KR20080036301A - Brake oil flux control typed solenoid valve - Google Patents

Abstract

A solenoid valve for controlling the flow of brake oil is provided to reduce the entire length of a solenoid valve and decrease manufacturing cost by forming an orifice using a front filter. A solenoid valve for controlling the flow of brake oil comprises a plunger(2), a valve body(3), a plunger sheet(4), a returning check valve(8), a front filter(9), and an orifice(10). The plunger opens and closes a passage to be operated by an armature(1) surrounded by a coil where power is supplied. The valve body is pressed into a pump housing by forming an oil flow path of a brake hydraulic line between a master cylinder(M) and a brake device(B) while loading the plunder inside. The plunger sheet opens and closes the passage extended to the brake device by pushing a main check valve(6) under the operation of brake hydraulic pressure to be supported by the plunger through a spring(7) inside the valve body. The returning check valve, which is axially formed at the valve body, returns brake oil. The front filter is positioned at the plunger sheet side from the terminal end of the valve body to remove impurities of the brake oil by a filter body to be attached to a pump housing. The orifice, which is integrated with the front filter and positioned on the oil flow path formed at a support end(9a) protruded toward the plunger sheet, has an orifice hole(10a) for reducing the sectional area of the oil flow path.

Description

Brake oil flux control typed solenoid valve

1 is a block diagram of a solenoid valve for controlling a brake oil flow according to the present invention

    <Description of the symbols for the main parts of the drawings>

1: amateur 2: plunger

3: valve body 4: plunger seat

6: Main check valve 7: Spring

8: Return check valve 9: Front filter

9a: support end 10: orifice

10a: Orifice Hole

B: Brake Mechanism M: Master Cylinder

P: Brake Pedal

The present invention relates to a solenoid valve for a vehicle, and more particularly, to a solenoid valve for controlling a brake oil flow that can reduce the overall length.

In general, a braking system for braking a vehicle using hydraulic pressure that boosts the driver's brake pedal operation force provides an optimum braking performance according to the driving condition and road conditions of the vehicle due to a simple method of grabbing a rotating wheel and preventing the vehicle from turning. It will not be implemented.

In order to overcome the limitation of the simple braking system, the anti-lock brake system prevents the wheel from locking by appropriately adjusting the braking pressure applied to the wheel according to the slip ratio calculated from the wheel speed. Or by using a traction control system that adjusts the driving force of the engine to prevent excessive slip during rapid start or rapid acceleration of the vehicle.

In addition, all three types of braking, driving, and steering systems are considered: oversteer or under, depending on the measured signals input from the wheel speed sensor, yaw rate sensor, lateral acceleration sensor, and steering angle sensor. By determining understeer and controlling it comprehensively, ESP minimizes the difference between the driving direction required by the driver and the driving direction of the actual vehicle and safely maintains the driving direction of the vehicle intended by the driver under any driving conditions. Electronic Stability Program system is applied.

That is, when the rear wheel first reaches the adhesive limit between the tire and the road surface or excessive turning force is applied to the front wheel outside the turning, an oversteer phenomenon occurs in which the vehicle steers more severely than the steering angle manipulated by the driver. ESP controls front wheel brakes to reduce excessive turning moments generated by the front wheels.

When the front wheel first reaches the adhesive limit between the tire and the road surface, or when excessive turning force is applied to the turning rear wheel, an understeer phenomenon occurs in which the vehicle is steered less than the steering angle manipulated by the driver. By controlling appropriately, the driver controls the vehicle in a desired direction to improve stability and steering.

In the case of such an ESP system, an independent vehicle rotation (for example, pumping oil from the master cylinder to provide a braking pressure toward the wheel) is provided separately from the brake line for supplying the braking hydraulic pressure between the master cylinder and the wheel. For example, in the case of an ice path), a solenoid valve (commonly referred to as a high pressure shuttle valve (HSV)) is used to form an oil flow path between the master cylinder and the pump. do.

However, an orifice is provided inside the solenoid valve forming the oil flow passage between the master cylinder and the pump to adjust the flow rate circulated to a flow rate suitable to control the performance of the valve. Are combined into a single component of the solenoid valve and occupy a constant distance with each component located in the flow path of the solenoid valve, ie the plunger and plunger seat (flow flow forming) and the front filter (removal of impurities in the flow). When the total length of the solenoid valve is determined, the length of the solenoid valve is inevitably increased depending on the size of the orifice passing through the flow.

