JP2510857Y2 - Breaking device - Google Patents

Description

[Detailed Description of the Invention] (Industrial field of application) This invention is a brake device equipped with a hydro-booster and an anti-skid hydraulic pressure control device, and more specifically, a hydro-booster pump and an anti-skid pump are commonly used. The present invention relates to improvement of a brake device of a type driven by a prime mover.

(Prior Art) A technology of driving such pumps having different purposes by a common prime mover has been conventionally known as disclosed in, for example, Japanese Patent Laid-Open No. 63-166648. The advantage of this technology is that by unitizing multiple pumps,
The point is that the area occupied by the pump can be reduced and the installation space for the vehicle, etc. can be reduced.

By the way, in the technique disclosed in the above publication, both antiskid pumps and hydrobooster pumps are of the reciprocating type in which an eccentric cam is used to reciprocate a plunger. However, this reciprocating type pump has a drawback that vibration and noise accompanying the operation are large because the inertial mass of the plunger is large.

On the other hand, as a high-pressure pump that replaces the reciprocating type, a radial type that reciprocates a piston in a radial direction of the rotor by rotating the rotor with respect to an eccentric stator is known. For example, Japanese Patent Laid-Open No. 62-63185 discloses a technique in which a radial type pump is used in an antiskid brake system. Such a radial type pump has an advantage that vibration and noise are smaller than those of the reciprocating type pump.

(Problems to be solved by the invention) When both the anti-skid pump and the hydro booster pump are reciprocating type, each pump can be arranged around the eccentric cam, and a plurality of pumps can be easily integrated. However, it causes vibration and noise problems.

From the viewpoint of vibration and noise, the radial type is advantageous. However, when both the anti-skid pump and the hydro booster pump are of the radial type, it is difficult to make the pumps compact when liquid separating the anti-skid system and the hydro booster system.

The present invention has been made in consideration of the above points, and an object thereof is to provide a technique capable of practically reducing vibration and noise, and also making a pump compact.

(Outline of device) In this device, one anti-skid pump is a reciprocating type, and the other hydro-booster pump is a radial type, and both anti-skid and hydro-booster pumps are integrated. ing.

Looking at the frequency of operation of both anti-skid and hydro booster pumps, that for hydro boosters is much higher. Therefore, by making the pump for the hydrobooster a radial type, it is possible to actually reduce the vibration and noise accompanying the operation of the pump. On the other hand, the antiskid pump is a reciprocating type, and because of the advantage of the pump arrangement, it is possible to easily connect the respective pipes in an independent form with respect to a plurality of antiskid channels.

(Embodiment) The attached drawings show the entire circuit configuration of the brake device according to the present invention, and mainly show the sectional structure of the pump portion.

First, the portion of the brake circuit from the master cylinder to the wheel cylinders will be clarified with reference to the drawing.

The brake circuit of the brake device 10 includes a tandem master cylinder 12 as a brake pressure generation source. The master cylinder 12 has a hydro booster 20 for assisting its operation and a reservoir 14 for accumulating the working fluid, which are integrated with each other. The hydro booster 20 is a known one including a supply valve 22 and a discharge valve 23 in addition to the cylinder body 21. This hydro booster 20 opens and closes the discharge valve 23 and supplies the supply valve 22 in response to the depression of the brake pedal 11.
Is closed to open, and the operation of the master cylinder 12 is assisted by receiving the supply of the pressure fluid from the auxiliary pressure source circuit described later.

The two brake circuits have front and rear piping. One discharge port 12a of the tandem type master cylinder 12
From there, a brake pipe 31 extends, and it is divided into two branch pipes 31a and 31b from the middle, and each branch pipe 31a and 31b communicates with each wheel cylinder of the front brakes 33FR and 33FL.
In addition, from the other discharge port 12b of the master cylinder 12, a brake pipe 32 extends in the same manner, and it is 2
It is divided into two branch pipes 32a, 32b, and each branch pipe 32a, 32b communicates with each wheel cylinder of the rear brakes 33RR, 33RL.

