KR101048745B1 - Solenoid valve for controlling brake oil pressure and anti-theft vehicle using same - Google Patents

Abstract

PURPOSE: A solenoid valve for controlling brake oil pressure and a vehicle robbery prevention device using the same are provided to keep main braking performance as it is by quick response and to keep the stable parking or stopping state, and to keep the braking state not to move a vehicle when starting an engine after parking. CONSTITUTION: A solenoid valve for controlling brake oil pressure comprises a valve body(10) having a first flow path and a second flow path, a check valve member(20) opening and closing the first flow path in one direction, an opening and closing valve member(30) opening and closing the second flow path in two directions, and a solenoid actuator(40) operating the opening and closing valve member with electric signals and including a permanent magnet(47).

Description

SOLENOID VALVE FOR CONTROLLING BRAKE OIL PRESSURE AND ANTI-THEFT VEHICLE USING SAME}

The present invention is to use the hydraulic brake system that is the main drive device of the vehicle to enable parking braking by the main drive device, in particular, to enable safe parking without impairing the main drive performance such as deceleration and stop while driving the vehicle. A brake hydraulic control solenoid valve and a vehicle antitheft device using the same.

The vehicle has a main brake device for decelerating or stopping while driving a vehicle by operating a brake mounted on each wheel and a parking brake device for maintaining a parking or stopped state.

Main brake system is mainly applied hydraulic brake system. The hydraulic brake system includes a master cylinder that presses the brake fluid, which is the working fluid, depending on the pedal pedal, and a wheel cylinder (also called a caliper) in the brake that operates the brake at the pressure of the brake oil pressurized by the master cylinder. do. The master cylinder is configured to generate hydraulic pressure so that the brake is operated as soon as the brake pedal is pressed, and quickly dissipates the hydraulic pressure so that the brake operation is released as soon as the foot is released.

The parking brake device is mostly mechanical, and includes a cable for connecting the parking lever and a brake operated by hand or foot, and a latch mechanism of the operating lever. The brake is activated when the cable is pulled by the parking lever. The latch mechanism maintains its brake operation by restraining the parking lever with the cable pulled.

For reference, brakes have a disc type and a drum type, which vary depending on the type of car, but in most passenger cars, a disc type is installed in the front wheel and a drum type in the rear wheel. It is also designed to work with parking brakes.

In general, the above-described main driving device only serves to decelerate and stop the driving vehicle by operating the brake according to the pedal pedal's pedaling during driving, and parks the vehicle because the brakes are released when the foot is released. Or it was not used to stay stationary. In other words, the parking or stopping of the vehicle is dependent only on a separate parking brake. The problem is that the above-mentioned cable in the mechanical structure is often loosened due to aging or temperature change, and in this case, the safe parking or stopping state In addition, there is a risk that can lead to an accident on the ramp.

Parking solenoid valves disclosed in the following patent documents are noted as a way to reduce the risk of an accident due to the deterioration or failure of such a mechanical parking brake device. The parking solenoid valve is installed in the hydraulic brake system, which is the main driving device, and is always open to communicate the flow path between the master cylinder and the wheel cylinder in the brake, and operates as an electric signal applied during parking while maintaining the main driving function of the system. By blocking the flow path with the brake activated, the parking brake function by the main movement is performed. In addition, the disclosed parking solenoid valves can maintain the parking or stopping state by maintaining the blocked state with the pressure difference between the inlet side and the outlet side of the flow path even if the electric signal is no longer applied after parking.

On the other hand, automobiles are often easily stolen during parking, and various antitheft devices such as alarms have been proposed in the related art. However, despite the conventional anti-theft device, there is still a problem of theft because it does not prevent starting the engine and moving the vehicle.

KR 10-1997-7002182 A (1997-05-13) KR 10-2006-0065206 A (2006-06-14) KR 10-2006-0099071 A (2006-09-19) KR 10-0479246 B1 (2005-06-08)

According to the conventional parking solenoid valve proposed in the above patent documents, the parking brake can be braked by the main brake pressure of the hydraulic brake system, which was used only as the main brake system, and can solve the problems of the conventional mechanical parking brake system. There will be.

