JPH0560973U - Vehicle slip control device - Google Patents

Abstract

(57) [Summary] [Purpose] To avoid the generation of abnormal noise due to vibration of the pump mechanism. [Structure] Pump housing 1 incorporating a pump 82F
The first unit 10 in which the motor 1 and the motor 12 are connected to each other and the second unit 20 in which the electromagnetic inflow valve 71FR, the electromagnetic outflow valve 73FR, and the like are incorporated are dampers 41A and 41C.
Bound through.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a vehicle slip control device for controlling a brake fluid pressure of a vehicle to prevent a slip from occurring.

[0002]

[Prior Art]

 Conventionally, as this type of control device, for example, the one described in Japanese Utility Model Laid-Open No. 63-185774 is known.

Such a control device has a brake fluid pressure control for increasing, maintaining and reducing the brake fluid pressure in the wheel cylinder in one device body connected between the master cylinder and the wheel cylinder provided on the wheel. It has a structure in which an opening / closing mechanism for opening and closing the pipe line and a pump mechanism for returning the brake fluid for reduced pressure to the master cylinder side are integrated.

[0004]

[Problems to be solved by the device]

 However, in the above-mentioned conventional control device, the piping to the master cylinder side and the wheel cylinder side is connected to the main body of the device in which the pump mechanism is incorporated, so vibrations during the operation of the pump mechanism are There was a problem that strange noise was generated.

An object of the present invention is to provide a vehicle slip control device capable of avoiding generation of abnormal noise due to vibration of a pump mechanism.

[0006]

[Means for Solving the Problems]

 A slip control device for a vehicle according to the present invention comprises a device main body connected between a master cylinder as a first pressure source and a wheel cylinder provided on a wheel, a pump mechanism as a second pressure source, and In a slip control device for a vehicle, comprising an opening / closing mechanism for opening / closing a pipeline between a master cylinder, a wheel cylinder, and a pump mechanism, the device body includes a first device body having the pump mechanism and the opening / closing mechanism. It is characterized in that it is divided into a second device body provided with a mechanism, and the first and second device bodies are connected via a damper.

[0007]

[Action]

 The vehicle slip control device of the present invention is provided with a pump mechanism in one of the two main bodies of the device, and by connecting the two main bodies via a damper, transmission of vibration during operation of the pump mechanism. To suppress the generation of abnormal noise due to the vibration.

[0008]

【Example】

 An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 1, 10 is a first unit (first device main body) that constitutes a pump mechanism described later, 20 is a second unit (second device body) that constitutes an opening / closing mechanism described later, Reference numeral 30 is a relay box, and a slip control device is configured by a combination of these. The first unit 10 is a combined body of the pump housing 11 and the motor 12, and the relay box 30 is attached to the upper portion of the motor 12. The first and second units 10 and 20 are integrally connected via three first, second and third cylindrical dampers 41A, 41B and 41C made of rubber or the like. That is, the first damper 41A is vertically interposed between the upper right portion of the pump housing 11 in FIG. 1 and the portion 21A of the substrate 21 attached to the second unit 20, and inside the hollow portion thereof. Further, a coupling bolt 42A that passes through the latter side and is screwed to the former side is passed through. In addition, the second and third dampers 41B and 41C are arranged horizontally between the second unit 20 and the left and right portions 13A and 13B of FIG. 4 of the mounting plate 13 mounted on the pump housing 11, respectively. The connecting bolts 42B and 42C that pass through the former side and are screwed to the latter side are passed through the hollow portions thereof. Also, the portions 21B, 21C and 21D of the substrate 21 of the second unit 20 are provided with first, second and third mount insulators 47, 48 and 49 for mounting the unit 20 at a fixed position on the vehicle body. Installed. In the case of this example, these mount insulators 47, 48 and 49 have a structure in which dampers 47B, 48B and 49B such as rubber are fitted to bolts 47A, 48A and 49A which are planted in the substrate 21. ..