And each branch pipe 31a, 31b of such a brake circuit;
There is an anti-skid hydraulic pressure control device in the middle of 32a, 32b.
Anti-skid hydraulic pressure control device, front and rear brake 33F
The configuration is similar for R, 33FL; 33RR, 33RL. In addition to the pump described later, each branch pipe 31a, 31b; 32a,
A 3-position 3-way solenoid switching valve 35 located in the middle of 32b,
It includes a brake slack control valve 36 connected in parallel to the electromagnetic switching valve 35, and a low pressure reservoir 37 for storing the hydraulic fluid slackened through the electromagnetic switching valve 35. In this example, the low-pressure reservoir 37 has one left and right brake in common in the front and rear. An electromagnetic switching valve
Reference numeral 35 is a current control type switching valve, which responds to a control signal from an electronic controller (this controller receives signals from a wheel speed sensor or the like and controls each valve and pump based on the signal), which is not shown. , Holding, loosening or packing state. The electromagnetic switching valve 35 is normally in the loading (communication position) position shown in the figure.

Next, the auxiliary pressure source circuit that supplies hydraulic pressure to the hydro booster 20, the main body of which is the accumulator 40.
As the accumulator 40, any of a bladder type, a piston type and a metal bellows type can be used, but in many cases, a bladder type is used. The accumulator 40 receives the supply of the pressure liquid from the pump and accumulates the pressure liquid. Associated with accumulator 40 is a pressure switch 42 and a relief valve 44. Pressure switch 42
Is connected in the middle of the pipe line 43 on the discharge side of the pump to detect the amount of accumulated pressure in the accumulator 40. The accumulated pressure is the electrical contact points 42a and 42a corresponding to the upper limit pressure, the lower limit pressure and no pressure.
It can be seen by the on-off states of b and 42c. Pressure switch 4
Signals from the respective two contacts are sent to a controller (not shown) and used for control to enable or disable the operation of the pump. On the other hand, the relief valve 44 is in the middle of a pipe line 46 connecting the discharge side pipe line 43 and the suction side pipe line 45 of the pump. The relief valve 44 returns excessive hydraulic pressure to the reservoir 14 side through the conduit 45 when the temperature rises and the accumulated pressure in the accumulator 40 exceeds its capacity.

By the way, the brake device 10 has two types of pumps for anti-skid, which pressurizes the hydraulic fluid in the low-pressure reservoir 37, and two types of pumps, which have different purposes and are used for pressurizing the hydraulic fluid in the reservoir 14 and sending it to the accumulator 40. is there. Here, the anti-skid pump is a reciprocating type, and the hydro-booster pump is a radial type. These two types of pumps share the electric motor 50 that is the prime mover, while the pump for the antiskid is around the drive shaft 51 of the electric motor 50, and that for the hydro booster is that of the drive shaft 51. It is located at each end. Below, for each pump, for anti-skid,
Then I'll look at the order for the hydro booster.

Inside the housing 54, a drive shaft 51 of the electric motor 50 extends from top to bottom in the drawing, and an eccentric cam is provided in the middle of the drive shaft 51.
52 are supported. In the reciprocating type anti-skid pump, the eccentric cam 52 serves as a master and drives the plunger of each pump as a slave.

The low pressure reservoir 37 in the anti-skid hydraulic control device
Since there are two antiskid pumps depending on the front and rear pipes, there are two antiskid pumps, a first pump 61 and a second pump 62.
The first pump 61 and the second pump 62 have a single eccentric cam 52.
180 ° apart from each other.

In the center of the housing 54, which is the main body, the electric motor 50
There is a chamber 55 in which the drive shaft 51 extends, and two cylinder holes 58, 58 are formed so as to be orthogonal to the chamber 55. The two cylinder holes are aligned, and the reciprocating antiskid pumps 61 and 62 are formed in the respective cylinder holes.