In addition, the orifice used as such a separate component increases the assembly process of the solenoid valve, and also manages the orifice specification (each flow hole diameter) that is difficult to distinguish from the appearance due to the orifice that depends on the specification of the solenoid valve. There is inconvenience to make it difficult.

Accordingly, the present invention has been made in view of the above, by forming an orifice using a front filter among the components located in the flow path of the solenoid valve, while integrating two single components into one multifunctional component The aim is to reduce the overall length of the solenoid valve as well as the assembly process and cost reduction.

The present invention for achieving the above object, the solenoid valve is operated by the armature wrapped in the coil is supplied with power to the plunger is moved to open and close the flow path;

A valve body configured to circumferentially form an oil flow passage of the brake hydraulic line between the master cylinder and the brake mechanism while accommodating the plunger into the pump housing;

A plunger seat which opens and closes a flow path leading to the brake mechanism by pushing the main valve while the hydraulic pressure of the brake is supported by the plunger and the spring through the spring in the valve body;

A return check valve formed in the axial direction of the valve body so as to be parallel to the plunger seat and configured to return the brake oil;

A front filter positioned at the end of the valve body toward the plunger seat so as to be press-fitted into the pump housing and adhered to the pump housing to remove impurities of the brake oil through the filter body;

An orifice formed integrally with the front filter and positioned in an oil flow passage formed at a support end protruding toward the plunger sheet, the orifice having an orifice hole for reducing the cross-sectional area of the oil flow passage; Characterized in that consisting of.

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

Figure 1 shows the configuration of the brake oil flow control solenoid valve according to the present invention, the present invention provides a brake braking hydraulic pressure generated in the master cylinder (M) through a booster for boosting the pedal force of the pedal (P) The solenoid valve for feeding to the brake mechanism (B) mounted on the wheel disc

A plunger 2 which is operated by an armature 1 wrapped in a coil supplied with power and moved to open and close a flow path, and a master cylinder M and a brake mechanism B while accommodating the plunger 2 therein. The oil flow passage of the inter-brake hydraulic line is formed in the circumferential direction and the valve body 3 press-fitted into the pump housing, and the brake body is elastically supported with the plunger 2 through the spring 7 in the valve body 3. Push the main valve 6 to open and close the flow path leading to the brake mechanism B so as to be parallel to the plunger seat 4 and the plunger seat 4 in the axial direction of the valve body 3 to return the brake oil. A return filter (8) formed so as to be pressurized by the pump housing and tightly fitted into the pump housing to remove impurities in the brake oil through the filter body, and the front filter (9) located at the end of the valve body (3) toward the plunger seat (4). ) And above An orifice formed integrally with the front filter 9 and positioned in an oil flow passage formed in the support end 9a protruding toward the plunger seat 4, and having an orifice hole 10a which reduces the cross-sectional area of the oil flow passage. 10).

Here, the front filter 9 manufactures a filter body having a support end 9a by injection molding.

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

The present invention prevents the deterioration of stability due to the oversteer or understeer phenomenon generated on the wheels on slippery roads such as sudden turning of the vehicle or the icy road, that is, even when the driver does not operate the brakes. Based on the signals from several sensors for the ESP, the ESP operates to maintain driving stability even in unexpected situations.

With respect to the brake braking hydraulic circuit operation through the solenoid valve, the hydraulic supply path flow formed toward the master cylinder (M) and the solenoid valve and the brake mechanism (B) during braking, and the brake mechanism (B) and solenoid when returning after braking. The hydraulic return path flow formed toward the valve and the master cylinder M will be described.

First, the braking hydraulic pressure supplied from the master cylinder (M) during braking is supplied to the brake mechanism (B) via the solenoid valve, and the flow of the hydraulic supply path through the solenoid valve is shown in FIG. 1. When the flow passage is formed by the main check valve 6 moved together with the plunger 2 moved through the armature excited through the pump housing PH, the plunger seat 4 is passed through the front filter 9. Brake hydraulic pressure flows into the chamber, which is a flow passage.

