WO2018216534A1 - Brake device and electromagnetic valve for brake device - Google Patents

Abstract

In the present invention, a second filter housing hole 53 in which a second filter member 62 of a SS/V IN 41 is housed has a region 69 where a gap with respect to the outer peripheral surface of the second filter member 62 is narrow and a region 70 where a gap with respect to the same is wide.

Description

Brake device and electromagnetic valve for brake device

The present invention relates to a brake device and a solenoid valve for a brake device.

Patent Document 1 discloses a brake device including a solenoid valve housed in a solenoid valve housing hole of a housing. A filter member for filtering the brake fluid is disposed at the bottom of the electromagnetic valve housing hole.

JP 2016-102563 A

However, in the brake device as shown in Patent Document 1, since the filter member has a single diameter, when the gap between the outer peripheral surface of the filter member and the inner peripheral surface of the electromagnetic valve housing hole is used as a liquid path, it is sufficient. Cannot secure a sufficient flow path cross-sectional area. For this reason, there was a possibility that channel resistance might be large and the responsiveness of a brake device might fall.
One of the objects of the present invention is to provide a brake device and an electromagnetic valve for a brake device that can suppress an increase in flow path resistance.

In the brake device according to an embodiment of the present invention, the filter housing hole in which the filter member of the electromagnetic valve is housed has a narrow region and a wide region with respect to the outer peripheral surface of the filter member.

Therefore, in one embodiment of the present invention, an increase in flow path resistance can be suppressed.

1 is a schematic configuration diagram of a brake device 1 according to a first embodiment. FIG. 3 is an axial sectional view of SS / V / IN41 of the first embodiment. FIG. 5 is a diagram illustrating a second filter member 62 according to the first embodiment. FIG. 3 is a cross-sectional view of the main part in the axial direction of SS / V IN 41 of the first embodiment. FIG. 6 is a view showing a second filter member 71 of Embodiment 2. FIG. 6 is a view showing a second filter member 72 of Embodiment 3. FIG. 10 is a view showing a second filter member 73 of the fourth embodiment. FIG. 10 is a view showing a second filter member 74 of Embodiment 5. It is a figure which shows the 2nd filter member 75 of Embodiment 6. FIG. FIG. 10 is a cross-sectional view of the main part in the axial direction of a second filter housing hole 53 of Embodiment 7. FIG. 10 is a cross-sectional view of the main part in the axial direction of a communication valve 36 of an eighth embodiment. It is sectional drawing of the 2nd filter main-body part 67 which shows other embodiment. It is an axial sectional view of SS / V IN 41 showing another embodiment.

Embodiment 1
FIG. 1 is a schematic configuration diagram of a brake device 1 according to the first embodiment.
The brake device 1 has a hydraulic brake device suitable for an electric vehicle. The electric vehicle is a hybrid vehicle including an engine (internal combustion engine) and a motor generator (rotating electric machine) as a prime mover for driving wheels, an electric vehicle including only a motor generator, or the like. Note that the brake device 1 may be applied to a vehicle using only the engine as a driving force source. The brake device 1 supplies brake fluid to the wheel cylinders 2a to 2d provided on the wheels FL to RR of the vehicle to generate brake fluid pressure (wheel cylinder fluid pressure Pw). By moving the pad by the wheel cylinder hydraulic pressure Pw and pressing the pad against the wheel-side rotor, a braking force due to friction is applied to each of the wheels FL to RR. Here, the wheel cylinder 2 may be a wheel cylinder of a drum brake mechanism in addition to a hydraulic brake caliper cylinder in the disc brake mechanism. The brake device 1 has two systems of brake piping, P (primary) and S (secondary), and adopts an X piping format. In addition, you may employ | adopt other piping formats, such as front and rear piping. In the following, when distinguishing between members provided corresponding to the P system and members corresponding to the S system, the suffixes P and S are added to the end of each symbol.

The brake device 1 includes a master cylinder unit 3, a hydraulic unit 4, and a control unit 5.
The master cylinder unit 3 has a brake pedal 6, a master cylinder 7, and a reservoir tank 8. The brake pedal 6 is a brake operation member that receives an input of a driver's brake operation. The brake pedal 6 is a so-called suspension type, and its base end is rotatably supported by a shaft 6a. At the tip of the brake pedal 6, there is provided a pad 6b that is a target to be depressed by the driver. One end of a push rod 6d is rotatably connected to the base end side between the shaft 6a and the pad 6b of the brake pedal 6 by a shaft 6c.
The master cylinder 7 is activated by the operation of the brake pedal 6 (brake operation) by the driver, and generates a master cylinder hydraulic pressure Pm. Note that the brake device 1 does not have a negative pressure type booster device that boosts or amplifies the driver's brake operation force (stepping force F of the brake pedal 6) using intake negative pressure generated by the vehicle engine. Therefore, the brake device 1 can be reduced in size, and is suitable as a brake system for an electric vehicle that does not have a negative pressure source (in many cases, an engine). The master cylinder 7 is connected to the brake pedal 6 via the push rod 6d, and is supplied with brake fluid from the reservoir tank 8.

The reservoir tank 8 stores brake fluid. The brake fluid stored in the reservoir tank 8 is released to the atmosphere. The bottom side (vertical direction lower side) inside the reservoir tank 8 is a primary hydraulic chamber space 8c, a secondary hydraulic chamber space 8d, and a pump suction chamber by two partition members 8a and 8b having a predetermined height. It is divided into three spaces 8e.
The master cylinder 7 is a tandem type, and has a primary piston 9P and a secondary piston 9S as master cylinder pistons that move in the axial direction in response to a brake operation. Both pistons 9P and 9S are arranged in series. The primary piston 9P is connected to the push rod 6d. The secondary piston 9S is a free piston type.
The brake pedal 6 is provided with a stroke sensor 10. The stroke sensor 10 detects the amount of displacement of the brake pedal 6 (pedal stroke S). The stroke sensor 10 may be provided on the push rod 6d or the primary piston 9P to detect the piston stroke. In this case, the pedal stroke S corresponds to the axial displacement amount (stroke amount) of the push rod 6d or the primary piston 9P multiplied by the pedal ratio K of the brake pedal. K is a ratio of S to the stroke amount of the primary piston 9P, and is set to a predetermined value. K can be calculated, for example, by the ratio of the distance from the axis 6a to the pad 6b with respect to the distance from the axis 6a to the axis 6c.

The stroke simulator 20 operates in accordance with the driver's brake operation, and the brake fluid that has flowed out of the master cylinder 7 flows into the stroke simulator 20 to generate the pedal stroke S. The piston 21 of the stroke simulator 20 moves in the axial direction in the cylinder 22 in accordance with the amount of brake fluid supplied from the master cylinder 7. Thereby, the operation reaction force accompanying the brake operation of the driver is generated.
The hydraulic unit 4 adjusts the wheel cylinder hydraulic pressure Pw independently of the driver's brake operation. The control unit 5 controls the operation of the hydraulic unit 4. The hydraulic unit 4 receives supply of brake fluid from the reservoir tank 8 or the master cylinder 7. The hydraulic pressure unit 4 is interposed between the wheel cylinder 2 and the master cylinder 7, and individually supplies the master cylinder hydraulic pressure Pm or the control hydraulic pressure to each wheel cylinder 2. The hydraulic unit 4 includes a motor 11a of the pump 11 and a plurality of control valves (such as an electromagnetic valve 12) as hydraulic equipment for generating a control hydraulic pressure. The pump 11 sucks brake fluid from a brake fluid source (reservoir tank 8 or the like) other than the master cylinder 7 and discharges it toward the wheel cylinder 2. The pump 11 is, for example, a plunger pump or a gear pump. The pump 11 is used in common in both systems, and is rotationally driven by an electric motor 11a as the same drive source. The motor 11a is, for example, a brushed DC motor or a brushless motor. The solenoid valve 12 or the like opens and closes in response to a control signal, and switches the communication state of the first liquid passage 13 and the like that connect between the master cylinder 7 and the wheel cylinder 2. Thereby, the flow of brake fluid is controlled. The hydraulic unit 4 can pressurize the wheel cylinder 2 with the hydraulic pressure generated by the pump 11 in a state where the communication between the master cylinder 7 and the wheel cylinder 2 is cut off. The hydraulic pressure unit 4 includes hydraulic pressure sensors 14 to 16 that detect hydraulic pressures at various locations such as the discharge pressure of the pump 11 and Pm.

