JP6835552B2 - Hydraulic control unit for brake system for vehicles - Google Patents

Description

The present invention relates to a hydraulic control unit of a brake system for a vehicle, which can improve the usability of the brake system of a user.

As a conventional brake system for a vehicle, a main flow path for communicating the master cylinder and the wheel cylinder, a sub-flow path for releasing the brake fluid in the main flow path, and a supply flow path for supplying the brake fluid in the middle of the sub-flow path. Some have a hydraulic circuit (see, for example, Patent Document 1).

For example, the upstream end of the sub-flow path is connected to the wheel cylinder side region of the main flow path with reference to the filling valve, and the downstream end of the sub-flow path is of the main flow path. , It is connected to the area on the master cylinder side with respect to the filling valve. Further, the upstream end of the supply flow path communicates with the master cylinder, and the downstream end of the supply flow path is a region of the secondary flow path on the downstream side with respect to the loosening valve. Moreover, it is connected to the suction side of the pump provided in that area. Further, a first switching valve is provided in a region of the main flow path on the master cylinder side with reference to a connection portion with the downstream end of the sub flow path, and a second switching valve is provided in the middle of the supply flow path. A switching valve is provided.

For example, the hydraulic pressure control unit is composed of a filling valve, a loosening valve, a pump, a first switching valve, a second switching valve, a substrate on which they are incorporated, and a controller that controls their operation. In the hydraulic pressure control unit, the hydraulic pressure of the hydraulic pressure circuit is controlled by controlling the operations of the filling valve, the loosening valve, the pump, the first switching valve, and the second switching valve.

In particular, when it becomes necessary to increase the hydraulic pressure of the brake fluid of the wheel cylinder regardless of the state of brake operation at the input part of the brake system (for example, the brake pedal), the filling valve opens and the release valve opens. The pump is driven with the first switching valve closed and the second switching valve open.

Japanese Unexamined Patent Publication No. 2006-1534 (paragraph [0015])

When the pump is driven with the second switching valve open, the pulsation generated in the brake fluid propagates to the input part of the brake system via the supply flow path and the master cylinder, and the user is informed. It gives a sense of discomfort. In particular, in recent brake systems, the booster may be miniaturized or omitted for the purpose of improving the mountability of the brake system on a vehicle. In such a case, the user inputs the brake system. When operating the part (for example, the user is stepping on the brake pedal), the pump may be driven with the second switching valve open, and the effect of the pulsation is overlooked. I can't do it. That is, the above-mentioned hydraulic pressure control unit has a problem that the usability of the brake system of the user may be deteriorated.

The present invention has been made against the background of the above-mentioned problems, and obtains a hydraulic pressure control unit capable of improving the usability of a user's brake system.

The hydraulic pressure control unit according to the present invention is a hydraulic pressure control unit of a brake system for a vehicle, and the brake system releases a main flow path for communicating a master cylinder and a wheel cylinder and a brake fluid in the main flow path. A first that includes a hydraulic circuit having a sub-flow path and a supply flow path that supplies brake fluid to a first halfway portion that is an intermediate portion of the sub-flow path, and is a downstream end of the sub-flow path. The downstream end portion is connected to the second intermediate portion which is the intermediate portion of the main flow path, and the first upstream side end portion which is the upstream side end portion of the supply flow path communicates with the master cylinder. The second upstream end, which is the upstream end of the sub-flow path, is connected to the third intermediate, which is the middle of the main flow path and is on the wheel cylinder side with reference to the second intermediate. The hydraulic pressure control unit includes an internal flow path that forms a part of the supply flow path, a substrate having a storage chamber that communicates with the internal flow path via a communication port, and the main flow path. and said second intermediate portion and the third rice is provided in a region between the middle section valve, in a region to be a between the auxiliary flow said first intermediate portion and the second upstream end in path It is provided in the region between the provided loosening valve and the first intermediate portion and the first downstream end portion of the sub-flow path, and the suction side communicates with the first intermediate portion to discharge. A pump whose side communicates with the first downstream end, a first switching valve provided on the master cylinder side with reference to the second intermediate portion of the main flow path, and a supply flow path are provided. The second switching valve and the damper unit are provided, and the damper unit is housed in the storage chamber of the base and held in the base, and is erected in the base and inside. A columnar body having a pole portion having a space formed therein and a through hole leading to the space formed in a side portion thereof, and a dome-shaped membrane body covering the tip portion of the pole portion and the side portion. A gap is formed between the inner surface of the dome-shaped membrane body and at least a part of the side portion of the pole portion in a state where the accommodation chamber is not filled with the brake fluid, and the substrate is formed. Is provided with a recess formed on the inner surface of the side portion of the storage chamber, and the communication port is formed at the bottom of the recess, and even when the dome-shaped membrane body is deformed so as to expand toward the outer surface side, the said The dome-shaped membrane body does not come into contact with the peripheral edge of the recess .

In the hydraulic pressure control unit according to the present invention, a damper unit is provided in the supply flow path. Therefore, the pulsation generated by driving the pump with the second switching valve open is suppressed from propagating to the input portion (for example, the brake pedal) of the brake system via the supply flow path and the master cylinder. To.

The damper unit includes a columnar body having a pole portion and a dome-shaped membrane body, and the inner surface of the dome-shaped membrane body and the side portion of the pole portion are in a state where the accommodation chamber is not filled with the brake fluid. A gap is formed between the dome and at least a part of the dome. The damper unit is provided in a supply flow path communicating with the master cylinder, that is, a location that greatly affects the usability of the user's brake system, and is desired to have high damping performance. On the other hand, when the hydraulic pressure control unit is mounted on a vehicle, its size is also important. Since the damper unit described above has a structure in which the area of the pressure receiving surface is three-dimensionally expanded, it is possible to efficiently suppress the increase in size of the hydraulic pressure control unit due to the improvement in damping performance. That is, it is particularly preferable that the above-mentioned damper unit is provided in a supply flow path in which the upstream end of the vehicle brake system communicates with the suction side of the pump and the downstream end communicates with the master cylinder. By adopting such a damper unit, the feasibility of improving the usability of the brake system of the user is significantly improved.

Here, in the damper unit according to the present invention, the dome-shaped membrane body is deformed by the pressure difference between the pressure on the outer surface side (that is, the hydraulic pressure of the brake fluid in the accommodation chamber) and the pressure on the inner surface side of the dome-shaped membrane body. It is configured to attenuate the pulsation generated when the pump is driven. Therefore, those skilled in the art who have come into contact with the present invention will find that when the pressure on the outer surface side of the dome-shaped membrane body is lower than the pressure on the inner surface side and the dome-shaped membrane body is deformed to expand toward the outer surface side, the dome-shaped membrane body You may be concerned that your body will come into contact with the communication port between the containment chamber and the internal channels that form part of the supply channel. That is, those skilled in the art who have come into contact with the present invention block the communication port by contacting the dome-shaped membrane body with the communication port and obstruct the flow of brake fluid in the supply flow path (in other words, the hydraulic circuit). You may be concerned about problems such as damage to the dome-shaped membrane body.

However, the hydraulic pressure control unit according to the present invention is provided with a recess formed on the inner surface of the storage chamber, and at the bottom of the recess, a communication port between the storage chamber and an internal flow path forming a part of the supply flow path is provided. Is formed. Therefore, the hydraulic pressure control unit according to the present invention can prevent the dome-shaped membrane body from coming into contact with the communication port even when the dome-shaped membrane body is deformed so as to expand toward the outer surface side. That is, the hydraulic pressure control unit according to the present invention closes the communication port and of the brake fluid in the supply flow path (in other words, the hydraulic pressure circuit) even when the dome-shaped membrane body is deformed so as to expand toward the outer surface side. It is possible to suppress the occurrence of problems such as obstructing the flow and damaging the dome-shaped membrane body.

