WO2020004312A1 - 車両用ブレーキ液圧制御装置 - Google Patents
車両用ブレーキ液圧制御装置 Download PDFInfo
- Publication number
- WO2020004312A1 WO2020004312A1 PCT/JP2019/024923 JP2019024923W WO2020004312A1 WO 2020004312 A1 WO2020004312 A1 WO 2020004312A1 JP 2019024923 W JP2019024923 W JP 2019024923W WO 2020004312 A1 WO2020004312 A1 WO 2020004312A1
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- WIPO (PCT)
- Prior art keywords
- valve
- brake
- mounting hole
- suction
- pump
- Prior art date
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Classifications
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- 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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/02—Arrangements of pumps or compressors, or control devices therefor
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- 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
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- 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
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- 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
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- 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
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/12—Actuating devices; Operating means; Releasing devices actuated by fluid
- F16K31/126—Actuating devices; Operating means; Releasing devices actuated by fluid the fluid acting on a diaphragm, bellows, or the like
- F16K31/1266—Actuating devices; Operating means; Releasing devices actuated by fluid the fluid acting on a diaphragm, bellows, or the like one side of the diaphragm being acted upon by the circulating fluid
Definitions
- the present invention relates to a vehicle brake fluid pressure control device.
- Patent Literature 1 discloses a vehicle brake hydraulic pressure control device that raises the hydraulic pressure of a master cylinder by operating a pump when the pressure is increased to act on a wheel brake.
- the vehicle brake fluid pressure control device of Patent Document 1 includes a pressure regulating reservoir connected between a master cylinder and a suction port of a pump.
- the pressure regulating reservoir includes a reservoir and a mechanical suction valve provided with a diaphragm that is mechanically operated by a pressure difference.
- the brake fluid pressure control device for a vehicle disclosed in Patent Document 1 employs a structure in which a reservoir and a suction valve are provided integrally, and a diaphragm is arranged on a reservoir piston. For this reason, the size of the diaphragm depends on the size of the reservoir piston. Therefore, in the cited document 1, it was difficult to set the effective diameter of the diaphragm large. If the effective diameter of the diaphragm cannot be set large, it is difficult to obtain the thrust of the diaphragm required to open the suction valve when the brake fluid pressure input from the master cylinder is relatively high.
- the size of the entire device is reduced in consideration of the mounting on the vehicle, and the size of individual components such as a suction valve is reduced. Is required.
- the object of the present invention is to solve the above-mentioned problems and to provide a vehicle brake fluid pressure control device capable of improving the opening property of a suction valve and achieving downsizing.
- the present invention is a vehicle brake fluid pressure control device that is disposed between a master cylinder and a wheel brake and includes a base, a pump, and a drive source that drives the pump.
- the vehicle brake fluid pressure control device includes a suction valve disposed between the master cylinder and a suction port of the pump. The suction valve is opened by a pressure difference between a brake fluid pressure on the master cylinder side and a brake fluid pressure on a suction port side of the pump, which becomes a negative pressure due to the operation of the pump.
- the suction valve is a normally-closed one-way valve, a plunger that opens by contacting the valve body of the one-way valve, and pushes the plunger when the suction port side becomes negative pressure by the operation of the pump. And a diaphragm for biasing the one-way valve in a direction to open the valve.
- the one-way valve is housed in a housing part provided in the base, and the effective diameter of the diaphragm is larger than the inner diameter of the housing part.
- the effective diameter of the diaphragm is larger than the inner diameter of the housing portion that houses the one-way valve, even when the brake fluid pressure from the master cylinder side is relatively high, the operability of the diaphragm is improved. Can be enhanced. Therefore, the opening property of the suction valve can be improved.
- the reservoir and the suction valve can be provided separately, so that the suction valve itself can be reduced in size.
- the one-way valve includes a small-diameter valve and a large-diameter valve having a larger diameter than the small-diameter valve.
- the urging force in the valve closing direction for the one-way valve can be set separately for the small diameter valve and the large diameter valve, and the urging force in the valve closing direction for the small diameter valve is set larger than necessary. You don't have to. Further, at the time of pressurization, the large-diameter valve can be opened to ensure the pressurization performance.
- the large diameter valve is provided so as to surround the small diameter valve.
- the one-way valve includes a valve seat to be seated, and a valve spring that biases the one-way valve, the one-way valve, the valve seat, and the valve spring are unitized.
- a valve spring that biases the one-way valve, the one-way valve, the valve seat, and the valve spring are unitized.
- it is attached to the base.
- a plug for closing the opening side of the housing portion and fixing the diaphragm in the housing portion is provided.
- the diaphragm can be securely fixed to the base by the plug.
- the storage section includes a reservoir in which a reservoir chamber is formed by expanding the diaphragm toward the plug.
- the diaphragm elastically deforms toward the plug and expands, and the volume of the reservoir chamber changes. Then, the working fluid is stored.
- the reservoir can be configured with a simple configuration utilizing the elastic deformation of the diaphragm, the number of components can be suppressed and the cost can be reduced.
- the plug is provided with a retaining portion that engages with the diaphragm.
- the diaphragm has an annular seal portion that is in close contact with an inner peripheral surface of the attachment hole
- the seal portion includes: A first seal portion that is in close contact with the inner peripheral surface of the mounting hole on the side of the opening; and an inner peripheral surface of the mounting hole that extends to the side opposite to the opening of the mounting hole continuously to the first seal portion.
- a ring-shaped cup seal portion that is in close contact with the sealing member.
- the seal on the side close to the outside of the base and the seal on the side close to the inside of the base on the opposite side are performed by separate first seal portions and cup seal portions. Therefore, the sealing performance of the diaphragm can be improved. Further, by using the cup seal portion, for example, when the suction valve is opened and fixed, when the brake fluid on the master cylinder side is received, the brake fluid can be prevented from leaking to the outside.
- the plunger has a polygonal cross section perpendicular to the axial direction.
- a passage can be formed on the outer peripheral surface of the plunger, and the communication of the brake fluid can be improved. Further, since the brake fluid pressure (receiving pressure) can be equalized before and after the plunger to cancel the pressure, the operability of the plunger can be improved.
- the plug is formed with an atmosphere communication hole communicating with the atmosphere.
- the storage chamber can be easily communicated with the atmosphere.
- a vehicular brake fluid pressure control device capable of improving the opening property of a suction valve and achieving downsizing is obtained.
- FIG. 1 is a perspective view showing a vehicle brake fluid pressure control device according to a first embodiment of the present invention.
- 1 is a hydraulic circuit diagram of a vehicle brake hydraulic pressure control device according to a first embodiment of the present invention. It is a figure which shows the base of the brake fluid pressure control apparatus for vehicles of 1st Embodiment of this invention, (a) is a top view, (b) is a front view, (c) is a left side view, (d) is a right side.
- FIG. 3 is a hydraulic circuit diagram illustrating a flow of brake fluid during a normal brake operation by a pedal operation according to the first embodiment of the present invention.
- FIG. 4 is a hydraulic circuit diagram showing a flow of brake fluid when a pump is pressurized when the pedal is not operated according to the first embodiment of the present invention.
- FIG. 5 is a cross-sectional view illustrating an operation of the suction valve when the pump is pressurized when the pedal is not operated according to the first embodiment of the present invention.
- FIG. 4 is a hydraulic circuit diagram showing a flow of brake fluid when a pump is pressurized during pedal operation according to the first embodiment of the present invention.
- FIG. 4 is a cross-sectional view illustrating an operation of a suction valve when a pump is pressurized during pedal operation according to the first embodiment of the present invention.
- (A)-(c) is an explanatory view showing a discharge phase of the pump of the first embodiment of the present invention.
- FIG. 3 is an explanatory diagram illustrating a flow of a brake fluid during a normal brake operation by a pedal operation according to the first embodiment of the present invention.
- FIG. 4 is a hydraulic circuit diagram showing a flow of brake fluid when the pump is pressurized when the pedal is not operated and the pedal is operated according to the first embodiment of the present invention.
- FIG. 5 is a hydraulic circuit diagram of a brake hydraulic pressure control device according to a second embodiment of the present invention. It is a sectional view showing a suction valve of a brake fluid pressure control device concerning a 2nd embodiment of the present invention. It is a sectional view showing an effective diameter of a diaphragm of a suction valve of a brake fluid pressure control device concerning a 2nd embodiment of the present invention.
- FIG. 9 is a hydraulic circuit diagram showing a flow of hydraulic fluid during normal brake control by pedal operation in the brake hydraulic pressure control device according to the second embodiment of the present invention.
- FIG. 9 is a hydraulic circuit diagram showing a flow of hydraulic fluid during pressure reduction in antilock brake control in the brake hydraulic pressure control device according to the second embodiment of the present invention.
- FIG. 9 is a hydraulic circuit diagram showing a flow of hydraulic fluid during pressure reduction in antilock brake control in the brake hydraulic pressure control device according to the second embodiment of the present invention.
- FIG. 9 is a hydraulic circuit diagram showing a flow of hydraulic fluid when pressure is increased in antilock brake control in the brake hydraulic pressure control device according to the second embodiment of the present invention.
- FIG. 8 is a hydraulic circuit diagram showing a flow of hydraulic fluid when the anti-lock brake control is maintained in the brake hydraulic pressure control device according to the second embodiment of the present invention.
- FIG. 9 is a hydraulic circuit diagram showing a flow of hydraulic fluid for pressurized brake control when a pedal is not operated in the brake fluid pressure control device according to the second embodiment of the present invention.
- FIG. 9 is a cross-sectional view illustrating an operation of a suction valve for pressurized brake control when a pedal is not operated in a brake fluid pressure control device according to a second embodiment of the present invention.
- FIG. 6 is a hydraulic circuit diagram showing a flow of hydraulic fluid for pressurized brake control when a pedal is operated in the brake fluid pressure control device according to the second embodiment of the present invention.