Looking at the anti-skid pump 61 (the other pump 62 is also the same) located on the left side of the figure, there are cylinder members 63a and 63b which are integrated with each other by caulking in the cylinder hole 58. The cylinder members 63a and 63b are supported by the plug 64 so as to be sandwiched between the plug 64 and the stepped portion of the housing 54. And the integrated cylinder member 63
Inside the a and 64b, there are a pair of check valves 65a and 65b, and between them is a volume chamber 66 of the pump. The volume chamber 66 communicates with the discharge ports 61o and 62o of the housing 54 through the check valve 65a and the passage 67a provided in the cylinder member 63a on the one hand, and the check valve 65b and the passage in the plunger 68 on the other hand. The suction ports 61i and 62i are communicated with each other through 68a and the like. Therefore, when the plunger 68 reciprocates, the working fluid reaches the volume chamber 66 through the suction ports 61i and 62i, and the working fluid is pressurized in the volume chamber 66 and sent from the discharge ports 61o and 62o to the brake circuit. The suction ports 61i and 62i communicate with the low pressure reservoir 37 through the line 48 and the check valve 38, and the discharge ports 61o and 62o are connected to the line 4
The brake lines 31 and 32 are connected to each other through the check valve 9 and the check valve 39.

On the other hand, there is a radial type hydro-booster pump 71 located at the end of the drive shaft 51 of the electric motor 50. This pump 71 is inside a cup-shaped housing 56 integrally attached to the lower portion of the housing 54. It is in. Inside the cup-shaped housing 56, there are four stepped holes.
In the stepped hole, the diameter of the first hole 56a on the open side is the largest, and then the diameters of the second hole 56b, the third hole 56c, and the fourth hole 56d are reduced in this order. A central shaft 72 is fixed to and supported by the housing 56 in the fourth hole 56d. The central shaft 72 has one end in the fourth hole 56d and the other end extending to the first hole 56a side. The rotor 73 is supported by the portion of the central shaft 72 protruding from the fourth hole 56d.

The rotor 73 is connected to the drive shaft 51 of the electric motor 50 by an elastic joint 74. Therefore, the rotor 73 rotates around the central shaft 72 as the drive shaft 51 rotates. This rotor
73 has cylinder holes 75a and 75b running in the radial direction, and ball pistons 76 and 77 are provided in the cylinder holes 75a and 75b, respectively. Each ball piston 76, 77 comprises a ball 76a, 77a and a piston member 76b, 77b. Each ball located outside 7
6a, 77a abut on the inner circumference of a ring 78 surrounding the rotor 73. The ring 78 constitutes a bearing together with the roller 79 on the outer periphery thereof and the portion 561 constituting the second hole 56b of the housing 56. Here, the portion 561 of the housing 56 that functions as a stator is eccentric with respect to the central axis 72. Therefore, the ring 78 is also eccentric, and the ball pistons 76 and 77 are reciprocally moved in the radial direction as the rotor 73 rotates. The two ball pistons 76, 77 are located 180 ° apart from each other in the circumferential direction of the rotor 73, and the ball piston 76 located on the left side of the drawing is in a state in which the ball piston 76 is radially inside (a state in which the compression stroke has been completed). On the other hand, the ball piston 77 located on the right is in a state of protruding outward in the radial direction (a state of starting the compression stroke). In each state, the inside of each ball piston 76, 77 is connected to each of the first and second passages 81, 82 provided in the central shaft 72. In processing, one end of each of the passages 81 and 82 penetrates the end of the central shaft 72, but the end on the side of the first passage 81 to which high pressure is applied is closed by press-fitting the ball 83. The end on the side of the low-pressure second passage 82 is only closed by the plate 84 press-fitted into the housing 56. Since the side of the second passage 82 is the suction side, the plate 84 can sufficiently seal.

In the radial type pump 71, a path from the suction side to the discharge side will be viewed. Suction port 71 above and below the housing 56
i and outlet 71o. The suction port 71i communicates with the inside of the first hole 56a, but when liquid enters the first hole 56a, a filter member 93 is used to remove dust and the like harmful to the valve portion. The filter member 93 includes a ring-shaped filter frame 93a, a mesh filter 93b held therein, and an O-ring 93c for sealing. The film member 93 is supported between the bottom surface of the housing 54 and the ring plate 94. The ring plate 94 also supports the ring 78 and rollers 79, which itself is the housing.
56 is located on the stepped portion between the first hole 56a and the second hole 56b.