However, the above-described conventional parking solenoid valve has some technical problems. In other words, in order not to impede the performance of the main brake of the hydraulic brake system, it is necessary to increase the size of the opening and closing portion between the master cylinder and the wheel cylinder sufficiently, but if the diameter increases, the load of the solenoid valve also increases. Therefore, the solenoid valve should be large, so that the power consumption is increased and the noise is increased. On the contrary, if the diameter is small, the response characteristics of the main body may be degraded and the braking distance may be extended.

In order to reduce solenoid valve size, reduce power, and reduce noise, a small aperture and separate check valves connected in parallel will improve the response characteristics of the main copper. However, a large cost burden due to the addition of a separate check valve, there is a problem that can not be easily installed in the existing vehicle.

In addition, since the conventional parking solenoid valve uses the pressure difference between the inlet and the outlet of the flow path to maintain the parking braking state after the start is turned off, the pressure difference such as a slight external shock or bubbles in the flow path is generated. There is a risk of malfunction due to the change of, so the reliability is low and the safety is low.

Accordingly, the first object of the present invention is to provide a brake solenoid valve for improved hydraulic pressure control to maintain a stable parking or stopping state while maintaining the main motor performance with a fast response characteristic even if the power consumption is low and a separate check valve is not connected in parallel. To provide.

On the other hand, a second object of the present invention is to provide a vehicle anti-theft device that maintains a parking braking state in which the vehicle cannot move despite the engine starting after parking by using the above-described brake hydraulic control solenoid valve.

The brake hydraulic control solenoid valve according to the present invention for achieving the first object, the inlet for connecting the master cylinder side of the hydraulic brake system for vehicles and the outlet and the inlet and outlet for connecting the wheel cylinder side of the wheel brake of the vehicle. A body having a first flow path formed of a communication hole for making a communication path, and a second flow path bypassing the communication hole of the first flow path to communicate with the entrance and exit ports, and supported by an elastic spring inserted into the exit space of the body. The check valve member for opening the communication hole, the on / off valve member for opening / closing the second flow passage, and the body in accordance with an external electrical signal It is provided with a solenoid actuator for driving the on-off valve member, The exit side space of the one flow path is a cylindrical space processed with an inner diameter larger than the diameter of the first flow path, and the check valve member has a circumferential surface corresponding to the inner circumferential surface of the cylindrical space and can move fluid on the circumferential surface. It is characterized in that the fluid guide groove is formed.

Preferably, the second passage comprises an orifice communicating with the inlet side, an orifice connecting hole communicating with the outlet side, and a space portion communicating with the orifice and connecting hole and accommodating the opening / closing valve member, the orifice Is smaller than the communication hole of the first flow path, and the on-off valve member can be configured to open and close the orifice.

The solenoid actuator is a coil for generating an electronic thrust in both directions according to the direction of the excitation current, an iron core which is a fixed magnetic body inserted into the center of the coil, inserted into the center of the coil and can move in both directions with respect to the iron core according to the electronic thrust. A plunger coupled with the on-off valve member, a plunger spring inserted between the iron core and the plunger to push the plunger toward the second passage, coupled to the plunger and capable of absorbing the iron core against the plunger spring A permanent magnet having a magnetic force, wherein the coil is strong with the elasticity of the plunger spring when it is forward excited and is stronger than the maximum adsorptive force of the permanent magnet, and generates an electronic thrust that exceeds the elasticity of the plunger spring when reversely excited. Designed for the permanent magnet, initially the coil After moving by the electronic thrust in the reverse excitation, when it gets closer to the iron core within a certain distance, it increases in inverse proportion to the square of the distance and maintains the state of adsorbing the iron core with the adsorption force exceeding the elasticity of the plunger spring. It can be provided to be able to block the soft current of the.

The solenoid actuator also has a flow path groove formed around the plunger to allow fluid to flow between the iron core and the plunger, the iron core has an exhaust port for communicating with the outside, and an exhaust valve member for opening and closing the exhaust port of the iron core. It may include.

Next, the vehicle anti-theft device according to the present invention to achieve the second object, the solenoid valve for brake hydraulic control as described above interposed in the middle of the conduit between the master cylinder of the hydraulic brake system in the vehicle and the wheel cylinder of the brake in the vehicle, Means for detecting the driving status of the vehicle including parking lever operation, anti-theft setting switch, the anti-theft setting is set by the anti-theft setting switch, and the anti-theft setting is released and stopped by the main building. The controller is programmed to command parking brake when the parking lever is operated at, and the anti-theft setting is released and the parking lever operation is released when the parking lever is released at the stop state by the main movement. Output excitation current and reverse excitation current when parking brake release command. The force can be configured to include a driving unit for driving the solenoid valve.

