KR20190133136A - Integrated type solenoid valve and brake system using the same - Google Patents

Abstract

An integrated solenoid valve and a brake system that is easily manufactured and efficiently operated at low cost using the same are disclosed. The integrated solenoid valve for controlling the flow rate of a flow path connecting a first port and a second port according to the present embodiment comprises: an armature which is disposed inside a sleeve, lifts along an axial direction, and opens and closes an orifice formed on the lower side; an elastic member which provides an elastic force to the armature in the direction of closing the orifice; a magnet core which provides a driving force to the armature in a direction opposite to the elastic member; a sheet which has a first flow path, a second flow path, and the orifice formed therein; a filter member which is provided on the outer circumferential surface of the sheet to prevent foreign substances from being introduced, and has a clearance flow path recessed in the axial direction on the inner circumferential surface in contact with the sheet; and a lip seal which is provided between the clearance flow path and the second flow path and has an inclined protrusion formed to be inclined toward the second port. The integrated solenoid valve may be provided with a bidirectional flow path opened and closed by lifting of the armature via the first flow path and the orifice, and a unidirectional flow path sequentially passing through the clearance flow path, the inclined protrusion, and the second flow path.

Description

INTEGRATED TYPE SOLENOID VALVE AND BRAKE SYSTEM USING THE SAME}

The present invention relates to an electronic brake system that generates a braking force by using an electrical signal corresponding to displacement of an integrated solenoid valve and a brake pedal.

A vehicle is essentially equipped with a hydraulic brake system for braking, and various types of systems have recently been proposed for obtaining a stronger and more stable braking force. Examples of hydraulic brake systems include an anti-lock brake system (ABS) to prevent wheel slippage during braking and a brake traction control system (BTCS) to prevent slippage of driving wheels during rapid start or acceleration of a vehicle. The Brake Traction Control System (ESC), the Anti-lock Brake System and the Traction Control are combined to control the brake hydraulic pressure, and the Electronic Stability System (ESC) is used to keep the vehicle stable.

Meanwhile, in the vehicle posture control system, a certain level of flow is required to operate and release the brake, and a plurality of electronically controlled simulator valves are installed in the modulator block to implement such a system.

The simulator valve used in the above-described brake system is generally inserted into the bore of the modulator block and is provided with a hollow valve housing having an inlet and an outlet communicating with the modulator block, and a hollow inserted into the valve housing and joined by welding. A cylindrical sleeve having a cylindrical shape, a valve seat press-fitted into the valve housing, the orifice is formed, a magnetic core joined by welding to a sleeve opposite the valve housing, and an armature removably mounted in the sleeve.

Republic of Korea Patent Publication No. 10-1276072

The present invention seeks to provide an integrated solenoid valve and an electronic brake system which is easily manufactured and operated efficiently at low cost by using the same.

According to an aspect of the present invention, in the integrated solenoid valve for controlling the flow rate of the flow path connecting the first port and the second port, an amateur disposed inside the sleeve, the opening and closing in the axial direction and opening and closing the orifice formed on the lower side ; An elastic member for providing an elastic force to the amateur in a direction of closing the orifice; A magnet core providing a driving force to the amateur in a direction opposite to the elastic member; A first flow path, a second flow path, and a sheet having the orifice provided therein; A filter member provided on an outer circumferential surface of the sheet to prevent foreign substances from entering, and having a clearance flow path formed in an axial direction on an inner circumferential surface of the sheet in contact with the sheet; A lip seal provided between the clearance flow passage and the second flow passage, the lip seal having an inclined protrusion formed to be inclined toward the second port, and opened and closed by lifting and lowering the armature and passing through the first flow passage and the orifice. It may be provided with a two-way flow path, and a one-way flow path through the gap flow path, the inclined protrusion and the second flow path in sequence.

The gap flow path may be provided on the side of the second flow path on the filter member.

The first flow path may be formed at the amateur side on the sheet, the second flow path may be formed at the second port side on the sheet, and the orifice may be formed through the axial direction inside the sheet.

The amateur may be provided including a ball provided on the surface in contact with the orifice.

The clearance flow passage may be provided in plural at regular intervals radially on the inner circumferential surface of the filter member.

The lip seal may be provided between the outer circumferential surface of the sheet and the modulator block, and the inclined protrusion may be formed on the inner circumferential surface to contact the outer circumferential surface of the sheet.

The inclined protrusion is provided to be deformable by hydraulic pressure, so that when the pressure of the first port is greater than the pressure of the second port, the inclined protrusion is deformed in a narrowing direction to allow the one-way flow path, and the pressure of the first port If less than the pressure of the two ports can be deformed in the direction of the opening can block the one-way flow path.

Integral solenoid valve according to any one embodiment; A master cylinder provided with a cylinder chamber whose volume is changed by pedal operation; A pedal simulator connected to the cylinder chamber to provide a reaction force according to a pedal effort; A hydraulic pressure supply device providing hydraulic pressure to at least one of the first hydraulic circuit and the second hydraulic circuit; An electronic control unit for operating the hydraulic pressure supply device; And a circuit balance valve provided for adjusting a pressure difference between the first hydraulic circuit and the second hydraulic circuit, wherein the integrated solenoid valve is connected to a hydraulic passage connecting the pressure chamber of the hydraulic pressure supply device to the circuit balance valve. Can be installed.