The control unit 5 is inputted with the detection value sent from the stroke sensor 10 and each of the hydraulic pressure sensors 14 to 16 and the information about the running state (each wheel speed, etc.) sent from the vehicle side. The control unit 5 performs information processing according to a built-in program based on each input information. Further, in accordance with the processing result, a command signal is output to each actuator (motor 11a, electromagnetic valve 12, etc.) of the hydraulic unit 4 to control them. Specifically, the opening / closing operation of the solenoid valve 12 and the like, and the rotation speed of the motor 11a (that is, the discharge amount of the pump 11) are controlled. Thus, various brake controls are realized by controlling the wheel cylinder hydraulic pressure Pw of each wheel FL to RR. For example, boost control, antilock control, brake control for vehicle motion control, automatic brake control, regenerative cooperative brake control, and the like are realized. The boost control assists the brake operation by generating a braking force that is insufficient with the driver's brake operation force. Anti-lock control suppresses slipping (lock tendency) of the wheels FL to RR due to braking. Vehicle motion control is vehicle behavior stabilization control that prevents skidding and the like. The automatic brake control is a preceding vehicle following control or the like. The regenerative cooperative brake control controls the wheel cylinder hydraulic pressure Pw so as to achieve the target deceleration (target braking force) in cooperation with the regenerative brake.

A primary hydraulic chamber 17P is defined between the pistons 9P and 9S of the master cylinder 7. A coil spring 18P is installed in a compressed state in the primary hydraulic chamber 17P. A secondary hydraulic chamber 17S is defined between the piston 9S and the bottom surface of the cylinder 7a. A coil spring 18S is installed in the compressed state in the secondary hydraulic chamber 17S. A first fluid path 13 opens in each of the fluid pressure chambers 17P and 17S. Each of the hydraulic chambers 17P and 17S is connected to the hydraulic unit 4 through the first liquid passage 13 and is provided so as to communicate with the wheel cylinder 2. The primary hydraulic chamber 17P and the secondary hydraulic chamber 17S are connected to the first hydraulic passage 13P and the first hydraulic passage 13S of the hydraulic unit 4 through brake pipes 19P and 19S, respectively. The brake pipes 19P and 19S constitute a part of the first liquid path 13.
When the piston 9 is stroked by depressing the brake pedal 6 by the driver, the volumes of the two hydraulic pressure chambers 17P and 17S are reduced, and the hydraulic pressure Pm is generated in accordance with the decrease in the volume. Almost the same Pm is generated in both hydraulic pressure chambers 17P and 17S. As a result, the brake fluid is supplied from the hydraulic chamber 17 toward the wheel cylinder 2 via the first fluid passage 13. The master cylinder 7 can pressurize the P- type wheel cylinders 2a and 2d through the P-system liquid path (first liquid path 13P) by Pm generated in the primary hydraulic chamber 17P. The master cylinder 7 can pressurize the S system wheel cylinders 2b and 2c through the S system liquid path (first liquid path 13S) by Pm generated in the secondary hydraulic chamber 17S.

Next, the configuration of the stroke simulator 20 will be described. The stroke simulator 20 includes a cylinder 22, a piston 21, and a spring 23. In FIG. 1, a cross section passing through the axis of the cylinder 22 is shown. The cylinder 22 is cylindrical and has a cylindrical inner peripheral surface. The cylinder 22 has a piston housing portion 22a and a spring housing portion 22b. The inner peripheral surface of the spring accommodating portion 22b has a larger diameter than the inner peripheral surface of the piston accommodating portion 22a. The piston 21 is installed on the inner peripheral side of the piston accommodating portion 22a so as to be linearly movable along the inner peripheral surface. The piston 21 is a separation member (partition wall) that separates the inside of the cylinder 22 into at least two chambers (a positive pressure chamber 20a and a back pressure chamber 20b). A positive pressure chamber 20a and a back pressure chamber 20b are defined in the cylinder 22 with the piston 21 therebetween. The second liquid passage 25 is always open to the positive pressure chamber 20a. A third liquid passage 24 is always open in the back pressure chamber 20b.

A piston seal 26 is installed on the outer periphery of the piston 21 so as to extend in the direction around the axis of the piston 21 (circumferential direction). The piston seal 26 is in sliding contact with the inner peripheral surface of the cylinder 22 (piston accommodating portion 22a) to seal between the inner peripheral surface of the piston accommodating portion 22a and the outer peripheral surface of the piston 21. The piston seal 26 is a separation seal member that seals between the positive pressure chamber 20a and the back pressure chamber 20b and liquid-tightly separates the chambers 20a and 20b, and complements the function of the piston 21 as the separation member. To do. The spring 23 is a coil spring installed in a compressed state in the back pressure chamber 20b, and constantly urges the piston 21 toward the x-axis negative direction. The spring 23 is provided so as to be deformable in the x-axis direction, and can generate a reaction force according to the displacement amount (stroke amount) of the piston 21. The spring 23 includes a first spring 23a and a second spring 23b. The first spring 23a is smaller in diameter and shorter than the second spring 23b, and has a smaller wire diameter. The spring constant of the first spring 23a is smaller than that of the second spring 23b. The first and second springs 23a and 23b are arranged in series via the retainer member 27 between the piston 21 and the cylinder 22 (spring accommodating portion 22b).

Next, the hydraulic circuit of the hydraulic unit 4 will be described. The members corresponding to the wheels FL to RR are appropriately distinguished by adding suffixes a to d at the end of the reference numerals. The first fluid path 13 connects the fluid pressure chamber 17 of the master cylinder 7 and the wheel cylinder 2. The first shut-off valve 12P and the second shut-off valve 12S are normally open electromagnetic valves (open in a non-energized state) provided in the first liquid passage 13. The first liquid path 13 is separated by a shutoff valve 12 into a liquid path 13A on the master cylinder 7 side and a liquid path 13B on the wheel cylinder 2 side. The solenoid-in valve (SOL / V IN) 28 is located on the wheel cylinder 2 side (liquid path 13B) with respect to the wheels FL to RR than the shutoff valve 12 in the first liquid path 13 (in the liquid paths 13a to 13d). ) This is a normally open solenoid valve. A bypass liquid path 29 is provided in parallel with the first liquid path 13 by bypassing the SOL / V IN 28. The bypass fluid path 29 is provided with a check valve 30 that allows only the flow of brake fluid from the wheel cylinder 2 side to the master cylinder 7 side.

The suction liquid path 31 is a liquid path connecting the reservoir tank 8 and the suction part 32 of the pump 11. In the hydraulic pressure unit 4, a liquid reservoir 31a having a predetermined volume is provided on the suction liquid passage 31. The liquid reservoir 31a is provided in the vicinity of the upper end in the vertical direction of the hydraulic unit 4 and in the vicinity of the portion to which the brake pipe 19R is connected (the upper side in the vertical direction of the hydraulic unit 4). The pump 11 sucks the brake fluid through the liquid reservoir 31a. The discharge liquid path 33 connects the discharge part 34 of the pump 11 and the shut-off valve 12 and the SOL / V IN 28 in the first liquid path 13B. The check valve 35 is provided in the discharge liquid passage 33 and allows only the flow of brake fluid from the discharge portion 34 side (upstream side) of the pump 11 to the first liquid passage 13 side (downstream side). The check valve 35 is a discharge valve provided in the pump 11. The discharge liquid path 33 branches into a P-system liquid path 33P and an S-system liquid path 33S on the downstream side of the check valve 35. The liquid passages 33P and 33S are connected to the first liquid passages 13P and 13S of the P and S systems. The liquid paths 33P and 33S function as a communication liquid path that connects the first liquid paths 13P and 13S. The communication valves 36P and 36S are normally closed electromagnetic valves (closed in a non-energized state) provided in the liquid passages 33P and 33S. The pump 11 generates a hydraulic pressure in the first fluid path 13 by the brake fluid supplied from the reservoir tank 8 and generates a hydraulic pressure Pw in the wheel cylinder 2. The pump 11 is connected to the wheel cylinders 2a to 2d via the communication liquid path (discharge liquid path 33P, 33S) and the first liquid path 13P, 13S, and the communication liquid path (discharge liquid path 33P, 33S). The wheel cylinder 2 is pressurized by discharging brake fluid.

