KR20000010200U - Modulator of anti-lock brake system - Google Patents

Abstract

The present invention relates to a modulator of an anti-lock brake system, the purpose of which is to improve the outlet valve assembly structure of the pump to facilitate the sealing operation.

In the modulator of the anti-lock brake system according to the present invention, the pump chamber 61 is bore-processed inside the block 100 to install a piston 62, an inlet valve 63, an outlet valve 64, and the like. A sealing groove 653 is formed on the outer circumferential surface of the valve cap 65 in the circumferential direction, and is clamped so as to seal the open end of the pump chamber 61. Therefore, when the valve cap 65 is tightly fitted, a part of the modulator block 100 is plastically deformed into the sealing groove 653, so that the sealing is perfectly performed without a separate sealing member, thereby reducing the manufacturing cost due to the removal of parts. There is an advantage that is easily made.

Description

Modulator of anti-lock brake system

The present invention relates to a modulator of an antilock brake system, and more particularly, to an outlet valve structure of a pump embedded in a modulator block.

Vehicles are equipped with a brake system for braking. In recent years, various types of systems have been proposed for obtaining more powerful and stable braking force. Among these, the anti-lock brake system has a progressive effect.

In general, a vehicle is provided with a drum or a caliper hydraulic brake that generates braking force by hydraulic pressure on the front wheel and the rear wheel, respectively. The prepared master cylinder is mounted.

On the other hand, the anti-lock brake system is provided with solenoid valves on the inlet and outlet sides of each brake to control the braking hydraulic pressure delivered to the brake, which is a normally open solenoid valve disposed at the inlet side and a normal closed at the outlet side. It is classified as a type solenoid valve, and is controlled by a controller to exhibit strong and stable braking force. At this time, the controller detects the vehicle speed through the wheel sensors provided on the front wheel and the rear wheel, and controls each solenoid valve.

Further, first and second low pressure accumulators are installed downstream of the normal closed solenoid valves on the front wheel side and the rear wheel side to temporarily store oil discharged from the brake side in the decompression mode. In addition, the first and second high pressure accumulators are installed at the rear of the first and second low pressure accumulators, and a pair of first and second pumps are provided between the first and second low pressure accumulators. The oil in the low pressure state in the radar is pumped to the pressurized first and second high pressure accumulators.

The first and second pumps are driven by one motor, and the first and second low pressure accumulators, the first and second pumps, the motor, the first and second high pressure accumulators, and the solenoid valves are made of aluminum alloy. It is installed inside the modulator block of ash, which will be described in detail with reference to FIG. 1.

As shown therein, the modulator block 1 is provided with a motor 2 at a central portion thereof, and the first pump 10 and the second pump (not shown) driven by a single motor 2 with a constant phase difference. ) Is symmetrically embedded.

The pump 10 is bore-processed inside the modulator block 1 and moves forward and backward when the motor 2 is driven in the pump chamber 5 and the pump chamber 5 having the suction port 3 and the discharge port 4. A suction flow path formed axially in the piston 6 so as to communicate the piston 6 and the pumped pump chamber 5 so as to divide the piston 6 and the pump chamber 5 to the suction port 3 side and the discharge port 4 side. (6a) and the inlet valve (7), the outlet valve (8), etc. which open and close the suction flow path 6a and the discharge port 4 according to the position of the piston 6, etc. At this time, the suction port 3 is connected to the pump chamber 5 and the low pressure accumulator (not shown), the discharge port 4 is the oil passage for communicating the pump chamber 5 and the high pressure accumulator (not shown) to be.

The inlet valve 7 is installed at the outer end of the piston 6, and is composed of a steel sphere 7a in close contact with the end of the suction flow passage 6a, a retainer 7c and a spring 7b supporting the same. have.

The outlet valve 8 is provided at the outer side of the pump chamber 5 to partition the outer pump chamber 5 of the piston 6 into the side with and without the discharge port 4, and for this purpose, the discharge hole 8b on the center. The valve seat 8a and the sphere 8c which are installed close to the right side of the discharge hole 8b, and the spring 8d and spring 8d, which are elastically supported so that the discharge hole 8b is in close contact, are seated and supported. It consists of a valve cap (9) and the like coupled to seal the open end of (5).