The electronic brake system according to the present invention operates efficiently using an integrated solenoid valve having a check valve function and can be easily manufactured at low cost since there is no need to install a check valve.

1 is a hydraulic circuit diagram of an integrated solenoid valve and an electronic brake system having the same according to a first embodiment of the present invention.
2 is a side cross-sectional view of an integrated solenoid valve according to a first embodiment of the present invention.
3 is a (a) plan view and (b) bottom view of an orifice unit of an integrated solenoid valve according to a first embodiment of the present invention.
4 is a side cross-sectional view of an integrated solenoid valve according to a second embodiment of the present invention.
Fig. 5 shows (a) top and (b) side cross-sections and (c) bottom of an integrated solenoid valve seat according to a second embodiment of the invention.
6 is a (a) side cross-sectional view and (b) bottom view of the integrated solenoid valve filter member according to the second embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following embodiments are presented to sufficiently convey the spirit of the present invention to those skilled in the art. The present invention is not limited to the embodiments presented herein but may be embodied in other forms. The drawings may omit illustrations of parts not related to the description in order to clarify the present invention, and may be exaggerated to some extent in order to facilitate understanding.

1 is a hydraulic circuit diagram illustrating a non-braking state of an integrated solenoid valve and a brake system having the same according to a first embodiment of the present invention. Referring to FIG. 1, the electronic brake system 1 typically includes a master cylinder 20 for generating hydraulic pressure, a reservoir 30 coupled to an upper portion of the master cylinder 20 to store oil, and a brake pedal ( An input rod 12 for pressing the master cylinder 20 according to the stepping force of 10), a wheel cylinder 40 for braking the wheels RR, RL, FR, and FL by transmitting hydraulic pressure, and a brake pedal Pedal displacement sensor 11 for detecting the displacement of the (10) and the pedal simulator 50 for providing a reaction force according to the stepping force of the brake pedal (10).

The master cylinder 20 may be configured to have at least one cylinder chamber to generate hydraulic pressure. In one example, the master cylinder 20 is configured to have two cylinder chambers, one cylinder chamber is provided in front of the second piston 22a and the other cylinder chamber is the first piston 21a and the second piston. It is provided between (22a), the first piston 21a may be connected to the input rod (12). In addition, the master cylinder 20 may form first and second hydraulic ports 24a and 24b through which hydraulic pressure is discharged from the two cylinder chambers, respectively.

On the other hand, the master cylinder 20 has two cylinder chambers can ensure safety in the event of failure. For example, one cylinder chamber of the two cylinder chambers may be connected to the right front wheel FR and the left rear wheel RL of the vehicle, and the other cylinder chamber may be connected to the left front wheel FL and the right rear wheel RR. . As such, by independently configuring the two cylinder chambers, it is possible to brake the vehicle even when one cylinder chamber fails.

Alternatively, one cylinder chamber of the two cylinder chambers may be connected to the two front wheels FR and FL, and the other cylinder chamber may be connected to the two rear wheels RR and RL. In addition, one cylinder chamber of the two cylinder chambers may be connected to the left front wheel FL and the left rear wheel RL, and the other cylinder chamber may be connected to the right rear wheel RR and the right front wheel FR. That is, the position of the wheel connected to the cylinder chamber of the master cylinder 20 may be configured in various ways.

A first spring 21b is provided between the first piston 21a and the second piston 22a of the master cylinder 20, and a second spring is provided between the second piston 22a and the end of the master cylinder 20. 22b may be provided.

The first spring 21b and the second spring 22b are respectively provided in the two cylinder chambers, and the first piston 21a and the second piston 22a are compressed as the displacement of the brake pedal 10 is changed. An elastic force is stored in the first spring 21b and the second spring 22b. When the force pushing the first piston 21a is smaller than the elastic force, the first and second pistons 21a and 22a are pushed back using the elastic force stored in the first spring 21b and the second spring 22b. Can be.

On the other hand, the input rod 12 for pressurizing the first piston 21a of the master cylinder 20 is in close contact with the first piston 21a. When the brake pedal 10 is released, the master cylinder is directly opened without a pedal invalid stroke section. 20 can be pressurized.

The pedal simulator 50 may be connected to the first backup passage 251 to be described later to provide a reaction force according to the stepping force of the brake pedal 10. By providing reaction force as much as compensating for the driver's effort, the driver can adjust the braking force precisely as intended.

Referring to FIG. 1, the pedal simulator 50 includes a simulation chamber 51 and a reaction force piston provided in the simulation chamber 51 to store oil flowing out of the first hydraulic port 24a of the master cylinder 20. 52 and a reaction force spring 53 for elastically supporting it, a simulator valve 54 and a check valve 55 may be provided in parallel between the pedal simulator 50 and the reservoir 30.

The reaction force spring 53 shown in the drawing is only one embodiment capable of providing elastic force to the reaction force piston 52, and may include various embodiments capable of storing elastic force by shape deformation. For example, it is made of a material such as rubber, or includes a variety of members that can store the elastic force by having a coil or plate shape.

Meanwhile, several reservoirs 30 are shown in the figure, and each reservoir 30 uses the same reference numeral. However, these reservoirs may be provided with the same parts or different parts. For example, the reservoir 30 connected to the pedal simulator 50 is the same as the reservoir 30 connected to the master cylinder 20, or may store oil separately from the reservoir 30 connected to the master cylinder 20. It can be a repository.