Subsequently, the introduced brake hydraulic pressure is supplied toward the brake mechanism B through a flow path supply hole formed in the circumferential direction of the valve body 3 to provide the hydraulic pressure of the brake mechanism B to perform a braking operation, whereas the valve body The return check valve 8 formed in (3) is cut off by the hydraulic pressure which flows in from the master cylinder M. As shown in FIG.

The flow rate passing through the front filter 9 located at the front end of the plunger seat 4 during the hydraulic pressure supply of the brake is smaller than the flow area formed at the support end 9a of the front filter 9. Through the orifice hole 10a of the piece 10, this serves to supply a suitable flow rate to the control region of the solenoid valve without rapidly increasing the flow rate of the brake oil supplied from the master cylinder M. .

In addition, when the brake is released, a flow path is returned from the brake mechanism (B) to the master cylinder (M) via the solenoid valve. When the braking hydraulic pressure does not work from the master cylinder (M) toward the solenoid valve, On the contrary, hydraulic pressure acts on the solenoid valve from the brake mechanism (B) side.

That is, as the hydraulic pressure generated during braking is released, the hydraulic flow flowing into the flow path supply hole of the solenoid valve from the brake mechanism (B) is formed in double, which is shown in FIG. 1 through the main valve (6). In addition to the flow toward the plunger seat 4, a return flow path through the return valve 8 provided in the axial direction of the valve body 3 is also formed.

This is because the return hydraulic pressure flows into the chamber of the plunger seat 4 through the flow path supply hole which is the flow path of the valve body 3 in which the main valve 6 is opened, and then the front filter connected to the plunger seat 4. (9) forms a flow passage through the orifice hole (10a) of the orifice (10) provided at the support end (9a), and also flows through the open return check valve (8) and then the front filter (9). By forming the flow passage passing through), the return response of the braking hydraulic pressure returned from the brake mechanism B to the master cylinder M is also rapidly formed.

As described above, the solenoid valve of the present invention is a solenoid valve so that oil is rapidly supplied and returned on a brake braking hydraulic circuit formed between the master cylinder M and the brake mechanism B as shown in FIG. In addition, the front filter 9 located between the pump housing and the solenoid valve performs two functions simultaneously, that is, to remove the impurities in the brake oil through the filter and to fit the control area of the valve. It will act to control the flow rate.

The orifice 10 and the front filter 9 in which the removal of impurities in the brake oil and the proper flow rate control of the brake oil are integrated into one component include the orifice 10 and the front filter 9 each manufactured as separate components. The space occupied by) can reduce the overall size of the solenoid valve.

In addition, as the orifice 10 and the front filter 9 are integrated into one, the assembling process of the solenoid valve is reduced, and the weight reduction due to the reduction of parts is achieved.

As described above, according to the present invention, the orifice for adjusting the brake flow rate of the solenoid valve to a region suitable for control is integrally formed with the front filter for removing impurities in the oil, and the assembling process of the orifice and the front filter is performed. In addition to the weight reduction and cost reduction due to the reduction of the number of parts, the size of the solenoid valve can be reduced.

Claims (1)

A plunger 2 which is operated by an armature 1 wrapped in a coil supplied with power and moved to open and close the flow path; A valve body (3) for accommodating the plunger (2) therein while forming an oil flow passage of the brake hydraulic line between the master cylinder (M) and the brake mechanism (B) in the circumferential direction and being pressed into the pump housing; The valve body 3 is supported by the plunger 2 through the spring 7 and is opened and closed by pushing the main valve 6 when the hydraulic pressure of the brake is applied and opening and closing the flow path leading to the brake mechanism B. ); A return check valve (8) formed in the axial direction of the valve body (3) parallel to the plunger seat (4) to return the brake oil; A front filter 9 positioned toward the plunger seat 4 at the end of the valve body 3 so as to be press-fitted into the pump housing and adhered to the pump housing to remove impurities of the brake oil through the filter body; An orifice formed integrally with the front filter 9 and positioned in an oil flow passage formed in the support end 9a protruding toward the plunger seat 4, and having an orifice hole 10a which reduces the cross-sectional area of the oil flow passage. 10; The solenoid valve for brake oil flow control, characterized in that consisting of.

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