed state. Thus, it is possible to prevent the front wheels from slipping and to control the driving torque appropriately.
[Automatic brake control 2 (vehicle running attitude control)]
When the vehicle is turning left, for example, the output signals of the rudder angle sensor 23 and the yaw rate sensor 24 do not correspond to each other, and the electronic control unit 18 determines that the vehicle is about to turn left, for example, excessively. The control unit 18 operates the electric motor 17 to correct the direction and drives the first and second hydraulic pump devices 8A and 8B, as well as the regulator valve 14, the first inlet valve 5a, and the fourth inlet valve. Energize 5d to close the valve. As a result, the first and second hydraulic pump devices 8A and 8B are operated, so that the hydraulic oil of the master cylinder M is supplied from the first and second output ports 1a and 1b to the first suction oil passage 15a and the opened suction valve. 16 is supplied to only the right front wheel brake Bc and the right rear wheel brake Bb through the boost oil passages 11a, 11b, the second and third inlet valves 5b, 5c, and the master cylinder of the hydraulic oil. Since the flow to the M side is blocked by the regulator valve 14 in the closed state, the right front wheel brake Bc and the right rear wheel brake Bb are operated so that the vehicle running posture corresponds to the steering angle. Can be corrected.

  In order to correct the vehicle direction to the left side, the second inlet valve 5b and the third inlet valve 5c are energized and closed in the opposite manner, and the first and second hydraulic pump devices 8A and 8B are discharged. The hydraulic pressure is supplied only to the left front wheel wheel brake Ba and the left rear wheel wheel brake Bd through the first and fourth inlet valves 5a and 5d, and they are operated.

Further, whether the vehicle is turning right or straight, the traveling posture of the vehicle is controlled by the same action as described above.
[Automatic brake control 3 (inter-vehicle distance control)]
While the vehicle is traveling, the radar 25 detects the relative speed and distance with respect to the preceding vehicle and, based on the information, determines that the electronic control unit 18 is too close to the preceding vehicle, the electronic control unit 18 causes the electric motor 17 to Is operated to drive the first and second hydraulic pump devices 8A and 8B, and the regulator valve 14 is excited to close. As a result, the hydraulic pressure of the master cylinder M in the first and second input oil passages 2a and 2b is changed to the first and second suction oil passages 15a and 15b and the valve opening by the operation of the first and second hydraulic pump devices 8A and 8B. Inhaled through the suction valve 16 in the state, the pressure is increased and pumped from the pressure-increasing oil passages 11a and 11b to the wheel brakes Ba to Bd through the opened inlet valves 4a to 4d. Thus, the inter-vehicle distance with respect to the preceding vehicle can be properly maintained.

  When the master cylinder M is operated by depressing the brake pedal P during the above automatic brake control 1 to 3, the output hydraulic pressure is received by the first and second input hydraulic pressure sensors 20a and 20b, and the detection signal is transmitted to the electronic control unit. 18 Upon receiving the signal, the electronic control unit 18 stops the operation of the electric motor 17 in order to inhibit the automatic brake control, the regulator valve 14 is set to a normal valve open state, and all the inlet valves 5a to 5d are normally set. All the outlet valves 6a to 6d are returned to the normal closed state. Accordingly, as in the case of the normal brake, the output hydraulic pressure of the master cylinder M is supplied to all the wheel brakes Ba to Bd and can be operated. When each of the first to fourth output oil passages 12a to 12d is operated, the corresponding output oil pressure sensor 21a to 21d inputs a detection signal to the electronic control unit 18 according to the increase or decrease of the internal pressure of the output oil passage. The electronic control unit 18 that has received the signal opens and closes the inlet valves 5a to 5d and the outlet valves 6a to 6d corresponding to the output oil passage, or keeps the valves closed. Properly control the internal pressure of the output oil passage.

  Further, the first and second hydraulic pump devices 8A, 8B driven by the common electric motor 17 are each composed of a plurality of plunger pumps 8, 8,... Interlocked with the suction and discharge timings shifted from each other at equal intervals. Therefore, the amplitude of the pulsation of the suction and discharge pressures of the hydraulic pump devices 8A and 8B can be reduced. In addition, a suction damper chamber 13i is commonly connected to the suction ports of the plurality of plunger pumps 8, 8... Constituting the hydraulic pump devices 8A, 8B, and a discharge damper chamber 13e is commonly connected to the discharge ports. Thus, the suction and pulsation of the hydraulic pump devices 8A and 8B are effectively smoothed by the damping action of the suction and discharge damper chambers 13i and 13e, and the suction and discharge resistance of the plunger pumps 8 are effectively smoothed. Can be reduced.

