KR102007155B1

KR102007155B1 - Intergrated brake device for vehicle

Info

Publication number: KR102007155B1
Application number: KR1020140193220A
Authority: KR
Inventors: 이찬희; 류동요
Original assignee: 주식회사 만도
Priority date: 2014-12-30
Filing date: 2014-12-30
Publication date: 2019-10-01
Also published as: KR20160080634A

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device of a vehicle, and more particularly, to an integrated brake device of a vehicle capable of reducing manufacturing costs by reducing the overall size and weight of the brake device and improving layout in the vehicle to facilitate layout design. An integrated brake device for a vehicle according to the present invention includes: a master cylinder configured to generate hydraulic pressure by receiving a pedal effort of a pedal; A pedal simulator that provides a reaction force according to the displacement of the pedal; A valve block provided with a solenoid valve for opening and closing a flow of hydraulic pressure moving between the master cylinder and the pedal simulator; A pump driven by a motor to discharge hydraulic pressure to the master cylinder; A gear unit connecting the motor and the pump and converting the rotational motion of the motor into a linear motion; And an electronic control unit for controlling the motor and the solenoid valve, wherein the gear unit includes: a worm gear that is engaged with the axial shaft of the motor and a pinion gear that is coaxially coupled with the worm gear; A rack gear engaged with the pinion gear to linearly move and retract the piston of the pump; And a bearing installed to face the pinion gear to guide the linear motion of the rack gear.

Description

Intergrated brake device for vehicle

The present invention relates to a brake device of a vehicle, and more particularly, to an integrated brake device of a vehicle capable of reducing manufacturing costs by reducing the overall size and weight of the brake device and improving the mountability in the vehicle to facilitate layout design. It is about.

Recently, in order to improve fuel efficiency and reduce exhaust gas, development of hybrid vehicles, fuel cell vehicles, electric vehicles, etc., has been actively progressed.

Such a vehicle is essentially provided with a braking device, that is, a vehicle brake device, wherein the vehicle brake device refers to a device that functions to reduce or stop the speed of a running vehicle.

Conventional vehicle brake devices include a vacuum brake that generates a braking force using the suction pressure of the engine and a hydraulic brake that generates a braking force using the hydraulic pressure.

The vacuum brake is a device that can apply a large braking force with a small force by using the pressure difference between the intake pressure and the atmospheric pressure of the vehicle engine in the vacuum booster. That is, when the driver presses the brake pedal, the device generates a much larger output than the force applied to the pedal.

In the conventional vacuum brake, the suction pressure of the vehicle engine must be supplied to the vacuum booster in order to form a vacuum, thereby reducing fuel efficiency. In addition, even when the vehicle is stopped, there is a problem that the engine must be constantly driven to form a vacuum.

In addition, in the case of a fuel cell vehicle and an electric vehicle, since there is no engine, it is impossible to apply a conventional vacuum brake that amplifies the driver's pedaling force during braking. Therefore, it is necessary to introduce a hydraulic brake.

That is, as described above, it is necessary to implement regenerative braking in order to improve fuel efficiency in all vehicles, and thus, it is easy to implement the function when the hydraulic brake is introduced.

On the other hand, the electro-hydraulic brake system, which is a type of hydraulic brake, is a wheel cylinder (not shown) of each wheel by detecting an electric control unit when a driver presses a pedal and supplying hydraulic pressure to a master cylinder. It is a brake system that generates braking force by transmitting braking hydraulic pressure.

An example related to such an electronically controlled hydraulic brake system has been disclosed in detail in the "brake system with electric servo brake" of US Patent Publication No. 2012-0167565.