The first depressurizing liquid path 37 connects the suction liquid path 31 between the check valve 35 and the communication valve 36 in the discharge liquid path 33. The pressure regulating valve 38 is a normally open electromagnetic valve provided in the first pressure reducing liquid passage 37. The pressure regulating valve 38 may be a normally closed type. The second decompression liquid path 39 connects the suction liquid path 31 to the wheel cylinder 2 side with respect to the SOL / V IN 28 in the first liquid path 13B. The solenoid-out valve (SOL / V OUT) 28 is a normally closed electromagnetic valve provided in the second decompression liquid path 39. In the first embodiment, the first depressurizing liquid path 37 on the suction liquid path 31 side from the pressure regulating valve 38 and the second depressurizing liquid path 39 on the suction liquid path 31 side from the SOL / V OUT40 are partially divided. In common.

The second liquid passage 25 branches from the first liquid passage 13A and is connected to the positive pressure chamber 20a of the stroke simulator 20. Note that the second fluid passage 25 may directly connect the secondary fluid pressure chamber 17S and the positive pressure chamber 20a without going through the first fluid passage 13A.
The third liquid path 24 connects the back pressure chamber 20 b of the stroke simulator 20 and the first liquid path 13. Specifically, the third liquid path 24 branches from between the shutoff valve 12S and the SOL / V IN 28 in the first liquid path 13S (liquid path 13B) and is connected to the back pressure chamber 20b. The stroke simulator-in valve (SS / V IN) 41 is a normally closed electromagnetic valve provided in the third liquid passage 24. The third liquid path 24 is separated by SS / V IN 41 into a liquid path 24A on the back pressure chamber 20b side and a liquid path 24B on the first liquid path 13 side. A bypass liquid path 42 is provided in parallel with the third liquid path 24 by bypassing the SS / V IN 41. The bypass liquid path 42 connects the liquid path 24 and the liquid path 13B. A check valve 43 is provided in the bypass liquid passage. The check valve 43 allows the flow of the brake fluid from the back pressure chamber 20b side (the fluid passage 24) toward the first fluid passage 13 (the fluid passage 13B) and suppresses the flow of the brake fluid in the reverse direction.

The fourth liquid path 44 connects the back pressure chamber 20b of the stroke simulator 20 and the reservoir tank 8. The fourth liquid path 44 is located between the back pressure chamber 20b and the SS / V IN 41 in the third liquid path 24 (liquid path 24), and closer to the suction liquid path 31 (or to the suction liquid path 31 side than the pressure regulating valve 38). The first decompression liquid path 37 and the second decompression liquid path 39) closer to the suction liquid path 31 than the SOL / V OUT40 are connected. The fourth liquid passage 44 may be directly connected to the back pressure chamber 20b or the reservoir tank 8. The stroke simulator out valve (SS / V OUT) 45 is a normally closed solenoid valve provided in the fourth liquid passage 44. Bypassing SS / V OUT45, a bypass liquid passage 46 is provided in parallel with the fourth liquid passage 44. The bypass fluid passage 46 allows the flow of brake fluid from the reservoir tank 8 (suction fluid passage 31) side to the third fluid passage 24 side, that is, the back pressure chamber 20b side, and allows the brake fluid flow in the reverse direction. A check valve 47 for suppression is provided.

The shutoff valve 12, the SOL / V IN 28, and the pressure regulating valve 38 are proportional control valves in which the valve opening is adjusted according to the current supplied to the solenoid. The other valves, that is, SS / V41IN41, SS / V OUT45, communication valve 36, and SOL / V で OUT40 are two-position valves (on / off valves) in which the opening and closing of the valves is controlled by binary switching. It is also possible to use a proportional control valve as the other valve. Between the shutoff valve 12S and the master cylinder 7 in the first fluid passage 13S (fluid passage 13A), the fluid pressure at this location (the fluid pressure in the master cylinder fluid pressure Pm and the positive pressure chamber 20a of the stroke simulator 20) is A hydraulic pressure sensor 14 for detection is provided. Between the shutoff valve 12 and the SOL / V IN28 in the first fluid passage 13, there is a fluid pressure sensor 15 (primary system pressure sensor 15P, secondary system pressure sensor) that detects the fluid pressure at this location (wheel cylinder fluid pressure Pw). 15S) is provided. Between the discharge part 34 (check valve 35) of the pump 11 and the communication valve 36 in the discharge liquid path 33, a hydraulic pressure sensor 16 for detecting the liquid pressure (pump discharge pressure) at this point is provided.

Next, the configuration of the control unit 5 will be described.
The control unit 5 includes a brake operation amount detection unit 5a, a target wheel cylinder hydraulic pressure calculation unit 5b, a boost control unit 5c, a sudden brake operation state determination unit 5d, and a second pedal force brake as a configuration for executing each brake control. It has a creation part 5e. The brake operation amount detection unit 5a receives a sensor signal from the stroke sensor 10 and detects the stroke (movement amount) of the push rod 6d. The target wheel cylinder hydraulic pressure calculation unit 5b calculates a target foil cylinder hydraulic pressure. Specifically, based on the detected pedal stroke, the target wheel cylinder hydraulic pressure calculation unit 5b determines a predetermined boost ratio, that is, the pedal stroke and the driver's required brake hydraulic pressure (vehicle deceleration G requested by the driver). Calculate the target wheel cylinder hydraulic pressure that achieves the ideal relationship between the two. Further, the target wheel cylinder hydraulic pressure calculation unit 5b calculates the target wheel cylinder hydraulic pressure in relation to the regenerative braking force during the regenerative cooperative brake control. For example, the target wheel cylinder hydraulic pressure is such that the sum of the regenerative braking force input from the control unit of the regenerative braking device and the hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure satisfies the vehicle deceleration required by the driver. calculate. At the time of motion control, for example, the target wheel cylinder hydraulic pressure of each wheel FL to RR is calculated so as to realize a desired vehicle motion state based on the detected vehicle motion state amount (lateral acceleration or the like).

The boost control unit 5c operates the pump 11, operates the shut-off valve 12 in the valve closing direction, and operates the communication valve 36 in the valve opening direction when the driver operates the brake. As a result, the wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure is created using the discharge pressure of the pump 11 as a hydraulic pressure source, and the boost control that generates the hydraulic braking force that is insufficient with the driver's brake operating force can be executed. Become. Specifically, the boost control unit 5c adjusts the amount of brake fluid supplied from the pump 11 to the wheel cylinder 2 by controlling the pressure regulating valve 38 while operating the pump 11 at a predetermined rotation speed, thereby achieving the target Foil cylinder hydraulic pressure is achieved. The brake control device of the first embodiment exhibits a boosting function that assists the brake operation force by operating the pump 11 instead of the engine negative pressure booster. Further, the boost control unit 5c operates the SS / V IN 41 in the valve closing direction and operates the SS / V OUT 45 in the valve opening direction. Thereby, the stroke simulator 20 is caused to function.
The sudden brake operation state determination unit 5d detects a brake operation state based on an input from the brake operation amount detection unit 5a and the like, and determines (determines) whether or not the brake operation state is a predetermined sudden brake operation state. For example, the sudden brake operation state determination unit 5d determines whether or not the amount of change per hour in the pedal stroke exceeds a predetermined threshold value. When it is judged that the control unit 5 is in the sudden brake operation state, the control unit 5 switches from the generation of the wheel cylinder hydraulic pressure by the boost control unit 5c to the generation of the wheel cylinder hydraulic pressure by the second pedal force brake generation unit 5e.