- FIG. 8 is a cross-sectional view showing an operation of a suction valve for pressurized brake control when a pedal is operated in a brake fluid pressure control device according to a second embodiment of the present invention.
- FIG. 9 is a hydraulic circuit diagram of a brake hydraulic pressure control device according to a third embodiment of the present invention. It is a sectional view showing a suction valve of a brake fluid pressure control device of a third embodiment of the present invention.
- FIG. 13 is a hydraulic circuit diagram showing a flow of hydraulic fluid during normal brake control by pedal operation according to a third embodiment of the present invention.
- FIG. 10 is a hydraulic circuit diagram showing a flow of hydraulic fluid at the time of pressure reduction in antilock brake control according to a third embodiment of the present invention. It is sectional drawing which shows the mode of operation of the suction valve at the time of the pressure reduction of the antilock brake control of 3rd Embodiment of this invention.
- FIG. 10 is a hydraulic circuit diagram showing a flow of hydraulic fluid at the time of pressure increase in antilock brake control according to a third embodiment of the present invention.
- FIG. 11 is a hydraulic circuit diagram showing a flow of hydraulic fluid when antilock brake control according to a third embodiment of the present invention is maintained.
- FIG. 11 is a hydraulic circuit diagram showing a flow of hydraulic fluid for pressurized brake control when a pedal is not operated according to a third embodiment of the present invention. It is sectional drawing which shows the mode of operation of the suction valve of pressurization brake control at the time of pedal non-operation of 3rd Embodiment of this invention.
- FIG. 11 is a hydraulic circuit diagram illustrating a flow of hydraulic fluid for pressurized brake control when a pedal is operated according to a third embodiment of the present invention. It is sectional drawing which shows the mode of operation of the suction valve of pressurization brake control at the time of pedal operation of 3rd Embodiment of this invention.
- a vehicle brake fluid pressure control device (hereinafter, simply referred to as a “brake fluid pressure control device”) U of this embodiment is a bar handle type such as a motorcycle, a motorcycle, an all-terrain vehicle (ATV), and the like. It is used for vehicles. In the mounted vehicle, it is preferable that the front wheel brake unit and the rear wheel brake unit are separated. In the present embodiment, a description will be given of a brake fluid pressure control device that controls a brake fluid pressure acting on a wheel brake of a rear wheel.
- the brake fluid pressure control device U includes a base 100, a motor (electric motor) 200 serving as a drive source, a control housing 300, and a control device 400.
- the electric motor 200 is attached to the rear surface 11b of the base 100.
- the control housing 300 is attached to the front surface 11a of the base 100 (see FIG. 3B).
- Control device 400 is housed in control housing 300.
- the brake fluid pressure control device U embodies the fluid pressure circuit U1 shown in FIG.
- the brake hydraulic pressure control device U can execute anti-lock brake control of the wheel brake R and pressurization control of the wheel brake R.
- the fluid path from master cylinder M to regulator 7 is referred to as “output hydraulic path A”, and the flow path from regulator 7 to outlet valve 3 and wheel brake R is referred to as “wheel hydraulic path B”.
- a pair of flow paths from the pumps 5a and 5b to the wheel hydraulic path B are referred to as “discharge hydraulic paths C and C”, and a flow path from the outlet valve 3 to the reservoir 4 is referred to as an "open path D".
- the flow path from the reservoir 4 to the pumps 5a and 5b and the suction valve 6 is referred to as "suction hydraulic pressure path E".
- a flow path that branches from the output hydraulic pressure path A to the suction valve 6 is referred to as a “branch hydraulic pressure path A1”.
- a brake hydraulic circuit U1 of the brake hydraulic pressure control device U is a circuit from an inlet port 21 to an outlet port 22.
- the inlet port 21 is connected to a pipe H1 that is connected to an output port M21 of a master cylinder M that is a hydraulic pressure source.
- a pipe H2 leading to the wheel brake R is connected to the outlet port 22.
- the inlet port 21 is formed in a right region of the upper surface 11c of the base 100, as shown in FIG.
- the outlet port 22 is formed in the left side region of the upper surface 11c of the base 100 opposite to the inlet port 21.
- a brake pedal BP which is a brake operator, is connected to the master cylinder M.
- the hydraulic circuit U1 mainly includes an inlet valve 2, an outlet valve 3, a reservoir 4, pumps 5a and 5b, a suction valve 6, and a regulator 7.
- Master cylinder M generates a brake fluid pressure according to the force applied by the driver to brake pedal BP.
- the master cylinder M is connected to a wheel brake R (wheel cylinder) via a pipe H1, an output hydraulic pressure path A, a wheel hydraulic pressure path B, and a pipe H2.
- the fluid passages (the output fluid passage A and the wheel fluid passage B) connected to the master cylinder M are normally in communication from the master cylinder M to the wheel brake R. As a result, the brake fluid pressure generated by operating the brake pedal BP is transmitted to the wheel brake R.
- a regulator 7 an inlet valve 2 and an outlet valve 3 are provided on a fluid path connecting the master cylinder M and the wheel brake R.
- the regulator 7 has a function of switching between a state in which the flow of the brake fluid in the output hydraulic pressure path A is permitted and a state in which the flow is blocked. Further, the regulator 7 has a function of adjusting the brake fluid pressure in the wheel fluid pressure passage B to a predetermined value or less when the flow of the brake fluid in the output fluid pressure passage A is interrupted.
- the regulator 7 includes a cut valve 7a and a check valve 7b.
- the regulator 7 is mounted in a cut valve mounting hole 36 formed in the upper right part of the front surface 11a of the base 100, as shown in FIGS. 3 (b) and 5 (a).
- the cut valve mounting hole 36 is located on the right side of the right side which is divided into right and left by a reference plane X1 orthogonal to the front surface 11a of the base body 100, as shown in FIG. )) Is formed at a position higher than the pump shaft Y1).
- the pump shaft Y1 is the center axis of the left and right pump mounting holes 31, 31.
- the reference plane X1 is a plane having the pump axis Y1 as a normal line, and is a plane including a motor shaft (not shown) of the electric motor 200.
- the cut valve 7a is a normally open linear solenoid valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B.
- the cut valve 7a switches between a state in which the flow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is permitted and a state in which the flow is blocked. That is, the cut valve 7a is configured to be able to adjust the valve opening pressure by controlling energization to the solenoid (a configuration that also has a function as a relief valve).
- the cut valve 7a is closed by the control of the control device 400 (see FIG. 1, the same applies hereinafter) when performing the pressurization control described later. Then, the cut valve 7a determines that the brake fluid pressure in the wheel fluid pressure passage B exceeds the brake fluid pressure in the output fluid pressure passage A, and that the brake fluid pressure in the output fluid pressure passage A and the fluid pressure in the wheel fluid pressure passage B When the pressure difference exceeds the force for closing the valve, which is controlled by energizing the solenoid, the brake hydraulic pressure of the wheel hydraulic pressure path B can be released to the output hydraulic pressure path A side and adjusted.
- the check valve 7b is connected in parallel with the cut valve 7a.
- the check valve 7b is a one-way valve that allows the flow of the brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B.
- the check valve 7b is provided integrally with the normally-open solenoid valve constituting the regulator 7.
- the inlet valve 2 is a normally open solenoid valve provided in the wheel hydraulic pressure passage B, and is provided between the regulator 7 and the wheel brake R.
- the inlet valve 2 allows the brake fluid pressure from the master cylinder M or the brake fluid boosted by the pumps 5a and 5b to be transmitted to the wheel brake R when in the valve open state. Further, the inlet valve 2 is closed by the control device 400 when the wheel is about to be locked, thereby shutting off the brake fluid pressure applied to the wheel brake R.
- Such an inlet valve 2 is mounted in an inlet valve mounting hole 32 provided at the upper left of the front surface 11a of the base 100, as shown in FIGS. 3 (b) and 5 (a). As shown in FIG. 3 (b), the inlet valve mounting hole 32 is located on the left side of the reference plane X1 and is separated from the pump shaft Y1 of the left pump mounting hole 31 (see FIG. 6 (b)). Are also formed at the upper position. The inlet valve mounting hole 32 is formed on the same side as the outlet port 22 on the upper surface 11c of the base 100.
- a check valve 2a is connected to the inlet valve 2 in parallel.
- the check valve 2a is a valve that allows only the flow of the brake fluid from the wheel brake R to the master cylinder M side.
- the check valve 2a allows the flow of the brake fluid from the wheel brake R side to the master cylinder M side even when the inlet valve 2 is closed when the input of the brake pedal BP is released.
- the check valve 2a is provided integrally with the normally-open solenoid valve constituting the inlet valve 2.
- the outlet valve 3 is a normally closed solenoid valve.
- the outlet valve 3 is provided between the wheel brake R and the reservoir 4 (between the wheel hydraulic path B and the open path D).
- the outlet valve 3 is normally closed, but is released by the control device 400 when the rear wheel is about to be locked, thereby releasing the brake fluid pressure applied to the wheel brake R to the reservoir 4.
- Such an outlet valve 3 is mounted in an outlet valve mounting hole 33 provided in the lower left portion of the front surface 11a of the base 100, as shown in FIGS. 3 (b) and 5 (a).
- the outlet valve mounting hole 33 is, as shown in FIG. 3B, in the left area divided into two on the reference plane X1 and the left side of the pump mounting hole 31 (see FIG. 6B). Are also formed at lower positions.
- the outlet valve mounting hole 33 is formed on the same side as the inlet valve mounting hole 32 in the vertical direction of the base 100.
- the reservoir 4 has a function of temporarily storing the brake fluid that is released when the outlet valve 3 is opened.
- the reservoir 4 is mounted in a reservoir mounting hole 34 shown in FIG.
- the reservoir mounting hole 34 is open in the left region of the lower surface 11d of the base 100. That is, the reservoir 4 is provided at the lower left of the base 100.