The valve cap 9 is formed with a concave receiving space 9a in which the spring 8d is accommodated, and a discharge passage 9b for communicating the discharge hole 8b with the discharge port 4 is provided on the tip center. . In addition, a male screw 9c is formed on the outer peripheral surface of the rear end of the valve cap 9, and a female screw 5a is machined on the inner peripheral surface of the opening end of the pump chamber 5 corresponding thereto. And a seating groove (9d) formed in the circumferentially concave direction on the outer peripheral surface of the central portion of the valve cap (9), the O-ring (9e) of the elastic material is fitted and coupled thereto. Reference numeral 9f is a chamfer to which the assembly tool is engaged to tighten the valve cap 9. Therefore, the valve cap 9 is temporarily assembled to the opening end of the pump chamber 5, and then the assembly tool, that is, a wrench, is engaged with the chamfering portion 9f and the valve cap 9 is completely tightened. ) Is pressed against the inner circumferential surface of the pump chamber 5 so that no leakage occurs.

The inlet valve 7 and the outlet valve 8 configured as described above are opened and closed oppositely to each other by the pressure of the pump chamber 5 which is changed according to the position of the piston 6, so that the oil flows into the pump chamber 5 and discharges. Discharged to the outside through 9b and the discharge port 4.

That is, when the piston 6 is pushed to the right by the eccentric rotation shaft 2a of the motor 2, the fluid in the outside of the piston 6 is increased in compression hydraulic pressure, whereby the sphere 7a of the inlet valve 7 The suction channel 6a is in close contact with the end of the suction channel 6a to close the suction channel 6a. At the same time, the sphere 8c of the outlet valve 8 overcomes the elastic force of the spring 8d and moves outward, whereby the discharge hole 8b is opened. Therefore, the fluid pressurized in the pump chamber 5 is supplied to the high pressure accumulator (not shown) through the discharge hole 8b and the discharge passage 9b which are opened, and is supplied to the hydraulic line of the brake system with the pressure pulsation attenuated. do.

However, in the modulator of such an anti-lock brake system, since the valve cap 9 of the outlet valve 8 is screwed using a tool for assembling, for this purpose, a female screw 5a is provided at the opening end of the pump chamber 5. Since the male screw 9c must be processed on the cap 9, the manufacturing and assembling process thereof becomes difficult. In addition, since the valve cap 9 is decoupled through the screw portions 5a and 9c, an elastic O-ring 9e is separately added to the outer circumferential surface of the valve cap 9 to prevent oil leakage, thereby increasing manufacturing costs. There are several problems.

The present invention is to solve this problem, the object of the present invention is to facilitate the assembly by supporting the sphere to open and close the discharge hole of the outlet valve and at the same time by fitting the valve cap sealing the open end of the bore-processed pump chamber. It is to provide a modulator of the anti-lock brake system to reduce the manufacturing cost due to the complete removal of the sealing by forming a sealing groove so that a portion of the block on the outer peripheral surface of the valve cap plastically deformed and introduced without the O-ring.

1 is a cross-sectional view showing a part of the pump structure built in the modulator of the conventional anti-lock brake system.

2 is a schematic diagram of a vehicle anti-lock brake system according to the present invention.

Figure 3 is an enlarged cross-sectional view showing the internal structure of the modulator block according to the present invention.

Figure 4 is an enlarged cross-sectional view A portion of Figure 3, showing the valve cap coupling structure of the outlet valve according to the present invention.

