JPH0542029U - Brake control device module - Google Patents

Abstract

(57) [Abstract] [Purpose] An object of the present invention is to obtain a modulator of a low-cost brake control device which is excellent in assemblability and shortens the processing time of parts. A hollow portion 96 formed inside the solenoid coil 20 includes an inner yoke 50 and a plunger 59.
And a plug 90, and the inner yoke 50 and the plug 90 have a convex portion 5 on the inner surface of one end of the inner yoke 50.
2 is formed, and a concave portion 93 that coincides with the convex portion 52 is formed on the outer surface of the other end portion of the plug 90, and the inner yoke 50 and the plug 90 are joined together. The modulator of the brake control device is provided with the first claw portion 53 and the second claw portion 54, and the slit is formed from one end portion to the other end portion of the inner yoke 50 to ensure passage of air.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a modulator for a brake control device in an air-over hydraulic brake system mounted on a vehicle.

[0002]

[Prior Art]

 The conventional technology for modulators of brake control devices is to use an air-over hydraulic cylinder with an air piston on one side and a hydraulic piston on the other side to convert air pressure into hydraulic pressure and control the hydraulic pressure in the wheel cylinder. The mechanism for doing this is known.

By the way, a solenoid valve (hold valve / decay valve) for controlling intake / holding / exhaust of air to / from the air chamber side of the modulator is attached to the modulator as an integrated unit (valve unit). Can be considered.

FIG. 10 shows the structure of a valve unit in which such a modulator is also provided with a traction control mechanism. Explaining the main configuration of the valve unit 306, a hold valve 304 as a first valve device and a decay valve 305 as a second valve device are arranged in parallel in the valve unit 306. The valve block 307 that constitutes the valve portion of the above and the solenoid block 308 that generates an electromagnetic force are integrally fixed by a through bolt 319.

The solenoid block 308 includes a bobbin assembly 303 covered with a cover 309. The bobbin assembly 303 is located inside the outer yoke 405 with the first solenoid coil 320a on the hold valve 304 side and the second solenoid coil 320b on the decay valve 305 side being respectively wound around the bobbin. The first solenoid coil 320a and the second solenoid coil 320b are integrally resin-molded together with connector pins (not shown) for energizing.

A seal groove 410 is formed on the outer periphery of the upper surface of the bobbin assembly 303, and a seal groove 411 is formed on the outer periphery of the lower surface of the bobbin assembly 303. An O-ring 338 is fitted in the seal groove 410. At the same time, the O-rings 339 are fitted in the seal grooves 411, respectively, to keep the cover 309 and the valve block 307 airtight.

On the hold valve 304 side, a cylindrical inner yoke 350 is provided in a hollow portion 396 formed inside the first solenoid coil 320 a, and a hold plunger movable in the inner yoke 350 in the axial direction. 323 and a plug 390 for sealing the lower end side of the hollow portion 396.

Then, the lower end of the inner yoke 350 is joined by caulking in accordance with the unevenness of the upper end of the plug 390. The lower end of the hold plunger 323 is in contact with the upper end of a valve pin 325 which is biased upward in the drawing by a hold spring 324 from the valve block 307 direction. The lower end of the valve pin 325 is expanded in the hold valve valve chamber 311, and a valve rubber 326 is attached to the lowermost end surface of the hold valve valve chamber 311 to form a hold valve valve body 315.

In the hold valve valve chamber 311, a valve receiving body 313 is arranged below the valve pin 325. Inside the valve receiving body 313, one end of the valve receiving body 313 communicates with an air passage 367. A passage 312 is bored in the axial direction. The other end (upper end) of the air introduction passage 312 forms an opening 314 at the upper end surface of the valve receiving body 313. An O-ring 334 is fitted to the peripheral side surface of the valve receiver 313 to prevent air leakage from the communication passage 367 to the hold valve valve chamber 311 side when the valve is closed.

A return valve 328 that permits only the flow of air from the hold valve valve chamber 311 to the communication path 367 is urged upward by the return spring 330 on the lower surface of the valve receiver 313. It is installed.