The second pedal force brake generating unit 5e operates the pump 11, operates the shut-off valve 12 in the valve closing direction, operates SS / V IN41 in the valve opening direction, and operates SS / V OUT45 in the valve closing direction. . Thus, the second pedal force that creates the wheel cylinder hydraulic pressure using the brake fluid flowing out from the back pressure chamber 20b of the stroke simulator 20 until the pump 11 can generate a sufficiently high wheel cylinder hydraulic pressure. Realize the brake. The shutoff valve 12 may be operated in the valve opening direction. SS / V IN41 may be operated in the valve closing direction. In this case, the brake fluid from the back pressure chamber 20b is open (because the wheel cylinder 2 side is still at a lower pressure than the back pressure chamber 20b side). Is supplied to the wheel cylinder 2 through the check valve 43. In the first embodiment, the brake fluid can be efficiently supplied from the back pressure chamber 20b side to the wheel cylinder 2 side by operating SS / V IN41 in the valve opening direction. Thereafter, when it is not determined that the brake is suddenly operated, or when a predetermined condition indicating that the discharge capacity of the pump 11 is sufficient is satisfied, the control unit 5 causes the wheel cylinder by the second pedal force brake generating section 5e to Switching from hydraulic pressure generation to wheel cylinder hydraulic pressure generation by the boost control unit 5c. The boost control unit 5c operates SS / V IN41 in the valve closing direction and operates SS / V OUT45 in the valve opening direction. Thereby, the stroke simulator 20 is caused to function. Note that switching to regenerative cooperative brake control may be performed after the second pedal effort braking.

Next, the configuration of SS / V IN 41 will be described.
FIG. 2 is an axial sectional view of the SS / V IN 41 according to the first embodiment. In FIG. 2, the x-axis is set in the direction (axial direction) in which the central axis O of SS / V IN 41 extends, and the direction from the top to the bottom in FIG. 2 is defined as the positive x-axis direction. The radial direction of the central axis O is defined as the radial direction, and the direction around the central axis O is defined as the circumferential direction.
The housing 50 of the hydraulic unit 4 is formed with a valve housing hole 51 extending in the positive x-axis direction. The housing 50 is made of, for example, an aluminum alloy material. A bottom surface 51a extending in the direction perpendicular to the x axis is formed at the positive end of the valve housing hole 51 in the x axis direction. A liquid path 24A extending in the x-axis direction opens in the bottom surface 51a. The valve housing hole 51 has a first filter housing hole 52 and a second filter housing hole 53. The first filter accommodation hole 52 is disposed on the x-axis negative direction side of the second filter accommodation hole 53. The first filter accommodation hole 52 has a larger inner diameter than the second filter accommodation hole 53. A liquid passage 24 </ b> B extending in the radial direction opens on the inner peripheral surface of the first filter accommodation hole 52. The second filter accommodation hole 53 is arranged at the x-axis positive direction end of the valve accommodation hole 51.

Next, components of SS / V IN 41 will be described. Part of the SS / V IN 41 is mounted in the valve accommodating hole 51. SS / V IN41 includes a fixed armature 54, a cylindrical member 55, a movable armature 56, a coil spring 57, a valve body 58, a valve body 59, a seat member 60, a first filter member 61, a check valve 43, and a second filter member, which will be described later. 62 etc. are formed by being combined together.
The SS / V IN 41 has a coil 63. The coil 63 is disposed outside the housing 50 on the negative side of the SS / V IN 41 in the x-axis direction. The coil 63 forms a magnetic field when energized and generates an attractive force. The yoke 64 is formed of a magnetic material (for example, iron: a ferromagnetic material constituting a magnetic circuit) that covers the periphery of the coil 63, and forms a magnetic path outside the coil 63. The cylindrical member 55 is disposed on the inner peripheral side of the coil 63 and is formed in a cylindrical shape by a nonmagnetic member. The fixed armature 54 is press-fitted and fixed to the negative end of the cylindrical member 55 in the x-axis direction. The fixed armature 54 is formed in a substantially cylindrical shape from a magnetic material. A concave support portion 54a for supporting the x-axis negative direction end of the coil spring 57 is formed at the x-axis positive direction end of the fixed armature 54.

The movable armature 56 is disposed on the inner peripheral side of the cylindrical member 55, and is movable along the x-axis direction in the cylindrical member 55. The movable armature 56 is formed in a substantially cylindrical shape by a magnetic member. A coil spring accommodating hole 56a extending in the x-axis positive direction side is formed at the x-axis negative direction end of the movable armature 56. A coil spring 57 is housed in the coil spring housing hole 56a in a compressed state. The coil spring 57 biases the movable armature 56 toward the sheet member 60 side (x-axis positive direction side). The bottom surface 56b of the coil spring accommodation hole 56a is a support portion that supports the x-axis positive direction end of the coil spring 57. A valve body 58 is fixed to the positive end of the movable armature 56 in the x-axis direction. Between the outer peripheral surface of the movable armature 56 and the inner peripheral surface of the cylindrical member 55, an axial communication liquid path 65 is formed. When the coil 63 is energized, the movable armature 56 is attracted to the x-axis negative direction side by the electromagnetic force generated by the fixed armature 54.

The valve body 59 is disposed inside the valve accommodating hole 51 on the positive side of the movable armature 56 in the x-axis direction. The valve body 59 is formed in a substantially cylindrical shape from a magnetic material. The valve body 59 has a cylindrical member press-fit portion 59a on the x-axis negative direction side. The cylindrical member press-fitting portion 59a is press-fitted and fixed to the positive end of the cylindrical member 55 in the x axis direction. The valve body 59 has a crimped portion 59b on the positive side in the x-axis direction of the cylindrical member press-fitting portion 59a. The crimped portion 59b is formed in a flange shape, and is crimped by plastically deforming the housing 50 when the valve body 59 is fixed to the housing 50. FIG. 2 shows a state where the crimped portion 59b is not crimped. In the center of the valve body 59, a seat member accommodation hole 59c that penetrates the valve body 59 in the x-axis direction is formed.

The seat member 60 is press-fitted and fixed in the seat member accommodation hole 59c of the valve body 59. The press-fitting allowance is, for example, 5 to 20 μm. The sheet member 60 is formed in a substantially cylindrical shape, and a through liquid passage 60a extending in the x-axis direction through the sheet member 60 is formed at the center thereof. The penetrating liquid path 60a opens at the x-axis positive direction end of the sheet member 60. The sheet member 60 has a sheet surface 60b at the x-axis negative direction end. The sheet surface 60b is formed in a hemispherical shape. When the movable armature 56 moves to the x axis positive direction side, the valve body 58 is seated on the seat surface 60b. In other words, the seat surface 60b performs a valve action by contacting or separating from the movable armature 56. The sheet member 60 has a sheet hole 60c that connects the sheet surface 60b and the penetrating liquid path 60a. The sheet hole 60c has a smaller inner diameter than the through liquid passage 60a. A solenoid valve internal fluid passage 66 is formed between the outer peripheral surface of the seat member 60 and the inner peripheral surface of the valve body 59.

The first filter member 61 is housed in the first filter housing hole 52 on the positive side of the valve body 59 in the x-axis direction. The first filter member 61 removes foreign matter (contamination, etc.) in the brake fluid that is about to flow into the through fluid passage 60a from the fluid passage 24B. The first filter member 61 includes a first filter body 61a and a first filter 61b. The first filter body 61a is formed in a substantially cylindrical shape from a resin material. The sheet member 60 penetrates through the center of the first filter body 61a. The first filter body 61a is inserted into the second filter housing hole 53 on the positive side in the x-axis direction. A predetermined gap that constitutes a part of the bypass liquid passage 42 is set between the outer peripheral surface of the first filter body 61a and the inner peripheral surface of the second filter housing hole 53. The x filter negative direction side of the first filter main body 61a covers the outer periphery of the valve body 59 over the entire periphery. A first filter 61b is integrally formed on the first filter main body 61a on the x-axis negative direction side by using a technique such as insert molding. The first filter 61b is formed in an annular shape from a mesh-like metal material. The first filter main body 61a has a bottom 61c on the inner peripheral side. The bottom 61c comes into contact with the x-axis positive direction end of the valve body 59. A plurality of concave communication grooves 61d are formed on the bottom 61c. Each communication groove 61d extends in the radial direction and communicates the seat member accommodation hole 59c and the space between the outer peripheral surface of the valve body 59 and the inner peripheral surface of the first filter 61b.