* Description of the symbols for the main parts of the drawings *

61. Pump chamber 62. Piston 63. Inlet valve

64..Outlet valve 641.Valve seat 642.Discharge hole

643.Specific 644.Spring 65.Valve cap

651..accommodation space 652. discharge passage 653. sealing groove

654 taper side 655 step groove

The present invention for achieving this purpose is formed in the center of the modulator block, the inlet port for the low pressure oil is introduced and the discharge port for discharging the high pressure oil is formed and the pump chamber is bored in the lateral direction A motor driven during a pressure-induced braking or pressure holding braking action, a piston built in the pump chamber to move forward and backward in accordance with the motor drive, and formed in an axial direction in the center of the piston so that oil flows in through the suction port during the movement. Inlet valve, inlet valve that opens and closes the suction channel according to the piston's forward and backward movement, is installed at a predetermined interval from the inlet valve, and the outlet valve and outlet valve controlling the discharge of pressurized oil to the discharge port through the inlet valve Sphere for opening and closing the discharge hole of the spring, the spring for supporting the sphere toward the discharge hole side Installed on and in the anti-lock brake system with a valve cap that is coupled to seal one part of the pump chamber nine modulator,

The valve cap outer peripheral surface is provided with a sealing groove formed concave in the circumferential direction so that a portion of the inner end surface of the opening end of the pump chamber is plastically deformed while the valve cap is fitted to the valve cap to seal the valve cap outer peripheral surface.

Hereinafter, one preferred embodiment according to the present invention will be described in detail with reference to the accompanying drawings.

Figure 2 is a schematic diagram showing the overall structure of the vehicle anti-lock brake system according to the present invention, Figures 3 and 4 is a cross-sectional view showing the internal structure of the modulator block and the structure of the inlet valve according to the present invention.

As shown in the vehicle anti-lock brake system according to the present invention, the brake pedal provided on one side of the driver's seat and the brakes 26, 27, 28, 29 installed on the front wheel FR, FL and the rear wheel RR, RL, respectively. (20), the master cylinder 22 is provided with the booster 21 and the oil storage tank 23 is provided to form a back force by the operation of the pedal 20, thereby generating a braking hydraulic pressure.

Solenoid valves are installed at the inlet and outlet sides of the brakes 26, 27, 28, and 29, respectively, to control the flow of hydraulic pressure, which is provided at the inlet side of the normally open solenoid valves 30, 31, 32 and the outlet side. Normally closed solenoid valves 33, 34, and 35 are provided. At this time, the solenoid valve is controlled by the controller 24 for detecting the vehicle speed through the wheel sensor 25 provided on the front wheel (FR, FL) and the rear wheel (RR, RL).

The first low pressure accumulator is connected to a hydraulic line connecting the discharge port side of the normal closed solenoid valves 30, 31, and 32 on the front wheel FR, FL side and the rear wheel RR, RL side to the master cylinder 22. 40), a second low pressure accumulator 41, and a first high pressure accumulator 80 and a second high pressure accumulator 81, which are a kind of damping chamber for reducing pressure pulsation, are provided, respectively. Therefore, the oil discharged from the front wheel (FR, FL) and rear wheel (RR, RL) side brakes (26, 27, 28, 29) during the opening operation of the normal closed solenoid valves (30, 31, 32) according to the decompression braking The first and second low pressure accumulators 40 and 41 are temporarily stored. In addition, the first and second pumps 60 and 70 are operated by driving the motor 50 provided between the low pressure accumulators 40 and 41 and the high pressure accumulators 80 and 81. The oil stored in the vibrator 40 is pressurized and discharged and stored in the first high pressure accumulator 80, and the oil stored in the second low pressure accumulator 41 is also pressurized to the second high pressure accumulator 81. Discharge is stored.

Subsequently, the oil stored in the high pressure accumulators 80 and 81 is transferred to the brakes 26, 27, 28, and 29 again along the hydraulic line or returned to the master cylinder 22.

This is performed by one motor 50 and the first and second pumps 60 and 70 embedded in the modulator block 100, the structure of which will be described in detail with reference to FIGS. 3 and 4 as follows.

First, in the modulator block 100 made of an aluminum alloy material, a suction port 611 into which oil in a low pressure state is introduced and a discharge port 612 in which oil is discharged in a high pressure state are formed, and an eccentric rotation shaft 51 is formed at the center thereof. Has a built-in motor 50. In addition, the first pump 60 and the second pump 70 driven while having a constant phase difference by the motor 50 are mounted symmetrically.

The pump 60 includes a pump chamber 61 bored in the lateral direction of the modulator block 100, a piston 62 capable of moving forward and backward in the pump chamber 61, and a suction flow path 621 according to the movement of the piston 62. ) And an outlet valve (63) and an outlet valve (64) for opening and closing the discharge port (612) oppositely.

