JP2017165194A - Liquid pressure brake equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide liquid pressure brake equipment which has an orifice in which deformation of an orifice diameter due to an affection of a press fitting or the like can be suppressed, with a simple structure.SOLUTION: The liquid pressure brake equipment comprises: a housing; a main line which is formed on the housing and which serves as a channel of a brake liquid of a master cylinder and a wheel cylinder; a reservoir which is provided in the housing, and stores the brake liquid; a pump for discharging the brake liquid which is scooped from the reservoir; and a drawing constitution member which is attached in the main line. The drawing constitution member comprises a first fixing part fixed in the main line, and a first channel which has a drawing extending in an almost vertical direction to an axial direction of the drawing constitution member on a downstream or upstream side of the first fixing part.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hydraulic braking device having an orifice (throttle) in a discharge pipe through which brake fluid whose pressure is increased from a pump is discharged during braking of a vehicle.

  This type of orifice and brake device is described, for example, in the following patent document.

JP 2004-90842 A

  Conventionally, a reservoir for storing brake fluid discharged from wheel brakes, a pump for returning brake fluid pumped from the reservoir to the master cylinder side, an orifice for restricting the brake fluid discharged from the pump, and a pump through the orifice There is provided a vehicle brake device in which a hydraulic pressure control device interposed between a master cylinder and a wheel brake including at least a connected device is disposed in a metal base (for example, a housing) so as to press-fit an orifice. Are known.

  The orifice of the hydraulic braking device described in Patent Document 1 has a flow path whose diameter gradually decreases from the upstream to the downstream in the flow direction of the brake fluid, and the orifice is press-fitted into the housing. In some cases, a compressive stress acts in the radial direction and the diameter is deformed.

  An object of the present invention is to provide a hydraulic braking device having an orifice that can suppress deformation of the diameter due to the influence of press fitting or the like with a simple configuration.

  A hydraulic braking device according to the present invention includes a housing, a main pipe formed in the housing and serving as a brake fluid passage between the master cylinder and the wheel cylinder, a reservoir disposed in the housing, and storing the brake fluid. And a pump that discharges the brake fluid pumped up from the reservoir, and a throttle component that is mounted in the main pipeline, and the throttle component is a first fixed portion that is fixed in the main pipeline, and a first fixed And a first flow path having a throttle extending in a direction substantially perpendicular to the axial direction of the throttle component on the upstream side or downstream side of the section.

1 is a system configuration of a hydraulic braking device of the present invention. It is sectional drawing which shows 1st Embodiment of the orifice of this invention. It is sectional drawing which shows 2nd Embodiment of the orifice of this invention.

  Hereinafter, the present invention will be described in detail by way of embodiments, but the present invention is not limited by the following embodiments unless it exceeds the gist of the present invention.

  As shown in FIG. 1, the diaphragm constituting member 1 of this embodiment is incorporated in an actuator 5 (corresponding to a “hydraulic pressure control device”). The entire brake device including the actuator 5 will be briefly described. The cylinder mechanism 23 includes a master cylinder (M / C) 230, master pistons 231 and 232, and a master reservoir 233. The master pistons 231 and 232 are slidably disposed in the master cylinder 230. The master pistons 231 and 232 partition the master cylinder 230 into a first master chamber 230a and a second master chamber 230b. The master reservoir 233 is a reservoir tank having a conduit communicating with the first master chamber 230a and the second master chamber 230b. The master reservoir 233 and the master chambers 230a and 230b are communicated / blocked by the movement of the master pistons 231 and 232.

  The wheel cylinder 24 is disposed on the wheel RL (left rear wheel). The wheel cylinder 25 is disposed on the wheel RR (right rear wheel). The wheel cylinder 26 is disposed on the wheel FL (left front wheel). The wheel cylinder 27 is disposed on the wheel FR (right front wheel). The master cylinder 230 and the wheel cylinders 24 to 27 are connected via the actuator 5. The wheel cylinders 24 to 27 apply braking force to the wheels RL to FR.

  In such a configuration, when the driver steps on the brake operation member 21, the stepping force is boosted by the booster 22, and the master pistons 231 and 232 in the master cylinder 230 are pressed. Thereby, the same master cylinder pressure (hereinafter referred to as master pressure) is generated in the first master chamber 230a and the second master chamber 230b. The master pressure is transmitted to the wheel cylinders 24 to 27 via the actuator 5.

  The actuator 5 is a device that controls the hydraulic pressure (hereinafter referred to as wheel pressure) of the wheel cylinders 24 to 27 in accordance with an instruction from the brake ECU 6. Specifically, as shown in FIG. 1, the actuator 5 includes a first piping system 50 a and a second piping system 50 b that include a throttle component 1, a filter 3, a damper chamber 7, and a motor 8. ing. The first piping system 50a is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels RL and RR. The second piping system 50b is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels FL and FR. Since the basic configurations of the first piping system 50a and the second piping system 50b are the same, the first piping system 50a will be described below, and the description of the second piping system 50b will be omitted.

