JP3480044B2 - Brake fluid pressure control actuator for vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake fluid pressure control actuator.

[0002]

2. Description of the Related Art A vehicle brake fluid pressure control actuator inserted in a fluid pressure path from a brake master cylinder of a vehicle to a wheel brake, which is an electromagnetically operated fluid for controlling inflow and outflow of the brake fluid to and from the wheel brake. A pressure control valve,
A low-pressure reservoir that stores the brake fluid that has flowed out of the wheel brakes by the fluid pressure control valve, a positive displacement pump that returns the brake fluid in the low pressure reservoir to the fluid pressure passage, and an electric motor that drives the positive displacement pump. Brake fluid pressure control actuators for vehicles that are assembled into one actuator body are well known, and are described in, for example, the Toyota Crown Hardtop New Vehicle Manual (issued on August 17, 1993 by Toyota Motor Corporation Service Department) It is described on pages 2 to 3-9.

In the conventional brake fluid pressure control actuator as described above, the electric motor and the fluid pressure control valve are usually connected to the connector portion for electrically connecting to the battery or the electronic control unit by separate harnesses. is there. A capacitor for preventing motor noise and a resistor for preventing overcurrent from flowing due to damage to the harness and grounding are connected to appropriate locations.

For the purpose of reducing the number of assembling steps, downsizing, the number of constituent parts, etc., an electric wire for connecting the terminals of the electromagnetic drive parts of the plurality of solenoid valves constituting the hydraulic control valve to the battery and the electronic control unit is provided. It has been proposed to combine them on a single printed circuit board or dispose an electronic control unit close to an electromagnetic drive unit (for example, Japanese Patent Application Publication No. 3-501).
109).

[0005]

However, in the conventional structure in which the electric motor is connected to the connector portion by the harness, the assembly is troublesome and the cost is high.

An object of the invention of this application is to provide a brake fluid pressure control actuator for a vehicle, which is smaller in size and lower in cost than a conventional device.

[0007]

According to a first aspect of the present invention, a vehicle brake fluid pressure control actuator according to the above object is inserted in a fluid pressure path from a brake master cylinder of a vehicle to a wheel brake. There is an electromagnetically operated hydraulic pressure control valve that controls the inflow and outflow of brake fluid to the wheel brakes, a low pressure reservoir that stores the brake fluid that has flowed out of the wheel brakes by this fluid pressure control valve, and the inside of this low pressure reservoir. Is a vehicle brake fluid pressure control actuator in which a positive displacement pump for returning the brake fluid to the hydraulic pressure passage and an electric motor for driving the positive displacement pump are assembled into one actuator body, and the actuator body is opposed to the actuator. Electromagnetic drive parts of a plurality of electromagnetic valves that constitute the hydraulic control valve are arranged in parallel on one of the two side surfaces. Has frame is attached which surrounds the terminal insertion hole with a having a connector portion and said plurality of electromagnetic drive unit, to the external terminal is press-fitted into the terminal insertion hole
Connector terminals to be connected and each of the plurality of electromagnetic drive units
Various terminals and connecting terminals to connect to the terminals of the motor
The conductive member assembly formed integrally is
And the plurality of electromagnetic drive parts are provided on the one side surface and the conductive member.
It is installed so as to exist between the assembly and a lid that covers the conductive member assembly is installed, and the electric motor is attached to the other side surface of the both side surfaces. A terminal of the electric motor is electrically connected to the corresponding connection terminal of the conductive member assembly by a conductor penetrating a through hole formed in the actuator body so as to open on both side surfaces. Is.

In such a vehicle brake fluid pressure control actuator, a resistor for preventing overcurrent due to damage to a harness electrically connecting the connector terminal and the electronic control unit and a capacitor for preventing motor noise are provided in the conductive member assembly. It is preferably attached to the body.

