KR100380460B1 - Anti-lock brake system of vehicle - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-lock brake device for automobiles, wherein the brake booster 10 is configured to double the stepping force of the brake pedal 11, the tone wheel 20 provided in the hub bearing of the wheel, and the tone wheel 20. Speed sensor 30 for detecting the rotational state of the wheel using the rotation of the motor, ECU 40 configured to determine whether the vehicle is in the slip state or the accelerated state by calculating the difference in the number of revolutions of the wheels during braking, The cylinder member 51 is provided with an inlet portion 51a connected to the 10 and both ends of the cylinder member 51, and each tip is installed to be connected to the brake lining 71 provided at the wheel. The wheel cylinder 50, which is composed of a pair of braking pistons 52, presses the brake lining 71 toward the brake drum 72 to generate braking force during normal braking, and the tip penetrates the cylinder member 51. Brake piston (52) The brake piston driving means 80 is installed so as to be positioned therein and is driven by a control signal of the ECU 40 to remove the sticking phenomenon generated in the wheel during braking or rapid braking during high speed driving. While fully performing, the components of the ABS device are reduced, manufacturing cost is reduced, and the operation principle is simplified, as well as vibration and noise are reduced when driving the ABS device, thereby improving durability of the parts.

Description

Anti-lock brake system of car {ANTI-LOCK BRAKE SYSTEM OF VEHICLE}

The present invention relates to an anti-lock brake device for an automobile, and more particularly, to an anti-lock brake device for an automobile in which vibration and noise are reduced while the number of parts is reduced and the operation principle is simplified.

Generally, the anti-lock brake system (hereinafter referred to as ABS) means that when the vehicle is braked, the center of the vehicle moves forward according to the deceleration speed, so that the load on the front wheel increases and the load on the rear wheel decreases. When the wheel stops and causes skids, the frictional force with the road surface decreases and the braking performance decreases and causes instability. Therefore, it refers to a device for maintaining the front and rear, right and left braking force uniformly.

The ABS device is classified into a mechanical ABS and an electronically controlled ABS. The electronically controlled ABS includes a brake booster 10 and a hub bearing which are designed to double the stepping force of the brake pedal 11 as shown in FIG. 1. Tone wheel 20 installed at the outer diameter of the speed, the speed sensor 30 for detecting the rotation state of the wheel by using the rotation of the tone wheel 20, and the braking by calculating the difference in the number of revolutions of each wheel during braking or acceleration An ECU 40 (electronic control unit) configured to determine whether or not a state is present, and a hydraulic device 60 which is operated by a signal from the ECU 40 to control the hydraulic pressure applied to the wheel cylinder 50.

Here, the hydraulic device 60 is connected to the brake booster 10 and the wheel cylinder 50, the wheel is controlled by the ECU 40 when the wheel reaches the limit of the slip is controlled by the wheel cylinder in the brake booster 10 The magnetic valve 61 to cut off the circuit connected to the (50), and the pressure drop to lower the pressure of the wheel cylinder 50 when the wheel passes the slip threshold while being connected to the magnetic valve 61 ( 62 and a hydraulic pump 63 driven by the control of the ECU 40 when the pressure drop 62 is operated to return the brake hydraulic pressure in the wheel cylinder 50 to the brake booster 10. Consists of

Therefore, when the driver steps on the brake pedal 11 while driving the vehicle, the ECU 40 compares the AC signal transmitted from the speed sensor 30 with the signal transmitted from the brake switch to brake each wheel. It will detect the condition.

At this time, when the ECU 40 determines that the wheels are not blocked by comparing the slip amount generated in each wheel with the stored slip amount, the brake hydraulic pressure is transferred from the brake booster 10 to the wheel cylinder 50. It is transmitted directly to generate normal braking force.

Then, when the ECU 40 determines that the slip amount of the wheel has reached the same threshold as the stored slip amount by comparing the slip amount generated at each wheel with the stored slip amount, the magnetic valve 61 is connected to the ECU 40. It is operated by the control of the) to seal the inlet connected to the wheel cylinder 50, whereby the hydraulic pressure in the wheel cylinder 50 is no longer raised to maintain a constant level,

In addition, when the ECU 40 determines that the wheels are blocked by comparing the slip amount generated at each wheel with the stored slip amount and passing the threshold of the slip amount stored in the wheel slip, the wheel cylinder 50 ) And the pressure drop 62 are connected to drive the hydraulic pump 63 under the control of the ECU 40 to return the brake hydraulic pressure in the wheel cylinder 50 to the brake booster 10.

However, according to the conventional ABS device having the above-described configuration, the components of the hydraulic device 60 used to generate the braking force of the ABS are expensive and are made of many parts, and therefore, there is a problem that the manufacturing cost increases. There was a problem that the operation principle is complicated.

In addition, when the magnetic valve 61 is driven for the first time to operate the ABS device, the vibration is greatly generated and the noise is severely generated, resulting in poor riding comfort, thereby reducing the durability of the hydraulic device 60, thereby reducing the hydraulic pressure. There was also a problem that parts of 60 were easily broken.

