JPH1199936A - Supporting structure of brake hydraulic pressure controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the supporting structure of a brake hydraulic pressure controller, which is able to reduce the cost of production, offering no problem from the viewpoint of durability, without generating any vibration from this controller. SOLUTION: Since a hydraulic circuit 40 refluxes a brake liquid without using a pump, there is no vibration produced in this hydraulic circuit 40. Accordingly, even if this circuit 40 is firmly attached to a car body 38 with a bracket 39 through no vibration-proof material, any vibration will in no case be transmitted to the body 38 at all. Further, if the body 38 is vibrated by its traveling, vibration frequency is fully different from resonant frequency in the hydraulic circuit 40 being supported by the bracket 39, and thus it is not resonated. Therefore, in the supporting of this circuit 40, manufacturing cost is reducible by omitting the use of vibration proof materials, and further there is no vibration generated from the hydraulic circuit 40 itself, so that the riding quality of each individual occupant is not harmed at all. Moreover, as there is no resonance by means of car traveling, any problem on the durability of this circuit 40 is not at issue.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a support structure for a brake fluid pressure control device.

[0002]

2. Description of the Related Art Conventionally, in a brake fluid pressure control device used for an ABS control or a traction control of an automobile, when the brake fluid pressure is reduced, brake fluid discharged from a wheel cylinder side is temporarily stored in a reservoir. And a process in which the stored brake fluid is returned to the master cylinder side by a pump.

[0003] When the brake fluid is recirculated by such a pump, a vibration is generated in the brake fluid pressure control device by driving the pump itself. This vibration is transmitted to the vehicle body via a bracket supporting the brake fluid pressure control device, causing the body to vibrate, and the ride comfort may deteriorate. Further, vibration also occurs in the brake fluid pressure by the pump, and vibration also occurs in the brake pedal via the master cylinder, and unpleasant vibration is transmitted from the brake pedal to the driver's foot.

[0004] In order to eliminate such vibrations, there has been known a structure in which a vibration-proof material such as rubber is disposed between a bracket and a brake fluid pressure control device to absorb the vibrations (see Japanese Utility Model Application Laid-Open No. H06-26103). 58250).

[0005]

However, when the vibration isolators are arranged in this manner, the number of parts increases and the manufacturing cost increases. In addition, since the brake fluid pressure control device is mounted via the vibration damping material, the resonance frequency of the brake fluid pressure control device with respect to the body of the vehicle easily matches the vibration frequency of the running vehicle, and conversely, the vibration caused by the resonance. This may cause a problem in the durability of the brake fluid pressure control device, particularly in the durability of the brake tube and the bracket supporting the brake fluid pressure control device.

According to the present invention, there is provided a brake fluid pressure control apparatus which does not generate vibration from the brake fluid pressure control apparatus itself, and which has no danger of causing a problem in terms of durability by reducing the manufacturing cost by omitting a vibration isolator. It is intended to provide a support structure for the device.

[0007]

Means for Solving the Problems and Effects of the Invention The brake fluid stored in the reservoir is recirculated as the brake fluid pressure decreases without using a pump. Therefore, the vibration of the brake fluid pressure control device itself and the vibration of the brake fluid caused by the pump driving do not occur.

Further, since the brake fluid pressure control device is fixed to the support without using a vibration isolating material, even if the support vibrates as the vehicle travels, the vibration frequency in this case is not sufficiently equal to the resonance frequency. It does not resonate because it is different. Therefore,
Advantageous Effects of Invention The brake fluid pressure control device of the present invention can reduce manufacturing costs by omitting vibration damping materials in installation, and does not generate vibration from the brake fluid pressure control device itself, which impairs ride comfort of occupants. Never. Further, since the vehicle does not resonate and vibrate due to running of the vehicle, there is no possibility that a problem on durability of the brake tube or the like of the brake fluid pressure control device occurs.

For example, a brake fluid pressure control apparatus includes an actuator, a reservoir, a part of the actuator and a housing in which the reservoir is provided, and a part of the actuator housed in an internal case chamber, and the case chamber is opened to the outside air. And a case that is provided with a communication port that is fixed to the housing.
The housing can be fixed to the support without using a vibration isolator.

For example, the reservoir has a piston and a reservoir chamber partitioned by the piston, one of the reservoir chambers is a brake fluid storage chamber, the other is an air chamber, and the piston is A configuration may be employed in which the urging member is urged toward the brake fluid storage chamber. With this biasing member, the pressure of the brake fluid stored in the brake fluid storage chamber can be maintained at a high level. Therefore, when the brake fluid pressure on the master cylinder side becomes lower than the pressure, the stored brake fluid can be maintained. The liquid can be recirculated to the master cylinder side.