Here, preferably, the driving unit is configured to output the excitation current in a chord.

According to the first feature described above, the main hydraulic pressure according to the stepping force of the brake pedal can be transmitted to the wheel cylinder of the brake as it is regardless of the flow rate through the first flow path, while maintaining the main dynamic performance by the existing main dynamic device as it is The parking brake function by the main building can be realized. In particular, by designing the second channel with a smaller aperture than the first channel, it is possible to realize a smooth parking braking function without sacrificing the main motor performance, thereby providing an advantageous effect on miniaturization, low power, and low noise of the solenoid actuator. do.

Since the permanent magnet of the solenoid actuator keeps the opening / closing operation of the opening / closing valve member by the plunger safe, it is possible to switch the opening / closing valve to instantaneous driving during parking or releasing of parking, that is, to reduce the power consumption, thus minimizing power consumption. Provide the effect.

Since the exhaust valve can simply exhaust the bubbles generated in the flow path of the system to the outside, it is possible to easily solve the phenomenon such as vapor lock, thereby providing an advantageous effect on its maintenance.

On the other hand, according to the second feature described above, it is possible to prevent the parking brake state by the main body to be released arbitrarily, thereby providing the effect of preventing the theft by maintaining the parking state of the vehicle despite the engine starting by others do.

1 is a perspective view showing the appearance of the brake hydraulic control solenoid valve according to the present invention.
Figure 2 is a cross-sectional view showing the internal structure of the brake hydraulic control solenoid valve according to the present invention.
Figure 3 is a perspective view partially cut off the body of the brake hydraulic control solenoid valve according to the present invention.
Figure 4 is a sectional view showing that the brake hydraulic control solenoid valve according to the present invention operates when the vehicle travels.
Figure 5 is a cross-sectional view showing that the brake hydraulic pressure control solenoid valve according to the present invention is operated at the same time while driving the vehicle.
Figure 6 is a sectional view showing that the brake hydraulic pressure control solenoid valve according to the present invention operates in a parking braking state after the stop by the main drive.
7 is a cross-sectional view showing that the brake hydraulic pressure control solenoid valve according to the present invention operates when the brake pedal is pressed in the parking braking state by the main drive.
8 is a circuit diagram of a vehicle anti-theft device using the solenoid valve for brake hydraulic pressure control according to the present invention.
9 is a control flowchart of the vehicle anti-theft device using the solenoid valve for brake hydraulic pressure control according to the present invention.

Hereinafter, with reference to the accompanying drawings will be described an embodiment of the present invention. The accompanying drawings are only intended to help the understanding of the present invention, and some elements may be different from the actual ones such as being exaggerated or omitted.

The brake hydraulic control solenoid valve according to the preferred embodiment of the present invention, as shown in Figures 1 to 3, the valve body 10, the check valve member 20, the opening and closing valve member 30, the solenoid actuator 40, connection A connector (80) consisting of a bushing (50) and a nut (60), and an exhaust valve (70), which can easily connect the conduit between the master cylinder of the hydraulic brake system in the existing vehicle and the wheel cylinder in the brake (80). , 90).

The valve body 10 is made of a nonmagnetic metal, for example brass or an alloy thereof. The inlet 11 and outlet 12 of the valve body 10 communicate with each other by a communication hole 13 formed on the same line between them, and through the communication hole 13 at the inlet 11, the outlet 12. A first flow path leading to) is formed. In addition, the valve body 10 bypasses the communication hole 13 of the first flow path, and passes through the orifice 14, the space 16 in the connecting portion 15, and the orifice connecting hole 17 at the inlet 11. Thereby forming a second flow path leading to the outlet 12. In this case, the orifice 14 is preferably smaller than the communication hole 13.

The communication hole 13 on the first flow path is always closed by the check valve member 20 inserted into the outlet 12 side space and can be opened in only one direction. The check valve member 20 has a cylindrical shape and is movable in close contact with the inner circumferential surface of the outlet 12 side and has a fine flow path groove 21 around the check valve spring interposed between the check valve member 23 and the spring support 23. 22 is elastically supported so as to be placed in the position where the communication hole 13 is normally closed. That is, the communication hole 13 on the first flow path is always closed by the check valve 20, but only when the inlet 11 side pressure is greater than the outlet 12 side and at the same time exceeds the elasticity of the check valve spring 22. It can be opened to move fluid from the inlet 11 side to the outlet 12 side.

