JP7429548B2 - hydraulic control unit - Google Patents

Description

The present invention relates to a hydraulic control unit.

A vehicle is provided with a hydraulic pressure control unit to adjust the braking force applied to the wheels. For example, as disclosed in Patent Document 1, a hydraulic control unit includes a main flow path provided with a filling valve and a sub flow path provided with a release valve. The main flow path communicates between a hydraulic pressure generation source such as a master cylinder and the wheel cylinder, and the sub flow path communicates between the main flow path closer to the wheel cylinder than the charging valve and the main flow path closer to the hydraulic pressure generation source than the charging valve. . By controlling the operations of the loading valve and the releasing valve, anti-lock brake control can be performed and the behavior of the vehicle body can be stabilized.

Japanese Patent Application Publication No. 2010-052519

By the way, a conventional hydraulic control unit is provided with an air chamber filled with air and separated from the sub-flow path via a seal member. For example, an eccentric cam housing space in which an eccentric cam that intermittently presses a plunger of a pump provided in a sub-flow path is accommodated corresponds to the above-mentioned air chamber. Here, it is difficult to completely block the flow of fluid with a sealing member, so air may be sucked from the air chamber into the sub-channel, or brake fluid may leak from the sub-channel into the air chamber. there were. As a result, there was a possibility that the function of the hydraulic pressure control unit would deteriorate.

SUMMARY OF THE INVENTION In view of these problems, an object of the present invention is to provide a hydraulic pressure control unit that can suppress a decline in the functionality of the hydraulic control unit.

In order to solve the above problems, a hydraulic pressure control unit of the present invention is a hydraulic pressure control unit for a vehicle brake system, which communicates a hydraulic pressure generation source with a wheel cylinder, and provides a main channel in which a filling valve is provided. The main flow path is connected to the wheel cylinder side of the charging valve, and the main flow path is connected to the hydraulic pressure source side of the charging valve, and is separated from the sub flow path through a sealing member. and a reservoir flow path that communicates the reservoir with the isolated space.

According to the present invention, it is possible to suppress a decline in the functionality of the hydraulic control unit.

FIG. 1 is a hydraulic circuit diagram showing a brake system according to a first embodiment of the present invention. FIG. 2 is a partial cross-sectional view showing the configuration around the eccentric cam housing space according to the first embodiment of the present invention. FIG. 2 is a partial cross-sectional view showing the configuration around the spring housing space according to the first embodiment of the present invention. FIG. 1 is a perspective view showing a base body of a hydraulic control unit according to a first embodiment of the present invention. FIG. 2 is a front view showing the base of the hydraulic control unit according to the first embodiment of the present invention. FIG. 2 is a top view showing the base of the hydraulic control unit according to the first embodiment of the present invention. FIG. 3 is a hydraulic circuit diagram showing a brake system according to a second embodiment of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in these embodiments are merely illustrative to facilitate understanding of the invention, and do not limit the invention unless otherwise specified. In this specification and the drawings, elements with substantially the same functions and configurations are given the same reference numerals to omit redundant explanation, and elements not directly related to the present invention are omitted from illustration. do.

<First embodiment>
The configuration of a brake system 1 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 6.

FIG. 1 is a hydraulic circuit diagram showing a brake system 1. As shown in FIG. The brake system 1 is a system that is mounted on a vehicle and generates braking force on the vehicle. As shown in FIG. 1, the brake system 1 includes a brake pedal 11, a booster 12, a master cylinder 13, a reservoir 14, a hydraulic control unit 15, and a brake device 16 provided with a wheel cylinder 16a. , wheels 17.

The brake system 1 is mounted on a vehicle having four wheels 17, and each wheel 17 is braked by a brake device 16 provided on each wheel 17. The braking force applied to each wheel 17 is then controlled by the hydraulic pressure control unit 15. Note that the number of wheels 17 of a vehicle on which a brake system including a hydraulic control unit according to the present invention is mounted may be other than four.