The piston 62 bisects the pump chamber 61 to the suction port 611 side and the discharge port 612 side, and the suction flow path 621 is formed in the axial direction so as to communicate the pump chamber 61 divided into the inside thereof. .

Inlet valve 63 is configured to open and close the outer end of the piston 62, that is, the end of the suction passage 621, which is the sphere 631, sphere 631 for opening and closing the suction passage 621 is suctioned The retainer 633 and the spring 632 etc. which are supported closely to the flow path 621 are comprised.

In addition, the outlet valve 64 maintains a constant distance from the inlet valve 63 and controls the pressurized oil to be delivered to the discharge port 612. For this purpose, the outlet valve 64 is seated at the opening end of the pump chamber 61 and discharged on the center portion. A valve seat 641 through which the holes 642 are perforated, a sphere 643 for opening and closing the discharge hole 642 by oil pressure, a spring 644 for elastically supporting the sphere 643 to the discharge hole 642 side, and The valve cap 65 etc. which seal the open end part of the pump chamber 61 are comprised. The valve cap 65 has a recessed space 651 formed in the center of the distal end so that the spring 644 and the sphere 643 are seated, and a sealing groove 653 is formed in the circumferential direction on the outer circumferential surface thereof, thereby restraining it. Upon fitting, a portion of the modulator block 100 is plastically deformed into the interior, thereby sealing. The detailed structure is as follows.

First, the valve cap 65 is press-fitted to the opening end of the pump chamber 61. In order to prevent oil leakage, a sealing groove 653 having a predetermined depth is formed in the outer circumferential surface. In addition, a step groove 655 is formed in the circumferential direction so that a part of the modulator block 100 remaining as a surplus is pushed on the outer peripheral surface of the front portion of the sealing groove 653, and the block fragments generated during the interference fit are isolated so that the oil It is prevented from mixing in. In addition, a tapered surface 654 is provided on the outer circumferential surface of the front end of the valve cap 65 to facilitate insertion of the valve cap 65 and to prevent block fragmentation when the valve cap 65 is coupled thereto, which is configured to reduce the diameter toward the front end side. That is, the tapered surface 654, the step groove 655 and the sealing groove 653 are formed in the circumferential direction at a predetermined interval on the outer peripheral surface of the valve cap 65, which is the front portion of the outer peripheral surface of the valve cap 65 And rear part respectively.

Therefore, when the sphere 643 and the spring 644 is seated in the receiving space 651 of the valve cap 65 and inserted into the opening end of the pump chamber 61 and then inserted into the open end of the pump chamber 61, a part of the aluminum modulator block 100 is As the plastic deformation into the sealing groove 653 is forcibly pushed in and the sealing is made perfectly. At this time, the tip of the valve cap 65 is made of a tapered surface 654, so that the initial insertion process is easily performed, and the occurrence of block fragments is minimized. In addition, the block pieces generated during the interference fitting of the valve cap 65 are pushed into the inner circumference of the step groove 655 to be isolated, thereby preventing the oil from entering the oil. Reference numeral 652 denotes a discharge passage formed in the valve cap 65 to connect the discharge port 612.

The inlet valve 63 and the outlet valve 64 configured as described above are opened and closed oppositely to each other according to the position of the piston 62 driven by the eccentric rotation shaft 51 of the motor 50, so that the fluid flows into the pump chamber 61. As it is pressurized and discharged to the outside through the discharge port 612.

That is, when the piston 62 is pushed to the right by the eccentric rotation shaft 51, the fluid that is outside the piston 62 is compressed to increase the pressure, whereby the sphere 631 of the inlet valve 63 is the suction flow path 621. The suction flow path 621 is closed in close contact with the bottom of the valve, and the sphere 643 of the outlet valve 64 moves outwardly by defeating the elastic force of the spring 644, thereby leaving it spaced apart from the discharge hole 642. Accordingly, the fluid pressurized in the pump chamber 61 flows into the high pressure accumulator 80 through the discharge hole 642 and the discharge passage 652 that are opened, and is then supplied to the hydraulic line of the brake system. In addition, when the piston 62 is pushed to the left side, the sphere 631 of the inlet valve 63 is spaced apart from the bottom of the suction flow path 621 so that the oil in a low pressure state flows into the pump, thereby performing a continuous pumping operation.