The orifice 14 on the second flow path is opened and closed by the on-off valve member 30. The on-off valve member 30 is coupled to the plunger 45 of the solenoid actuator 40 so as to close or open the orifice 14 depending on the position of the plunger 45 by the solenoid actuator 40. Is placed.

The solenoid actuator 40 includes a coil 41, a bobbin 42, a yoke 43, an iron core 44, the plunger 45 described above, a plunger spring 46, and a permanent magnet 47. The coil 41 is excited in the forward or reverse direction according to the polarity (direction) of the excitation current to generate magnetic flux directed in each direction. The iron core 44 is magnetized when the coil 41 is excited as a magnetic substance, and is fixedly installed at the center of the bobbin 42 to become an electromagnet whose polarity is changed according to the magnetization direction thereof. The plunger 45 is magnetized when the coil 41 is excited as a magnetic material, and is movably installed along the center of the bobbin 42 and emerged by an electronic thrust acting along the magnetization direction. The plunger spring 46 acts to push the plunger 45 in the protruding direction. Permanent magnet 47 is fixedly coupled to the plunger 45 to be released together, and has a magnetic pole opposed to the iron core (44).

In the solenoid actuator 40, when the coil 41 is excited in the forward direction, the repulsive force acts between the iron core 44 and the permanent magnet 47, and at the same time, the plunger 45 has the electronic thrust in the same direction as the repulsive force. Works. The repulsive force is also in the same direction as the elasticity of the spring 46. In the practice of the present invention, the repulsive force and the sum of the electronic thrust in the same direction and the plunger spring elasticity are designed to be stronger than the maximum adsorption force of the permanent magnet 47 against the iron core 44 in the non-magnetic state described later. On the contrary, when the coil 41 is excited in the reverse direction, the attractive force acts between the iron core 44 and the permanent magnet 47, and the thrust in the immersion direction acts on the plunger 45 at the same time. The sum of the attraction force and the immersion direction thrust in the practice of the present invention is designed to pull the plunger 45 beyond the elasticity of the plunger spring 46. In addition, the permanent magnet 47 has a magnetic force capable of attracting and attracting the iron core 44 in the state that the iron core 44 is not magnetized, the maximum adsorption force by the magnetic force exceeds the elasticity of the plunger spring (45). It is designed to be. That is, the plunger 45 can be fixed at the position where the permanent magnet 47 is attracted to the iron core 44 in the state that no excitation current is applied, and thus the orifice 14 on the second flow path is kept open. Can be.

When the forward excitation current is applied to the coil 41 while the orifice 14 is open, the plunger 45 protrudes due to the above-described repulsive force and the electronic thrust in the direction and the plunger spring elasticity, and the opening / closing valve member 30 is applied. The orifice 14 on the second flow path is closed by this. This state is maintained even if the forward exciting current is interrupted. On the other hand, when the reverse excitation current is applied to the coil 41 in the state in which the orifice 14 is closed, the plunger 45 is immersed by the above-mentioned attraction force and the electronic thrust in the same direction, and the orifice 14 on the second flow path is provided. Is opened. This state is then maintained by adsorbing and fixing the permanent magnet 47 to the iron core 44 even if the reverse exciting current is interrupted.

The solenoid actuator 40 is fixed to the valve body 10 by the coupling bushing 50 and the nut 60. The connecting bushing 40 is non-magnetic and tubular in shape, one end of which is screwed with the connecting part 15 of the valve body 10 and the other end of which is screwed with the iron core 44 fitted in the center of the bobbin 42. It is fastened and fixed and movably houses the plunger 45 therein. The nut 60 is fastened to a portion protruding out of the bobbin 42 of the iron core 44 to fix the solenoid actuator 40 between the coupling bushing 50.

The fluid can flow through the flow path groove 48 formed in the plunger 45 to the space between the iron core 44 and the permanent magnet 47, so that the plunger 45 can move smoothly. . The iron core 44 is provided with an exhaust port 49 which communicates with the outside, and the exhaust port 49 can be opened and closed by the exhaust valve 70. This will make it easier to deal with vapor locks caused by air generated in the flow path.