The brake pedal 11 is used for brake operation by the driver. In a brake operation, the brake pedal 11 is depressed by the driver. The booster 12 is connected to the brake pedal 11 and amplifies the depression force of the brake pedal 11. The master cylinder 13 is connected to the booster 12, has a built-in piston that reciprocates in conjunction with the brake pedal 11, and generates hydraulic pressure according to the amount of brake operation. The reservoir 14 is attached to the master cylinder 13 and stores brake fluid. The hydraulic control unit 15 includes a base body 21 in which a flow path (for example, a main flow path 41 described below) through which brake fluid flows is formed. The master cylinder 13, which is a hydraulic pressure generation source, and the wheel cylinders 16a of each brake device 16 are connected to the base body 21 of the hydraulic pressure control unit 15, respectively. The wheel cylinder 16a is provided on a brake caliper (not shown) having a brake pad (not shown). A braking force is applied to the wheel 17 according to the hydraulic pressure of the brake fluid in the wheel cylinder 16a.

The base body 21 of the hydraulic control unit 15 includes a filling valve (EV) 31, a releasing valve (AV) 32, and a first valve (USV) 33 as components for controlling the braking force applied to each wheel 17. , a second valve (HSV) 34, a pump 35, an eccentric cam 36, a motor 37, an accumulator 38, and a hydraulic sensor 39.

Further, the base body 21 of the hydraulic pressure control unit 15 has a main flow path 41 as a flow path for the brake fluid, through which the brake fluid of the master cylinder 13 flows to the wheel cylinder 16a, and a sub flow path 42 through which the brake fluid of the wheel cylinder 16a escapes. A supply flow path 43 that supplies brake fluid from the master cylinder 13 to the sub flow path 42, and a reservoir flow path 44 that communicates with the reservoir 14 are formed. In this embodiment, as will be described later, by providing the reservoir flow path 44 in the hydraulic pressure control unit 15, it is possible to suppress a decline in the function of the hydraulic pressure control unit 15.

In addition, the hydraulic pressure control unit according to the present invention may be configured such that the supply flow path 43 is omitted from the hydraulic pressure control unit 15 shown in FIG. is omitted.

The main flow path 41 communicates between the master cylinder 13 as a hydraulic pressure generation source and the wheel cylinder 16a. The hydraulic pressure control unit 15 includes a main stream on one side that communicates between the master cylinder 13 and two wheel cylinders 16a on one side (specifically, one side in the direction in which the four wheel cylinders 16a are lined up in FIG. 1). The main stream on the other side that communicates the master cylinder 13 with the two wheel cylinders 16a on the other side in FIG. 1 (specifically, the other side in the direction in which the four wheel cylinders 16a are lined up in FIG. 1). Two main channels 41 are provided.

Each main flow path 41 includes a first main flow path 41a connected to the master cylinder 13, and two second main flow paths 41b branched from the first main flow path 41a and connected to the wheel cylinder 16a. A first valve 33 is provided in the first main flow path 41a. A filling valve 31 is provided in the second main flow path 41b. Two master cylinder ports PO1 communicating with the first main flow path 41a and four wheel cylinder ports PO2 communicating with the second main flow path 41b are formed on the outer surface of the base body 21. Master cylinder port PO1 is a port on the master cylinder 13 side that communicates with the main flow path 41. A piping PP1 connected to the master cylinder 13 is attached to the master cylinder port PO1. The wheel cylinder port PO2 is a port on the wheel cylinder 16a side that communicates with the main flow path 41. A pipe PP2 connected to the wheel cylinder 16a is attached to the wheel cylinder port PO2.

The sub flow path 42 communicates the main flow path 41 closer to the wheel cylinder 16a than the charge valve 31, the main flow path 41 closer to the master cylinder 13 than the charge valve 31, and the first valve 33 closer to the wheel cylinder 16a. The hydraulic pressure control unit 15 includes a sub-flow path 42 on one side provided for the main flow path 41 on one side in FIG. Two sub-channels 42 are provided.

Each sub-channel 42 includes two first sub-channels 42a and a second sub-channel 42b. Each first sub-flow path 42a is connected to the wheel cylinder 16a side of the main flow path 41 from the charging valve 31. The second sub-flow path 42b connects the joining point of the two first sub-flow paths 42a and the main flow path 41 closer to the master cylinder 13 than the filling valve 31. A release valve 32 is provided in the first sub-flow path 42a. The second sub-channel 42b is provided with an accumulator 38 and a pump 35 in this order from the first sub-channel 42a side. As will be described later, the pump 35 is driven by a motor 37 connected to the eccentric cam 36, sucks brake fluid from the first sub-flow path 42a side, and sucks the brake fluid from the side opposite to the first sub-flow path 42a side (that is, the main flow). 41 side).

