JP3697102B2 - Brake hydraulic pressure control motor - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a brake fluid pressure control motor that operates a plunger pump provided in a brake fluid pressure control device of a vehicle antilock brake device.
[0002]
[Prior art]
Anti-locks for vehicles that control the braking torque so that the wheels are not locked by braking so that the wheels do not slip and slip on the road surface during braking or the operating performance of the steering wheel is not lost. A brake device (hereinafter referred to as “vehicle ABS device”) is often provided.
[0003]
The vehicle ABS device is provided with a brake fluid pressure control device interposed between a tandem master cylinder that outputs a brake fluid pressure in response to depression of a brake pedal and a wheel brake provided on each wheel. ing.
The configuration of the brake fluid pressure control device will be described. The brake fluid pressure control device 10 is roughly composed of two mechanism blocks as shown in FIG.
[0004]
One of them is four normally open solenoid valves individually corresponding to each wheel brake, four check valves connected in parallel to each normally open solenoid valve, and four normally open solenoid valves individually corresponding to each wheel brake. Closed solenoid valve, left front wheel brake and right rear wheel brake side, right front wheel brake and left rear wheel brake side individually corresponding pair of reservoirs, a pair of reservoirs connected to both reservoirs A reciprocating plunger pump and a plurality of hydraulic pressure passages that communicate with each other are built in, and the metal base 12 is formed in a block shape.
The other is a brake hydraulic pressure control motor 14 (hereinafter also simply referred to as a motor) 14 that is fixed to the wall surface of the base 12 and whose output shaft enters the base 12 to drive a pair of plunger pumps.
[0005]
Next, in conjunction with the structure of the motor 14, the structure of the wall surface (motor mounting surface) of the base 12 to which the motor 14 is mounted will be described in detail with reference to FIG.
First, the structure of the motor 14 will be described.
The motor housing 16 is formed in a cylindrical body having a bottom, and a cylindrical first bearing holding portion 18 protruding outward is formed on the bottom surface. The first bearing holding portion 18 includes The bearing 20 is accommodated and held. A permanent magnet 22 is attached to the inner peripheral surface of the motor housing 16 along the circumferential direction.
A bracket 24 is attached to the opening of the motor housing 16 so as to cover the opening. A cylindrical second bearing holding portion 26 protruding outward is formed at the center of the bracket 24, and a bearing 28 is accommodated and held in the second bearing holding portion 26. . The bearings 20 and 28 are press-fitted into the bearing holding portions 18 and 26 and fixed.
[0006]
The rotor 30 is accommodated in the motor housing 16, and one end side (right end portion in FIG. 6) of the rotating shaft 32 is supported by the bearing 28 held by the bracket 24, and the other end side (in FIG. 6). The left end) is supported by the bearing 20 held by the motor housing 16 so that it can rotate freely.
One end side of the rotating shaft 32 of the rotor 30 protrudes from the second bearing holding portion 26 of the bracket 24 as an output shaft, and an eccentric shaft portion 32a eccentric to the axis L of the rotating shaft 32 is formed in part. ing. The eccentric shaft portion 32a acts as a cam when the rotor 30 rotates. Further, the distal end side of the eccentric shaft portion 32 a is formed coaxially with the axis L of the rotating shaft 32.
When the motor 14 is attached to the base 12, one end side protruding from the bracket 24 of the rotary shaft 32 enters the inside of the base 12, and the eccentric shaft portion 32 a drives the pair of plunger pumps. The tip side further than the portion 32 a is rotatably supported by a bearing 34 disposed inside the base 12.
Reference numeral 36 denotes a rotor core and reference numeral 38 denotes a brush, both of which constitute the rotor 30 together with the rotary shaft 32.
[0007]
Then, a second bearing holding portion 26 protruding from the bracket 24 is fitted into a wall surface 40 (also referred to as a motor mounting surface) to which the motor 14 of the base 12 is attached, so that the motor 14 is positioned with respect to the base 12. The positioning part 42 is formed. A cam chamber 44 is formed on the bottom surface of the positioning portion 42.