The vehicle brake fluid pressure control actuator according to claim 3 of the present application according to the above object is inserted in a fluid pressure path from a brake master cylinder of a vehicle to a wheel brake, and An electromagnetically operated hydraulic pressure control valve that controls the flow of brake fluid into and out of the brake, a low pressure reservoir that stores the brake fluid that has flowed out of the wheel brakes with this hydraulic pressure control valve, and a brake fluid in this low pressure reservoir A brake fluid pressure control actuator for a vehicle, comprising a positive displacement pump for returning to the hydraulic pressure passage and an electric motor for driving the positive displacement pump, which is assembled into a single actuator body.
Electromagnetic drive parts of a plurality of electromagnetic valves constituting the hydraulic control valve are arranged side by side on one side surface of both opposite side surfaces, and the one side surface has a connector part with a terminal insertion hole, and A frame surrounding a plurality of electromagnetic drive units is attached, and an electronic control unit is configured to connect the frame and the plurality of electromagnetic drive units.
The electromagnetic drive part of the one side surface and the electronic control unit
Are installed so as to exist between the, the electronic control unit is connected to the connector terminal, the electronic control unit lid that covers are installed on the other side of said side surfaces The electric motor is attached to the connector terminal and the electronic control unit by a conductor that penetrates through holes formed in the actuator body so that the terminals of the electric motor open on both side surfaces. Are connected to each other.

In such a vehicle brake fluid pressure control actuator, it is preferable that the capacitor for preventing electric motor noise is attached to the electronic control unit.

[0011]

In the brake fluid pressure control actuator according to the present invention, the terminal of the electric motor is electrically connected to the connection terminal of the conductive member assembly with the connector terminal through the conductor arranged inside the actuator body. Since this conductive member assembly is covered with the lid, it is possible to use only one harness, and it is possible to reduce the size and cost, and to further reduce the size of the electromagnetic drive terminal and the conductive member and the conductive member assembly. The time and effort required for electrical connection with the connection terminals can be reduced.

According to another aspect of the brake fluid pressure control actuator of the present invention, the terminal of the electric motor is electrically connected to the electronic control unit and the connector terminal through a conductor arranged inside the actuator body. Since the control unit is covered with the lid, the harness and the register are unnecessary, the size and cost can be reduced, and the terminals and conductors of the electromagnetic drive unit and the electronic control unit and the connector terminals can be connected. The time and effort required for electrical connection can be reduced.

[0013]

Embodiments of the invention of this application will be described with reference to the drawings.

FIG. 1 shows a front left wheel brake and a rear right wheel brake in one of the two pressure chambers of the master cylinder, and a front right wheel brake and a rear left wheel brake in the two pressure chambers of the master cylinder. 2 is a schematic hydraulic pressure path of a brake hydraulic pressure control actuator applied to a hydraulic brake device for an FF vehicle (front engine / front drive vehicle) connected to the other pressure chamber. In FIG. 1, the brake operating force applied to the brake pedal 10 is doubled by a negative pressure type booster 11 and applied to a tandem type master cylinder 12. As well known, the master cylinder 12 has two pressure chambers. Front, rear, left and right four wheel brakes 13, 14, 1
Among them, the left front wheel brake 13 and the right rear wheel brake 14 are connected to one of the two pressure chambers of the master cylinder via an actuator 15, and the right front wheel brake 16 and the left rear wheel brake 17 are connected. Is connected via an actuator 18 to the other pressure chamber of the two pressure chambers of the master cylinder.

The actuator 15 includes a two-port two-position normally open electromagnetic shut-off valve 19 capable of shutting off the front left wheel brake 13 from one pressure chamber of the master cylinder 12, and one rear pressure wheel brake 14 to one pressure of the master cylinder 12. 2 port 2 position normally open type electromagnetic shutoff valve 20 capable of shutting off from the chamber,
The check valves 21 and 22 arranged in parallel with the electromagnetic cutoff valves 19 and 20 and allowing only the flow of the brake fluid from the wheel brake side to the master cylinder side, and the left front wheel brake 13 in a single low pressure reservoir 23. In the low-pressure reservoir 23, a 2-port 2-position normally-closed electromagnetic shutoff valve 24 that can be connected, a 2-port 2-position normally-closed electromagnetic shutoff valve 25 that can connect the right rear wheel brake 14 to the low-pressure reservoir 23. Brake fluid of a constant volume damper chamber 26 and orifice 27
Through the electromagnetic shutoff valves 19 and 20 and the master cylinder 1
2 and a plunger type pump 28 as a positive displacement pump driven by an electric motor.