The electronically controlled hydraulic brake system disclosed in the above patent publication is a master having a primary and a secondary piston therein to supply hydraulic pressure to two brake circuits connected to a wheel side of a vehicle according to the operation of the brake pedal. The cylinder is installed. In addition, a servo brake provided with a working piston operated by a motor is installed inside the master cylinder. In addition, the actuating piston is provided to be capable of linear motion through the rack drive device, the rack drive device is a worm wheel (engagement wheel) engaging with the worm shaft (worm shaft) of the motor, a rack for linear movement in the state engaged with the worm wheel It includes a gear. That is, the rack driving device is installed so that two wheel wheels are engaged with opposite sides of the rack gear, so that the linear motion of the rack gear is made through one wheel wheel and the linear motion of the rack gear can be guided through the other wheel wheel. Consists of.

However, the conventional electronically controlled hydraulic brake system having the above-described configuration has two worm wheels in which a pinion gear and a worm gear are combined to secure the straightness of the rack gear that pushes the piston inside the pump to generate a braking pressure. Since meshes are used on both sides of the rack gears, the size of the rack gear driving unit is increased and the weight is excessively increased. This, in turn, has a problem of lowering the mountability in the vehicle and lowering the layout (lay-out) design.

In addition, the conventional electronically-controlled hydraulic brake system is installed ABS and ESC module for the function implementation of the anti-lock brake system (ABS) and electronic stability control (ESC) independently, while controlling the position of the motor (position) Since the ECU (Electronic Control Unit) and the ECU for solenoid valve control are installed separately, there is a problem that the size and weight of the entire brake system are increased to increase the manufacturing cost and lower the mountability in the vehicle.

US Patent Publication No. 2012-0167565

Accordingly, the present invention has been made to solve the above problems, the technical problem to be solved in the present invention is a linear drive using a single worm wheel rack gear for pushing the piston in the pump to generate the braking hydraulic pressure By installing a bearing on the opposite side of the wheel and guiding the linear movement of the rack gear, it is possible to stably operate the rack gear without using two wheels as before. And it is possible to reduce the weight to improve the mountability in the vehicle and to provide an integrated brake device of the vehicle that can increase the degree of freedom for layout design.

Another technical problem to be solved by the present invention is to install a separate ABS module and ESC module for implementing the ABS and ESC function by employing a valve block equipped with a plurality of solenoid valves required for the ABS and ESC function of the vehicle. It is to provide an integrated brake device of a vehicle that does not need.

Another technical problem to be solved by the present invention is to provide an integrated brake device for a vehicle that does not need to independently install the ECU for position control of the motor and the ECU for solenoid valve control.

Another technical problem to be solved in the present invention is to combine the pedal simulator on one side of the master cylinder and the valve block and ECU on the other side of the master cylinder facing the pedal simulator, while the motor and pump at the bottom of the master cylinder By integrating into one system unit, ABS and ESC functions can be realized through one system unit, and the size and weight can be reduced compared to the existing master booster to secure the mountability and layout design in the vehicle. An integrated brake system for a vehicle is provided.

An integrated brake device for a vehicle according to the present invention for solving the above technical problem includes a master cylinder configured to generate hydraulic pressure by receiving a pedal effort of a pedal; A pedal simulator that provides a reaction force according to the displacement of the pedal; A valve block provided with a solenoid valve for opening and closing a flow of hydraulic pressure moving between the master cylinder and the pedal simulator; A pump driven by a motor to discharge hydraulic pressure to the master cylinder; A gear unit connecting the motor and the pump and converting the rotational motion of the motor into a linear motion; And an electronic control unit for controlling the motor and the solenoid valve, wherein the gear unit includes: a worm gear that is engaged with the axial shaft of the motor and a pinion gear that is coaxially coupled with the worm gear; A rack gear engaged with the pinion gear to linearly move and retract the piston of the pump; And a bearing installed to face the pinion gear to guide the linear motion of the rack gear.

Here, a guide groove having a top and bottom width corresponding to the top and bottom width of the bearing may be formed on the side of the rack gear in contact with the bearing.

The worm shaft of the motor and the piston of the pump may be arranged in parallel with each other.

In addition, the pedal simulator and the valve block may be installed on both sides of the master cylinder facing each other.

In addition, the pump and the gear unit may be disposed on the lower end of the master cylinder.