With the above configuration, the motor 14 is inserted into the cam chamber 44 at one end side of the rotating shaft 32 and the second bearing holding portion 26 of the bracket 24 is fitted into the positioning portion 42, and the surface of the bracket 24 is moved to the motor. It is attached to the base body 12 in close contact with the attachment surface 40.
[0008]
[Problems to be solved by the invention]
By the way, since recent vehicle designs have been reduced in size and weight, the same design philosophy is required for the ABS device for vehicles, and in particular, a brake disposed in an engine room with little space. There is a desire to reduce the size of the hydraulic control device.
[0009]
However, in the case of the conventional brake fluid pressure control device 10 described above, as shown in FIG. 6, the first bearing holding portion 18 that accommodates and holds the bearings 20 and 28 for supporting the rotating shaft 32, respectively. Since the second bearing holding portion 26 protrudes from the motor housing 16 and the bracket 24, the external dimension of the motor 14 is increased by the length of the protruding length, and it is difficult to reduce the size.
In particular, the eccentric shaft portion 32a for driving the pair of plunger pumps is supported by the bearing 28 provided on the bracket 24 side and the bearing 34 provided on the inside of the base body 12, so that the bracket 24 side is provided. The force that the provided bearing 28 receives from the rotating shaft 32 is larger than the force that the bearing 20 held by the motor housing 16 receives from the rotating shaft 32.
[0010]
For this reason, the bearing 28 held on the bracket 24 side must use a large-sized bearing having a high strength (having a longer axial length and a larger diameter). Therefore, the protrusion length from the bracket 24 surface of the 2nd bearing holding part 26 in which this bearing 28 is accommodated especially becomes large. The second bearing holding portion 26 is fitted into the positioning portion 42 formed on the motor mounting surface 40 of the base 12. However, when the positioning portion 42 having a structure recessed from the motor mounting surface 40 is enlarged. (When the dent amount, that is, when the depth from the motor mounting surface 40 becomes deeper), the above-described components arranged inside the base 12 are driven in the opposite direction, and as a result, the base along the axial direction of the rotary shaft 32 Thus, there is a problem that the size of the brake fluid pressure control device 10 as a whole increases in size.
[0011]
For the same reason, vibrations that occur when the rotor 30 rotates are often generated on the bracket 24 side having the second bearing holding portion 26 that holds the larger bearing 28. In order to prevent this vibration from being transmitted to the outside, it is necessary to increase the rigidity of the bracket 24, but in order to increase the rigidity, the thickness of the bracket 24 must be increased. However, when the thickness of the bracket 24 is increased, the projecting length of the motor 14 from the motor mounting surface 40 of the base 12 increases, resulting in a problem that the brake fluid pressure control device 10 as a whole is increased in size and weight. .
[0012]
Therefore, the present invention has been made to solve the above-described problems of the prior art, and the object of the present invention is to ensure the rigidity of the bearing holding portion of the bracket while keeping the thickness of the bracket thin, and An object of the present invention is to provide a brake hydraulic pressure control device motor that can reduce the overall length of the brake hydraulic pressure control device by shortening the axial length of the rotation shaft of the motor of the brake hydraulic pressure control device.
[0013]
[Means for Solving the Problems]
That is, the invention described in claim 1 of the present invention is a motor housing formed in a cylindrical body with a bottom and having a bearing disposed on the inner bottom surface, and attached to the opening of the motor housing so as to cover the opening. And a bracket in which a bearing is disposed in a bearing holding portion provided in the center, and one end side of the rotary shaft is housed in the motor housing in a state of protruding from the bearing holding portion of the bracket. In the motor for a brake hydraulic pressure control device having a rotor in which the rotation shaft is rotatably supported by each bearing held by a bracket, the bearing holding portion is formed in the motor housing from a central portion of the bracket. An outer cylindrical portion integrally projecting toward the direction, and an outer cylinder from the inner end of the motor housing toward the inner side of the outer cylindrical portion Is folded into a cylindrical shape in close contact is formed, characterized by comprising an inner cylindrical portion that houses and holds the bearing therein.
[0014]
According to this, the motor housing inner side end portion of the inner cylindrical portion of the bearing holding portion that actually accommodates and holds the bearing enters the inside of the motor housing from the surface of the bracket by the length of the outer cylindrical portion. For this reason, the protrusion length of the bearing holding portion that protrudes from the surface of the bracket and enters the base becomes short, and the depth of the positioning portion provided on the base can be reduced. As a result, the entire brake fluid pressure control device including the motor and the base body can be reduced in size.
