JPH10329700A - Brake hydraulic controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the number of part items by performing the fastening between a motor and a body and the electric connection between the motor and a motor input and output member within a case by use of a common member. SOLUTION: A motor M is arranged on one side of a body 61, a case 62 for housing a solenoid S of a solenoid valve is arranged on the other side thereof, and motor input and output members 66, 67 electrically connected to an electronic circuit board 10 are arranged within the case. The motor M and the body 61 are fastened together by conductive fastening members 68, 69, and the motor M is electrically connected to the motor input and output members 66, 67 by the fastening members 68, 69.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake fluid pressure control device.

[0002]

2. Description of the Related Art Conventionally, Japanese Patent Application Laid-Open No.
The thing shown in 1709 gazettes is known. This is an electromagnetic control valve that is connected to the master cylinder and the wheel cylinder and controls the brake fluid pressure of the wheel cylinder, an auxiliary reservoir for discharging the brake fluid of the wheel cylinder, and sucks the brake fluid accumulated in the auxiliary reservoir. A hydraulic pump that discharges to the master cylinder side and a motor that drives the hydraulic pump are provided.

The hydraulic pump is disposed in a rectangular parallelepiped body, and a motor is fastened to one side surface of the body by bolts. A case is fixed to the other side of the body (the surface opposite to the motor), and a solenoid for the electromagnetic control valve and a motor input electrically connected to a drive circuit for driving the solenoid and the motor are provided in the case. And an output member. The motor located on one side of the body is electrically connected to a motor input / output member located on the other side of the body by a conductive pin penetrating the body. Note that the drive circuit is disposed outside the case.

In this case, since the solenoid of the electromagnetic control valve and the input / output member for the motor are arranged in the case, the power can be supplied from the common connector, and the electrical connection to the drive circuit outside the case is easy. Becomes

[0005]

However, in this case, the motor and the body are fastened by bolts, and the motor facing the one side of the body and the motor input / output member facing the other side of the body are electrically conductive. Since the pins are electrically connected, both the bolts and the conductive pins become indispensable, and the number of parts increases accordingly.

An object of the present invention is to reduce the number of parts by connecting a motor and a body with a common member and electrically connecting a motor and a motor input / output member in a case. .

[0007]

SUMMARY OF THE INVENTION In order to solve the above technical problems, a brake fluid pressure control device according to the present invention comprises:
A motor located on one side of the body is electrically connected to a motor input / output member located on the other side of the body by a conductive fastening member for fastening the motor and the body. According to this configuration, the fastening between the motor and the body and the electrical connection between the motor and the input / output member for the motor are performed by the common member, so that the number of parts can be reduced, which is advantageous in cost.

In the first aspect, as described in the second aspect, it is preferable that the case and the body are also fastened by the fastening member. According to this configuration, the number of components can be further reduced.

In the first aspect, it is preferable that a drive circuit is disposed in the case as described in the third aspect. According to this configuration, the size of the device can be reduced as compared with a case where the drive circuit is arranged outside the case.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a brake fluid pressure control device according to the present application will be described below with reference to the accompanying drawings.

FIG. 1 shows an example in which the brake fluid pressure control device of the present embodiment is applied to an FF-driven automobile (X pipe configuration is shown).
It is. In FIG. 1, reference numeral 3 denotes a brake pedal, and reference numeral 2 denotes a tandem-type master cylinder (hereinafter simply referred to as a master cylinder) that generates and outputs a hydraulic pressure corresponding to the operation force of the brake pedal. One pressure chamber (not shown) of the master cylinder 2 is connected to a right front wheel cylinder 51 via a normally-open solenoid valve 31 and a left rear wheel via a normally-open solenoid valve 34. It is connected to a cylinder 54. The front right wheel cylinder 51 is mounted on the front right wheel FR and applies a braking force thereto, and the rear left wheel cylinder 54 is mounted on the rear left wheel RL and applies a braking force thereto. The open / close solenoid valves 31 and 33 each include a check valve C for return.
1 and C2 are connected in parallel.