  Next, a specific configuration of the oil path control modulator 3 will be described with reference to FIGS.

  In FIG. 2, an oil path control modulator 3 is made of a metal 30 having a light weight and good thermal conductivity, for example, an aluminum alloy, in which the various oil paths are formed, the base 30, and the base 30. And a synthetic resin casing 31 having both left and right side surfaces open, and a synthetic resin cover 32 bonded to the open outer surface of the casing 31.

  The base body 30 has a stepped right side surface, and includes a first block 30a having a lower side surface as a deck surface 33 and a second block 30b having a higher side surface. The first block 30a includes four inlet valves 5a to 5d and outlet valves 6a to 6d corresponding to the four wheel brakes Ba to Bd, and each of the first and second input oil passages 2A and 2b. Two regulator valves 14 and 14 and suction valves 16 and 16, two input hydraulic pressure sensors 20a and 20b, and four output hydraulic pressure sensors 21a to 21d corresponding to the wheel brakes Ba to Bd are provided. These arrangement forms are shown in FIG.

  That is, the first block 30a of the base 30 is divided into the first and second regions A1 and A2 by a virtual dividing line L along the arrangement direction of the first and second blocks 30a and 30b when viewed from the deck surface 33 side. Divided equally. In the first region A1, the outlet valve 6a and the inlet valve 5a of the left front wheel brake Ba system and the outlet valve 6b and the inlet valve 5b of the right rear wheel brake Bc system are arranged so as to be at the four apexes of the square. And the second block 30b, the regulator valve 14 and the suction valve 16 of the first input oil passage 2a system are arranged.

  In the second region A2, the right front wheel brake Bc system outlet valve 6c and the inlet valve 5c and the left rear wheel brake Bd system outlet valve 6d and the inlet valve 5d are arranged at the four corners of the square symmetrically with the above. The regulator valve 14 and the suction valve 16 of the second input oil passage 2b system are arranged between these and the second block 30b. In this way, in each of the areas A1 and A2, six electromagnetic valves are arranged in two rows along the virtual dividing line L.

  Further, in each of the regions A1 and A2, the input hydraulic pressure sensors 20a and 20b are provided in portions surrounded by the regulator valves 14 and 14 and the suction valves 16 and 16 and the two inlet valves 5a and 5b; 5c and 5d adjacent to them. Be placed. Each of the two inlet valves 5a, 5b; 5c, 5d and the outlet valves 6a, 6b; 6c, 6d is surrounded by one output hydraulic pressure sensor 21a, 21c, a virtual dividing line L and an outlet valve adjacent thereto. The other output hydraulic pressure sensors 21b and 21d are respectively arranged in portions surrounded by 6b and 6d and the inlet valves 5b and 5d.

  All of the above-described solenoid valves, that is, the inlet valves 5a to 5d, the outlet valves 6a to 6d, the regulator valve 14 and the suction valve 16, and all the hydraulic sensors 20a, 20b, 21a to 21d have a deck whose axis is the first block. The inter-axis distance between the inlet valves 5a to 5d, the outlet valves 6a to 6d, the regulator valve 14 and the suction valve 16 and the hydraulic sensors 20a, 20b and 21a to 21d adjacent to the inlet valves 5a to 5d, the outlet valves 6a to 6d. Are all set equal.

  According to such an arrangement, in the first and second areas A1 and A2 of the deck surface 33, a pair of inlet valves and inlet valves 5a and 5b; 5c and 5d and a pair of outlet valves 6a and 6b; 6d, the regulator valve 14, the suction valve 16 and the three hydraulic sensors 20a, 21a, 21b; This can contribute to the compactness of the oil path control modulator.

  Hereinafter, the inlet valves 5a to 5d, the outlet valves 6a to 6d, the regulator valve 14 and the suction valve 16 will be collectively referred to as an electromagnetic valve V. The support structure for these solenoid valves V will be described next.

