JP6759580B2 - Hydraulic braking device - Google Patents

Description

The present invention relates to a hydraulic braking device having an orifice (throttle) in a discharge pipe for discharging brake fluid boosted from a pump when braking a vehicle.

This type of orifice and braking device is described, for example, in the following patent documents.

Japanese Unexamined Patent Publication No. 2004-90842

Conventionally, a reservoir for storing the brake liquid discharged from the wheel brake, a pump for returning the brake liquid pumped from the reservoir to the master cylinder side, an orifice for squeezing the discharge brake liquid of the pump, and the pump via the orifice. A vehicle braking device is known in which a hydraulic pressure control device interposed between a master cylinder and a wheel brake, including at least a device to be connected, is arranged on a metal substrate so as to press-fit an orifice.

The hydraulic braking device described in the patent document has an orifice and a flow path whose diameter is gradually reduced from upstream to downstream in the flow direction of the brake fluid with respect to the orifice. If foreign matter with a diameter larger than the diameter of the orifice flows due to the discharge of the pump, the flow path may be blocked at either the inside of the flow path whose diameter is gradually reduced or at the opening of the orifice. is there. Further, since the projected area of the foreign matter is sandwiched between the inside of the flow path and the portion equal to the opening of the orifice, the opening area is extremely small and the flow rate passing through is extremely reduced even if the foreign matter is not completely closed. Therefore, further improvement was requested.

In view of the above points, it is an object of the present invention to provide a hydraulic braking device having an orifice that does not block the flow path or cause an extreme decrease in flow rate with a simple configuration.

The hydraulic braking device according to the embodiment of the present invention is, for example, a housing provided between a master cylinder and a wheel cylinder and provided with a main pipeline serving as a flow path for brake fluid, and a brake arranged in the housing. It has a reservoir for storing the liquid, a pump for discharging the brake fluid pumped from the reservoir to the master cylinder side, and a throttle component member arranged in the main pipeline, and the throttle component member is upstream of the main pipeline. A columnar columnar portion divided into a side and a downstream side, a first flow path provided in the columnar portion and having a throttle, and one or two or more protruding from the columnar portion on the upstream side of the first flow path. A second flow path is formed between the protrusion and the protrusion and the main pipeline or between the protrusions, and can maintain the communication state between the upstream side and the downstream side even if a part is blocked. It is formed.

This is the system configuration of the hydraulic braking device of the present invention. It is a perspective view which shows the 1st Embodiment of the orifice of this invention. It is a side view which shows the 1st Embodiment of the orifice of this invention. It is a figure which shows the structure at the time of assembling the first embodiment of the orifice of this invention. It is a figure which shows the structure of the 1st Embodiment of the orifice of this invention. It is a perspective view which shows the modification of the 1st Embodiment of the orifice of this invention. It is a side view which shows the modification of the 1st Embodiment of the orifice of this invention. It is a perspective view which shows the 2nd Embodiment of the orifice of this invention. It is a side view which shows the 2nd Embodiment of the orifice of this invention. It is a perspective view which shows the 3rd Embodiment of the orifice of this invention. It is a side view which shows the 3rd Embodiment of the orifice of this invention. It is a side view which shows the modification of the 3rd Embodiment of the orifice of this invention.

Hereinafter, the present invention will be specifically described with reference to the embodiments of the present invention, but the present invention is not limited to the following embodiments as long as the gist of the present invention is not exceeded.

As shown in FIG. 1, the throttle component 1 of the present embodiment is incorporated in an actuator 5 (corresponding to a "hydraulic pressure control device"). The entire braking device including the actuator 5 will be briefly described. The cylinder mechanism 23 includes a master cylinder (M / C) 230, master pistons 231 and 232, and a master reservoir 233. The master pistons 231 and 232 are slidably arranged in the master cylinder 230. The master pistons 231 and 232 divide the inside of the master cylinder 230 into a first master chamber 230a and a second master chamber 230b. The master reservoir 233 is a reservoir tank having a pipeline communicating with the first master chamber 230a and the second master chamber 230b. The master reservoir 233 and the master chambers 230a and 230b are communicated / cut off by the movement of the master pistons 231 and 232.

