JP4032460B2 - Wheel brake hydraulic pressure control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The invention of this application relates to a hydraulic brake device for an automobile, and more particularly to a wheel brake hydraulic pressure control device for preventing a wheel from being locked during braking.
[0002]
[Prior art]
This type of wheel brake hydraulic pressure control device includes an electromagnetic valve for controlling the opening and closing of the communication between the master cylinder and the wheel brake, a reservoir, an electromagnetic valve for controlling the opening and closing of the communication between the wheel brake and the reservoir, The main component is a return pump that is driven by a motor and returns the brake fluid in the reservoir to the master cylinder side through the damper chamber and the orifice sequentially, and these components form a master cylinder connection port and a wheel brake connection port 1 (See Japanese Patent Application Laid-Open Nos. 7-267064 and 8-80827).
[0003]
[Problems to be solved by the invention]
The master cylinder connection port and the wheel brake connection port are arranged on the upper part of the body in order to improve the mounting work on the vehicle and increase the exhaust degree when the brake fluid is filled in the brake pipe. Since the distance between the damper chamber and the master cylinder connection port is long in the conventional device in which the damper chamber is arranged far away from the master cylinder connection port, the damper chamber and the master cylinder connection port are in the same path as the communication path. It is necessary to form an orifice in the member to be fixed, and there is room for improvement in terms of cost. It is an object of the present invention to provide a wheel brake hydraulic pressure control device that is more advantageous than conventional devices in terms of cost.
[0004]
[Means for Solving the Problems]
The invention according to claim 1 of the present application provides a first control for controlling opening and closing of communication between the wheel brake connection port and the master cylinder connection port in a body provided with a master cylinder connection port and a wheel brake connection port. 1 valve, a reservoir, a second valve for controlling opening and closing of the communication between the wheel brake connection port and the reservoir, and a brake fluid in the reservoir to return to the master cylinder connection port sequentially through a damper chamber and an orifice. in the wheel brake fluid pressure control apparatus in which the pump is disposed back of the damper chamber is formed in a first hole formed in the body, the side of the first hole is formed in the body passage between said master cylinder connecting opening said first valve is formed by a second bore which crosses proximate said first aperture, said circumferential surface and said second first hole It is the wheel brake fluid pressure control apparatus according to claim wherein said orifices in the most thin point of the wall separating the adjacent portion of the peripheral surface of the hole is punched by a punch from the side of the first hole.
[0005]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the invention according to this application will be described with reference to the drawings.
[0006]
FIG. 1 is a diagram showing a schematic configuration of a hydraulic brake device for an automobile. In FIG. 1, a brake pedal 11 is connected to a tandem master cylinder 13 via a booster 12, and a brake operation force applied to the brake pedal 11 is doubled by the booster 12 and input to the tandem master cylinder 13. One pressure generation chamber of the two pressure generation chambers of the tandem master cylinder 13 is connected to the front left wheel brake 16 via the communication pipe 14, the wheel brake hydraulic pressure control device 24, and the communication pipe 15, and the communication pipe 14. The wheel brake hydraulic pressure control device 24 is connected to the rear right wheel brake 18 via the communication pipe 17, and the other pressure generation chamber of the two pressure generation chambers of the tandem master cylinder 13 is connected to the communication pipe 19, the wheel brake. The hydraulic pressure control device 24 is connected to the front right wheel brake 21 via the communication pipe 20 and is connected to the rear left wheel brake 23 via the communication path 19, the wheel brake hydraulic pressure control device 24 and the communication pipe 22.
[0007]
The wheel brake hydraulic pressure control device 24 includes normally open solenoid valves 25, 26, 27, 28 for controlling the opening and closing of the master cylinder 13 and the wheel brakes 16, 18, 21, 22, the wheel brake 16, The normally closed solenoid valves 29 and 30 for controlling the opening and closing of the communication between each of the reservoirs 18 and the reservoir 26, and the brake fluid flowing into the reservoir 26 from the wheel brakes 16 and 18 through the solenoid valves 29 and 30 are supplied to the damper chamber 31. And a return pump 33 for returning to the upstream side of the solenoid valves 25 and 26 through the orifice 32 in sequence, and normally closed solenoid valves 35 and 36 for controlling opening and closing of the communication between each of the wheel brakes 21 and 23 and the reservoir 34, The brake fluid that has flowed from the wheel brakes 21 and 23 through the electromagnetic valves 35 and 36 into the reservoir 34 passes upstream of the electromagnetic valves 27 and 28 through the damper chamber 37 and the orifice 38 sequentially. A pump 39 returning back to have a single electric motor 40 driving the pump 31, 39 as the main components.
