WO2017051918A1 - Amortisseur de pulsations et dispositif de freinage hydraulique - Google Patents

Amortisseur de pulsations et dispositif de freinage hydraulique Download PDF

Info

Publication number
WO2017051918A1
WO2017051918A1 PCT/JP2016/078155 JP2016078155W WO2017051918A1 WO 2017051918 A1 WO2017051918 A1 WO 2017051918A1 JP 2016078155 W JP2016078155 W JP 2016078155W WO 2017051918 A1 WO2017051918 A1 WO 2017051918A1
Authority
WO
WIPO (PCT)
Prior art keywords
metal plate
pulsation damper
pressure
pulsation
damper
Prior art date
Application number
PCT/JP2016/078155
Other languages
English (en)
Japanese (ja)
Inventor
拓郎 西島
久田　慶武
Original Assignee
株式会社アドヴィックス
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Publication of WO2017051918A1 publication Critical patent/WO2017051918A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4068—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system the additional fluid circuit comprising means for attenuating pressure pulsations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/50—Sealings between relatively-movable members, by means of a sealing without relatively-moving surfaces, e.g. fluid-tight sealings for transmitting motion through a wall
    • F16J15/52—Sealings between relatively-movable members, by means of a sealing without relatively-moving surfaces, e.g. fluid-tight sealings for transmitting motion through a wall by means of sealing bellows or diaphragms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J3/00—Diaphragms; Bellows; Bellows pistons
    • F16J3/02—Diaphragms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
    • F16L55/00—Devices or appurtenances for use in, or in connection with, pipes or pipe systems
    • F16L55/04—Devices damping pulsations or vibrations in fluids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the present invention relates to a pulsation damper that is provided in a vehicle brake system and reduces pulsation of a fluid chamber.
  • a pulsation damper having a hollow diaphragm portion formed by two metal plates is disposed in a fluid chamber communicating with a pump, thereby suppressing and reducing such pressure and pulsation by expansion and contraction of the diaphragm portion. It has been known.
  • the present invention has been made in view of the above points, and an object thereof is to provide a pulsation damper and a hydraulic braking device that have a simple structure and are excellent in assemblability and cost.
  • the wheel cylinder 24 is disposed on the wheel RL (left rear wheel).
  • the wheel cylinder 25 is disposed on the wheel RR (right rear wheel).
  • the wheel cylinder 26 is disposed on the wheel FL (left front wheel).
  • the wheel cylinder 27 is disposed on the wheel FR (right front wheel).
  • the master cylinder 230 and the wheel cylinders 24 to 27 are connected via the actuator 5.
  • the wheel cylinders 24 to 27 apply braking force to the wheels RL to FR.
  • the pedaling force is boosted by the booster 22, and the master pistons 231 and 232 in the master cylinder 230 are pressed.
  • the same master cylinder pressure (hereinafter referred to as master pressure) is generated in the first master chamber 230a and the second master chamber 230b.
  • the master pressure is transmitted to the wheel cylinders 24 to 27 via the actuator 5.
  • the actuator 5 is a device that controls the hydraulic pressure of the wheel cylinders 24 to 27 (hereinafter referred to as wheel pressure) in accordance with an instruction from the brake ECU 6.
  • the actuator 5 includes a hydraulic circuit 50, a check valve 1, a damper chamber 7, and a motor 8.
  • the hydraulic circuit 50 includes a first piping system 50a and a second piping system 50b.
  • the first piping system 50a is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels RL and RR.
  • the second piping system 50b is a system that controls the hydraulic pressure (wheel pressure) applied to the wheels FL and FR. Since the basic configurations of the first piping system 50a and the second piping system 50b are the same, the first piping system 50a will be described below, and the description of the second piping system 50b will be omitted.
  • the first piping system 50a includes a main pipe line (corresponding to “first flow path”) A, a differential pressure control valve (corresponding to “electromagnetic valve”) 51, pressure increasing valves 52 and 53, and a pressure reducing pipe line B.
  • the pressure reducing valves 54 and 55, the pressure regulating reservoir 56, the reflux line C, the pump 57, and the auxiliary line D are provided.
  • the main pipeline A is a pipeline connecting the master cylinder 230 and the wheel cylinders 24 and 25.
  • the differential pressure control valve 51 is a valve that is provided in the main pipeline A and controls the main pipeline A to a communication state and a differential pressure state. Specifically, the differential pressure control valve 51 is provided in the main pipeline A connecting the master cylinder 230 and the wheel cylinders 24 and 25, and the hydraulic pressure in the portion of the main pipeline A on the master cylinder 230 side and the main pipeline A This is an electromagnetic valve configured to be able to control the differential pressure from the hydraulic pressure of the wheel cylinders 24 and 25 side.