The operation of the pedal simulator 50 will be described. First, when the driver provides the pedal force to the brake pedal 10, the driver is provided with a pedal feeling in the process of compressing the reaction force spring 53. When the pedal 10 releases the pedal force, the reaction force spring 53 returns to the original state while pushing the reaction force piston 52. In the above-described process, since the interior of the simulation chamber 51 is always filled with oil, friction of the reaction force piston 52 is minimized when the pedal simulator 50 is operated, thereby improving durability of the pedal simulator 50 as well as from the outside. Foreign material may be blocked from entering.

The electronic brake system 1 according to an embodiment of the present invention is a hydraulic pressure supply device 100 which is mechanically operated by receiving a driver's braking will as an electrical signal from a pedal displacement sensor 11 for detecting a displacement of the brake pedal 10. ) And a hydraulic control unit comprising first and second hydraulic circuits 201 and 202 for controlling the flow of hydraulic pressure delivered to the wheel cylinder 40 provided on the two wheels RR, RL, FR, and FL, respectively. A first cut valve 261 provided at a first backup flow path 251 connecting the first hydraulic port 24a and the first hydraulic circuit 201 to the hydraulic pressure; A second cut valve 262 provided in the second backup passage 252 connecting the hydraulic port 24b and the second hydraulic circuit 202 to control the flow of the hydraulic pressure, and the hydraulic pressure based on the hydraulic pressure information and the pedal displacement information. It may include an electronic control unit (ECU, not shown) for controlling the supply device 100 and the valves.

The hydraulic pressure supply device 100 includes a hydraulic pressure providing unit 110 providing oil pressure transmitted to the wheel cylinder 40, a motor 120 generating a rotational force by an electrical signal of the pedal displacement sensor 11, and a motor. It may include a power conversion unit 130 for converting the rotational movement of the 120 to a linear movement to transmit to the hydraulic pressure providing unit (110). Alternatively, the hydraulic pressure providing unit 110 may operate by the pressure provided by the high pressure accumulator, not the driving force supplied from the motor 120.

The hydraulic pressure providing unit 110 includes a cylinder block 111 in which a pressure chamber for receiving oil is formed, a hydraulic piston 114 accommodated in the cylinder block 111, a hydraulic piston 114 and a cylinder block 111. ) Between the sealing member 115 provided to seal the pressure chamber and the driving shaft 133 connected to the rear end of the hydraulic piston 114 to transfer the power output from the power conversion unit 130 to the hydraulic piston 114. Include.

The pressure chamber is located at the front of the hydraulic piston 114 (forward direction, left side in the drawing), and the first pressure chamber 112 and behind of the hydraulic piston 114 (forward direction, right direction in the drawing). It may include a second pressure chamber 113. That is, the first pressure chamber 112 is partitioned by the front end of the cylinder block 111 and the hydraulic piston 114, is provided to vary in volume according to the movement of the hydraulic piston 114, the second pressure chamber 113 ) Is partitioned by the rear end of the cylinder block 111 and the hydraulic piston 114, it is provided so that the volume varies according to the movement of the hydraulic piston (114).

The pressure chambers 112 and 113 are connected to the first hydraulic passage 211 and the fourth hydraulic passage 214. The first hydraulic passage 211 connects the first pressure chamber 112 and the first and second hydraulic circuits 201 and 202. The first hydraulic flow path 211 is branched into a second hydraulic flow path 212 communicating with the first hydraulic circuit 201 and a third hydraulic flow path 212 communicating with the second hydraulic circuit 202. The fourth hydraulic passage 214 connects the second pressure chamber 113 to the first and second hydraulic circuits 201 and 202. The fourth hydraulic flow path 214 is branched into the fifth hydraulic flow path 215 communicating with the first hydraulic circuit 201 and the sixth hydraulic flow path 216 communicating with the second hydraulic circuit 202.

The sealing member 115 is provided between the hydraulic piston 114 and the cylinder block 111 to seal between the first pressure chamber 112 and the second pressure chamber 113. The hydraulic pressure or negative pressure of the first pressure chamber 112 generated by the forward or backward movement of the hydraulic piston 114 is blocked by the piston sealing member 115 and is not leaked to the second pressure chamber 113 without first leaking the first and the second pressures. 4 can be delivered to the hydraulic passage (211, 214).

The first and second pressure chambers 112 and 113 are connected to the reservoir 30 by dump passages 116 and 117, respectively, and receive or store oil from the reservoir 30 or store the first or second pressure chamber ( Oils 112 and 113 may be delivered to reservoir 30. For example, the dump passages 116 and 117 branch from the first pressure chamber 112 and connected to the reservoir 30, and branch from the second pressure chamber 113 and the reservoir 30. It may include a second dump flow path 117 connected to).

The second hydraulic passage 212 may communicate with the first hydraulic circuit 201, and the third hydraulic passage 213 may communicate with the second hydraulic circuit 202. Therefore, the hydraulic pressure may be transmitted to the first hydraulic circuit 201 and the second hydraulic circuit 202 by the advancement of the hydraulic piston 114.

In addition, the electronic brake system 1 according to the embodiment of the present invention is provided in the second and third hydraulic flow paths 212 and 213, respectively, to control the flow of oil, the first control valve 231 and the second control valve ( 232).