[0008]
In a state where the brake pedal 11 is operated and hydraulic pressure is applied from the master cylinder 13 to the wheel brakes 16, 18, 21, 23, the hydraulic pressure of the wheel brake 16 excites the solenoids of the electromagnetic valves 25, 29. The hydraulic pressure of the wheel brake 18 can be reduced, held and increased by exciting the solenoids of the solenoid valves 26 and 30 or stopping the excitation. The hydraulic pressure of the wheel brake 21 can be reduced, held, or increased by exciting or de-energizing the solenoids of the electromagnetic valves 27 and 35, and the hydraulic pressure of the wheel brake 23 can be reduced by the electromagnetic valves 28 and 36. The solenoid can be depressurized, held and increased by de-energizing or de-energizing. For example, if the solenoid of the solenoid valve 25 is excited to bring the solenoid valve 25 into the closed position and the solenoid of the solenoid valve 29 is excited to bring the solenoid valve 29 into the open position, the brake fluid of the wheel brake 16 causes the solenoid valve 29 to be opened. Then, it flows into the reservoir 26 and the hydraulic pressure of the wheel brake 16 is reduced. Thereafter, if the excitation of the solenoid of the solenoid valve 25 is continued and the excitation of the solenoid of the solenoid valve 29 is stopped, the solenoid valve 29 is in the closed position and the hydraulic pressure of the wheel brake 16 is maintained. Thereafter, when the excitation of the solenoid of the solenoid valve 25 is also stopped, the solenoid valve 25 is brought into the open position, the brake fluid is supplied from the master cylinder 13 to the wheel brake 16, and the fluid pressure of the wheel brake 16 is increased.
[0009]
The wheel brakes 16 and 18 may be implemented as left and right front wheel brakes, and the wheel brakes 21 and 23 may be implemented as left and right rear wheel brakes. In this case, the hydraulic pressures of the wheel brakes 21 and 23 are further controlled by electromagnetic valves 27 and 39. The control may be changed so as to perform common control (in this case, the solenoid valves 28 and 36 are omitted).
[0010]
2 and 3 show the detailed structure of the wheel brake hydraulic pressure control device 24. FIG. FIG. 3 is a sectional view taken along line 3-3 in FIG. Master cylinder connection ports 42 and 43 communicating with the communication pipes 14 and 19 of FIG. 1 are provided at the upper part of a substantially rectangular body 41 attached to the vehicle body so as to open on the upper surface of the body 41. A wheel brake connection port 44 communicated with the communication pipe 14 is provided on the upper surface of the body 41, and the communication pipes 17, 20, and 22 of FIG. Are provided with three wheel brake connection ports. The master cylinder connection ports 42 and 43 are disposed near the right side surface of the body 41 in FIG. 2, and the wheel brake connection ports 44 are disposed near the left side surface of the body 41 in FIG.
[0011]
In the lower part of the body 41, vertical holes 45, 46 are formed so as to open in the lower surface of the body 41 and spaced in the left-right direction in FIG. 3, and pistons 47, 48 are formed in these holes 45, 46, respectively. The reservoirs 26 and 34 are configured.
[0012]
The body 41 is provided with a horizontal valve housing hole 49 located below the wheel brake connection port 44 and opened to the right side surface of the body 41 in FIG. The valve housing hole 49 communicates with the wheel brake connection port 44 via the communication hole 50 and also communicates with the master cylinder connection port 42 via the communication holes 51, 52 and 53. The body 41 is provided with a horizontal valve accommodation hole 54 located below the valve accommodation hole 49 and opened to the right side of the body 41 in FIG. The valve accommodation hole 54 communicates with the wheel brake connection port 44 via the communication hole 55, the valve accommodation hole 54, and the communication hole 50, and also communicates with the reservoir 26 via the communication holes 56 and 57. A valve assembly 58 constituting the electromagnetic valve 25 of FIG. 1 is accommodated in the valve accommodation hole 49, and a valve assembly 59 constituting the electromagnetic valve 29 of FIG. 1 is accommodated in the valve accommodation hole 54.