The check valve 43 is housed in the second filter housing hole 53 on the x-axis positive direction side of the first filter member 61. The x-axis negative direction end of the check valve 43 contacts the x-axis positive direction end of the first filter member 61. The check valve 43 is a lip seal having a substantially cup shape in cross section. The seat member 60 passes through the center of the check valve 43. The check valve 43 has an annular portion 43a and a lip portion 43b. The annular portion 43a covers the outer periphery of the sheet member 60. The lip portion 43b extends from the outer peripheral surface of the annular portion 43a to the x-axis negative direction side. The tip of the lip 43b has a valve action when it contacts or separates from the inner peripheral surface of the second filter housing hole 53.
The second filter member 62 is housed in the second filter housing hole 53 on the x-axis positive direction side of the check valve 43. The second filter member 62 has a substantially H-shaped cross section. The x-axis negative direction end of the second filter member 62 contacts the check valve 43. The x-axis positive direction end of the second filter member 62 contacts the bottom surface 51a. The second filter member 62 removes foreign matters (contamination, etc.) in the brake fluid that is about to flow into the penetrating fluid passage 60a from the fluid passage 24A. Details of the second filter member 62 will be described later.

Next, the method for assembling SS / VIN41 to the housing 50 will be described. When inserting the positive x-axis side of SS / V IN41 into the valve housing hole 51, the fixed armature 54, the cylindrical member 55, the movable armature 56, the coil spring 57, the valve body 58, the valve body 59, the seat member 60, the first The first filter member 61, the check valve 43 and the second filter member 62 are integrally combined. Specifically, when the check valve 43 is disposed on the outer peripheral side of the seat member 60, the seat member 60 is inserted from the x-axis positive direction side, and the second filter member 62 is inserted into the x-axis positive direction end of the seat member 60. Fit the x-axis negative direction side. Thereby, it is possible to prevent the check valve 43 from falling off the seat member 60. After combining SS / V IN41 integrally, the SS / V IN41 is fixed to the housing 50 by inserting the SS / V 収容 IN41 into the valve accommodating hole 51 and plastically deforming the housing 50 to crimp the crimped portion 59b.

Next, the second filter member 62 will be described in detail.
3A is a view of the second filter member 62 of the first embodiment as viewed from the x-axis direction, FIG. 3B is a cross-sectional view taken along the line AA in FIG. 3A, and FIG. FIG. 10 is a perspective view of a second filter member 62 according to form 1.
The second filter member 62 has a second filter main body 67 and a second filter 68. The 2nd filter main-body part 67 is formed in the substantially cylindrical shape with the resin material. A gap between the outer peripheral surface of the second filter main body 67 and the inner peripheral surface of the second filter housing hole 53 constitutes a part of the bypass liquid passage 42. A through hole 67a is formed at the center of the second filter main body 67. The second filter main body 67 has a large diameter part 67b and a small diameter part 67c. The large diameter portion 67b is disposed on the x-axis negative direction side of the second filter main body 67. The large diameter portion 67b functions as a receiving surface that receives a load from the check valve 43. The gap between the outer peripheral surface of the large-diameter portion 67b and the inner peripheral surface of the second filter housing hole 53 is set such that a part of the check valve 43 that is deformed by the brake fluid pressure does not enter. In the first embodiment, the outer diameter of the large diameter portion 67 b is larger than the outer diameter of the annular portion 43 a of the check valve 43 and is substantially equal to the inner diameter of the second filter accommodation hole 53. The small diameter portion 67c is disposed on the x-axis positive direction side of the second filter main body portion 67. The small diameter portion 67c has an outer diameter smaller than that of the large diameter portion 67b. The large diameter portion 67b and the small diameter portion 67c are connected by a step portion 67d. The step portion 67d is disposed at a substantially central position in the x-axis direction of the second filter main body 67. The stepped portion 67d is formed in a tapered shape that gradually decreases in diameter toward the positive x-axis direction. The large diameter portion 67b, the small diameter portion 67c, and the stepped portion 67d are continuous over the entire circumference of the second filter main body 67.

On the end surface 67e on the x-axis positive direction side of the second filter main body 67, eight convex portions 67f are formed. Each convex portion 67f extends radially from the radially inner side of the second filter main body portion 67 toward the radially outer side. The convex portions 67f are arranged at equal intervals (45 ° pitch) through a predetermined gap in the circumferential direction. A gap between the convex portions 67f and 67f adjacent to each other constitutes a part of the bypass liquid passage. Each convex portion 67f is formed in a substantially fan shape in which the circumferential width widens from the radially inner side to the radially outer side. Each convex portion 67f contacts the bottom surface 51a of the valve housing hole 51 when the SS / V IN 41 is fixed to the housing 50.
The second filter body 67 has four protrusions 67g that protrude radially inward from the through hole 67a. Each protrusion 67g is formed in a substantially semicircular shape when viewed from the x-axis direction. The protrusions 67g are arranged at equal intervals (90 ° pitch) in the circumferential direction. Each protrusion 67g is located at the approximate center of the second filter main body 67 in the x-axis direction. Each projection 67g is integrally formed with the second filter 68 using a technique such as insert molding. As shown in FIG. 2, each protrusion 67g abuts the end of the sheet member 60 in the x-axis positive direction in the x-axis direction. The second filter 68 extends in the direction perpendicular to the x axis. The second filter 68 is formed in a disk shape from a mesh-like metal material.

Next, the operation of SS / V IN 41 will be described.
FIG. 4 is a cross-sectional view of main parts in the axial direction of the SS / V IN 41 of the first embodiment.
SS / V IN41 is opened when the second pedal force brake is realized by the driver's sudden braking operation. In the valve open state of SS / V IN41, the brake fluid that has flowed from the fluid path 24A into the valve housing hole 51 until the brake fluid pressure in the fluid path 24A reaches the brake fluid pressure in the fluid path 24B, It flows to the liquid path 24B via the path L1 and the electromagnetic valve outer flow path L2. The electromagnetic valve flow path L1 is a flow path that passes through the second filter 68, the through liquid path 60a, the sheet hole 60c, the electromagnetic valve internal liquid path 66, the communication groove 61d, and the first filter 61b. The electromagnetic valve outer flow path L2 is a bypass liquid path 42, a space surrounded by the bottom surface 51a, the end surface 67e, and each convex portion 67f, the outer peripheral surface of the second filter main body portion 67, and the second filter housing hole 53. The flow path passes through the space between the peripheral surface and the space between the outer peripheral surface of the first filter body 61a and the inner peripheral surface of the second filter housing hole 53. By supplying brake fluid to the wheel cylinder 2 from the two flow paths L1, L2, the initial response to a sudden braking operation can be improved. When the brake fluid pressure in the fluid path 24B exceeds the brake fluid pressure in the fluid path 24A, the brake fluid that has flowed into the valve housing hole 51 from the fluid path 24B flows into the fluid path 24A via the solenoid valve internal flow path L1. Due to the function of the check valve 43, the brake fluid does not flow through the electromagnetic valve outer flow path L2.

Next, the effect of Embodiment 1 is demonstrated.
In the second filter member 62, the second filter main body 67 has a large diameter portion 67b and a small diameter portion 67c on the outer periphery thereof. That is, the second filter member 62 has a portion whose outer diameter decreases from the x-axis negative direction side toward the x-axis positive direction side. Therefore, in the second filter housing hole 53, as shown in FIG. 4, a region 69 having a narrow gap between the inner peripheral surface of the second filter housing hole 53 and the outer peripheral surface of the second filter main body 67, and A region 70 having a wide gap is formed. The region 69 where the gap is narrow is a region between the inner peripheral surface of the second filter housing hole 53 and the outer peripheral surface of the large diameter portion 67b. On the other hand, the region 70 with a wide gap is a region between the inner peripheral surface of the second filter housing hole 53 and the outer peripheral surface of the small diameter portion 67c. Thereby, the conventional SS / V in which the second filter main body portion has a single diameter and the gap between the outer peripheral surface of the second filter main body portion and the inner peripheral surface of the second filter main body portion is only narrow. Compared with IN, the flow resistance of the brake fluid passing through the outside of the second filter main body 67 can be reduced. As a result, it is possible to suppress an increase in the flow resistance of the electromagnetic valve external flow path L2 particularly when the flow rate is large, and thus it is possible to improve the initial response to a sudden braking operation as compared with the conventional brake device. Further, the second filter housing hole 53 is a single system, and since the outer periphery of the second filter main body 67 has a different diameter, the narrow gap 69 and the wide gap 70 are formed. Compared with the case where the filter housing hole 53 side has a different diameter, it is possible to improve productivity and suppress cost increase.

