JP4989536B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake hydraulic pressure control device for controlling a brake hydraulic pressure applied to a wheel brake.

  A vehicle brake fluid pressure control device for controlling the brake fluid pressure applied to the wheel brake is mounted on the vehicle. This vehicle brake fluid pressure control device is a normally open inlet valve that allows the brake fluid pressure to be transmitted to the wheel brake when the brake pedal is depressed, or is opened when the wheel is about to lock. The normally closed outlet valve that releases the brake fluid pressure applied to the wheel brake, the reservoir that absorbs the brake fluid pressure released by opening the outlet valve, and the brake fluid pressure that has been weakened by the reservoir are set to appropriate pressure. And a pump for returning it to the upstream side of the inlet valve.

  As the above-described pump, for example, a compact plunger pump is adopted. The plunger pump increases the brake fluid pressure by reciprocating the plunger with an electric motor. Therefore, the brake fluid returning to the upstream side of the inlet valve again through the pump pulsates, and this pulsation may impair the operation feeling. For this reason, a damper is disposed downstream of the pump to suppress pump pulsation.

  Further, by adding a configuration of an elastic member to the damper or by using a damper plug (lid portion) as an elastic member, improvements have been made to widen the operating range of the damper and improve the damping function (for example, Patent Document 1).

In addition, the vehicle brake fluid pressure control device includes an anti-lock brake system (ABS) and a vehicle behavior stabilization control system that requires a control valve (regulator) for pressure regulation. In the latter system, in addition to the pulsation of the pump described above, it is necessary to suppress the pulsation by the regulator, and the damper has become an essential requirement (for example, Patent Document 2).
JP 2000-177565 A JP 2003-341499 A

  However, providing a dedicated damper according to the capacity of the vehicle brake fluid pressure control device can suppress pulsation caused by a pump and a control valve, but the structure becomes complicated, the number of parts increases, and vehicle brake fluid pressure control. An increase in the size of the device itself could not be avoided, resulting in an increase in cost.

  Therefore, the present invention is a vehicle brake fluid pressure control device having a damper function, and can reduce or reduce the size of a dedicated damper, and the vehicle brake fluid has a simple configuration without increasing the number of parts. An object of the present invention is to provide a damper structure for a pressure control device.

In order to solve the above-mentioned problems, a brake fluid pressure control device for a vehicle according to the present invention includes a base on which an oil passage for brake fluid is formed, a control housing attached to the other side of the base, and a depression of a brake pedal. A normally open solenoid valve that allows transmission of brake fluid pressure discharged from the master cylinder to the wheel brake, and a normally closed solenoid valve that is opened to release the brake fluid pressure applied to the wheel brake, A pump that returns the brake fluid pressure released by opening the normally closed solenoid valve to the upstream side of the normally open solenoid valve by reciprocating the plunger, and at least the solenoid valve A brake fluid pressure control device for a vehicle provided on the other side surface of the base body, wherein the electromagnetic valve is assembled in a bottomed receiving hole formed in the base body, and the receiving hole The opening, said the function of preventing the falling off of the solenoid valve, and engaging the damper structure is a leaf spring dish shape serves both as a damper function to absorb pulsation by elastic deformation is provided in the axial direction cage, the outer peripheral portion of the engaging damper structure, in Rukoto housed in engaging groove formed along the inner circumferential direction to the hole wall of the receiving hole, falling prevention from the accommodation hole of the solenoid valve The engaging damper structure is elastically sandwiched between the electromagnetic valve and the engagement groove, and elastically biases the electromagnetic valve from the opening side to the bottom side of the accommodation hole. It is said.

  According to such a configuration, the solenoid valve inserted into the accommodation hole provided on the other side surface of the base is prevented from falling off by the engagement damper structure provided in the opening of the accommodation hole, and only in the insertion direction. It can slide and is elastically biased from the opening side to the bottom side. When the pulsation of the brake fluid pressure caused by the pump or the like is transmitted to the electromagnetic valve, the electromagnetic valve slides back and forth in the insertion direction and absorbs the pulsation. In this way, the engagement damper structure can achieve the damper function by elastically energizing the solenoid valve, so that a dedicated damper can be omitted or reduced in size depending on the capacity of the vehicle brake hydraulic pressure control device. Can be

Further, the engagement damper structure can be easily and reliably assembled by providing the engagement groove, which can lead to improvement in productivity and improvement in production reliability.
Further, by using a plate-shaped plate spring as the elastic body of the engagement damper structure, it can be easily assembled and a reliable operation can be realized.