- the pumps 5a and 5b are arranged symmetrically about the reference plane X1 (see FIG. 3B).
- the pumps 5a and 5b are plunger pumps driven by the electric motor 200.
- the pumps 5a and 5b include a plunger (not shown) and a suction valve and a discharge valve (not shown).
- One pump 5a is interposed between the suction hydraulic pressure path E and one discharge hydraulic pressure path C, and the other pump 5b is connected between the suction hydraulic pressure path E and the other discharge hydraulic pressure path C. It is interposed between them.
- the pumps 5a and 5b are driven by the torque of the electric motor 200.
- the pumps 5a and 5b differ in the discharge cycle of the brake fluid by half a cycle. That is, the pumps 5a and 5b are configured such that the discharge cycles are shifted from each other by half a cycle, and discharge the brake fluid to the wheel hydraulic pressure path B twice while the output shaft of the electric motor 200 makes one rotation. Have been.
- the pumps 5a and 5b suck the brake fluid temporarily stored in the reservoir 4 and discharge the brake fluid to the discharge hydraulic pressure paths C and C.
- the cut valve 7a is closed and the suction valve 6 is open
- the pumps 5a and 5b are stored in the master cylinder M, the branch hydraulic pressure path A1, the suction hydraulic pressure path E, and the reservoir 4.
- the brake fluid is sucked and discharged to the discharge hydraulic pressure paths C, C. This makes it possible to increase the brake fluid pressure generated by operating the brake pedal BP. Further, even when the brake pedal BP is not operated, the brake fluid pressure can be applied to the wheel brake R (pressurization control).
- Such pumps 5a, 5b are mounted in pump mounting holes 31, 31 drilled from the left side surface 11e and the right side surface 11f of the base 100, as shown in FIGS.
- the suction valve 6 is a mechanical suction valve, and switches between a state of opening and a state of shutoff between the branch hydraulic pressure path A1 and the suction hydraulic pressure path E.
- the suction valve 6 is connected to the brake fluid pressure on the master cylinder M side (branch fluid pressure passage A1 side) and the suction ports (suction fluid pressure passage E side) of the pumps 5a and 5b, which become negative pressure when the pumps 5a and 5b operate.
- the valve is opened by a pressure difference from the brake fluid pressure.
- the suction valve 6 is mounted in the suction valve mounting hole 38 shown in FIGS. 4 (b) and 5 (a).
- the suction valve mounting hole 38 is opened in a right region of the lower surface 11d of the base 100. That is, the suction valve 6 is provided at the lower right of the base 100.
- the suction valve 6 includes a normally closed one-way valve 61, a plunger 62, a plunger plate 63, a diaphragm 64, and a lid member 65 as a plug for fixing the diaphragm 64.
- the one-way valve 61 is a valve that is mounted in a one-way valve mounting hole 38a as a housing formed at the bottom of the suction valve mounting hole 38 of the base 100.
- the one-way valve mounting hole 38a has a smaller diameter than the suction valve mounting hole 38.
- the branch hydraulic passage A1 communicates with the one-way valve mounting hole 38a.
- the one-way valve 61 includes an annular fixing portion 611, a retainer 612 fixed to an upper end of the fixing portion 611, a large-diameter valve 613 disposed in the retainer 612, and disposed inside the large-diameter valve 613. And a spherical small-diameter valve 614.
- the fixing portion 611 is caulked and fixed to the inner wall of the opening of the one-way valve mounting hole 38a.
- An annular valve seat 611a on which the large-diameter valve 613 is seated is formed at the upper end of the fixed portion 611.
- the valve seat 611a has a tapered cross section.
- the retainer 612 has a substantially hat shape in cross section.
- a large-diameter valve 613 and a small-diameter valve 614 are housed inside the retainer 612.
- the lower end of the retainer 612 is externally fitted to the outer peripheral wall of the upper end of the fixing portion 611.
- An insertion hole 615 that allows the flow of the brake fluid is formed in the peripheral wall and the bottom of the retainer 612.
- the large diameter valve 613 has a concave cross section. Inside the large diameter valve 613, a small diameter valve 614 is housed. The bottom outer peripheral surface of the large diameter valve 613 is formed in a tapered or arcuate cross-section corresponding to the valve seat 611a of the fixed portion 611. The large-diameter valve 613 is urged in the seating direction by a coil-shaped valve spring 613s contracted between the large-diameter valve 613 and the bottom of the retainer 612, and is seated on the valve seat 611a. At the bottom of the large diameter valve 613, an insertion hole 613a is formed. The insertion hole 613a is formed in a size that allows the protrusion 62a of the plunger 62 to be inserted.
- An annular valve seat 613b is formed at the upper opening edge of the insertion hole 613a.
- the valve seat 613b is formed in a tapered cross section, and the small diameter valve 614 can be seated thereon.
- the small-diameter valve 614 is urged in the seating direction by a coil-shaped valve spring 614s contracted between the small-diameter valve 614 and the bottom of the retainer 612, and is seated on the valve seat 613b.
- the valve spring 614s has a smaller diameter than the valve spring 613s.
- the plunger 62 is a columnar member.
- the upper part of the plunger 62 is inserted inside the fixing part 611 of the one-way valve 61.
- the plunger 62 has a substantially triangular cross section in a direction perpendicular to the axial direction. Thereby, a gap S1 is formed between the outer surface of the plunger 62 and the inner surface of the fixed portion 611 of the one-way valve 61.
- the gap S1 serves as a passage for the brake fluid.
- a convex portion 62a projecting upward is formed on the upper end surface of the plunger 62.
- the projection 62a is formed at a position corresponding to the insertion hole 613a on the bottom of the large diameter valve 613.
- the convex portion 62a is inserted into the insertion hole 613a when the plunger 62 described later moves upward, and presses the small-diameter valve 614 seated on the valve seat 613b upward.
- the small diameter valve 614 is separated from the valve seat 613b.
- the upper surface of the plunger 62 is formed flat except for the convex portion 62a, and can contact the lower surface of the bottom of the large diameter valve 613.
- the upper surface of the plunger 62 contacts the lower surface of the bottom of the large-diameter valve 613 when the plunger 62 described later moves upward, and presses the large-diameter valve 613 upward. By such pressing, the large-diameter valve 613 is separated from the valve seat 611a.
- a groove or a concave portion that allows smooth passage of the brake fluid may be formed on the upper surface of the plunger 62 or the lower end surface of the large diameter valve 613.
- the plunger 62 is fixed in an upright state on the upper surface of the plunger plate 63.
- the plunger plate 63 has a disk shape.
- the plunger plate 63 is placed at the center of the upper surface of the diaphragm 64.
- an annular rib 63a for fitting and holding the lower part of the plunger 62 is formed on the upper surface of the plunger plate 63.
- the outer peripheral edge of the plunger plate 63 rises upward in an arc-shaped cross section.
- the diaphragm 64 includes an annular seal portion 641 that is in close contact with the inner peripheral surface of the suction valve mounting hole 38, and a thin-film drive portion 642 that continues radially inside the seal portion 641 and pushes the plunger 62.
- the seal portion 641 includes a first seal portion 643, and an annular cup seal portion 644 that extends upward, on the opposite side to the opening of the suction valve mounting hole 38, following the first seal portion 643. .
- the first seal portion 643 is formed in a ring shape having a thickness in the radial direction, is in close contact with the inner peripheral surface on the opening side of the suction valve mounting hole 38, and allows air from the outside by a negative pressure generated when the pump is operated. Sealed to prevent inhalation.
- the cup seal portion 644 has a substantially cup-shaped cross section and is tightly sealed to the inner peripheral surface opposite to the opening of the suction valve mounting hole 38. For example, when the suction valve 6 is opened and fixed, the cup seal portion 644 prevents the brake fluid from leaking to the outside when receiving the brake fluid on the master cylinder M side.
- the thin-film driving portion 642 is formed thinner than the seal portion 641, and has a rising portion 646 extending in an arc shape radially inward from the sealing portion 641, and a flat portion continuing radially inward of the rising portion 646. 647.
- the rising portion 646 is elastically deformed and the flat portion 647 moves so as to be lifted to the one-way valve 61 side.
- An annular rib 645 is formed on the lower surface of the flat portion 647 to prevent the flat portion 647 from sticking to the upper surface of the lid member 65.
- the effective diameter L1 of the diaphragm 64 is set to be larger than the inner diameter L3 of the one-way valve mounting hole 38a, as shown in FIG. 10B. That is, the effective diameter L1 is always larger than the outer diameter of the large-diameter valve 613 disposed in the one-way valve mounting hole 38a, so that the pressure-receiving area of the effective diameter L1 portion of the diaphragm 64 is reduced. It is set to be necessarily larger than the area. With such a size, when the pump is pressurized when the brake pedal BP is operated, even when the brake fluid pressure on the master cylinder M side is high, the suction valve 6 can be reliably opened.
- the lid member 65 is a member that is inserted inside the opening of the suction valve mounting hole 38 and fixes the diaphragm 64 in the suction valve mounting hole 38 (the base 100).
- the lid member 65 includes a base portion 651, a fitting portion 652, a retaining portion 653, a lip portion 654, and an atmosphere communication hole 655.
- the fitting portion 652 has a flange shape extending radially outward, and is fitted to the inner peripheral surface of the suction valve mounting hole 38.
- a retaining ring 656 for retaining the fitting portion 652 is retained from outside in the axial direction.
- the retaining portion 653 is formed using the upper surface of the fitting portion 652.
- the first seal portion 643 of the diaphragm 64 is fitted on the retaining portion 653.
- the lip portion 654 is continuous with the retaining portion 653 and bulges upward from the retaining portion 653.
- the upper end of the lip 654 has an arc shape.