The support may be a bracket attached to the body of the vehicle, or may be directly fixed to the body of the vehicle because no vibration isolator is used. By directly fixing the bracket to the vehicle body in this way, the bracket can be omitted, so that the number of parts can be further reduced and the manufacturing cost can be reduced.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION

[First Embodiment] FIG. 1 is a schematic configuration diagram showing a configuration of a brake hydraulic system of an automobile as a first embodiment to which the present invention is applied.

As shown in FIG. 1, each of the wheels (front left wheel FL, front right wheel FR, rear left wheel RL, rear right wheel RR) of the vehicle is provided with a hydraulic type for applying a braking force to each of the wheels FL to RR. Brake devices 2FL, 2FR, 2RL, 2RR (hereinafter referred to as wheel cylinders or W / C) and wheels F
Wheel speed sensor 4 for detecting rotation speeds of L to RR
FL, 4FR, 4RL, and 4RR are provided, respectively.

On the other hand, the torque output from the engine 6 (here, an internal combustion engine) via the transmission 8 and the drive shaft 11 is distributed by the differential gear 10 to each of the left and right rear wheels RL, RR. It has become. A not-shown vehicle body is provided with a G sensor 14 having both functions of a longitudinal acceleration sensor in the front-rear direction and a lateral acceleration sensor in the left-right direction, and is turned on when the brake pedal 32 is operated. 36
Are also provided, and detection signals from the G sensor 14 and the stop switch 36, and the wheel speed sensors 4F
Detection signals and the like from L to 4RR are input to an electronic control unit 20 (hereinafter, referred to as ECU).

The ECU 20 then discharges the brake fluid by depressing the brake pedal 32 based on these detection signals (hereinafter referred to as M / C).
From the wheel cylinders 2FL to 2R of the wheels FL to RR
Anti-skid control that suppresses a slip generated on wheels FL to RR during vehicle braking by controlling various actuators in a hydraulic circuit 40 (corresponding to a brake fluid pressure control device) provided in a hydraulic path to R. (Hereinafter A
This is called BS control. ) And running traction control.

The ECU 20 has a CPU, ROM, RA
It is mainly configured by a microcomputer including M and the like. Each processing executed by the ECU 20 for braking force control such as ABS control and traction control is as follows.
The program is stored in the ROM and executed as needed.

FIG. 2 shows a state in which the hydraulic circuit 40 is fixed to the vehicle body 38. The hydraulic circuit 40 includes the housing 4
Three bolts 39 with respect to the bracket 39 at the portion 0a
a, 39b, 39c. Bracket 3
9, bolts 3 are inserted into the screw holes of the housing 40a from below through the through holes provided in the base 39d.
9c, and a bolt 39b is screwed from a horizontal direction into a screw hole of the housing 40a through a through hole provided in a support arm 39e projecting upward from a part of the base 39d. The bolt 39a is screwed into a screw hole of the housing 40a from a horizontal direction and a direction orthogonal to the screwing direction of the bolt 39b through a through hole provided in a support arm portion 39f projecting upward from another part. doing. Thus, the bracket 39 supports and fixes the housing 40a at three points.

Further, bolts 39i and 39j are connected to the vehicle body 3 through through holes provided in two legs 39g and 39h provided on the base 39d of the bracket 39.
The bracket 39 is fixed to the vehicle body 38 by screwing into the screw hole 8. Here, between the bracket 39 and the housing 40a and between the bracket 39 and the vehicle body 38, a vibration isolator as conventionally used is not used. This allows the hydraulic circuit 40
Are firmly fixed to the automobile body 38.

Next, the hydraulic circuit 40 will be described with reference to FIG. In FIG. 3, four wheels FL, FR, RL,
The hydraulic circuit 40 for one of the RRs will be described. The same applies to the other three wheels. Hydraulic circuit 4
The configuration of No. 0 is disposed in the housing 40a.

When the braking force control such as the ABS control or the traction control is not performed, the brake fluid pressure generated in the master cylinder 34 is applied to the brake tube 40d (FIG. 2), the pressure increasing brake fluid path 42, and the open state. Is supplied to the wheel cylinders 2FL to 2RR via an open / close valve portion 46b of an electromagnetic pressure increase control valve 46 and a brake tube 40e (FIG. 2). It should be noted that another pressure-intensifying brake fluid path 44 is branched in the middle of the pressure-intensifying brake fluid path 42, and another electromagnetic pressure-increasing control is also applied to the wheel cylinders 2FL to 2RR of another wheel of the same system. Valve 4
The brake fluid pressure is supplied via 6.

The pressure-increasing control valve 46 branches off from the pressure-increasing brake fluid path 42 to
7 are provided. This pressure reducing brake fluid path 47
Is passing through the pressure increasing control valve 46,
The brake fluid can pass regardless of the opening and closing of the brake.