  The first piping system 50a includes a main pipe A, a differential pressure control valve (corresponding to an “electromagnetic valve”) 51, pressure increasing valves 52 and 53, a pressure reducing pipe B, pressure reducing valves 54 and 55, and pressure regulation. A reservoir 56, a reflux line C, a pump 57, and an auxiliary line D are provided.

  The main pipeline A is a pipeline connecting the master cylinder 230 and the wheel cylinders 24 and 25. The differential pressure control valve 51 is a valve that is provided in the main pipeline A and controls the main pipeline A to a communication state and a differential pressure state. Specifically, the differential pressure control valve 51 is provided in the main pipeline A connecting the master cylinder 230 and the wheel cylinders 24 and 25, and the hydraulic pressure in the portion of the main pipeline A on the master cylinder 230 side and the main pipeline A This is an electromagnetic valve configured to be able to control the differential pressure from the hydraulic pressure of the wheel cylinders 24 and 25 side. The differential pressure control valve 51 controls the differential pressure between the master cylinder 230 side that is the upstream side of the differential pressure control valve 51 and the wheel cylinders 24 and 25 side that is the downstream side of the differential pressure control valve 51. The differential pressure control valve 51 is in a communication state in a non-energized state, and is controlled in a communication state in normal brake control excluding automatic braking and skid prevention control. The differential pressure control valve 51 is set so that the differential pressure on both sides increases as the applied control current increases.

  When the differential pressure control valve 51 is in the differential pressure state, when the hydraulic pressure on the wheel cylinders 24 and 25 side is higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure, the master cylinder 230 from the wheel cylinders 24 and 25 side. Brake fluid (fluid) flow to the side is allowed. The predetermined pressure is determined by the differential pressure set by the control current. For this reason, when the differential pressure control valve 51 is in a differential pressure state, both sides of the main pipeline A are maintained in a state where the hydraulic pressure on the wheel cylinders 24 and 25 side does not become higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure or more. The In other words, the differential pressure control valve 51 can realize a desired differential pressure state on both sides of the main pipeline A. For the differential pressure control valve 51, a check valve 51a is provided. The main pipeline A is branched into two pipelines A1 and A2 on the downstream side of the differential pressure control valve 51 so as to correspond to the wheel cylinders 24 and 25.

  The pressure increasing valves 52 and 53 are electromagnetic valves that are opened and closed in accordance with an instruction from the brake ECU 6, and are normally opened valves that are opened (communicated) when not energized. The pressure increasing valve 52 is disposed in the line A1, and the pressure increasing valve 53 is disposed in the line A2. The pressure reducing line B connects between the pressure increasing valve 52 and the wheel cylinder 24 in the line A1 and the pressure adjusting reservoir 56, and connects between the pressure increasing valve 53 and the wheel cylinder 25 in the line A2 and the pressure adjusting reservoir 56. It is a pipeline to do. The pressure-increasing valves 52 and 53 are energized and closed when the wheel pressure is reduced mainly in the ABS control, and shuts off the master cylinder 230 and the wheel cylinders 24 and 25.

  The pressure reducing valves 54 and 55 are electromagnetic valves that are opened and closed in accordance with an instruction from the brake ECU 6, and are normally closed valves that are closed (shut off) when not energized. The pressure reducing valve 54 is disposed in the pressure reducing line B on the wheel cylinder 24 side. The pressure reducing valve 55 is disposed in the pressure reducing pipe B on the wheel cylinder 25 side. The pressure reducing valves 54 and 55 are energized and opened when the wheel pressure is reduced mainly in the ABS control, and the wheel cylinders 24 and 25 and the pressure regulating reservoir 56 are communicated with each other via the pressure reducing pipe B. The pressure regulation reservoir 56 is a reservoir having a cylinder, a piston, and an urging member.

  The reflux line C is a line that connects the pressure reducing line B (or the pressure regulating reservoir 56) and a portion of the main line A between the differential pressure control valve 51 and the pressure increasing valves 52 and 53. The pump 57 is provided in the reflux line C. The pump 57 is a self-priming pump driven by the motor 8. The pump 57 causes the brake fluid to flow from the pressure regulating reservoir 56 to the master cylinder 230 side or the wheel cylinders 24 and 25 side through the reflux line C. The motor 8 is energized and driven via a relay (not shown) according to an instruction from the brake ECU 6.