- the lip 654 is located below the rising portion 646 of the diaphragm 64. Since the lip portion 654 is located below the rising portion 646, for example, when the suction valve 6 is opened and the brake fluid pressure from the master cylinder M side acts in the negative pressure chamber 6a, The diaphragm 64 is prevented from being deformed more than necessary.
- a check valve 8 is provided in the suction hydraulic pressure path E.
- the check valve 8 is a one-way valve that allows the flow of the brake fluid from the reservoir 4 to the pumps 5a and 5b.
- a hydraulic pressure sensor 9 is arranged in the output hydraulic pressure path A.
- the hydraulic pressure sensor 9 measures the brake hydraulic pressure in the output hydraulic pressure path A, that is, the magnitude of the brake hydraulic pressure in the master cylinder M.
- the value of the brake fluid pressure measured by the fluid pressure sensor 9 is taken into the control device 400 as needed, and whether or not the brake fluid pressure is output from the master cylinder M by the control device 400, that is, the brake pedal BP is depressed Is determined. Further, pressurization control and the like are performed based on the magnitude of the brake fluid pressure measured by the fluid pressure sensor 9.
- the electric motor 200 is a common power source for the two pumps 5a and 5b, and operates based on a command from the control device 400.
- the electric motor 200 is attached by inserting a motor shaft (not shown) into a circular concave motor shaft insertion hole 39 in the rear surface (the other surface) 11b of the base 100, as shown in FIG.
- the control device 400 controls the regulator 7 based on outputs from a hydraulic pressure sensor 9, a wheel speed sensor (not shown), an acceleration sensor or a yaw rate sensor for measuring the movement of the vehicle body, and an external sensor such as a radar camera.
- the opening and closing of the cut valve 7a, the inlet valve 2 and the outlet valve 3, and the operation of the electric motor 200 are controlled.
- a hydraulic path indicated by a thick dashed line is a portion where the hydraulic fluid pressurized by the master cylinder M acts.
- the hydraulic pressure path indicated by the thick solid line is a portion where the pressurized hydraulic fluid is acting, and the hydraulic pressure path indicated by the thick broken line is a negative pressure when the pump 5 sucks the hydraulic fluid.
- the plurality of electromagnetic coils for driving the plurality of electromagnetic valves are demagnetized by the control device 400. That is, in a normal brake, the cut valve 7a and the inlet valve 2 are open, and the outlet valve 3 is closed. The one-way valve 61 of the suction valve 6 is in a closed state.
- the brake fluid pressure from the master cylinder M acts on the suction valve 6 via the branch fluid pressure path A1.
- the large-diameter valve 613 and the small-diameter valve 614 (see FIG. 10A, the same applies hereinafter) of the one-way valve 61 are respectively seated in response to the brake fluid pressure, and the closed state is maintained. That is, the brake fluid pressure from the master cylinder M does not act on the suction fluid pressure passage E side.
- the anti-lock brake control is executed when the wheel is about to enter a locked state, and appropriately selects a state in which the brake fluid pressure acting on the wheel brake R is reduced, increased, or held constant. It is realized by.
- the controller 400 determines which of the pressure reduction, the pressure increase and the holding is selected based on the wheel speed obtained from a wheel speed sensor (not shown).
- control device 400 closes the inlet valve 2 and opens the outlet valve 3. By doing so, the brake fluid in the wheel hydraulic pressure passage B leading to the wheel brake R flows into the reservoir 4 through the open passage D. As a result, the brake fluid pressure acting on the wheel brake R is reduced.
- the control device 400 drives the electric motor 200 to operate the pumps 5a and 5b, and the brake fluid stored in the reservoir 4 is discharged through the discharge hydraulic pressure path C. The fluid flows back to the wheel hydraulic pressure path B.
- control device 400 closes the inlet valve 2 and the outlet valve 3. By doing so, the brake fluid is confined in the flow path closed by the inlet valve 2 and the outlet valve 3. As a result, the brake fluid pressure acting on the wheel brake R is kept constant.
- the control device 400 opens the inlet valve 2 and closes the outlet valve 3. By doing so, the brake fluid pressure generated due to the depression force of the brake pedal BP directly acts on the wheel brake R. As a result, the brake fluid pressure acting on the wheel brake R is increased.
- control device 400 determines that the wheels should be braked when the brake pedal BP is not operated and there is no operation, the control device 400 excites the cut valve 7a and turns it off as shown in FIG. 11B. While the valve is closed, the pumps 5a and 5b are driven.
- the large-diameter valve 613 is separated from the annular valve seat 611a, and the branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the gap S1 of the plunger 62.
- the brake fluid on the master cylinder M side flows into the negative pressure chamber 6a from the branch hydraulic pressure path A1 through the one-way valve 61, and further flows into the suction hydraulic pressure path E from the negative pressure chamber 6a, and the pump 5a , 5b.
- the brake fluid pressurized by the pumps 5a and 5b is discharged from the pumps 5a and 5b to the wheel hydraulic pressure path B and acts on the wheel brake R as shown in FIG. 11B. As a result, the wheels are braked.
- control device 400 determines that the wheels should be braked during the operation of the brake pedal BP. Also in this case, as shown in FIG. 11D, the control device 400 excites the cut valve 7a to close it, and drives the pumps 5a and 5b.
- the small diameter valve 614 is separated from the valve seat 613b. That is, the small-diameter valve 614 is opened by a differential pressure between the pushing force and the resultant force.
- the branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the unseated gap and the gap S1 of the plunger 62, as shown in FIG. 11E.
- the brake fluid on the master cylinder M side flows into the negative pressure chamber 6a from the branch hydraulic pressure path A1 through the one-way valve 61, and further flows into the suction hydraulic pressure path E from the negative pressure chamber 6a, and the pump 5a , 5b.
- the pulsation of the brake fluid discharged from the pumps 5a and 5b is suitably attenuated by the cooperation of the two pumps 5a and 5b.
- the single discharge of the pump 5a is represented by two discontinuous peaks, as shown in FIG.
- the single discharge of the pump 5b is performed at a phase of 180 degrees shifted by a half cycle from the discharge of the pump 5a, and is represented by two discontinuous peaks as shown in FIG. Therefore, the combined discharge of the two pumps 5a and 5b is represented by four consecutive peaks as shown in FIG.
- an effect of reducing the discharge pulsation can be obtained as compared with a case where the discharge is performed by one pump 5a, for example.
- the brake fluid pressure control device U includes the base 100, the electric motor 200, the control housing 300, and the control device 400 (see FIG. 1).
- the substrate 100 is made of an aluminum alloy extruded material or a cast product having a substantially rectangular parallelepiped shape.
- the front surface 11a of the base 100 is formed into a substantially flat surface without irregularities.
- the base 100 is provided with a flow path component that constitutes one brake output system (see FIG. 2).
- the flow path constituting portion includes a plurality of mounting holes opened on the front surface 11a and a motor shaft inserted on the rear surface 11b. A hole 39 is provided. Further, the flow path component has pump mounting holes 31, 31 opened on the left side surface 11e and the right side surface 11f, in addition to the inlet port 21 and the outlet port 22 opened on the upper surface 11c.
- an inlet valve mounting hole 32 On the front surface 11a of the base body 100, an inlet valve mounting hole 32, an outlet valve mounting hole 33, a cut valve mounting hole 36, and a sensor mounting hole 37 are formed as mounting holes.
- the inlet valve mounting hole 32 is provided on the left side of the reference plane X1 above the pump shaft Y1 of the pump mounting hole 31 on the upper side of the base 100.
- the outlet valve mounting hole 33 is provided below the pump shaft Y1 of the pump mounting hole 31 in the region on the left side of the reference plane X1.
- the cut valve mounting hole 36 is provided on the upper side of the base 100 with respect to the pump shaft Y1 of the pump mounting hole 31 in a region on the right side of the reference plane X1.
- the inlet valve mounting hole 32 and the cut valve mounting hole 36 are provided at symmetrical positions across the reference plane X1.
- the inlet valve mounting hole 32, the outlet valve mounting hole 33, and the cut valve mounting hole 36 all have the same diameter.
- the inlet valve 2 is mounted in the inlet valve mounting hole 32, and the outlet valve 3 is mounted in the outlet valve mounting hole 33.
- the cut valve 7a is mounted in the cut valve mounting hole 36.
- the sensor mounting hole 37 is provided on the lower side of the base 100 in a region on the right side of the reference plane X1 so as to be over the pump axis Y1 of the pump mounting hole 31.
- the center position of the sensor mounting hole 37 and the center position of the outlet valve mounting hole 33 are symmetrical with respect to the reference plane X1.
- a motor shaft insertion hole 39 is formed in the center of the rear surface 11b of the base 100.
- a U-shaped concave portion 11b1 is formed around the motor shaft insertion hole 39 so as to be one step deeper than the rear surface 11b.
- the front cover of the housing of the electric motor 200 (see FIG. 1, the same applies hereinafter) is attached to the recess 11b1.
- the electric motor 200 is attached to an attachment hole 11b2 (see FIG. 4A) provided on the rear surface 11b with an attachment screw (not shown).
- a seal member is provided between the electric motor 200 and the rear surface 11b.
- a hole 39a into which the bus bar (not shown) of the electric motor 200 is inserted is opened above the motor shaft insertion hole 39 on the rear surface 11b.
- the hole 39a penetrates through the front and rear of the base 100, and is open at the front surface 11a so as to intersect the reference plane X1.
- An inlet port 21 and an outlet port 22 are recessed in the upper surface 11c of the base 100.
- the inlet port 21 is provided in a positional relationship corresponding to the cut valve mounting hole 36, as shown in FIGS.
- the outlet port 22 is provided in a positional relationship corresponding to the inlet valve mounting hole 32.
- the inlet port 21 is connected to a pipe H1 (see FIG. 2) from the master cylinder M.
- the outlet port 22 is connected to a pipe H2 (see FIG. 2) leading to the wheel brake R.
