KR20130026951A - Vaccum pump integrated esc apparatus - Google Patents

Abstract

PURPOSE: A vacuum pump-integrated ESC(Electronic Stability Control) device is provided to improve fuel efficiency and to reduce the weight by integrating a vacuum pump part on an existing ESC unit. CONSTITUTION: A vacuum pump-integrated ESC device comprises a motor part(50), a hydraulic pump part(60), and a vacuum pump part(52). The motor part provides a driving force to a motor. The hydraulic pump part is driven by the motor part, and generates hydraulic pressure with a cam type in order to control the posture of a vehicle. The vacuum pump part is arranged in between the motor part and the hydraulic pump part. The vacuum pump part is connected to a motor shaft(51) in order to receive power from the motor part, and generates negative pressure with a vane type in order to correct the shortage of the negative pressure of an engine. [Reference numerals] (AA) Vacuum sensor signal

Description

Vacuum pump integrated ESC apparatus

The present invention relates to a vacuum pump integrated running stability control device, and more particularly to a vacuum pump integrated running stability control device that can improve the weight saving and fuel economy.

The Electronic Stability Control (ESC) system stabilizes the behavior of the vehicle by actuating the brakes of each wheel using hydraulic pressure when the vehicle attempts to exceed the limit performance when turning.

The ESC system controls the brake hydraulic pressure by using a motor and a pump to control the attitude of the vehicle, and as shown in FIGS. 1 and 2, the motor 10, the ESC pump 13, the valve 14, and the electronic control. It consists of unit 12 (ECU).

At this time, as shown in FIG. 3, as the motor 10 is driven, the cam type ESC pump 13 in the block 11 drives the piston 15 to generate hydraulic pressure.

Reference numeral 16 is an axis of rotation.

On the other hand, recent attempts to develop engines for improving fuel efficiency and emission performance have been increasing, and as a result, many vehicles lacking the negative pressure supplied to the brake booster have been used.In this case, an electric vacuum pump is used to compensate for the insufficient negative pressure. have.

The electric vacuum pump 20 is driven by the motor 21 shown in FIG. 4, and serves to generate the negative pressure by driving the rotator 22 and the vanes 23 as shown in FIG. 5.

By the way, it is rare to exceed the limit situation when turning the vehicle, and the frequency of use of the ESC motor is small, and the vacuum pump is mainly limited in the initial stage of starting, but the ESC motor 10 and the vacuum pump driving motor 21 are As it is composed of separate parts, an increase in the number of parts may cause a weight increase of the vehicle and a decrease in fuel efficiency.

The present invention has been invented in view of the above, by integrating the vacuum pump unit into the existing ESC unit to implement two functions with one motor to remove the heavy motor and ECU to reduce weight and improve fuel economy An object of the present invention is to provide a vacuum pump integrated driving stability control device.

In order to achieve the above object, the vacuum pump integrated driving stability control apparatus according to the present invention includes a motor unit for providing a driving force of the motor; A hydraulic pump unit driven by the motor unit and generating hydraulic pressure by a cam method to control a vehicle attitude; And a vacuum pump unit disposed between the motor unit and the hydraulic pump unit, receiving power from the motor unit through a connection with a motor shaft, and generating a negative pressure in a vane method to compensate for the lack of engine negative pressure. By integrating the vacuum pump unit into the ESC unit, two functions can be implemented by one motor, thereby eliminating heavy motors and ECUs, thereby reducing weight and improving fuel economy.

In particular, the vacuum pump unit includes a first friction clutch formed at the lower end of the motor shaft; A rotator rotating by receiving power from a motor shaft through contact friction with the first friction clutch; And vanes mounted to an outer circumferential surface of the rotator to generate negative pressure.

The hydraulic pump unit is a pump shaft mounted inside the pump housing to be interlocked with the motor shaft; A pump cam coupled to the pump shaft in an eccentric structure; A piston mounted inside the pump housing to be in contact with the pump cam and operated by the pump cam; And a second friction clutch formed at an upper end of the pump shaft to connect and block rotational force of the motor shaft by contact friction.

The hydraulic pump unit may include a solenoid operated by magnetic force when power is applied; And a push rod mounted on the inside of the pump shaft so as to be movable, operated by the solenoid, and connected to and disconnected from the second friction clutch by elevating the motor shaft.

Referring to the advantages of the vacuum pump integrated driving stability control device according to the present invention.

1. Integrating into the existing ESC unit, by driving the ESC hydraulic pump and vacuum pump by one ESC motor, it is possible to eliminate the motor for driving the conventional vacuum pump, etc., to reduce weight and improve fuel economy. have.