The hold valve valve body 315 of the hold valve 304 is urged upward by the hold spring 324 when the first solenoid coil 320 a is not energized, and the valve body moves away from the opening 314. And constitutes a normally open control valve. Further, the hold valve valve chamber 311 communicates with a chamber passage (not shown) communicating with the air chamber.

A description of the decay valve 305 side will be omitted. As shown in FIG. 10B, a communication passage 365 is formed in the lower portion of the valve block 307 so as to connect the communication passage 367, the first air inlet 310, and the second air inlet 380 in three directions. A shuttle valve device 371 for controlling the air flow on the first air inlet 310 side is provided in the communication passage 365, and the air flow is also controlled on the second air inlet 380 side. Is provided with a throttle valve 381. The shuttle valve device 371 side and the throttle valve 381 side are connected by an air passage 366.

During normal brake control, anti-lock control and traction brake control, the hold valve 304 and the decay valve 305 are appropriately operated to control the air from the first air inlet 310 and the second air inlet 380 for brake control. I do.

[0014]

[Problems to be solved by the device]

 In the modulator of the conventional brake control device described above, the cylindrical inner yoke is formed by cutting, and the inner yoke and the plug are joined by connecting the connecting portion, which is the lower end of the inner yoke, to the upper end of the plug during assembly. It is made by caulking, which causes plastic deformation according to the unevenness of the part.

When the modulator is assembled, the inner yoke, the plug, and the plunger are easily dropped from the bobbin assembly, which lowers the assemblability. Further, since the air passage in the hollow portion is formed by machining the plunger, it takes a long time to process the plunger, and the cost becomes expensive.

The present invention has been made in view of the above-mentioned matters, and an object thereof is to obtain a modulator of a brake control device that is excellent in assemblability and has a low cost.

[0017]

[Means for Solving the Problems]

 In the modulator 21 which operates the air piston 2 whose one end is arranged in the air chamber 1 by the air supplied to the air chamber 1 and controls the hydraulic pressure to the wheel cylinder 103 at the other end of the air piston 2. The modulator 21 is a valve unit in which a first valve device 4 that controls the supply of air to the air chamber 1 and a second valve device 5 that controls the exhaust from the air chamber 1 are installed. The valve unit 6 includes a first solenoid coil 20a and a second solenoid coil 20b that generate an electromagnetic force to operate the plunger 59 in the first valve device 4 and the second valve device 5. The solenoid block 8 having the following is provided, and in the hollow portion 96 formed inside the first solenoid coil 20a and the second solenoid coil 20b, It has a cylindrical inner yoke 50, a plunger 59 slidable inside the inner yoke 50, and a plug 90 composed of a large-diameter head portion 91 and a shaft portion 92 for sealing one side of the hollow portion 96, The inner yoke 50 and the plug 90 have a convex portion 52 formed on the inner surface of one end portion of the inner yoke 50 and a concave portion 93 that matches the convex portion 52 on the outer surface of the other end portion of the plug 90. The inner yoke 50 and the plug 90 are joined to each other, and the inner yoke 50 and the plug 90 are prevented from coming off when the inner yoke 50 is inserted into the hollow portion 96 on the outer surface of the inner yoke 50 on the other end side. And a second claw 54 for locking the falling of the plunger is provided on the inner surface on the other end side of the inner yoke 50. It was modulator of the brake control device in which the slit 51 is formed to ensure the passage of air from one end of Nayoku 50 over the other end.

[0018]

[Action]

 During normal brake control, the air from the first air inlet 10 is supplied to the air chamber 1 via the first valve device 4 side, and the pressure in the air chamber 1 operates the air piston 2 to move the wheel cylinder 103. Hydraulic pressure is applied to the brakes and the brakes are applied. Then, the air in the air chamber 1 is exhausted from the brake valve via the first valve device 4 side, the first air inlet 10, and the brake is released.

