JP4203044B2 - Brake control unit - Google Patents

Description

  According to the present invention, in an automobile, brake fluid is supplied to a wheel cylinder from a control hydraulic pressure source provided separately from a hydraulic pressure source generated by a driver's brake operation according to the driving situation of the vehicle. The present invention relates to a brake control unit that is applied to a brake device that executes automatic braking control that automatically applies braking.

2. Description of the Related Art Conventionally, a brake control device that performs ABS control that prevents a wheel from being locked when a driver performs a braking operation is known. The brake control device that executes the ABS control includes an oil passage that connects the master cylinder and the wheel cylinder in the housing, and an ABS control that is provided in the middle of the oil passage and that can reduce and increase the wheel cylinder pressure. A brake control unit including a plurality of solenoid valves, a reservoir for temporarily storing oil extracted from the wheel cylinder at the time of decompression, and a pump and a motor for returning the brake fluid stored in the reservoir to the oil passage is used. (For example, Patent Document 1).
In recent years, brake devices that perform automatic braking control in addition to the above-described ABS control are known. As this automatic braking control, when the vehicle posture becomes excessive oversteer or understeer, vehicle behavior control that generates a yaw moment in a direction that stabilizes the vehicle posture by generating a braking force on a desired wheel, For example, automatic braking control is known in which a traveling state is determined and a brake is automatically applied when a gap between the preceding vehicle and the preceding vehicle is closed.

  As a brake control unit used in a brake control device that executes these controls, the brake control unit that can execute the ABS control described above is switched to a hydraulic pressure source, or communication between the master cylinder and the wheel cylinder is cut off. A plurality of solenoid valves are added.

As shown in FIG. 6, conventionally, a brake control unit for automatic braking control to which a plurality of solenoid valves are added is used for ABS control above the rotating shaft of a motor 01 for rotating a piston pump. Compared to the configuration of the existing brake control unit for ABS control provided with a plurality of solenoid valves 02, the housing 03 is further extended upward, and the plurality of solenoid valves 04 described above are added to the extended portion. Things are known.
JP-A-11-208440

  However, the above-described prior art has problems to be solved as described below. That is, all the solenoid valves of the plurality of solenoid valves for ABS control and the plurality of solenoid valves added for automatic braking control are disposed above the plane including the motor rotation shaft with respect to the housing. The cost of the brake control unit itself is increased by the addition of the solenoid valve, and the size of the brake control unit is increased compared to the ABS control unit, resulting in poor mountability, increased weight, and increased housing material costs. There was a problem of inviting up.

  In addition, in the ITS (Intelligent Transfer System) that has been proposed in recent years, introduction of automatic driving control is being studied in order to save energy, improve traffic efficiency, and improve safety. Control is essential, and there is an increasing demand for brake control units used to perform this control. Against this background, in-vehicle mountability, weight reduction and cost reduction have become major problems.

  The present invention has been made paying attention to the above-mentioned conventional problems, and is a lightweight and compact brake control unit applicable to a brake device that executes automatic braking control while adding a plurality of solenoid valves. The purpose is to improve in-vehicle mounting and to be advantageous in terms of cost.

In order to achieve the above-mentioned object, the brake control unit according to claim 1 of the present invention is provided between the master cylinder and the wheel cylinder, and is driven by the motor to reciprocate the piston. And a plurality of solenoid valves for ABS control, a plurality of solenoid valves for ABS control, a plurality of solenoid valves added to execute automatic braking control for adjusting the wheel cylinder pressure to generate a braking force , in the brake control unit having a housing with a reservoir for storing the brake fluid removed from the wheel cylinder, wherein the housing is directed to the plunger pump from a plane parallel to both the rotation axis of the shaft and the motor of the piston And a reservoir housing portion for housing the reservoir, and a front surface from the surface having the rotation axis of the motor as a surface normal. A solenoid valve housing portion that is perforated in parallel to the rotation axis of the motor and houses each of the solenoid valves, and a surface having the rotation axis of the motor as a surface normal is parallel to the axis of the piston. The first region is divided into a continuous first region and a continuous second region by a predetermined straight line, and the shaft center of the electromagnetic valve housing portion is straddled across the shaft center of the piston. And the reservoir receiving portion is arranged in the second region .

Effects and effects of the invention

Since the brake control unit according to the first aspect is configured as described above, the space of the housing can be used effectively, and the brake control unit can be configured compactly.