1 is a perspective view of an ESC unit according to the prior art
Figure 2 is a cross-sectional view AA in Figure 1
3 is a cross-sectional view taken along line BB of FIG.
4 is a perspective view of a vacuum pump according to the prior art
5 is a plan view showing the internal structure of the vacuum pump in FIG.
6 is a perspective view of a vacuum pump integrated driving stability control apparatus according to an embodiment of the present invention
7 is a cross-sectional view showing the operating state of FIG.
8 is a schematic diagram for explaining a state of use of FIG.
9 is a control flowchart of the ESC apparatus according to the present invention;

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention.

6 is a perspective view of a vacuum pump integrated driving stability control apparatus according to an embodiment of the present invention.

The present invention relates to a vacuum pump integrated driving stability control device that can implement two functions with one motor by integrating the vacuum pump unit 52 in the existing ESC unit.

Vacuum pump integrated ESC device according to an embodiment of the present invention is the motor unit 50, the vacuum pump unit 52 for compensating for the negative pressure shortage of the brake booster 70, and the hydraulic pump unit for performing the ESC function It consists of 60.

The motor unit 50 has a motor therein and may simultaneously or selectively drive the vacuum pump unit 52 and the hydraulic pump unit 60 by the motor.

At this time, the motor shaft 51 is inserted and extended coaxially inside the vacuum pump unit 52 and the hydraulic pump unit 60 to transmit the rotational force of the motor.

The vacuum pump unit 52 is disposed between the motor unit 50 and the hydraulic pump unit 60, and consists of a pump housing 53, a bearing 56, a rotator 54, and a vane 55.

The pump housing 53 accommodates a bearing 56, a rotator 54, a vane 55, etc. therein, and a shaft through hole is formed at an upper end of the pump housing 53, and the shaft through the shaft passes through the shaft. 51 is inserted through.

The bearing housing portion is formed in a concave shape at the upper end of the pump housing 53, and the bearing accommodation portion is located concentrically under the shaft through-hole.

The bearing 56 is inserted into the bearing accommodation portion, and an upper end portion of the rotator 54 is inserted into and coupled to a central portion of the bearing 56 to rotatably support the rotator 54.

The rotator 54 has a cylindrical structure having a hollow portion therein, and an insertion portion 54a protruding smaller in diameter than the diameter of the rotator 54 is inserted into the center of the bearing 56 at the upper end of the rotator 54. By being coupled, it is rotatably supported by the bearing 56.

The rotator 54 is operated by a motor, and the rotational force of the motor is transmitted to the rotator 54 through the motor shaft 51.

Here, the first friction clutch 57 is provided at the lower end of the motor shaft 51, so that the driving force of the motor can be selectively transmitted to the rotator 54 by the first friction clutch 57.

That is, when the first friction clutch 57 contacts the inner upper end of the rotator 54, the motor shaft 51 and the rotator 54 are connected to drive the rotator 54, and the first friction clutch 57 is provided. When the fall from the inner top of the rotator 54 is disconnected from the motor shaft 51 is stopped the rotation of the rotator 54.

In other words, the first friction clutch 57 has a disk-like structure, is inserted into the hollow portion of the rotator 54 so as to be movable up and down along the axial direction by the push rod, and the first friction clutch 57. When the upper surface of the first friction clutch 57 is in contact with the inner upper end of the rotator 54 is connected to the motor shaft 51 by the friction force, the rotator 54 is operated, on the contrary the first friction clutch When 57 is lowered, the rotator 54 is stopped as the upper surface of the first friction clutch 57 falls off from the inner upper end of the rotator 54 and is disconnected from the motor shaft 51 by releasing the frictional force.

The rotator 54 has a plurality of vanes 55 (VANE) radially disposed on the outer surface, the vanes 55 are operatively coupled with the rotator 54, and the rotator 54 The vane 55 rotates to form a vacuum pressure (negative pressure).

The hydraulic pump unit 60 includes a pump housing 61 having a rectangular structure, a pump shaft 62 and a pump cam 63 installed inside the pump housing 61.

The pump shaft 62 is disposed in the pump housing 61 in the vertical direction and includes a second friction clutch 59 at the upper end of the pump shaft 62.

The second friction clutch 59 has a disk-shaped structure, and when the second friction clutch 59 is normally in contact with the first friction clutch 57, the motor is driven when the ESC hydraulic pump driving condition is satisfied. As the rotational force is transmitted from the motor shaft 51 to the pump shaft 62, hydraulic pressure is generated, and when the ESC hydraulic pump driving condition is not satisfied, the motor driving is released.