The supply channel 43 communicates between the main channel 41 on the side closer to the master cylinder 13 than the first valve 33 and the sub channel 42 on the suction side of the pump 35 . The hydraulic pressure control unit 15 includes a supply flow path 43 on one side provided for the main flow path 41 on one side in FIG. 1, and a supply flow path 43 on the other side provided for the main flow path 41 on the other side in FIG. Two supply channels 43 are provided. Each supply channel 43 is provided with a second valve 34 . A hydraulic pressure sensor 39 is provided in one of the supply channels 43 closer to the master cylinder 13 than the second valve 34 .

The charging valve 31 is, for example, an electromagnetic valve that is opened in a non-energized state and closed in a energized state. The loosening valve 32 is, for example, a solenoid valve that is closed when not energized and opened when energized. The first valve 33 is, for example, a solenoid valve that is opened in a non-energized state and closed in a energized state. The second valve 34 is, for example, a solenoid valve that is closed when it is not energized and opened when it is energized. The braking force applied to each wheel 17 is controlled by controlling the operations of these valves and the motor 37 by a control device (not shown).

For example, under normal conditions (that is, when anti-lock brake control or automatic brake control, which will be described later, is not being executed), the filling valve 31 is opened, the release valve 32 is closed, and the first valve 33 is opened. and the second valve 34 is closed. As a result, brake fluid flows from the master cylinder 13 to the wheel cylinder 16a only through the main flow path 41 without passing through the sub flow path 42 and the supply flow path 43. In this state, when the brake pedal 11 is depressed, the piston of the master cylinder 13 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 16a increases, and braking force is applied to the wheel 17.

Anti-lock brake control is a control that is executed, for example, when the wheels 17 are locked or have the possibility of locking, and automatically reduces the braking force applied to the wheels 17 without a brake operation by the driver. For example, when anti-lock brake control is executed, first, the filling valve 31 is closed, the releasing valve 32 is opened, the first valve 33 is opened, and the second valve 34 is closed. As a result, the flow of the brake fluid between the main flow path 41 and the wheel cylinder 16a is stopped, and the brake fluid is allowed to flow from the wheel cylinder 16a to the sub flow path 42. Therefore, the brake fluid flows into the accumulator 38 from the wheel cylinder 16a, the hydraulic pressure of the brake fluid in the wheel cylinder 16a decreases, and the braking force applied to the wheel 17 decreases. The brake fluid that has flowed into the accumulator 38 is returned to the main flow path 41 via the sub flow path 42 by driving the pump 35 . Then, from the above state, both the fill valve 31 and the release valve 32 are closed, thereby stopping the flow of brake fluid between the main flow path 41 and the sub flow path 42 and the wheel cylinder 16a. The hydraulic pressure of the brake fluid 16a is maintained, and the braking force applied to the wheels 17 is maintained. Thereafter, the filling valve 31 is opened and the releasing valve 32 is closed, so that the flow of brake fluid between the main flow path 41 and the wheel cylinder 16a is resumed, and the hydraulic pressure of the brake fluid in the wheel cylinder 16a is increased. As a result, the braking force applied to the wheels 17 increases.

Automatic brake control is a control that is executed, for example, when the vehicle approaches a vehicle in front excessively, and automatically generates a braking force on the wheels 17 without the driver's brake operation. For example, when automatic brake control is executed, the filling valve 31 is opened, the releasing valve 32 is closed, the first valve 33 is closed, and the second valve 34 is opened. As a result, brake fluid flows from the master cylinder 13 to the wheel cylinder 16a via the supply flow path 43 and the sub flow path 42. In this state, by driving the pump 35, the hydraulic pressure of the brake fluid in the wheel cylinder 16a increases, and a braking force for braking the wheels 17 is generated.

Here, the base body 21 of the hydraulic control unit 15 is provided with an eccentric cam housing space SP1 and a spring housing space SP2 as separate spaces that are separated from the sub flow path 42 via a seal member. The eccentric cam accommodation space SP1 is a space in which the eccentric cam 36 is accommodated. The spring accommodation space SP2 is a space in which a spring 38c of the accumulator 38, which will be described later, is accommodated.