The wheel cylinders 51 and 54 are connected to the auxiliary reservoir 23 through normally-closed open / close solenoid valves 32 and 34, respectively. The auxiliary reservoir 23 stores the brake fluid when the brake fluid pressure of the wheel cylinders 51 and 54 decreases, and is provided separately from the master cylinder reservoir 25 that stores the brake fluid to be supplied to the master cylinder 2.

The auxiliary reservoir 23 is connected to the master cylinder 2 via a hydraulic pump P1. This hydraulic pump P1 pumps up the brake fluid in the auxiliary reservoir 23 and returns it to the master cylinder side.

The other pressure chamber (not shown) of the master cylinder 2 is connected to the front left wheel cylinder 52 through a normally-open solenoid valve 35 and through a normally-open solenoid valve 37. It is connected to the right rear wheel cylinder 53. The front left wheel cylinder 52 is mounted on the front left wheel FL and applies a braking force to the front left wheel cylinder 53.
Is mounted on the right rear wheel RR and applies a braking force thereto.
The open / close solenoid valves 35 and 37 have return check valves C4 and C4, respectively.
C5 is connected in parallel.

The wheel cylinders 52 and 53 are connected to the auxiliary reservoir 24 via normally-closed open / close solenoid valves 36 and 38, respectively. The auxiliary reservoir 24 stores brake fluid when the brake fluid pressure of the wheel cylinders 52 and 53 decreases, and is provided separately from the master cylinder reservoir 25.

The auxiliary reservoir 24 is connected to the master cylinder 2 via a hydraulic pump P2. Hydraulic pump P
2 pumps out the brake fluid in the auxiliary reservoir 24 and returns it to the master cylinder side. The hydraulic pumps P1 and P2 are well-known plunger type pumps, are driven by a common motor M, and are out of phase by 180 degrees.

The solenoid valves 31 to 38 correspond to the solenoid control valve of the present invention.

The solenoid valves 31 to 38 are provided in the electronic control unit 1
0 to electrically control energization and non-energization of each solenoid coil. When the solenoid coils of the solenoid valves 31 to 38 are not energized, the wheel cylinders 51 to 54
Is supplied from the master cylinder 2 to the wheel cylinders 51 to 54, and the wheel cylinders 51 to 54 increase in pressure. When the power is supplied, the wheel cylinders 51 to 54 are connected to the auxiliary reservoirs 23 and 24.
And reduce the pressure. Also, the solenoid valves 31, 33, 35, 37
When the solenoid coils of the other solenoid valves are energized and the solenoid coils of the other solenoid valves are de-energized, the wheel cylinders 51 to 5
4 is maintained. Therefore, by adjusting the time interval between energization and non-energization, so-called pulse pressure increase or pulse pressure reduction can be performed, and control can be performed so as to increase or decrease pressure gradually. The motor M is also electrically connected to the electronic control unit 10 and is always energized during the anti-skid control.

The wheels FR, FL, RR, RL are provided with wheel speed sensors 41 to 44 for detecting the rotation speed of the wheels, respectively, and are electrically connected to the electronic control unit 10. The electronic control unit 10 performs anti-skid control based on these sensor signals.

Hereinafter, a specific configuration of the hydraulic control device will be described.

The above-mentioned hydraulic pumps P1 and P2, solenoid valve 31
To 38 (not shown) and auxiliary reservoirs 23 and 24
Is disposed in a substantially rectangular parallelepiped aluminum body 61 shown in FIG. The motor M is fixed to one surface (left side in FIG. 2) of the body 61, and a resin case 62 is fixed to the other side (right side in FIG. 2). The motor M has an output shaft M1 having an eccentric portion M2, which is arranged in the body 61. Hydraulic pump P
1 and P2 are opposed to each other across the eccentric portion M2, and are driven linearly by the rotation of the eccentric portion M2.

A partition 621 is formed integrally with the case 62, and the partition 621 forms a solenoid accommodating chamber 63 with the body 61. In addition, the partition 621 is
A circuit board housing chamber 65 is formed between the case 62 and a cover 64 adhered to the case 62. Solenoids S of the solenoid valves 31 to 38 are housed in the solenoid housing chamber 63, and an electronic circuit board (hereinafter referred to as 10) constituting the electronic control unit 10 is housed in the circuit board housing chamber 65. . Input terminal S1 and output terminal S2 of each solenoid (coil) S
Have penetrated the partition part 621, and the front-end | tip part is electrically connected to the electronic circuit board 10, although not shown.