  The best mode for carrying out the present invention will be described with reference to the drawings as an example.

  FIG. 5 is a hydraulic circuit diagram showing a circuit configuration of a brake control unit according to the first embodiment described below.

  In FIG. 5, MC is a master cylinder, and is a known cylinder that supplies brake fluid to the wheel cylinder WC via the brake pipes 1 and 2 when the brake pedal BP is depressed. The master cylinder MC is provided with a reservoir RES that stores brake fluid.

The brake pipes 1 and 2 have a connection structure called a so-called X pipe. That is, the brake pipe 1 connects the left front wheel wheel cylinder WC (FL) and the right rear wheel wheel cylinder WC (RR), and the brake pipe 2 connects the right front wheel wheel cylinder WC (F R ) and the left rear wheel. The wheel cylinder WC (R L ) is connected.

  In the middle of the brake pipes 1 and 2, an out-side gate valve 3 corresponding to a solenoid valve to which claims are added is provided. The out-side gate valve 3 is a normally open solenoid valve that switches between connection and disconnection of the brake pipes 1 and 2.

  In parallel with the out-side gate valve 3 is a one-way valve 3a that allows only the flow of brake fluid from the master cylinder MC side (hereinafter referred to as upstream) to the wheel cylinder WC side (hereinafter referred to as downstream). In addition to this, a bypass 3b is provided in parallel therewith, and this bypass 3b is provided with a relief valve 3c for releasing the pressure downstream of the out-side gate valve 3 upstream when the pressure exceeds a predetermined pressure. .

  Further, in the brake circuits 1 and 2, downstream of the out-side gate valve 3, there is provided a pressure increasing valve 5 composed of solenoid-driven ON / OFF valves corresponding to a plurality of electromagnetic valves for ABS control in the scope of claims. Further, a pressure reducing valve 6 comprising an ON / OFF valve driven by a solenoid is provided in the middle of a return passage 10 connecting a position downstream from the pressure increasing valve 5 and the reservoir 7.

  Further, a pump 4 is connected to the brake pipes 1 and 2 as a hydraulic pressure source other than the master cylinder MC. That is, the pump 4 serves as a brake fluid pressure source when the driver is not operating, and also serves as a return pump when the ABS control is executed. The pump 4 is a plunger pump that is operated by a motor 8 and includes two plungers 4p and 4p, and a pump chamber 4r that performs suction and discharge by the plungers 4p and 4p. A position upstream of the out-side gate valve 3 in the brake pipes 1 and 2 and the reservoir 7 are connected via a 4b. On the other hand, a discharge circuit 4 c is connected to a position between the out-side gate valve 3 and the pressure increasing valve 5 in the brake pipes 1 and 2. The suction circuit 4b is provided with a check valve 4d for preventing the brake fluid from flowing in the direction of the reservoir 7.

The suction circuit 4a is provided with an in-side gate valve 9 for switching communication / blockage of the suction circuit 4a. The in-side gate valve 9 corresponds to a solenoid valve to which claims are added, and is constituted by a normally closed solenoid valve.

  The brake control unit of the first embodiment includes a total of eight pressure increasing valves 5 and pressure reducing valves 6 as ABS control electromagnetic valves, and a total of four added out-side gate valves 3 as electromagnetic valves. A configuration including an in-side gate valve 9, a reservoir 7, a check valve 4d, a pump 4, and a motor 8 is provided in one housing 11, and a front view thereof is shown in FIG.

As shown in the figure, an ABS control pressure increasing valve 5 and pressure reducing valve 6 are disposed in the housing 11 above the line indicated by the piston shaft (DD in the figure) of the plungers 4 p , 4p facing the pump 4. The in-side gate valve 9 is disposed outside the lower side, and the out-side gate valve 3 is disposed inside the lower side.

  As shown in FIG. 3 which is a BB sectional view of FIGS. 1 and 2, a reservoir 7 is provided below the in-side gate valve 9 and the out-side gate valve 3 from the piston shaft P of the pump 4 to the motor 8 side. It is provided in an eccentric state. Further, the check valve 4d is also arranged eccentrically from the piston shaft P as shown in the figure, thereby securing the dimension in the thickness direction of the housing 11 with respect to the gate valves 3 and 9. Thereby, as shown in FIG. 4, the protrusion margins of the valves 3, 5, 6 and 9 can be aligned without increasing the thickness of the housing 11.