FIG. 2 is a partial sectional view showing the configuration around the eccentric cam housing space SP1. As shown in FIG. 2, each pump 35 has a plunger 35a that reciprocates. The plunger 35a has a cylindrical shape and reciprocates in the axial direction of the plunger 35a (left-right direction in FIG. 2). By reciprocating the plunger 35a, the brake fluid in the second sub-flow path 42b is sucked and discharged. Plungers 35a of each pump 35 are arranged to face each other. For example, the axial directions of the plungers 35a are substantially the same (that is, the plungers 35a are substantially parallel), and the plungers 35a are arranged at intervals in the axial direction. The eccentric cam housing space SP1 is formed between the two pumps 35, and is a cylindrical space having a central axis perpendicular to the axial direction of the plunger 35a. The tip of each plunger 35a extends into the eccentric cam housing space SP1. An annular seal member SE1 is provided on the outer circumference of the plunger 35a, and the eccentric cam housing space SP1 is separated from the second sub-flow path 42b by the seal member SE1.

The eccentric cam 36 is housed in the eccentric cam housing space SP1 eccentrically with respect to the eccentric cam housing space SP1. An output shaft 37a of a motor 37 is eccentrically attached to the eccentric cam 36. The output shaft 37a of the motor 37 is arranged on the central axis of the eccentric cam housing space SP1. Therefore, as the output shaft 37a of the motor 37 rotates, the eccentric cam 36 rotates eccentrically within the eccentric cam housing space SP1, and continues to alternately press one plunger 35a and the other plunger 35a. Note that FIG. 2 shows the right plunger 35a being pressed by the eccentric cam 36. As described above, the eccentric cam 36 is rotationally driven by the motor 37 and intermittently presses the plunger 35a. Note that the motor 37 may be a brushed motor or a brushless motor. Further, in detail, a rolling bearing is fitted to the outer circumferential portion of the eccentric cam 36, and the outer ring of the rolling bearing may be in contact with the plunger 35a.

FIG. 3 is a partial cross-sectional view showing the configuration around the spring accommodation space SP2. As shown in FIG. 3, the accumulator 38 includes a piston chamber 38a, a piston 38b, a spring 38c, and a lid 38d. The piston chamber 38a communicates with the second sub-flow path 42b. The piston chamber 38a is a cylindrical space recessed inward from the outer surface of the base body 21, and is closed by a lid 38d. A second sub-flow path 42b is connected to the bottom of the piston chamber 38a. Piston 38b slides within piston chamber 38a. The piston 38b slides in the axial direction of the piston chamber 38a, and defines a space within the piston chamber 38a. For example, during execution of anti-lock brake control, brake fluid flowing into the accumulator 38 from the second sub-flow path 42b is stored in a portion of the piston chamber 38a closer to the second sub-flow path 42b than the piston 38b. The spring 38c urges the piston 38b toward the second sub-flow path 42b. The spring 38c is arranged on the opposite side of the second sub-flow path 42b with respect to the piston 38b. The spring housing space SP2 is a space between the piston 38b and the lid 38d. An annular seal member SE2 is provided on the outer periphery of the piston 38b, and the seal member SE2 separates the spring accommodation space SP2 from the second sub-flow path 42b.

The reservoir flow path 44 communicates between the reservoir 14 and the isolated space of the hydraulic pressure control unit 15 (specifically, the eccentric cam housing space SP1 and the spring housing space SP2). As shown in FIG. 1, a reservoir port PO3 communicating with the reservoir flow path 44 is formed on the outer surface of the base body 21. A piping PP3 connected to the reservoir 14 is attached to the reservoir port PO3. The reservoir flow path 44 includes a first reservoir flow path 44a that connects the reservoir port PO3 and the eccentric cam housing space SP1, and a second reservoir flow path 44b that connects the eccentric cam housing space SP1 and the two spring housing spaces SP2. including. Thereby, the eccentric cam housing space SP1 is communicated with the reservoir 14 via the reservoir flow path 44. Therefore, the eccentric cam housing space SP1 is filled with brake fluid, and the brake fluid can flow between the eccentric cam housing space SP1 and the reservoir 14 via the reservoir flow path 44. Further, the spring housing space SP2 is communicated with the reservoir 14 via the reservoir flow path 44. Therefore, the spring housing space SP2 is filled with brake fluid, and the brake fluid can flow between the spring housing space SP2 and the reservoir 14 via the reservoir flow path 44. Note that the reservoir 14 is arranged vertically above the base body 21 of the hydraulic control unit 15. Thereby, brake fluid is supplied by its own weight from the reservoir 14 to the eccentric cam housing space SP1 and the spring housing space SP2, which are spaced apart spaces.