The wheel cylinder 24 is arranged on the wheel RL (left rear wheel). The wheel cylinder 25 is arranged on the wheel RR (right rear wheel). The wheel cylinder 26 is arranged on the wheel FL (left front wheel). The wheel cylinder 27 is arranged on the wheel FR (right front wheel). The master cylinder 230 and the wheel cylinders 24 to 27 are connected via an actuator 5. The wheel cylinders 24 to 27 apply a braking force to the wheels RL to FR.

In this way, when the driver steps on the brake operating member 21, the booster 22 boosts the pedaling force, and the master pistons 231 and 232 in the master cylinder 230 are pressed. As a result, the same master cylinder pressure (hereinafter referred to as master pressure) is generated in the first master chamber 230a and the second master chamber 230b. The master pressure is transmitted to the wheel cylinders 24 to 27 via the actuator 5.

The actuator 5 is a device that controls the hydraulic pressure (hereinafter referred to as wheel pressure) of the wheel cylinders 24 to 27 in response to an instruction from the brake ECU 6. Specifically, as shown in FIG. 1, the actuator 5 includes a hydraulic circuit 50, a throttle component 1, a filter 3, a damper chamber 7, and a motor 8. The hydraulic circuit 50 includes a first piping system 50a and a second piping system 50b. The first piping system 50a is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels RL and RR. The second piping system 50b is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels FL and FR. Since the basic configurations of the first piping system 50a and the second piping system 50b are the same, the first piping system 50a will be described below, and the second piping system 50b will be omitted.

The first piping system 50a includes a main pipeline A, a differential pressure control valve (corresponding to a “solenoid valve”) 51, pressure boosting valves 52 and 53, a pressure reducing pipeline B, and pressure reducing valves 54 and 55. It includes a reservoir 56, a reflux line C, a pump 57, and an auxiliary line D.

The main pipeline A is a pipeline connecting the master cylinder 230 and the wheel cylinders 24 and 25. The differential pressure control valve 51 is provided in the main pipeline A and controls the main pipeline A in a communication state and a differential pressure state. Specifically, the differential pressure control valve 51 is provided in the main pipeline A connecting the master cylinder 230 and the wheel cylinders 24 and 25, and the hydraulic pressure of the portion of the main pipeline A on the master cylinder 230 side and the main pipeline A. It is an electromagnetic valve configured to be able to control the differential pressure from the hydraulic pressure of the parts on the wheel cylinders 24 and 25. The differential pressure control valve 51 controls the differential pressure between the master cylinder 230 side, which is the upstream side of the brake ECU 6, and the wheel cylinders 24, 25, which are the downstream sides of the differential pressure control valve 51. The differential pressure control valve 51 is in a communication state in a non-energized state, and is controlled in a communication state in normal brake control except for automatic braking and sideslip prevention control. The differential pressure control valve 51 is set so that the larger the applied control current, the larger the differential pressure on both sides.

When the differential pressure control valve 51 is in the differential pressure state, when the hydraulic pressure on the wheel cylinders 24 and 25 side becomes higher than the hydraulic pressure on the master cylinder 230 side, the master cylinder 230 from the wheel cylinders 24 and 25 side. The flow of brake fluid (fluid) to the side is allowed. The predetermined pressure is determined by the differential pressure set by the control current. Therefore, when the differential pressure control valve 51 is in the differential pressure state, both sides of the main pipeline A are maintained in a state where the hydraulic pressure on the wheel cylinders 24 and 25 is not higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure or more. Cylinder. That is, the differential pressure control valve 51 makes it possible to realize a desired differential pressure state on both sides of the main pipeline A. A check valve 51a is installed on the differential pressure control valve 51. The main pipeline A is branched into two pipelines A1 and A2 on the downstream side of the differential pressure control valve 51 so as to correspond to the wheel cylinders 24 and 25.

The pressure boosting valves 52 and 53 are solenoid valves that open and close according to the instructions of the brake ECU 6, and are normally open valves that are in an open state (communication state) in a non-energized state. The pressure boosting valve 52 is arranged in the pipeline A1, and the pressure boosting valve 53 is arranged in the pipeline A2. The pressure reducing line B connects between the pressure boosting valve 52 and the wheel cylinder 24 in the line A1 and the pressure adjusting reservoir 56, and connects between the pressure increasing valve 53 and the wheel cylinder 25 in the line A2 and the pressure adjusting reservoir 56. It is a pipeline to be used. The pressure boosting valves 52 and 53 are energized mainly during decompression control to be closed, and shut off the master cylinder 230 and the wheel cylinders 24 and 25.