- a reservoir mounting hole 34 for mounting the reservoir 4 is formed in the left region of the lower surface 11d of the base 100, as shown in FIG. Further, a suction valve mounting hole 38 for mounting the suction valve 6 is formed in the right side area of the lower surface 11d of the base 100.
- the reservoir mounting hole 34 and the suction valve mounting hole 38 have the same diameter.
- a pump mounting hole 31 for mounting the pump 5a is formed in the left side surface 11e of the base 100, as shown in FIG.
- a pump mounting hole 31 for mounting the pump 5b is formed in the right side surface 11f of the base 100.
- the pumps 5a, 5b are engaged with cam members (not shown) provided on the output shaft of the electric motor 200.
- An electromagnetic coil (not shown) connected to the control device 400 is provided in the control housing 300 (see FIG. 1).
- the electromagnetic coil is attached to the inlet valve 2, the outlet valve 3, and the cut valve 7a protruding from the base 100.
- the control housing 300 is integrally fixed to the front surface 11a of the base 100 while covering the inlet valve 2, the outlet valve 3, the cut valve 7a, the hydraulic pressure sensor 9 and the bus bar.
- the inlet port 21 is a bottomed cylindrical hole, and is provided with the cut valve mounting hole 36 through the first flow path 51 (see FIG. 8).
- the first flow path 51 has a vertical hole 51a formed from the bottom of the inlet port 21 toward the lower surface 11d of the base 100, and a horizontal hole formed from the right side 11f of the base 100 toward the cut valve mounting hole 36. 51b.
- the horizontal hole 51b has an intermediate portion crossing the vertical hole 51a. The left end of the horizontal hole 51b reaches the side of the cut valve mounting hole 36.
- a flow path from the bottom of the inlet port 21 to the side of the cut valve mounting hole 36 through the first flow path 51 corresponds to the output hydraulic pressure path A shown in FIG.
- the cut valve mounting hole 36 is a cylindrical hole with a bottom and a step. As shown in FIG. 9, the cut valve mounting hole 36 communicates with the inlet valve mounting hole 32 through the second flow path 52, the third flow path 53, and the fourth flow path 54.
- the second flow path 52 includes a lateral hole 52a drilled from the bottom of the cut valve mounting hole 36 toward the rear surface 11b of the base 100, and a lateral hole drilled from the right side 11f to the left side 11e of the base 100. And a hole 52b. The left end of the horizontal hole 52b communicates with the rear end of the horizontal hole 52a.
- the third channel 53 is composed of a vertical hole 53a, a horizontal hole 53b, and a vertical hole 53c.
- the vertical hole 53a, the horizontal hole 53b, and the vertical hole 53c form a substantially gate-shaped (reverse-concave) flow path extending left and right of the base 100 in a rear view.
- the vertical hole 53a is formed from the upper surface 11c in the right region of the base 100 to the lower surface 11d.
- the lower end of the vertical hole 53a reaches the side of the pump mounting hole 31 on the right side.
- the lower part of the vertical hole 53a crosses the horizontal hole 52b of the second flow path 52.
- the horizontal hole 53b is formed from the left side surface 11e of the base 100 toward the right side surface 11f.
- the right end of the horizontal hole 53b crosses over the vertical hole 53a.
- the vertical hole 53c is formed from the upper surface 11c in the left region of the base 100 to the lower surface 11d.
- the lower end of the vertical hole 53c reaches the side of the left pump mounting hole 31.
- the upper part of the vertical hole 53c communicates with the left end of the horizontal hole 53b.
- the fourth flow passage 54 has a lateral hole 54a formed from the bottom of the inlet valve mounting hole 32 toward the rear surface 11b of the base 100, and a lateral hole formed from the left side 11e of the base 100 toward the right side 11f. And a hole 54b.
- the right end of the horizontal hole 54b communicates with the rear end of the horizontal hole 54a.
- the outlet port 22 is a bottomed cylindrical hole and communicates with the inlet valve mounting hole 32 via a fifth flow path 55 (see FIG. 5A).
- the fifth flow path 55 includes a vertical hole 55a formed from the bottom of the outlet port 22 toward the lower surface 11d of the base 100, and a horizontal hole formed from the left side surface 11e of the base 100 toward the inlet valve mounting hole 32. And a hole 55b.
- the horizontal hole 55b has an intermediate portion crossing the vertical hole 55a.
- the right end of the horizontal hole 55b reaches the side of the inlet valve mounting hole 32.
- the inlet valve mounting hole 32 is a stepped cylindrical hole with a bottom.
- the flow path reaching the inlet valve mounting hole 32 through the second flow path 52, the third flow path 53, and the fourth flow path 54, and further reaching the outlet port 22 through the fifth flow path 55 is a wheel shown in FIG. This corresponds to the hydraulic path B.
- the flow path including the vertical hole 53a and the vertical hole 53c of the third flow path 53 corresponds to the discharge hydraulic pressure paths C shown in FIG.
- a sixth flow path 56 vertically intersects the side of the cut valve mounting hole 36.
- the sixth flow path 56 is formed of a vertical hole drilled from the upper surface 11c to the lower surface 11d in the right region of the base 100. The lower end of the sixth flow path 56 reaches the side of the sensor mounting hole 37.
- the sensor mounting hole 37 is a stepped cylindrical hole with a bottom. As shown in FIG. 9, the bottom of the sensor mounting hole 37 is directly connected to a one-way valve mounting hole 38a located behind the suction valve mounting hole 38, and the sensor is mounted via this connected portion. The hole 37 communicates with the one-way valve mounting hole 38a.
- the flow path formed at the connection portion between the sensor mounting hole 37 and the one-way valve mounting hole 38a corresponds to the branch hydraulic pressure path A1 shown in FIG.
- a seventh flow path 57 vertically intersects.
- the seventh flow path 57 is formed of a vertical hole drilled from the upper surface 11c to the lower surface 11d in the left region of the base 100.
- the lower end of the seventh flow path 57 reaches the side of the outlet valve mounting hole 33.
- the outlet valve mounting hole 33 is a cylindrical hole with a step having a bottom. As shown in FIG. 6B, the outlet valve mounting hole 33 communicates with the reservoir mounting hole 34 via a ninth flow path 59.
- the ninth flow path 59 is formed by drilling a lateral hole 59a drilled from the bottom of the outlet valve mounting hole 33 toward the rear surface 11b of the base 100, and drilling from a bottom surface of the reservoir mounting hole 34 toward the upper surface 11c of the base 100. And a vertical hole 59b. The upper end of the vertical hole 59b communicates with the rear end of the horizontal hole 59a.
- the reservoir mounting hole 34 is a bottomed cylindrical hole.
- the flow path that reaches the reservoir mounting hole 34 through the ninth flow path 59 corresponds to the open path D shown in FIG.
- the suction valve mounting hole 38 is a bottomed cylindrical hole.
- the suction valve mounting hole 38 and the reservoir mounting hole 34 communicate with each other through an eighth flow path 58 as shown in FIG.
- the eighth flow path 58 includes a vertical hole 58a, a horizontal hole 58b, and a vertical hole 58c.
- the vertical hole 58a, the horizontal hole 58b, and the vertical hole 58c form a substantially gate-shaped (reverse-concave) flow path that extends to the left and right of the base 100 in a rear view.
- the vertical hole 58a is formed from the bottom surface of the suction valve mounting hole 38 toward the upper surface 11c in the right region of the base 100. An intermediate portion of the vertical hole 58a crosses a side portion serving as a suction port of the pump mounting hole 31 on the right side. The vertical hole 58a functions as a first pump suction path connecting the suction valve 6 and one of the pumps 5a.
- the vertical hole 58c is formed from the bottom surface of the reservoir mounting hole 34 toward the upper surface 11c in the left region of the base 100. An intermediate portion of the vertical hole 58c intersects a side portion serving as a suction port of the left pump mounting hole 31. The vertical hole 58c functions as a second pump suction path connecting the reservoir 4 and the other pump 5b.
- the horizontal hole 58b is formed from the right side surface 11f of the base 100 toward the left side surface 11e.
- the right portion of the horizontal hole 58b communicates with the upper end of the vertical hole 58a, and the left end of the horizontal hole 58b communicates with the upper end of the vertical hole 58c.
- the horizontal hole 58b functions as a third pump suction path connecting the vertical hole 58a and the vertical hole 58c.
- the reservoir 4, the suction valve 6, and the respective suction ports of the pumps 5a and 5b are connected by the eighth flow path 58 that functions as one pump suction path.
- a check valve 8 (one-way valve) shown in FIG. 2 is attached to the lower end of the vertical hole 58c.
- the right pump mounting hole 31 on the side close to the inlet port 21 has a discharge side communicating with a fourth flow path 54 in the left region through a third flow path 53, and through the fourth flow path 54. It communicates with the inlet valve mounting hole 32.
- the pump mounting hole 31 has its discharge side connected to the inlet valve mounting hole 32 and then to the outlet port 22 via the fifth flow path 55.
- the suction side of the pump mounting hole 31 on the right side communicates with the negative pressure chamber 6a of the suction valve mounting hole 38 in the right region via the vertical hole 58a of the eighth flow path 58. Further, the suction side of the right pump mounting hole 31 communicates with the suction side of the left pump mounting hole 31 and the reservoir mounting hole 34 via the eighth flow path 58.
- the pump mounting hole 31 on the left side which is closer to the outlet port 22, has its discharge side communicating with the inlet valve mounting hole 32 via the vertical hole 53c of the third flow path 53 and the fourth flow path 54. At the same time, it communicates with the outlet port 22 from the inlet valve mounting hole 32 via the fifth flow path 55.
- the suction side of the left pump mounting hole 31 communicates with the reservoir mounting hole 34 via the vertical hole 58 c of the eighth flow path 58. Further, the suction side of the left pump mounting hole 31 communicates with the suction side of the right pump mounting hole 31 and the suction valve mounting hole 38 via the eighth flow path 58.