The actuator 18 is a normally open type electromagnetic shut-off valve 29 of two ports and two positions capable of shutting off the right front wheel brake 16 from the other pressure chamber of the master cylinder 12 and the left rear wheel brake 17 at the other pressure of the master cylinder 12. 2 port 2 position normally open type electromagnetic shutoff valve 30 capable of shutting off from the chamber,
The check valves 31 and 32, which are arranged in parallel with the electromagnetic cutoff valves 29 and 30 and allow only the brake fluid flow from the wheel brake side to the master cylinder side, and the right front wheel brake 16 are provided in a single low pressure reservoir 33. In the low-pressure reservoir 33, the normally-closed electromagnetic shut-off valve 34 of the 2-port 2-position that can be connected, the normally-closed electromagnetic shut-off valve 35 of the 2-port 2-position that can connect the left rear wheel brake 17 to the low-pressure reservoir 33. The brake fluid of the damper chamber 36 and the orifice 37 of a constant volume.
Through the electromagnetic shut-off valves 29, 30 and the master cylinder 1
2 and a plunger pump 38 driven by an electric motor, which pumps the fluid to a hydraulic pressure path.

A single electric motor 39 drives both plunger pumps 28,38.

Solenoid shutoff valves 19, 20, 24, 25, 2
Reference numerals 9, 30, 34 and 35 constitute hydraulic pressure control valves.

In FIG. 1, the electromagnetic shutoff valves 19, 20, 2 are shown.
4, 25, 29, 30, 34, 35 and the electric motor 39 are electrically operated by an electronic control unit (not shown) so as to avoid locking of the wheels according to the behavior of the wheels during vehicle braking. As is well known, the electronic control unit detects the behavior of each wheel by a signal from a rotation sensor mounted on each wheel to reduce the brake fluid pressure of each wheel brake,
The necessity of increasing the pressure is determined and the electromagnetic cutoff valve and the electric motor 39 are operated. When the vehicle is running, the electromagnetic shutoff valves 19, 20, 24, 25, 29, 30, 34, 35
Is not operated and occupies the position shown in FIG. 1, and the electric motor 39 is not operated.

When the driver applies a brake operating force to the brake pedal 10 to brake the running vehicle,
Brake fluid is pumped from one pressure chamber of the master cylinder 12 to the left front wheel brake 13 and the right rear wheel brake 14, and from the other pressure chamber of the master cylinder 12 to the right front wheel brake 16 and the left rear wheel brake 17, respectively.
The brake fluid pressure of the wheel brakes 13, 14, 16 and 17 is increased to a fluid pressure corresponding to the brake operating force, and the wheel brakes 13, 14, 16 and 17 increase the left front wheel, the right rear wheel, the right front wheel and the left rear wheel. A braking force corresponding to the brake operation force is applied to each.

When the electronic control unit determines that one of the front, rear, left, and right wheels, for example, the right rear wheel, tends to lock during vehicle braking and that the brake fluid pressure of the right rear wheel brake 14 needs to be reduced. The electromagnetic cutoff valves 21 and 25 and the electric motor 39 are operated by the electronic control unit. As a result, the right rear wheel brake 14 is disconnected from the one pressure chamber of the master cylinder 12 and connected to the low pressure reservoir 23, and the brake fluid of the right rear wheel brake 14 flows out to the low pressure reservoir 23, whereby the brake of the same wheel brake 14 is released. The liquid pressure is suddenly reduced. The brake fluid that has flowed into the low-pressure reservoir 23 is returned to the master cylinder 12 side through a damper chamber 26 and an orifice 27 by a plunger pump 28 driven by an electric motor 39, at which time the discharge pulsation of the plunger pump is changed to the damper chamber 26 and the orifice 27. Attenuated with and. When the electronic control unit continues to operate the electromagnetic cutoff valve 20 and simultaneously releases and operates the electromagnetic cutoff valve 25 in a predetermined cycle, the brake fluid of the left rear wheel brake 14 flows out to the low pressure reservoir 23 in a pulse form, The brake fluid pressure of the wheel brake 14 is gradually reduced in a stepwise manner. When the electronic control unit determines that the locking tendency of the right rear wheel is released and releases the operation of the electromagnetic shutoff valves 20, 25, the outflow of the brake fluid from the rear right wheel brake 14 to the low pressure reservoir 23 is stopped, and the master cylinder 12 Brake fluid on the right side passes through the electromagnetic shut-off valve 20 and the rear right wheel brake 14
And the brake fluid pressure of the rear right wheel brake 14 is rapidly increased. When the electronic control unit determines that it is a sign that the right rear wheel will tend to lock and repeats the operation and release of the electromagnetic cutoff valve 20 in a predetermined cycle, the brake fluid on the master cylinder 12 side is pulsed to the right rear wheel brake 14. Inflow, the brake fluid pressure of the wheel brake 14 is gradually increased in a stepwise manner.

The electric motor 39 is not stopped until the anti-lock control for all wheels is completed.