It is a figure which shows the example of the system configuration of the brake system which concerns on Embodiment 1 of this invention. It is a figure which shows another example of the system structure of the brake system which concerns on Embodiment 1 of this invention. It is a partial cross-sectional view which shows the mounting state of the damper unit of the brake system which concerns on Embodiment 1 of this invention. FIG. 3 is a cross-sectional view taken along the line AA in FIG. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 1 of this invention. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 1 of this invention. It is a partial cross-sectional view which shows the mounting state of the damper unit of the brake system which concerns on Embodiment 1 of this invention, and is the figure which shows the state which the dome-shaped film body is deformed so that it expands to the outer surface side. It is a figure which shows still another example of the system structure of the brake system which concerns on Embodiment 1 of this invention. It is a partial cross-sectional view which shows the mounting state of the damper unit of the brake system shown in FIG. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 2 of this invention. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 2 of this invention. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 2 of this invention. It is a partial cross-sectional view which shows the mounting state of the damper unit of the brake system which concerns on Embodiment 2 of this invention. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 3 of this invention. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 3 of this invention. It is sectional drawing which shows the detail of the damper unit of the brake system which concerns on Embodiment 3 of this invention. It is a partial cross-sectional view which shows the mounting state of the damper unit of the brake system which concerns on Embodiment 3 of this invention.

Hereinafter, the hydraulic pressure control unit according to the present invention will be described with reference to the drawings.
In the following, a case where the brake system including the hydraulic pressure control unit according to the present invention is mounted on a four-wheeled vehicle will be described. However, the brake system including the hydraulic pressure control unit according to the present invention is described in four parts. It may be mounted on a vehicle other than a wheeled vehicle (motorcycle, truck, bus, etc.). Further, the configuration, operation, etc. described below are examples, and the brake system including the hydraulic pressure control unit according to the present invention is not limited to such a configuration, operation, and the like. Further, in each figure, the same or similar members or parts are designated by the same reference numerals, or the reference numerals are omitted. Further, for the detailed structure, the illustration is simplified or omitted as appropriate.

Embodiment 1.
The brake system according to the first embodiment will be described below.
<Brake system configuration and operation>
The configuration and operation of the brake system according to the first embodiment will be described.
FIG. 1 is a diagram showing an example of a system configuration of the brake system according to the first embodiment of the present invention.

As shown in FIG. 1, the brake system 1 is mounted on the vehicle 100, and has a main flow path 13 that communicates the master cylinder 11 and the wheel cylinder 12, and a sub flow path 14 that allows the brake fluid in the main flow path 13 to escape. It includes a supply flow path 15 for supplying the brake fluid to the flow path 14, and a hydraulic circuit 2 having the supply flow path 15. The hydraulic circuit 2 is filled with brake fluid.

The master cylinder 11 has a built-in piston (not shown) that reciprocates in conjunction with the brake pedal 16, which is an example of the input unit of the brake system 1. A booster 17 is interposed between the brake pedal 16 and the piston of the master cylinder 11, and the pedaling force of the user is boosted and transmitted to the piston. The wheel cylinder 12 is provided on the brake caliper 18. When the hydraulic fluid pressure of the wheel cylinder 12 increases, the brake pad 19 of the brake caliper 18 is pressed against the rotor 20 to brake the wheels.

The upstream end of the sub-flow path 14 is connected to the midway 13a of the main flow path 13, and the downstream end of the sub-flow path 14 is connected to the midway 13b of the main flow path 13. Further, the upstream end of the supply flow path 15 communicates with the master cylinder 11, and the downstream end of the supply flow path 15 is connected to the intermediate portion 14a of the sub flow path 14.
Here, the upstream end of the sub-flow path 14 corresponds to the second upstream end of the present invention. The downstream end of the auxiliary flow path 14 corresponds to the first downstream end of the present invention. The intermediate portion 13b of the main flow path 13 corresponds to the second intermediate portion of the present invention. The intermediate portion 13a of the main flow path 13 corresponds to the third intermediate portion of the present invention. The upstream end of the supply flow path 15 corresponds to the first upstream end of the present invention. The downstream end of the supply flow path 15 corresponds to the second downstream end of the present invention. The intermediate portion 14a of the sub-flow path 14 corresponds to the first intermediate portion of the present invention.

A filling valve (EV) 31 is provided in a region of the main flow path 13 between the intermediate portion 13b and the intermediate portion 13a (the region on the wheel cylinder 12 side with respect to the intermediate portion 13b). A loosening valve (AV) 32 is provided in the region of the auxiliary flow path 14 between the upstream end portion and the intermediate portion 14a. An accumulator 33 is provided in the region of the auxiliary flow path 14 between the loosening valve 32 and the intermediate portion 14a. A pump 34 is provided in a region of the auxiliary flow path 14 between the intermediate portion 14a and the downstream end portion. The suction side of the pump 34 communicates with the intermediate portion 14a, and the discharge side of the pump 34 communicates with the downstream end of the auxiliary flow path 14. The filling valve 31 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The loosening valve 32 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

A first switching valve (USV) 35 is provided in a region of the main flow path 13 on the master cylinder side with reference to the intermediate portion 13b. The supply flow path 15 is provided with a second switching valve (HSV) 36 and a damper unit 37. The damper unit 37 is provided in the region of the supply flow path 15 between the second switching valve 36 and the downstream end portion. The first switching valve 35 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The second switching valve 36 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

The filling valve 31, the loosening valve 32, the accumulator 33, the pump 34, the first switching valve 35, the second switching valve 36, and the damper unit 37 form a main flow path 13, a sub flow path 14, and a supply flow path 15. A flow path for the purpose is provided on the substrate 51 formed inside. Each member (filling valve 31, loosening valve 32, accumulator 33, pump 34, first switching valve 35, second switching valve 36, and damper unit 37) may be provided together on one substrate 51. Further, it may be provided separately in a plurality of substrates 51.

At least, the hydraulic pressure control unit 50 is configured by the substrate 51, each member provided on the substrate 51, and the controller (ECU) 52. In the hydraulic pressure control unit 50, the brake fluid of the wheel cylinder 12 is controlled by the controller 52 controlling the operations of the filling valve 31, the loosening valve 32, the pump 34, the first switching valve 35, and the second switching valve 36. Hydraulic pressure is controlled.

The controller 52 may be one or may be divided into a plurality of controllers 52. Further, the controller 52 may be attached to the substrate 51, or may be attached to another member. Further, a part or all of the controller 52 may be composed of, for example, a microcomputer, a microprocessor unit, or the like, or may be composed of an updatable one such as firmware, or a command from a CPU or the like. It may be a program module or the like executed by.

The controller 52, for example, performs the following hydraulic pressure control operation in addition to the well-known hydraulic pressure control operation (ABS control operation, ESP control operation, etc.).
When the brake pedal 16 of the vehicle 100 is operated while the filling valve 31 is opened, the loosening valve 32 is closed, the first switching valve 35 is opened, and the second switching valve 36 is closed. When it is detected from the detection signal of the position sensor of the brake pedal 16 and the detection signal of the hydraulic pressure sensor of the hydraulic pressure circuit 2 that the hydraulic pressure of the hydraulic pressure circuit 2 is insufficient or the possibility of insufficient hydraulic pressure, the controller 52 determines. The active boost control operation is started.

In the active boost control operation, the controller 52 keeps the filling valve 31 in the open state, so that the brake fluid can flow from the intermediate portion 13b of the main flow path 13 to the wheel cylinder 12. Further, the controller 52 limits the flow of the brake fluid from the wheel cylinder 12 to the accumulator 33 by keeping the release valve 32 in the closed state. Further, the controller 52 closes the first switching valve 35 to limit the flow of the brake fluid in the flow path from the master cylinder 11 to the intermediate portion 13b of the main flow path 13 without passing through the pump 34. Further, the controller 52 opens the second switching valve 36 to enable the flow of the brake fluid in the flow path from the master cylinder 11 to the intermediate portion 13b of the main flow path 13 via the pump 34. Further, the controller 52 drives the pump 34 to increase the hydraulic pressure of the brake fluid of the wheel cylinder 12.