The first and second control valves 231, 232 allow only oil flow in the direction from the first pressure chamber 112 to the first or second hydraulic circuits 201, 202, and the oil flow in the opposite direction It may be a check valve for blocking. That is, the first or second control valves 231 and 232 allow the hydraulic pressure of the first pressure chamber 112 to be transmitted to the first or second hydraulic circuits 201 and 202 while the first or second hydraulic valves are used. It is possible to prevent the hydraulic pressure of the circuits 201 and 202 from leaking into the first pressure chamber 112 through the second or third hydraulic passages 212 and 213.

The fourth hydraulic flow path 213 may be branched into the fifth hydraulic flow path 215 and the sixth hydraulic flow path 216 to communicate with both the first hydraulic circuit 201 and the second hydraulic circuit 202. The fifth hydraulic passage 215 branching from the fourth hydraulic passage 214 communicates with the first hydraulic circuit 201, and the sixth hydraulic passage 216 branching from the fourth hydraulic passage 214 has a second hydraulic pressure. It may be in communication with the circuit 202. Therefore, the hydraulic pressure may be transmitted to both the first hydraulic circuit 201 and the second hydraulic circuit 202 by reversing the hydraulic piston 114.

The integrated solenoid valve 300 may be provided in the fifth hydraulic passage 215 to control the flow of oil. The integrated solenoid valve 300 is a control valve including a two-way flow path and a one-way flow path F for controlling oil flow between the second pressure chamber 113 and the circuit balance valve 235 or the first hydraulic circuit 201. Can be. In addition, the integrated solenoid valve 300 may be provided as a normally closed solenoid valve that is normally closed but operates to open the valve when receiving an open signal from the electronic control unit.

The one-way flow path (F) is provided in the integral solenoid valve 300 to allow only the oil flow in the direction from the second pressure chamber 113 to the first hydraulic circuit 201, check the oil flow in the opposite direction to block The valve function can be performed. That is, the one-way flow passage can prevent the hydraulic pressure of the first hydraulic circuit 201 from leaking into the second pressure chamber 113 through the sixth hydraulic flow passage 216 and the fourth hydraulic flow passage 214.

In addition, the electronic brake system 1 according to the embodiment of the present invention is provided in the seventh hydraulic passage 217 connecting the second hydraulic passage 212 and the third hydraulic passage 213 to the first hydraulic circuit 201. And a circuit balance valve 235 for adjusting a pressure difference between the second hydraulic circuit 202 and an eighth hydraulic passage 218 connecting the second hydraulic passage 212 and the seventh hydraulic passage 217 to provide oil. It may include a sixth control valve 236 for controlling the flow of.

The circuit balance valve 235 and the sixth control valve 236 may be normally closed solenoid valves that are normally closed but operate to open the valve upon receiving an open signal from the electronic control unit.

The circuit balance valve 235 and the sixth control valve 236 operate to open when an abnormality occurs in the first control valve 231 or the second control valve 232 to operate the hydraulic pressure of the first pressure chamber 112. The first hydraulic circuit 201 and the second hydraulic circuit 202 are directed to.

In addition, the circuit balance valve 235 and the sixth control valve 236 may be opened when the hydraulic pressure of the wheel cylinder 40 is extracted and sent to the first pressure chamber 112. This is because the first control valve 231 and the second control valve 232 provided in the second hydraulic passage 212 and the third hydraulic passage 213 are provided as check valves that allow only one-way oil flow.

In addition, the electronic brake system 1 according to an embodiment of the present invention is provided in the first and second dump passages 116 and 117, respectively, to control the flow of oil, the first dump valve 241 and the second dump valve ( 242). The dump valves 241 and 242 may be check valves that open only the direction from the reservoir 30 to the first or second pressure chambers 112 and 113 and close the opposite directions.

That is, the first dump valve 241 allows oil to flow from the reservoir 30 to the first pressure chamber 112, but blocks the flow of oil from the first pressure chamber 112 to the reservoir 30. It may be a check valve, the second dump valve 242 allows the oil to flow from the reservoir 30 to the second pressure chamber 113, the oil from the second pressure chamber 113 to the reservoir 30 Flowing may be a check valve to shut off.

In addition, the second dump flow path 117 may include a bypass flow path, and the bypass flow path may include a third dump valve 243 for controlling oil flow between the second pressure chamber 113 and the reservoir 30. Can be installed.

The third dump valve 243 may be provided as a solenoid valve for controlling bidirectional flow, and is normally open, but is normally open and operates to close the valve upon receiving a closing signal from the electronic control unit. type) solenoid valve.

The hydraulic pressure providing unit 110 may operate in a double acting manner. That is, the hydraulic pressure generated in the first pressure chamber 112 while the hydraulic piston 114 is advanced is transmitted to the first hydraulic circuit 201 through the first hydraulic passage 211 and the second hydraulic passage 212 to the right. The wheel cylinder 40 installed on the front wheel FR and the left rear wheel LR may be actuated and transferred to the second hydraulic circuit 202 through the first hydraulic channel 211 and the third hydraulic channel 213. The wheel cylinder 40 is installed on the right rear wheel RR and the left front wheel FL.

In addition, the negative pressure generated in the first pressure chamber 112 while the hydraulic piston 114 is retracted sucks oil from the wheel cylinders 40 installed at the right front wheel FR and the left rear wheel LR, and thus the first pressure chamber. It can be delivered to (112), the oil of the wheel cylinder 40 is installed on the right rear wheel (RR) and the left front wheel (FL) can be sucked and delivered to the first pressure chamber (112).