When the possibility of locking the wheels is detected during normal brake operation, the first valve device 4 is closed to stop the supply of air to the air chamber 1, and the second valve device 5 is opened to open the air. Anti-lock control is performed by reducing the air pressure in the chamber 1 and relaxing the braking force. Then, the first valve device 4 and the second valve device 5 are appropriately operated according to the condition of the vehicle to control the braking force.

During the traction brake control, the air forcibly supplied from the second air inlet 80 flows into the air chamber 1 and brake braking is performed. Then, the first valve device 4 and the second valve device 5 are appropriately operated according to the vehicle situation to control the braking force.

In the brake control as described above, the first solenoid coil 20a and the second solenoid coil 20b are energized, the plunger 59 slides in the inner yoke 50, and the first valve device 4 and the second valve device 4 Brake control is performed by operating the valve device 5 of FIG. At this time, the air in the air gap 58 passes through the slit 51 of the inner yoke 50.

[0022]

First Embodiment A first embodiment of the present invention will be described below with reference to FIGS. 1 to 7. 1 (a) and 1 (b) are side sectional views of the valve unit of this embodiment, FIG. 1 (a) is a sectional view taken along line la-la in FIG. 3, and FIG. 1 (b) is lb- in FIG. 1b is a cross-sectional view taken along line lb, FIG. 2 is a cross-sectional view of the bobbin assembly 3 with parts inserted in the hollow portion, FIG. 3 is a cross-sectional view of the modulator 21 on the hold valve side, and FIG. 5 is a sectional view of the valve side, FIG. 5 is a cross-sectional view of the inner yoke portion, FIG. 6 is a perspective view of the inner yoke, and FIG. 7 is a perspective view of the plug. The modulator 21 is composed of a modulator unit 44 and a valve unit 6, and the modulator unit 44 is composed of an air cylinder 45 and a hydraulic housing 46.

Inside the air cylinder 45, an air piston 2 which is movable in the axial direction thereof and a piston rod 47 which is movable in conjunction with the air piston 2 are provided. In a normal state, the air piston 2 is urged toward the valve unit 6 side by a piston return spring 48 whose one end is locked to the inner end surface of the hydraulic housing 46. It acts to compress the air chamber 1 formed between the two. An air cup 50 is fitted on the peripheral surface of the air piston 2 to prevent air leakage from the air chamber 1.

The hydraulic housing 46 has a hydraulic cylinder 52 having a diameter smaller than that of the air cylinder 45. The hydraulic cylinder 52 has a hydraulic piston 22 connected to the end of a piston rod 47. It is mounted so that it can move inside. A hydraulic outlet 53 communicating with the wheel cylinder 103 is opened at the tip end side of the hydraulic cylinder 52.

Further, at the stepped portion of the hydraulic housing 46, a hydraulic inlet 54, which is in communication with an external reservoir (not shown), is provided for the hydraulic cylinder 52. The brake fluid is supplied from the reservoir (not shown) into the hydraulic cylinder 52 through the hydraulic inlet 54.

A check valve is fitted inside the hydraulic inlet 54 to give a constant residual pressure to the wheel cylinder (W / C) 103. Next, the structure of the valve unit 6 will be described.

In the valve unit 6 of this embodiment, in FIG. 1A and FIG. 1B, the hold valve 4, which is the first valve device, is located on the right side, and the decay valve 5, which is the second valve device, is located on the left side. Each of them is arranged, and the solenoid block 8 and the valve block 7 have a separable structure. The solenoid block 8 is fixed to the valve block 7 by a through bolt 19.

The solenoid block 8 includes a bobbin assembly 3 covered with a cover 9. The bobbin assembly 3 is located inside the outer yoke 105 with the first solenoid coil 20 a on the hold valve 4 side and the second solenoid coil 20 b on the decay valve 5 side being respectively wound around the bobbin. The first solenoid coil 20a and the second solenoid coil 20b are integrally resin-molded together with the connector pin 107 that energizes the second solenoid coil 20b.