The motor M has an input terminal M3 and an output terminal M
And female threads M31 and M41 are formed on the input / output terminals M3 and M4, respectively. In the partition 621,
The motor input member 66 and the motor output member 67 are insert-molded. Motor input / output members 66, 67
Is electrically connected to the electronic circuit board 10 (not shown). The other end of the motor input member 66 is connected to an input terminal M3 of the motor M via a conductive positive bolt 68.
Is electrically connected to The other end of the motor output member 67 is electrically connected to an output terminal M4 of the motor M via a conductive negative electrode bolt 69. These bolts 68 and 69 fasten the body 61 and the motor M, and also fasten the body 61 and the case 62. That is, the bolts 68 and 69 penetrate the body 61 in the left-right direction in the figure (the motor axis direction), and have male screws 681 and screwed with female screws M31 and M41 at one end thereof.
691 are formed respectively, and a flange portion 682,
692 are formed respectively. That is, in a state where the motor M, the body 61 and the case 62 are in contact with each other as shown in FIG.
By tightening the bolts 68 and 69 until the flange portions 682 and 692 are pressed against the partition 621, the motor M, the body 61 and the case 62 are firmly fastened by screwing between the flange portion and the male and female screws.

A cylindrical insulating member 70 is provided between the positive bolt 68 and the body 61, thereby preventing a short circuit between the positive bolt 68 and the grounded body 61. Since the negative electrode bolt 68 is grounded similarly to the body 61, no insulating member is required between the two.

In this embodiment, an example in which the electronic control unit (electronic circuit board) 10 is disposed in the case 62 has been described. However, the electronic control unit 10 may be disposed outside the case 62. And a common connector may be integrally formed, and electrically connected to an external electronic control device via the connector.

Further, the brake fluid pressure control device using a fluid pressure pump for pumping the brake fluid in the reservoir has been described. However, for example, a fluid pressure pump which directly sucks the brake fluid of the wheel cylinder may be employed.

[0027]

According to the present invention, the motor located on one side of the body is electrically connected to the motor input / output member located on the other side of the body by the conductive fastening member for fastening the motor and the body. Therefore, the number of parts can be reduced, which is advantageous in cost.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a brake fluid pressure control device according to an embodiment of the present invention.

FIG. 2 is a sectional view showing a specific configuration of a main part of the brake fluid pressure control device of FIG.

[Explanation of symbols]

 Reference Signs List 3 brake pedal 2 master cylinder 51-54 wheel cylinder 31-38 opening / closing solenoid valve (electromagnetic control valve) 10 electronic circuit board (control circuit) P1, P2 hydraulic pump M motor S solenoid 66 motor input member 67 motor output member 68 Positive electrode bolt (fastening member) 69 Negative electrode bolt (fastening member)

Claims (3)

[Claims] 1. A brake fluid pressure control device disposed between a wheel cylinder mounted on wheels of a vehicle and applying a braking force thereto and a master cylinder generating fluid pressure in response to operation of a brake pedal. An electromagnetic control valve connected to the master cylinder and the wheel cylinder to control a brake fluid pressure of the wheel cylinder; a hydraulic pump for returning the brake fluid on the wheel cylinder side to the master cylinder side; A body that houses a pump, a motor that faces one side of the body and drives the hydraulic pump, a case that houses a solenoid of the electromagnetic control valve and faces the other side of the body, the motor and the electromagnetic motor. A drive circuit for driving a solenoid of a control valve; and a motor input / output disposed in the case and electrically connected to the drive circuit. A brake fluid pressure control device comprising: a material; and a conductive fastening member for fastening between the motor and the body, wherein the motor is electrically connected to the motor input / output member by the fastening member. A brake fluid pressure control device. 2. The brake fluid pressure control device according to claim 1, wherein the case and the body are fastened by the fastening member. 3. The brake fluid pressure control device according to claim 1, wherein the drive circuit is disposed in the case.