  • the differential pressure control valve 51 controls the differential pressure between the master cylinder 230 side that is the upstream side of the differential pressure control valve 51 and the wheel cylinders 24 and 25 side that is the downstream side of the differential pressure control valve 51.
  • the differential pressure control valve 51 is in a communication state in a non-energized state, and is controlled in a communication state in normal brake control excluding automatic braking and skid prevention control.
  • the differential pressure control valve 51 is set so that the differential pressure on both sides increases as the applied control current increases.
  • the differential pressure control valve 51 When the differential pressure control valve 51 is in the differential pressure state, when the hydraulic pressure on the wheel cylinders 24 and 25 side is higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure, the master cylinder 230 from the wheel cylinders 24 and 25 side. Brake fluid (fluid) flow to the side is allowed.
  • the predetermined pressure is determined by the differential pressure set by the control current. For this reason, when the differential pressure control valve 51 is in a differential pressure state, both sides of the main pipeline A are maintained in a state where the hydraulic pressure on the wheel cylinders 24 and 25 side does not become higher than the hydraulic pressure on the master cylinder 230 side by a predetermined pressure or more.
  • the differential pressure control valve 51 can realize a desired differential pressure state on both sides of the main pipeline A.
  • a check valve 51a is provided for the differential pressure control valve 51.
  • the main pipeline A is branched into two pipelines A1 and A2 on the downstream side of the differential pressure control valve 51 so as to correspond to the wheel cylinders 24 and 25.
  • the pressure-increasing valves 52 and 53 are electromagnetic valves that are opened and closed in accordance with instructions from the brake ECU 6, and are normally open valves that are opened (communication state) when not energized.
  • the pressure increasing valve 52 is disposed in the line A1
  • the pressure increasing valve 53 is disposed in the line A2.
  • the pressure reducing line B connects between the pressure increasing valve 52 and the wheel cylinder 24 in the line A1 and the pressure adjusting reservoir 56, and connects between the pressure increasing valve 53 and the wheel cylinder 25 in the line A2 and the pressure adjusting reservoir 56. It is a pipeline to do.
  • the pressure-increasing valves 52 and 53 are energized mainly during the pressure-reducing control to be closed, and shut off the master cylinder 230 and the wheel cylinders 24 and 25.
  • the pressure reducing valves 54 and 55 are electromagnetic valves that are opened and closed according to instructions from the brake ECU 6, and are normally closed valves that are closed (shut off) when not energized.
  • the pressure reducing valve 54 is disposed in the pressure reducing line B on the wheel cylinder 24 side.
  • the pressure reducing valve 55 is disposed in the pressure reducing pipe B on the wheel cylinder 25 side.
  • the pressure reducing valves 54 and 55 are energized mainly during the pressure reducing control and are opened, and the wheel cylinders 24 and 25 and the pressure regulating reservoir 56 are communicated with each other through the pressure reducing pipe B.
  • the pressure regulation reservoir 56 is a reservoir having a cylinder, a piston, and an urging member.
  • the reflux line C is a line that connects the pressure reducing line B (or the pressure regulating reservoir 56) and a portion of the main line A between the differential pressure control valve 51 and the pressure increasing valves 52 and 53.
  • the pump 57 is provided in the reflux line C.
  • the pump 57 is a self-priming pump driven by the motor 8.
  • the pump 57 causes the brake fluid to flow from the pressure regulating reservoir 56 to the master cylinder 230 side or the wheel cylinders 24 and 25 side through the reflux line C.
  • the motor 8 is energized and driven via a relay (not shown) according to an instruction from the brake ECU 6.
  • the motor 8 can be said to be pump driving means.
  • the auxiliary pipeline D is a pipeline that connects the pressure regulating reservoir 56 and the upstream side (or the master cylinder 230) of the differential pressure control valve 51 in the main pipeline A.
  • the brake fluid in the master cylinder 230 flows downstream from the differential pressure control valve 51 in the main pipeline A via the auxiliary pipeline D, the pressure regulating reservoir 56, and the like, that is, the differential pressure control valve 51 and the wheel cylinder. It is discharged to the part between 24 and 25.
  • the actuator 5 of the present embodiment functions as a skid prevention device (ESC) under the control of the brake ECU 6.
  • the brake ECU 6 is an electronic control unit that includes a CPU, a memory, and the like.
  • the damper chamber 7 is disposed in the discharge port side of the pump 57 in the reflux line C, that is, in the discharge side passage (corresponding to the “second flow path”) C1 of the reflux line C.