- the brake fluid that has flowed into the inlet valve mounting hole 32 flows into the outlet port 22 through the fifth flow path 55 through the inside of the inlet valve 2 in the valve open state, and reaches the wheel brake R through the outlet port 22. .
- the brake fluid that has flowed into the cut valve mounting hole 36 from the inlet port 21 through the first flow path 51 flows into the sensor mounting hole 37 through the sixth flow path 56.
- the hydraulic pressure sensor 9 measures the brake hydraulic pressure from the master cylinder M, and the measured value is taken into the control device 400 as needed.
- Anti-lock brake control Although illustration of arrows indicating the flow of the brake fluid is omitted, when the brake fluid pressure acting on the wheel brakes R is reduced by the anti-lock brake control, for example, as described above, the inlet valve 2 is controlled by the control device 400. Is closed, and the outlet valve 3 is opened. Then, the brake fluid acting on the wheel brake R flows into the side of the inlet valve mounting hole 32 through the outlet port 22 and the fifth flow path 55.
- the brake fluid that has flowed into the inlet valve mounting hole 32 does not flow into the fourth flow path 54 without passing through the fourth seventh flow path 57 because the inlet valve 2 is in the closed state. Flows into.
- the brake fluid that has flowed into the outlet valve mounting hole 33 flows into the ninth flow path 59 through the interior of the outlet valve 3 because the outlet valve 3 is open, and flows into the reservoir mounting hole 34.
- the control device 400 drives the electric motor 200 to operate the pumps 5a and 5b.
- the brake fluid stored in the reservoir mounting hole 34 is sucked into the pump mounting holes 31 via the eighth flow path 58 and discharged to the third flow path 53.
- the brake fluid discharged to the third flow path 53 flows from the left side area to the right side area of the base 100 through the third flow path 53 and flows into the cut valve mounting hole 36 through the second flow path 52.
- the brake fluid that has flowed into the cut valve mounting hole 36 flows through the inside of the cut valve 7a into the first flow path 51 because the cut valve 7a is open, and returns to the master cylinder M side through the inlet port 21.
- the thin film driving portion 642 of the diaphragm 64 is elastically deformed toward the one-way valve 61, and the upper surface of the plunger 62 contacts the lower surface of the large-diameter valve 613, and the large-diameter valve 613 is moved upward. Push up. By this pushing up, the large diameter valve 613 is unseated.
- the brake fluid on the master cylinder M side flows into the cut valve mounting hole 36 from the inlet port 21 through the first flow path 51 (see the dotted arrow in the figure).
- the brake fluid that has flowed into the cut valve mounting hole 36 flows into the sixth flow path 56 through the side of the cut valve 7a that has been closed, passes through the inside of the sensor mounting hole 37, and passes through the one-way valve mounting hole 37. 38a (see the dotted arrow in the figure).
- the brake fluid that has flowed into the one-way valve mounting hole 38a flows into the negative pressure chamber 6a, and is sucked into the one pump mounting hole 31 through the vertical hole 58a of the eighth flow path 58 (see the solid arrow in the drawing). ).
- the brake fluid sucked into the one pump mounting hole 31 is pressurized by the one pump 5a (see, for example, FIG. 12A), and is supplied from the third channel 53 to the fourth valve 54 through the inlet valve mounting hole. 32, and then discharged from the outlet port 22 to the wheel brake R through the fifth flow path 55 (see the dotted arrow in the figure).
- the brake fluid sucked into the other pump mounting hole 31 is pressurized by the pump 5b with a half cycle shift from the one pump 5a (for example, see FIG.
- the cut valve 7a is closed by the control device 400, and the electric motor 200 is operated to operate the pumps 5a and 5b (see FIG. The same) is driven.
- the negative pressure chamber 6a of the suction valve 6 communicating with the eighth flow path 58 has a negative pressure
- the thin film driving portion 642 of the diaphragm 64 is elastically moved toward the one-way valve 61. Deform.
- the brake fluid on the master cylinder M side is supplied to the inlet port 21, the first flow path 51, the cut valve mounting hole 36, the sixth flow path 56, and the sensor mounting hole 37 in the same manner as described above.
- the brake fluid flowing into the one-way valve mounting hole 38a is sucked from the negative pressure chamber 6a into the pump mounting holes 31, 31 through the eighth flow path 58, and the third flow path 53, the fourth flow path 54, the inlet valve It is discharged from the outlet port 22 to the wheel brake R through the mounting hole 32 and the fifth flow path 55.
- the brake fluid on the master cylinder M side flows into the negative pressure chamber 6a
- the brake fluid pressure on the master cylinder M acts on the diaphragm 64
- the thin film driving section 642 returns to the lid member 65 side.
- the above operation is repeatedly performed, and the brake fluid pressurized by the pumps 5a and 5b repeatedly acts on the wheel brake R.
- the effective diameter L1 of the diaphragm 64 is larger than the inner diameter L3 of the one-way valve mounting hole 38a that accommodates the one-way valve 61.
- the operability of the diaphragm 64 can be enhanced even when the brake fluid pressure from the engine is relatively high. Therefore, the valve opening property of the suction valve 6 can be improved. Further, since the reservoir 4 and the suction valve 6 can be formed separately, the size of the suction valve 6 itself can be reduced. Further, the degree of freedom of the layout of each member is increased.
- the one-way valve 61 includes a small-diameter valve 614 and a large-diameter valve 613.
- the urging force of the one-way valve 61 in the valve closing direction can be set separately for the small-diameter valve 614 and the large-diameter valve 613, and the urging force of the small-diameter valve 614 in the valve-closing direction is set to be larger than necessary. Eliminates the need. Further, at the time of pressurization, the large-diameter valve 613 can be opened to secure the pressurization performance.
- the large diameter valve 613 is provided so as to surround the small diameter valve 614, the combination of the small diameter valve 614 and the large diameter valve 613 can be made compact.
- the small-diameter valve 614, the large-diameter valve 613, the valve seat 611a, the valve seat 613b, and the valve springs 614s, 613s are unitized and attached to the one-way valve mounting hole 38a (the base body 100). Therefore, the assemblability to the suction valve 6 is improved. Thereby, cost can be reduced.
- lid member 65 is provided with the retaining portion 653, there is no need to separately prepare a dedicated component for retaining.
- the seal part 641 includes a first seal part 643 and a cup seal part 644. Thereby, the side close to the outside of the base 100 and the opposite side close to the inside of the base 100 can be formed by separate seal portions. Therefore, the sealing performance of the diaphragm 64 can be improved.
- cup seal portion 644 can prevent the brake fluid from leaking to the outside when receiving the brake fluid on the master cylinder M side, for example, when the suction valve 6 is opened and fixed. . Therefore, the sealing performance is improved.
- the cross section of the plunger orthogonal to the axial direction is substantially triangular, a passage can be easily formed on the outer peripheral surface of the plunger 62, and the communication of the brake fluid can be improved. Further, since the pressure can be canceled before and after the plunger 62 by setting the brake fluid pressure (receiving pressure) to the same pressure, the operability of the plunger 62 can be improved.
- the plunger 62 may have a polygonal cross section.
- a brake fluid pressure control device in a vehicle in which a front wheel brake unit and a rear wheel brake unit are separated, a brake fluid pressure control device U corresponding to a rear wheel brake will be described as an example.
- a hydraulic path indicated by a thick dashed line is a portion where the hydraulic fluid pressurized by the master cylinder M acts.
- the hydraulic pressure path indicated by the thick solid line is a portion where the pressurized hydraulic fluid is acting, and the hydraulic pressure path indicated by the thick broken line is a negative pressure when the pump 5 sucks the hydraulic fluid.
- Part. 15A and 15B are the same as FIGS. 10A and 10B described above.
- the present embodiment is different from the first embodiment in that the inlet valve 2 required in the hydraulic circuit of the first embodiment is eliminated and a control valve 2A corresponding to this is provided. That is, in this embodiment, the inlet valve does not exist in the wheel hydraulic pressure path B (second branch hydraulic pressure path B1) and the discharge hydraulic pressure path C. Further, one pump 5 is driven by the electric motor 50.
- the brake hydraulic pressure control device U includes a hydraulic circuit U2 shown in FIG.
- the brake hydraulic pressure control device U can execute anti-lock brake control of the wheel brake R and pressurization brake control of the wheel brake R.
- the hydraulic circuit U2 includes a control valve 2A, an outlet valve 3, a reservoir 4, a pump 5, a suction valve 6, a hydraulic sensor 9, and an electric motor 50. Further, a control unit 10 that controls opening and closing of the control valve 2A and the outlet valve 3 and controls driving of the pump 5 (driving of the electric motor 50) is connected to the hydraulic circuit U2.
- the hydraulic circuit U2 is filled with hydraulic fluid.
- the fluid path from the master cylinder M to the control valve 2A is referred to as “output hydraulic pressure path A”, and the flow path from the control valve 2A to the wheel brake R is referred to as “wheel hydraulic pressure path B”.
- the flow path from the pump 5 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path C”, and the flow path from the outlet valve 3 to the reservoir 4 is referred to as “open path D”.
- the flow path from the suction valve 6 to the pump 5 is referred to as “suction hydraulic pressure path E”, and the flow path from the open path D between the outlet valve 3 and the reservoir 4 to the suction hydraulic pressure path E is referred to as “return liquid pressure”.
- Pressure path F ".
- the flow path from the open path D to the pump 5 is referred to as “suction hydraulic pressure path E”.
- the flow path branched from the output hydraulic pressure path A to the suction valve 6 is referred to as a “first branch hydraulic pressure path A1”, and the flow path branched from the wheel hydraulic pressure path B to the outlet valve 3 is referred to as a “first flow path”.
- This is referred to as a "two-branch hydraulic path B1.”