The pressure reducing brake fluid path 47 reaches a reservoir 50 via an open / close valve portion 48b of a pressure reducing control valve 48. In a state where the braking force control such as the ABS control or the traction control is not performed, the pressure reduction control valve 48 is in the closed state, so that the increase in the brake fluid pressure generated in the master cylinder 34 is not prevented.

A brake fluid path 49 utilizing a part of the pressure reducing brake fluid path 47 and a part of the brake fluid return path 54 is provided in parallel with the pressure increase control valve 46, and a check valve 52 is provided in the middle. The brake fluid is provided to allow the brake fluid to return from the wheel cylinders 2FL to 2RR to the M / C 34 side even when the pressure increase control valve 46 is closed, for example, when the brake pedal 32 is depressed again.

From the reservoir 50, a brake fluid return path 54 extends to the pressure-intensifying brake fluid path 42, so that the brake fluid accumulated in the reservoir 50 can be circulated to the master cylinder 34 side if necessary. . A check valve 56 is provided in the middle of the brake fluid return path 54 to prevent the brake fluid from flowing back from the master cylinder 34 to the reservoir 50.

The reservoir 50 is formed by dividing a reservoir chamber 50a formed in the housing 40a into a brake fluid storage chamber 50c and an air chamber 50d by a piston 50b. The pressure reducing system brake fluid path 47 and the brake fluid return path 54 are connected to a brake fluid storage chamber 50c in the reservoir chamber 50a.

Further, it is divided by the piston 50b,
An air chamber 50d provided on the opposite side of the brake fluid storage chamber 50c is hermetically sealed from the outside air by a cover 50e. A compressed cover spring 50f is arranged between the cover 50e and the piston 50b,
The piston 50 moves in the direction in which the brake fluid storage chamber 50c contracts.
b is energized.

If the brake fluid pressure generated by the master cylinder 34 decreases and becomes lower than the brake fluid pressure generated in the brake fluid storage chamber 50c by the urging force of the cover spring 50f, the pressure difference is determined according to the pressure difference. The brake fluid in the brake fluid storage chamber 50c is returned to the brake fluid return path 54 side (also referred to as the master cylinder 34 side) via the check valve 56. Therefore, the brake fluid discharged from the pressure reducing control valve 48 during the ABS control can be circulated without using the pump provided in the brake fluid return path 54 as in the related art.

The housing 40a has a reservoir 5
A communication path 60 extending from the zero air chamber 50d to the case chamber 58 formed as a space in the case 40b is provided. Therefore, the air in the air chamber 50d is discharged into the case chamber 58, and the air in the case chamber 58 is discharged into the air chamber 5d.
0d can be introduced.

The pressure increasing control valve 46 is provided in the air chamber 50d.
(Corresponding to the electromagnetic mechanism of the actuator) and the electromagnetic solenoid 48a of the pressure reduction control valve 48 (corresponding to the electromagnetic mechanism of the actuator). In addition, the case 40b is provided with a communication port 62 so that the air in the case chamber 58 can be discharged to the outside air or the outside air can be introduced into the case chamber 58. For this reason, even if the rod portion 46c of the pressure increasing control valve 46 or the rod portion 48c of the pressure reducing control valve 48 enters the housing 40a at the time of opening and closing the valve or retreats from the housing 40a, the movement is not hindered. It does not cause it.

The air chamber 50d communicates with the outside air through the communication passage 60, the case chamber 58, and the communication port 62. Therefore, the back pressure applied from the air chamber 50d to the piston 50b is always in the atmospheric pressure state and does not hinder the movement of the piston 50b, so that the suction and discharge of the brake fluid into the brake fluid storage chamber 50c is smooth. Done in

Since the communication port 62 is formed with a water-impermeable and gas-permeable membrane 64, air can freely enter and leave the case chamber 58 through the communication port 62, but water can communicate therewith. It is prevented from entering the case chamber 58 through the opening 62.
The communication port 62 is surrounded by a wall 66 provided on the side opposite to the housing 40a with respect to the communication port 62 and a part 40c of the housing 40a. For this reason, the water is more difficult to reach the communication port 62.

As described above, the hydraulic circuit 40 recirculates the brake fluid from the reservoir 50 to the master cylinder 34 without using a pump, so that the hydraulic circuit 40 does not generate vibrations due to driving of the pump. Therefore, as shown in FIG. 2, even if the hydraulic circuit 40 is firmly attached to the vehicle body 38 without any intervening vibration isolator, vibration is not transmitted from the hydraulic circuit 40 to the vehicle body 38.
Furthermore, even if the vehicle body 38 vibrates as it travels, the vibration frequency is sufficiently different from the resonance frequency of the hydraulic circuit 40 supported by the bracket 39 because there is no vibration damping material, and the vehicle body 38 does not resonate. .