  • the discharge side passage C ⁇ b> 1 is a portion of the reflux line C connecting the discharge port of the pump 57 and the main line A (a portion between the differential pressure control valve 51 and the pressure increasing valves 52 and 53).
  • the damper chamber 7 is a device that absorbs the discharge pulsation (fluid pressure fluctuation on the high pressure side) of the pump 57.
  • the check valve 1 is disposed between the damper chamber 7 and the main pipeline A in the discharge side passage C1.
  • the check valve 1 is disposed on the differential pressure control valve 51 side of the damper chamber 7 (opposite side of the pump 57).
  • the check valve 1 prohibits inflow of brake fluid from the differential pressure control valve 51 side to the pump 57 side and permits inflow of brake fluid from the pump 57 side to the differential pressure control valve 51 side in the discharge side passage C1. It is a valve mechanism.
  • the check valve 1 may have a switching orifice function for switching the permitted inflow amount of brake fluid from the pump 57 side to the differential pressure control valve 51 side between a small flow rate and a large flow rate according to the pressure.
  • the pulsation damper 70 includes a first metal plate 70a and a second metal plate 70b as shown in FIGS. Both the first metal plate 70a and the second metal plate 70b have a diaphragm portion 73 raised in the axial direction at the center thereof. Further, the first metal plate 70a and the second metal plate 70b are made liquid-tight by sealing the diaphragm portion 73 by, for example, laser welding or the like at the outer peripheral joint portion 74 in the same radial direction as the diaphragm portion 73. So that it is welded.
  • the base end portion 75 of the outer peripheral edge of the joint portion 74 is bent at a substantially right angle in the axial direction (the same direction as the protruding direction of the diaphragm portion 73), and a rib 76 extending from the base end portion 75 is formed.
  • the rib 76 is set so that the axial length of the rib 76 with respect to the base end portion 75 is longer than the length of the diaphragm portion 73 with respect to the base end portion 75, and the through-hole penetrating the metal plate 78 is formed. Further, as shown in the figure, it is desirable that the first metal plate 70a and the second metal plate 70b have the same diameter and the same shape.
  • the pulsation damper 70 may be used in a stacked state.
  • at least the ribs 76 of each pulsation damper may be in a shape that can support each other, but preferably have the same diameter.
  • the axial height of the rib 76 is higher than the axial height of the diaphragm portion 73. There is no direct contact with the bottom surface of the damper chamber 7. Further, by providing the through hole 78 in the rib 76, even if an external member is in close contact with the end of the rib 76, the region surrounded by the diaphragm portion 73, the joint portion 74, and the rib 76 passes through the through hole 78. Since it always communicates with the outside, the flow of fluid is not restricted.
  • the first metal plate 70 a has a flat plate portion 79.
  • the flat plate portion 79 has a flat flat plate shape with no metal plate raised. Moreover, it is good also as the semicircle-shaped notch 77 instead of the through-hole 78 which penetrates a metal plate.
  • the tip of the rib 76 of the first pulsation damper contacts the base end portion 75 of the second pulsation damper. Since it becomes a structure, the axial direction length at the time of laminating
  • the pulsation damper of the present invention can be applied to a pump such as a gasoline engine or a diesel engine as long as the pump device has a fluid chamber in which pressure pulsation can occur. You may arrange in.
  • the number of pulsation dampers may be adjusted according to the required pulsation reduction effect, or pulsation dampers having different shapes may be used in combination.
  • the pulsation damper of the present invention has a structure in which the rib is bent at a substantially right angle, but the rib has an axial length with respect to the base end as a base end. As long as it is set so as to be longer than the length of the diaphragm portion with reference to, for example, it may have a shape extending from the base end portion in a direction inclined from the axis of the pulsation damper.
  • welding means such as laser welding is desirable for joining the joint portion of the pulsation damper of the present invention, but the joining means may be changed as appropriate as long as the diaphragm portion can be made liquid-tight.
  • the joint portion of the pulsation damper of the present invention may be provided anywhere on the portion where the first metal plate and the second metal plate are in contact with each other as long as the diaphragm portion is sealed and liquid-tight. It is desirable to provide at the periphery of the metal plate. For example, when the first metal plate and the second metal plate have the same radial size as in the embodiment shown in FIGS. 2 to 5 and have base ends and ribs, the base of each metal plate It is desirable to join at the portion where both metal plates abut near the end.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Pipe Accessories (AREA)
  • Sealing Devices (AREA)
  • Diaphragms And Bellows (AREA)