The details of the positional relationship of each component in the base body 21 of the hydraulic control unit 15 will be described below with reference to FIGS. 4 to 6.

4 to 6 are a perspective view, a front view, and a top view showing the base body 21 of the hydraulic control unit 15, respectively. As shown in FIGS. 4 to 6, the base body 21 has a substantially rectangular parallelepiped shape and has six outer surfaces: a front surface 21a, a back surface 21b, a top surface 21c, a bottom surface 21d, a left side surface 21e, and a right side surface 21f. The base body 21 is made of a metal material such as aluminum.

Two master cylinder ports PO1 are formed on the back surface 21b. Four wheel cylinder ports PO2 and a reservoir port PO3 are formed on the upper surface 21c. At the top of the front face 21a, four filling valve holes 51 for accommodating the filling valves 31 are formed side by side in the left-right direction. Four release valve holes 52 for accommodating the release valves 32 are formed in the second stage below the filling valve holes 51 in a row in the left-right direction. In the third stage below the release valve hole 52, two second valve holes 53 for accommodating the second valve 34 are formed side by side in the left-right direction. In the fourth stage below the second valve hole 53, two first valve holes 54 for accommodating the first valve 33 are formed side by side in the left-right direction. A hydraulic pressure sensor hole 55 that accommodates the hydraulic pressure sensor 39 is formed between the two first valve holes 54 .

A pump hole 56 for accommodating the pump 35 is formed in the left side surface 21e and the right side surface 21f, respectively. An eccentric cam housing space defining portion 57 defining an eccentric cam housing space SP1 is formed in the center of the base body 21. Two accumulator holes 58, in which the accumulators 38 are provided, are formed in the bottom surface 21d side by side in the left-right direction.

As described above, the hydraulic pressure control unit 15 is provided with two main channels 41, and for each main channel 41, a sub channel 42 and a supply channel 43 are provided. Below, a portion forming one of the two main channels 41, a sub channel 42 provided for the main channel 41, and a supply channel 43 (specifically, FIGS. 4 to 6 A description will be given of the left part of the main flow path 41, and a description of the other main flow path 41 will be omitted.

The base body 21 is formed with vertical holes 61, 62, 63, 64, 65, 66, 67, and 68 that extend in the vertical direction. Further, the base body 21 is formed with left-right holes 71, 72, 73, and 74 extending in the left-right direction. The circuit described with reference to FIG. 1 is formed by connecting the components provided in the base body 21 with the above-mentioned vertical holes and horizontal holes. Openings formed on the outer surface of the base body 21 when machining the vertical holes and the horizontal holes (for example, both ends of the horizontal holes 71, 72, 73, 74 and the lower end of the vertical hole 68) are It is closed by being closed. Note that in FIGS. 4 and 5, the symbols for the vertical holes 61, 62, 63, 64, 65, and 66 on the right side are omitted to avoid complicating the drawings.

The master cylinder port PO1 and the first valve hole 54 are connected through a vertical hole 61 and a horizontal hole 71. The first valve hole 54 and the two filling valve holes 51 are connected through a vertical hole 64 and a horizontal hole 73. The two filling valve holes 51 and the two wheel cylinder ports PO2 are connected via a vertical hole 65 and a vertical hole 66, respectively. Thereby, the main channel 41 in FIG. 1 is formed.

The two wheel cylinder ports PO2 and the two release valve holes 52 are connected to each other via a vertical hole 65 and a vertical hole 66, respectively. The two release valve holes 52 and the accumulator hole 58 are connected through a left-right hole 72 and a vertical hole 62. The accumulator hole 58 and the pump hole 56 are connected through a vertical hole 63. The pump hole 56 and the first valve hole 54 are connected via a vertical hole 64. Thereby, the sub flow path 42 in FIG. 1 is formed.

Master cylinder port PO1 and second valve hole 53 are connected via vertical hole 61. The second valve hole 53 is connected to the pump hole 56. Thereby, the supply channel 43 in FIG. 1 is formed.