When the electronic control unit also tends to lock the left rear wheel during vehicle braking, and it is determined that the brake fluid pressure of the left rear wheel brake 17 needs to be reduced, the electronic control unit causes the electromagnetic cutoff valves 30, 35 to operate. Is activated. As a result, the left rear wheel brake 17 is disconnected from the other pressure chamber of the master cylinder 12 and connected to the low pressure reservoir 33,
The brake fluid of the left rear wheel brake 17 is the low pressure reservoir 33.
The brake fluid pressure of the wheel brake 17 is suddenly reduced by flowing out to the wheel brake 17. The brake fluid that has flowed into the low-pressure reservoir 33 is returned to the master cylinder 12 side through a damper chamber 36 and an orifice 37 by a plunger pump 38 driven by an electric motor 39, at which time the discharge pulsation of the plunger pump is changed to the damper chamber 36 and the orifice 37. Attenuated with and. When the electronic control unit continues to operate the electromagnetic cutoff valve 30 and simultaneously releases and operates the electromagnetic cutoff valve 35 in a predetermined cycle, the brake fluid of the right rear wheel brake 17 flows in a pulsed manner to the low pressure reservoir 33, The brake fluid pressure of the wheel brake 17 is gradually reduced stepwise. When the electronic control unit determines that the lock tendency of the left rear wheel is released and releases the operation of the electromagnetic cutoff valves 30, 35, the brake fluid stops flowing from the left rear wheel brake 17 to the low pressure reservoir 33, and the master cylinder 12 The brake fluid on the side is pumped to the left rear wheel brake 17 through the electromagnetic cutoff valve 30, and the brake fluid pressure of the right rear wheel brake 17 is rapidly increased. When the electronic control unit determines that it is a sign that the left rear wheel will tend to lock and repeats the operation and release of the electromagnetic cutoff valve 30 at a predetermined cycle, the brake fluid on the master cylinder 12 side is pulsed to the left rear wheel brake 17. Inflow, the brake fluid pressure of the wheel brake 17 is gradually increased in a stepwise manner.

Regarding the brake fluid pressures of the front left wheel brake 13 and the front right wheel brake 16, the electromagnetic cutoff valves 19, 24, 29 and 34 are activated and deactivated by the electronic control unit to rapidly reduce pressure, slowly reduce pressure, rapidly increase pressure, and gradually increase pressure. It is pressured.

2 to 13 show the detailed structure of the assembly (brake hydraulic pressure control actuator) of the actuators 15 and 18 and the electric motor 39 shown in FIG. Figure 2
Is a front view of the assembly, FIG. 3 is a bottom view of the assembly, FIG. 4 is a left side view, FIG. 5 is a sectional view taken along the line GG in FIG. 4, and FIG. 6 is a line H-H in FIG. 2 is a partially omitted sectional view taken along the line, FIG. 7 is a partially omitted sectional view taken along the line JJ in FIG. 4, and FIG.
9 is a partially omitted cross-sectional view taken along the line, FIG. 9 to FIG. 12 are views showing the shape of each conductive member that constitutes the conductive member assembly in FIG.
13 is a cross-sectional view taken along line LL in FIG. 8, and FIG. 14 is FIG.
15 is a sectional view taken along line MM in FIG. 15, FIG. 15 is a sectional view taken along line NN in FIG. 8, and FIG. 16 is a sectional view taken along line PP in FIG.

As shown in FIGS. 2 and 3, two rubber mounts 101 for mounting on a vehicle are provided on the lower left side surface,
An actuator body (hereinafter, simply referred to as a body) 102 having one on the right side is a master cylinder 1
2 to the wheel brakes 13, 14, 16 and 17, that is, the hydraulic pressure path from the point A in FIG. 1 to the points B and C, and the point E to the point E in FIG.
A hydraulic path is formed to reach the point indicated by F. This body 1
Six ports corresponding to points A to F in FIG. 1 are arranged above 02, and ports 103 and 104 corresponding to points A and B appear in FIG. .

As shown in FIGS. 5 and 6, a hole 105 formed in the body 102 and opened on the left side surface of the body 102 is driven by an electric motor 39 coupled to the left side surface of the body 102. Plunger type pump 2
The drive shaft 106 is common to the drive shafts 8 and 38, two ball bearings 107 for rotatably supporting both ends of the drive shaft 106 on the body 102, and an eccentric portion between both ends of the drive shaft 106. A ball bearing 108 is incorporated. Ball bearing 1
Pump plungers 109, 110 of the plunger type pumps 28, 38 are liquid-tightly and slidably incorporated in holes formed in a direction orthogonal to the hole 105 on the outer peripheral side of 08. The pump plungers 109 and 110 are engaged with the outer periphery of the eccentric portion of the drive shaft 106 via a ball bearing 108.