When it is detected that the insufficient hydraulic pressure in the hydraulic circuit 2 is resolved or avoided, the controller 52 opens the first switching valve 35, closes the second switching valve 36, and stops driving the pump 34. By doing so, the active boost control operation is terminated.

FIG. 2 is a diagram showing another example of the system configuration of the brake system according to the first embodiment of the present invention.
The brake system 1 may be a brake system 1 in which the booster 17 is omitted, as shown in FIG. In the case of the brake system 1 in which the booster 17 is omitted, the pedaling force of the user's brake pedal 16 is not boosted by the booster 17, but is directly transmitted to the piston of the master cylinder 11. Become. Therefore, when the user tries to depress the brake pedal 16, the hydraulic pressure of the brake fluid in the hydraulic circuit 2 acts as a reaction force on the brake pedal 16 via the piston of the master cylinder 11.

Therefore, during the period from when the user depresses the brake pedal 16 to when the active boost control operation is started, the reaction force of the brake fluid in the hydraulic circuit 2 transmitted to the brake pedal 16 doubles the user. Compared with the brake system 1 provided with the force device 17, the brake pedal 16 cannot be depressed. That is, in the case of the brake system 1 in which the booster 17 is omitted, the brake system 1 provided with the booster 17 is provided in the period from when the user depresses the brake pedal 16 until the active booster control operation is started. Compared with this, the amount of depression of the brake pedal 16 becomes smaller.

Therefore, in the case of the brake system 1 in which the booster 17 is omitted, the damper unit 37 is provided in the region of the supply flow path 15 between the upstream end and the second switching valve 36. It should be done. By providing the damper unit 37 at such a position, when the user depresses the brake pedal 16, the brake fluid can flow into the damper unit 37, and the brake fluid in the hydraulic circuit 2 transmitted to the brake pedal 16 can be discharged. The reaction force is reduced. Therefore, when the user depresses the brake pedal, the depressing amount of the brake pedal 16 similar to that of the brake system 1 provided with the booster 17 can be obtained. Therefore, the user can obtain the same feeling of use as the brake system 1 provided with the booster 17 in the brake system 1 in which the booster 17 is omitted.

As shown in FIG. 2, in the brake system 1, it is preferable that a plurality of pumps 34 are connected in parallel in the region between the intermediate portion 14a and the downstream end portion of the sub-flow path 14. With such a configuration, the amount of brake fluid discharged from each pump 34 can be reduced. Further, the discharge timing of each brake fluid of the pump 34 can be shifted. Therefore, by connecting and providing a plurality of pumps 34 in parallel as shown in FIG. 2, it is possible to suppress the pulsation caused by driving the pumps 34 with the second switching valve 36 open. Of course, in the brake system 1 provided with the booster 17 shown in FIG. 1, a plurality of pumps 34 may be connected in parallel as shown in FIG.

<Details of damper unit>
Details of the damper unit of the brake system according to the first embodiment will be described.
FIG. 3 is a partial cross-sectional view showing a mounted state of the damper unit of the brake system according to the first embodiment of the present invention. Further, FIG. 4 is a cross-sectional view taken along the line AA in FIG. In addition, in FIGS. 3 and 4, only the members other than the damper unit 37 are shown in cross section. 5 and 6 are cross-sectional views showing the details of the damper unit of the brake system according to the first embodiment of the present invention. 5 is a cross-sectional view taken along the line BB in FIG. 3, and FIG. 6 is a cross-sectional view taken along the line CC in FIG.

As shown in FIGS. 3 and 4, a storage chamber 61 is formed in the base 51. The storage chamber 61 is a bottomed hole formed in the outer wall of the base 51. Further, the substrate 51 is formed with an internal flow path 62 that communicates between the accommodating chamber 61 and the suction side of the pump 34. The internal flow path 62 communicates with the accommodating chamber 61 via the communication port 61a. The internal flow path 62 constitutes a part of the supply flow path 15. That is, the brake fluid flows into the accommodation chamber 61. The communication port 61a may be formed on the side portion of the accommodation chamber 61, or may be formed on the bottom portion.

For example, in the case of FIG. 1, the supply flow path 15 is branched between the second switching valve 36 and the downstream end portion. Then, one of the branched flow paths is connected to the damper unit 37. When the damper unit 37 is provided at the position shown in FIG. 1, at least a part of the branched flow path portion connected to the damper unit 37 becomes an internal flow path 62. That is, when the damper unit 37 is provided at the position shown in FIG. 1, the accommodating chamber 61 communicates with the second switching valve 36 in addition to the suction side of the pump 34. Further, in the case of FIG. 2, the supply flow path 15 is branched between the upstream end portion and the second switching valve 36. Then, one of the branched flow paths is connected to the damper unit 37. When the damper unit 37 is provided at the position shown in FIG. 2, at least a part of the branched flow path portion connected to the damper unit 37 becomes an internal flow path 62. That is, when the damper unit 37 is provided at the position shown in FIG. 2, the accommodation chamber 61 communicates with the master cylinder 11 in addition to the suction side of the pump 34. When the damper unit 37 is provided at the position shown in FIG. 2, the accommodating chamber 61 communicates with the suction side of the pump 34 via the second switching valve 36.

Further, the base 51 is provided with a recess 63 formed on the inner surface of the storage chamber 61. A communication port 61a for communicating the accommodating chamber 61 and the internal flow path 62 is formed at the bottom of the recess 63. Specifically, in the first embodiment, the recess 63 is formed in an annular shape over the entire inner surface of the side portion of the storage chamber 61. In the recess 63 having such a shape, when the accommodation chamber 61 is formed on the base 51, a boring tool is inserted through the opening of the accommodation chamber 61, and the inner surface of the side portion of the accommodation chamber 61 is bored. Can be formed with. Therefore, the recess 63 can be easily machined. In other words, the manufacturing cost of the substrate 51 can be reduced. The shape of the recess 63 is not limited to such a shape. The shape of the recess 63 is arbitrary as long as the position of the communication port 61a can be formed at a position recessed from the inner surface of the accommodation chamber 61. For example, the recess 63 may be a groove formed along the axis (center line extending in the vertical direction in FIG. 3) of the accommodation chamber 61.

The damper unit 37 is housed in the storage room 61. The damper unit 37 is fixed to the base 51 by being crimped and held by the base 51 and the like, which will be described later, in a state of being housed in the storage chamber 61. By crimping, the brake fluid in the accommodation chamber 61 is sealed. The details of the crimping configuration of the damper unit 37 to the substrate 51 will be described later.

As shown in FIGS. 5 and 6, the damper unit 37 includes a columnar body 70, a dome-shaped film body 80, and an annular body 90.

The columnar body 70 has a base portion 71 held by the base 51 and a pole portion 72 erected on the base portion 71. The base portion 71 and the pole portion 72 are separate members. By press-fitting the bottom portion of the pole portion 72 into the recess 71a of the base portion 71, the base portion 71 and the pole portion 72 are integrated. The pole portion 72 has a circular cross section. A bottomed hole is formed on the bottom surface of the pole portion 72, and the bottomed hole is closed by integrating the base portion 71 and the pole portion 72, so that a space 72a is formed inside the pole portion 72. .. Further, a through hole 72b leading to the space 72a is formed on the side portion of the pole portion 72. There are a plurality of (for example, three) through holes 72b, and they are formed at equal angular intervals in different circumferential directions with respect to the axis of the pole portion 72.