Next will be described the general braking action of the vehicle anti-lock brake system according to the present invention configured as described above.

The driver steps on the brake pedal 20 to decelerate the vehicle or maintain the stopped state while driving or stopping the vehicle. As a result, a boosting force amplified than the input is formed in the power supply device 21, and thus, a braking hydraulic pressure of considerable pressure is generated in the master cylinder 22. The braking hydraulic pressure is transmitted to the brakes 26, 27, 28, and 29 provided on the front wheels FR, FL and the rear wheels RR, RL through the normally open solenoid valves 30, 31, and 32. Is done. And when the driver releases little or completely from the brake pedal 20, the oil pressure in each of the brakes 26, 27, 28 and 29 is returned to the master cylinder through the normally open solenoid valves 30, 31 and 32. The braking force is reduced or the braking action is released completely.

On the other hand, the brakes 26, 27, 28 and 29 generated by the brake pressure when the driver increases the braking pressure than the road surface state or changes the road surface condition while controlling the braking force to increase / maintain for the purpose of deceleration or stop while driving the vehicle. When the frictional force of Ess is greater than the braking force generated from the tire or the road surface of the vehicle, the wheels of the vehicle slide on the road surface. Accordingly, the vehicle loses steering power and increases the braking distance, and also requires ABS control because the vehicle rotates. The ABS is controlled in three modes, such as boost, depressurization, and maintenance, and each control state is not controlled to the same state on all four wheels of the vehicle, but is separately controlled according to the road condition and the ABS control state. The modes are mixed and controlled.

First, the pressure reduction operation of the vehicle antilock brake system will be described. If the braking pressure in the brakes 26, 27, 28, 29 is greater than the road surface condition in the state of braking, the pressure should be lowered to the appropriate pressure. Accordingly, in the controller 24, the normal closed solenoid valves 33, 34 and 35 are opened to operate, so that the brakes 26, 27, 28 and 29 on the front wheel FR and FL side and the rear wheel RR and RL side are opened. The oil discharged from the gas is temporarily stored in the first low pressure accumulator 40 and the second low pressure accumulator 41. At this time, the opening operation of each normal closed solenoid valve 33, 34, 35 is performed simultaneously or separately. Through this process, the pressures of the brakes 26, 27, 28, and 29 mounted on the front wheels FR and FL and the rear wheels RR and RL are lowered, thereby preventing the sliding of the road surface.

The pressure boosting operation of the antilock brake system is as follows. If the ABS depressurization condition continues for a long time during ABS control or the vehicle moves to a place where the friction coefficient of the road surface is high, the vehicle tires and the road surface may be braked by the braking pressure in the brakes 26, 27, 28, and 29. The friction force that can be generated in the car increases, which reduces the braking efficiency of the vehicle. In this case, the controller 24 determines the situation based on a signal input from each wheel sensor 25 and drives the motor 50 to increase the braking pressure in the brakes 26, 27, 28, and 29. To operate the second pump (60, 70). Accordingly, the oil stored in the first and second low pressure accumulators 40 and 41 during the ABS pressure reduction operation is introduced into the pump chamber 61 through the suction port 611, and the high pressure accumulator is discharged through the discharge port 612. It is supplied to the radar 80,81. The oil with reduced pressure pulsation in the high pressure accumulators 80 and 81 is transferred to the brakes 26, 27, 28 and 29 through the open-operated normal-open solenoid valves 30, 31 and 32, thereby braking. To increase the hydraulic pressure.

