WO2011031001A1

WO2011031001A1 - Vehicle braking device

Info

Publication number: WO2011031001A1
Application number: PCT/KR2010/003989
Authority: WO
Inventors: 전원주
Original assignee: Jeon Won Joo
Priority date: 2009-09-11
Filing date: 2010-06-21
Publication date: 2011-03-17
Also published as: KR20110027881A

Abstract

The present invention relates to a vehicle braking device which can maintain stable and improved braking performance. According to an embodiment of the present invention, the vehicle braking device comprises: a brake pedal which generates a pressure force; a power boost device adapted such that the pressure force entering from the brake pedal is boosted, and the boosted pressure is split and distributed; a plurality of master cylinders which are provided sectioned off parallel to each other and which respectively use the boosted and split pressure input from the power boost device to generate a braking hydraulic pressure; and a circuit unit for leading the hydraulic pressure to wheel braking units correspondingly connected to each of the master cylinders.

Description

Vehicle braking system

The present invention relates to a vehicle braking device, and more particularly, to a vehicle braking device that can maintain a safe and improved braking property.

In general, a brake device mounted on a vehicle is largely divided into a main brake used for decelerating and stopping the vehicle while driving and a parking brake for keeping the vehicle parked.

The main brakes are classified into mechanical, hydraulic and pneumatic types according to the mechanism for transmitting the pressing force generated when the user presses the pedal to each wheel.

Here, the double hydraulic brake is most widely used due to the advantage that the braking force is equally transmitted to all the wheels so that the friction loss is low and the operating force can be reduced.

In addition, the hydraulic brake is a direct type that directly transmits the pressing force generated when the user presses the brake pedal to each wheel, and a power that delivers the pressing force of the pedal to each wheel using negative pressure or air pressure by vacuum. There is an expression. The double-powered brake system can exert a large braking force even with a relatively small force, and its adoption has become commonplace in recent years.

1 is an exemplary view showing a conventional hydraulic brake device.

As shown in FIG. 1, the conventional hydraulic brake device has a structure in which all of the

lines

171, 172, 173, and 174 which transfer hydraulic pressure to the four

wheel brake discs

191, 192, 193, and 194 of the vehicle are connected to a port 160 connected to one hydraulic pump 150. Achieved.

Therefore, when a rupture occurs due to corrosion or damage to the pipe of one line, there is a problem that the pressure of the entire line is down and the brakes do not operate normally, thereby causing a risk of an accident. .

In order to solve the above problems, the technical problem to be achieved by the present invention is to provide a braking device for a vehicle that can maintain a safe and improved braking properties.

In order to solve the above technical problem, the present invention provides a braking pedal for generating a pressing force; A booster for causing the pressure applied from the brake pedal to be doubled, wherein the doubled pressure is branched and transmitted; A plurality of master cylinders partitioned in parallel with each other so that braking hydraulic pressure is generated using the doubled and branched pressures input from the power supply device; And a circuit unit connected to each of the master cylinders to guide hydraulic pressure to a corresponding braking unit of the wheel.

Here, the master cylinder is provided in pairs to provide independent hydraulic pressure to the braking unit of the front wheels and the braking unit of the rear wheels, respectively, wherein each circuit portion is connected to a plurality of ports of the master cylinder, respectively It is preferred to include the lines. And, the master cylinder is preferably provided with a plurality of corresponding to provide independent hydraulic pressure to each braking unit.

On the other hand, the power unit is connected to the brake pedal, the piston rod for opening and closing the standby port while moving by the pressing force of the brake pedal, and the central portion is connected to the main rod provided in front of the piston rod from the main rod A connector for doubling the delivered pressure and branching and guiding each of the master cylinders; and a plurality of push rods provided at one end of the connector to branch and transfer the doubling pressure to each corresponding master cylinder. Is preferred.

Here, the pistons of the respective master cylinders are respectively connected to the corresponding push rods, and preferably moved by the operating distance of the main rods, respectively.

In addition, the power supply device is provided inside the vacuum chamber housing and divided into a diaphragm for dividing the vacuum space and the atmospheric pressure space, the diaphragm is provided through the diaphragm, and the inner side selectively forms a vacuum and atmospheric pressure state, and increases as the atmospheric pressure space increases It further comprises an adjustment housing which cooperates with the diaphragm, wherein the piston rod is provided inside the adjustment housing, the main rod is preferably provided in front of the adjustment housing.