Next, the motor 120 and the power converter 130 of the hydraulic pressure supply device 100 will be described.

The motor 120 is a device that generates a rotational force by a signal output from an electronic control unit (ECU, not shown), and may generate the rotational force in a forward or reverse direction. Rotational angular velocity and rotational angle of the motor 120 can be precisely controlled. Since the motor 120 is a well-known technique already known, a detailed description thereof will be omitted.

On the other hand, the electronic control unit includes a motor 120 to control the valves provided in the electronic brake system 1 of the present invention to be described later.

The driving force of the motor 120 generates the displacement of the hydraulic piston 114 through the power converter 130, and the hydraulic pressure generated while the hydraulic piston 114 slides in the pressure chamber is the first and second hydraulic flow paths. It is transmitted to the wheel cylinder 40 installed in each wheel RR, RL, FR, FL via 211, 212.

The power converter 130 is a device for converting rotational force into a linear motion, for example, it may be composed of a worm shaft 131, a worm wheel 132 and a drive shaft 133.

The worm shaft 131 may be integrally formed with the rotation shaft of the motor 120, and a worm is formed on an outer circumferential surface thereof so as to engage with the worm wheel 132 to rotate the worm wheel 132. The worm wheel 132 is connected to engage with the drive shaft 133 to move the drive shaft 133 in a straight line, the drive shaft 133 is connected to the hydraulic piston 114 to slide the hydraulic piston 114 in the cylinder block 111. Move it.

To describe the above operations again, the signal detected by the pedal displacement sensor 11 while the displacement occurs in the brake pedal 10 is transmitted to an electronic control unit (ECU, not shown), the electronic control unit is a motor 120 Drive in one direction to rotate the worm shaft 131 in one direction. The rotational force of the worm shaft 131 is transmitted to the drive shaft 133 via the worm wheel 132, and the hydraulic piston 114 connected to the drive shaft 133 moves forward to generate hydraulic pressure in the first pressure chamber 112.

On the contrary, when the stepping force is removed from the brake pedal 10, the electronic control unit drives the motor 120 in the opposite direction so that the worm shaft 131 rotates in the opposite direction. Accordingly, the worm wheel 132 also rotates in the opposite direction and generates negative pressure in the first pressure chamber 112 while the hydraulic piston 114 connected to the drive shaft 133 returns (reverses moving). As such, the hydraulic pressure supply device 100 serves to transfer the hydraulic pressure to the wheel cylinder 40 or to suck the hydraulic pressure to the reservoir 30 according to the rotational direction of the rotational force generated from the motor 120.

Meanwhile, when the motor 120 rotates in one direction, hydraulic pressure may be generated in the first pressure chamber 112 or negative pressure may be generated in the second pressure chamber 113. Whether or not to release the braking can be determined by controlling the respective solenoid valves.

The power converter 130 may be composed of a ball screw nut assembly. For example, a screw formed integrally with the rotation shaft of the motor 120 or connected to rotate together with the rotation shaft of the motor 120, and a ball nut which is screwed with the screw in a limited rotation state and linearly moves according to the rotation of the screw. Can be. The hydraulic piston 114 is connected to the ball nut of the power converter 130 to pressurize the pressure chamber by the linear motion of the ball nut. The structure of such a ball screw nut assembly is a well-known technique that is already known as a device for converting rotational motion into linear motion, and thus a detailed description thereof will be omitted.

The first and second backup passages 251 and 252 may supply the oil discharged from the master cylinder 20 directly to the wheel cylinder 40 when the electronic brake system 1 operates abnormally. The first backup passage 251 may be provided with a first cut valve 261 for controlling the flow of oil, and the second backup passage 252 may be provided with a second cut valve 262 for controlling the flow of oil. have. In addition, the first backup passage 251 connects the first hydraulic port 24a and the first hydraulic circuit 201, and the second backup passage 252 connects the second hydraulic port 24b and the second hydraulic circuit ( 202 may be connected.

The first and second cut valves 261 and 262 may be normal open type solenoid valves that are open in a normal state and operate to close the valve when the closing signal is received from the electronic control unit.

The hydraulic control unit 200 may be configured of a first hydraulic circuit 201 and a second hydraulic circuit 202 which receive hydraulic pressure to control two wheels, respectively. For example, the first hydraulic circuit 201 may control the right front wheel FR and the left rear wheel RL, and the second hydraulic circuit 202 may control the left front wheel FL and the right rear wheel RR. . Each wheel FR, FL, RR, and RL has wheel cylinders 40 installed therein to be supplied with hydraulic pressure to perform braking.

The hydraulic circuits 201 and 202 may include a plurality of inlet valves 221 (221a, 221b, 221c, and 221d) to control the flow of the hydraulic pressure. The first hydraulic circuit 201 is provided with two inlet valves 221a and 221b which are connected to the first hydraulic flow path 211 and control the hydraulic pressure transmitted to the two wheel cylinders 40, respectively, and the second hydraulic circuit Two inlet valves 221c and 221d connected to the second hydraulic flow path 212 for controlling the hydraulic pressure transmitted to the wheel cylinder 40 may be provided.

The inlet valve 221 is a normal open type solenoid valve which is disposed upstream of the wheel cylinder 40 and is opened in a normal state and operates to close the valve upon receiving a closing signal from the electronic control unit. Can be.