  Therefore, as shown in FIG. 4, the coils 31, 51 and 61 for driving the valves 3, 5, 6 and 9, which are all electromagnetic valves, are assembled in one base 101, but as described above, Assembling is facilitated by the assembly. In addition, assembling the coils into one in this way has been conventionally performed, but in the first embodiment, even if the arrangement of the valves 3, 5, 6 and 9 is different from the conventional one, the coils When attaching the part to the housing 11, workability similar to that of the prior art can be obtained, and workability is not deteriorated and the number of parts is not increased.

  As described above, in the first embodiment, the pressure increasing valve 5 and the pressure reducing valve 6 for ABS control, the in-side gate valve 9 and the out-side gate valve 3 are provided in the housing 11 as in the conventional case. Since it is provided so as to straddle the piston shaft P without being biased only above the piston shaft P, the space of the housing 11 can be used effectively, and it should be configured more compact than the size of the conventional housing. Can do.

  Moreover, since the oil path between the in-side gate valve 9 and the out-side gate valve 3 and the pump 4 can be shortened, the viscous resistance can be reduced, and the response can be improved.

  Further, the reservoir 7 and the check valve 4d are disposed in a space between the in-side gate valve 9 and the out-side gate valve 3, and the reservoir 7 is disposed on the motor side with respect to the piston shaft P of the pump 4. Since the check valve 4d is also eccentric in the same manner, it is possible to effectively use not only the height direction of the housing 11 but also the depth. When the out-side gate valve 3 is added, the effect of facilitating securing the strength on the housing 11 side can be obtained, and the protruding margins of the valves 3, 5, 6, and 9 can be made uniform. The effect that it becomes easy to attach the component of the coil part for operating as an assembly is acquired.

(Other examples)
Although the first embodiment has been described with reference to the drawings, the present invention is not limited to the above-described configuration, and various configurations can be considered without departing from the spirit of the present application .

  Further, technical ideas other than the claims that can be grasped from the above embodiments will be described below together with the effects thereof.

(1) A pump driven by a motor, a plurality of solenoid valves for ABS control, a reservoir for storing brake fluid, a plurality of added solenoid valves, and an oil path connecting the reservoir and the pump to a housing. A check valve provided in the vehicle, and performing ABS control for preventing wheel lock by controlling the wheel cylinder pressure using the plurality of electromagnetic valves for ABS control during braking, When not performing a braking operation, if necessary, a plurality of added solenoid valves are used to shut off and connect the oil passages to supply brake fluid discharged by the pump to the wheel cylinders and for ABS control. In a brake control unit applied to a brake device that executes automatic braking control that adjusts the wheel cylinder pressure in cooperation with and generates braking force,
A plurality of electromagnetic valves for the ABS control are disposed on one side of an arbitrary plane including the rotating shaft of the motor, and the plurality of added electromagnetic valves and the reservoir are disposed on the other side. Brake control unit characterized by

  Therefore, as in the prior art, all the solenoid valves of the plurality of solenoid valves for ABS control and the plurality of added solenoid valves are not arranged in only one of the planes including the rotating shaft of the motor, The space of the housing can be effectively used, and the size and weight can be reduced as compared with the size of the conventional housing, so that the on-vehicle performance can be improved. Moreover, since the oil path between the added solenoid valve and the pump can be shortened, the flow path resistance can be reduced, and the responsiveness can be improved.

  That is, the conventional automatic braking control is performed by arranging a plurality of electromagnetic valves for ABS control on one side and an electromagnetic valve and a reservoir added on the other side across a plane including the rotating shaft of the motor. It can be much lighter and more compact than a viable brake control unit. This is because in the conventional brake control unit capable of executing automatic braking control, when the solenoid valve is added to the ABS control unit, the size of the housing is increased and the solenoid valve is added. In No. 1, when the electromagnetic valve is added, it is efficiently arranged in the housing without increasing the size of the ABS control unit. As described above, the brake control unit capable of executing the automatic braking control can be made lighter and more compact, so that the vehicle mountability can be improved and the extra space of the housing can be reduced. To reduce costs. In addition, conventionally, since the added solenoid valve is disposed above the plurality of solenoid valves for ABS control, the oil path between the added solenoid valve and the pump has to be lengthened. On the other hand, in the present invention, since the added electromagnetic valve is disposed close to the hydraulic chamber of the pump, it is possible to shorten the oil passage, thereby reducing the resistance of the oil passage. This makes it possible to improve responsiveness.