Referring to the effects of the vehicle braking device according to the present invention.

First, the connector is connected to the end of the main rod constituting the power supply device, the first pressure rod and the second push rod are provided at both ends of the connector, respectively, the pressure transmitted from the main rod is the first of the same size The pressure and the second pressure may be transmitted separately.

Second, the first master cylinder and the second master cylinder is provided in parallel, the first piston of the first master cylinder is connected to the first push rod, the second piston of the second master cylinder is connected to the second push rod, respectively The independent pressure of each master cylinder is equally possible by the pressure divided by.

Third, two ports are provided in the first master cylinder and the second master cylinder, respectively, and separate lines connected to the respective ports are connected to hydraulic units of different wheels, so that any one line of pipe is broken and hydraulic This down does not affect the hydraulic pressure of the other lines. Therefore, it is possible to maintain stable braking force through other lines and to significantly improve safety.

1 is an exemplary view showing a conventional hydraulic brake device.

2 is a block diagram showing a configuration of a vehicle braking device according to an embodiment of the present invention.

Figure 3 is a plan view showing a connection state of the master cylinder and the power unit of the vehicle braking device according to an embodiment of the present invention.

Figure 4 is a front exemplary view showing a connection state of the master cylinder and the power unit of the vehicle braking device according to an embodiment of the present invention.

5 and 6 are exemplary views showing the operating state of the power boosting device of the vehicle braking device according to an embodiment of the present invention.

7 and 8 are exemplary views showing the operating state of the master cylinder of the vehicle braking device according to an embodiment of the present invention.

Best Modes for Carrying Out the Invention The best embodiments of the invention will be described in more detail below with reference to the accompanying drawings.

With reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above technical problem will be described.

Figure 2 is a block diagram showing the configuration of a vehicle braking device according to an embodiment of the present invention, Figure 3 is a plan view showing a connection state of the master cylinder and the power unit of the vehicle braking device according to an embodiment of the present invention 4 is a front view illustrating a connection state of a master cylinder and a power booster of a vehicle braking apparatus according to an embodiment of the present invention, and FIGS. 5 and 6 are views of a vehicle braking apparatus according to an embodiment of the present invention. 7 and 8 are exemplary views showing the operating state of the master cylinder of the vehicle braking device according to an embodiment of the present invention.

As shown in FIG. 2, the vehicle brake device includes a brake pedal 10, a power booster 20, a first master cylinder 50, a second master cylinder 60, a first circuit part 70, and a second circuit part. It is preferable to include (80). Here, the braking pedal 10 generates a pressing force, and the power booster 20 preferably distributes the pressing force flowing from the braking pedal 10 to the first pressure and the second pressure.

The divided first pressure is transmitted to the first master cylinder 50, and the second pressure is transmitted to the second master cylinder 60.

In this case, the first master cylinder 50 supplies the braking hydraulic pressure generated by using the first pressure through the first circuit unit 70, and the first circuit unit 70 supplies hydraulic pressure to the braking unit of some wheels. To guide. On the other hand, the second master cylinder 60 supplies the braking hydraulic pressure generated by using the second pressure through the second circuit portion 80, the second circuit portion 80 is hydraulic pressure to the braking unit of the remaining wheels It is preferable to guide.

Accordingly, even if damage occurs in a pipe or the like for guiding the braking oil with any wheel, the hydraulic pressure in the remaining pipes can be prevented from being down, and thus, sufficient braking force for braking of the vehicle can be stably maintained.

In detail, as shown in FIGS. 3 and 4, the booster 20 includes a vacuum chamber housing 21, a diaphragm 22, an adjustment housing 30, a piston rod 40, a connector 25, and a first push. The rod 26 and the second push rod 27 may be configured. Here, the vacuum chamber housing 21 forms the outer shape of the power unit 20.

In addition, the diaphragm 22 may be provided inside the vacuum chamber housing 21 to partition the inside of the vacuum chamber housing 21. In this case, the vacuum chamber housing 21 may be partitioned by the diaphragm 22. The front space of can be in a vacuum state.