  First, the structure of the electromagnetic valve V will be described with reference to FIG. It consists of a valve assembly 34 and a coil assembly 35. The valve assembly 34 is a cylindrical valve housing 36, a valve seat member 37 fitted and fixed to the lower end portion of the valve housing 36, and the valve seat member 37 cooperates with the valve seat member 37 to open and close the corresponding oil passages. A movable core 39 having a valve body 38 and slidably fitted in the valve housing 36; a fixed core 40 fitted and fixed to the upper end of the valve housing 36 and disposed opposite to the movable core 39; 39 is composed of a valve spring 41 that urges the valve body 38 in the valve closing or opening direction, and the lower half of the valve housing 36 is connected to the first of the base body 30 via a valve holder 42 surrounding it. It is mounted in a valve mounting hole 43 provided in the block 30a. Thus, the valve assembly 34 attached to the first block 30a projects the upper half of the valve housing 36 and the fixed core 40 from the deck surface 33 of the first block 30a.

  The coil assembly 35 includes a bobbin 45, a coil 46 wound around the bobbin 45, and a coil case 47 made of a magnetic material that accommodates and holds the bobbin 45 and the coil 46. Is constituted by a bottomed cylindrical case body 47a and a yoke plate 47b for closing the open upper surface of the case body 47a. The bobbin 45 and the coil case 47 are fitted on the outer periphery of the valve housing 36 and the fixed core 40 protruding from the deck surface 33 of the first block 30a. At that time, the metal first support plate 49 and the second support plate 50 are arranged so as to sandwich the coil assemblies 35 of all the solenoid valves V from the axial direction. Each of the first and second support plates 49 and 50 has a shape substantially corresponding to the cross section of the hollow portion of the casing 31, and therefore, each plate surface of all the coil assemblies 35 that abut on it. It is sufficiently wider than the total area of the end faces.

  As shown in FIGS. 5 and 6, the first support plate 49 is provided with a plurality of first through holes 63, 63... And second through holes 64, 64. All the solenoid valves V are inserted through the second through holes 64, 64, ..., and all the hydraulic sensors 20a, 20b, 21a-21d are inserted through the second through holes 64, 64. The first support plate 49 is disposed in close contact with the deck surface 33 of the first block 30 a so as to support the inner end surfaces of all the coil cases 47, and the second support plate 50 is disposed outside the coil cases 47. It is overlaid on the end face.

  As shown in FIGS. 3, 4 and 6, a plurality of bosses 49 a, 49 a... Projecting outward are protruded from the peripheral edge of the first support plate 49, and these bosses 49 a, 49 a. A plurality of distance collars 31 a, 31 a... Are interposed between the second support plate 50. .. And the plurality of inner bolts 51, 51... Inserted through the second support plate 50, the distance collars 31a, 31a... And the bosses 49a, 49a. The support plates 49 and 50 cooperate to fix the first block 30a, that is, the base body 30 while sandwiching all the coil assemblies 35 from the axial direction.

  At that time, between the first support plate 49 and each coil assembly 35, a detent means 52 for preventing the rotation of each coil assembly 35 around the valve housing 36 of the corresponding valve assembly 34 is provided. . In the illustrated example, the anti-rotation means 52 is engaged with one or a plurality of positioning holes 53 provided on one of the opposing surfaces of the first support plate 49 and the coil case 47 and the positioning holes 53. And one or a plurality of positioning protrusions 54 formed on the other of the opposing surfaces. In the illustrated example, the positioning hole 53 is provided on the coil case 47 side and the positioning protrusion 54 is provided on the first support plate 49 side, but they may be provided on the opposite side. Further, the rotation preventing means 52 can be provided between the second support plate 50 and the coil case 47.

  The plurality of distance collars 31 a, 31 a... Are integrally formed on the inner side wall of a synthetic resin casing 31 that is disposed so as to surround all the coil assemblies 35. Therefore, when the first and second support plates 49, 50 are fixed to the first block 30a together with the distance collars 31a, 31a ... by the inner bolts 51, 51 ..., the casing 31 can also be fixed to the first block 30a at the same time.

  In FIG. 4 again, the electronic control unit 18 for controlling the energization of all the solenoid valves V is attached to the inner surface of the cover 32. The electronic control unit 18 is mounted on the upper and lower first and second circuit boards 56a and 56b fixed to the inner surface of the cover 32 by a plurality of bolts 55, and the first and second circuit boards 56a and 56b, respectively. When the cover 32 is overlaid on the first or second circuit board 56a, 56b at a fixed position on the upper end surface of the casing 31, the energization terminal 58 of each coil assembly 35 is formed. The connector part which receives is provided.

  The cover 32 overlapped at a fixed position on the outer end surface of the casing 31 is formed by screwing and tightening a plurality of outer bolts 59, 59... Penetrating the peripheral edge portion and the peripheral wall of the casing 31 to the first block 30 a. 31 and fixed to the first block 30a.