The dome-shaped film body 80 is formed of an elastic body (for example, rubber or the like) and has a shape that gradually narrows toward the tip portion. In particular, since the tip portion is spherical, stress concentration caused by the brake fluid flowing into the accommodation chamber 61 is suppressed. The dome-shaped film body 80 is held so as to cover the tip end portion and the side portion of the pole portion 72. A flange portion 80a projecting outward is formed at the bottom of the dome-shaped film body 80. The dome-shaped film body 80 is held by the columnar body 70 by press-fitting the annular body 90 into the base portion 71 with the flange portion 80a interposed therebetween. That is, the annular body 90 is fixed to the base portion 71 while pressing the flange portion 80a of the dome-shaped film body 80. The inside of the dome-shaped film body 80 is filled with a fluid (for example, air). An annular convex portion 80b is formed on the surface of the flange portion 80a that comes into contact with the annular body 90, and the annular convex portion 80b is crushed as the annular body 90 is press-fitted into the base 71, whereby the accommodation chamber 61 The brake fluid is prevented from flowing into the dome-shaped film body 80, and the fluid inside the dome-shaped film body 80 is prevented from flowing out into the accommodation chamber 61.

When the accommodation chamber 61 is not filled with the brake fluid, a gap is formed between the inner surface of the dome-shaped film body 80 and the side portion of the pole portion 72. Further, in a state where the accommodation chamber 61 is not filled with the brake fluid, the inner surface of the tip end portion of the dome-shaped film body 80 comes into contact with the end surface of the tip end portion of the pole portion 72. The regions where the inner surface of the tip of the dome-shaped film body 80 and the end face of the tip of the pole 72 abut each other are flat.

The through hole 72b is formed in the axial direction of the pole portion 72 on the side closer to the base portion 71 than the communication port 61a. Further, the gap between the inner surface of the dome-shaped film body 80 and the side portion of the pole portion 72 becomes narrower as it approaches the tip portion of the pole portion 72. Therefore, the dome-shaped film body 80 comes into contact with the outer surface of the pole portion 72 first from the region near the tip portion as the hydraulic fluid pressure of the brake fluid in the accommodation chamber 61 rises, and the abutting region is , It will gradually expand until the through hole 72b is closed. The dome-shaped film body 80 returns to the state before deformation as the hydraulic pressure of the brake fluid in the accommodation chamber 61 decreases. By such an operation of the dome-shaped film body 80, the pulsation generated by driving the pump 34 with the second switching valve 36 open is transmitted to the brake pedal 16 via the supply flow path 15 and the master cylinder 11. Propagation is suppressed. Then, even when the deformation of the dome-shaped film body 80 is maximized, the compressed fluid can remain in the space 72a formed inside the pole portion 72, so that the compressed fluid causes the dome-shaped film body 80 to remain. It is suppressed that the damping performance of the damper unit 37 is deteriorated due to the transmission.

An annular convex portion 72c that receives the inner surface of the dome-shaped film body 80 is formed on the outer peripheral surface of the end portion of the pole portion 72 near the base portion 71. The outer edge 72d of the end of the annular convex portion 72c on the side farther from the base portion 71 has a rounded shape. Further, the inner edge 90a of the end portion of the annular body 90 on the side far from the base portion 71 has a rounded shape.

As described above, the damper unit 37 is fixed to the base 51 by being held in the storage chamber 61 by the base 71 and the like, which will be described later, being crimped to the base 51. At this time, in the first embodiment, the crimping configuration as shown in FIG. 3 is adopted. Specifically, the base 51 is provided with an annular pedestal portion 64 facing the annular body 90 on the inner surface of the accommodation chamber 61. The pedestal portion 64 is arranged closer to the opening side of the accommodation chamber 61 than the recess 63 formed on the inner surface of the accommodation chamber 61. In other words, the pedestal portion 64 is arranged closer to the outer edge 61c of the opening of the accommodation chamber 61 than the recess 63. Further, the distance L1 between the bottom of the recess 63 and the axis of the accommodation chamber 61 (the center line extending in the vertical direction in FIG. 3) is larger than the distance L2 between the pedestal portion 64 and the axis of the accommodation chamber 61. ing. In other words, in the first embodiment, the recess 63 is formed in an annular shape over the entire inner surface of the side portion of the storage chamber 61. Therefore, it can be said that the radius of the bottom of the recess 63 formed around the axis of the accommodation chamber 61 is larger than the radius of the pedestal portion 64 formed around the axis of the accommodation chamber 61.

Then, in the damper unit 37, the base portion 71, the flange portion 80a of the dome-shaped film body 80, and the annular body 90 assembled as shown in FIG. 6 are sandwiched between the pedestal portion 64 and the outer edge 61c of the opening of the accommodation chamber 61. Is crimped and fixed to the substrate 51. By crimping and fixing the damper unit 37 to the base 51, the outer peripheral surface of the base 71 and the annular body 90 of the damper unit 37, the area of the pedestal portion 64 facing the annular body 90, and the inner surface of the accommodation chamber 61. The base 71 and the region 61b facing the outer peripheral surface of the annular body 90 are in close contact with each other, and the brake fluid in the accommodation chamber 61 is sealed.

<Effect of braking system>
The effect of the brake system according to the first embodiment will be described.
In the hydraulic pressure control unit 50 of the brake system 1, a damper unit 37 is provided in the supply flow path 15. Therefore, the pulsation generated by driving the pump 34 with the second switching valve 36 open is transmitted to the input unit (for example, the brake pedal 16) of the brake system 1 via the supply flow path 15 and the master cylinder 11. Propagation is suppressed.

In particular, the hydraulic pressure control unit 50 of the brake system 1 opens the filling valve 31, closes the loosening valve 32, closes the first switching valve 35, opens the second switching valve 36, and opens the input unit of the brake system 1. When the damper unit 37 is provided in the supply flow path 15 in the case where the active pressure boosting control operation for driving the pump 34 is performed with the brake operation input to, the user's It is possible to improve the mountability of the brake system 1 on the vehicle 100 by downsizing or omitting the booster 17 while ensuring the usability of the brake system 1.

The damper unit 37 may be provided in the region of the supply flow path 15 between the second switching valve 36 and the downstream end portion, and the upstream end portion of the supply flow path 15 may be provided. It may be provided in the area between the second switching valve 36 and the second switching valve 36.

For example, when the damper unit 37 is provided in the region of the supply flow path 15 between the second switching valve 36 and the downstream end, the pulsation of the pulsation is near the suction side of the pump 34. Since the propagation is suppressed, abnormal noise or the like generated on the substrate 51 or the like of the hydraulic pressure control unit 50 can be efficiently suppressed.

For example, in the brake system 1, the booster 17 is omitted, and the damper unit 37 is located in the region of the supply flow path 15 between the upstream end and the second switching valve 36. When is provided, the booster 17 is omitted by the user during the period from the operation of the input unit of the brake system 1 to the start of the active boost control operation. The increase in reaction force caused by this is suppressed by the cushioning property of the damper unit 37. Therefore, the damper unit 37 is provided in the region between the upstream end and the second switching valve 36 in the supply flow path 15, because the brake system 1 omits the booster 17. In some cases, it is particularly suitable.

Further, in the hydraulic pressure control unit 50 of the brake system 1, the damper unit 37 further includes a columnar body 70 having a pole portion 72 and a dome-shaped film body 80, and the accommodation chamber 61 is filled with the brake fluid. In this state, a gap is formed between the inner surface of the dome-shaped film body 80 and at least a part of the side portion of the pole portion 72. The damper unit 37 is provided in a supply flow path 15 communicating with the master cylinder 11, that is, a position that greatly affects the usability of the user's brake system 1, and is desired to have high damping performance. .. On the other hand, when the hydraulic pressure control unit 50 is mounted on the vehicle 100, its size is also important. Since the damper unit 37 has a structure in which the area of the pressure receiving surface is three-dimensionally expanded, the increase in size of the hydraulic pressure control unit 50 due to the improvement in damping performance is efficiently suppressed. That is, it is particularly preferable that the damper unit 37 is provided in the supply flow path 15 of the brake system 1, and by adopting such a damper unit 37, the usability of the brake system 1 of the user is improved. The feasibility of things is greatly improved.