The center of the diaphragm 22 may be provided with the adjustment housing 30, the adjustment housing 30 is provided to be movable in the front and rear direction of the vacuum chamber housing 21. In addition, a first return spring 24 may be provided at an outer side of the main rod 38 provided in front of the adjustment housing 30 to surround the main rod 38.

Here, the first return spring 24 may be a coil spring, and the coil spring may be provided such that one end thereof contacts the diaphragm 22 and the other end thereof contacts the front inner surface of the vacuum chamber housing 21. . In this way, the first return spring 24 supports the diaphragm 22 in the rear of the vacuum chamber housing 21, and in this way, the adjustment housing 30 is also supported in the rear.

The adjustment housing 30 extends outwardly through the rear portion of the vacuum chamber housing 21. In addition, the adjusting housing 30 is preferably formed through the vacuum port 45, one side of the vacuum port 45 is connected to the front of the diaphragm 22, the other side of the rear of the diaphragm 22 Is preferably connected to.

Accordingly, the front space inside the vacuum chamber housing 21 and the rear space inside the vacuum chamber housing 21 may be connected through the vacuum port 45, so that the rear space may also be in a state in which the vacuum is acting.

The piston rod 40 is provided inside the adjustment housing 30. Here, one end of the piston rod 40 may be provided to extend to the outside of the adjustment housing 30, it may be provided to linearly move in the forward and rearward direction from the inside of the adjustment housing (30).

5 to 6, the second return spring 35 may be provided inside the adjustment housing 30. Here, the second return spring 35 is provided to surround the piston rod 40, one end is in close contact with the first fixed end 31 protruding from the piston rod 40 and the other end is adjusted It may be in close contact with the engaging portion 33 protruding from the inside of the housing (30).

Accordingly, the second return spring 35 elastically supports the piston rod 40 to the outside of the adjustment housing 30.

In addition, a poppet valve 42 may be provided between the head 41 of the piston rod 40 and the second return spring 35. In addition, the poppet valve 42 may be located in a groove 34 formed in the adjustment housing 30. Here, the outer circumferential surface of the poppet valve 42 is in close contact with the inner circumferential surface of the groove 34, and the inner circumferential surface of the poppet valve 42 has a predetermined distance from the outer circumferential surface of the piston rod 40.

In addition, the poppet valve 42 has one end in contact with the second fixed end 32 formed on the piston rod 40 and the other end is in contact with the elastic spring 36 in contact with the rear side of the poppet valve 42. By the piston rod 40 can be elastically supported in the forward direction.

At this time, the elastic force of the elastic spring 36 is preferably smaller than the elastic force of the second return spring (35).

Accordingly, the poppet valve (40) is elastically supported backward by the elastic force of the second return spring (35), and the front surface is pressed by the head (41) of the piston rod (40). 42 is in close contact with the rear surface of the groove 34.

Through this, the internal space of the adjustment housing 30, which is composed of the poppet valve 42 and the inner surface of the adjustment housing 30, may be partitioned from the space in the vacuum state, in which case the adjustment housing 30 It is preferable that the internal space of) is at atmospheric pressure.

In addition, one end of the piston rod 40 extending out of the adjustment housing 30 may be connected to the brake pedal 10. Here, the brake pedal 10 may be hinge-rotated forward when one end is hinged and the driver applies a pressing force to the other end.

Accordingly, the brake pedal 10 connected to the piston rod 40 which is elastically supported to the rear of the adjustment housing 30 by the second return spring 35 is normally maintained to be rotated backwardly. do.

When the driver applies the pressing force to the brake pedal 10, as shown in FIG. 5B, the brake pedal 10 is rotated forward while pushing the piston rod 40 to push the piston. The rod 40 can move linearly forward.

In addition, as the piston rod 40 moves forward, the restraining force by the head 41 is released and the poppet valve 42 moves forward by the elastic force of the elastic spring 36.

As the poppet valve 42 moves forward, the vacuum port 45 is closed, and the standby port 46 is opened.

Therefore, a negative pressure (vacuum pressure) is formed in front of the diaphragm 22, and an atmospheric pressure is formed in the rear of the diaphragm 22, and the diaphragm 22 is moved forward by the pressure difference before and after the diaphragm 22. The first return spring 24 is compressed while being pushed to.