A seal groove 110 is formed on the outer periphery of the upper surface of the bobbin assembly 3, and a seal groove 111 is formed on the outer periphery of the lower surface of the bobbin assembly 3. An O-ring 38 is fitted in the seal groove 110 to form an upper seal portion 120, and an O-ring 39 is fitted in the seal groove 111 to form a lower seal portion 121. 9 and the housing 100 of the valve block 7 are kept airtight.

On the hold valve 4 side, a hollow cylindrical portion 96 formed inside the first solenoid coil 20 a has an inner yoke 50, which is a cylindrical non-magnetic material, and an inner yoke 50 axially arranged in the inner yoke 50. A movable hold plunger 23 and a plug 90 for sealing the lower end side of the hollow portion 96 are provided.

As shown in FIG. 6, the inner yoke 50 is formed by rolling a plate material into a cylindrical shape, and from one end to the other end of the inner yoke 50, a slit 51 which is an air passage. Are formed. Further, a convex portion 52 is provided on the inner surface on one end side of the inner yoke 50, a protruding first claw portion 53 is formed on the outer surface on the other end side of the inner yoke 50, and an inner surface on the other end side is formed. The protruding second claw portion 54 is formed.

Further, as shown in FIG. 7, the plug 90 is formed of a large-diameter head portion 91 and a cylindrical shaft portion 92, and the upper end side of the shaft portion 92 has a recess 93 on the outer circumference. Has been formed.

Then, the inner yoke 50 and the plug 90 are coupled by fitting the convex portion 52 into the concave portion 92, and are inserted into the hollow portion 96 with the hold plunger 23 inserted in the inner yoke 50. Has been inserted.

FIG. 2 is an enlarged view showing a state where the inner yoke 50, the plug 90, and the hold plunger 23 are inserted into the bobbin assembly 3. The first claw portion 53 on the outer surface on the other end side of the inner yoke 50 is engaged with the outer yoke 105 so that the plug 90, the inner yoke 50, and the hold plunger 23 do not come out from the lower side of the hollow portion 96 in the drawing. To prevent.

The second claw portion 54 on the inner surface on the other end side of the inner yoke 50 prevents the hold plunger 23 from coming out of the inner yoke 50. These claws are formed by punching out each part of the peripheral surface on the other end side of the inner yoke 50 when the inner yoke 50 is formed by rolling, or may be formed by attaching separate protrusions. ..

In the inner yoke 50, as shown in FIG. 5, which is a cross-sectional view of the hollow portion 96 taken along the line v in FIG. 2, the inner yoke 50 has a slit 51 portion which is the first solenoid coil 20a and the plunger. An air passage is formed in a state of being sandwiched between 23 and.

On the decay valve 5 side, the respective parts are inserted in the hollow portion 96 in the reverse and opposite directions to the hold valve 4 side. Hereinafter, the same reference numerals denote the same parts, and the description thereof will be omitted. To do.

As shown in FIG. 1A, the lower end of the hold plunger 23 is in contact with the upper end of the valve pin 25 biased upward in the figure by the hold spring 24 from the valve block 7 direction. .. The lower end of the valve pin 25 is expanded in the hold valve valve chamber 11, and a valve rubber 26 is attached to the lowermost end surface of the hold valve valve main body 15.

Inside the hold valve valve chamber 11, a valve receiver 13 is arranged below the valve pin 25. Inside the valve receiver 13, one end of which is connected to the communication path 67 is connected to an air passage. The introduction passage 12 is bored in the axial direction. The other end (upper end) of the air inlet passage 12 forms an opening 14 at the upper end surface of the valve receiver 13. An O-ring 34 is fitted on the peripheral side surface of the valve receiver 13 to prevent air leakage from the communication passage 67 to the hold valve valve chamber 11 side when the valve is closed.

A return valve 28, which permits only the flow of air from the hold valve valve chamber 11 toward the communication path 67, is attached to the lower surface of the valve receiver 13 while being biased upward by a return spring 30. Has been.