- the hydraulic circuit U2 is schematically shown, and in order to realize the hydraulic circuit U2, although not shown in the drawing, a circuit configuration in which the valves are directly connected to each other without passing through a fluid path is used. Is also possible.
- the fluid passages (the output fluid passage A and the wheel fluid passage B) connected to the master cylinder M normally communicate from the master cylinder M to the wheel brake R through the control valve 2A. Thereby, the hydraulic pressure of the hydraulic fluid generated by the operation of the brake pedal BP is transmitted to the wheel brake R.
- a control valve 2A and an outlet valve 3 are provided on a fluid path connecting the master cylinder M and the wheel brake R.
- the control valve 2A is a normally open linear solenoid valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B.
- the control valve 2A switches between a state in which the flow of the hydraulic fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is permitted and a state in which the flow is blocked.
- the control valve 2A allows the hydraulic fluid pressurized by the master cylinder M to be transmitted to the wheel brake R when the valve is in the open state.
- the control valve 2A shuts off the hydraulic fluid transmitted to the wheel brake R by being closed by the control unit 10 when the wheel is about to be locked.
- the control valve 2A is closed by the control of the control unit 10 when performing the pressure brake control described later.
- the control valve 2A determines that the hydraulic pressure of the hydraulic fluid in the wheel hydraulic pressure path B exceeds the hydraulic pressure of the hydraulic fluid in the output hydraulic pressure path A, and the hydraulic pressure of the hydraulic fluid in the output hydraulic pressure path A and the wheel hydraulic pressure.
- the hydraulic fluid in the wheel hydraulic passage B moves to the output hydraulic passage A side. Open.
- the outlet valve 3 is provided between the wheel brake R and the reservoir 4 (between the second branch hydraulic pressure path B1 and the open path D). Although the outlet valve 3 is normally closed, the hydraulic fluid applied to the wheel brake R is released to the reservoir 4 by opening (opening) when the rear wheel is about to be locked.
- the reservoir 4 has a function of temporarily storing the hydraulic fluid that is released when the outlet valve 3 is opened.
- the pump 5 is provided between the suction hydraulic pressure path E and the discharge hydraulic pressure path C.
- the pump 5 is driven by the torque of the electric motor 50 based on a command from the control unit 10.
- the pump 5 sucks the working fluid stored in the reservoir 4 and discharges the working fluid to the discharge hydraulic pressure path C.
- the control valve 2A When the control valve 2A is in the closed state and the suction valve 6 is in the open state, the pump 5 is connected to the master cylinder M, the first branch hydraulic pressure path A1, the suction hydraulic pressure path E, the reservoir 4, and the like.
- the stored hydraulic fluid is sucked and discharged to the discharge hydraulic pressure path C.
- control valve 2A In normal brake control, the control valve 2A is in the open state, the outlet valve 3 is in the closed state, and the one-way valve 61 of the suction valve 6 is closed, and the suction valve 6 is closed. I have.
- the suction valve 6 Since the suction valve 6 is the same as that of the first embodiment, the hydraulic fluid from the master cylinder M acts on the suction valve 6 via the output hydraulic pressure path A and the first branch hydraulic pressure path A1. .
- the large-diameter valve 613 and the small-diameter valve 614 (see FIG. 15A, the same applies hereinafter) of the one-way valve 61 receive the hydraulic fluid and are seated, respectively, and the closed state of the suction valve 6 is maintained. That is, the hydraulic fluid from the master cylinder M does not act on the suction hydraulic pressure path E side.
- the hydraulic fluid from the master cylinder M is acting on the suction valve 6 via the first branch hydraulic pressure path A1, as in the normal brake control.
- the suction valve 6 maintains the closed state as described above.
- the hydraulic fluid stored in the reservoir 4 by the pressure reduction is used at the time of pressure increase in antilock brake control described later.
- the hydraulic fluid remaining in the reservoir 4 after the end of the antilock brake control is returned to the master cylinder M.
- the control unit 10 demagnetizes the coils of the control valve 2A and the outlet valve 3.
- the control valve 2A is opened, and the outlet valve 3 is closed.
- the electric motor 50 is driven by the control unit 10 to operate the pump 5.
- the hydraulic fluid stored in the reservoir 4 is sucked by the pump 5 and returned from the pump 5 to the master cylinder M through the discharge hydraulic pressure path C, the wheel hydraulic pressure path B, the control valve 2A, and the output hydraulic pressure path A.
- the pressure of the working fluid acting on the wheel brake R is not sufficient with the working fluid stored in the suction fluid pressure passage E and the reservoir 4 alone, the working fluid on the master cylinder M side is sucked and continuously increased. Pressure control is performed.
- the reason why the hydraulic fluid stored in the reservoir 4 is sucked first will be described. That is, when the suction valve 6 is opened, the negative pressure chamber 6a communicating with the suction hydraulic pressure path E becomes negative pressure, and the thin film driving portion 642 of the diaphragm 64 is elastically deformed toward the one-way valve 61 by the atmospheric pressure. Done in When the hydraulic fluid is stored in the reservoir 4, the spring provided in the reservoir 4 is in a state of urging the piston of the reservoir 4 to return to the initial position.
- the hydraulic path E is in a pressurized state.
- the suction valve 6 does not open until the pressurization from the reservoir 4 is stopped (the hydraulic fluid in the reservoir 4 becomes empty).
- the hydraulic fluid stored in the reservoir 4 is sucked first.
- the Rukoto is the reason for removing the hydraulic fluid from the reservoir 4 .
- the pressing force by the hydraulic pressure of the hydraulic fluid on the master cylinder M side generated by the driver's pedaling force and the urging force of the valve spring 614s are acting on the small diameter valve 614. Therefore, when the force by which the plunger 62 pushes up the small diameter valve 614 exceeds the resultant force of the pressing force acting on the small diameter valve 614 and the urging force, the small diameter valve 614 is separated from the valve seat 613b. That is, the small-diameter valve 614 is opened by a pressure difference between the pushing force and the resultant force.
- the first branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the unseated gap and the gap S1 of the plunger 62.
- the hydraulic fluid on the master cylinder M side flows into the negative pressure chamber 6a from the first branch hydraulic pressure path A1 through the one-way valve 61, and further flows into the suction hydraulic pressure path E from the negative pressure chamber 6a. It is sucked by the pump 5.
- the control unit 10 excites the coil of the control valve 2A and demagnetizes the coil of the outlet valve 3, as shown in FIG. 17B. Then, the driving of the electric motor 50 is stopped, and the pump 5 is stopped. As a result, the control valve 2A is closed, and the outlet valve 3 is closed. Further, the closed state of the suction valve 6 is maintained in the same manner as described above. In this way, the hydraulic fluid is confined in the flow path (the discharge hydraulic pressure path C, the wheel hydraulic pressure path B, and the second branch hydraulic pressure path B1) closed by the control valve 2A, the outlet valve 3, and the pump 5. . As a result, the hydraulic pressure of the working fluid acting on the wheel brake R is kept constant.
- the large-diameter valve 613 is separated from the annular valve seat 611a, and the first branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the gap S1 of the plunger 62.
- the hydraulic fluid on the master cylinder M side flows into the negative pressure chamber 6a from the first branch hydraulic pressure path A1 through the one-way valve 61, and further flows into the suction hydraulic pressure path E from the negative pressure chamber 6a. It is sucked by the pump 5.
- the control unit 10 closes the control valve 2A, The outlet valve 3 is closed.
- the suction valve 6 is also in a closed state (the closed state is not shown in FIG. 19A). Then, in this state, the electric motor 50 is driven by the control unit 10 to operate the pump 5.
- the small diameter valve 614 is separated from the valve seat 613b. That is, the small-diameter valve 614 is opened by a pressure difference between the pushing force and the resultant force.
- the first branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the unseated gap and the gap S1 of the plunger 62.
- the hydraulic fluid on the master cylinder M side flows into the negative pressure chamber 6a from the first branch hydraulic pressure path A1 through the one-way valve 61, and further flows into the suction hydraulic pressure path E from the negative pressure chamber 6a. It is sucked by the pump 5.
- control valve 2A determines that the hydraulic pressure of the hydraulic fluid in the wheel hydraulic pressure path B, which has been increased by the pump 5, exceeds the hydraulic pressure of the hydraulic fluid in the output hydraulic pressure path A, and the difference between the hydraulic pressures of the two hydraulic fluids.
- the hydraulic fluid in the wheel hydraulic pressure path B is released to the output hydraulic pressure path A side.
- the pump 5 In the pressurized brake control when the brake pedal BP is not operated, even when the brake pedal BP is operated later, similarly to the pressurized brake control when the brake pedal BP is operated, the pump 5 is used.
- the pressurized hydraulic fluid acts on the wheel brake R.
- the normal brake control is performed by transmitting the hydraulic fluid pressure generated in accordance with the operation amount of the brake pedal BP to the wheel brake R through the control valve 2A. it can.
- the control valve 2A by closing the control valve 2A and releasing the hydraulic pressure of the working fluid acting on the wheel brake R to the reservoir 4 by opening the outlet valve 3, pressure reduction of the antilock brake control can be executed.
- the pump 5 is driven by closing the control valve 2A, and the hydraulic fluid leaked to the reservoir 4 or the hydraulic fluid from the master cylinder M is sucked and discharged to the wheel brake R side, thereby increasing the pressure in the anti-lock brake control. Can be executed. Further, by closing the control valve 2A and the outlet valve 3, the antilock brake control can be maintained.
- control valve 2A is closed, the suction valve 6 is opened, and the pump 5 is driven, and the hydraulic fluid leaked to the reservoir 4 or the hydraulic fluid from the master cylinder M is sucked and discharged to the wheel brake R side, thereby increasing the pressure.
- Pressure brake control can be executed.
- control valve 2A has a function corresponding to the inlet valve required in the conventional hydraulic circuit, so that the inlet valve is substantially removed from the hydraulic circuit U2. Can be eliminated. Therefore, the number of parts can be reduced.