As the first return spring 24 is compressed, the adjustment housing 30 moves forward, and pressure is transmitted through the main rod 38 provided in front of the adjustment housing 30. .

Meanwhile, referring to FIGS. 2 and 3, the connector 25 is preferably provided at the front end of the main rod 38. Here, the main rod 38 is preferably connected to the central portion of the connector 25.

In addition, the connector 25 may be provided horizontally at a right angle with the main rod 38. In addition, it is preferable that the first push rod 26 and the second push rod 27 are provided at both ends of the connector 25, respectively.

The first push rod 26 and the second push rod 27 may extend through the front part of the vacuum chamber housing 21 to the outside. Accordingly, the pressure transmitted from the main rod 38 is divided into a first pressure and a second pressure by the connector 25 and transferred to the first push rod 26 and the second push rod 27, respectively. It becomes possible. At this time, the first pressure and the second pressure is preferably the same size.

In addition, the first push rod 26 extended as described above is connected to the first piston 52 of the first master cylinder 50, and the second push rod 27 is connected to the second master cylinder 60. It is preferable to be connected to the second piston (62) of.

Accordingly, the first pressure is transmitted to the first piston 52, and the second pressure is transmitted to the second piston 62.

The first master cylinder 50 may include a cylinder 51, a first piston 52, a third piston 53, a first port 57, and a third port 58. . Here, the cylinder 51 forms the body of the first master cylinder 50, and the brake oil is filled therein.

In addition, the first piston 52 and the third piston 53 may be provided inside the cylinder 51, respectively. In addition, a first spring 54 may be provided between the first piston 52 and the third piston 53, and a third spring 55 is provided in front of the third piston 53. Can be.

In this case, the third spring 55 may support the third piston 53 rearwardly, and the first spring 54 may support the first piston 52 rearwardly.

Accordingly, when the main rod 38 moves forward, the first piston 52 connected to the connector 25 to which the first pressure is transmitted moves forward.

Here, the first piston 52 is moved by a distance corresponding to the moving distance of the main rod 38. When the first piston 52 moves forward, the first spring 54 is compressed and the third piston 53 is pushed forward to move the third piston 53 forward.

In addition, when the force applied to the first piston 52 is removed, the third piston 53 is moved to the original position by the third spring 55, the first piston 52 is the first The single spring 54 makes it possible to return to the original position.

In addition, the first port 57 may be formed at the central portion of the cylinder 51, and the third port 58 may be formed at the front portion of the cylinder 51. Here, the first port 57 and the third port 58 is preferably connected to the cylinder 51, respectively, accordingly, the brake oil is the first port 57 and the third port ( Through 58).

In addition, the first circuit unit 70 may be connected to the first port 57 and the third port 58.

In addition, the first circuit unit 70 may include a first line 71 and a third line 73. Here, the first line 71 is preferably connected to the first port 57, and guides the brake oil discharged through the first port 57 to the first wheel 91 to the first wheel. Preferably, hydraulic pressure is applied to the braking unit 96 provided at 91.

The third line 73 is preferably connected to the third port 58. The third wheel 73 guides the brake oil discharged through the third port 58 to the third wheel 93. Preferably, the hydraulic pressure is applied to the braking unit 98 provided at 93.

Hereinafter, with reference to Figures 2, 7 and 8 will be described the connection operation of the ports according to the operation of the piston.

In detail, the second master cylinder 60 may include a cylinder 61, a second piston 62, a fourth piston 63, a second port 67, and a fourth port 68. .

In addition, the second master cylinder 60 may be provided in pairs next to the first master cylinder 50, and in particular, the second master cylinder 60 and the first master cylinder 50. Is preferably provided to be connected in parallel. Here, the cylinder 61 forms the body of the second master cylinder 60, and the brake oil is filled therein.

In addition, the second piston 62 and the fourth piston 63 may be provided inside the cylinder 61, respectively. In addition, a second spring 64 may be provided between the second piston 62 and the fourth piston 63, and a fourth spring 65 may be provided in front of the fourth piston 63. Can be.

In addition, the second port 67 may be formed at the center portion of the cylinder 61, and the fourth port 68 may be formed at the front portion of the cylinder 61.

As described above, the configuration of the second master cylinder 60 may correspond to the configuration of the first master cylinder 50, and the operation example is the same as that of the first master cylinder 50 described above, and thus description thereof is omitted.