In the ABS control, the pressure in the brakes 26, 27, 28, 29 reaches the optimum pressure for generating the optimum braking force, or the pressure is kept constant to prevent the resonance of the vehicle derived from the ABS control. An operating condition is required. The pressure holding operation of the anti-lock brake system according to the present invention is as follows. The pressure holding state to prevent pressure changes in the brakes 26, 27, 28, and 29 mounted on the front wheels FR, FL and rear wheels RR, RL of the vehicle is one of the normal open solenoid valves 30, 31, 32. By closing the normally open solenoid valves 30, 31, and 32 on the brakes 26, 27, 28, and 29 to maintain the pressure, the hydraulic pressure is prevented from being transmitted, and the high pressure accumulators 80, 81 of the The oil pressure is transmitted to the master cylinder 22 side.

In the anti-lock brake system according to the present invention operating as described above, the oil of the low pressure state stored in the first and second low pressure accumulators (40, 41) is the first pump 60 and the second pump (70). It is pumped and pressurized, and is transmitted to the first and second high pressure accumulators 80 and 81, so that noise caused by the flow velocity difference is not generated, and the master cylinder 22 and the brakes 26, 27, 28, 29 as necessary. It is supplied to the side again.

At this time, the pump 60 is discharged under pressure by the opposite opening and closing operation of the inlet valve 63 and the outlet valve 64, the valve cap of the outlet valve 64 sealing the open end of the pump chamber 61 The assembly of 65 is facilitated by the interference fit. In addition, since the tapered surface 654, the stepped groove 655, the sealing groove 653, and the like are formed on the outer circumferential surface of the valve cap 65, a part of the modulator block 100 is sealed with the sealing groove 653 at the time of interference fitting. The plastic deformation is forcibly made into the stepped groove 655, so that the sealing is completed without using the sealing member.

As described above in detail, the modulator of the anti-lock brake system according to the present invention is provided with a pump chamber bored inside the block to install a piston, an inlet valve, an outlet valve, and the like, and a sealing groove in the circumferential direction on the valve cap outer peripheral surface of the outlet valve. Is formed, and this is clamped so that the opening end part of a pump chamber may be sealed. Therefore, a part of the modulator block is plastically deformed into the sealing groove during the interference fitting of the valve cap, so that the sealing is completed without a separate sealing member, thereby reducing the manufacturing cost due to component deletion, and there is an advantage that the assembly thereof is easy.

Claims (3)

A suction port 611 into which oil in a low pressure state is introduced and a discharge port 612 in which high pressure oil is discharged are formed, and a modulator block 100 in which a pump chamber 61 is bored in a lateral direction, and the modulator block 100 The motor (50) is built in the center of the center is driven during the pressure braking or pressure holding braking action, the piston 62 is built in the pump chamber (61) to move forward and backward in accordance with the driving of the motor (50), It is formed in the center of the piston axially in the axial direction during the movement of the inlet oil flows through the suction port 611, 621, the suction flow path 621 to the forward and backward movement of the piston 62 Inlet valve 63 to be opened and closed according to the inlet valve 63 is spaced apart from the inlet valve 63 is discharged through the inlet valve 63 and the outlet valve for controlling the delivery of pressurized oil to the discharge port 612 (64) of the outlet valve (64) A sphere 643 for opening and closing the outlet hole 642 and a spring 644 for supporting the sphere 643 toward the discharge hole 642 are installed at the tip center and coupled to seal the opening end of the pump chamber 61. In the modulator of the anti-lock brake system with a valve cap (65), When the fitting of the valve cap 65 is fitted to the outer circumferential surface of the valve cap 65, a part of the inner circumferential surface of the opening end of the pump chamber 61 is introduced into the plastic deformation and concave in the circumferential direction to seal the outer circumferential surface of the valve cap 65. Modulator of the anti-lock brake system, characterized in that the formed sealing groove (653) is provided. The method of claim 1, The vehicle anti-lock brake system, characterized in that the tapered surface 654 is provided on the outer peripheral surface of the front end of the valve cap 65 to facilitate the insertion of the valve cap 65 when the valve cap 65 is forcibly fitted. Modulator. The method of claim 2, On the outer circumferential surface of the valve cap 65 is formed in the circumferential direction between the sealing groove 653 and the tapered surface 654 so that the pieces of the modulator block 100 generated during the interference fit of the valve cap 65 is isolated. Modulator of the anti-lock brake system, characterized in that the step groove 655 is provided.