The hold valve valve body 15 of the hold valve 4 is biased upward by the hold spring 24 when the first solenoid coil 20 a is not energized, and the valve body is separated from the opening 14. And constitutes a normally open control valve. Further, the hold valve valve chamber 11 communicates with a chamber passage 31a communicating with the air chamber 1, as shown in FIG.

The decay valve 5 side has a decay plunger 60 which is biased downward by a decay spring 58, and the lower end of the decay plunger 60 has an expanded portion in the decay valve valve chamber 18. A valve rubber is attached to the tip end surface of the expanded portion to form the decay valve valve body 17.

The decay valve valve body 17 is in contact with the exhaust passage 61 to the exhaust valve 16 when the first solenoid coil 20b is not energized, and constitutes a normally closed control valve. There is. Further, as shown in FIG. 4, the decay valve valve chamber 18 is communicated with the chamber passage 31b communicating with the air chamber 1, but in the normal state as described above, the decay valve valve body 17 is closed. The air in the number 1 does not flow to the decay valve 5 side.

As shown in FIG. 1B, a communication passage 65 is formed in the lower portion of the valve block 7 so as to connect the communication passage 67, the first air inlet 10 and the second air inlet 80 in three directions. There is. In the communication passage 65, a shuttle valve device 71 for controlling the air flow on the first air inlet 10 side is provided, and a throttle valve device for controlling the air flow on the second air inlet 80 side as well. 81 is provided. The shuttle valve device 71 side and the throttle valve 81 side are connected by an air passage 66.

A cylindrical collar 75 having a diameter larger than that of the first air inlet 10 and the air passage 66 and smaller than that of the communication passage 65 is fitted in the shuttle valve device 71. A slit 76 for air passage is formed at one end of the collar 75 on the first air inlet 10 side, and a slit 77 is also formed at the other end of the collar 75 on the air passage 66 side. .. Considering the strength of the collar 75, the size and number of the slits for passing air may be provided at both ends of the collar 75 with a large diameter or at a plurality of locations.

Inside the collar 75, a shuttle valve piston 72, which is a valve body having a diameter substantially the same as the inner diameter of the collar 75, is slidably fitted. A valve rubber 73 is provided on the end surface of the shuttle valve piston 72 on the first air inlet 10 side, and when the shuttle valve piston 72 is located at the rightmost end in the collar 75 of FIG. And the first air inlet 10 can be hermetically sealed, and a valve rubber 74 is provided on the end surface of the shuttle valve piston 72 on the air passage 66 side. In addition, it is formed so that the shuttle valve device 71 side and the throttle valve 81 side in the communication passage 65 can be sealed.

On the throttle valve 81 side in the communication passage 65, a housing 79 is internally fitted so that one end contacts the collar 75 and the other end contacts the second air inlet 80. One end portion side of the housing 79 is formed as the air passage 66, and the other end portion side is formed as a throttle valve 81.

Next, the operation of this embodiment will be described. First, during brake braking, the air supplied from the first air inlet 10 to the communication passage 65 presses one end of the shuttle valve piston 72, and the shuttle valve piston 72 abuts one end of the air passage 66, The shuttle valve device 71 side and the throttle valve 81 side are sealed. Air is supplied from the slit 76 of the collar 75 to the air chamber 1 via the hold valve 4 side, and brake braking is performed.

At this time, when the centralized control unit detects the possibility of locking the wheels by a signal from a speed sensor (not shown), the first solenoid coil 20a on the hold valve 4 side of the valve unit 6 is connected via the connector pin 107. Then, the hold plunger 23 moves downward in the inner yoke 50 to close the hold valve valve body 15 and stop the supply of air to the air chamber 1. At the same time, the second solenoid coil 20b on the decay valve 5 side is also energized via the connector pin 107 to open the decay valve valve body 17.