  The auxiliary pipeline D is a pipeline that connects the pressure regulating reservoir 56 and the upstream side (or the master cylinder 230) of the main pipeline A relative to the differential pressure control valve 51. When the pump 57 is driven, the brake fluid in the master cylinder 230 flows downstream from the differential pressure control valve 51 in the main pipeline A via the auxiliary pipeline D, the pressure regulating reservoir 56, and the like, that is, the differential pressure control valve 51 and the wheel cylinder. It is discharged to the part between 24 and 25. As a result, the wheel pressure is increased during vehicle motion control such as automatic braking and skid prevention control. The actuator 5 of the present embodiment functions as a skid prevention device (ESC) under the control of the brake ECU 6. The brake ECU 6 is an electronic control unit that includes a CPU, a memory, and the like.

  The damper chamber 7 is disposed in the discharge port side of the pump 57 in the return pipe C, that is, in the discharge side passage C1 of the return pipe C. The discharge side passage C <b> 1 is a portion of the reflux line C connecting the discharge port of the pump 57 and the main line A (a portion between the differential pressure control valve 51 and the pressure increasing valves 52 and 53). The damper chamber 7 is a device that absorbs the discharge pulsation (fluid pressure fluctuation on the high pressure side) of the pump 57.

  The filter 3 is disposed between the damper chamber 7 and the main pipeline A in the discharge side passage C1. In other words, the filter 3 is disposed on the differential pressure control valve 51 side of the damper chamber 7 (on the opposite side of the pump 57). The filter 3 has a mesh structure that prohibits or suppresses the inflow of foreign matter from the pump 57 in the discharge-side passage C1.

  The throttle component 1 is disposed on the differential pressure control valve 51 side (the opposite side of the pump 57) of the filter 3. The throttle component 1 is a device that alleviates the discharge pulsation (fluid pressure fluctuation on the high pressure side) of the pump 57 in the discharge side passage C1.

  As shown in FIG. 2, the throttle component 1 is fixed to the discharge pipe C <b> 1 by caulking so that the upstream side and the downstream side are sealed, and the downstream side of the fixed part 11 a. A non-fixed portion 11c provided on the side, a communication passage 12 having no restriction arranged so as to straddle the fixed portion 11a and the non-fixed portion 11c, and a communication passage 12 communicating with the non-fixed portion 11c. A first orifice 13 that is substantially perpendicular to the axial direction of the communication path 12 and / or the throttle component 1 and / or the discharge pipe C1 and has a throttling function; a space 14 that communicates with the first orifice 13; 14 and a second orifice 15 which is substantially parallel to the axial direction of the communication passage 12 and / or the throttle component 1 and / or the discharge pipe C1 and has a throttle function. It can be said that the fixing part 11a is also a first fixing part. The first orifice 13 can also be regarded as a first flow path, and the second orifice 15 can be regarded as a second flow path.

  The first orifice 13 is preferably set to have a smaller diameter than the second orifice 15. According to this configuration, the brake fluid immediately after being squeezed by the first orifice 13 is released to the space 14 which is a space narrower than the discharge pipe C1, and then squeezed by the second orifice 15 having a larger diameter than the first orifice 13. Thus, it is possible to suppress the occurrence of cavitation associated with the rapid expansion of the brake fluid as compared with the case where there is one orifice.

  The space 14 is a bottomed cylindrical space formed by cutting or the like, and the first orifice 13 is formed on the bottom surface thereof. The second orifice 15 is formed substantially perpendicular to the first orifice 13 and on the wall surface of the space 14. In the throttle component 1, the non-fixed portion 11c in which the space 14 and the second orifice 15 are formed is not fixed to the discharge pipe C1. In other words, the non-fixed portion 11c is not fixed to which a compressive stress is applied such that the orifice diameter is deformed in the radially inner circumferential direction such as press fitting.

  Further, the communication passage 12 is provided so as to pass through the throttle component 1 from the upstream side to the downstream side, and a tapered valve seat 16 at the downstream opening end of the communication passage 12 and a valve body seated on the valve seat 16. The check valve 1 a is configured by 17, a spring 18 that presses the valve body 17 toward the valve seat 16, and a case 19 that supports the spring 18 and is engaged with the throttle component 1. By providing the above-described check valve 1a, it is possible to obtain a throttling effect by the orifice when the flow rate from the pump 57 is small, and to open the check valve 1a when the flow rate is large. . When only the throttle function is required, the check valve 1a may be eliminated and the communication path 12 may be in a non-penetrating state with respect to the throttle component 1.

  According to the throttle component 1 having the above-described configuration, the first orifice 13 is not disposed in the fixed portion 11a to which the compressive stress on the radially inner peripheral side is applied. Therefore, deformation of the orifice diameter due to the stress can be suppressed. Furthermore, since the first orifice 13 is formed with a pipe line in the same direction as the stress caused by the fixed portion 11, the deformation can be further suppressed in addition to the above. Further, since it is difficult to be influenced by the deformation of the orifice diameter by the fixing portion 11, an orifice can be provided in the vicinity of the fixing portion 11, and therefore further space saving can be performed.