The union type connectors 80 and 90 coupled to both ends of the inlet and outlet ports 11 and 12 of the valve body 10 allow easy connection between the master cylinder side of the hydraulic brake system (not shown) and the wheel cylinder side of the brake. give.

4 to 7 show the operation of the solenoid valve according to the present invention as described above.

4 shows the operation while driving the vehicle. While driving the vehicle, the excitation current to the coil 41 of the solela actuator 40 is cut off, and the permanent magnet 47 is sucked and fixed to the iron core 44 so that the plunger 45 together with the permanent magnet 47 is provided. The orifice 14 on the second flow path is opened by being held in the immersed position and thereby holding the opening / closing valve member 30 up. In this state, since the wheel cylinder side conduit of the brake connected to the outlet 12 of the valve body 10 is opened through the path A of the second flow path, braking is not applied, and thus vehicle driving is possible.

5 shows the main synchronizing operation by the brake pedal while driving the vehicle. The brake hydraulic pressure of the master cylinder is transmitted to the wheel cylinder of the brake through a part of the open second flow path according to the pedal pedal's effort for the main movement, but the check valve member is operated by the large hydraulic pressure acting at the moment of stepping on the brake pedal. 20 is pushed out, and the communication hole 13 is opened, and is directly transmitted to the above-described wheel cylinder of the brake through the communication hole 13 on the first flow path and the flow path groove 21 of the check valve member 20. do. That is, since the main dynamic pressure according to the pedaling force of the brake pedal is directly transmitted through the first channel having a large diameter as in the path B, the existing main dynamic performance is not impaired.

6 shows the operation during parking braking. The operation at the time of parking braking can be implemented by applying a forward excitation current when the existing parking lever in the vehicle is operated after the vehicle is stopped by pressing the brake pedal in the state of FIG. 5. When the coil 41 of the solenoid actuator 40 is excited with a forward exciting current, the electronic thrust of the coil 41 and the repulsive force between the iron core 44 and the permanent magnet and the elasticity of the plunger spring 46 are plunger 45. The plunger 45 protrudes downward by acting on. When the plunger 45 protrudes downward, the orifice 14 on the second flow path is closed by the on-off valve member 30. The plunger 45 is then kept in its protruding state by the plunger spring 46 even if the engine start is turned off and the forward forward excitation current is no longer applied, thus blocking the path A to the second flow path with the first flow path. Thus, parking braking by the wheel cylinder of the brake which has already been operated at the main dynamic pressure is maintained safely.

FIG. 7 illustrates a state in which the brake pedal is pressed in the parking braking state of FIG. 6. When the brake pedal is pressed after the parking brake by the wheel cylinder of the brake which operates at the main dynamic pressure, the inlet 11 side of the valve body 10 acts on the main dynamic pressure, and at this time is substantially equal to the outlet 12 side. In this way, the check valve member 20 on the first flow path as well as the on / off valve member 30 on the second flow path do not move in the dynamic pressure state. In addition, even when the dynamic pressure is disturbed for some reason, the valve members can be stably maintained even under a slight differential pressure. That is, both paths A and B are blocked and maintained at the same pressure, so that the parking braking state is safely maintained. This is effective to prevent the vehicle from rolling at the moment of unparking on the slope even when the existing parking brake system is unstable.

As shown in FIG. 7, when the brake pedal is pressed during parking, both sides of the inlet 11 and the outlet 12 of the valve body 10 have the same pressure, the parking lever is released, and the reverse excitation current corresponding thereto is applied to the solenoid actuator 40. When applied to the coil 41 of), the electronic thrust by the coil 41 and the attraction force between the iron core 44 and the permanent magnet 47 acts to raise the plunger 45 in the immersion direction, the raised position In the permanent magnet 47 is attracted to the iron core 44 is fixed to the position is switched to the state as shown in FIG. The state of FIG. 4 is maintained by the attraction force of the permanent magnet 47 even if the reverse exciting current is cut afterwards. Therefore, the on-off valve member 30 moves to the position where the orifice 14 on the second flow path is kept open, thereby enabling travel.

If the brake pedal is not pressed in the parking braking state as shown in FIG. 6, the pressure of the outlet 12 is much greater than that of the inlet side, and in this state, even if a reverse exciting current is applied to the coil 41, the electromagnetic force of the coil 41 is applied. Thrust alone does not rise the elasticity of the plunger spring 46 and the pressure of the outlet 12 side of the plunger 45 does not rise. Therefore, the parking braking state is maintained as it is, even if the parking lever is accidentally operated in the state of parking or stopping on a ramp or the like, it is safe by maintaining the parking state.