As shown in FIG. 4, the pump housing 11 is provided with first and second input ports 10A and 10B and first and second output ports 10C and 10D. Further, as shown in FIG. 3, the second unit 20 is provided with first and second input ports 20A and 20B and first, second and third output ports 20C, 20D and 20E. Further, as shown in FIG. 4, third and fourth input ports 20F and 20G and fourth and fifth output ports 20H and 20I are provided. Then, as shown in FIG. 4, the first and second input ports 10A and 10B on the pump housing 11 side are connected to the fourth and fourth input ports 10A and 10B on the second unit 20 side by flexible reservoir hoses 44A and 44B, respectively. 5 output ports 20H and 20I, and the first and second output ports 10C and 10D on the former side are respectively connected by flexible damper hoses 45A and 45B to the third and fourth output ports on the latter side. Connected to input ports 20F and 20G.

Further, as shown in FIG. 5, the first and second input ports 20A and 20B of the second unit 20 respectively have a first output and a second output of the master cylinder (first pressure source) 51. It is connected to the pipes 51A and 51B. The master cylinder 51 generates a hydraulic pressure according to the depression amount of the brake pedal 52 and outputs it from the output pipes 51A and 51B, and includes a reservoir 51C for storing the brake fluid. The first and second output ports 20C and 20D of the second unit 20 are connected to the wheel cylinders 62FL and 62FR provided on the left front wheel 61FL and the right front wheel 61FR, respectively, and the output port 20E is It is connected to both wheels 62RL and 62RR provided on the left rear wheel 61RL and the right rear wheel 61RR.

Two sets of pump mechanisms (second pressure sources) are incorporated inside the first unit 10. In one set of pump mechanisms, a check valve 81F, a pump 82F, a check valve 83F, and a reservoir 84F are connected in series between the first output port 10C and the first input port 10A. The check valves 81F and 83F respectively allow only the flow from the input port 10A side to the output port 10C side. Similarly, the other set of pump mechanisms is configured between the second output port 10D and the second input port 10B. Therefore, similar parts in the pump mechanism are denoted by reference numerals with R added thereto, and description thereof is omitted.

On the other hand, a total of three sets of opening / closing mechanisms are incorporated inside the second unit 20, two sets of which respectively correspond to the wheel cylinders 62FL and 62FR, respectively. One set corresponds to both the wheel cylinders 62RL and 62RR.

First, the opening / closing mechanism corresponding to the wheel cylinder 62FL of the left front wheel 61FL includes a normally open electromagnetic inflow valve 71FL between the first input port 20A and the output port 20C and an input port from the output port 20C side. A check valve 72FL that allows only the flow to the 20A side is connected in parallel, and a normally open electromagnetic outflow valve 73FL is provided between the first output port 20C and the fourth output port 20H. It is connected. Further, the first and third input ports 20A and 20F are in communication with each other. Similarly, an opening / closing mechanism corresponding to the wheel cylinder 62FR is formed between the first input port 20A, the second output port 20D, and the fourth output port 20H, and the second input port 20B. An opening / closing mechanism corresponding to both the wheel cylinders 62RL and 62RR is formed between the third output port 20E and the fourth input port 20G. Also, the second and fourth input ports 20B and 20G are in communication with each other. Therefore, similar parts in these opening / closing mechanisms are denoted by reference numerals with FR and R, and the description thereof will be omitted.

Further, the relay box 30 incorporates control relays for two sets of pump mechanisms in the first unit 10 and three sets of opening / closing mechanisms in the second unit 20, and a controller (not shown). To operate these mechanisms under the control of.

Next, the operation will be described.

(1) Normal Brake Operation During normal brake operation in which slip control during braking and slip control during acceleration are not performed, the electromagnetic inflow valves 71 (71FL, 71FR and 71FL and 71FR in the second unit 20 and And 71R) are opened, and the electromagnetic outflow valve 73 (73FL, 73FR and 73R) is closed.

Therefore, the hydraulic pressure output from the first output pipe 51A of the master cylinder 51 by depressing the brake pedal 52 is introduced into the wheel cylinders 62FL and 62FR on the front wheel side via the electromagnetic inflow valves 71FL and 71FR. Will be done. On the other hand, the hydraulic pressure output from the second output pipe 51B of the master cylinder 51 is introduced into the wheel cylinders 62RL and 62RR on the rear wheel side via the electromagnetic inflow valve 71R.