[0013]
Although not shown in FIGS. 2 and 3, three valve housing holes for accommodating the valve assemblies of the electromagnetic valves 26, 27 and 28 of FIG. 1 are parallel to the valve housing hole 49 in FIG. The three valve housing holes that are arranged side by side in the direction perpendicular to the paper surface and house the valve assemblies of the electromagnetic valves 30, 31, 32 of FIG. 1 are parallel to the valve housing hole 54 in FIG. Are arranged in a direction perpendicular to the paper surface. The valve housing hole for housing the valve assembly of the electromagnetic valve 26 in FIG. 1 communicates with the wheel brake connection port that communicates with the communication pipe 17 in FIG. 1 and through the communication hole 60 shown in FIG. Communicated with. The valve housing hole for housing the valve assembly of the electromagnetic valve 27 in FIG. 1 communicates with the wheel brake connection port communicated with the communication pipe 20 in FIG. 1 and through the communication holes 61, 62, 63 shown in FIG. The master cylinder connection port 43 is communicated. The valve housing hole for housing the valve assembly of the electromagnetic valve 28 in FIG. 1 communicates with the wheel brake connection port communicated with the communication pipe 22 in FIG. 1 and through the communication hole 64 shown in FIG. Communicated with.
[0014]
In the body 41, an accommodation hole 66 (see FIG. 3) for accommodating the pump drive cam shaft 65 is formed above the reservoirs 26, 34 and between the reservoirs 26, 34, and a pair of accommodations orthogonal to the accommodation holes 66 are formed. Holes 67 and 68 are formed. Pistons 69 and 70 driven by the pump drive cam shaft 65 are accommodated in the accommodation holes 67 and 68. These pistons 69, 70 constitute return pumps 33, 39. When the pump drive camshaft 65 is driven by the electric motor 40, the return pump 33 sucks in the brake fluid in the reservoir 26 via the communication path 71 and communicates with it. The fluid is discharged into the passage 72, and the return pump 39 sucks the brake fluid in the reservoir 34 through the communication passage 73 and discharges it to the communication passage 74.
[0015]
In the body 41, horizontal holes 75 and 76 that form the damper chambers 31 and 37 are formed below the communication passages 51 and 61. The axes of these holes 75 and 76 and the axes of the communication passages 51 and 61 are perpendicular to each other. The thin walls 77 and 78 that vertically separate the holes 75 and 76 and the communication passages 51 and 61 are provided with orifices 32 and 38. Is formed. These orifices are formed by punching from the sides of the holes 75 and 76 by a method as described in US Pat. No. 3271988.
[0016]
【The invention's effect】
According to the invention of this application, the damper chamber and the communication path on the master cylinder connection port side communicate with each other by drilling an orifice in a thin wall, so that the cost of the apparatus can be reduced.
[Brief description of the drawings]
FIG. 1 is a diagram showing a schematic configuration of a hydraulic brake device for an automobile.
FIG. 2 is a cross-sectional view showing a detailed structure of a wheel brake hydraulic pressure control device according to an embodiment of the invention of this application.
FIG. 3 is a cross-sectional view taken along line 3-3 in FIG.
[Explanation of symbols]
25, 29 ... Solenoid valves 26, 34 ... Reservoir 31, 37 ... Damper chambers 32, 38 ... Orifus 33, 39 ... Return pump 41 ... Body 42, 43 ... Master Cylinder connection port 44 ... wheel brake connection ports 51, 61 ... communication holes 75, 76 ... holes 77, 78 ... thin walls

Claims (1)

A first valve, a reservoir, and the wheel brake connection port for controlling opening and closing of communication between the wheel brake connection port and the master cylinder connection port inside a body provided with a master cylinder connection port and a wheel brake connection port And a second valve for controlling opening and closing of communication between the reservoir and the reservoir, and a wheel brake provided with a return pump for returning brake fluid in the reservoir to the master cylinder connection port sequentially through a damper chamber and an orifice the fluid pressure control device, wherein the damper chamber is formed in a first hole formed in the body, across and is formed in the body adjacent the side of said first hole in said first hole A passage between the master cylinder connection port and the first valve is formed by the second hole , and a proximity portion between the peripheral surface of the first hole and the peripheral surface of the second hole is separated. Wall Also the wheel brake fluid pressure control device, characterized in that the orifice in place of the thin are punched by punch from the side of the first hole.

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