Reference numeral 39c in FIG. 6 indicates an electric motor output shaft.

As shown in FIG. 6, a plug chamber 111 is formed by fitting and fixing a plug 111 into a hole opening in the front surface of the body 102, and a plug 112 is fitted into a hole opening in the rear surface of the body 102. The damper chamber 36 is fixedly formed.

As shown in FIG. 7, on the right side surface of the body 102, the electromagnetic shutoff valves 19, 20, 24, 25, 29,
Electromagnetic drive units 30, 34 and 35 and a cover 113 for covering them are attached. The valve portion driven by these electromagnetic drive portions is incorporated in the body 102. In FIG. 7, the electromagnetic drive parts 19a, 24a and the valve parts 19b, 24b of the electromagnetic cutoff valves 19, 24 are shown. In FIG. 8, the electromagnetic shutoff valves 19, 20, 2
4, 25, 29, 30, 34 and 35 electromagnetic drive unit 1
9a, 20a, 24a, 25a, 29a, 30a, 34
A part of a and 35a appear in a circle. Cover 11
Reference numeral 3 denotes a frame body 113A surrounding the electromagnetic drive unit and a lid body 113.
B and the frame body 113A has a connector portion 11
It has 3Aa and 113Ab (see FIG. 4). Frame 1
Both 13A and lid 113B are formed of synthetic resin having electrical insulation. As shown in FIGS. 7 and 8, the electromagnetic drive unit and the lid 11 in the cover 113 are
A conductive member assembly 114 is arranged between the conductive member assembly 114 and 3B. The conductive member assembly 114 is formed by stacking four conductive members 114A, 114B, 114C and 114D shown in FIGS. 9 to 12 with a gap between them (from the bottom, 114A and 114B). , 114
C, 114D in this order), and is integrally formed of synthetic resin having electric insulation. The conductive member assembly 114 is
13 connector terminals 114a electrically connected to an external electronic control unit (not shown) and a battery (not shown), and electromagnetic shutoff valves 19, 20, 24, 25, 2
9, 30, 34 and 35 electromagnetic drive units 19a, 20
a, 24a, 25a, 29a, 30a, 34a and 3
16 connection terminals 114 electrically connected to the terminals of 5a
b, two connection terminals 114c to which the terminals 39a and 39b (see FIG. 5) of the electric motor 39 are electrically connected, and two pairs of connection terminals 114d to electrically connect the two resistors 131 for preventing overcurrent. And two connection terminals 114e for electrically connecting the capacitor 132 for preventing motor noise. The connector terminal 114a extends toward the connector portions 113Aa and 113Ab of the frame 113A, and is press-fitted into the terminal insertion holes in the connector portions 113Aa and 113Ab of the cover 113 as shown in FIG.
Also, the connection terminals 114b, 114c, 114d, 114
e extends in the direction opposite to the connector terminal 114a and is electrically connected to the corresponding terminal (FIGS.
(See FIG. 16).

As shown in FIG. 5, the terminals 39a and 39b of the electric motor 39 are formed of through holes 115 and 116 extending from the left side surface to the right side surface of the body 102 and a conductive member 117 passing through the through holes of the frame 113A. 118 electrically connects to the connection terminal 114c of the conductive member assembly 114. These conductors 117 and 118 are the terminals 3 of the electric motor 39.
It is inserted into the through hole while being joined to 9a and 39b. The conductive member 117 on the plus side is the body 102.
A pipe 119 made of an electrically insulating material is arranged in the hole 115 so as not to short-circuit. It should be noted that, in FIG. 8, locking members for the conductive member assembly 114 appear at the left and right ends of the conductive member assembly 114.

In FIG. 7, a low pressure reservoir 23 is arranged below the body 102. The low-pressure reservoir 23 is opened on the lower surface of the body 102 so that the body 1
A piston 121 which is fitted in a hole formed in 02 in a liquid-tight and slidable manner to form a brake fluid chamber 120 between the hole and the bottom of the hole, and a snap ring which is fitted in the body 102. The piston stopper 122 is locked to the body 102 and is substantially fixed, and the compression coil spring 123 is stretched between the piston stopper 122 and the piston 121. An air chamber is provided between the piston stopper 122 and the piston 121, and a hole formed in the piston stopper 122 is used to connect to the atmosphere through a breathing hole of a dust cover 124 attached to the piston stopper 122. ing.