  Further, when the check valve 1a and the orifice are used together as shown in FIG. 1, the check valve 1a is provided by arranging the first orifice 13, the space 14, and the second orifice 15 in a substantially L shape. At the same time, a two-stage orifice can be arranged in a space-saving manner.

  A diaphragm component 1 according to a second embodiment of the present invention is shown in FIG. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.

  As shown in FIG. 3, the throttle component 1 includes an upstream fixing portion 11a, a downstream fixing portion 11b, an upstream communication passage 12a, a downstream communication passage 12b, and an upstream fixing portion. A space 14 formed by a recess groove in a portion sandwiched between 11a and the downstream fixing portion 11b, and first and second orifices 13 and 15 communicating the communication path with the space 14 are provided. The first orifice 13 and the second orifice 15 are arranged so as to be point-symmetric with respect to the center of the throttle component 1 and the axes thereof are substantially parallel.

  According to the throttle component 1 having the above-described configuration, the deformation of the orifice diameter can be suppressed as in the first embodiment. Furthermore, the space 14 can be formed by the recess groove provided on the outer peripheral surface of the diaphragm component 1, and the two-stage orifices can be arranged in a space-saving manner. Further, since the fixing portions 11a and 11b and the space 14 can be overlapped, the axial length can be shortened.

  Although FIG. 1 shows a hydraulic braking device called a so-called front / rear pipe as an embodiment of the present invention, it may be a front / rear pipe or other type of hydraulic braking device. Moreover, not only a four-wheel vehicle but a two-wheel vehicle, a three-wheel vehicle, or another vehicle may be sufficient.

  In addition, the aperture | diaphragm | squeeze structural member 1 may be arrange | positioned in pipe line A1, A2. In addition, the throttle component 1 may be in a state in which the check valve 1a is abolished depending on the place where it is disposed.

  The second orifice 15 shown in FIG. 2 is not limited in its arrangement as long as it communicates with the space 14, and a means such as a notch is used on the surface where the non-fixed portion 11c faces the discharge pipe C1. It may be formed or a plurality of them may be formed. Further, as long as the fixing portion 11a is fixed / sealed to the discharge pipe C1, means such as caulking and press fitting may be used as appropriate. Further, the non-fixed portion 11c may be disposed on the upstream side, and the fixed portion 11a may be disposed on the downstream side.

  In FIG. 3, the first orifice 13 and the second orifice 15 are arranged point-symmetrically at the center of the throttle component 1, but the upstream communication path 12a and the downstream communication path 12b are in communication. If so, they may be arranged in parallel or in other arrangements. Note that either one of the fixed portions 11 (particularly the downstream fixed portion 11b) may be replaced with a non-fixed portion 11c that is not fixed and is subjected to a compressive stress that deforms the orifice diameter in the radially inner circumferential direction.

  Further, in FIG. 3, the downstream side communication path and the upstream side communication path may be arranged so as to overlap each other by shifting in the axial direction. In this case, since each communication path and a part of the space overlap, the axial length can be further shortened.

  As mentioned above, although embodiment of this invention was illustrated, the said embodiment is an example to the last, Comprising: It is not intending limiting the range of invention. The above embodiment can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the spirit of the invention. In addition, the specifications (structure, type, direction, shape, size, length, width, thickness, height, number, arrangement, position, material, etc.) of each configuration, shape, etc. are appropriately changed. Can be implemented. In addition, the configuration can be partially exchanged between a plurality of embodiments.

1: diaphragm member 11 (11a (first fixed portion), 11b (second fixed portion)): fixed portion,
11c: non-fixed part, 12 (12a, 12b): communication path,
13: first orifice (first flow path), 14: space, 15: second orifice (second flow path),
230: Master cylinder, 24-27: Wheel cylinder,
5: Actuator (hydraulic pressure control device) A: Main pipeline C1: Discharge side passage
7: Damper room,

Claims (3)

A housing;
A main conduit formed in the housing and serving as a brake fluid passage between the master cylinder and the wheel cylinder;
A reservoir disposed in the housing and storing brake fluid;
A pump for discharging the brake fluid pumped from the reservoir;
A throttle component mounted in the main pipeline,
The diaphragm component is
A first fixing portion fixed in the main pipeline;
And a first flow path having a throttle extending in a direction substantially perpendicular to the axial direction of the throttle component on the upstream side or the downstream side of the first fixing portion.
The diaphragm component is
A second channel provided on the downstream side of the first channel and having a restriction;
The hydraulic braking device according to claim 1, further comprising a space that does not have a restriction between the first flow path and the second flow path.
The diaphragm component is
A second fixing portion fixed in the main pipeline;
The space is
Formed by a recess groove between the first fixing portion and the second fixing portion;
The hydraulic braking device according to claim 2, wherein the first flow path and the second flow path are disposed substantially in parallel.