The pump cam 63 is penetrated in the middle of the pump shaft 62 to operate integrally with the pump shaft 62, and the pump shaft 62 penetrates eccentrically toward the one side from the center of the pump cam 63. In combination, the pump cam 63 may rotate the piston 64 side to side as the pump cam 63 rotates about the pump shaft 62.

The piston 64 is arranged to be in contact with both sides of the pump cam 63, and by moving the horizontally from side to side by the operation of the pump cam 63, it is possible to generate the hydraulic pressure.

A hollow hole is formed in the pump shaft 62, and the push rod 65 is inserted into the hollow hole to be slidable in the vertical direction.

The push rod 65 is lifted and operated by the solenoid 66. When the push rod 65 is lifted by the solenoid 66, the push rod 65 is pushed up and dropped from the second friction clutch 59. As a result, the connection between the motor shaft 51 and the pump shaft 62 is released, and when the push rod 65 descends, the first friction clutch 57 descends and comes into contact with the second friction clutch 59 so as to contact the motor shaft 51. ) And the pump shaft 62 may be connected to generate hydraulic pressure by driving the motor.

The solenoid 66 is disposed below the push rod 65, and when the power is applied to the solenoid 66, the solenoid 66 is magnetized and raised, and when the power is turned off to the solenoid 66, the solenoid 66 is closed. It is returned to the original position by the spring 73.

The brake booster 70 installed on each wheel of the vehicle forms a pneumatic line with a vacuum sensor 72 for measuring the degree of vacuum inside, an external engine intake side surge tank 67 and a vacuum pump part 52. In order to have a booster connection portion 71 connected to the vacuum chamber inside the booster 70.

At this time, the vacuum sensor 72 is connected to the ECU of the ESC device through the wiring.

In addition, the vacuum pump portion 52 has a pump connection portion 58 to form a pneumatic line with the external engine intake side surge tank 67 and the brake booster 70.

The booster connection portion 71, the pump connection portion 58, and the tank connection portion of the surge tank 67 are connected through the vacuum pipe 68, and a T-type connector 69 is connected to the middle of the vacuum pipe 68. The surge tank 67 is connected to one side of the T-type connector 69, and the brake booster 70 and the vacuum pump unit 52 are connected to both sides of the T-type connector 69.

The control method and the operating state of the vacuum pump integrated ESC device according to the present invention by such a configuration will be described.

7 is a cross-sectional view illustrating an operating state of FIG. 6, FIG. 8 is a schematic view for explaining a use state of FIG. 6, and FIG. 9 is a control flowchart of an ESC device according to the present invention.

Usually, the brake booster 70 maintains a negative pressure state by the negative pressure of the engine intake side surge tank 67.

Normally, the vacuum pump compensates for the lack of engine negative pressure generated during engine underpressure, for example, during initial cold start, and the ESC (driving stability control) device uses hydraulic pressure to overcome the limit performance when turning the vehicle. Control the attitude of the vehicle by activating the brakes on the wheels.

In other words, the under engine underpressure condition occurs early in cold start, when the vehicle speed is extremely low and before the self-diagnosis mode is performed. Since it occurs after it is generated, the underpressure condition of the engine is generally generated before the hydraulic pump driving condition.

Therefore, first, by measuring the degree of vacuum in the brake booster 70 through the vacuum sensor 72, it is determined whether the engine negative pressure shortage occurs.

The ECU receives a signal from the vacuum sensor 72 and compares it with the reference value THRESHOLD, and then determines whether the ESC hydraulic pump driving condition is satisfied when the measured value is smaller than the reference value (when the engine negative pressure is insufficient).

Very rarely the conditions that require the simultaneous operation of the vacuum pump and the ESC hydraulic pump occur, but when the ESC hydraulic pump driving conditions are satisfied, the hydraulic pump is first driven to control the vehicle attitude and then the vacuum pump is driven to shorten the engine negative pressure. To compensate.

On the other hand, when the ESC hydraulic pump driving conditions are not satisfied, the vacuum pump is driven and the lack of engine negative pressure is compensated for by using the negative pressure generated in the vacuum pump.

In order to drive the vacuum pump, the solenoid 66 is driven to transmit power of the motor to the vacuum pump unit 52.

More specifically, when power is applied to the solenoid 66, the solenoid 66 is magnetized and raised by the magnetic force, and the push rod 65 is moved upward by the solenoid 66.