The hydraulic circuits 201 and 202 may include check valves 223a, 223b, 223c, and 223d provided in a bypass flow path connecting the front and the rear of the inlet valves 221a, 221b, 221c, and 221d, respectively. . The check valves 223a, 223b, 223c, and 223d allow only the flow of oil from the wheel cylinder 40 toward the hydraulic pressure providing unit 110, and the oil from the hydraulic pressure providing unit 110 toward the wheel cylinder 40. The flow of can be limited. The check valves 223a, 223b, 223c, and 223d quickly release the braking pressure of the wheel cylinder 40, or when the inlet valves 221a, 221b, 221c, and 221d do not operate normally. The hydraulic pressure may be introduced into the hydraulic pressure providing unit 110.

The hydraulic circuits 201 and 202 may further include a plurality of outlet valves 222: 222a, 222b, 222c, and 222d connected to the reservoir 30 to improve performance when the brakes are released. The outlet valves 222 are connected to the wheel cylinders 40, respectively, to control the hydraulic pressure from the wheels RR, RL, FR, and FL. That is, the outlet valve 222 senses the braking pressure of each wheel (RR, RL, FR, FL) to selectively open when the decompression braking is required to control the pressure.

The outlet valve 222 may be a normally closed solenoid valve that is normally closed but operates to open the valve upon receiving an open signal from the electronic control unit.

The hydraulic control unit 200 may be connected to the backup passages 251 and 252. For example, the first hydraulic circuit 201 is connected to the first backup passage 251 to receive hydraulic pressure from the master cylinder 20, and the second hydraulic circuit 202 is connected to the second backup passage 252. The hydraulic pressure may be provided from the master cylinder 20.

The first backup passage 251 may join the first hydraulic circuit 201 upstream of the first and second inlet valves 221a and 221b. Similarly, the second backup passage 252 may join the second hydraulic circuit 202 upstream of the third and fourth inlet valves 221c and 221d. Therefore, when the first and second cut valves 261 and 262 are closed, the hydraulic pressure provided from the hydraulic pressure supply device 100 may be supplied to the wheel cylinder 40 through the first and second hydraulic circuits 201 and 202. When the first and second cut valves 261 and 262 are opened, the hydraulic pressure provided from the master cylinder 20 may be supplied to the wheel cylinder 40 through the first and second backup passages 251 and 252. Can be. At this time, the plurality of inlet valves (221a, 221b, 221c, 221d) is an open state, it is not necessary to switch the operating state.

On the other hand, the unexplained reference numeral "PS1" is a hydraulic oil pressure sensor for detecting the hydraulic pressure of the hydraulic circuit (201, 202), "PS2" is a backup oil pressure sensor for measuring the oil pressure of the master cylinder (20). And "MPS" is a motor control sensor for controlling the rotation angle of the motor 120 or the current of the motor.

Figure 2 is a side cross-sectional view of the integrated solenoid valve according to the first embodiment of the present invention, Figure 3 is a (a) plan view and (b) bottom view of the orifice unit 370.

Referring to the drawings, the integrated solenoid valve 300 according to the first embodiment of the present invention is disposed in the sleeve 320, the orifice (360a) of the seat 360 is disposed in the lower and lowering along the axial direction To provide the driving force to the amateur 350 in a direction opposite to the armature 350 for opening and closing the elastic member 340 and the elastic member 340 to provide the elastic force to the amateur 350 in the direction of closing the orifice 360a. The orifice unit 370 coupled to the lower side of the magnet core 330 and the seat 360, and having a hollow hole 370a and a flow path hole 370b communicating with the orifice 360a of the seat 360, preventing foreign matter from entering. And a lip seal 390 fitted between the orifice unit 370 and the filter member 380 and having an inclined protrusion 390a, and opened and closed by lifting the armature 350. Bidirectional flow path, and one-way oil passing through the outer surface of the flow path hole 370b and the inclined protrusion 390a. It may include (F).

The integrated solenoid valve 300 opens and closes the orifice 360a by the armature 350 which is lifted and lifted by the magnet core 330, and the first port 301A and the circuit balance valve 235 side of the pressure chambers 112 and 113 side. It controls the flow rate of the bidirectional flow path connecting the second port (301B). The integrated solenoid valve 300 is installed in the bore of the modulator block 301. In this case, the modulator block 301 may be a rectangular block for compactly embedding each of the above-described elements including the simulator valve in the brake system.

The sleeve 320 may be press-fitted or welded to the integrated solenoid valve 300, and a magnet core 330 may be installed on the upper side of the sleeve 320. And the sleeve 320 accommodates the amateur 350 therein and restrains the movement of the amateur 350 in the width direction to guide the amateur 350 to move up and down only in the longitudinal direction.

The magnet core 330 is coupled in a shape that is inserted into the upper side of the sleeve 320 to close the open upper portion of the sleeve 320. In order to more closely couple the magnet core 330 and the sleeve 320, the magnet core 330 may be provided with a coupling groove, and may be assembled by pressing the sleeve 320 in the coupling groove. This coupling structure can facilitate the coupling of the sleeve 320 and the magnet core 330 and simplify the coupling process as compared to the conventional welding method.

The amateur 350 is installed to be able to move up and down inside the sleeve 320, and a ball is fastened to a lower end thereof so as to contact the seat 360 having the orifice 360a. The upper groove of the amateur 350 is provided on the opposite surface of the magnet core 330 to form a space in which the elastic member 340 to be described later is fitted.