The region 69 where the gap is narrow is disposed on the positive side of the second filter body 67 in the x-axis direction. In other words, in the x-axis direction of the second filter main body 67, the check valve 43 side has a narrow gap 69, so that a part of the check valve 43 deformed by the brake fluid pressure enters the gap. Can be prevented. As a result, it is possible to suppress a decrease in durability, damage, and the like of the check valve 43 due to the entry. Here, in the conventional SS / V IN, the annular member interposed between the second filter body and the check valve supports the force in the positive x-axis direction that acts on the check valve. . On the other hand, in the first embodiment, the large-diameter portion 67b of the second filter main body 67 supports the force in the positive x-axis direction that acts on the check valve 43. Therefore, an annular member is not necessary and the number of parts is reduced. Cost reduction by reducing the cost can be realized. Further, since the load of the check valve 43 is received by the large-diameter portion 67b having higher rigidity than the small-diameter portion 67c, it is possible to suppress a decrease in strength due to the formation of the small-diameter portion 67c in the second filter main body 67. That is, in the first embodiment, by forming the small-diameter portion 67c in the second filter main body 67, while suppressing the increase in flow resistance at the time of a large flow rate, the large-diameter portion 67b is ensured in a certain range. Suppresses the rebound from.

The second filter main body 67 has a stepped portion 67d that connects the large diameter portion 67b and the small diameter portion 67c. As a result, compared to the case where a continuous small-diameter portion whose diameter is reduced from the large-diameter portion toward the x-axis positive direction side is provided, a liquid passage having a larger flow-path cross-sectional area (region 70 with a wide gap) is formed. Therefore, an increase in flow path resistance can be effectively suppressed. Further, since the stepped portion 67d is tapered, it is possible to suppress an increase in channel resistance (reduction loss) due to a rapid reduction in the channel cross-sectional area.
The small diameter portion 67c continues over the entire circumference of the second filter main body 67. Thereby, since the area | region 70 with a wide clearance gap can be formed in the whole outer periphery of the 2nd filter main-body part 67, compared with the case where a small diameter part is partially arrange | positioned in the circumferential direction, increase in flow path resistance can be suppressed.
The check valve 43 is a lip seal. In a solenoid valve equipped with a lip seal, the outer periphery of the filter is used as an axial liquid path having a check valve function. Therefore, the second filter member 62 of the first embodiment is particularly suitable as a filter member of SS / V IN 41 having a lip seal.

The second filter main body 67 has eight convex portions 67f on the end surface 67e on the x-axis positive direction side, and each convex portion 67f contacts the bottom surface 51a of the second filter accommodation hole 53 in the x-axis direction. As a result, eight grooves serving as liquid passages are formed between the convex portions 67f and 67f adjacent to each other in the circumferential direction, so that the flow resistance of the brake fluid passing between the bottom surface 51a and the end surface 67e is reduced. it can. Further, when the SS / V IN 41 is assembled to the housing 50, each convex portion 67f is appropriately deformed (collapsed), so that the displacement of the second filter member 62 in the x-axis direction can be suppressed. Further, each convex portion 67f can be appropriately deformed to absorb the load even when the second filter main body 67 receives the load of the check valve 43, so that the durability of the check valve 43 can be improved.
Each protrusion 67f has a shape in which the circumferential width widens from the radially inner side to the radially outer side. Thereby, the strength required for the second filter member 62 can be ensured while the flow resistance of the brake fluid passing between the bottom surface 51a and the end surface 67e is kept small.
The second filter body 67 has a plurality of protrusions 67g that protrude radially inward from the through holes 67a, and the sheet member 60 abuts each protrusion 67g in the x-axis direction. Thereby, the second filter member 62 can be reliably fixed to the sheet member 60.
Each protrusion 67g is partially arranged in the circumferential direction. When the SS / V IN 41 is assembled to the housing 50, the protrusions 67g are appropriately deformed, so that the displacement of the sheet member 60 can be suppressed while ensuring the strength of the second filter member 62.

[Embodiment 2]
Next, Embodiment 2 will be described. Since the basic configuration of the second embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
FIG. 5A is a longitudinal sectional view of the second filter member 71 of the second embodiment, and FIG. 5B is a perspective view of the second filter member 71 of the second embodiment.
The small diameter portion 71c is partially arranged in the circumferential direction in the range from the x-axis positive direction end of the second filter main body 67 to the substantially central position in the x-axis direction. Specifically, the small diameter portion 71c is arranged at the same position as the gap between the convex portions 67f in the circumferential direction. In the outer periphery of the second filter main body 67, a portion excluding the small diameter portion 71c is a large diameter portion 71b having a larger outer diameter than the small diameter portion 71c. In the x-axis direction, the small diameter part 71c and the large diameter part 71b are connected by a step part 71d. The stepped portion 71d is formed in a tapered shape that gradually decreases in diameter toward the positive x-axis direction.
In the second embodiment, since the small-diameter portion 71c is partially disposed in the circumferential direction, the second embodiment is more than the first embodiment while suppressing the flow resistance of the brake fluid passing through the outside of the second filter main body 67. The strength of the filter main body 67 can be improved.

[Embodiment 3]
Next, Embodiment 3 will be described. Since the basic configuration of the third embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
6A is a view of the second filter member 72 of the third embodiment as viewed from the x-axis direction, FIG. 6B is a cross-sectional view taken along the line AA in FIG. 6A, and FIG. FIG. 10 is a perspective view of a second filter member 72 of form 3.
In the third embodiment, the four protrusions 72g are formed in a substantially rectangular shape when viewed from the x-axis direction. The tip end (radially inner end) of the protruding portion 72g is formed in an arc shape that is convex on the radially outer side. Therefore, the third embodiment has the same effects as the first embodiment.

[Embodiment 4]
Next, a fourth embodiment will be described. Since the basic configuration of the fourth embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
7A is a view of the second filter member 73 of the fourth embodiment as viewed from the x-axis direction, FIG. 7B is a cross-sectional view taken along the line AA in FIG. 7A, and FIG. FIG. 12 is a perspective view of a second filter member 73 of form 4.
The protrusion 73g is formed in an annular shape that extends continuously over the entire circumference in the circumferential direction. The thickness (x-axis direction dimension) of the protrusion 73g is set to a length that can be appropriately deformed when the SS / V IN 41 is assembled to the housing 50.
In the fourth embodiment, since the protrusion 73g is continuous over the entire circumference of the second filter member 73, the support strength of the second filter 68 can be improved as compared with the first embodiment, and the second filter member 73 is attached to the sheet. It can be more securely fixed to the member 60.

[Embodiment 5]
Next, Embodiment 5 will be described. Since the basic configuration of the fifth embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
8A is a view of the second filter member 74 of Embodiment 5 as seen from the x-axis direction, FIG. 8B is a cross-sectional view taken along the line AA in FIG. 8A, and FIG. FIG. 10 is a perspective view of a second filter member 74 of form 5.
Each convex portion 74f is formed in a substantially rectangular shape extending in the radial direction when viewed from the x-axis direction. The gap (liquid path) between the convex portions 74f and 74f adjacent to each other is formed in a substantially fan shape in which the circumferential width widens from the radially inner side toward the radially outer side.
In the fifth embodiment, each convex portion 74f has a circumferential width that is substantially constant regardless of the radial direction. Therefore, compared to the first embodiment, the flow rate of the brake fluid that passes between the bottom surface 51a and the end surface 67e is reduced. Can increase.