Here, in the damper unit 37, the dome-shaped film body 80 is deformed by the pressure difference between the pressure on the outer surface side of the dome-shaped film body 80 (that is, the hydraulic pressure of the brake fluid in the accommodation chamber 61) and the pressure on the inner surface side. , The pulsation generated when the pump 34 is driven is dampened. Therefore, in the damper unit 37, when the pressure on the outer surface side of the dome-shaped film body 80 is lower than the pressure on the inner surface side, the dome-shaped film body 80 is deformed so as to expand toward the outer surface side as shown in FIG. There is.
Note that FIG. 7 is a partial cross-sectional view showing a mounted state of the damper unit of the brake system according to the first embodiment of the present invention, showing a state in which the dome-shaped film body is deformed so as to expand toward the outer surface side. Is. FIG. 7 is a view of observing the mounted state of the damper unit 37 from the same direction as in FIG. 3, and as in FIG. 3, only the members other than the damper unit 37 are shown in cross section.

For example, the hydraulic pressure control unit 50 of the brake system 1 opens the filling valve 31, closes the loosening valve 32, closes the first switching valve 35, opens the second switching valve 36, and opens the input unit of the brake system 1. It is assumed that an active boost control operation for driving the pump 34 is performed while the brake operation is input to. In this case, immediately after the pump 34 is started, the amount of brake fluid sucked by the pump 34 from the accommodation chamber 61 in which the damper unit 37 is accommodated temporarily exceeds the amount of brake fluid flowing into the accommodation chamber 61. There is. At this time, the pressure on the outer surface side of the dome-shaped film body 80 is temporarily lower than the pressure on the inner surface side, and the dome-shaped film body 80 is deformed so as to expand toward the outer surface side.

Further, for example, in order to prevent the hydraulic pressure control unit 50 of the brake system 1 from locking the wheels, the filling valve 31 is closed, the loosening valve 32 is opened, the first switching valve 35 is opened, and the second switching valve 36 is opened. Is closed and the brake operation is input to the input unit of the brake system 1, and the control operation for driving the pump 34 is performed. In this case, in the hydraulic pressure control unit 50 of the brake system 1 provided with the damper unit 37 at the position shown in FIG. 1, the pump 34 sucks the brake unit 37 from the accommodation chamber 61 in which the damper unit 37 is housed immediately after the pump 34 is started. The amount of brake fluid may temporarily exceed the amount of brake fluid flowing into the containment chamber 61. At this time, the pressure on the outer surface side of the dome-shaped film body 80 is temporarily lower than the pressure on the inner surface side, and the dome-shaped film body 80 is deformed so as to expand toward the outer surface side.

Further, for example, when the input to the input unit of the brake system 1 is released (for example, when the user releases the depression of the brake pedal 16), the brake fluid is drawn into the master cylinder 11. At this time, in the hydraulic pressure control unit 50 of the brake system 1 provided with the damper unit 37 at the position shown in FIG. 2, the amount of brake fluid sucked from the accommodation chamber 61 by drawing in the brake fluid of the master cylinder 11 is the amount of the brake fluid sucked from the accommodation chamber 61. It may temporarily exceed the amount of brake fluid flowing into 61. At this time, the pressure on the outer surface side of the dome-shaped film body 80 is temporarily lower than the pressure on the inner surface side, and the dome-shaped film body 80 is deformed so as to expand toward the outer surface side.

Further, for example, when the brake system 1 (in other words, the hydraulic pressure control unit 50) is filled with the brake fluid, these flow paths are prevented from remaining in the main flow path 13, the sub flow path 14, and the supply flow path 15. Is put into a vacuum state (a state lower than the atmospheric pressure), and a method of pouring the brake fluid into these vacuum flow paths may be adopted. In such a case, when the supply flow path 15 is in a vacuum state, the pressure on the outer surface side of the dome-shaped film body 80 becomes lower than the pressure on the inner surface side, and the dome-shaped film body 80 expands toward the outer surface side. Transforms into. Further, for example, the brake system 1 (in other words, the hydraulic pressure control unit 50) is designed assuming use in a wide temperature range. Therefore, when the temperature around the brake system 1 (in other words, the hydraulic pressure control unit 50) becomes close to the upper limit temperature within the operating temperature range, the dome-shaped film body 80 is exposed to the outer surface due to the thermal expansion of the dome-shaped film body 80. It may be deformed to expand to the side.

When the dome-shaped film body 80 is deformed so as to expand to the outer surface side as described above, the dome-shaped film body 80 comes into contact with the communication port 61a, closes the communication port 61a, and the supply flow path 15 (in other words, hydraulic pressure). There may be concerns that the flow of brake fluid in the circuit 2) is obstructed, the dome-shaped membrane 80 is damaged, and the like. However, the hydraulic pressure control unit 50 according to the first embodiment includes a recess 63 formed on the inner surface of the accommodating chamber 61, and a communication port 61a is formed at the bottom of the recess 63. Therefore, in the hydraulic pressure control unit 50 according to the first embodiment, even when the dome-shaped membrane 80 is deformed so as to expand to the outer surface side, the dome-shaped membrane 80 communicates with the dome-shaped membrane 80 as shown in FIG. Contact with 61a can be suppressed. That is, the hydraulic pressure control unit 50 according to the first embodiment closes the communication port 61a and the supply flow path 15 (in other words, the hydraulic pressure) even when the dome-shaped membrane body 80 is deformed so as to expand toward the outer surface side. It is possible to prevent the flow of the brake fluid in the circuit 2) from being obstructed, the dome-shaped film body 80 from being damaged, and the like.

Preferably, the recess 63 is formed in an annular shape over the entire inner surface of the side portion of the storage chamber 61. By forming the recess 63 in this way, the recess 63 can be easily processed, and the manufacturing cost of the substrate 51 can be reduced.

Preferably, in the hydraulic pressure control unit 50 of the brake system 1, the inner surface of the tip end portion of the dome-shaped film body 80 is at least the outer surface of the tip end portion of the pole portion 72 in a state where the accommodation chamber 61 is not filled with the brake fluid. Contact a part. With such a configuration, the deformation and restoration of the dome-shaped film body 80 due to the change in the hydraulic pressure of the brake fluid in the accommodation chamber 61 are stabilized, and the second switching valve 36 is opened. Suppression that the pulsation generated by driving the pump 34 in the state propagates to the input portion of the brake system 1 via the supply flow path 15 and the master cylinder 11 is ensured.

Further, it is preferable that the abutting region of the tip portion of the dome-shaped film body 80 and the tip portion of the pole portion 72 is flat. With such a configuration, the dome-shaped film body 80 can be positioned at the time of assembling work such as press-fitting the annular body 90 into the base 71, and the assembling property is improved. Further, it is suppressed that the dome-shaped film body 80 is assembled while being damaged, and the quality of the hydraulic pressure control unit 50 is improved.

Further, in the axial direction of the pole portion 72, the through hole 72b may be formed on the side closer to the base portion 71 as compared with the communication port 61a communicating with the pump 34 of the accommodation chamber 61. With such a configuration, when the hydraulic pressure of the brake fluid in the accommodation chamber 61 rises, the dome-shaped film body 80 closes the through hole 72b at an early stage, and the damping performance of the damper unit 37 deteriorates. It is suppressed.

Preferably, in the hydraulic pressure control unit 50 of the brake system 1, there are a plurality of through holes 72b, and the plurality of through holes 72b are formed in different circumferential directions with respect to the axis of the pole portion 72. With such a configuration, stress concentration is suppressed in one direction of the pole portion 72, and the durability of the damper unit 37 is improved.

Preferably, in the hydraulic pressure control unit 50 of the brake system 1, a flange portion 80a is formed at the bottom of the dome-shaped film body 80, and the damper unit 37 is further fixed to the base portion 71 while pressing the flange portion 80a. It includes an annular body 90. With such a configuration, it becomes possible to assemble the dome-shaped film body 80 to the columnar body 70 while suppressing damage to the dome-shaped film body 80, and the durability of the damper unit 37 is improved. ..