Further, since the bearing holding portion provided in the bracket is configured as a double cylinder, at least a part of which is composed of an inner cylinder portion and an outer cylinder portion, a single cylinder body like a conventional bearing holding portion. Compared to the case where the bracket is configured, it is easy to ensure the strength even if the thickness of the bracket is reduced. Therefore, the weight of the motor, that is, the weight of the entire brake fluid pressure control device can be reduced, and the protrusion length of the motor from the motor mounting surface of the base can be shortened by the reduction in the plate thickness. The size can be reduced.
[0015]
Moreover, it is good to set it as the structure which makes the position of the outer side edge part of the said outer cylinder part substantially correspond with the axial direction center of the said bearing accommodated in the said inner cylinder part. Since most of the force that the bearing receives from the rotating shaft is considered to be a force in a direction substantially perpendicular to the axis of the rotating shaft, the outer end of the outer cylinder that is the connection position between the bearing holding portion and the other part of the bracket By making the portion substantially coincide with the axial center of the bearing, the force received by the bearing holding portion from the bearing is balanced before and after the outer end portion of the outer cylinder portion. Therefore, the bearing holding by the bracket is stabilized.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of a brake hydraulic pressure control motor according to the present invention will be described below in detail with reference to the accompanying drawings.
1 is a partially cutaway side view showing the overall configuration of the brake hydraulic pressure control motor, FIG. 2 is an enlarged explanatory view showing the structure of a bearing holding portion provided in the bracket of FIG. 1, and FIG. 3 is a vehicle ABS device. FIG.
[0017]
First, a schematic configuration of the vehicle ABS device will be described with reference to FIG.
Each wheel is provided with a left front wheel brake B _FL , a right rear wheel brake B _RR , a right front wheel brake B _FR , and a left rear wheel brake B _RL .
The pair of M / Cs constitutes a tandem master cylinder and outputs a brake fluid pressure corresponding to depression of a brake pedal (not shown).
The brake fluid pressure control device 10 is interposed between the four brakes B _FL , B _RR , B _FR , B _RL described above and the tandem master cylinder.
[0018]
Further, the configuration of the brake fluid pressure control device 10 will be described in detail.
The brake fluid pressure control device 10 includes four valve means individually corresponding to the left front wheel brake B _FL , the right rear wheel brake B _RR , the right front wheel brake B _FR and the left rear wheel brake B _RL. Are _normally connected to the _normally open solenoid valves V _OFL , V _ORR , V _OFR , V _ORL and the _normally open solenoid valves V _{OFL to} V _ORL respectively, and the input to the brake master cylinder M / C is released. 4 check valves 46 _OFL , 46 _ORR , 46 _OFR , 46 _ORL for returning the brake fluid from the corresponding wheel brakes B _{FL to} B _RL to the master cylinder M / C, and each wheel brake B _FL ~ Four normally closed solenoid valves V _CFL , V _CRR , V _CFR , V _CRL individually corresponding to B _RL , left front wheel brake B _FL and right rear wheel brake B _RR side and right front wheel Brake B _FR and left rear wheel brake B on the _RL side Each includes a pair of reservoirs 48a _and 48b individually corresponding to each other _, a pair of reciprocating plunger pumps 50a _and 50b connected to the reservoirs 48a _and 48b, and a plurality of hydraulic pressure paths for communicating them. As described in the example, the outer shape is accommodated in one metal base body 12 formed in a block shape.
[0019]
The brake fluid pressure control device 10 has a single brake fluid pressure control device motor (hereinafter simply referred to as a motor) 14 common to both plunger pumps 50a _and 50b. The rotary shaft (output shaft) 32 is attached to the mounting surface 40 and enters the base body 12 to drive the pair of plunger pumps 50a _and 50b.
The electronic control unit 52 that controls switching of demagnetization / excitation of each normally open solenoid valve V _{OFL to} V _ORL and each normally closed solenoid valve V _{CFL to} V _CRL is also provided. Attached (not shown).