  Moreover, in addition to the said structure, the said engagement damper structure can be provided in the said accommodation hole connected to the discharge side of the said pump.

  According to such a configuration, the damper function is exhibited in the accommodation hole communicating with the discharge side of the pump that generates pulsation, so that the pulsation of the pump can be efficiently suppressed.

  Further, in addition to the above-described configuration, a control valve configured to regulate the brake fluid pressure in the flow path connected to the discharge side of the pump via an orifice is further provided, and the control valve is provided on the base body. A receiving hole with a bottom for receiving is formed, and an engagement groove along the inner peripheral direction can be formed in the hole wall of the receiving hole.

  According to such a configuration, it is possible to reduce the pulsation of the brake fluid flowing into the orifice disposed in the downstream of the pump that generates the pulsation, and to enhance the rectification effect by the orifice. In addition, the anti-lock brake system (ABS) and the vehicle behavior stabilization control system that requires a control valve (regulator) for pressure regulation are among the brake fluid pressure control devices for vehicles. In addition, pulsation due to the control valve can be directly and effectively suppressed.

  According to such a structure of the vehicle brake fluid pressure control device, the vehicle brake fluid pressure control device having a damper function, which can reduce or reduce the size of the dedicated damper, increases the number of parts. It is possible to provide a damper structure of a vehicular brake hydraulic pressure control device having a simple configuration without any problem.

[First Embodiment]
Next, a first embodiment of the present invention will be described in detail with reference to the drawings as appropriate. In the first embodiment, the present invention is applied to an anti-lock brake system (ABS) in a vehicle brake hydraulic pressure control device.
FIG. 1 is a brake fluid pressure circuit diagram of the vehicle brake fluid pressure control device according to the present embodiment.

  With reference to the brake fluid pressure circuit diagram of FIG. 1, functions of various components provided in the vehicle brake fluid pressure control device 100 will be briefly described. In FIG. 1, a solid line connecting various components in the vehicle brake hydraulic pressure control device 100 indicates a flow path (oil passage) formed in the device.

  As shown in FIG. 1, a vehicular brake fluid pressure control device 100 includes a master cylinder M that generates brake fluid pressure in accordance with a pedaling force applied to a brake pedal P by a driver, wheel brakes FL, FR, RL, and RR. It is arranged between. The two output ports M1, M2 of the master cylinder M are connected to the inlet port 121 of the vehicle brake hydraulic pressure control device 100, and the outlet port 122 of the vehicle brake hydraulic pressure control device 100 is connected to each wheel brake FL, FR, It is connected to RL and RR. In normal times, an oil passage is formed from the inlet port 121 to the outlet port 122 in the vehicle brake fluid pressure control device 100 so that the pedaling force of the brake pedal P is applied to each wheel brake FL, FR, RL, It is transmitted to RR.

  Here, the oil passage A starting from the output port M1 of the master cylinder M leads to the wheel brake FL on the left side of the front wheel and the wheel brake RR on the right side of the rear wheel, and the oil passage A starting from the output port M2 is a wheel on the right side of the front wheel. It communicates with the brake FR and the wheel brake RL on the left side of the rear wheel. Hereinafter, the oil passage starting from the output port M1 is referred to as “first system”, and the oil passage starting from the output port M2 is referred to as “second system”.

  The vehicle brake hydraulic pressure control device 100 is provided with two control valve means V, V corresponding to the wheel brakes FL, RR in the first system, and similarly, each wheel in the second system. Two control valve means V, V are provided corresponding to the brakes RL, FR. Further, in this vehicle brake hydraulic pressure control device 100, a reservoir 3, a pump 4, and a damper 5 are provided in each of the first system and the second system, and further, the pump 4 and the second system of the first system are provided. A common electric motor 20 for driving the system pump 4 is provided.