The reservoir port PO3 and the eccentric cam housing space defining portion 57 are connected via a vertical hole 67. The eccentric cam housing space defining portion 57 and the two accumulator holes 58 are connected via a vertical hole 67 and a horizontal hole 74. Thereby, the reservoir flow path 44 in FIG. 1 is formed.

The effects of the hydraulic pressure control unit 15 according to this embodiment will be explained below.

The hydraulic control unit 15 according to the present embodiment has a separate space (specifically, an eccentric cam housing space SP1 and a spring housing space SP2) that is separated from the sub flow path 42 via a seal member in the hydraulic pressure control unit 15. and a reservoir flow path 44 that communicates with the reservoir 14. Thereby, the isolated space is communicated with the reservoir 14 via the reservoir flow path 44. Therefore, the separated space is filled with brake fluid, and the brake fluid can flow between the separated space and the reservoir 14 via the reservoir flow path 44. Therefore, it is possible to prevent air from being sucked into the sub-flow path 42 and to prevent brake fluid from leaking from the sub-flow path 42 to the outside of the hydraulic circuit of the brake system 1. Therefore, deterioration in the functionality of the hydraulic pressure control unit 15 can be suppressed.

Further, in the hydraulic control unit 15 according to the present embodiment, it is preferable that the isolated space communicated with the reservoir 14 through the reservoir flow path 44 includes an eccentric cam housing space SP1 in which the eccentric cam 36 is housed. Thereby, the eccentric cam housing space SP1 is communicated with the reservoir 14 via the reservoir flow path 44. Therefore, the eccentric cam housing space SP1 is filled with brake fluid, and the brake fluid can flow between the eccentric cam housing space SP1 and the reservoir 14 via the reservoir flow path 44. Therefore, it is possible to prevent air from being sucked into or near the pump 35 in the sub-flow path 42, thereby suppressing a decrease in the efficiency of the pump 35.

Furthermore, in the hydraulic control unit 15 according to the present embodiment, it is preferable that the isolated space communicated with the reservoir 14 through the reservoir flow path 44 includes a spring accommodation space SP2 in which the spring 38c of the accumulator 38 is accommodated. Thereby, the spring accommodation space SP2 is communicated with the reservoir 14 via the reservoir flow path 44. Therefore, the spring housing space SP2 is filled with brake fluid, and the brake fluid can flow between the spring housing space SP2 and the reservoir 14 via the reservoir flow path 44. Here, if the spring accommodating space SP2 is an air chamber (that is, a space filled with air), the brake fluid leaks from the sub flow path 42 into the spring accommodating space SP2. There is a risk that the pressure of SP2 will become excessively high and the lid 38d will come off. Therefore, as described above, by communicating the spring housing space SP2 as a separate space with the reservoir 14, it is possible to prevent the pressure in the spring housing space SP2 from becoming excessively high and causing the lid 38d to come off.

Further, in the vehicle, regenerative cooperative control may be performed in which the braking force of the brake device 16 is reduced using regenerative braking by the motor generator for the purpose of improving electricity consumption. In the regenerative cooperative control, the smaller the sliding resistance of the piston 38b of the accumulator 38, the easier it is to reduce the braking force by the brake device 16, and therefore the easier it is to increase the amount of power generated by regenerative braking. Here, in order to reduce the sliding resistance of the piston 38b, it may be possible to change the type of the seal member SE2 (for example, change from a type with a circular cross-sectional shape to a type with a V-shaped cross-sectional shape). It will be done. However, when such a type of seal member SE2 is changed, the sealing performance of the seal member SE2 (that is, the ability of the seal member SE2 to block fluid flow) tends to deteriorate. Therefore, as described above, by communicating the spring accommodation space SP2 as a separate space with the reservoir 14, problems due to a decrease in the sealing performance of the sealing member SE2 (that is, air being sucked into the sub flow path 42, It is possible to reduce the sliding resistance of the piston 38b while eliminating leakage of brake fluid from the sub-flow path 42 into the spring housing space SP2. Therefore, in the regenerative cooperative control, it is possible to easily increase the amount of power generated by regenerative braking.