In addition, the second circuit unit 80 may be connected to the second port 67 and the fourth port 68. In addition, the second circuit unit 80 may include a second line 82 and a fourth line 84.

The second line 82 is preferably connected to the second port 67. The second wheel 82 guides the brake oil discharged through the second port 67 to the second wheel 92. Preferably, hydraulic pressure is applied to the braking unit 97 provided at 92.

In addition, the fourth line 84 is preferably connected to the fourth port 68. The fourth wheel 84 guides the brake oil discharged through the fourth port 68 to the fourth wheel 94. Hydraulic pressure is preferably applied to the braking unit 99 provided in the 94.

Of course, the connection arrangement between the first line to the fourth line (71, 82, 73, 84) and each port of the master cylinder can be changed. For example, in order to substantially match the braking power and timing of the front wheel side, the circuit lines (first line and third line) of the first circuit portion 70 connected to the braking device of the front wheel are connected to each master cylinder. It may also be connected to the front port, respectively. At this time, in order to substantially match the braking power and timing of the rear wheel side, the circuit lines (second line and fourth line) of the second circuit unit 80 connected to the brake device of the rear wheel are connected to each master cylinder. Can be connected to the rear port respectively.

In addition, when the master cylinder is provided in pairs to provide independent hydraulic pressure to the braking unit of the front wheels and the braking unit of the rear wheels, respectively, each circuit portion is connected to a plurality of ports of the respective master cylinder, respectively Hydraulic lines are included. Accordingly, each of the

wheels

91, 92, 93, and 94 may correspond to any one of front, rear, left, and right wheels of the vehicle, and may be applied without being limited to the wheel of a specific position.

On the other hand, when the master cylinder is provided with a plurality of corresponding to provide independent hydraulic pressure to each braking unit, the hydraulic lines applied to each wheel can be made independently of each other, the pipe of any one hydraulic line is broken Thus, even if the hydraulic pressure is down, the remaining hydraulic lines may not be affected, and thus, it is possible to maintain a stable braking force.

As described above, the present invention is not limited to the above-described specific preferred embodiments, and various modifications by those skilled in the art to which the present invention pertains without departing from the gist of the present invention claimed in the claims. Implementations are possible and such variations are within the scope of the present invention.

Industrial Applicability The present invention can be applied to an industry by providing a braking device for a vehicle in which safety performance is remarkably improved.

Claims

A brake pedal for generating a pressing force;

A booster for causing the pressure applied from the brake pedal to be doubled, wherein the doubled pressure is branched and transmitted;

A plurality of master cylinders partitioned in parallel with each other so that braking hydraulic pressure is generated using the doubled and branched pressures input from the power supply device; And

And a circuit unit connected to each of the master cylinders to guide hydraulic pressure to a corresponding braking unit of a wheel.
The method of claim 1,

The master cylinder is provided in pairs to provide independent hydraulic pressure to the braking unit of the front wheels and the braking unit of the rear wheels, and each circuit unit includes hydraulic lines connected to a plurality of ports of the respective master cylinders, respectively. Braking apparatus for a vehicle, characterized in that made.
The method of claim 1,

The master cylinder is a brake device for a vehicle, characterized in that provided with a plurality of corresponding to provide independent hydraulic pressure to each braking unit.
The method of claim 1,

The power supply device,

A piston rod connected to the brake pedal to open and close a standby port while moving by a pressing force of the brake pedal;

A central portion connected to a main rod provided at the front of the piston rod to double the pressure transmitted from the main rod and branch the guide to the master cylinder;

And a plurality of push rods provided at one end of the connector to branch and transfer the doubled pressure to the corresponding master cylinders.
The method of claim 4, wherein

And the pistons of the master cylinders are respectively connected to the corresponding push rods, and are moved by the operating distances of the main rods, respectively.
The method of claim 4, wherein

The power supply device

A diaphragm provided inside the vacuum chamber housing to partition a vacuum space and an atmospheric pressure space,

It further comprises an adjustment housing provided through the diaphragm and the inner side is selectively in a vacuum and atmospheric state, and interlocked with the diaphragm increases as the atmospheric pressure space increases,

And the piston rod is provided inside the adjustment housing, and the main rod is provided in front of the adjustment housing.