Therefore, the present invention has been made to solve all the above problems, the brake piston drive is driven by the control signal of the ECU is driven by the control signal of the ECU while the brake booster is directly connected to the wheel cylinder of the wheel Controlled by means, it reduces the components of the ABS device, reduces the manufacturing cost, simplifies the operation principle, reduces vibration and noise when driving the ABS device, and improves the riding comfort while improving the durability of the parts used in the ABS device. It is an object of the present invention to provide an anti-lock brake device of a vehicle that can be made.

The anti-lock brake device of the present invention for achieving the above object is a brake booster to double the stepping force of the brake pedal, a tone wheel installed in the hub bearing of the wheel, and the rotation of the wheel A cylinder member having a speed sensor for detecting a rotation state, an ECU configured to determine whether the vehicle is in a slip state or an acceleration state by calculating a difference in the number of revolutions of the wheels during braking, a cylinder member having an inlet connected to the brake booster, and the cylinder member Wheel cylinders and tip which are positioned at both ends of the inner side and each tip is composed of a pair of braking pistons installed to be connected to the brake linings provided on the wheels so as to generate braking force by compressing the brake linings toward the brake drum during normal braking. The ECU is installed to penetrate the cylinder member and is located between the braking pistons. It is characterized by consisting of a braking piston driving means that is driven by the control signal to remove the sticking phenomenon generated in the wheel during braking or rapid braking during high-speed driving.

1 is a schematic configuration diagram for explaining a conventional ABS device,

2 is a schematic configuration diagram for explaining an ABS device according to the present invention;

3 is a longitudinal cross-sectional view for explaining the wheel cylinder of the ABS device according to the present invention;

4 and 5 are a perspective view and a cross-sectional view for explaining the braking piston driving means according to the present invention.

<Description of Symbols for Main Parts of Drawings>

10-Brake Booster 11-Brake Pedal

20-tone wheel 30-speed sensor

40-ECU (Electronic Control Unit) 50-Wheel Cylinder

51-Cylinder member 52-Braking piston

53-Outer iron core 54-Inner iron core

55-Outer coil 56-Inner coil

71-Brake Lining 72-Brake Drum

DETAILED DESCRIPTION Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 2 is a schematic configuration diagram for explaining the ABS device according to the present invention, Figure 3 is a longitudinal cross-sectional view for explaining the wheel cylinder of the ABS device according to the present invention, the ABS device according to the invention, the brake pedal ( A brake booster 10 which doubles the stepping force of 11), a tone wheel 20 installed on the hub bearing of the wheel, and a speed sensor 30 that detects the rotation state of the wheel using the rotation of the tone wheel 20. ), A cylinder member including an ECU 40 configured to calculate a difference in rotational speed of each wheel during braking to determine whether the vehicle is in a slip state or an acceleration state, and an inlet portion 51a connected to the brake booster 10. (51) and a pair of braking pistons 52 which are positioned so as to be connected to the brake lining 71 provided on the wheels while being positioned inside both ends of the cylinder member 51, the brake lining during normal braking ( 71) brake drum (72) Wheel cylinder 50, which is compressed to generate a braking force, and is installed such that the tip is positioned between the braking pistons 52 through the cylinder member 51 and driven by a control signal of the ECU 40. The brake piston driving means 80 is configured to remove the blocking phenomenon generated in the wheel during braking or rapid braking during high speed driving.

3 and 4, the braking piston driving means 80 is formed in a cylindrical shape with an open end, and a predetermined locking jaw 81a is formed on the inner circumferential surface thereof to allow the cylinder member 51 to be formed. A case 81 which is installed to penetrate between the braking pistons 52 and a piston shaft 82b which is formed of an inclined surface 82a inclined to one side and protrudes downward from the center of the inclined surface 82a is provided. A secondary piston 82 and a motor coupled to the piston shaft 82b are provided to be freely rotated inwardly of the case 81 so that the corner portion of the bottom surface is hung on the locking jaw 81a. The drive motor 83 is provided with a shaft 83a and driven by a control signal of the ECU 40 to drive the auxiliary piston 82 to rotate.

In addition, the inside of the motor shaft (83a) is formed as a hollow inside, as shown in Figure 5, a plurality of engaging projections (83b) are integrally formed along the axial direction on the inner peripheral surface.

And, on the outer circumferential surface of the piston shaft (82b) is formed a plurality of coupling grooves (82c) integrally fitted along the coupling projection (83b) along the axial direction.

Accordingly, as the piston shaft 82b is inserted into the hollow of the motor shaft 83a, the coupling protrusion 83b is fitted into the coupling groove 82c, whereby the piston shaft 82b and the motor shaft 83a are mutually coupled. To be combined.

Therefore, when the driver steps on the brake pedal 11 while driving the vehicle, the ECU 40 compares the AC signal transmitted from the speed sensor 30 with the signal transmitted from the brake switch to brake each wheel. It will detect the condition.