5, in the body 102, the brake fluid leaked into the hole 105 due to the collapse of the liquid-tight state of the sliding portions of the pump plungers 109 and 110 is discharged to the outside of the body to protect the electric motor 39. Therefore, a leak brake fluid discharge hole 125 is formed which extends downward from the lower portion of the hole 105 and opens to the lower surface of the body. Leakage brake fluid discharge hole 125
Intersects with the hole 116, and the diameter of the portion above the hole 116 is smaller than the diameter of the portion below the hole 116. Frame member 113A of cover 113 and body 10
The seal member 126 is provided at the joint portion of
A seal member 127 is interposed at the joint between A and the lid member 113B. The bottom of the internal space of the cover 113 is located slightly below the hole 116, and
A horizontal breathing hole 128 formed in the above-described structure communicates with the leaked brake fluid discharge hole 125.

The lowermost part of the housing of the electric motor 39 is shown in FIG.
Further, a protrusion 129 shown in FIG. 5 is provided, and a maze-like breathing hole is formed in the protrusion 129. A seal member 130 is interposed between the housing of the electric motor 39 and the body 102. Projection 12 with breathing hole
Instead of providing 9, the lowermost part of the internal space of the housing of the electric motor 39 is located slightly below the hole 116 and the body 1
A horizontal breathing hole formed at 02 may communicate with the leaked brake fluid discharge hole 125.

As apparent from FIGS. 2 to 16, the terminals 39a and 39b of the electric motor 39 are connected to the connection terminals of the conductive member assembly 114 with connector terminals through the conductors 117 and 118 arranged inside the body 102. The electrically conductive member assembly 114 is electrically connected to the lid body 11.
Since it is covered with 3B, only one harness is required, and it is possible to reduce the size and cost, and further to electrically connect the terminals of the electromagnetic drive unit and the conductors and the connection terminals of the conductive member assembly. It also requires less labor for electrical connection.

FIGS. 17 to 19 show the detailed structure of the second embodiment of the assembly (actuator for controlling the brake hydraulic pressure) of the actuators 15 and 18 and the electric motor 39 shown in FIG. 17 is a front view, and FIG. 18 is Q in FIG.
19 is a sectional view taken along line RQ in FIG. 18, and FIG. 19 is a sectional view taken along line RR in FIG. 18. In these figures, the constituent elements corresponding to the constituent elements of the first embodiment are described in the first embodiment. The same reference numerals as those used in 1 are attached.

In the second embodiment, the electric motor 39 is provided on the right side surface of the body 102, and the electromagnetic shutoff valves 19, 20,
24, 25, 29, 30, 34 and 35 electromagnetic drive units 19a, 20a, 24a, 25a, 29a, 30a, 3
It is slightly different from the first embodiment in that 4a and 35a are attached, and is greatly different from the first embodiment in that the electronic control unit 133 is arranged in the cover 113. The electronic control unit 133 is a plate member 133 made of a material having a good thermal conductivity and an appropriate rigidity, for example, an aluminum alloy.
A large number of electronic components 133C are arranged on a substrate formed by adhering an FPC (flexible printed circuit board) 133B on one side of A, and the other side of the plate member 133A on which the FPC is not attached is It is in thermal contact with a heat transfer plate member 134 which is made of a material having a good thermal conductivity and an appropriate rigidity, for example, an aluminum alloy and which is in thermal contact with the body 102. Body 102
Is formed of a material having good thermal conductivity, for example, an aluminum alloy. As a result, the heat generated in the electronic component 133C of the electronic control unit 133 is transferred from the substrate to the heat transfer member 1
It is conducted to the body 102 by 34 and is radiated from the body 102 to the atmosphere, and the electronic component 132C is protected from damage due to heat.