In addition, the electronic control unit 52 is input with a vehicle running state from a wheel speed sensor (not shown) provided on each wheel. The electronic control unit 52 demagnetizes any one of the normally open solenoid valves V _{OFL to} V _ORL corresponding to the corresponding wheel according to the traveling state of the vehicle for each wheel brake B _{FL to} B _RL. Liquid that opens and demagnetizes and closes one of the normally closed solenoid valves V _{CFL to} V _CRL corresponding to the corresponding wheel and applies it to the wheel cylinder (not shown) from the brake master cylinder M / C Pressure increasing mode to increase the braking torque by increasing the pressure, each normally open type electromagnetic valve V _OFL ~ V _ORL of each normally closed type electromagnetic valve that excites and closes corresponding to the corresponding wheel One of the valves V _{CFL to} V _CRL corresponding to the corresponding wheel is demagnetized and closed so that the hydraulic pressure is not transmitted from the brake master cylinder M / C to the wheel cylinder (not shown) to maintain the braking torque. Holding mode, each of the normally open solenoid valves V _{OFL to} V _ORL , Energize and close one of the wheels corresponding to the corresponding wheel, and excite and open one of the normally closed solenoid valves V _{CFL to} V _CRL corresponding to the corresponding wheel to produce a wheel cylinder (not shown) Thus, the brake fluid is temporarily stored in the reservoirs 48a and 48b so that the brake fluid is controlled by any command in the decompression mode to reduce the braking torque so that the wheels are not locked.
Among these, when shifting to the decompression mode, the electronic control unit 52 drives the motor 14, drives the pumps 50a, 50b, and the brake fluid temporarily stored in the reservoirs 48a, 48b becomes the brake master cylinder M / C side. It comes to return to.
[0020]
Next, the structure of the motor 14 will be described in detail with reference to FIGS. 1, 2, and 4. Since the basic configuration is the same as that of the motor 14 described in the conventional example, the same configuration is denoted by the same reference numeral, and detailed description thereof is omitted.
The motor housing 16 is formed in a bottomed cylindrical body, and a bearing 20 is disposed on the inner bottom surface side. The permanent magnet 22 is attached to the inner peripheral surface of the motor housing 16. In addition, the structure which supports the outer peripheral surface of the rotating shaft 32 may be sufficient as the bearing 20 as shown in FIG.
[0021]
The bracket 54 which is a characteristic part of the present invention is manufactured by pressing a metal plate material, and is attached to the opening of the motor housing 16 so as to cover the opening. A cylindrical second bearing holding portion 56 protruding outward is formed at the center of the bracket 54, and the bearing 28 is accommodated and held in the second bearing holding portion 56.
The second bearing holding portion 56 includes an outer cylindrical portion 56a that protrudes integrally in a cylindrical shape (cylindrical shape) from the central portion of the bracket 54 toward the inside of the motor housing 16, and an inner side of the motor housing of the outer cylindrical portion 56a. It is comprised from the inner cylinder part 56b formed by folding in the cylinder shape (cylindrical shape) toward the inner side of the outer cylinder part 56a from the edge part (left end part in FIG. 1). This inner cylinder part 56b is formed in the outer diameter where the outer peripheral surface closely_contact | adheres to the inner peripheral surface of the outer cylinder part 56a. Accordingly, the axes of the outer cylinder portion 56 a and the inner cylinder portion 56 b both coincide with the axis L of the rotation shaft 32.
Then, the outer end portion (right end portion in FIG. 1) of the inner cylinder portion 56b is narrowed so that the opening diameter becomes smaller in the axial direction, and the bearing 28 extends from the inner opening portion of the inner cylinder portion 56b. It is press-fitted and arranged in the inner cylindrical portion 56b until the insertion side end face comes into contact with the narrowed portion.