At this time, when the driver steps on the brake pedal 11 during the low speed driving of the vehicle, the ECU 40 determines whether the wheels are blocked by comparing the slip amount generated from each wheel with the stored slip amount. If it is determined that the wheel is not stuck by the ECU 40, the ECU 40 does not transmit a control signal to the braking piston driving means 80, thereby causing the brake hydraulic pressure to pass through the brake booster 10. Is supplied into the cylinder member 51 of the wheel cylinder 50, and the braking piston 52 of the wheel cylinder 50 is extended by the brake hydraulic pressure and the brake lining 71 is extended toward the brake drum 72 by braking force. Will be generated.

When the driver steps on the brake pedal 11 or brakes rapidly during a high speed driving of the vehicle, a blocking phenomenon occurs on the wheel. When the fixation phenomenon is determined by the ECU 40, the ECU 40 The control signal is transmitted to the braking piston driving means 80 to drive the auxiliary piston 82 to eliminate the sticking phenomenon generated on the wheels.

That is, when the ECU 40 drives the driving motor 83 by determining the blocking phenomenon generated on the wheels, the rotational force of the driving motor 83 is the motor shaft 83a and the piston shaft 82b. The auxiliary piston 82 is transmitted through the auxiliary piston 82, and the auxiliary piston 82 is rotated in the case 81 by the rotational force of the driving motor 83.

At this time, the auxiliary piston 82 is rotated in a state where the bottom is across the engaging jaw 81a formed in the case 81, the inclined surface 82a in which the bottom of the auxiliary piston 82 is inclined to one side Due to being formed as, the auxiliary piston 82 performs a linear reciprocating motion to the inside and outside of the case 81.

On the other hand, when the auxiliary piston 82 protrudes out of the case 81 by the rotational force of the driving motor 83, the braking piston 52 is larger than the speed extended by the brake hydraulic pressure transmitted from the brake booster 10. As it expands faster and doubles the braking force, the braking effect of ABS can be achieved.

In addition, when the auxiliary piston 82 is moved into the case 81 by the rotational force of the driving motor 83, the braking piston 52 is reduced to the inside of the cylinder member 51 to release the braking force of the ABS. Let's go.

As such, when the auxiliary piston 82 is rapidly rotated in the case 81 by the driving force of the driving motor 83, the auxiliary piston 82 protrudes out of the case 81 and the case 81. The linear reciprocating movement to be moved inward of the repetition, thereby causing the brake lining 71 is rubbed on the brake drum 72, or the action of loosening occurs repeatedly to prevent the sticking phenomenon of the wheel. .

As described above, according to the present invention, the brake piston of the wheel cylinder is operated to expand or contract by the brake piston driving means driven by the control signal by the ECU together with the brake hydraulic pressure flowing through the brake booster. Not only can the function be fully performed, but the components of the ABS device are reduced, thereby reducing the manufacturing cost, and the operation principle is simplified, and vibration and noise are reduced when driving the ABS device, thereby improving the durability of the parts. .

Claims (3)

A brake booster 10 which doubles the stepping force of the brake pedal 11, a tone wheel 20 provided in the hub bearing of the wheel, and a speed of detecting the rotational state of the wheel using the rotation of the tone wheel 20. The sensor 30, an ECU 40 configured to determine whether the vehicle is in a slip state or an acceleration state by calculating the difference in the rotation speed of each wheel when braking, and an inlet portion 51a connected to the brake booster 10 are provided. The cylinder member 51 and a pair of braking pistons 52 which are positioned so as to be connected to the brake lining 71 provided on the wheels while being positioned inside both ends of the cylinder member 51, and during normal braking. The wheel cylinder 50, which is configured to press the brake lining 71 toward the brake drum 72 to generate a braking force, is installed to be positioned between the brake piston 52 through the cylinder member 51 and the tip thereof. By control signal of ECU 40 Automotive anti-lock braking device which is characterized by being a braking piston driving means 80 is driven so as to eliminate the sticking phenomenon that occurs in the braking or during sudden braking or wheel of a high speed while the vehicle is being driven. The braking piston (52) of claim 1, wherein the braking piston driving means (80) is formed in a cylindrical shape with an open end, and a predetermined locking jaw (81a) is formed on an inner circumferential surface thereof to penetrate the cylinder member (51). The case 81 is installed so as to be located between and the piston 81b is formed of the inclined surface 82a inclined to one side and protrudes downward from the central portion of the inclined surface 82a while being provided. ) Is provided so as to be freely rotated into the inner side thereof, and has an auxiliary piston 82 to be installed by being caught by the locking jaw 81a, and a motor shaft 83a coupled to the piston shaft 82b. While being driven by a control signal of the ECU 40, the anti-lock brake device for a vehicle, characterized in that made of a drive motor (83) for rotating the auxiliary piston (82). According to claim 2, wherein the inside of the motor shaft (83a) is formed in a hollow, a plurality of engaging projections (83b) are integrally formed along the axial direction on the inner peripheral surface, the coupling on the outer peripheral surface of the piston shaft (82b) The anti-lock brake device of a vehicle, characterized in that the plurality of engaging grooves (82c) fitted to the projection (83b) is integrally formed along the axial direction.