According to the present invention having the configuration described above, a rack gear for driving braking hydraulic pressure by pushing the piston inside the pump is linearly driven using one single worm wheel, and a bearing for guiding the linear motion of the rack gear on the opposite side of the wheel. By installing this system, stable linear driving of the rack gear can be performed without using two wheels as in the conventional case, and the size and weight of the rack driving unit can be reduced, thereby improving the mountability in the vehicle and the layout design. Increase the degree of freedom for

In addition, by adopting a valve block equipped with a plurality of solenoid valves necessary for the ABS and ESC functions of the vehicle, it is not necessary to separately install the ABS module and the ESC module for the ABS and ESC functions, and to control the position of the motor. Since the ECU and solenoid valve control need not be installed separately, the size of the brake system can be minimized to improve the in-vehicle mountability.

In addition, the pedal simulator is coupled to one side of the master cylinder and the valve block and ECU are coupled to the other side of the master cylinder facing the pedal simulator, while the motor and pump are coupled to the bottom of the master cylinder to form a system unit. By integrating, one system unit enables ABS and ESC functionality, while reducing the size and weight of existing master boosters to ensure in-vehicle mounting and ease of layout design.

1 is an exploded perspective view showing an integrated brake device of a vehicle according to an embodiment of the present invention.
2 is a perspective view of the combination of FIG.
3 is a perspective view of the integrated brake device shown in FIG. 2 viewed from another angle;
Figure 4 is a detailed view showing in detail the gear unit portion provided in the integrated brake device according to the present invention.
5 is a perspective view of the gear unit shown in FIG. 4 viewed from another angle.
6 is a perspective view showing an integrated brake device according to another embodiment of the present invention.

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

1 is an exploded perspective view showing an integrated brake device of a vehicle according to an embodiment of the present invention, and FIG. 2 is a combined perspective view showing a combined state of FIG. 1. 3 is a perspective view of the integrated brake device shown in FIG. 2 viewed from another angle.

1 to 3, the integrated brake device 300 according to the present invention, the brake actuating unit (Brake Actuation Unit) for supplying to the wheel cylinder by converting the pedal force of the brake pedal (not shown) to the hydraulic pressure required for braking 100.

In addition, the brake drive unit 100 includes a master cylinder 110 for generating hydraulic pressure required for braking by receiving the pedal force of the brake pedal, and a pedal simulator 120 for providing a reaction force according to the displacement of the brake pedal. It is provided.

In this case, the master cylinder 110 and the pedal simulator 120 are installed in an integrated form in one brake drive unit housing 104.

In addition, the brake drive unit housing 104 in which the master cylinder 110 and the pedal simulator 120 are integrated is fixed to the vehicle body panel in the engine room through the mounting bracket 140.

The master cylinder 110 is provided with two pistons therein to have two hydraulic circuits for supplying hydraulic pressure to the wheel cylinder.

In addition, a reservoir 150 for storing brake oil supplied to the master cylinder 110 is coupled to an upper side of the master cylinder 110.

One side of the master cylinder 110 is provided with an input rod 160 that connects the brake pedal and the master cylinder 110 and transmits the stepping force of the brake pedal to the master cylinder 110.

The input rod 160 is disposed coaxially with the master cylinder 110 to be advanced by the stepping force applied to the brake pedal, and is coupled to have a constant clearance with the rear side piston in the master cylinder 110.

Accordingly, when the pedal force is applied to the brake pedal, the pedal force is transmitted to the piston inside the master cylinder 110 through the input rod 160 disposed coaxially with the piston to generate hydraulic pressure by pressure.

The pedal simulator 120 includes a reaction force piston 122 and a reaction force spring 124 installed in the chamber 126 provided on one side of the brake drive unit housing 104.

Accordingly, when the pedal force is applied to the brake pedal, the pressure generated in the chamber 126 through the input rod 160 moves the reaction force piston 122 and elastically compresses the reaction force spring 124. When the pedal force is released, the reaction force piston moves in the opposite direction due to the elastic reaction force of the reaction force spring 124, thereby providing an appropriate pedal feeling to the driver by providing reaction force to the input rod 160.