Abstract

La présente invention a pour objectif de mettre en œuvre un amortisseur de pulsations et un dispositif de freinage hydraulique, ledit amortisseur de pulsations ayant une configuration simple et étant excellent en termes de facilité d'assemblage et de coûts. L'amortisseur de pulsations est caractérisé par le fait qu'il comporte : une partie formant diaphragme où l'une parmi une première plaque métallique et une deuxième plaque métallique est relevée dans une direction axiale ; une partie formant joint où la première plaque métallique et la deuxième plaque métallique sont reliées ensemble au niveau de la périphérie extérieure de la partie formant diaphragme ; une partie formant extrémité de base qui est pliée au niveau de la périphérie extérieure de la partie formant joint ; et une nervure qui est formée depuis la partie formant extrémité de base dans la direction axiale jusqu'à une hauteur supérieure à la hauteur axiale de la partie formant diaphragme, et dans lequel au moins une encoche ou un trou traversant est créé.
PCT/JP2016/078155 2015-09-25 2016-09-26 Amortisseur de pulsations et dispositif de freinage hydraulique WO2017051918A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015187892A JP2017061246A (ja) 2015-09-25 2015-09-25 パルセーションダンパ及び液圧制動装置
JP2015-187892 2015-09-25

Publications (1)

Publication Number Publication Date
WO2017051918A1 true WO2017051918A1 (fr) 2017-03-30

Family

ID=58386094

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2016/078155 WO2017051918A1 (fr) 2015-09-25 2016-09-26 Amortisseur de pulsations et dispositif de freinage hydraulique

Country Status (2)