As a result, the air in the air chamber 1 is exhausted through the path of the chamber passage 31b → the decay valve valve chamber 18 → the exhaust passage 61 → the exhaust valve 16, and the air piston 2 in the modulator 21 is provided with the piston return spring 48. The air chamber 1 is moved in the direction to be compressed by the force and the hydraulic pressure acting on the hydraulic piston. Since the hydraulic piston 22 also interlocks with this, the brake fluid in the wheel cylinder 103 is sucked toward the modulator 21 and reduced in pressure, preventing the wheels from locking.

When the hydraulic pressure in the wheel cylinder 103 is maintained, both the hold valve valve body 15 and the decay valve valve body 17 are closed to contain the air in the air chamber 1.

Further, when re-pressurizing the inside of the wheel cylinder 103, the hold valve valve body 15 is opened with the decay valve body 17 being closed, and the air from the first air inlet 10 is again held. Supply to the air chamber 1 from the side.

Next, the operation during traction brake control will be described. Based on the information from the speed sensor of each wheel, when the centralized control unit determines the acceleration slip of both wheels or only one of the driving wheels, the air from the traction control valve (not shown) is connected from the second air inlet 80 to the communication passage 65. It flows in.

The air flowing into the communication passage 65 flows from the inside of the throttle valve 81 to the shuttle valve device 71 side. Then, the other end of the shuttle valve piston 72 is pressed to abut against the first air inlet 10, the communication passage 65 and the first air inlet 10 are sealed, and the slit 77 of the collar 75 is connected to the communication passage 67. After that, the air is supplied from the chamber passage 31a to the air chamber 1 via the hold valve 4 side, and brake control is performed.

That is, the air from the traction control valve → second air inlet 80 → flows into the communication passage 65 → throttle valve 81 → air passage 66 → in the collar 75 → through the slit 77 → communication passage 67 → hold valve 4 It is supplied to the air chamber 1 through the side → chamber passage 31a → air chamber 1.

At this time, the first solenoid coil 20a and the second solenoid coil 20b are energized with a predetermined voltage according to the slip condition of each wheel, the hold valve 4 and the decay valve 5 are appropriately operated, and the traction brake is activated. Adjust the control.

Next, the operation when the normal brake control is released will be described. The air in the air chamber 1 flows into the communication passage 65 from the hold valve 4 side, passes through the inside of the collar 75 from the slit 76 of the color 75, passes through the first air inlet 10, and is discharged from the brake valve.

At this time, the internal space of the collar 75 in the communication passage 65 has a negative pressure against the air passage 66 due to the flow velocity of the air, and the shuttle valve piston 72 moves to the first air inlet 10 side. Then, the shuttle valve device 71 side and the throttle valve 81 side in the communication passage 65 are brought into communication with each other, and the air from the hold valve 4 side flows into the collar 75 from the slit 77 of the collar 75, and the air passage 66 is opened. Through the throttle valve 81, the second air inlet 80, and the traction control valve.

That is, the air in the air chamber 1 reaches the → chamber passage 31 a → the hold valve valve chamber 11 → the communication passage 67 → the communication passage 65, and is further discharged from the communication passage 65 in two directions. That is, one flows from the slit 76 into the collar 75 on the one end side of the shuttle valve piston 72 → the first air inlet 10 → is discharged from the brake valve. Then, the other flows from the slit 77 into the collar 75 on the other end side of the shuttle valve piston 72 → air passage 66 → passes through the throttle valve 81 → second air inlet 80 → discharging from the exhaust valve of the traction control valve. ..

During these brake controls, as the hold plunger 23 and the decay plunger 60 slide, the air corresponding to the air gap 58 between the plug 90 and the plunger passes through the slit 51 of the inner yoke 50.

As described above, in the modulator of the brake control device according to the present embodiment, the inner yoke 50 is the rolled product of the plate material, and the slit 51 for the air passage is formed in the inner yoke 50. Since it is not necessary to machine the air passages, the processing time for each part can be greatly reduced.

Further, since the convex portion 52 and the concave portion 93 which are matched with each other are formed in advance at the joint portion of the inner yoke 50 and the plug 90, the inner yoke 50 and the plug 90 can be simply fitted together. Joining becomes possible, and the joining process by caulking can be eliminated during assembly, and the assembly time can be shortened.