On the other hand, the valve block 210 and the electronic control unit 220 is installed on the side of the brake drive unit housing 104 which is located in the opposite direction of the pedal simulator 120.

The valve block 210 has a flow path connected to the reservoir 150, the master cylinder 110, and the pedal simulator 120, respectively, and is provided with the reservoir 150 and the master cylinder 110 on the inner flow path. And a plurality of solenoid valves for opening and closing the flow of the brake oil is moved to the pedal simulator 120 is provided.

That is, the valve block 210 is equipped with a plurality of solenoid valves required for anti-lock braking system (ABS) and electronic stability control (ESC) operation, and each of the solenoids by electric signals input from the electronic control unit 220. The valve operates to interrupt the flow of brake oil.

The valve block 210 is integrally coupled to the side surface of the brake drive unit housing 104 so as to be located in a direction facing each other with respect to the pedal simulator 120 based on the master cylinder 110.

The electronic control unit (ECU) 220 receives a signal detected from the pressure sensors and the pedal displacement sensor, respectively, for detecting pressure in the accumulator, the master cylinder 110, and the pedal simulator 120. 230 and the solenoid valves inside the valve block 210 are controlled.

In addition, the electronic control unit 220 is provided with a control coil for controlling the solenoid valve inside the valve block 210 and a position detecting sensor for detecting the rotor position of the motor 230.

The electronic control unit 220 is not provided with an electronic control unit (ECU) for controlling solenoid valves and an electronic control unit (ECU) for controlling position of the motor. Has an integrated configuration.

Like the valve block 210, the electronic control unit 220 is disposed in a direction facing each other with the pedal simulator 120 and is coupled to the valve block 210 and the lower motor 230 at the same time.

On the other hand, the lower portion of the master cylinder 110 is connected to the motor 230, the pump 240 driven by the motor 230, the motor 230 and the pump 240, the rotational movement of the motor 230 Gear unit 250 that converts the linear motion of the piston 243 in the pump 240 is installed.

As the motor 230, a brushless AC (BLAC) motor, which is a three-phase AC motor, which is generally known to have a long life and high efficiency, is used.

The rear end of the motor 230 is provided with a three-phase connector for connecting an internal three-phase coil to the ground coil.

A position sensor magnet capable of detecting the rotor position of the motor 230 is installed at the end of the rotation shaft 232 of the motor 230.

The position sensor magnet implements an encoder and a hole sensor function capable of detecting the position of the rotor together with the digital signal processing chip. In this case, it is possible to implement the motor 230 mechanically simple and low cost.

Such a motor 230 is disposed below the master cylinder 110 is connected via the pump 240 and the gear unit 250 while one side of the motor 230 is coupled with the electronic control unit 220. .

On the other hand, the motor 230 drives the pump 240, the pump 240 sucks oil from the reservoir 150 to discharge pressure to the accumulator to form pressure in the accumulator, the high pressure oil stored in the accumulator is a master cylinder Discharged to 110.

The pump 240 supports the pump housing 242 coupled to the side of the gear unit 250, the piston 243 is removably installed in the pump housing 242, the piston 243 and elastic And a spring 244 that provides a reaction force.

The pump 240 is disposed in parallel with the motor 230 in the lower portion of the master cylinder 110, specifically, the worm shaft 232, which is a rotation axis of the motor 230 and the piston 243 of the pump 240 Arranged in parallel to be parallel to each other.

The gear unit 250 includes a gear unit housing 251 coupled to the lower portion of the brake drive unit housing 104, a gear unit housing 251, and a worm shaft 232 of the motor 230. A worm wheel 252 is engaged with and engaged with the piston 243 of the pump 240 and a rack gear 255 is engaged with the worm wheel 252 to perform a linear movement.

The upper side of the gear unit housing 251 is coupled to the brake drive unit housing 104 is provided with a master cylinder 110 and the pedal simulator 120. In addition, the motor 230 and the pump 240 are coupled to the side portion of the gear unit housing 251.