Further, it is preferable that the annular convex portion 80b is formed on the surface of the flange portion 80a that comes into contact with the annular body 90. With such a configuration, it is possible to prevent the brake fluid in the accommodation chamber 61 from flowing into the dome-shaped membrane 80 and the fluid inside the dome-shaped membrane 80 from flowing out into the accommodation chamber 61. , Can be ensured with a simple configuration.

Further, the inner edge 90a of the end portion of the annular body 90 on the side farther from the base portion 71 has a rounded shape. With such a configuration, for example, during ABS control operation, ESP control operation, etc., the outer surface of the dome-shaped film body 80 is damaged when the hydraulic pressure of the brake fluid in the accommodation chamber 61 decreases. This is suppressed and the durability of the damper unit 37 is improved.

Preferably, when the damper unit 37 includes an annular body 90 fixed to the base 71 while pressing the flange portion 80a and is crimped and fixed to the base 51, the base 51 is annular to the inner surface of the accommodation chamber 61. It is provided with an annular pedestal portion 64 facing the body 90. The pedestal portion 64 is arranged closer to the outer edge 61c of the opening of the accommodation chamber 61 than the recess 63 formed on the inner surface of the accommodation chamber 61. Further, the distance L1 between the bottom of the recess 63 and the axis of the accommodation chamber 61 (the center line extending in the vertical direction in FIG. 3) is larger than the distance L2 between the pedestal portion 64 and the axis of the accommodation chamber 61. ing. The damper unit 37 is crimped and fixed to the base 51 by sandwiching the base 71, the flange portion 80a of the dome-shaped film body 80, and the annular body 90 between the pedestal portion 64 and the outer edge 61c of the opening of the accommodation chamber 61. Will be done.

In such crimping and fixing, when a load is applied to the opening outer edge 61c of the accommodating chamber 61 to deform the opening outer edge 61c, the load is applied to the base 71, the flange portion 80a of the dome-shaped film body 80, and the annular body. It is supported by the pedestal portion 64 via the 90. At this time, if the area of the pedestal portion 64 that supports the load is small, the pedestal portion 64 will be plastically deformed. If the pedestal portion 64 is plastically deformed, a gap is formed in the crimped portion, and the brake fluid in the accommodation chamber 61 leaks out of the base 51. On the other hand, by forming the pedestal portion 64 as described above, a large area for supporting the load in the pedestal portion 64 can be secured, so that the plastic deformation of the pedestal portion 64 can be suppressed. That is, by forming the pedestal portion 64 as described above, it is possible to suppress the formation of a gap in the crimping portion and prevent the brake fluid in the accommodation chamber 61 from leaking to the outside of the substrate 51.

Preferably, in the hydraulic pressure control unit 50 of the brake system 1, an annular convex portion 72c that receives the inner surface of the dome-shaped film body 80 is formed on the outer peripheral surface of the end portion of the pole portion 72 near the base portion 71. The outer edge 72d of the end of the annular convex portion 72c on the side farther from the base portion 71 has a rounded shape. The annular convex portion 72c functions as a receiving portion of the dome-shaped film body 80, and the deformation and restoration of the dome-shaped film body 80 due to the change in the hydraulic pressure of the brake fluid in the accommodation chamber 61 are stabilized. Further, since the outer edge 72d of the end portion of the annular convex portion 72c on the side far from the base portion 71 has a rounded shape, the dome-shaped film body 80 is formed when the hydraulic pressure of the brake fluid in the accommodation chamber 61 rises. Damage to the inner surface of the damper unit 37 is suppressed, and the durability of the damper unit 37 is improved.

Preferably, the base portion 71 and the pole portion 72 are separate members, and a bottomed hole forming the space 72a is formed on the bottom surface of the pole portion 72. With such a configuration, the manufacturability of the columnar body 70 having the space 72a is improved.

In the first embodiment, a branched flow path is formed in the supply flow path 15, and a damper unit 37 is provided in the branched flow path. However, the installation configuration of the damper unit 37 is not limited to such a configuration, and the damper unit 37 may be provided without branching the supply flow path 15. For example, in the case of the brake system 1 (that is, the hydraulic pressure control unit 50) shown in FIG. 1, the flow path portion of the supply flow path 15 that is connected to the second switching valve 36 and extends to the downstream end is directly connected to the flow path portion. The damper unit 37 may be provided. Further, for example, in the case of the brake system 1 (that is, the hydraulic pressure control unit 50) shown in FIG. 2, the supply flow path 15 is directly connected to the second switching valve 36 and extends to the upstream end. , The damper unit 37 may be provided. Hereinafter, in the brake system 1 (that is, the hydraulic pressure control unit 50) shown in FIG. 2, an example in which the damper unit 37 is provided without branching the supply flow path 15 will be described with reference to FIGS. 8 and 9.

FIG. 8 is a diagram showing still another example of the system configuration of the brake system according to the first embodiment of the present invention. Further, FIG. 9 is a partial cross-sectional view showing a mounted state of the damper unit of the brake system shown in FIG. In FIG. 9, only the members other than the damper unit 37 are shown in cross section.

In the brake system 1 (that is, the hydraulic pressure control unit 50) shown in FIG. 8, the damper unit 37 is directly connected to the flow path portion of the supply flow path 15 which is connected to the second switching valve 36 and extends to the upstream end. It is provided. In such a case, two internal flow paths 62a and 62b are formed as the internal flow paths 62 forming a part of the supply flow path 15. One end of the internal flow path 62a communicates with the accommodating chamber 61 via the communication port 61a, and the other end communicates with the suction side of the pump 34 via the second switching valve 36. Further, one end of the internal flow path 62b communicates with the accommodating chamber 61 via the communication port 61a, and the other end communicates with the master cylinder 11. When two internal flow paths 62a and 62b are formed as the internal flow paths 62, the brake fluid flows into the accommodating chamber 61 through one of the internal flow paths 62a and 62b and passes through the other of the internal flow paths 62a and 62b. The brake fluid will flow out from the accommodation chamber 61.
Here, of the internal flow paths 62a and 62b, the flow path for flowing the brake fluid into the accommodation chamber 61 corresponds to the first internal flow path of the present invention. Of the internal flow paths 62a and 62b, the flow path through which the brake fluid flows out from the accommodation chamber 61 corresponds to the second internal flow path of the present invention.

For example, when the brake fluid flows from the master cylinder 11 side to the second switching valve 36 side as in the active pressure boost control operation, the brake fluid flows into the accommodating chamber 61 through the internal flow path 62b and flows into the internal flow path. Brake fluid will flow out from the accommodation chamber 61 through 62a. Further, for example, when the input to the input unit of the brake system 1 is released (for example, when the user releases the depression of the brake pedal 16), the brake fluid of the master cylinder 11 is drawn in to the second switching valve 36 side. Brake fluid flows from the master cylinder 11 side. In this case, the brake fluid flows into the accommodating chamber 61 through the internal flow path 62a, and the brake fluid flows out from the accommodating chamber 61 through the internal flow path 62b.

Therefore, when two internal flow paths 62a and 62b are formed as the internal flow paths 62, when the dome-shaped film body 80 is deformed so as to expand toward the outer surface side, the communication port 61a is closed and the supply flow path 15 In order to prevent the flow of the brake fluid in the (hydraulic circuit 2) from being obstructed, both the communication port 61a of the internal flow path 62a and the communication port 61a of the internal flow path 62b are made into the recess 63. Must be formed at the bottom of the. At this time, the recess 63 may be formed in an annular shape over the entire inner surface of the side portion of the storage chamber 61. Since the recess 63 in which the communication port 61a of the internal flow path 62a is formed and the recess 63 in which the communication port 61a of the internal flow path 62b is formed can be formed by a single boring process, the manufacturing cost of the substrate 51 can be reduced. be able to.

Even when the damper unit 37 is provided without branching the supply flow path 15 as described above, the same effect as that described above described with reference to FIGS. 1 to 7 can be obtained.