The pressure reducing valves 54 and 55 are solenoid valves that open and close according to the instruction of the brake ECU 6, and are normally closed valves that are closed (shut off) in a non-energized state. The pressure reducing valve 54 is arranged in the pressure reducing pipe line B on the wheel cylinder 24 side. The pressure reducing valve 55 is arranged in the pressure reducing pipe line B on the wheel cylinder 25 side. The pressure reducing valves 54 and 55 are energized mainly during decompression control to be in an open state, and the wheel cylinders 24 and 25 and the pressure adjusting reservoir 56 are communicated with each other via the pressure reducing pipe line B. The pressure adjusting reservoir 56 is a reservoir having a cylinder, a piston, and an urging member.

The reflux line C is a line connecting the pressure reducing line B (or the pressure adjusting reservoir 56) and the portion of the main line A between the differential pressure control valve 51 and the pressure increasing valves 52 and 53. The pump 57 is provided in the reflux line C. The pump 57 is a self-priming pump driven by a motor 8. The pump 57 causes the brake fluid to flow from the pressure regulating reservoir 56 to the master cylinder 230 side or the wheel cylinders 24 and 25 side via the reflux pipe C. The motor 8 is energized and driven via a relay (not shown) according to the instruction of the brake ECU 6. The motor 8 can be said to be a pump driving means.

The auxiliary pipeline D is a pipeline that connects the pressure regulating reservoir 56 and the upstream side (or master cylinder 230) of the differential pressure control valve 51 in the main pipeline A. By driving the pump 57, the brake fluid of the master cylinder 230 is discharged to the downstream side of the differential pressure control valve 51 in the main pipeline A, that is, the differential pressure control valve 51 and the wheel cylinder via the auxiliary pipeline D and the pressure adjusting reservoir 56. It is discharged to the portion between 24 and 25. As a result, the wheel pressure is increased during vehicle motion control such as automatic braking and sideslip prevention control. The actuator 5 of the present embodiment functions as an electronic stability control (ESC) under the control of the brake ECU 6. The brake ECU 6 is an electronic control unit including a CPU, a memory, and the like.

The damper chamber 7 is arranged on the discharge port side of the pump 57 in the return pipe line C, that is, in the discharge side passage C1 of the return pipe line C. The discharge side passage C1 is a portion of the reflux pipe C that connects the discharge port of the pump 57 and the main pipe A (the portion between the differential pressure control valve 51 and the pressure boosting valves 52 and 53). The damper chamber 7 is a device that absorbs the discharge pulsation (fluctuation of hydraulic pressure on the high pressure side) of the pump 57.

The filter 3 is arranged between the damper chamber 7 and the main pipeline A in the discharge side passage C1. In other words, the filter 3 is arranged on the differential pressure control valve 51 side (opposite side of the pump 57) of the damper chamber 7. The filter 3 has a network structure that prohibits or suppresses the inflow of foreign matter from the pump 57 in the discharge side passage C1. The mesh of the mesh structure is determined by the discharge pressure of the pump 57 and the like, and the higher the discharge pressure, the coarser the mesh tends to be.

The throttle component 1 is arranged in the pipelines A1 and A2 and the discharge side passage C1. In other words, the throttle component 1 is arranged on the wheel cylinders 24 and 25 sides of the pressure boosting valves 52 and 53 and on the differential pressure control valve 51 side (opposite side of the pump 57) of the filter 3. The throttle component 1 is a device that alleviates the discharge pulsation (fluctuation of hydraulic pressure on the high pressure side) of the pump 57 in the pipelines A1 and A2 and the discharge side passage C1. Since the basic configurations of the throttle constituent members 1 arranged in the pipelines A1 and A2 and the discharge pipeline C1 are the same, the throttle constituent members 1 disposed in the discharge pipeline C1 will be described below. The description of the diaphragm component 1 arranged on the paths A1 and A2 will be omitted.

As shown in FIGS. 2 to 5, the throttle component 1 is preferably fixed to the discharge pipe line C1 by press fitting, and has a columnar columnar portion 11 for partitioning the discharge pipe line C1 into an upstream side and a downstream side, and a columnar portion. An arc groove-shaped orifice 12 (first flow path) formed so as to have a throttle function required on the side surface in contact with the discharge pipe line C1 of 11, and an open end of the orifice 12 on the upstream side of the orifice 12. The second flow path 15 is formed by the space formed between the tapered portion 14 and the discharge pipe line C1 having the protrusion 13 having the tapered tapered portion 14 continuously formed from the tapered portion 14. ..