Moreover, in the hydraulic control unit 15 according to the present embodiment, the reservoir flow path 44 includes a first reservoir flow path 44a that connects the reservoir port PO3 and the eccentric cam storage space SP1, and a first reservoir flow path 44a that connects the reservoir port PO3 and the eccentric cam storage space SP1 and the spring storage space. It is preferable to include a second reservoir flow path 44b that connects to SP2. Here, foreign matter may enter the eccentric cam housing space SP1 from the motor 37 or the like. Therefore, as described above, by connecting the reservoir port PO3, the eccentric cam housing space SP1, and the spring housing space SP2 in this order, it is possible to suppress the flow of brake fluid from the eccentric cam housing space SP1 to the spring housing space SP2. can. Thereby, it is possible to suppress foreign matter from moving from the eccentric cam housing space SP1 to the spring housing space SP2.

Furthermore, in the hydraulic control unit 15 according to the present embodiment, the reservoir port PO3 is formed on the same surface as the surface where the wheel cylinder port PO2 is formed on the outer surface of the base body 21 (specifically, the upper surface in FIGS. 4 to 6). 21c) is preferably formed. Thereby, the work of attaching the pipe PP3 connected to the reservoir 14 to the reservoir port PO3 and the work of attaching the pipe PP2 connected to the wheel cylinder 16a to the wheel cylinder port PO2 can be efficiently performed together. Further, it is possible to suppress an increase in the space occupied by the pipe PP3 and the pipe PP2.

<Second embodiment>
Referring to FIG. 7, the configuration of a brake system 2 according to a second embodiment of the present invention will be described.

FIG. 7 is a hydraulic circuit diagram showing the brake system 2. As shown in FIG. Unlike the brake system 1 described above, the brake system 2 transmits the amount of brake operation by the driver as an electric signal, and controls a hydraulic pressure generation source separate from the master cylinder 13 in accordance with the electric signal, thereby controlling the wheels. This is a system that generates braking force on the 17. As shown in FIG. 7, in the brake system 2, unlike the brake system 1 described above, a brake-by-wire unit 18 is interposed between the master cylinder 13 and the reservoir 14 and the base body 21 of the hydraulic pressure control unit 15.

A piping PP21 connected to the master cylinder 13 is attached to the brake-by-wire unit 18. A piping PP22 connected to the brake-by-wire unit 18 is attached to the master cylinder port PO1 of the base 21 of the hydraulic control unit 15.

The hydraulic circuit connected to the master cylinder 13 and the hydraulic circuit connected to the wheel cylinder 16a are basically separated by a brake-by-wire unit 18. The brake-by-wire unit 18 transmits the hydraulic pressure generated by the master cylinder 13 and a corresponding reaction force to the driver's foot. The brake-by-wire unit 18 includes a hydraulic pressure generation source (for example, a motor pump) separate from the master cylinder 13, and the hydraulic pressure generation source is communicated with the main flow path 41 of the hydraulic pressure control unit 15 via the piping PP22. There is. The brake-by-wire unit 18 causes the hydraulic pressure generation source to generate hydraulic pressure according to the amount of brake operation performed by the driver. In this way, the hydraulic pressure generation source communicating with the main flow path 41 is not limited to the master cylinder 13, and may be a hydraulic pressure generation source different from the master cylinder 13.

Further, a pipe PP23 connected to the reservoir 14 is attached to the brake-by-wire unit 18. A piping PP24 connected to the brake-by-wire unit 18 is attached to the reservoir port PO3 of the base body 21 of the hydraulic control unit 15.

Within the brake-by-wire unit 18, the hydraulic circuit that communicates with the reservoir 14 via piping PP23 communicates with the reservoir flow path 44 of the hydraulic pressure control unit 15 via piping PP24. In this way, various units may be interposed between the reservoir 14 and the reservoir flow path 44.

Although preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to the embodiments described above, and various modifications within the scope of the claims are possible. It goes without saying that modifications and modifications also fall within the technical scope of the present invention.

For example, in the above example, the reservoir port PO3, the eccentric cam housing space SP1, and the spring housing space SP2 are connected in this order in the hydraulic control unit 15. but not limited to. For example, the reservoir port PO3, the eccentric cam housing space SP1, and the spring housing space SP2 may be connected in this order to the reservoir port PO3, the spring housing space SP2, and the eccentric cam housing space SP1. Further, the reservoir port PO3 may be directly connected to the eccentric cam housing space SP1 and the spring housing space SP2, respectively.