The elastic member 340 may be installed such that one end is in contact with the upper groove of the amateur 350 and the other end is in contact with the magnet core 330. The elastic member 340 may maintain the normally closed state of the integrated solenoid valve 300 by applying an elastic force to the amateur (350). When the magnetic core does not normally occur in the magnet core 330, the amateur 350 is kept pressed downward by the elastic member 340, and when the magnet core 330 generates the magnetic force, the amateur 350 is raised. Thereby opening the bidirectional flow path through the orifice 360a.

The orifice unit 370 is provided with a hollow hole 370a for flow control, and is press-fitted under the seat 360, but opposite the seat 360 to the large diameter portion and the lip seal 390 corresponding to the inner diameter of the filter member 370. The inner step, which is a small diameter part for assembly, is provided. The orifice unit 370 may have a flow path hole 370b for fluid flow in the one-way flow path F.

Lip seal 390 is installed between the inner surface of the filter member 370 and the outer surface of the orifice unit 370, the inclined protrusion 390a is provided inside the lip seal 390, one-way flow path (F) is the orifice unit ( It may be provided to pass through the passage hole 370b provided in the 370 and the inclined protrusion 390a.

The lip seal 390 is accommodated inside the filter member 370 such that the inclined protrusion 390a comes into contact with the outer circumferential surface of the small diameter portion 370 of the orifice unit 370, and is inclined by the pressure difference and inclined inwardly, and the inclined protrusion 390a protrudes. ) Can allow only one-way transfer of fluid. When the pressure of the first port 301A is greater than the pressure of the second port 301B, the inclined protrusion 390a is bent in a narrowing direction to form a one-way flow path F, but on the contrary, the pressure of the second port 301B When the pressure is smaller than the pressure of the first port 301A, the one-way flow path F is not formed due to the bending direction.

The filter member 380 is positioned on the opposite surface of the first port 301A and is located on the opposite surface of the first filter 380a and the second port 301B, which prevents the inflow of foreign substances. And a support part 380c which protrudes downwardly to maintain a flow path between the 380b and the modulator block 301. And it is assembled under the orifice unit 370, it is possible to limit the movement of the lip seal 390 when the pressure is applied by restraining the lip seal 390 together with the orifice unit 370.

4 is a side cross-sectional view of the integrated solenoid valve 400 according to the second embodiment of the present invention, and FIG. 5 is (a) top and (b) side cross-sections and (c) bottom of the seat 460, and FIG. 6. Shows (a) side cross-sectional view and (b) bottom view of filter member 480.

Referring to the drawings, the integrated solenoid valve 400 according to the second embodiment of the present invention replaces the integrated solenoid valve 300 in the first embodiment, and includes a first port (provided in the modulator block 401). It may be an integrated solenoid valve 400 for controlling the flow rate of the flow path connecting the 401A and the second port 402A. At this time, since the first port 401A communicates with the pressure chambers 112 and 113 of the hydraulic pressure supply device 100, and the second port 401B is connected toward the circuit balance valve 235, the integrated solenoid valve 400 is a pressure chamber. Fluid flow between the 112 and 113 and the circuit balance valve 235 may be controlled.

The integrated solenoid valve 400 is disposed inside the sleeve 420, and closes the armature 450 and the orifice 460a, which open and close the orifice 460a of the seat 460, which is lifted along the axial direction and disposed below. An elastic member 440 that provides an elastic force to the amateur 450 in a direction to rotate, a magnet core 430 that provides a driving force to the amateur 450 in a direction opposite to the elastic member 440, and a first flow path 460b A flow path 460c is provided and is fitted between the seat 460 having the orifice 460a, and the modulator block 401 and the seat 460, and has an inclined protrusion 490a to allow only one-way transfer of the fluid. One-way flow path including a lip seal 490, opening and closing by lifting and lowering the amateur 450, and passing through the first flow path 460b, and the second flow path 460c and the outer surface of the inclined protrusion 490a. F).

The sheet 460 is formed in the axial direction inside the orifice 460a is provided to be opened and closed by the ball of the armature 450, and the first flow path (460b) formed concave at both ends of the upper side of the armature 450 side ) And second flow paths 460c provided stepwise in step positions on contact with the modulator block 401 at both ends of the lower side of the second port 401B.

The filter member 480 is provided on the outer circumferential surface of the sheet to prevent the inflow of foreign substances. The filter member 480 may include a gap passage 480b recessed along the axial direction on the inner circumferential surface of the filter member 480. The clearance flow path 480b is formed on the inner circumferential surface of the filter member 480 to be close to the second flow path 460c side of the sheet 460, and a plurality of gap flow paths 480b are radially provided at a predetermined interval so that the one-way flow path F may pass. Can be.

The lip seal 490 may be provided between the outer circumferential surface of the seat 460 and the modulator block 401, and may be disposed between the gap passage 480b of the filter member 480 and the second flow path 460c of the seat 460. have. In addition, the inclined protrusion 490a may be formed on the inner circumferential surface of the lip seal 390 to be in contact with the outer circumferential surface of the sheet 460. The inclined protrusion 490a is formed to protrude obliquely toward the lower side of the second port 401B, and may be deformed by a pressure difference to allow only one-way transfer of the fluid. Specifically, the inclined protrusion 390a is deformed in a narrowing direction when the pressure of the first port 401A is greater than the pressure of the second port 401B, thereby forming the one-way flow path F, but on the contrary, the first port 401 When the pressure of the 401A is less than the pressure of the second port 401, the pressure may be deformed in the direction of opening so that the one-way flow path F may be blocked and closed. Thus, the one-way flow path F flows from the first port 401A toward the second port 401B through the gap flow path 480b, the inclined protrusion 490a, and the second flow path 460c in sequence. It is possible to perform a check valve function that allows only fluid flow of the fluid and blocks flow in the opposite direction.