  The control valve means V opens the oil passage A for opening back to the reservoir 3 while opening the wheel hydraulic oil passage of the oil passage A extending from the output ports M1, M2 to the wheel brakes FL, RR, RL, FR. Switching between a pressure-increasing state that shuts off the oil passage, a pressure-reducing state that opens the open oil passage while shutting off the wheel hydraulic fluid passage, and a holding state that shuts off the open oil passage while shutting off the wheel hydraulic fluid passage. It has a function and comprises an inlet valve 1, an outlet valve 2, and a check valve 1a.

  The inlet valve 1 is a normally open electromagnetic valve provided in the wheel hydraulic fluid passage. The inlet valve 1 is normally open, thereby allowing brake fluid pressure to be transmitted from the master cylinder M to the wheel brakes FL, FR, RL, RR. Further, the inlet valve 1 is blocked by a control device (not shown) when the wheel is about to be locked, so that the brake hydraulic pressure transmitted from the brake pedal P to each wheel brake FL, FR, RL, RR is cut off. .

  The outlet valve 2 is a normally closed electromagnetic valve interposed between the wheel hydraulic oil passage and the open oil passage. The outlet valve 2 is normally closed, but is released by a control device (not shown) when the wheel is about to be locked, so that the brake fluid pressure acting on each wheel brake FL, FR, RL, RR is reduced. Relief to each reservoir 3

  The check valve 1a is connected to each inlet valve 1 in parallel. The check valve 1a is a valve that allows only the brake fluid to flow from the wheel brakes FL, FR, RL, RR to the master cylinder M, and when the input from the brake pedal P is released, Even when the valve 1 is closed, the brake fluid is allowed to flow from each wheel brake FL, FR, RL, RR side to the master cylinder M side.

The reservoir 3 is provided in an open path, and has a function of absorbing brake fluid pressure that is released when each outlet valve 2 is opened.
The pump 4 has a function of sucking the brake fluid absorbed in the reservoir 3 and returning the brake fluid to the master cylinder M via the damper 5. As a result, the pressure state of each of the output hydraulic pressure paths A, A that has been reduced by the absorption of the brake fluid by the reservoir 3 is recovered.

  The damper 5 attenuates the pulsation of the pressure of the brake fluid discharged from the pump 4. The configuration of the damper 5 will be described later.

Next, with reference to a figure, the external appearance of one Example of 1st Embodiment (ABS) and a part in base | substrate are demonstrated.
FIG. 2 is a side view including a cross-sectional view showing the installation positions of the inlet valve, the outlet valve, the pump, and the reservoir of the vehicle brake hydraulic pressure control apparatus according to the first embodiment. The direction of the vehicle brake hydraulic pressure control device 100 in FIG. 2 is the direction when mounted on the vehicle. Hereinafter, the vertical direction and the horizontal direction are based on FIG.

  As shown in FIG. 2, the vehicle brake fluid pressure control device 100 is integrally fixed to a base body 10 on which various members and devices are provided and a second mounting surface (one side face) 102 of the base body 10 to send brake fluid. A housing 30 (control), which is integrally fixed to the electric motor 20 serving as power for the pump (not shown) and the first mounting surface (other side surface) 101 of the base 10 and accommodates an electronic control unit (not shown) or the like. Housing).

  The housing 30 includes a control case 30A including a support plate portion in which a connection terminal with an electronic control unit or the like is embedded, and a control cover 30B that seals an opening on the electronic control unit side of the control case 30A. It is attached to the first attachment surface 101 of the base 10 via a seal member.

  The electric motor 20 mainly includes a motor case 21, a motor flange 22, and a rotor (not shown) therein. The motor case 21 is a member formed in a substantially bottomed cylindrical shape, and the rotor is accommodated in the motor casing 22 by covering the opening of the motor flange 22. Further, the output shaft of the rotor is rotatably supported by a ball bearing (not shown) provided in the motor case 21 or on the second mounting surface 102 side of the base 10. An eccentric shaft portion is provided at an appropriate position of the output shaft, and a ball bearing (appropriately pressing the plunger on the outer peripheral surface thereof in order to reciprocate a plunger (not shown) of the pump. (Not shown) is provided.

  The base body 10 is a metal part formed in a substantially rectangular parallelepiped shape. Holes (holes) for installing various devices such as electromagnetic valves are appropriately formed on each surface of the base body 10, and a passage for brake fluid is formed inside the base body 10. An oil passage is formed as appropriate.