(2) Slip Control During Braking This slip control during braking (antilock brake control) is performed independently for the front wheels 61FL and 61FR, and for the rear wheels 61RL and 61RR collectively. Done.

Therefore, the slip control for the left front wheel 61FL will be described as a representative.

The controller that senses the slippage of the left front wheel 61FL during braking controls the opening / closing mechanism in the second unit 20 as necessary to hold, reduce or increase the hydraulic pressure in the wheel cylinder 62FL.

That is, first, in order to maintain the hydraulic pressure in the wheel cylinder 62FL, the electromagnetic inflow valve 71FL is closed and the electromagnetic outflow valve 73FL is kept closed. Next, when reducing the pressure, the electromagnetic inflow valve 71FL is closed and the electromagnetic outflow valve 73FL is opened to release the hydraulic pressure in the wheel cylinder 62FL into the reservoir 84F. The brake fluid in the reservoir 84F is returned to the master cylinder 51 by the pump 82F. Next, when increasing the pressure, the hydraulic pressure from the master cylinder 51 is again guided into the wheel cylinder 62FL via the electromagnetic inflow valve 71FL. Therefore, in the case of this pressure increase, the electromagnetic inflow valve 71FL is opened and the electromagnetic outflow valve 73FL is closed.

The slip control for the other wheels 61FR, 61RL, and 61RR is similar. However, the slip control is performed simultaneously on the rear wheels 61RL and 61RR, and when the wheel cylinders 62RL and 62RR are depressurized, their hydraulic pressures are released into the reservoir 84R, and the brake fluid in the reservoir 84R is pumped by the pump 82R. It will be returned to the master cylinder 51.

By the way, the pumps 82F and 82R are driven by the respective independent motors 12 (see FIG. 1), and when the pumps 82F and 82R are operating, that is, when the pump mechanism is operating, the first unit is inevitably included. The whole 10 will vibrate. However, the first unit 10 itself is supported by the second unit 20 via the dampers 41A, 41B and 41C, and the first and second units 10 and 20 are flexible with respect to each other. Since the hoses 44A, 44B, 45A and 45B are connected to each other, the vibration of the first unit 10 is not transmitted to the second unit 20 and the pipe connected to the unit 20. As a result, problems such as generation of abnormal noise due to vibration of the pump mechanism can be avoided.

The method of connecting the first and second units 10 and 20 is arbitrary, and the point is that a damper should be interposed at the connecting portion.

[0026]

[Effect of the device]

 As described above, the vehicle slip control device of the present invention has the pump mechanism in one of the two device main bodies, and the two device main bodies are connected via the damper. It is possible to suppress the transmission of vibration during the operation of the mechanism and avoid the generation of abnormal noise due to the vibration.

[Brief description of drawings]

FIG. 1 is a side view showing an embodiment of the present invention.

FIG. 2 is a view on arrow II of FIG.

FIG. 3 is a view on arrow III in FIG. 1.

FIG. 4 is a view on arrow IV in FIG.

5 is a hydraulic circuit diagram for explaining the internal structure of the first and second units shown in FIG. 1. FIG.

[Explanation of symbols]

10 1st unit (1st apparatus main body) 11 Pump housing 12 Motor 20 2nd unit (2nd apparatus main body) 41A, 41B, 41C Damper 51 Master cylinder (1st pressure source) 61FL, 61FR, 61RL , 61RR wheels 62FL, 62FR, 62RL, 62RR wheel cylinders 82F, 82R pumps

Claims (1)

[Scope of utility model registration request] 1. A device main body connected between a master cylinder as a first pressure source and a wheel cylinder provided on a wheel, a pump mechanism as a second pressure source, the master cylinder, the wheel cylinder, and A slip control device for a vehicle, comprising: an opening / closing mechanism for opening / closing a pipeline between the pump mechanisms, wherein the device body includes a first device body having the pump mechanism and a second device body having the opening / closing mechanism. A vehicle slip control device, characterized in that it is divided into a device body, and the first and second device bodies are coupled via a damper.