Although the present invention has been described with reference to one embodiment shown in the accompanying drawings, this is merely exemplary, and those skilled in the art may realize various modifications and equivalent other embodiments therefrom. I can understand. Therefore, the true scope of the invention should be defined only by the appended claims.

10: brake pedal 11: pedal displacement sensor
20: master cylinder 30: reservoir
31: First reservoir chamber 32: Second reservoir chamber
33: third reservoir chamber 34: partition wall
35: bulkhead 40: wheel cylinder
50: simulation device 54: simulator valve
55: check valve 100: hydraulic pressure supply device
110: hydraulic pressure providing unit 112: first pressure chamber
113: second pressure chamber 120: motor
130: power conversion unit 200: hydraulic control unit
201: first hydraulic circuit 202: second hydraulic circuit
211: first hydraulic passage 212: second hydraulic passage
213: third hydraulic flow path 214: fourth hydraulic flow path
215: fifth hydraulic flow path 216: sixth hydraulic flow path
217: seventh hydraulic passage 218: eighth hydraulic passage
221: inlet valve 222: outlet valve
223: check valve 231: first control valve
232: second control valve 235: circuit balance valve
236: sixth control valve 241: first dump valve
242: second dump valve 243: third dump valve
251: first backup euro 252: second backup euro
261: first cut valve 262: second cut valve
271: third control valve 272: fourth control valve
273: fifth control valve 300: integral solenoid valve
301: modulator block 301A: first port
301B: second port 320: sleeve
330: magnet core 340: elastic member
350: amateur 360: seat
360a: Orifice 370: Orifice Unit
370a: hollow hole 370b: euro hole
380: filter member 380a: first filter
380b: second filter 380c: support portion
390: Lip Seal 390a: Inclined Projection
400: integral solenoid valve 401: modulator block
401A: first port 401B: second port
410: valve housing 420: sleeve
430: magnet core 440: elastic member
450: amateur 460: sheet
460a: orifice 460b: first flow path
460c: second flow path 480: filter member
480a: filter 480b: clearance gap
490: Lip Seal 490a: Inclined Projection

Claims (8)

In the integrated solenoid valve for controlling the flow rate of the flow path connecting the first port and the second port,
An amateur disposed inside the sleeve and opened and lowered in an axial direction to open and close an orifice formed at a lower side thereof;
An elastic member for providing an elastic force to the amateur in a direction of closing the orifice;
A magnet core providing a driving force to the amateur in a direction opposite to the elastic member;
A first flow path, a second flow path, and a sheet having the orifice provided therein;
A filter member provided on an outer circumferential surface of the sheet to prevent foreign substances from being introduced, the filter member having a clearance flow passage formed in an axial direction on an inner circumferential surface of the sheet;
And a lip seal provided between the clearance flow passage and the second flow passage, the lip seal having an inclined protrusion formed to be inclined toward the second port.
An integrated solenoid valve having a bidirectional flow passage opened and closed by lifting and lowering the armature, and a directional flow passage sequentially passing through the clearance flow passage, the inclined protrusion and the second flow passage. The method of claim 1,
The gap flow path
An integrated solenoid valve provided on the side of the second flow path on the filter member. The method of claim 2,
The first flow path is formed on the amateur side on the sheet,
The second flow path is formed on the second port side on the sheet,
The orifice is an integral solenoid valve formed through the axial direction inside the seat. The method of claim 3,
The amateur
An integrated solenoid valve comprising a ball provided on the surface in contact with the orifice. The method of claim 2,
The gap flow path
An integral solenoid valve provided with a plurality of radially on the inner peripheral surface of the filter member at regular intervals. The method of claim 1,
The lip seal is provided between the outer peripheral surface of the seat and the modulator block,
The inclined protrusion is formed on the inner circumferential surface integral solenoid valve provided to contact the outer circumferential surface of the seat. The method of claim 6,
The inclined protrusion is provided to be deformable by hydraulic pressure,
When the pressure of the first port is greater than the pressure of the second port is deformed in the narrowing direction to allow the one-way flow path,
The solenoid valve of the first port is deformed in the opening direction when the pressure of the second port is less than the pressure of the second port to block the one-way flow path. An integrated solenoid valve according to any one of claims 1 to 7;
A master cylinder provided with a cylinder chamber whose volume is changed by pedal operation;
A pedal simulator connected to the cylinder chamber to provide a reaction force according to a pedal effort;
A hydraulic pressure supply device providing hydraulic pressure to at least one of the first hydraulic circuit and the second hydraulic circuit;
An electronic control unit for operating the hydraulic pressure supply device; And
And a circuit balance valve provided for adjusting a pressure difference between the first hydraulic circuit and the second hydraulic circuit.
The integrated solenoid valve is installed in a hydraulic passage connecting the pressure chamber of the hydraulic pressure supply device and the circuit balance valve.

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