[0022]
By adopting such a structure for the second bearing holding portion 56 of the bracket 54, the inner end portion of the motor housing of the inner cylindrical portion 56 b of the second bearing holding portion 56 that actually accommodates and holds the bearing 28 is The surface 54 a of the base body 12 that contacts the motor mounting surface 40 enters the inner side of the motor housing 16 by the length D ₁ of the outer cylindrical portion 56 a. For this reason, the protrusion length D2 of the _second bearing holding portion 56 protruding from the surface 54a of the bracket 54 is shorter than in the conventional example, and the depth of the positioning portion 42 provided on the motor mounting surface 40 of the base 12 can be reduced. . In the conventional example, the second bearing holding portion 26 is a structure in which is projected outward directly from the surface of the bracket 24, the cylindrical portion 56b inner referred to in FIG. 2 length D ₃ is as of the second bearing holding portion 26 It was a protruding length.
[0023]
Although a dead space corresponding to the length D ₁ of the outer cylinder portion 56a is generated inside the motor 14, the internal structure of the motor 14 has a more space than the internal structure of the base 12. For example, the motor mounting surface 40 of the motor 14 may be reduced by reducing the thickness of the brush 38 that supplies current to the commutator 58 of the rotor 30 or by reducing the thickness of the brush holding plate 62 that holds the brush 38. It is sufficiently possible to keep the protruding length from the same as or less than that of the conventional structure.
On the other hand, the dimension of the base body 12 can be shortened by the amount that the positioning portion 42 is shallow.
Therefore, the entire brake fluid pressure control device 10 including the motor 14 and the base 12 can be reduced in size.
[0024]
Moreover, since the 2nd bearing holding part 56 of the bracket 54 is comprised in the double cylinder comprised at least one part by the inner cylinder part 56b and the outer cylinder part 56a which mutually contact | adhered, it is shown in FIG. Compared to the case where the second bearing holding portion 26 is formed of a single cylinder like the conventional second bearing holding portion 26, it is easy to ensure the strength even if the plate thickness of the bracket 54 is reduced.
Therefore, the weight of the motor 14 can be reduced, that is, the weight of the entire brake fluid pressure control device 10 can be reduced, and the protrusion length of the motor 14 from the motor mounting surface 40 of the base 12 can be shortened by the thickness of the bracket 54. Therefore, the size of the entire brake fluid pressure control device 10 can be further reduced.
[0025]
Further, in FIGS. 1 and 2, the axial center M along the axial direction (length direction) of the bearing 28 disposed in the inner cylindrical portion 56b is more of the bracket 54 than the outer end portion A of the outer cylindrical portion 56a. Although it is located outside the surface 54a, as shown in FIG. 4, the outer cylinder part 56a is lengthened and the position of the outer end A of the outer cylinder part 56a (position along the axis L direction of the rotating shaft 32). However, it may be configured to coincide with the center M of the bearing 28.
As a result, the force received by the second bearing holding portion 56 from the rotating shaft 32 via the bearing 28 is an external position that is a connection position between the second bearing holding portion 56 and the other portion (plate-like portion) of the bracket 54. Balance is performed before and after the outer end A of the cylindrical portion 56a. Therefore, there is an effect that the holding of the bearing 28 by the bracket 54, that is, the holding of the rotating shaft 32 is stabilized.
[0026]
The rotor 30 is housed in the motor housing 16 as in the conventional motor, and one end side (right end portion in FIG. 1) of the rotating shaft 32 is supported by the bearing 28 held by the bracket 54. The other end side (the left end portion in FIG. 1) is supported by the bearing 20 held by the motor housing 16 so as to be rotatable. One end side of the rotating shaft 32 protrudes from the second bearing holding portion 56 of the bracket 54 as an output shaft, and an eccentric shaft portion 32a is formed in part. Further, the distal end side of the eccentric shaft portion 32 a is formed coaxially with the rotation axis L of the rotation shaft 32. A pair of plunger pumps 50a and 50b is driven by the eccentric shaft portion 32a. The distal end side of the rotary shaft 32 with respect to the eccentric shaft portion 32a is rotatably supported by a bearing 34 disposed inside the base 12.
[0027]
The mounting structure of the motor 14 to the base 12 is basically the same as that of the conventional example, and the positioning part 42 into which the second bearing holding part 56 protruding from the bracket 54 fits on the motor mounting surface 40 of the base 12. A cam chamber 44 is formed on the bottom surface of the positioning portion 42.
The motor 14 has one end of the rotating shaft 32 inserted into the cam chamber 44 and the second bearing holding portion 56 of the bracket 54 is fitted into the positioning portion 42 so that the surface of the bracket 54 is in close contact with the motor mounting surface 40. In this state, it is attached to the base 12.