  The inlet port 121 communicates with an inlet valve mounting hole (accommodating hole) 111 via a first oil passage 141, and this inlet valve mounting hole 111 communicates with an outlet port 122 via a second oil passage 142, The outlet valve mounting hole (accommodating hole) 112 communicates with the third oil passage 143. Further, the outlet valve mounting hole 112 communicates with the pump hole 114 via the fourth oil passage 144, and the pump hole 114 communicates with the reservoir hole 113 via the fifth oil passage 145. Further, the pump hole 114 communicates with the inlet port 121 through an oil passage (not shown).

  As a result, in a normal state, the brake fluid flowing in from the inlet port 121 goes out from the outlet port 122 through the normally open inlet valve 1. When the wheel is about to lock, the inlet valve 1 is closed and the outlet valve 2 is opened, so that the brake fluid returning from the outlet port 122 flows around the inlet valve 1 and the outlet valve 2. And enters the reservoir hole 113 through the periphery of the pump 4. When the brake fluid in the reservoir hole 113 is returned to the inlet port 121, the brake fluid is sucked into the pump 4 from the reservoir hole 113 by driving the pump 4, and the suctioned brake fluid changes in pressure by the damper 5. Is damped and then returned to the inlet port 121 through an oil passage (not shown).

  The reservoir 3 is mainly composed of a reservoir piston 31, a reservoir spring 32, and a spring receiving member 33. The reservoir piston 31 is a member formed in a substantially bottomed cylindrical shape, and its outer peripheral surface is slidable on the inner peripheral surface of the reservoir hole 113.

  Next, examples applied to the present embodiment will be described with reference to the drawings. 3 is an enlarged view of the cross section of the inlet valve 1 surrounded by a broken line IV in FIG. 2, FIG. 4 shows an embodiment of the engagement damper structure of FIG. 3, and FIG. The modification of a damper structure is shown. Here, FIGS. 4 and 5 show a front view, a side cross-section, and a rear view in order from the left in a perspective view at the top of the drawing and a perspective view at the bottom.

  The electromagnetic valve 91 serving as the inlet valve 1 (see FIG. 2) switches between a state where the brake fluid is allowed to flow from the first oil passage 141 to the second oil passage 142 (see FIG. 2) and a state where the brake fluid is shut off. As shown in FIG. 3, the electromagnetic valve 91 is slid into a cylindrical fixed core 91a, a valve seat 91b mounted inside the base end side of the fixed core 91a, and the tip side of the fixed core 91a. A valve body 91c that is movably mounted and a movable core 91d that presses the valve body 91c are provided.

  An inflow hole 91e for allowing the brake fluid supplied through the first oil passage 141 to flow in is formed in the side surface of the fixed core 91a. When the electromagnetic coil 92 mounted on the housing 30 (see FIG. 2) is excited, the movable core 91d is attracted and moved by the fixed core 91a, and the valve body 91c is moved toward the valve seat 91b. The opening of the valve seat 91b is closed. Further, when the electromagnetic coil 92 is demagnetized, the movable core 91d and the fixed core 91a are separated from each other, and the valve body 91c moves to the movable core 91d side to open the opening of the valve seat 91b.

  A cup seal 91f having a substantially U-shaped cross section that functions as the check valve 1a (see FIG. 1) of the inlet valve 1 is fitted on the base end portion of the fixed core 91a. The cup seal 91f elastically contacts the hole wall of the inlet valve mounting hole 111 and allows the brake fluid to flow from the first oil passage 141 to the second oil passage 142 (see FIG. 2).

The fixed core 91a includes a bowl-shaped step 91g that expands from the housing 30 side to the base body 10 side in the vicinity of the middle (see FIG. 2). In the state where the electromagnetic valve 91 is mounted in the inlet valve mounting hole 111, the engaging groove 10a is formed in a convex shape (a bowl shape) from the inner periphery of the inlet mounting hole 111 in the base body 10 where the stepped 91g faces. .
The solenoid valve 91 is prevented from dropping from the inlet valve mounting hole 111 by the engaging damper structure 80 disposed in the vicinity of the opening of the inlet valve mounting hole 111.