Country Link
JP (1) JP2017061246A (fr)
WO (1) WO2017051918A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022087561A (ja) 2020-12-01 2022-06-13 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング ポンプ装置
JP2022087562A (ja) 2020-12-01 2022-06-13 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング ポンプ装置
CN117396381A (zh) 2021-05-28 2024-01-12 罗伯特·博世有限公司 脉动降低装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008014319A (ja) * 2007-09-11 2008-01-24 Hitachi Ltd ダンパ機構及び高圧燃料供給ポンプ
JP2010007693A (ja) * 2008-06-24 2010-01-14 Denso Corp パルセーションダンパ
JP2010126122A (ja) * 2008-12-01 2010-06-10 Advics Co Ltd 脈動低減用ダンパ及びそれを用いた流体供給装置とブレーキ液圧制御装置
JP2010180727A (ja) * 2009-02-03 2010-08-19 Toyota Motor Corp デリバリパイプ
JP2011231649A (ja) * 2010-04-26 2011-11-17 Toyota Motor Corp パルセーションダンパ
JP2014145364A (ja) * 2014-05-20 2014-08-14 Hitachi Automotive Systems Ltd 燃料の圧力脈動低減機構、及びそれを備えた内燃機関の高圧燃料供給ポンプ

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008014319A (ja) * 2007-09-11 2008-01-24 Hitachi Ltd ダンパ機構及び高圧燃料供給ポンプ
JP2010007693A (ja) * 2008-06-24 2010-01-14 Denso Corp パルセーションダンパ
JP2010126122A (ja) * 2008-12-01 2010-06-10 Advics Co Ltd 脈動低減用ダンパ及びそれを用いた流体供給装置とブレーキ液圧制御装置
JP2010180727A (ja) * 2009-02-03 2010-08-19 Toyota Motor Corp デリバリパイプ
JP2011231649A (ja) * 2010-04-26 2011-11-17 Toyota Motor Corp パルセーションダンパ
JP2014145364A (ja) * 2014-05-20 2014-08-14 Hitachi Automotive Systems Ltd 燃料の圧力脈動低減機構、及びそれを備えた内燃機関の高圧燃料供給ポンプ

Also Published As

Publication number Publication date
JP2017061246A (ja) 2017-03-30

Similar Documents

Publication Publication Date Title
JP6197098B2 (ja) 車両のためのブレーキシステム
JP5273104B2 (ja) ブレーキ装置
JP5841455B2 (ja) ブレーキ装置
WO2017051918A1 (fr) Amortisseur de pulsations et dispositif de freinage hydraulique
JP2010535670A (ja) 車両のためのブレーキシステム
JP2010223364A (ja) 電磁弁
JP5881530B2 (ja) ポンプ装置
JP6080757B2 (ja) 流体圧力切替弁
JP4203044B2 (ja) ブレーキ制御ユニット
JP6329704B2 (ja) 制動力制御式の液圧車両ブレーキ装置用の圧力変動減衰器のための弁構造群、このような車両ブレーキ装置のための液圧ブロック、およびこのような液圧ブロックを備えた車両ブレーキ装置
JP4960278B2 (ja) 往復動ポンプ
JP5927093B2 (ja) ブレーキ装置
JP2009132172A (ja) 油路制御用モジュレータ
US20150336553A1 (en) Electromagnetic Valve and Brake Device
JP2013155834A (ja) 逆止弁およびそれを用いたブレーキ装置
US20150291140A1 (en) Brake device
WO2021054065A1 (fr) Distributeur hydraulique
JP2015145185A (ja) ブレーキ装置
JP2014040215A (ja) 車両用ブレーキ液圧制御装置
JP6759580B2 (ja) 液圧制動装置
JP6273820B2 (ja) 弁ユニットの圧入固定構造
JP6724550B2 (ja) 開閉弁及び液圧制御装置
JP4722980B2 (ja) ブレーキ制御ユニット
CN106801671B (zh) 具有在活塞中的出口阀的活塞泵
WO2017159714A1 (fr) Dispositif de freinage hydraulique

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16848706

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16848706

Country of ref document: EP

Kind code of ref document: A1