[0028]
Further, in the above embodiment, the outer cylinder portion 56a is folded back toward the inside of the motor housing 16, and the inner cylinder portion 56b is folded toward the outside of the motor housing 16, but conversely the outer cylinder portion 56a is formed. It is also possible to employ a structure in which the portion 56 a is folded back toward the outside of the motor housing 16 and the inner cylinder portion 56 b is folded back toward the inside of the motor housing 16. In this case, it goes without saying that the bearing 28 can be subjected to many modifications within a range that does not depart from the spirit of the invention, such as a structure in which the bearing 28 is inserted into the inner cylindrical portion 56b from the outside of the bracket 54.
[0029]
【The invention's effect】
According to the first aspect of the present invention, the inner end portion of the inner cylindrical portion of the bearing holding portion that actually accommodates and holds the bearing extends from the surface of the bracket to the inner side of the motor housing by the length of the outer cylindrical portion. Get in. For this reason, the protrusion length of the bearing holding portion protruding from the surface of the bracket is shortened, and the depth of the positioning portion provided on the base can be reduced. As a result, the entire brake fluid pressure control device including the motor and the base body can be reduced in size.
Further, since the bearing holding portion provided in the bracket is configured as a double cylinder, at least a part of which is composed of an inner cylinder portion and an outer cylinder portion, a single cylinder body like a conventional bearing holding portion. Compared to the case where the bracket is configured, it is easy to ensure the strength even if the thickness of the bracket is reduced. Therefore, the weight of the motor, that is, the weight of the entire brake fluid pressure control device can be reduced, and the protrusion length of the motor from the motor mounting surface of the base can be shortened by the reduction in the plate thickness. There is an effect that downsizing can be achieved.
Further, according to the second aspect of the present invention, the force received by the bearing holding portion provided on the bracket from the rotating shaft via the bearing is the outer cylinder portion which is a connection position between the bearing holding portion and the other portion of the bracket. Since the balance is achieved before and after the outer end of the bearing, there is an effect that the holding of the bearing by the bracket is stabilized.
[Brief description of the drawings]
FIG. 1 is a partially cutaway side view for explaining the configuration of an embodiment of a brake hydraulic pressure control motor according to the present invention.
FIG. 2 is an enlarged explanatory view showing a structure of a second bearing holding portion provided in the bracket of FIG. 1;
FIG. 3 is a general hydraulic circuit diagram of the vehicle ABS device.
FIG. 4 is an enlarged explanatory view showing the structure of another embodiment of the second bearing holding portion provided on the bracket.
FIG. 5 is a side view of the brake fluid pressure control device.
FIG. 6 is a side sectional view for explaining the configuration of an example of a conventional brake hydraulic pressure control motor.
[Explanation of symbols]
14 Motor 16 Motor housing 28 Bearing 30 Rotor 32 Rotating shaft (Output shaft)
54 Bracket 56 Second bearing holding portion 56a Outer cylinder portion 56b Inner cylinder portion

Claims (2)

A motor housing formed in a bottomed cylindrical body and having a bearing disposed on the inner bottom surface side;
A bracket which is attached to the opening of the motor housing so as to cover the opening, and in which a bearing is disposed in a bearing holding portion provided in the center;
The rotation shaft is housed in the motor housing in a state where one end side of the rotation shaft protrudes from the bearing holding portion of the bracket, and the rotation shaft is rotatably supported by the bearings held by the motor housing and the bracket. In a brake hydraulic pressure control motor having a child,
The bearing holding portion is
An outer cylindrical portion integrally projecting from the central portion of the bracket toward the inner side of the motor housing;
An inner cylinder portion that is formed by being folded into a cylindrical shape that is in close contact with the outer cylinder portion from the inner end of the motor housing toward the inner side of the outer cylinder portion, and that accommodates and holds the bearing therein. A brake hydraulic pressure control motor. The brake hydraulic pressure control motor according to claim 1, wherein a position of an outer end portion of the outer cylinder portion substantially coincides with an axial center of the bearing accommodated and held in the inner cylinder portion. .

Images