The electromagnetic valve 91 is inserted into the inlet mounting hole 111 in a state where the engagement damper structure 80 is externally fitted to the distal end portion of the fixed core 91a.
In addition, the engagement groove 10a along the inner peripheral direction is recessed in the hole wall of the inlet valve mounting hole 111, and the engagement damper structure 80 is sandwiched between the stepped 91g and the engagement groove 10a. In other words, the outer peripheral portion of the engaging damper structure 80 is accommodated in the engaging groove 10a.
The engaging damper structure 80 is formed in the shape of a petal in a plan view in which slits are provided on the outer diameter side at appropriate intervals. When the solenoid valve 91 is inserted, the petal portion is inclined toward the inner diameter side. It fits into the engaging groove 10a beyond the convex part of the groove 10a.

  The engagement damper structure 80 is a plate-shaped leaf spring shown in FIG. 4, (a) is a perspective view, (c) is a cross-sectional view, and (b) is a front view as viewed from the X arrow of (c). (D) is the rear view seen from the arrow Y of (c).

Thus, the engaging damper structure 80 inserted between the step 91g and the engaging groove 10a prevents the electromagnetic valve 91 from dropping off, and moves the electromagnetic valve 91 to the electric motor 20 side (see FIG. 2). It is energizing. The engaging damper structure 80 for elastically energizing the electromagnetic valve 91 is configured to cause the hydraulic pressure pulsation in the direction of the arrow F generated in the first oil passage 141 by a pump or a regulator to act as a plate-shaped leaf spring of the engaging damper structure 80. Can be absorbed by elastic deformation.
That is, the damper 5 according to the present embodiment includes an engagement damper structure 80, a hook-shaped step 91g of the electromagnetic valve 91 that is engaged via the engagement damper structure 80, and an engagement groove 10a of the base body 10. , And a dedicated damper can be omitted.

Note that the engagement damper structure is not limited to the shape of the plate-shaped leaf spring shown in FIG. 4. For example, the engagement damper structure 81 having a sectional spring shape as shown in FIG. 5 is also a modified example. Can be applied as Here, also in FIG. 5, as in FIG. 4, (a) is a perspective view, (c) is a cross-sectional view, (b) is a front view seen from the arrow X of (c), and (d) is It is the rear view seen from Y arrow of (c).
The engagement damper structure 81 is easier to adjust the elasticity as a leaf spring than the engagement damper structure 80.
In addition to the above-described damper 5, a dedicated damper may be provided separately. However, even if a dedicated damper is provided by the electromagnetic valve engaging damper structure 80 having the damper function according to the present embodiment, The size can be reduced as compared with a conventional dedicated damper. Needless to say, the engaging damper structure 80 according to the present embodiment can be applied not only to the above-described inlet valve but also to other valves such as an outlet valve.

[Second Embodiment]
Next, a second embodiment of the present invention will be described in detail with reference to the drawings as appropriate.
The vehicle brake fluid pressure control device according to the second embodiment has a relatively larger oil discharge amount than the anti-lock brake system (ABS) of the first embodiment to which the present invention is applied, and the brake fluid. This is a vehicle behavior stabilization control system that requires a control valve (regulator) for regulating pressure. FIG. 6 is a brake fluid pressure circuit diagram of the vehicle brake fluid pressure control apparatus 200 according to the second embodiment.

With reference to the brake hydraulic circuit diagram of FIG. 6, functions of various components provided in the vehicle brake hydraulic pressure control device 200 will be briefly described.
In the vehicle brake hydraulic pressure control device 200 according to the present embodiment, the same reference numerals are given to the same components as those in the first embodiment (see FIG. 1 and the like), and duplicate description is omitted. A description will be given centering on differences from the first embodiment.

  The vehicle brake hydraulic pressure control device 200 is provided with a regulator (control valve for pressure regulation) R and an intake valve 7 in addition to the configuration of the vehicle brake hydraulic pressure control device 100 in the first embodiment. In the present embodiment, the pressure sensor 8 for detecting the master cylinder pressure is provided only in the second system.

  Hereinafter, the oil passage from the output ports M1, M2 of the master cylinder M to each regulator R is referred to as “output hydraulic pressure passage A1,” and the oil passage from the first system regulator R to the wheel brakes FL, RR and the second The oil passages from the system regulator R to the wheel brakes RL and FR are respectively referred to as “wheel hydraulic pressure passages B”. In addition, an oil path from the output hydraulic pressure path A1 to the pump 4 is referred to as “suction hydraulic pressure path C”, an oil path from the pump 4 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path D”, and The oil passage from the wheel fluid pressure passage B to the suction fluid pressure passage C is referred to as “open passage E”.