8 is a circuit diagram of a vehicle anti-theft device using the solenoid valve for brake hydraulic pressure control according to the present invention as described above. In Fig. 8, reference numeral 100 denotes an equivalent circuit of the solenoid valve as described above. The control unit 120 determines whether the anti-theft setting is set by the user from the anti-theft setting switch 130, and is also present from various sensors including the brake pedal detector 140 and the parking lever detector 150 installed in the existing vehicle. The vehicle driving state is checked in real time, and the driving unit 110 is commanded to park or release the parking brake. The driving unit 110 is connected to a battery power source B (not shown) in the vehicle, and outputs a forward excitation current or a reverse excitation current from the power supply B according to a command of the control unit 120 to output a coil in the solenoid valve 100. 41). At this time, each current is applied to the village.

On the other hand, as the in-vehicle main drive device, reference numeral 160 denotes a brake pedal, 170 denotes a brake booster, 180 denotes a master cylinder, and 190 denotes a wheel cylinder of a brake.

Although the above-described control unit 120 may be installed separately, a program including a processing routine as shown in FIG. 9 that can be controlled using a processing mechanism of an existing electronic control unit (ECU) in a vehicle is installed. This can be implemented by adding the anti-theft setting switch 130 described above.

9 is a control flowchart of the control unit 120 described above. The control unit 120 program is executed by applying power by the engine start switch. First, whether the "anti-theft setting" is determined from the above-described anti-theft setting switch 130 (step S1), the current "anti-theft setting" state Then wait for it to be released.

When the "anti-theft setting" is released, it is determined whether the vehicle brake stops (step S2). If not, repeat from the beginning. Here, "main braking stop" means a case where the vehicle is stopped by stepping on the brake pedal which is the main driving device. That is, the above-described solenoid actuator 40 of the solenoid valve 100 can operate only when the vehicle is completely stopped. This prevents the vehicle from malfunctioning while the vehicle is running normally, and also prevents the vehicle from being completely stopped. When parked or unparked in the state, it is to prevent the risk of an accident that may occur at the moment of incomplete main motion or parking braking by the existing main motion device or the parking brake device.

If it is determined that the parking lever is operated in the vehicle stop state by the main drive, the control unit 120 commands "parking braking" to the driving unit 110 (step S31), and when it is determined that the already operated parking lever is released. The control unit 120 instructs the drive unit 110 to "release parking brake" (step S41).

When the "parking braking" command is issued from the control unit 120, the driving unit 110 outputs the forward excitation current to the village, and when the "parking braking release" command is issued from the control unit 120, the r driving unit 110 performs the reverse excitation current. Output to Chon-dong.

The solenoid valve 100 described above is switched from the state of FIG. 5 to the parking braking state as shown in FIG. 6 when the coil 41 is excited by the forward excitation current output from the drive unit 110 to the hillside. When 41) is excited by the reverse excitation current output from the driving unit 110 to the hillside, the state is switched from the state of FIG. 7 to the parking braking release state as shown in FIG. 4.

On the other hand, if the current "anti-theft" is set to the parking braking state as shown in FIG. 6 until the "anti-theft" setting is released later, even if the engine is started, the parking braking is not released. Therefore, if the above-described anti-theft setting switch 130 is installed where only the driver in the vehicle knows, it is possible to prevent theft of the vehicle by another person. The anti-theft setting switch 130 may be implemented in a wireless manner, for example, in this case it can be expected a more certain anti-theft effect.