Further, since the claw portion is formed on the other end side of the inner yoke 50, it is possible to prevent the inner yoke, the plug, and the plunger from falling off from the hollow portion 96 of the bobbin assembly 3 during assembly. Therefore, the assemblability can be improved.

[0064]

Second Embodiment Next, as a second embodiment, an embodiment in which a slit formed in an inner yoke is used as an air passage to an air chamber is shown in FIGS. 8 and 9.

In this embodiment, the description of the same parts as those in the first embodiment is omitted. FIG. 8 is a partial cross-sectional view of the hold valve side in the modulator, and FIG. 9 is a view in which the inner yoke 250 and the plug 290 are joined.

A hold valve 204 for controlling supply of air to an air chamber (not shown), a return valve 228, and an air inlet 210 are arranged in the housing 200 of the modulator.

The hold valve 4 is located above in the drawing with the solenoid coil 220 wound around the bobbin. An inner yoke 250, a plug 290 for sealing the right end side of the hollow portion 296, and a hold plan sliding in the inner yoke 250 in the hollow portion 296 formed in the solenoid coil 220. And a jar 223.

As shown in FIG. 9, the inner yoke 250 and the plug 290 are integrally formed by fitting a protrusion 252 formed on one end side of the inner yoke and a recess 293 formed on the other end side of the plug. Is joined to. In addition, a slit 251 is formed from one end of the inner yoke 250 to the other end thereof, and three slits 255 are formed from one end of the inner yoke 250 to the vicinity of the other end thereof. The slits 255 are not limited to three locations, and may be formed in any number of locations in consideration of the strength of the inner yoke 250.

An air introduction passage 212 is formed in the plug 290, and the right end portion of the air introduction passage 212 in FIG. 8 communicates with the air inlet 210 side, and the left end of the air introduction passage 212 which is the opening 214. The section communicates with the air chamber side (not shown) through the inner yoke 250 section.

Inside the hold plunger 223 inserted into the inner yoke 250, a hold valve valve body 215 is positioned which is biased to the right end side of the hold plunger 223 by a hold spring 224. The hold valve valve body 215 is a normally open control valve with respect to the opening 214.

Then, the return valve 228 is biased by the return spring 229 to the left in the drawing, which is the air chamber side, and allows only the air from the air chamber to pass to the air inlet 210 side.

Next, the operation of this embodiment will be described. During the brake control, the air from the air inlet 210 passes through the plug 290, and the slit 251 and the slit 255 of the inner yoke 250, which is an air passage located between the solenoid coil 220 and the hold plunger 223, is formed. After that, it is supplied to the air chamber side and brake control is performed.

That is, the air from the air inlet 210 →→ the air introduction passage 212 in the plug 290 → the opening 214 → passes in the air gap 258 between the plug 290 and the hold plunger 223 → through the slit 251 and the slit 255 → Supplied to the air chamber.

Then, when the possibility of locking the wheels is detected during the brake control, the solenoid coil 220 is energized and the hold plunger 223 is attracted to the plug 290 side. With the movement of the hold plunger 223, the hold valve valve body 215 also moves to the plug 290 side to seal the opening 214 and stop the air supply.

Then, the hold valve valve main body 215 is opened / closed and the decay valve (not shown) is controlled as appropriate according to the condition of the vehicle to control the braking force. During the traction brake control, air is forcibly supplied to the air chamber through the hold valve 204, and the brake control is performed. Then, as in the case of the anti-lock brake control, by energizing the solenoid coil 220, the hold valve valve main body 215 is appropriately opened / closed and the not-shown decay valve is controlled according to the vehicle condition to control the braking force. ..

As described above, in this embodiment, since the inner yoke 250 is provided with the slit 251 and the slit 255 which are the air passage during the plunger operation and the air passage during the normal time, the hold plunger 223 also has a simple structure. Therefore, it can be used as a modulator for a brake control device, which has a good responsiveness, a short processing time, and a low cost.