Embodiment 2.
The brake system according to the second embodiment will be described below.
In addition, the description overlapping or similar to the brake system according to the first embodiment is simplified or omitted as appropriate.

<Details of damper unit>
Details of the damper unit of the brake system according to the second embodiment will be described.
10 to 12 are cross-sectional views showing details of a damper unit of the brake system according to the second embodiment of the present invention. Further, FIG. 13 is a partial cross-sectional view showing a mounted state of the damper unit of the brake system according to the second embodiment of the present invention. Note that FIG. 10 is a cross-sectional view taken along the line corresponding to the line BB in FIG. 11 is a cross-sectional view taken along the line CC in FIG. 10, and FIG. 12 is a cross-sectional view taken along the line DD in FIG. Further, FIG. 13 is a cross-sectional view taken along the line corresponding to the line AA in FIG.

As shown in FIGS. 10 to 12, a plurality of (for example, six) convex portions 80c extending in the axial direction of the dome-shaped film body 80 are formed on the inner surface of the side portion of the dome-shaped film body 80 with reference to the axis. They are formed at equal angular intervals in different circumferential directions. In the cross section orthogonal to the axis of the dome-shaped film body 80, the convex portion 80c has a shape in which the width becomes narrower as it approaches the axis. When the accommodation chamber 61 is not filled with the brake fluid, a gap is formed between the tops of the plurality of convex portions 80c and the side portions of the pole portions 72. In particular, it is preferable that the number of through holes 72b and the number of convex portions 80c are relatively prime. In such a case, the dome-shaped film body 80 is suppressed from being assembled to the columnar body 70 in a state where the through hole 72b and the convex portion 80c are located in the same circumferential direction, and a plurality of convex portions 80c are formed. As a result, when the hydraulic pressure of the brake fluid in the accommodation chamber 61 rises, the dome-shaped film body 80 closes the through hole 72b at an early stage, and the damping performance of the damper unit 37 deteriorates. It is suppressed.

Further, as shown in FIG. 13, one of the convex portions 80c is provided at a position facing the communication port 61a in the cross section perpendicular to the axial direction of the dome-shaped film body 80. In other words, on the inner surface of the side portion of the dome-shaped film body 80, a convex portion 80c is formed at a position facing the communication port 61a in a cross section perpendicular to the axial direction of the dome-shaped film body 80.

<Effect of braking system>
The effect of the brake system according to the second embodiment will be described.
Preferably, in the hydraulic pressure control unit 50 of the brake system 1, a plurality of convex portions 80c extending in the axial direction of the dome-shaped film body 80 are formed on the inner surface of the side portion of the dome-shaped film body 80 with respect to each other. It is formed in different circumferential directions. With such a configuration, it is possible to optimize the damping performance of the damper unit 37 while improving the rigidity of the dome-shaped film body 80. Further, in the damper unit 37 in which the convex portion 80c is not formed on the inner surface of the side portion of the dome-shaped film body 80, the brake fluid flowing into the accommodation chamber 61 as the hydraulic pressure of the brake fluid in the accommodation chamber 61 increases. However, since the plurality of convex portions 80c are formed, the saturation can be delayed, so that the damping performance in the high pressure region is improved.

Further, in a state where the accommodation chamber 61 is not filled with the brake fluid, a gap is formed between the tops of the plurality of convex portions 80c and the side portions of the pole portions 72. That is, at least a part of the tops of the plurality of convex portions 80c does not abut on the side portions of the pole portions 72. With such a configuration, when the dome-shaped film body 80 is assembled to the columnar body 70, damage to the inner surface of the dome-shaped film body 80 is suppressed, and the durability of the damper unit 37 is improved. To.

Further, preferably, a convex portion 80c is formed on the inner surface of the side portion of the dome-shaped film body 80 at a position facing the communication port 61a in a cross section perpendicular to the axial direction of the dome-shaped film body 80. By forming the convex portion 80c at the position, the rigidity in the vicinity of the range facing the communication port 61a in the dome-shaped film body 80 is improved. Therefore, when the pressure on the outer surface side of the dome-shaped film body 80 is lower than the pressure on the inner surface side, the dome-shaped film body 80 is moved to the outer surface side in the vicinity of the range facing the communication port 61a in the dome-shaped film body 80. It is possible to suppress the deformation so as to expand. Therefore, when the pressure on the outer surface side of the dome-shaped film body 80 is lower than the pressure on the inner surface side by forming the convex portion 80c at the position, the dome-shaped film body 80 communicates with the dome-shaped film body 80 as compared with the first embodiment. Contact with the mouth 61a can be further suppressed. That is, as compared with the first embodiment, the hydraulic pressure control unit 50 according to the second embodiment closes the communication port 61a to reduce the flow of the brake fluid in the supply flow path 15 (in other words, the hydraulic pressure circuit 2). It is possible to further suppress the inhibition, damage to the dome-shaped membrane body 80, and the like. Of the effects shown in the second embodiment, if only the effect is to be obtained, it is not always necessary to provide a plurality of convex portions 80c. The convex portion 80c may be formed at a position facing the communication port 61a in a cross section perpendicular to the axial direction of the dome-shaped film body 80.

Embodiment 3.
The brake system according to the third embodiment will be described below.
In addition, the description overlapping or similar to the brake system according to the first embodiment and the second embodiment is simplified or omitted as appropriate.

<Details of damper unit>
Details of the damper unit of the brake system according to the third embodiment will be described.
14 to 16 are cross-sectional views showing details of a damper unit of the brake system according to the third embodiment of the present invention. Further, FIG. 17 is a partial cross-sectional view showing a mounted state of the damper unit of the brake system according to the third embodiment of the present invention. Note that FIG. 14 is a cross-sectional view taken along the line corresponding to the line BB in FIG. 15 is a cross-sectional view taken along the line CC in FIG. 14, and FIG. 16 is a cross-sectional view taken along the line EE in FIG. Further, FIG. 17 is a cross-sectional view taken along the line corresponding to the line AA in FIG.

As shown in FIGS. 14 to 16, a plurality of convex portions 80c extending in the axial direction of the dome-shaped film body 80 are provided on the inner surface of the side portion of the dome-shaped film body 80 in different circumferential directions with respect to the axis. It is formed at equal angular intervals. In the cross section orthogonal to the axis of the dome-shaped film body 80, the convex portion 80c has a shape in which the width becomes narrower as it approaches the axis. When the accommodation chamber 61 is not filled with the brake fluid, the diameter of the circle connecting the tops of the plurality of convex portions 80c is slightly larger than the diameter of the pole portion 72. That is, the pole portion 72 is fitted inside the dome-shaped film body 80 in a gap-fitted state. With such a configuration, it is possible to prevent the brake fluid flowing into the accommodation chamber 61 from suddenly increasing in the low pressure region, and to improve the continuity between the damping performance in the low pressure region and the damping performance in the high pressure region. It is possible to secure it. In particular, the number of convex portions 80c is preferably four. In such a case, the continuity between the damping performance in the low pressure region and the damping performance in the high pressure region is ensured by a simple configuration, and the deformation and restoration of the dome-shaped film body 80 are stabilized.

Further, as shown in FIG. 17, in the third embodiment as well as the second embodiment, one of the convex portions 80c faces the communication port 61a in the cross section perpendicular to the axial direction of the dome-shaped film body 80. It is provided at the position where it is used. In other words, on the inner surface of the side portion of the dome-shaped film body 80, a convex portion 80c is formed at a position facing the communication port 61a in a cross section perpendicular to the axial direction of the dome-shaped film body 80.

<Effect of braking system>
The effect of the brake system according to the third embodiment will be described.
Preferably, in the hydraulic pressure control unit 50 of the brake system 1, a plurality of convex portions 80c extending in the axial direction of the dome-shaped film body 80 are formed on the inner surface of the side portion of the dome-shaped film body 80 with respect to each other. It is formed in different circumferential directions. Further, the pole portion 72 is fitted inside the dome-shaped film body 80 in a state of being fitted in a gap while the accommodation chamber 61 is not filled with the brake fluid. That is, at least a part of the tops of the plurality of convex portions 80c does not abut on the side portions of the pole portions 72. With such a configuration, when the dome-shaped film body 80 is assembled to the columnar body 70, damage to the inner surface of the dome-shaped film body 80 is suppressed, and the durability of the damper unit 37 is improved. To.