10: valve body, 20: check valve member, 30: on-off valve member, 40: solenoid actuator, 45: plunger, 47: permanent magnet, 70: exhaust valve, 110: drive unit, 120: control unit, 130: anti-theft setting switch

Claims (7)

delete A first passage consisting of an inlet for connecting the master cylinder side conduit of the vehicle hydraulic brake system, an outlet for connecting the wheel cylinder side conduit of the wheel brake, and a communication hole communicating with the inlet and the outlet thereof, and a communication hole of the first euro The second flow passage which communicates the inlet and the outlet by mutually bypassing the body, is inserted into the outlet side space of the body and is supported by a resilient spring, which always blocks the communication hole, A check valve member for opening a communication hole, an opening and closing valve member for opening and closing the second flow path, a solenoid actuator coupled to the body to drive the opening and closing valve member according to an external electrical signal, the first flow path The exit side space of is a cylindrical space processed with an inner diameter larger than the diameter of the first flow path. The check valve member has a circumferential surface corresponding to the inner circumferential surface of the cylindrical space, and a fluid guide groove for moving the fluid is formed on the circumferential surface of the brake hydraulic pressure control solenoid valve. A first passage consisting of an inlet for connecting the master cylinder side conduit of the vehicle hydraulic brake system, an outlet for connecting the wheel cylinder side conduit of the wheel brake, and a communication hole communicating with the inlet and the outlet thereof, and a communication hole of the first euro The second flow passage which communicates the inlet and the outlet by mutually bypassing the body, is inserted into the outlet side space of the body and is supported by a resilient spring, which always blocks the communication hole, A check valve member for opening a communication hole, an opening and closing valve member for opening and closing the second passage, a solenoid actuator coupled to the body to drive the opening and closing valve member in accordance with an external electrical signal, the second passage An orifice communicating with the inlet side, an orifice connecting hole communicating with the outlet side, and A space portion for communicating the orifice and the connecting hole with each other and accommodating the opening and closing valve member, and having a diameter smaller than that of the communication hole of the first flow passage, the opening and closing valve member opens and closes the orifice. A solenoid valve for brake hydraulic pressure control, characterized in that. A first passage consisting of an inlet for connecting the master cylinder side conduit of the vehicle hydraulic brake system, an outlet for connecting the wheel cylinder side conduit of the wheel brake, and a communication hole communicating with the inlet and the outlet thereof, and a communication hole of the first euro The second flow passage which communicates the inlet and the outlet by mutually bypassing the body, is inserted into the outlet side space of the body and is supported by a resilient spring, which always blocks the communication hole, A check valve member for opening a communication hole, an opening and closing valve member for opening and closing the second flow path, a solenoid actuator coupled to the body to drive the opening and closing valve member in accordance with an external electrical signal, the solenoid mechanism A coil that generates electronic thrust in both directions depending on the direction of the excitation current, An iron core, which is a fixed magnetic body inserted into the center of the coil, is inserted into the center of the coil and can move in both directions with respect to the iron core according to the electronic thrust, and the plunger coupled with the on-off valve member is inserted between the iron core and the plunger to insert the plunger. A plunger spring having elasticity pushing toward the second flow path, and a permanent magnet coupled to the plunger and having a magnetic force capable of attracting the iron core against the plunger spring, wherein the coil is forward-excited when the coil is forward excited. It is designed to generate an electronic thrust that is stronger than the maximum adsorption force of the permanent magnet with the elasticity of the permanent magnet and exceeds the elasticity of the plunger spring when the reverse excitation is performed. When you get closer to the iron core within a certain distance To increase the counterexample to the square as a non-brake oil pressure control solenoid valve, it characterized in that the adsorption is maintained in a state that the iron core to the attraction force exceeding the elastic force of the plunger spring of the soft magnetic allows to block current in the coil. The exhaust valve member according to claim 4, wherein a flow path groove is formed around the plunger to allow fluid to flow between the iron core and the plunger, and the exhaust core has an exhaust port communicating with the outside, and an exhaust valve member capable of opening and closing the exhaust port of the iron core. The solenoid valve for brake hydraulic pressure control, characterized in that provided. Operation of the vehicle including the brake hydraulic control solenoid valve as described in any one of claims 2 to 5 interposed between the master cylinder of the in-vehicle hydraulic brake system and the wheel cylinder of the in-vehicle brake, and whether the parking lever is operated. If the anti-theft is set by the means for detecting the state, the anti-theft setting switch, or the anti-theft setting switch, the vehicle will wait when the anti-theft setting is released and the parking lever is operated in the stop state by the main movement. Command, the controller programmed to command the parking brake release when the anti-theft setting is released and the parking lever operation is released in the stop state by the main drive, and outputs the forward excitation current when the parking brake command of the controller Outputs a reverse excitation current to the solenoid valve. Vehicle anti-theft device comprising a driving unit for driving. The vehicle anti-theft device according to claim 6, wherein the driving unit outputs the excitation current to the village.

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