KR200286152Y1 - 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 compact the modulator by configuring the inlet valve of the pump inside the piston to reduce the length.

The modulator of the anti-lock brake system according to the present invention includes a piston 62, an inlet valve 63, an outlet valve 64, and the like, in which the pump chamber 61 is bore-processed in an aluminum alloy block 100. Inlet valve (63) consisting of a sphere (631), a spring (632), and the like is provided in the suction passage (621) axially drilled inside the piston (62). Therefore, the inlet valve 63 is opened and closed by the forward and backward movement of the piston 62, and the oil in the low pressure state is discharged under pressure. Since the inlet valve 63 is built in the suction passage 621 of the piston 62, the overall modulator block (100) There is an advantage that can be made compact by reducing the size.

Description

Modulator of anti-lock brake system

The present invention relates to a modulator of an antilock brake system, and more particularly, to an inlet 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). Reference numeral 8e denotes a discharge passage of oil formed in the valve cap.

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 8e 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 8e which are opened, and is supplied to the hydraulic line of the brake system with the pressure pulsation attenuated. do.

However, the modulator of the conventional anti-lock brake system is provided with an inlet valve 7 at the outer end of the piston 6, so that the modulator block 1 should be large.

That is, the piston 6 in which the suction flow path 6a is formed is moved forward and backward in the pump chamber 5 bored in the modulator block 1, and the inlet valve 7 is the sphere 7a and the retainer 7c. And a spring 7b or the like, configured to open and close the suction flow path 6a at the outer end of the piston 6. Therefore, in order to install the inlet valve 7, the overall transverse length of the modulator block 1 should be large, so that there is a limit to making it compact.

The present invention is to solve this problem, the object of the present invention is to install the inlet valve in the piston formed in the suction flow path in the axial direction inside the pump chamber processed in the modulator block, the installation of a number of parts It is to provide the modulator of the anti-lock brake system which can compact the modulator block.

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 showing an extract of the structure of the inlet valve according to the present invention.

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

100. Modulator block 61. Pump chamber 62. Piston

621. Suction channel 63. Inlet valve 631.

632.Spring 633.Retainer 634.Communication hole

635. Fastening part 636. Jamming jaw 64. Outlet valve

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 Motor driven during pressure-induced braking or pressure-holding braking; piston built in the pump chamber to move forward and backward in accordance with the motor drive; formed in the axial direction inside the piston; Inlet valve, which is installed at a predetermined interval apart from the inlet valve to open and close the suction flow path in accordance with the piston movement, and has an anti-outlet valve to control the discharged pressurized oil is delivered to the discharge port through the inlet valve In the modulator of the lock brake system,

The inlet valve is fixed to one end of the piston to support the compression spring built in the suction flow passage and the compression spring so as to elastically bias the sphere opening and closing the sphere, the sphere to the bottom side of the suction flow passage. And a perforated retainer.

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 (H1) is connected to the hydraulic line connecting the discharge port side of the normal closed solenoid valves 33, 34, 35 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. .

The inlet valve 63 opens and closes the suction flow path 621 according to the advancing / removing movement of the piston 62, which is a characteristic element of the present invention, which is installed inside the piston 62 to compact the modulator block 100. have. That is, the inlet valve 63 is composed of a sphere 631 for opening and closing the suction flow path 621, the compression spring 632 and the retainer 633 for supporting it. The sphere 631 is seated on the inner bottom of the suction passage 621 and opened and closed. For this purpose, a compression spring 632 made of a coil spring is embedded in the suction passage 621 to draw the sphere 631 into the suction passage 621. Support to the bottom side.

In addition, the retainer 633, which is installed to support the compression spring 632, is fixed to one end of the piston 62, and a communication hole 634 is drilled in the center thereof to open the inlet valve 63. The fluid introduced into the suction passage 621 is discharged to the outside through it.

The retainer 633 is composed of a fastening portion 635 to loosely wrap one side end of the piston 62 and a locking step 636 elastically coupled to the step groove 622 to be described later. The fastening portion 635 is bent along the edge portion of the retainer 633 having a disc shape, and is loosely fitted to one end of the piston 62. The catching jaw 636 is configured to protrude inward from the fastening part 635, which is formed in plural to be spaced apart by a predetermined interval. In addition, a stepped groove 622 recessed in a circumferential direction is formed on an outer circumferential surface of one side end portion of the piston 62 to fix the retainer 633.

Accordingly, after the sphere 631 and the compression spring 632 are inserted into the suction flow path 621, the coupling portion 635 of the retainer 633 is coupled to surround one end of the piston 62, and the coupling portion 635 is provided. Is opened to the outside while having an elastic force, the locking jaw 636 is restored to its original state when seated in the step groove 622. That is, the locking jaw 636 is elastically coupled to the stepped groove 622 so that the retainer 633 is fixed to one end of the piston 62, so that the sphere 631 is not operated when the motor 50 is inoperative. The suction flow path 621 is maintained in a closed state by the elastic support force of the compression spring 632. As such, since the inlet valve 63 is embedded in the suction passage 621 of the piston 62, the space occupied by the inlet valve 63 can be reduced, thereby reducing the size of the block 100 of the overall modulator.

In addition, the outlet valve 64 maintains a constant distance from the inlet valve 63 and controls the delivery of pressurized oil to the discharge port 612. For this purpose, the outlet valve 64 is seated at the open end of the pump chamber 61 and discharge hole is disposed on the center. A valve seat 641 having a perforated 642, 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 a pump chamber It consists of a valve cap 65 and the like which are coupled to seal the open end of the 61. 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 installed. Reference numeral 652 denotes a discharge passage through which oil discharged through the discharge hole 642 is guided to 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 opposing opening and closing operation of the inlet valve 63 and the outlet valve 64, the characteristic element of the present invention as the suction flow path according to the retreat movement of the piston 62 Since the inlet valve 63 for opening and closing 621 is provided inside the suction flow path 621 of the piston 62, there is no need for a separate space occupied by it.

As described in detail above, the modulator of the anti-lock brake system according to the present invention includes a piston, an inlet valve, an outlet valve, and the like, in which a pump chamber is bore-processed in an aluminum alloy block, and includes an inlet made of a sphere and a spring. The valve is installed in the suction passage axially drilled inside the piston.

Therefore, the inlet valve is opened and closed by the piston's forward and backward movement to pressurize and discharge the low pressure oil. Since the inlet valve is built into the suction flow path of the piston, there is an advantage that the overall modulator block size can be reduced in size.

Claims (2)

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), The suction passage 621 is formed in the axial direction inside the piston 62 and the oil flows through the suction port 611 during the retreat movement, the suction passage 621 to the retraction 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 With anti-lock brake with 64 In the modulator of the system, The inlet valve 63 is mounted on the inner bottom of the suction passage 621 to open and close the sphere 631, and the suction passage 621 to elastically bias the sphere 631 to the bottom side of the suction passage 621. Compression spring 632 embedded in the), a retainer 633 is fixed to one end of the piston 62 to support the compression spring 632 and the communication hole 634 perforated in the center Modulator of the anti-lock brake system. The method of claim 1, On the outer circumferential surface of one end of the piston 62 is formed a stepped groove 622 concave in the circumferential direction, The retainer 633 is fitted to one side end of the piston 62 is coupled to the coupling portion 635 bent along the edge portion so as to surround the one end of the piston (62), the fastening portion 635 And a plurality of locking jaws 636 that are formed to protrude inwardly and are elastically coupled to the stepped grooves 622 when the retainers 633 are coupled to each other.