Between the reservoir 3 and the pump 4, a check valve 3a that allows only the inflow of brake fluid from the reservoir 3 side to the pump 4 side is interposed.
In the pump 4, when a cut valve 6 described later blocks inflow of brake fluid from the output hydraulic pressure path A 1 to the wheel hydraulic pressure path B, and a suction valve 7 described later opens the suction hydraulic pressure path C. In addition, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A1, and the suction hydraulic pressure path C is sucked and discharged to the discharge hydraulic pressure path D. This makes it possible to apply brake fluid pressure to each wheel brake FL, FR, RL, RR during non-pedal operation.

  In the present embodiment, pulsations in the direction of arrow F ′ are generated by the operation of a regulator R described later, and the damper 5 and the orifice 5a attenuate these pulsations.

  The regulator R has a function of switching between a state where the brake fluid is allowed to flow into the wheel fluid pressure passage B from the output fluid pressure passage A1 and a state where the brake fluid is blocked, and a brake fluid flow from the output fluid pressure passage A1 to the wheel fluid pressure passage B. It has a function of adjusting the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D to a set value or less when the inflow is cut off, and the cut valve 6, the check valve 6a and the relief valve 6b are provided. It is prepared for.

  The cut valve 6 is a normally open electromagnetic valve interposed between the output hydraulic pressure path A1 leading to the master cylinder M and the wheel hydraulic pressure path B leading to each wheel brake FL, FR, RL, RR. The state in which the inflow of the brake fluid from the output fluid pressure path A1 to the wheel fluid pressure path B is allowed and the state in which the brake fluid is shut off are switched. The cut valve 6 is normally open to allow the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL, FR, RL, RR. The cut valve 6 is not shown when the pump 4 is operated when the pedal is not operated, in other words, when the brake fluid pressure is applied to the wheel brakes FL, FR, RL, and RR when the pedal is not operated. It is blocked by the control of the control device.

  The check valve 6a is connected to each cut valve 6 in parallel. The check valve 6a is a valve that allows only the brake fluid to flow from the output hydraulic pressure path A1 to the wheel hydraulic pressure path B. When the cut valves 6 are closed, the check valve 6a receives input from the brake pedal P. Even if it exists, inflow of the brake fluid from the output hydraulic pressure path A1 to the wheel hydraulic pressure path B is permitted.

  The relief valve 6b is connected in parallel to each cut valve 6, and opens when the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D becomes equal to or higher than a set value. The cut valve 6 and the relief valve 6b can also be realized by a linear solenoid valve capable of adjusting the valve opening pressure by controlling energization to the solenoid, for example. If linear solenoid valves are employed as the cut valve 6 and the relief valve 6b in this way, the hydraulic pressure applied from the wheel hydraulic pressure path B to the regulator R, and the force for closing the valve controlled by energizing the solenoid, Therefore, the hydraulic pressure in the wheel hydraulic pressure passage B can be adjusted by opening the output hydraulic pressure passage A1 as appropriate.

  The suction valve 7 is a normally closed electromagnetic valve provided in the suction fluid pressure passage C, and switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is shut off. The suction valve 7 is in a non-pedal operation, and when the cut valve 6 is in a state of blocking the inflow of brake fluid from the output hydraulic pressure path A1 to the wheel hydraulic pressure path B, in other words, in the non-pedal operation. When the brake fluid pressure is applied to the wheel brakes FL, FR, RL, RR, it is opened (opened) by the control of a control device (not shown).

Next, with reference to FIGS. 6, 7 and 8, the appearance and part of the base body of the vehicle brake hydraulic pressure control device 200 will be described.
FIG. 7 is a side view including a sectional view showing installation positions of an inlet valve, an outlet valve, a cut valve constituting a regulator, a pressure sensor, a pump, and a damper. The vehicle brake fluid pressure control device 200 in FIG. 7 is mounted on the vehicle, but for the purpose of explanation of the configuration described later, the vehicle brake fluid pressure control device 100 ( In the case of ABS), the traveling direction of the vehicle is reversed. FIG. 8 is an enlarged view of the cross section of the cut valve 6 surrounded by a broken line CV in FIG.