The motor 230 and the pump 240 are arranged in parallel to each other in parallel, wherein the braking pressure generation direction of the piston 243 of the pump 240 is opposite to the fastening direction of the electronic control unit 220 It is configured to be.

Figure 4 illustrates in detail the coupling structure of the rack gear 255 and the worm wheel 252 in the gear unit 250 of the integrated brake device according to the present invention. 5 is a perspective view of FIG. 4 viewed from another angle.

Referring to FIGS. 1, 4, and 5 described above, the wheel 252 includes a worm gear 253 that meshes with the worm shaft 232 of the motor 230, and a pinion gear 254 that meshes with the rack gear 255. It is provided with, and engaged with the worm shaft 232 during the driving of the motor 230 performs a rotational movement.

Specifically, the worm gear 253 is rotated in engagement with the worm shaft 232 of the motor 230, the pinion gear having a concentric shaft and integrally coupled with the worm gear 253 as the worm gear 253 is rotated. 254 will rotate. The rack gear 255 meshed with the pinion gear 254 performs a linear motion.

One end of the rack gear 255 is coupled to the piston 243 in the pump 240, the piston in the pump 240 in accordance with the linear movement of the rack gear 255 according to the rotation of the wheel 252 ( 243 pressurizes the brake oil to discharge hydraulic pressure to the master cylinder 110.

In this case, a bearing 256 is installed at a position opposite to the pinion gear 254 to perform rolling motion in contact with the side surface of the rack gear 255 to guide the linear movement of the rack gear 255.

Two bearings 256 are rotatably installed at a distance from each other at a position facing the pinion gear 254.

The two bearings 256 are rotatably installed on the support member 258 as a support means, and the support member 258 on which the bearings 256 are installed is fixed at an appropriate position inside the gear unit housing 251. .

In addition, a recessed straight guide groove 255a having an upper and lower width corresponding to an upper and lower width of the bearing 256 is formed at a side portion of the rack gear 255 in which the two bearings 256 are in surface contact. .

Accordingly, since the two bearings 256 perform the rolling motion in a state of being partially inserted into the linear guide groove 255a formed on the side of the rack gear 255, the linear motion of the rack gear 255 is made stable. Even if the vibration is repeatedly applied from the outside, the rack gear 255 can stably perform linear motion without flowing up and down.

In addition, another bearing 257 larger in diameter than the pinion gear 254 is rotatably installed at the upper end of the pinion gear 254.

In this case, since the linear movement of the rack gear 255 is guided through the lower end of the bearing 257 installed on the upper end of the pinion gear 254 during the linear movement of the rack gear 255, the rack gear 255 is moved up, down, left, and right. Stable linear motion can be performed without flow.

On the other hand, Figure 6 shows an integrated brake device according to another embodiment of the present invention.

In the integrated brake device according to the embodiment of the present invention described above, the brake drive unit housing 104 and the gear unit housing 251 are made of separate structures that are separated from each other, thereby providing a method of mutual coupling.

However, it is also possible to form the brake drive unit housing 104 and the gear unit housing 251 in the form of a structure in the brake device.

That is, as shown in FIG. 6, an integrated housing 270 in which the brake drive unit housing and the gear unit housing are integrated into one structure may be used.

When the integrated housing 270 is applied, the number of assembly parts may be reduced, thereby improving assembly performance and shortening assembly time. It is also efficient in terms of parts storage and management.

As described above, in the integrated brake device of the present invention, the rack gear 255 that pushes the piston 243 inside the pump 240 to generate braking hydraulic pressure is linearly driven using one single worm wheel 252 and the shock wheel. By installing a bearing for guiding the linear motion of the rack gear 255 in a position opposite to the 252, the rack drive device does not need to use two bulky wheels to secure the rack gear and to ensure the straightness as before. The size and weight of the part can be greatly reduced, thereby improving the mountability in the vehicle and increasing the degree of freedom for layout design in the vehicle.