According to the diaphragm member 1 having the above-described configuration, the second flow path 15 can form an annular space along the tapered portion 14. Therefore, even if a foreign substance is caught or clogged in a part of the ring of the second flow path 15, the other part of the ring of the second flow path 15 is always in communication with the orifice 12 and may be blocked. Absent. Moreover, the flow rate is not extremely reduced by one foreign substance.

Further, as shown in FIG. 5, the width t of the space formed by the tapered portion 14 and the discharge pipe line C1 depends on the cutting angle θ of the tapered portion 14, so that the tapered portion 14 arranged on the drawing component 1 is provided. Even if the axial center of the tapered portion 4 (or the protruding portion 13) and the axial center of the columnar portion 11 deviate due to variations in the processing of the above, the minimum requirement is to prevent foreign matter from reaching the orifice 1. The width t can always be secured.

Further, as shown in FIGS. 6 and 7, if the tapered portion 14 is formed so that at least one portion is continuous with the opening end of the orifice 12, foreign matter having a diameter larger than that of the orifice 12 directly enters the orifice 12. It is possible to prevent the orifice 12 from being blocked by being sandwiched between the orifices 12. That is, if the foreign matter has a diameter larger than that of the orifice 12, it is sandwiched in the space provided with the second flow path 15 on the upstream side of the orifice 12, so that the orifice 12 is not directly blocked. In FIGS. 2 to 7, the continuous state means that the radius of the bottom surface of the protrusion 13 is longer or equal to the shortest distance from the axial center of the protrusion 13 to the opening end of the orifice 12. In other words, at least a part of the protrusion 13 and the protrusion 13 are in contact with each other.

The diaphragm constituent members 1 according to the second embodiment of the present invention are shown in FIGS. 8 and 9. The same components are designated by the same reference numerals as those of the first embodiment, and the description thereof will be omitted.

The throttle component 1 of the second embodiment includes a columnar portion 11, a cylindrical portion 16 integrally formed in the columnar portion and having a hollow cylindrical shape, and a cylindrical hole-shaped orifice 12 provided at substantially the center of the columnar portion 11. (First flow path) and upstream of the orifice 12, separated from the wall surfaces of the discharge pipe C1 and the cylindrical portion 16, and continuously directed to the upstream side of the discharge pipe C1 from the opening end of the orifice 12. It has a plurality of columnar protrusions 13 that project from each other, and a second flow path 15 in which a plurality of paths are formed in the space between the protrusions 13.

According to the throttle component 1 of the second embodiment, even if a foreign matter is caught in a part of the second flow path 15, the other part of the second flow path 15 is always in communication with the orifice 12. There is no blockage. Further, since the foreign matter having a diameter larger than that of the orifice 12 is sandwiched between the protrusion 13 itself or the space provided with the second flow path 15, the orifice 12 is not directly blocked.

The diaphragm constituent members 1 according to the third embodiment of the present invention are shown in FIGS. 10 and 11. The components substantially the same as those in the first and second embodiments are designated by the same reference numerals, and the description thereof will be omitted.

The throttle component 1 of the third embodiment is integrated with the columnar portion 11, the tubular portion 16, the prismatic hole-shaped orifice 12 (first flow path), and the tubular portion 16 on the upstream side of the orifice 12. With respect to the axial direction of the orifice 12 by a plurality of columnar protrusions 13 that are formed so as to continuously project from the open end of the orifice 1 toward the upstream side of the discharge pipe line C1 and a groove between the protrusions 13. It has a second flow path 15 which is formed vertically and in a cross shape or radially.

According to the throttle component 1 of the third embodiment, even if a foreign substance is caught or clogged in a part of the second flow path 15, the other part of the second flow path 15 always communicates with the orifice 12. Therefore, it does not block. Further, since the foreign matter having a diameter larger than that of the orifice 12 is sandwiched between the top surface of the protrusion 13 or the space provided with the second flow path 15, the orifice 12 is not directly blocked.

As shown in FIG. 12, the diaphragm component 1 may have a shape in which the tubular portion 16 and the protrusion 13 are integrally molded.