  As shown in the circuit diagram described with reference to FIG. 6, the vehicle brake hydraulic pressure control device 200 is provided with a control valve (regulator) for regulating pressure in the vehicle brake hydraulic pressure control device 100 of the first embodiment. Yes. Furthermore, a pressure sensor 8 is also added. FIG. 7 shows an arrangement in which a cut valve 6 and a pressure sensor 8 are added to the inlet valve 1 and the outlet valve 2 as one configuration example.

  The electromagnetic valve 96 serving as the cut valve 6 (see FIG. 6) switches between a state where the brake fluid is allowed to flow from the output hydraulic pressure path A1 to the wheel hydraulic pressure path B and a state where the brake fluid is blocked. As shown, a cylindrical fixed core 96a, a valve seat 96b mounted inside the base end of the fixed core 96a, and a valve body mounted slidably in the tip side of the fixed core 96a. 96c and a movable core 96d that presses the valve body 96c are mainly provided. An inflow hole 96e is formed in the side surface of the fixed core 96a for allowing the brake fluid supplied through the output hydraulic pressure path A1 to flow into the inside. When the electromagnetic coil 92 mounted on the housing 30 is excited, the movable core 96d is attracted and moved by the fixed core 96a, and the valve body 96c moves to the valve seat 96b side along with this, and the valve seat 96b opens. Block the part. Further, when the electromagnetic coil 92 is demagnetized, the movable core 96d and the fixed core 96a are separated from each other, and accordingly, the valve body 96c moves to the movable core 96d side to open the opening of the valve seat 96b.

Further, a cup seal 96f having a substantially U-shaped cross section that functions as the check valve 6a (see FIG. 6) is fitted on the base end portion of the fixed core 96a. The cup seal 96f elastically contacts the hole wall of the cut valve mounting hole 116 and allows the brake fluid to flow from the output hydraulic pressure path A1 to the wheel hydraulic pressure path B. Further, the valve body 96c is urged toward the valve seat 96b by a relief spring (not shown). When the brake fluid pressure on the second oil passage 142 side exceeds a set value, the urge force of the relief spring is resisted. It moves to the movable core 96d side and allows the brake fluid to flow from the wheel hydraulic pressure passage B to the output hydraulic pressure passage A1. That is, the electromagnetic valve 96 also functions as a relief valve 6b (see FIG. 6). That is, when the electromagnetic valve 96 is installed in the cut valve mounting hole 96, the regulator R shown in FIG. 6 is configured.

  The fixed core 96a includes a flange-shaped step (ridge) 96g that expands from the housing 30 side to the base 10 side near the middle. In the state where the electromagnetic valve 96 is mounted in the cut valve mounting hole 116, the engagement groove 10a is formed in a convex shape from the inner periphery of the cut valve mounting hole 116 in the base body 10 facing the step 96g. And the engagement damper structure 80 is inserted so that it may be pinched | interposed into the step 96g and the engaging groove 10a.

  As the engaging damper structure 80, a plate-shaped plate spring shown in FIG. 4 similar to the first embodiment can be applied as an example. The electromagnetic valve 96 is inserted into the cut valve mounting hole 116 in a state where the engagement damper structure 80 is externally fitted to the distal end portion of the fixed core 96a. The engaging damper structure 80 is formed in the shape of a petal in a plan view in which slits are provided on the outer diameter side at appropriate intervals. When the solenoid valve 96 is inserted, the petal portion is inclined toward the inner diameter side. The groove 10a is fitted into the engagement groove 10a beyond the convex portion on the housing 30 side.

The engaging damper structure 80 inserted between the step 96g and the engaging groove 10a in this way prevents the electromagnetic valve 96 from falling off and elastically attaches the electromagnetic valve 96 to the electric motor 20 side. It is fast. When the engaging damper structure 80 elastically energizes the electromagnetic valve 96, the pulsation generated in the direction of the arrow F ′ of the hydraulic pressure generated by the pump or the regulator is reduced to the dish-like shape of the engaging damper structure 80. The leaf spring can be absorbed by elastic change.
That is, the damper 5 according to the present embodiment includes an engaging damper structure 80, a hooked step 96g of the electromagnetic valve 96 that is engaged via the engaging damper structure 80, and an engaging groove 10a of the base body 10. It is not necessary to secure a space like a dedicated damper.
In addition to the damper 5 described above, a dedicated damper can be provided separately, but even if a dedicated damper is provided by the electromagnetic valve engaging damper structure 80 having the damper function according to the present embodiment, The size can be reduced as compared with a conventional dedicated damper.