Therefore, the present hydraulic circuit 40 can reduce the number of parts by omitting the vibration isolating material in the installation, reduce the manufacturing cost, and generate no vibration from the hydraulic circuit 40 itself. It does not impair the occupants' comfort. Also, since the vehicle does not resonate and vibrate due to running, the brake tube 40 of the hydraulic circuit 40
There is no danger in terms of d, 40e or the durability of the bracket 39.

[Second Embodiment] A hydraulic circuit 14 shown in FIG.
0 itself has the same internal configuration as the hydraulic circuit 40 of the first embodiment, and the external configuration also includes the housing 140a and the case 14
0b.

The difference from the hydraulic circuit 40 of the first embodiment is the structure of attachment to the vehicle body 138. That is, the hydraulic circuit 140 of the present embodiment is
Metal fitting 1 welded to 38 and bent in a substantially L-shape
44, 146, 148 (the bracket 148 is the housing 140
It is on the opposite side of the fitting 146 with respect to a. ) Are directly fixed to the automobile body 138 at the housing 140a by bolts 150, 152, and 154 (the bolts 154 are located on the opposite side of the bolts 152 across the housing 140a and the metal fittings 146 and 148). ing.

This produces the same effect as the hydraulic circuit 40 of the first embodiment, and furthermore, the bracket 39
Since a complicated support such as that described above is not required, the hydraulic circuit 40 can be fixed more firmly, which further contributes to cost reduction. [Others] The hydraulic circuit 40 of the first embodiment is fixed to the vehicle body 38 via the bracket 39, and the hydraulic circuit 140 of the second embodiment is fixed to the vehicle body 138 via the fittings 144, 146, 148. Was directly,
The hydraulic circuits 40, 140 may be fixed to the vehicle bodies 38, 138 by bolts or welding.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a configuration of a brake hydraulic system of an automobile as a first embodiment to which the present invention is applied.

FIG. 2 is an explanatory view of a fixing structure of the hydraulic circuit according to the first embodiment to an automobile body.

FIG. 3 is a hydraulic circuit diagram of the first embodiment.

FIG. 4 is an explanatory view of a structure for fixing a hydraulic circuit according to a second embodiment to an automobile body.

[Explanation of symbols]

2FL, 2FR, 2RL, 2RR: Hydraulic brake device (wheel cylinder: W / C) 4FL, 4FR, 4RL, 4RR: Wheel speed sensor 6: Engine 8: Transmission 10: Differential gear 11: Drive shaft 14: G Sensor 20: Electronic control unit (ECU) 32: Brake pedal 34: Master cylinder (M /
C) 36 ... Stop switch 38 ... Car body 3
9 Bracket 39a, 39b, 39c Bolt 39d Base 39e, 39f Support arm 39g, 39h Leg 39i, 39j Bolt 40 Hydraulic circuit 40a
... Housing 40b ... Cases 40d, 40e ... Brake tube 50 ... Reservoir 50a ... Reservoir chamber 50b ... Piston 50c ... Brake fluid storage chamber 5
0d: air chamber 50e: cover 50f: cover spring 52
... check valve 54 ... brake fluid return path 56 ... check valve 138 ... automobile body 140 ... hydraulic circuit 140a ...
Housing 140b ... Case 144, 146, 148 ... Hardware 150, 152, 154 ... Bolt

Claims (5)

[Claims] 1. A brake transmitted to a wheel braking force generating means for adjusting a brake fluid pressure from a brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation by a vehicle occupant and generating a braking force on a wheel. A support structure for a hydraulic pressure control device, comprising: an actuator for adjusting a brake fluid pressure; and a brake fluid discharged along with the adjustment of the brake fluid pressure by the actuator. And a reservoir that recirculates with a decrease in the brake fluid pressure without using a pump, and a brake fluid pressure control device that is equipped with a brake fluid pressure control device that is fixed to a support without using a vibration isolator. The support structure of the device. 2. The brake fluid pressure control device according to claim 1, wherein the actuator, the reservoir, a part of the actuator and a housing provided with the reservoir, and a part of the actuator are housed in an internal case chamber. ,
A communication port for communicating the case chamber with the outside air; and a case fixed to the housing, wherein the housing is fixed to the support without using a vibration isolator. A support structure for the brake fluid pressure control device described in the above. 3. The reservoir has a piston and a reservoir chamber partitioned by the piston, one of the reservoir chambers is a brake fluid storage chamber, and the other is an air chamber. 3. The brake fluid pressure control device according to claim 1, wherein the piston is biased toward the brake fluid storage chamber by a biasing member. 4. A support structure for a brake fluid pressure control device according to claim 1, wherein said support is a bracket attached to a vehicle body. 5. A support structure for a brake fluid pressure control device according to claim 1, wherein said support is a body of a vehicle.