According to the throttle constituent member 1 of the present invention, one or two or more protrusions 13 protruding from the columnar portion 11 are formed between the protrusions 13 and the discharge pipe line C1 or between the protrusions 13. Since the second flow path 15 capable of maintaining the communication state between the upstream side and the downstream side can be provided even if the portion is closed, the orifice 12 is not directly closed. Therefore, as compared with a normal orifice, the diaphragm component of the present invention has a structure that is strong against foreign matter (does not block), so that it is not necessary to install the filter 3 depending on the required performance. Therefore, it is possible to reduce the cost by reducing the number of parts.

In the hydraulic braking device shown in FIG. 1, the throttle component 1 is arranged in the pipelines A1 and A2 and the discharge pipeline C1, but the master cylinder 230 and the wheel cylinder 24 are provided in the housing 5. , 25 may be arranged anywhere as long as it is the main pipeline A which is a pipeline connecting the pipes and 25.

When the hydraulic braking device 1 of the present invention is arranged in the pipelines A1 and A2, the discharge pulsation due to the brake fluid sent to the wheel cylinders 24 and 25 is suppressed, and the sound generated accordingly is suppressed. Can be done. Further, as described above, the throttle constituent member 1 may be provided downstream of each solenoid valve instead of the filter.

Although a hydraulic braking device called a so-called front-rear pipe is shown in FIG. 1 as an embodiment of the present invention, it may be an X pipe or another type of hydraulic braking device. Further, the vehicle is not limited to four wheels, and may be two wheels, three wheels, or other vehicles.

The throttle component 1 shown in FIGS. 8 and 9 may have a plurality of orifices 12 provided in the columnar portion 11, and a plurality of protrusions 13 may be added accordingly.

In the throttle constituent members 1 shown in FIGS. 8 to 12, the continuous state means that the orifice 12 and the protrusion 13 are not separated from each other (at least a part of them are in contact with each other). In other words, it can be said.

Although the embodiments of the present invention have been illustrated above, the above embodiments are merely examples and are not intended to limit the scope of the invention. The above-described embodiment can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the gist of the invention. In addition, specifications such as each configuration and shape (structure, type, direction, shape, size, length, width, thickness, height, number, arrangement, position, material, etc.) are changed as appropriate. Can be carried out. In addition, the configuration can be partially exchanged between the plurality of embodiments.

1: Drawer component, 11: Columnar part 12: Orifice (first flow path), 13: Protrusion, 14: Tapered part, 15: Second flow path 230: Master cylinder, 24-27: Wheel cylinder, 5: Actuator (Hydraulic pressure control device), A: Main pipeline, C1: Discharge side passage, 7: Damper chamber,

Claims (2)

A housing that is disposed between the master cylinder and the wheel cylinder and is provided with a main pipeline that serves as a flow path for brake fluid.
A reservoir disposed in the housing and storing brake fluid,
A pump that discharges the brake fluid pumped from the reservoir to the master cylinder side,
It has a throttle component that is disposed in the main pipeline or is disposed in the discharge pipeline connected to the downstream side of the pump .
The diaphragm component is
A columnar columnar portion that divides the main pipeline or the discharge pipeline into an upstream side and a downstream side,
A first flow path as a plurality of groove-shaped orifices provided on the side surface of the columnar portion and formed so as to have a throttle function ,
On the upstream side of the first flow path, one protrusion protruding from the columnar portion and a protrusion
A second unit that is formed between the protrusion and the main pipeline or between the protrusion and the discharge pipeline, and can maintain a state of communication between the upstream side and the downstream side even if a part of the protrusion is blocked. and the flow path, the possess,
The protrusion is arranged on the upstream side of the columnar portion with respect to the first flow path, and is formed by a tapered tapered portion whose diameter is reduced toward the upstream.
The second flow path is formed by a space between the tapered portion and the main pipeline, or a space between the tapered portion and the discharge pipeline.
The radius of the bottom surface of the protrusion is longer or equal to the shortest distance from the axis of the protrusion to the opening ends of the first flow paths as the plurality of orifices, so that the protrusion is formed by the first protrusion. A hydraulic braking device characterized in that it is continuously formed from an opening of a flow path . The hydraulic braking device according to claim 1, wherein the plurality of orifices constituting the first flow path are provided on the side surface of the columnar portion at substantially equal intervals in the circumferential direction .