At this time, as the push rod 65 protrudes upward from the upper end of the pump shaft 62 to push up the first friction clutch 57, the first friction clutch 57 falls from the second friction clutch 59. The upper surface of the first friction clutch 57 is in contact friction with the inner upper end of the rotator 54, thereby connecting the motor shaft 51 and the rotator 54 of the vacuum pump.

When the rotator 54 is connected to the motor shaft 51 through the first friction clutch 57, the rotator 54 transmits a rotational force to the rotator 54 through the motor shaft 51 by driving the motor. The negative pressure is generated by rotating the vane 55 while rotating by the driving force of the motor, and the negative pressure generated at this time may compensate for the lack of the engine negative pressure.

It is determined whether the ESC hydraulic pump driving condition is satisfied when the measured value of the vacuum sensor 72 is equal to or larger than a reference value (when the driving of the vacuum pump is unnecessary).

When the ESC hydraulic pump driving condition is satisfied, the cam driving type hydraulic pump is driven by the motor, and the brake of each wheel is operated by using the hydraulic pressure generated from the hydraulic pump, thereby driving stability of the vehicle through attitude control of the vehicle. Can be maintained.

More specifically, since the first friction clutch 57 is normally connected to the second friction clutch 59, when the motor is driven when the ESC hydraulic pump driving condition is satisfied, the second friction clutch 59 is the first friction clutch 59. The friction force of the pump cam 63 coupled with the pump shaft 62 is transmitted to the pump shaft 62 while the friction force 57 and the contact friction transfer the rotational force of the motor shaft 51 to the pump shaft 62. By rotating the piston 64 to the left and right to generate the hydraulic pressure, by using the generated hydraulic pressure to control the attitude of the vehicle by operating the brake of each wheel.

When the ESC hydraulic pump driving condition is not satisfied (when the driving of the vacuum pump and the ESC hydraulic pump are both unnecessary), the hydraulic pump unit 60 is operated and standby without driving the motor in an idle state.

Therefore, according to the present invention, by integrating the vacuum pump into the existing ESC unit, by driving the ESC hydraulic pump and the vacuum pump by one ESC motor, eliminating the motor for driving the conventional vacuum pump, etc., to reduce the weight and fuel economy There is an advantage to improve.

50: motor portion 51: motor shaft
52: vacuum pump part 53: pump housing
54: Rotator 54a: Insertion Part
55: vane 56: bearing
57: first friction clutch 58: pump connection
59: second friction clutch 60: hydraulic pump
61: pump housing 62: pump shaft
63: pump cam 64: piston
65: push rod 66: solenoid
67: surge tank 68: vacuum piping
69: T type connector 70: brake booster
71: booster connection 72: vacuum sensor

Claims (4)

A motor unit 50 providing a driving force of the motor;
A hydraulic pump unit 60 driven by the motor unit 50 and generating hydraulic pressure by a cam method to control a vehicle attitude;
It is disposed between the motor unit 50 and the hydraulic pump unit 60, receives the power from the motor unit 50 through the connection with the motor shaft 51, generates a negative pressure in the vane method of the engine negative pressure Vacuum pump unit 52 to compensate for the shortage;
Vacuum pump integrated running stability control device comprising a.
The method according to claim 1,
The vacuum pump unit 52 includes a first friction clutch 57 formed at the lower end of the motor shaft 51;
A rotator (54) rotating by receiving power from the motor shaft (51) through contact friction with the first friction clutch (57); And
A vane 55 mounted on an outer circumferential surface of the rotator 54 to generate a negative pressure;
Vacuum pump integrated running stability control device comprising a.
The method according to claim 1,
The hydraulic pump unit 60 includes a pump shaft 62 mounted inside the pump housing 61 so as to be interlocked with the motor shaft 51;
A pump cam 63 coupled to the pump shaft 62 in an eccentric structure;
A piston (64) mounted inside the pump housing (61) to be in contact with the pump cam (63) and operated by the pump cam (63); And
A second friction clutch 59 formed at an upper end of the pump shaft 62 to connect and block rotational force of the motor shaft 51 by contact friction;
Vacuum pump integrated running stability control device comprising a.
The method according to claim 3,
The hydraulic pump unit 60 is a solenoid 66 which is operated by a magnetic force when the power is applied; And
The push rod 65 is mounted in the pump shaft 62 so as to be movable, and is actuated by the solenoid 66, and is connected to and released from the second friction clutch 59 by lifting and lowering the motor shaft 51. );
Vacuum pump integrated running stability control device comprising a.

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