There is a notch 94a on the inner circumference of the ring plate 94, the suction port 71i side communicates with the third hole 56c side through the notch 94a, and then the passage 95 provided in the housing 56 and the central shaft 72 are provided. The inside of the second passage 82 is communicated with through the through hole 96. The liquid that has entered the second passage 82 is
The liquid is pressurized by the pump action of 76, 77, and the pressurized liquid reaches the discharge port 71o from the first passage 81 through the through hole 97 and the passage 98. In the central shaft 72, there are small holes 99a, 99b communicating with the second passage 82 at the portion in contact with the rotor 73. These small holes 99a, 99b are used for lubrication between the rotor 73 and the central shaft 72. It is a thing.

The discharge port 71o of the pump 71 for the hydro-booster is line 43
Through the accumulator 40, and the suction port 71i through the conduit 4
It goes without saying that the reservoirs 14 are connected to each other through the five. In the brake device 10, the electromagnetic switching valve 100 is provided between the suction port 71i and the reservoir 14. The switching valve 100 is a two-position valve and can switch between the shutoff position A and the communication position B. Switching valve
100 is normally in the communication position B, but is controlled to switch to the cutoff position A when a predetermined pressure is accumulated in the accumulator 40 during the anti-skid control. Therefore, the antiskid start signal from the controller and the signal from the pressure switch 42 are used as the control signals for the switching valve 100. Switching valve 100
Is in the shut-off position A, the hydraulic fluid is not supplied from the reservoir 14 side to the hydro-booster pump 71, so that the operation of the pump can be invalidated.

When the hydro-booster pump 71 effectively operates and the accumulator 40 is accumulating pressure, the plungers 68 of the anti-skid pumps 61 and 62 also reciprocate. However, when the anti-skid control is not performed, the hydraulic fluid in the low pressure reservoir 37 is empty, so the pumps 61, 62
The liquid pressurized by is not sent to the brake circuits 31, 32 side.

Further, in the embodiment shown in the figure, a low pressure reservoir 37 to which back pressure is applied by a spring 37a is used as a loosening reservoir for anti-skid control. However, in the case where a reservoir having a structure without back pressure is used in place of the low pressure reservoir 37, the antiskid pumps 61 and 62 can be invalidated by the invalidation means similar to the valve device 100 described above. .

(Effect of the Invention) In this invention, the pump for the hydro booster, which is frequently operated, is the radial type, while the pump for the anti-skid, which requires multiple pumps, is the reciprocating type. When using the prime mover, the whole can be effectively compacted.

[Brief description of drawings]

The drawing is an overall view showing an embodiment of the present invention. 10 …… Brake device, 12 …… Master cylinder, 14 …… Reservoir, 20 …… Hydro booster, 31,32 …… Brake piping, 35 …… Electromagnetic switching valve (anti-skid control valve),
40 …… Accumulator, 50 …… Electric motor (motor),
52 …… Eccentric cam, 561 …… Housing part (stator), 61,62 …… Anti-skid pump, 68 …… Plunger, 71,72 …… Hydro booster pump, 73 ……
Rotor, 76,77 ... Ball piston.

Claims (1)

(57) [Scope of utility model registration request] 1. A brake circuit having an anti-skid hydraulic pressure control device for controlling hydraulic pressure on the wheel cylinder side between a master cylinder and a wheel cylinder in response to a command from a controller that monitors a state of wheels, An auxiliary pressure source circuit that supplies hydraulic pressure to a hydro booster that assists the operation of the master cylinder, wherein the antiskid hydraulic pressure control device is for antiskid that pressurizes the hydraulic fluid discharged from the wheel cylinder. Have a pump,
Further, the auxiliary pressure source circuit has a hydro booster pump that pressurizes the hydraulic fluid stored in the reservoir and sends it to the accumulator, and drives the anti-skid pump and the hydro booster pump by a common prime mover. In the braking device as described above, the anti-skid pump is a reciprocating type in which an eccentric cam is used to reciprocate a plunger, and the hydro-booster pump is rotated by rotating the rotor with respect to an eccentric stator, thereby forming a piston. A brake device which is a radial type that reciprocates in the radial direction of the rotor, and which integrates both the antiskid pump and the hydro booster pump.