Furthermore, for example, in the hydraulic pressure control unit 15, the reservoir flow path 44 is connected to both the eccentric cam housing space SP1 and the spring housing space SP2. It may be connected to only one of the space SP1 and the spring accommodation space SP2.

Further, for example, in the above, the positional relationship of each component on the base body 21 of the hydraulic control unit 15 was explained with reference to FIGS. 4 to 6, but the positional relationship of each component on the base body 21 is ~The example shown in FIG. 6 is not limited, and may be different from this example.

1, 2 Brake system 13 Master cylinder (hydraulic pressure generation source)
14 Reservoir 15 Hydraulic pressure control unit 16 Brake device 16a Wheel cylinder 21 Base body 21c Top surface 31 Filling valve (EV)
32 Relaxation valve (AV)
33 First valve (USV)
34 Second valve (HSV)
35 Pump 35a Plunger 36 Eccentric cam 37 Motor 38 Accumulator 38a Piston chamber 38b Piston 38c Spring 38d Lid 41 Main flow path 42 Sub flow path 43 Supply flow path 44 Reservoir flow path PO1 Master cylinder port PO2 Wheel cylinder port PO3 Reservoir port SE1 Seal member SE2 Seal member SP1 Eccentric cam housing space (separated space)
SP2 Spring accommodation space (isolated space)

Claims (6)

A hydraulic pressure control unit (15) of a brake system (1, 2) for a vehicle, comprising:
a main channel (41) that communicates between the hydraulic pressure generation source (13) and the wheel cylinder (16a) and is provided with a filling valve (31);
A side of the wheel cylinder (16a) from the filling valve (31) in the main flow path (41) is communicated with a side of the hydraulic pressure generation source (13) from the filling valve (31) in the main flow path (41). , a subchannel (42) provided with a relief valve (32);
a separation space (SP1, SP2) that is a space separated from the sub-flow path (42) via a seal member (SE1, SE2);
a reservoir flow path (44) that communicates the reservoir (14) and the separated space (SP1, SP2);
Equipped with
Hydraulic pressure control unit. a pump (35) having a reciprocating plunger (35a) and provided in the sub-flow path (42);
an eccentric cam (36) that is rotationally driven by a motor (37) and intermittently presses the plunger (35a);
Equipped with
The separated spaces (SP1, SP2) include an eccentric cam housing space (SP1) in which the eccentric cam (36) is housed.
The hydraulic control unit according to claim 1. A piston chamber (38a) communicating with the sub-flow path (42), a piston (38b) sliding within the piston chamber (38a), and the piston (38b) attached to the sub-flow path (42) side. an accumulator (38) having a spring (38c) for biasing the accumulator (38);
The separated spaces (SP1, SP2) include a spring accommodation space (SP2) in which the spring (38c) of the accumulator (38) is accommodated.
The hydraulic control unit according to claim 2. comprising a base (21) in which the main channel (41), the sub channel (42) and the reservoir channel (44) are formed;
A reservoir port (PO3) communicating with the reservoir flow path (44) is formed on the outer surface of the base (21),
The reservoir flow path (44) is
a first reservoir flow path (44a) connecting the reservoir port (PO3) and the eccentric cam housing space (SP1);
a second reservoir flow path (44b) connecting the eccentric cam housing space (SP1) and the spring housing space (SP2);
including,
The hydraulic control unit according to claim 3. A piston chamber (38a) communicating with the sub-flow path (42), a piston (38b) sliding within the piston chamber (38a), and the piston (38b) attached to the sub-flow path (42) side. an accumulator (38) having a spring (38c) for biasing the accumulator (38);
The separated spaces (SP1, SP2) include a spring accommodation space (SP2) in which the spring (38c) of the accumulator (38) is accommodated.
The hydraulic control unit according to claim 1. comprising a base (21) in which the main channel (41), the sub channel (42) and the reservoir channel (44) are formed;
The outer surface of the base body (21) includes a reservoir port (PO3) that communicates with the reservoir flow path (44), and a wheel cylinder port (PO2) on the wheel cylinder (16a) side that communicates with the main flow path (41). is formed,
The reservoir port (PO3) is formed on the same surface (21c) as the surface (21c) on which the wheel cylinder port (PO2) is formed on the outer surface of the base (21).
The hydraulic control unit according to any one of claims 1 to 5.

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