In the second embodiment, the conductive member assembly 114 of the first embodiment is not used, and the frame body 113 is used.
In A, four electric conductors 135A, 135B, 135C, 135 for electrically connecting the electronic control unit 133, the electric motor 39 and an external battery (not shown).
D is insert-formed. Conductors 135A, 13
One end of each of 5B and 135D is formed as a connector terminal located in the battery connector portion 113Aa of the frame 113A, and the other ends of the conductors 135A and 135D are directly electrically connected to the FPC 133B of the electronic control unit 133. The other end of the conductor 135D is electrically connected to the conductor 118 electrically connected to the negative side terminal of the electric motor 39, and both ends of the conductor 135C are electrically connected to the positive side terminal of the electric motor 39. And electronic control unit 1
33 is electrically connected to the FPC 133B. Frame 11
The connector portion 113Ab of 3A is provided with a terminal insertion hole into which 26 connector terminals 136 for electrically connecting various sensors such as a wheel rotation sensor are press-fitted. The connector terminal 136 is connected to the electronic control unit 133.
It is directly electrically connected to the FPC 133B. And the electromagnetic shutoff valves 19, 20, 24, 25, 29, 30,
34, 35 electromagnetic drive units 19a, 20a, 24a, 25
The terminals a, 29a, 30a, 34a, 35a are also directly electrically connected to the FPC 133B of the electronic control unit 133. The plate member 133A of the electronic control unit 133
Also, an escape hole for preventing a short circuit is opened at a terminal penetrating portion of the heat transfer plate member 134.

Although not shown in the figure, a capacitor for preventing motor noise is electrically connected to the FPC 133B.

In the second embodiment, the two terminals of the electric motor 39 are electrically connected to the electronic control unit 133 and the connector terminal 114a through the conductors 117 and 118 arranged inside the actuator body. And the electronic control unit 133 has a lid member 113.
Since it is covered with B, the harness and the resistor are unnecessary, the size and cost can be reduced, and the electrical connection between the terminals and conductors of the electromagnetic drive unit and the electronic control unit and connector terminals is possible. Therefore, it is possible to reduce the time and effort of the electrical connection for the.

The specific construction of the hydraulic pressure control valve for controlling the inflow and outflow of the brake fluid to and from the wheel brakes is as described in the first and second embodiments.
It is not limited to the configuration of the embodiment, and can be modified as needed.

[0042]

As described above, the vehicle brake fluid pressure control actuator according to the invention of the present application is a conductive member assembly with connector terminals via the conductors in which the terminals of the electric motor are arranged inside the actuator body. It is electrically connected to the body's connection terminals, and since this conductive member assembly is covered by the lid member, it is possible to use only one harness, and it is possible to reduce the size and cost, and to reduce the electromagnetic field. This makes it possible to reduce the time and effort required for the electrical connection between the terminals of the drive unit and the conductors and the connection terminals of the conductive member assembly.

The vehicle brake fluid pressure control actuator according to the invention of this application is, as described above,
The terminal of the electric motor is electrically connected to the electronic control unit and the connector terminal via a conductor arranged inside the actuator body, and the electronic control unit is covered with a lid member. Therefore, a harness and a resistor are unnecessary, and the size and cost can be reduced, and the electric connection between the electromagnetic drive terminal or conductor and the electronic control unit or the connector terminal can be reduced. It can be done.

[Brief description of drawings]

FIG. 1 is a diagram showing an outline of a hydraulic path of a first embodiment of the invention of this application.

FIG. 2 is a front view of the first embodiment of the brake fluid pressure control actuator shown in FIG.

3 is a bottom view of the brake fluid pressure control actuator shown in FIG. 1. FIG.

FIG. 4 is a left side surface of the brake fluid pressure control actuator shown in FIG.

5 is a cross-sectional view taken along the line GG in FIG.

6 is a partially omitted cross-sectional view taken along the line HH in FIG.

7 is a partially omitted cross-sectional view taken along the line JJ in FIG.

FIG. 8 is a cross-sectional view taken along the line KK in FIG.

9 is a diagram showing a first-layer conductive member of the conductive member assembly in FIG.

10 is a diagram showing a second-layer conductive member of the conductive member assembly in FIG.

11 is a view showing a third-layer conductive member of the conductive member assembly in FIG.

12 is a view showing a fourth-layer conductive member of the conductive member assembly in FIG.

13 is an enlarged cross-sectional view taken along the line LL in FIG.

14 is an enlarged cross-sectional view taken along the line MM in FIG.

15 is an enlarged cross-sectional view taken along the line NN in FIG.

16 is an enlarged cross-sectional view taken along the line P-P in FIG.

FIG. 17 is a front view of a second embodiment of the brake fluid pressure control actuator shown in FIG.

18 is a cross-sectional view taken along the line QQ in FIG.

19 is a cross-sectional view taken along the line RR in FIG.