  (2) The brake control unit according to (1), wherein the check valve is disposed in a space between the plurality of added electromagnetic valves.

  Thereby, a more compact arrangement is possible. In other words, by arranging a check valve in the space between the added solenoid valves, the housing space can be effectively used while reducing the distance between the reservoir and the pump, thereby reducing weight and cost. Can be achieved.

  (3) In the brake control unit according to the above (1) or (2), a horizontally opposed piston pump of at least two cylinders is used as the piston pump, and a pair of piston shafts opposed to the piston pump are A brake control unit, which is disposed on a plane including a rotation shaft of a motor.

  Therefore, when installing a piston pump that requires a large space in the axial direction of the motor in the installation of the pump, it is possible to make the structure compact while avoiding interference with each electromagnetic valve.

  In other words, because the solenoid valve for ABS control and the added solenoid valve are arranged across the piston shaft of the horizontally opposed piston pump, a large dimension is required in the axial direction of the motor unlike gear pumps, etc. When providing a common housing with a piston pump that requires a large amount and a solenoid valve having a large axial dimension, it is possible to install them in a smaller space than before.

  (4) In the brake control unit according to (3), a motor is attached to one side of the housing, the electromagnetic valve is attached from the opposite side across the piston pump, and the reservoir is A brake control unit, wherein the brake control unit is arranged eccentrically toward the motor side from a piston shaft of the piston pump.

  Therefore, not only the height direction of the housing but also the depth can be used effectively, and the whole can be made more compact. In addition, this makes it possible to align the protrusion of the solenoid valve for ABS control and the added solenoid valve while keeping the depth of the housing short, and attach the coil part for operating the solenoid valve as an assembly. It becomes easy.

  That is, by arranging the reservoir and the check valve eccentrically with respect to the piston shaft of the motor, not only the height direction of the housing but also the depth can be used effectively, and the space of the housing is reduced. By using it effectively, a solenoid valve can be added without enlarging the housing. In addition, this makes it possible to align the protrusion of the solenoid valve for ABS control and the added solenoid valve while keeping the depth of the housing short, and attach the coil part for operating the solenoid valve as an assembly. It becomes easy.

It is a front view of the brake control unit of Example 1 of the present invention. It is sectional drawing (DD cross section) of the brake control unit of Example 1 of this invention. It is sectional drawing (BB cross section) of the brake control unit of Example 1 of this invention. It is sectional drawing (AA, CC cross section) of the brake control unit of Example 1 of this invention. 1 is a hydraulic circuit diagram of a brake device to which a brake control unit according to a first embodiment of the present invention is applied. It is sectional drawing which shows the conventional brake control unit.

Explanation of symbols

MC Master cylinder WC Wheel cylinder BP Brake pedal 1 Brake piping 2 Brake piping 3 Out side gate valve (gate valve)
3a one-way valve 3b bypass circuit 3c relief valve 4 pump 4a suction circuit 4b suction circuit 4c discharge circuit 4d check valve 4p plunger 4r pump chamber 5 pressure increasing valve 6 pressure reducing valve 7 reservoir 8 motor 9 in-side gate valve (second gate valve) )
10 Return passage 11 Housing 31, 51, 61 Coil 101 Base

Claims (1)

Between the master cylinder and the wheel cylinder,
A plunger pump that is driven by a motor to reciprocate a piston and repeats suction and discharge with the reciprocation ;
A plurality of solenoid valves for ABS control;
A plurality of solenoid valves added to perform automatic braking control for adjusting the wheel cylinder pressure to generate braking force ;
A reservoir for storing brake fluid extracted from the wheel cylinder during decompression ;
In a brake control unit having a housing with
The housing is
A reservoir receiving portion that is drilled toward the plunger pump from a plane parallel to both the axis of the piston and the rotation axis of the motor, and stores the reservoir;
An electromagnetic valve housing portion that is drilled in parallel with the rotational axis of the motor from a surface having the rotational axis of the motor as a surface normal, and accommodates each electromagnetic valve;
And having
A surface having the rotation axis of the motor as a surface normal is divided into a continuous first region and a continuous second region by a predetermined straight line parallel to the axis of the piston,
An axial center of the electromagnetic valve housing portion is disposed in the first region across the axial center of the piston,
The brake control unit according to claim 1, wherein the reservoir housing portion is disposed in the second region .

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