[0077]

[Effect of the device]

 The modulator for a brake control device of the present invention can be a modulator for a low-cost brake control device that is excellent in assembling property while shortening the time for processing and assembling parts.

[Brief description of drawings]

FIG. 1 (a) is a side sectional view showing the internal structure of a valve unit taken along the line la-la in FIG. 3 of a modulator for a brake control device according to a first embodiment of the present invention. (B) First embodiment 3 is a side sectional view showing the internal structure of the valve unit in FIG. 3 taken along the line lb-lb in FIG.

FIG. 2 is a sectional view of a bobbin assembly portion in the first embodiment.

FIG. 3 is a front sectional view of a hold valve side showing an overall configuration of a modulator in the first embodiment.

FIG. 4 is a front sectional view of a decay valve side showing an overall configuration of a modulator in the first embodiment.

5 is a cross-sectional view of the inner yoke portion taken along the line v in FIG.

FIG. 6 is a perspective view of an inner yoke according to the first embodiment,

FIG. 7 is a perspective view of the plug according to the first embodiment.

FIG. 8 is a sectional view of a hold valve portion of a modulator according to a second embodiment.

FIG. 9 is a perspective view showing a state in which an inner yoke and a plug are fitted together in the second embodiment.

10A is a side sectional view showing an internal structure of a valve unit in a conventional example. FIG. 10B is a side sectional view showing an internal structure of a valve unit in a conventional example.

[Explanation of symbols]

1 ... Air chamber 2 ... Air piston 3 ... Bobbin assembly 4 ... Hold valve (1st valve device) 5 ... Decay valve (2nd valve device) 6 ... Valve unit 7 ... Valve block 8 ...・ Solenoid block 20a, 20b ・ ・ Solenoid coil 21 ・ ・ Modulator 23 ・ ・ Hold plunger 50,250 ・ ・ Inner yoke 51,251 ・ ・ Slit 52 ・ ・ Convex part 53 ・ ・ First claw part 54 ・ ・ Second claw 59. Plunger (Hold Plunger, Decay Plunger) 60. Decay Plunger 90 .. Plug 91 .. Head 92 .. Shaft 93 .. Recess 103 .. Wheel Cylinder

Claims (1)

[Scope of utility model registration request] 1. Air supplied to the air chamber (1) actuates an air piston (2), one end of which is arranged in the air chamber (1), and the other end of the air piston (2) drives a wheel. A modulator (21) for controlling hydraulic pressure to a cylinder (103), wherein the modulator (21) is the air chamber (1).
A valve unit (6) in which a first valve device (4) for controlling the supply of air to the air chamber and a second valve device (5) for controlling the exhaust from the air chamber (1) are installed. The valve unit (6) includes a first solenoid coil (20) that generates an electromagnetic force to operate a plunger (59) in the first valve device (4) and the second valve device (5).
a) and a solenoid block (8) having a second solenoid coil (20b), and a hollow portion (9) formed inside the first solenoid coil (20a) and the second solenoid coil (20b).
6), a cylindrical inner yoke (50) and a plunger (5) slidable inside the inner yoke (50).
9) and a plug (90) including a head portion (91) having a large diameter and a shaft portion (92) for sealing one side of the hollow portion (96), and the inner yoke (50) and the plug (90). ) Means that a convex portion (52) is formed on the inner surface of one end of the inner yoke (50) and a concave portion (93) that matches the convex portion (52) on the outer surface of the other end of the plug (90). Is formed,
The inner yoke (50) and the plug (90) are joined together, and the outer surface and the inner surface on the other end side of the inner yoke (50) are
When the inner yoke (50) is inserted into the hollow portion (96), the plunger (59) and the inner yoke (50)
And first claw portion (53) for preventing the plug (90) from falling off
And a second pawl portion (54), and a slit (51) for ensuring passage of air from one end to the other end of the inner yoke (50) is formed. .