[Embodiment 6]
Next, Embodiment 6 will be described. Since the basic configuration of the sixth embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
FIG. 9 is a perspective view of the second filter member 75 of the sixth embodiment.
The large-diameter portion 75b and the small-diameter portion 75c are partially arranged in the circumferential direction in the range from the x-axis positive direction end to the x-axis negative direction end of the second filter main body 67. The small diameter portion 75c is arranged at the same position as the gap between the convex portions 67f in the circumferential direction. At the x-axis negative direction end of the second filter main body 67, the circumferential width of the small diameter portion 75c is such that a part of the check valve 43 deformed by receiving the brake fluid pressure does not enter the gap outside the small diameter portion 75c. It is set to be sufficiently narrower than the circumferential width of the large diameter portion 75b.
In the sixth embodiment, the small-diameter portion 75c extends from the x-axis positive direction end of the second filter main body 67 to the x-axis negative direction end, so that the brake passing outside the second filter main body 67 compared to the second embodiment. The flow path resistance of the liquid can be reduced.

[Embodiment 7]
Next, Embodiment 7 will be described. Since the basic configuration of the seventh embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
FIG. 10 is a cross-sectional view of the main part in the axial direction of the second filter housing hole 53 of the seventh embodiment.
The second filter housing hole 53 has a large diameter portion 76. The large diameter portion 76 is located at the x-axis positive direction end of the second filter housing hole 53 and is set in a range from the x-axis positive direction end of the second filter main body 67 to the x-axis direction central position. The outer peripheral surface 77 of the second filter main body 67 has a single diameter. The outer diameter of the outer peripheral surface 77 is the same as the outer diameter of the large diameter portion 67b of the first embodiment.

In the seventh embodiment, the second filter housing hole 53 has a large-diameter portion 76 that is a region where the radial width increases from the x-axis positive direction side toward the x-axis negative direction side. Therefore, a region 78 having a wide gap is formed between the inner peripheral surface of the large diameter portion 76 and the outer peripheral surface 77 of the second filter main body portion 67. On the other hand, a narrow region 79 is formed between the inner peripheral surface of the second filter housing hole 53 and the outer peripheral surface 77 of the second filter body 67 on the x-axis negative direction side of the large diameter portion 76. Yes. Thereby, there exists an effect similar to Embodiment 1.
In the seventh embodiment, the second filter body 67 has a single diameter, and the inner periphery of the second filter housing hole 53 has a different diameter, thereby forming a narrow region 79 and a wide region 78. is doing. Therefore, complication of the shape of the second filter member 62 can be suppressed as compared with the first embodiment.

[Embodiment 8]
Next, an eighth embodiment will be described. Since the basic configuration of the eighth embodiment is the same as that of the first embodiment, only different configurations and effects will be described.
FIG. 11 is a cross-sectional view of the main part in the axial direction of the communication valve 36 of the eighth embodiment.
Since the communication valve 36 of the eighth embodiment has substantially the same configuration as that of the SS / V IN 41 of the first embodiment, the same reference numerals are given to the common components, and description thereof will be omitted.
An O-ring 81 is disposed between the first filter member 61 and the second filter member 62 in the x-axis direction. The O-ring 81 seals between the inner peripheral surface of the second filter accommodation hole 53 and the outer peripheral surface of the sheet member 60. The liquid passage 33A opens on the inner peripheral surface of the second filter accommodation hole 53 at the positive end in the x-axis direction of the second filter accommodation hole 53. The liquid path 33B opens on the inner peripheral surface of the first filter accommodation hole 52.

Next, the operation of the communication valve 36 will be described.
The communication valve 36 is opened during boost control. In the open state of the communication valve 36, the brake fluid discharged from the pump 11 passes through the fluid path 33A, the second filter 68, the through fluid path 60a, the seat hole 60c, the solenoid valve internal fluid path 66, the communication groove 61d, 1 flows through the filter 61b to the liquid passage 33B and is supplied to the wheel cylinder 2.
Even when the second filter member 62 is applied to the communication valve 36 employing the O-ring 81, the second filter member 62 can be used without rebounding. That is, the second filter member 62 can be applied to both a solenoid valve having a lip seal (SS / V IN41) and a solenoid valve having an O-ring (communication valve 36). Sharing can be achieved, and the productivity of the brake device 1 can be improved.

[Other Embodiments]
Although the embodiment for carrying out the present invention has been described above, the specific configuration of the present invention is not limited to the configuration of the embodiment, and there are design changes and the like within the scope not departing from the gist of the invention. Are also included in the present invention.
When the outer periphery of the second filter main body portion has a different diameter, the x-axis negative direction end may be a large diameter portion. FIG. 12A shows a bobbin shape in which the outer peripheral surface 82 of the second filter main body 67 gradually increases in diameter from the center position in the x-axis direction toward the positive x-axis direction and the negative x-axis direction. FIG. 12B shows a tapered shape in which the small-diameter portion 83c of the second filter main body 67 gradually decreases in diameter toward the x-axis positive direction side. FIG. 12C shows a tapered shape in which the outer peripheral surface 84 of the second filter main body 67 gradually decreases in diameter as it goes toward the x-axis positive direction. In FIG. 12D, the stepped portion 85d extends in the direction perpendicular to the x-axis direction.
As shown in FIG. 13, the liquid path 24A and the liquid path 24B in FIG. 2 may be interchanged, and the check valve 43 may be assembled upside down.
The material of the second filter body is arbitrary, and can be formed using a resin material, a metal material, a sintered material, a polymer material, or the like.

The technical idea that can be grasped from the embodiment described above will be described below.
In one aspect thereof, the brake device includes an electromagnetic valve and a housing, and the electromagnetic valve has a valve body movable along a central axis, and the direction in which the central axis extends is an axial direction. A seat member having a seat portion on which the valve body is seated when the valve body moves to the one side in the axial direction, and a filter member disposed on the one side in the axial direction of the seat member, A filter member having a filter disposed on one side in the axial direction, a main body portion that holds the filter, and a seal member that abuts on the other side in the axial direction of the main body portion. A filter housing hole in which the filter member is housed, wherein a gap between the radial direction of the central axis and the outer peripheral surface of the main body portion is narrow when the radial direction of the central axis is a radial direction. Comprises a filter accommodating hole into which the filter element has a wide area, a is accommodated, and a liquid passage connected to said filter housing hole, the.
In a more preferred aspect, in the above aspect, the narrow region is disposed on the other axial side of the main body.
In another preferred aspect, in any one of the above aspects, the main body has a portion in which the outer shape in the radial direction decreases from the other axial side toward the one axial side.

In still another preferred aspect, in any one of the above aspects, the main body portion has a large-diameter portion disposed on the other side in the axial direction and an outer diameter disposed on the one side in the axial direction than the large-diameter portion. A small-diameter portion.
In still another preferred aspect, in any one of the above aspects, a step portion connecting the large diameter portion and the small diameter portion is provided.
In still another preferred aspect, in any one of the above aspects, the small-diameter portion is continuous over the entire circumference in the circumferential direction when the direction around the central axis is the circumferential direction.
In still another preferred aspect, in any one of the above aspects, the small diameter portion is partially disposed in the circumferential direction when a direction around the central axis is a circumferential direction.
In still another preferred aspect, in any one of the above aspects, the filter accommodation hole has a region in which the radial width increases from the other axial side toward the one axial side.
In still another preferred aspect, in any of the above aspects, the seal member is a lip seal.
In still another preferred embodiment, in any of the above embodiments, the seal member is an O-ring.