  A first seal member 61 is disposed between the deck surface 33 of the first block 30a and the inner end surface of the casing 31 joined thereto, and a second seal member is disposed between the outer end surface of the casing 31 and the joint surface of the cover 32. 62 are respectively interposed, and these can prevent foreign matter from entering the casing 31.

  As described above, the coil assembly 35 of each solenoid valve V connected to the energizing terminal 58 to the electronic control unit 18 is fixed to the saddle base 30 sandwiched between the first and second support plates 49 and 50, and Since the electronic control unit 18 is fixed to the cover 32 fixed to the casing 31, relative movement among the base body 30, the coil assemblies 35, and the electronic control unit 18 can be firmly prevented, and therefore the oil passage Even when shocking vibration is applied to the control modulator 3, it is possible to reliably prevent stress concentration at the energizing terminals 58 of each coil assembly 35 and the connecting portion between the energizing terminals 58 and the electronic control unit 18. it can. Further, the rotation due to the vibration of each coil assembly 35 is reliably prevented by the detent means 52 provided between each coil assembly 35 and at least one of the first and second support plates 49, 50. It is possible to reliably prevent stress concentration at the energization terminal 58 itself and the connection portion between the energization terminal 58 and the electronic control unit 18 due to the rotation of the coil assembly 35.

  Further, the first and second support plates 49 and 50 are made of metal, and the respective plate surfaces are wider than the total area of the end surfaces of all the coil assemblies 35 that are in contact with the first and second support plates 49 and 50. Therefore, the coil assembly 35 can be prevented from overheating due to energization.

  Moreover, since the first support plate 49 that supports the lower end surface of each coil assembly 35 is in close contact with the deck surface 33 of the metal base body 30, the first support plate 49 is received from each coil assembly 35. Since the second support plate 50 that can efficiently transfer heat to the base body 30 and presses the upper end surface of each coil assembly 35 is connected to the base body 30 via the inner bolts 51, 51. 2 The heat received by the support plate 50 from each coil assembly 35 can be efficiently transmitted to the base 30 via the inner bolts 51, 51. Therefore, not only overheating of the coil assembly 35 but also temperature rise in the casing 31 can be suppressed, and the durability of the coil assembly 35 is improved, the magnetic characteristics are stabilized, and the durability of the electronic control unit 18 is improved. Can contribute.

  2 and 3, on the other hand, the electric motor 17 is attached to the left side surface of the second block 30b so that the cam shaft 60 driven to rotate is orthogonal to the virtual dividing line L. Arranged in the second block 30b. In the second block 30b, a plurality of plunger pumps 8, 8,..., 8, 8,... Constituting the first and second pump devices 8A, 8B are arranged so as to face each other across the cam shaft 60. Is done. In each pump device 8A, 8B, a plurality of plunger pumps 8, 8... Are arranged along the axial direction of the cam shaft 60, and the plungers of these plunger pumps 8, 8. A plurality of cams 60a, 60a,... Are provided with the phases in the rotational direction shifted at equal intervals. Therefore, according to the rotation of the camshaft 60, the plurality of plunger pumps 8, 8... Are sequentially operated at equal intervals in each of the hydraulic pump devices 8A, 8B. The pulsation of the suction pressure and the discharge pressure of the pump devices 8A and 8B can be smoothed. In addition, since the first and second pump devices 8A and 8B are opposed to each other with the cam shaft 60 interposed therebetween, they can be accommodated in a compact manner using the flat and narrow space of the second block 30b. .

  Further, the second block 30b is provided with the suction and discharge damper chambers 13i and 13e having cylindrical shapes corresponding to the first and second hydraulic pump devices 8A and 8B, respectively, and having substantially the same capacity. At that time, the suction and discharge damper chambers 13i, 13e are close to the plurality of plunger pumps 8, 8... Of the hydraulic pump devices 8A, 8B corresponding to the axes thereof, and the arrangement direction of the plunger pumps 8, 8. It is arranged along. According to such an arrangement, the large-capacity suction and discharge damper chambers 13i and 13e can be compactly accommodated in the second block 30b together with the corresponding first and second hydraulic pump devices 8A and 8B. The discharge damper chambers 13i and 13e exhibit a large damping function in a well-balanced manner, effectively smooth the suction pressure pulsation and discharge pressure pulsation of the hydraulic pump devices 8A and 8B, and reduce the suction and discharge resistance of each plunger pump 8. Can be reduced. As a result, vibration and noise due to pressure pulsations of the hydraulic pump devices 8A and 8B can be effectively prevented, the load on the electric motor 17 can be reduced, and the oil path control modulator 3 can be made compact. Can contribute.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention.