In addition, the integrated brake device of the present invention uses a valve block 210 equipped with a plurality of solenoid valves necessary for implementing ABS and ESC functions of a vehicle, thereby separately installing ABS and ESC modules for implementing ABS and ESC functions. There is no need to install an ECU for position control of the motor and an ECU for solenoid valve control separately, thereby minimizing the size of the brake system and improving the mountability in the vehicle.

In addition, the pedal simulator 120 is coupled to one side of the master cylinder 110 and the valve block 210 and the ECU 220 are coupled to the other side of the master cylinder 110 facing the pedal simulator 120. On the other hand, by combining the motor 230 and the pump 240 at the bottom of the master cylinder 110 to integrate into one system unit, it is possible to implement the ABS and ESC function through one system unit and size compared to the existing master booster And the weight can be reduced to ensure the ease of mounting in the vehicle and layout design.

Although the preferred embodiment of the present invention has been described above, the scope of the present invention is not limited only to such specific embodiments, and those skilled in the art may appropriately change within the scope described in the claims of the present invention. This will be possible.

100: brake drive unit 104: brake drive unit housing
110: master cylinder 120: pedal simulator
140: mounting bracket 150: reservoir
160: input rod 210: valve block
220: electronic control unit 230: motor
232: Worm shaft 240: Pump
242: pump housing 243: piston
244: spring 250: gear unit
251: gear unit housing 252: wheel
253: 윔 gear 254: pinion gear
255: Rack gear 256, 257: Bearing
258: support member

Claims

A master cylinder 110 generating hydraulic pressure by receiving the pedal effort;
A pedal simulator 120 providing a reaction force according to the displacement of the pedal;
A pump 240 driven by the motor 230 to discharge hydraulic pressure; And
And a gear unit 250 for converting the rotational movement of the motor 230 into a linear movement of the piston 243 included in the pump 240.
The gear unit 250,
A worm wheel 252 having a worm gear 253 engaged with the worm shaft 232 of the motor 230, and a pinion gear 254 coaxially coupled with the worm gear 253;
A rack gear 255 engaged with the pinion gear 254 for linear movement and for advancing and retreating the piston 243 of the pump 240;
And a bearing 256 installed in a direction opposite to the pinion gear 254 to guide the linear motion of the rack gear 255.
The side of the rack gear 255 in contact with the bearing 256, the integrated brake device of the vehicle is formed with a guide groove (255a) having a vertical width corresponding to the vertical width of the bearing (256).

The integrated brake apparatus of claim 1, wherein the pump (240) and the gear unit (250) are installed at a lower end of the master cylinder (110).

The integrated brake apparatus according to claim 1, wherein the worm shaft (232) of the motor (230) and the piston (243) of the pump (240) are disposed in parallel with each other.

A master cylinder 110 generating hydraulic pressure by receiving the pedal effort;
A pedal simulator 120 providing a reaction force according to the displacement of the pedal;
A pump 240 driven by the motor 230 to discharge hydraulic pressure;
A gear unit 250 for converting the rotational movement of the motor 230 into a linear movement of the piston 243 included in the pump 240; And
And a valve block (210) having a solenoid valve for opening and closing the flow of hydraulic pressure moving between the master cylinder (110) and the pedal simulator (120).
The pedal simulator (120) is disposed on one side of the master cylinder (110), the valve block 210 is integrated brake device of the vehicle, characterized in that disposed on the other side of the master cylinder (110).

The method of claim 4, further comprising an electronic control unit 220 for controlling the motor 230 and the solenoid valve,
One side of the valve block 210 is in contact with the other side of the master cylinder 110, the other side of the valve block 210 is in contact with one side of the electronic control unit 220 of the vehicle Integrated brake system.

According to claim 5, The valve block 210 is installed so as to contact the upper portion of one side of the electronic control unit 220,
One side of the motor 230 is connected to the gear unit 250 and the other side of the motor 230 is installed to be in contact with the bottom of one side of the electronic control unit 220, integrated brake of the vehicle Device.

7. The integrated brake apparatus of claim 6, further comprising a position sensor for sensing a rotor position of the motor (230).