Further, preferably, a convex portion 80c is formed on the inner surface of the side portion of the dome-shaped film body 80 at a position facing the communication port 61a in a cross section perpendicular to the axial direction of the dome-shaped film body 80. By forming the convex portion 80c at the position, the rigidity in the vicinity of the range facing the communication port 61a in the dome-shaped film body 80 is improved. Therefore, when the pressure on the outer surface side of the dome-shaped film body 80 is lower than the pressure on the inner surface side, the dome-shaped film body 80 is moved to the outer surface side in the vicinity of the range facing the communication port 61a in the dome-shaped film body 80. It is possible to suppress the deformation so as to expand. Therefore, when the pressure on the outer surface side of the dome-shaped film body 80 is lower than the pressure on the inner surface side by forming the convex portion 80c at the position, the dome-shaped film body 80 communicates with the dome-shaped film body 80 as compared with the first embodiment. Contact with the mouth 61a can be further suppressed. That is, as compared with the first embodiment, the hydraulic pressure control unit 50 according to the third embodiment closes the communication port 61a to reduce the flow of the brake fluid in the supply flow path 15 (in other words, the hydraulic pressure circuit 2). It is possible to further suppress the inhibition, damage to the dome-shaped membrane body 80, and the like. Of the effects shown in the third embodiment, if only the effect is to be obtained, it is not always necessary to provide a plurality of convex portions 80c. The convex portion 80c may be formed at a position facing the communication port 61a in a cross section perpendicular to the axial direction of the dome-shaped film body 80.

Although the first to third embodiments have been described above, the present invention is not limited to the description of the respective embodiments. For example, all or part of each embodiment may be combined.

For example, in the second embodiment and the third embodiment, the convex portion 80c is formed on the inner surface of the side portion of the dome-shaped film body 80, but the convex portion 80c is formed on the inner surface of the side portion of the dome-shaped film body 80. Instead, a convex portion may be formed on the outer surface of the side portion of the pole portion 72. Further, the cross section of the region of the pole portion 72 excluding the annular convex portion 72c may have a shape other than a circular shape such as a triangular shape. However, when the pressure on the outer surface side of the dome-shaped film body 80 is lower than the pressure on the inner surface side, the convex portion for obtaining the effect of suppressing the deformation of the dome-shaped film body 80 so as to expand toward the outer surface side. Needs to be formed on the dome-shaped membrane 80 side.

Further, for example, in the first to third embodiments, the end surface of the end portion of the annular convex portion 72c of the pole portion 72 on the side far from the base portion 71 is perpendicular to the axis of the pole portion 72, but is inclined. The through hole 72b may be formed on the inclined surface thereof.

1 Brake system, 2 Hydraulic circuit, 11 Master cylinder, 12 Wheel cylinder, 13 Main flow path, 13a, 13b Midway part, 14 Sub-flow path, 14a Midway part, 15 Supply flow path, 16 Brake pedal, 17 Booster, 18 Brake caliper, 19 Brake pad, 20 Rotor, 31 Fill valve, 32 Relax valve, 33 Accumulator, 34 Pump, 35 1st switching valve, 36 2nd switching valve, 37 Damper unit, 50 Hydraulic control unit, 51 Base , 52 controller, 61 containment chamber, 61a communication port, 61b area, 61c opening outer edge, 62 internal flow path, 62a internal flow path, 62b internal flow path, 63 recess, 64 pedestal part, 70 columnar body, 71 base, 71a concave part, 72 pole part, 72a space, 72b through hole, 72c annular convex part, 72d outer edge, 80 dome-shaped film body, 80a flange part, 80b annular convex part, 80c convex part, 90 annular body, 90a inner edge, 100 vehicles.

Claims (7)

It is a hydraulic control unit of the brake system for vehicles.
The brake system
A main flow path that communicates the master cylinder and the wheel cylinder, a sub-flow path that allows the brake fluid in the main flow path to escape, and a supply flow path that supplies the brake fluid to the first halfway portion that is the middle portion of the sub-flow path. Including hydraulic circuit with
The first downstream end, which is the downstream end of the sub-flow path, is connected to the second half, which is the middle of the main flow path.
The first upstream end, which is the upstream end of the supply flow path, communicates with the master cylinder.
The second upstream end, which is the upstream end of the sub-flow path, is connected to the third intermediate, which is the middle of the main flow path and is on the wheel cylinder side with reference to the second intermediate. And
The hydraulic pressure control unit is
An internal flow path that forms a part of the supply flow path, and a substrate having a storage chamber that communicates with the internal flow path through a communication port.
A filling valve provided in a region between the second intermediate portion and the third intermediate portion of the main flow path,
Wherein the release valve provided in a region to be a between the auxiliary flow path and the second upstream end and said first intermediate portion,
It is provided in the region between the first intermediate portion and the first downstream side end portion of the sub-flow path, the suction side communicates with the first intermediate portion, and the discharge side is connected to the first downstream side end portion. With a pump that communicates
A first switching valve provided on the master cylinder side with reference to the second intermediate portion of the main flow path, and
It is provided with a second switching valve and a damper unit provided in the supply flow path.
The damper unit is
Contained in the containment chamber of the substrate
A columnar body having a base portion held on the substrate, a pole portion erected on the base portion, a space is formed inside, and a through hole leading to the space is formed on a side portion.
A dome-shaped film body that covers the tip end portion and the side portion of the pole portion is provided.
A gap is formed between the inner surface of the dome-shaped membrane body and at least a part of the side portion of the pole portion in a state where the accommodation chamber is not filled with the brake fluid.
The substrate is
A recess formed on the inner surface of the side portion of the storage chamber is provided.
The communication port is formed at the bottom of the recess .
A hydraulic pressure control unit having a configuration in which the dome-shaped film body does not come into contact with the peripheral edge of the recess even when the dome-shaped film body is deformed so as to expand toward the outer surface side. The recess is formed in an annular shape over the entire inner surface of the side portion of the storage chamber.
The hydraulic pressure control unit according to claim 1. The substrate serves as the internal flow path.
It is provided with a first internal flow path for flowing the brake fluid into the storage chamber and a second internal flow path for flowing the brake fluid from the storage chamber.
The hydraulic pressure control unit according to claim 2. On the inner surface of the side portion of the dome-shaped membrane body, a convex portion extending in the axial direction of the dome-shaped membrane body is formed at a position facing the communication port in a cross section perpendicular to the axial direction of the dome-shaped membrane body. ing,
The hydraulic pressure control unit according to any one of claims 1 to 3. The containment chamber is a bottomed hole having an opening in the outer wall of the substrate.
A flange portion is formed at the end portion of the dome-shaped film body on the opening side.
The damper unit further includes an annular body fixed to the base portion while pressing the flange portion.
The substrate is provided with an annular pedestal portion facing the annular body on the inner surface of the storage chamber.
The damper unit, the base, by the flange portion and the annular body is held between the outer edge of the opening of the receiving chamber and the base portion is configured to be caulked and fixed to the base body,
The pedestal portion is arranged on the outer edge side of the opening with respect to the recess.
The distance between the bottom of the recess and the axis of the containment chamber is greater than the distance between the pedestal and the axis of the containment chamber.
The hydraulic pressure control unit according to any one of claims 1 to 4. The damper unit is provided in a region of the supply flow path between the second downstream end portion, which is the downstream end portion of the supply flow path, and the second switching valve.
The hydraulic pressure control unit according to any one of claims 1 to 5. The damper unit is provided in a region of the supply flow path between the first upstream side end portion and the second switching valve.
The hydraulic pressure control unit according to any one of claims 1 to 5.

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