In still another preferred aspect, in any one of the above aspects, the main body portion has a plurality of convex portions extending from the radially inner side toward the radially outer side on the surface on the one axial side, The convex portion comes into contact with the bottom surface of the filter housing hole in the axial direction.
In still another preferred aspect, in any one of the above aspects, when the convex portion has a circumferential direction around the central axis, the circumferential width is substantially constant regardless of the radial position. .
In still another preferred aspect, in any one of the above aspects, the convex portion has a circumferential width from the radially inner side toward the radially outer side when a direction around the central axis is defined as a circumferential direction. spread.
In still another preferred aspect, in any one of the above aspects, the main body has a protrusion that protrudes radially inward from an inner peripheral surface thereof, and the sheet member includes the protrusion and the shaft. Abut in the direction.
In still another preferred aspect, in any one of the above aspects, the protrusion is continuous over the entire circumference in the circumferential direction when the direction around the central axis is the circumferential direction.
In still another preferred aspect, in any one of the above aspects, the protrusion is partially disposed in the circumferential direction when a direction around the central axis is a circumferential direction.

In another aspect, the brake device includes an electromagnetic valve and a housing. The electromagnetic valve is configured to move along a central axis, and to extend in the direction in which the central axis extends. A seat member having a seat portion on which the valve body is seated when the valve body moves to the one axial side, and a filter member disposed on the one axial side of the seat member. A filter disposed on one side in the axial direction from the sheet member, and when holding the filter and letting the radial direction of the central axis be a radial direction, a larger diameter portion and an outer diameter than the large diameter portion A filter member having a small-diameter portion having a small-diameter portion, and a seal member that contacts the other axial side of the main-body portion, and the housing has a gap in the radial direction between the filter member and the housing. With Comprising a filter housing hole that is, a liquid passage connected to said filter housing hole, the.
Preferably, in the above aspect, the large diameter portion is disposed on the other axial side of the main body portion.

Furthermore, from another viewpoint, in a certain aspect, the electromagnetic valve for a brake device includes a valve body that is movable along a central axis, and the valve body is in the axial direction when the direction in which the central axis extends is an axial direction. A seat member having a seat portion on which the valve element is seated when moved to one side, and a filter member disposed on the one axial side of the seat member, on the one axial side of the sheet member A main body having a large-diameter portion and a small-diameter portion having an outer diameter smaller than that of the large-diameter portion when the arranged filter, the filter is held, and the radial direction of the central axis is the radial direction; And a sealing member that contacts the other axial side of the main body.
More preferably, in the said aspect, it has the level | step-difference part which connects the said large diameter part and the said small diameter part.

In addition, this invention is not limited to above-described embodiment, Various modifications are included. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

This application claims priority based on Japanese Patent Application No. 2017-102543 filed on May 24, 2017. The entire disclosure including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2017-102543 filed on May 24, 2017 is incorporated herein by reference in its entirety.

1 brake device 24, fluid passage 41, SS / V IN (solenoid valve, solenoid valve for brake device) 43, check valve (seal member) 50, housing 53, second filter accommodation hole (filter accommodation hole) 58, valve body 60, seat member 60b seat surface (Sheet part) 62 second filter member (filter member) 67 second filter main body part (main body part) 67b large diameter part 67c small diameter part 67d stepped part 68 second filter (filter) 69 narrow area 70 wide gap area

Claims (20)

1. A brake device, the brake device comprising:
   A solenoid valve and a housing;
   The solenoid valve is
   A valve body movable along the central axis,
   When the direction in which the central axis extends is an axial direction, a seat member having a seat portion on which the valve body is seated when the valve body moves to one side in the axial direction;
   A filter member disposed on the one axial side of the sheet member, the filter member having a filter disposed on the one axial side relative to the sheet member, and a main body holding the filter; ,
   A seal member in contact with the other axial side of the main body,
   With
   The housing is
   A filter housing hole for housing the filter member is provided, and when a radial direction of the central axis is a radial direction, a gap between the outer peripheral surface of the main body portion in the radial direction and the filter housing hole is provided. The filter member is accommodated in the filter accommodation hole in a state having a narrow area and a wide area,
   The housing also has
   A liquid path connected to the filter housing hole,
   A brake device comprising:
2. The brake device according to claim 1, wherein
   The narrow device is a brake device disposed on the other axial side of the main body.
3. The brake device according to claim 2,
   The said main-body part is a brake device which has a site | part from which the external shape of the said radial direction becomes small toward the said axial direction one side from the said axial direction other side.
4. The brake device according to claim 3,
   The said main-body part is a brake device which has a large diameter part arrange | positioned at the said other side of the said axial direction, and a small diameter part arrange | positioned at the said axial direction one side and an outer diameter smaller than the said large diameter part.
5. The brake device according to claim 4,
   A brake device having a step portion connecting the large diameter portion and the small diameter portion.
6. The brake device according to claim 5,
   The small diameter portion is a brake device that is continuous over the entire circumference in the circumferential direction when the direction around the central axis is the circumferential direction.
7. The brake device according to claim 5,
   The said small diameter part is a brake device partially arrange | positioned in the said circumferential direction, when the direction around the said center axis line is made into the circumferential direction.
8. The brake device according to claim 1, wherein
   The said filter accommodation hole is a brake device which has the area | region where the width of the said radial direction spreads from the said axial direction other side toward the said axial direction one side.
9. The brake device according to claim 1, wherein
   The brake device, wherein the seal member is a lip seal.
10. The brake device according to claim 1, wherein
    The brake device, wherein the seal member is an O-ring.
11. The brake device according to claim 1, wherein
    The main body has a plurality of convex portions extending from the radial inner side toward the radial outer side on a surface on the one axial side, and the plurality of convex portions include a bottom surface of the filter housing hole and the A brake device that abuts in the axial direction.
12. The brake device according to claim 11,
    The brake device in which the circumferential width of each of the plurality of convex portions is substantially constant regardless of the radial position when the direction around the central axis is the circumferential direction.
13. The brake device according to claim 11,
    A brake device in which a circumferential width of each of the plurality of convex portions is widened from the radially inner side toward the radially outer side when a direction around the central axis is defined as a circumferential direction.
14. The brake device according to claim 1, wherein
    The said main-body part has a projection part which protrudes toward the said radial inside from the internal peripheral surface, The said sheet | seat member is a brake device which contact | abuts the said projection part in the said axial direction.
15. The brake device according to claim 14,
    The protrusion is a brake device that is continuous over the entire circumference in the circumferential direction when the direction around the central axis is the circumferential direction.
16. The brake device according to claim 14,
    The said protrusion part is a brake device partially arrange | positioned in the said circumferential direction, when the direction around the said center axis line is made into the circumferential direction.
17. A brake device, the brake device comprising:
    A solenoid valve and a housing;
    The solenoid valve is
    A valve body movable along the central axis,
    When the direction in which the central axis extends is an axial direction, a seat member having a seat portion on which the valve body is seated when the valve body moves to one side in the axial direction;
    A filter member disposed on the one axial side of the sheet member,
    The filter member is
    A filter disposed on the one side in the axial direction from the sheet member;
    A main body holding the filter, the main body having a large-diameter portion and a small-diameter portion having an outer diameter smaller than the large-diameter portion when the radial direction of the central axis is a radial direction; Have
    The solenoid valve also has
    A seal member in contact with the other axial side of the main body,
    With
    The housing is
    A filter housing hole in which the filter member is housed with a gap in the radial direction;
    A liquid path connected to the filter accommodation hole;
    A brake device comprising:
18. The brake device according to claim 17,
    The large diameter portion is a brake device disposed on the other axial side of the main body portion.
19. Brake device solenoid valve, the brake device solenoid valve,
    A valve body movable along the central axis,
    When the direction in which the central axis extends is an axial direction, a seat member having a seat portion on which the valve body is seated when the valve body moves to one side in the axial direction;
    A filter member disposed on the one axial side of the sheet member,
    The filter member is
    A filter disposed on the one side in the axial direction from the sheet member;
    A main body holding the filter, the main body having a large-diameter portion and a small-diameter portion having an outer diameter smaller than the large-diameter portion when the radial direction of the central axis is a radial direction; Have
    The electromagnetic valve for the brake device also has
    A seal member in contact with the other axial side of the main body,
    A solenoid valve for a brake device comprising:
20. The electromagnetic valve for a brake device according to claim 19,
    The electromagnetic valve for the brake device is
    A solenoid valve for a brake device having a stepped portion connecting the large diameter portion and the small diameter portion.

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