The hydraulic circuit diagram of the brake device for motor vehicles provided with the modulator for oil-path control of this invention. The side view of the said oil path control modulator. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. The top view of the 1st support plate in the said modulator for oil path control.

Explanation of symbols

A1, A2 ... first and second areas Ba, Bb of the deck surface ... first system wheel brake Bc, Bd ... second system wheel brake L ... virtual section line M ... ... Master cylinder 3... Oil path control modulators 5a and 5b... One system inlet valve 5c and 5d... · One system outlet valve 6c, 6d ··· The other system outlet valve 8A, 8B ··· First and second hydraulic pump devices 9a and 9b · · · First and second reservoirs 14 ··· ..Regulator valve 16 ... Suction valve 33 ... Deck surface

Claims (2)

Output hydraulic pressures of the first and second output ports (1a, 1b) of the master cylinder (M) are applied to the first and second system wheel brakes (Ba, Bb; Bc, Bd), respectively. The operating hydraulic pressures of the system wheel brakes (Ba, Bb; Bc, Bd) are respectively held, and the operating hydraulic pressures of the first and second system wheel brakes (Ba, Bb; Bc, Bd) are respectively set to the first and second reservoirs (9a). 9b), and the discharge hydraulic pressures of the first and second hydraulic pump devices (8A, 8B) are applied to the first and second system wheel brakes (Ba, Bb; Bc, Bd), respectively. The first and second solenoid valve groups and the first and second hydraulic sensor groups used for the operation control of the first and second solenoid valve groups are accommodated in a common oil path control modulator (3). , For vehicle brake hydraulic control device Stomach,
At least four solenoid valves (5a, 5b) arranged at the vertices of squares on the deck surface (33) formed on one side of the oil path control modulator (3), the first and second solenoid valve groups. , 6a, 6b; 5c, 5d, 6c, 6d), and the deck surface (33) includes the first electromagnetic valve group, the second electromagnetic valve group, the first hydraulic sensor group, and the second hydraulic sensor group. Are arranged symmetrically with respect to the virtual dividing line (L) in the first and second regions (A1, A2) divided by the virtual dividing line (L), and each of the first and second solenoid valve groups One hydraulic sensor (21a, 21c) of the first and second hydraulic sensor groups is arranged at the center surrounded by the four solenoid valves (5a, 5b, 6a, 6b; 5c, 5d, 6c, 6d). 4 solenoid valves each (5a, 5b, 6a, 6b; 5c, 5d, 6c, 6d) The other two hydraulic sensors (20a, 21b; 20b, 21d) corresponding to the outer side of each of the two hydraulic valves (5a, 5b, 5b, 6b; 5c) are adjacent to each other. · Arranged so as to bite between 5d, 5d and 6d), and set the distance between the axes of each adjacent solenoid valve (5a to 5d, 6a to 6d) and the hydraulic sensor (20a, 20b, 21a to 21d) to be equal. A brake hydraulic control device for a vehicle. The brake hydraulic control device for a vehicle according to claim 1,
As the four solenoid valves of the first and second system solenoid valve groups, wheel brakes (Ba, Bb) respectively corresponding to the output hydraulic pressures of the first and second output ports (1a, 1b) of the master cylinder (M), respectively. Bc, Bd), and a pair of inlet valves (5a, 5b; 5c, 5d) and first and second system wheel brakes (Ba, Bb; Bc, Bd) corresponding to the operating hydraulic pressure respectively. A pair of outlet valves (6a, 6b; 6c, 6d) are provided in the second reservoir (9a, 9b), and master cylinders corresponding to each other as other solenoid valves of the first and second system solenoid valves. A regulator valve (14) capable of blocking between the output port (1a, 1b) and the inlet valve (5a, 5b; 5c, 5d) of the (M) and the output port (1a, 1b) of the master cylinder (M) corresponding to each other ) And hydraulic pressure A pair of outlet valves (6a, 6b) sandwiching a pair of inlet valves (5a, 5b; 5c, 5d) of the corresponding system and a suction valve (16) capable of conducting between the suction ports of the pump device (8A, 8B) ; 6c, 6d) on the opposite side of the hydraulic sensor group at the center surrounded by the pair of inlet valves (5a, 5b; 5c, 5d), regulator valve (14) and suction valve (16) of each system One of the other two hydraulic sensors (20a, 20b) is disposed, and the brake hydraulic control device for a vehicle is characterized.

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