[Explanation of symbols]

12 ... Master cylinder 13 ... Left front wheel brake 14 ... Right rear wheel brake 15 ... Actuator 16 ... Right front wheel brake 17 ... Left rear wheel brake 18 ... Actuators 19, 20, 24, 25, 29, 30, 34, 35 ...
Electromagnetic cutoff valves 23, 33 ... Low pressure reservoirs 28, 38 ... Plunger pumps 39 ... Electric motors 39a, 39b ... Electric motor terminals 102 ... Actuator body 106. ..Drive shaft 113 of plunger type pump ... Cover 113A ... Frame bodies 113Aa, 113Ab ... Connector portion 113B ... Lid body 114 ... Conductive member assembly 114a ... Connector terminals 114b, 114c , 114d ... Connection terminals 115, 116 ... Body holes 117, 118 ... Conductor 131 ... Resistor 132 ... Capacitor 133 ... Electronic control units 135A, 135B, 135C, 135D ...・ Conductor 136 ・ ・ ・ Connector terminal

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-6-122364 (JP, A) JP-A-2-216354 (JP, A) International Publication 93/08050 (WO, A1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60T 8/32-8/36 B60T 15/36

Claims (4)

(57) [Claims] 1. An electromagnetically operated hydraulic pressure control valve, which is inserted in a hydraulic pressure path from a brake master cylinder of a vehicle to a wheel brake, and which controls the flow of the brake fluid into and out of the wheel brake. A low pressure reservoir for storing the brake fluid that has flowed out of the wheel brake by the hydraulic pressure control valve, a positive displacement pump for returning the brake fluid in the low pressure reservoir to the hydraulic pressure passage, and an electric motor for driving the positive displacement pump. In a vehicle brake hydraulic pressure control actuator in which the above-mentioned hydraulic pressure control valve is assembled in one actuator body, electromagnetic drive units of a plurality of electromagnetic valves forming the hydraulic pressure control valve are provided on one side surface of both opposite side surfaces of the actuator body. Frames that are arranged side by side and that have a connector portion with a terminal insertion hole on the one side surface and that surrounds the plurality of electromagnetic drive portions are attached. And, in the terminal insertion hole
A connector terminal press-fitted and connected to an external terminal, and
Terminals of each of a plurality of electromagnetic drive units and terminals of the electric motor
Of conductive members integrally formed with connection terminals for connecting to
The united body includes the frame body and the plurality of electromagnetic drive units.
Between the side surface and the conductive member assembly.
Are location, is installed a lid member for covering the conductive member assembly, on the other side surface of said side surfaces said and motor is mounted, the terminal of the electric motor is opened in the both side surfaces A vehicle brake fluid pressure control actuator which is electrically connected to the corresponding connection terminal of the conductive member assembly by a conductor penetrating a through hole formed in the actuator body. 2. The vehicle brake fluid pressure control actuator according to claim 1, wherein a resistor and motor noise for preventing overcurrent due to damage to a harness electrically connecting the connector terminal and the electronic control unit. A brake fluid pressure control actuator for a vehicle, wherein a prevention capacitor is attached to the conductive member assembly. 3. An electromagnetically operated hydraulic pressure control valve which is inserted in a hydraulic pressure path from a brake master cylinder of a vehicle to a wheel brake and which controls the flow of the brake fluid into and out of the wheel brake. A low pressure reservoir for storing the brake fluid that has flowed out of the wheel brake by the hydraulic pressure control valve, a positive displacement pump for returning the brake fluid in the low pressure reservoir to the hydraulic pressure passage, and an electric motor for driving the positive displacement pump. In a vehicle brake hydraulic pressure control actuator in which the above-mentioned hydraulic pressure control valve is assembled in one actuator body, electromagnetic drive units of a plurality of electromagnetic valves forming the hydraulic pressure control valve are provided on one side surface of both opposite side surfaces of the actuator body. Frames that are arranged side by side and that have a connector portion with a terminal insertion hole on the one side surface and that surrounds the plurality of electromagnetic drive portions are attached. And, an electronic control unit
However, the frame body and the plurality of electromagnetic drive units are provided on the one side.
Installed so that it exists between the surface and the electronic control unit
Are, the electronic control unit is connected to the connector terminal, the electronic control unit lid that covers are installed, on the other side surface of said side surfaces is attached the electric motor A terminal of the electric motor is electrically connected to the connector terminal and the electronic control unit by a conductor penetrating a through hole formed in the actuator body so as to open on both side surfaces. A vehicle brake fluid pressure control actuator. 4. The vehicle brake fluid pressure control actuator according to claim 3, wherein a capacitor for preventing motor noise is attached to the conductive member or the electronic control unit. Control actuator.