As described above, the embodiments have been described with reference to examples. However, the present invention is not limited to those described in the drawings, and design changes can be made without departing from the scope of the invention.
For example, the engagement damper structure is not limited to the shape of the dish-shaped leaf spring shown in FIG. 4. For example, the engagement damper structure 81 having a dish-like leaf spring as shown in FIG. 5 is also a modified example. Can be applied as

It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for vehicles concerning a 1st embodiment. It is a side view including a sectional view showing the installation position of an inlet valve, an outlet valve, a pump, and a reservoir of a vehicular brake hydraulic pressure control device concerning a 1st embodiment. It is an expanded sectional view of an inlet valve. It is one Example of a latching damper structure. It is a modification of an engagement damper structure. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for vehicles concerning a 2nd embodiment. It is a side view including sectional drawing which shows the installation position of the cut valve, pressure sensor, pump, and damper which constitute the inlet valve, outlet valve, and regulator of the brake fluid pressure control device for vehicles concerning a 2nd embodiment. It is an expanded sectional view of a cut valve.

Explanation of symbols

1 Inlet valve 1a Check valve 2 Outlet valve 3 Reservoir 4 Pump 5 Damper (dedicated)
5a Orifice 6 Cut valve 6a Check valve 6b Relief valve 7 Suction valve 8 Pressure sensor 10 Base 10a Engaging groove 20 Electric motor 21 Motor case 22 Motor flange 30 Housing 30A Control case 30B Control cover 31 Reservoir piston 32 Reservoir spring 33 Spring receiving member 80, 81 Engaging damper structure 91, 96 Solenoid valve 91g, 96g Stepped 92 Electromagnetic coil 100, 200 Brake hydraulic pressure control device for vehicle 101 First mounting surface 102 Second mounting surface 111 Inlet valve mounting hole 112 Outlet valve mounting hole 113 reservoir hole 114 pump hole 121 inlet port 122 outlet port 141 first oil passage 142 second oil passage 143 third oil passage 144 fourth oil passage 145 fifth oil passage A, A1, B, C, D, E oil passage FL, FR, RL, RR Wheel brake M Master cylinder M1, M2 Output port P Brake pedal R Regulator V Control valve means

Claims (3)

A base on which an oil passage for brake fluid is formed;
A control housing attached to the other side of the substrate;
A normally open solenoid valve that allows transmission of the brake hydraulic pressure discharged from the master cylinder to the wheel brake in response to depression of the brake pedal;
A normally closed solenoid valve that is opened to release the brake fluid pressure applied to the wheel brake;
A pump that returns the brake fluid pressure released by opening the normally closed solenoid valve to the upstream side of the normally open solenoid valve by reciprocating the plunger;
At least the electromagnetic valve is a vehicle brake hydraulic pressure control device provided on the other side surface of the base body,
The electromagnetic valve is assembled in a bottomed receiving hole formed in the base body,
Engaging damper structure, which is a dish-shaped leaf spring, that serves as a function of preventing the solenoid valve from dropping off and a damper function of absorbing pulsation by elastically deforming in the axial direction at the opening of the accommodation hole Is provided,
The outer peripheral portion of the engaging damper structure, in Rukoto housed in the inner circumferential engaging groove formed along the hole wall of the receiving hole, falling from the accommodation hole of the solenoid valve is prevented, The engagement damper structure is elastically sandwiched between the electromagnetic valve and the engagement groove, and elastically biases the electromagnetic valve from the opening side to the bottom side of the accommodation hole. Brake fluid pressure control device for vehicles.   The vehicular brake hydraulic pressure control device according to claim 1, wherein the engagement damper structure is provided in the accommodation hole communicating with the discharge side of the pump. A control valve configured to regulate the brake fluid pressure of the flow path connected to the discharge side of the pump via an orifice;
The base is formed with a bottomed accommodation hole for accommodating the control valve,
The vehicular brake hydraulic pressure control device according to claim 1 or 2, wherein an engagement groove along an inner circumferential direction is formed in a hole wall of the accommodation hole.

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