- the brake hydraulic pressure control device U performs the antilock brake based on at least one of a change in the operation amount of the brake pedal BP, a change in the pressure of the working fluid acting on the wheel brake R, and a change in the wheel speed. Pressure reduction, pressure increase, holding in control, and pressurization in pressure brake control can be suitably executed.
- suction valve 6 is opened by the pressure difference between the hydraulic pressure of the hydraulic fluid on the master cylinder M side and the hydraulic pressure of the hydraulic fluid on the suction port side of the pump 5 which becomes a negative pressure by the operation of the pump 5.
- the control by the control unit 10 is simplified, and the cost can be reduced.
- a brake fluid pressure control device in a vehicle in which a front wheel brake unit and a rear wheel brake unit are separated, a brake fluid pressure control device U corresponding to a rear wheel brake will be described as an example.
- the difference between the brake fluid pressure control device U of the present embodiment and the first and second embodiments is that the reservoir 66 is provided integrally with the mechanical suction valve 60A.
- the flow path from the outlet valve 3 to the suction valve 60A is formed as one continuous flow path “open path D”.
- the flow path from the open path D to the pump 5 is referred to as “intake hydraulic pressure path E1”.
- the hydraulic circuit U3 is schematically shown, and in order to realize the hydraulic circuit U3, although not shown in the figure, a circuit configuration in which the valves are directly connected to each other without passing through a fluid path is used. Is also possible.
- the brake hydraulic pressure control device U includes a hydraulic circuit U3 shown in FIG.
- the brake hydraulic pressure control device U can execute anti-lock brake control of the wheel brake R and pressurization brake control of the wheel brake R.
- the hydraulic circuit U3 includes a control valve 2A, an outlet valve 3, a pump 5, a suction valve 60A, a hydraulic sensor 9, and an electric motor 50. Further, a control unit 10 that controls opening and closing of the control valve 2A and the outlet valve 3 and controls driving of the pump 5 (driving of the electric motor 50) is connected to the hydraulic circuit U3.
- the hydraulic circuit U3 is filled with hydraulic fluid.
- Suction valve 60A switches between an open state and a shutoff state between first branch hydraulic pressure path A1 and open path D, as in the second embodiment.
- the suction valve 60A is normally closed.
- the suction valve 60A operates on the master cylinder M side (the first branch hydraulic pressure path A1 side) with the hydraulic pressure of the hydraulic fluid and on the suction port side (the open path D side) of the pump 5 which becomes a negative pressure when the pump 5 operates.
- the valve is configured to be opened by a pressure difference from the liquid pressure of the liquid.
- the suction valve 60A fixes the normally closed one-way valve 61, the plunger 62, the plunger plate 63, the diaphragm 64, and the diaphragm 64 similarly to the suction valve 6 of the second embodiment.
- a lid member 65A as a plug for performing the operation.
- the reservoir 66 includes a diaphragm 64 and a concave portion 67 formed on the lid member 65A.
- the diaphragm 64 elastically deforms toward the bottom of the concave portion 67.
- the negative pressure chamber 6 a partitioned by the diaphragm 64 expands due to the elastic deformation of the diaphragm 64 and functions as a reservoir chamber for temporarily storing the hydraulic fluid.
- the suction valve 60 ⁇ / b> A of the present embodiment will be described focusing on the differences from the suction valve 6 of the second embodiment.
- a projection 611b used to lock the plunger 62 is continuously formed in the circumferential direction on the inner surface of the lower part of the fixed part 611 of the one-way valve 61.
- a locking portion 62b used for locking the fixing portion 611 to the projection 611b is formed on the upper outer surface of the plunger 62.
- the locking portion 62b is configured to abut against the protrusion 611b of the fixing portion 611 from above.
- the plunger 62 is not fixed to the upper surface of the plunger plate 63, and can be detached from the plunger plate 63. That is, as shown in FIG. 23B, when the diaphragm 64 is elastically deformed toward the opening of the suction valve mounting hole 38, the plunger 62 is detached from the plunger plate 63. In this case, the locking portion 62b of the plunger 62 is locked to the protrusion 611b of the fixing portion 611 of the one-way valve 61, so that the plunger 62 is held by the fixing portion 611 (hanging state). In addition, as shown in FIG. 21A, the plunger 62 is brought into contact with the upper surface of the plunger plate 63 while the diaphragm 64 elastically deforms upward and returns to the initial position.
- the plunger plate 63 is formed in a flat plate shape so that the plunger 62 can be detached without being caught.
- the annular rib 63a (see FIG. 15A) is not formed on the upper surface of the plunger plate 63.
- the diaphragm 64 can be elastically deformed toward the inside of the concave portion 67 formed in the lid member 65A.
- the diaphragm 64 receives the hydraulic fluid flowing into the negative pressure chamber 6a through the open path D and is elastically deformed into the concave portion 67.
- the elastically deformed diaphragm 64 is elastically deformed toward the one-way valve 61 opposite to the concave portion 67 by the pump 5 sucking the hydraulic fluid into the open passage D as described later.
- the lid member 65A is formed in a bottomed cylindrical shape by including a concave portion 67.
- the concave portion 67 is formed at the radial center of the base 651 of the lid member 65A.
- the base 651 has a bottomed cylindrical shape.
- the concave portion 67 is formed continuously with an inner surface portion 671 formed continuously with the lip portion 654, a corner portion 672 formed continuously below the inner surface portion 671, and an end portion of the corner portion 672. And a bottom surface portion 673.
- the inner surface portion 671 extends toward the opening of the suction valve mounting hole 38 on the lower side, and is gradually narrowed in a tapered cross section.
- the corner 672 has an arc-shaped cross section, and connects the inner surface 671 and the bottom surface 673.
- the bottom surface portion 673 is gently inclined like a funnel toward the radial center of the concave portion 67. At the center in the radial direction of the bottom surface portion 673, an atmosphere communication hole 655 communicating with the atmosphere is formed.
- the concave portion 67 allows the diaphragm 64 to largely elastically deform toward the opening of the suction valve mounting hole 38 as shown in FIG. 23B.
- the inner surface portion 671 and the corner portion 672 also function as guide portions when the diaphragm 64 is elastically deformed toward the opening of the suction valve mounting hole 38.
- the diaphragm 64 is elastically deformed in a form along the inner surface shape of the concave portion 67, and is prevented from being elastically deformed to an unintended form.
- the diaphragm 64 When the diaphragm 64 is elastically deformed toward the opening of the suction valve mounting hole 38, the flat portion 647 of the diaphragm 64 faces the bottom surface 673. In addition, since the diaphragm 64 is elastically deformed toward the opening of the suction valve mounting hole 38, the volume of the negative pressure chamber 6a partitioned by the diaphragm 64 is increased.
- the control unit 10 demagnetizes the electromagnetic coils of the control valve 2A and the outlet valve 3. That is, in the normal brake control, the control valve 2A is in the open state and the outlet valve 3 is in the closed state. Further, the one-way valve 61 of the suction valve 60A is closed, and the suction valve 60A is in a closed state.
- the hydraulic fluid from the master cylinder M acts on the suction valve 60A via the first branch hydraulic pressure path A1.
- the large-diameter valve 613 and the small-diameter valve 614 of the one-way valve 61 receive the hydraulic pressure of the hydraulic fluid, and are seated, so that the closed state of the suction valve 60A is maintained. That is, the hydraulic fluid from the master cylinder M does not act on the open path D side.
- the diaphragm 64 When the hydraulic fluid flows into the negative pressure chamber 6a, as shown in FIG. 23B, the diaphragm 64 receives the flowed hydraulic fluid and elastically deforms toward the opening side of the suction valve mounting hole 38 so that the diaphragm 64 follows the concave portion 67. I do. As a result, the capacity of the negative pressure chamber 6a is increased, and the working fluid is stored in the reservoir 66. As a result, the hydraulic fluid acting on the wheel brake R is reduced in pressure.
- the hydraulic fluid from the master cylinder M acts on the suction valve 60A in the same manner as in the normal brake control. Therefore, the large-diameter valve 613 and the small-diameter valve 614 of the one-way valve 61 are seated, and the closed state of the suction valve 60A is maintained. That is, the hydraulic fluid from the master cylinder M does not act on the suction hydraulic pressure passage E11 side.
- the hydraulic fluid stored in the reservoir 66 due to the pressure reduction is used at the time of pressure increase in antilock brake control described later.
- the hydraulic fluid remaining in the reservoir 66 after the end of the antilock brake control is returned to the master cylinder M.
- the control unit 10 demagnetizes the coils of the control valve 2A and the outlet valve 3.
- the control valve 2A is opened, and the outlet valve 3 is closed.
- the electric motor 50 is driven by the control unit 10 to operate the pump 5.
- the working fluid stored in the reservoir 66 is sucked by the pump 5 through the open passage D and the suction fluid pressure passage E11.
- the hydraulic fluid sucked by the pump 5 is discharged from the pump 5 to the wheel hydraulic pressure passage B through the discharge hydraulic pressure passage C, and is returned from the control valve 2A to the master cylinder M through the output hydraulic pressure passage A. Since the hydraulic fluid sucked by the pump 5 is returned to the master cylinder M through the control valve 2A, it does not act on the wheel brake R on the wheel hydraulic pressure path B.
- the pressure increase control is continuously performed.
- the hydraulic fluid acting on the wheel brake R is not sufficiently pressurized with only the hydraulic fluid stored in the open passage D, the suction hydraulic pressure passage E11 and the reservoir 66, the pressure increase control is continuously performed.
- the hydraulic fluid stored in the reservoir 66 is sucked first. The reason is that the suction fluid of the reservoir 66 is pumped out by the suction of the pump 5, and the suction valve 60A does not open unless the diaphragm 64 returns to the initial position.
- the pressing force of the hydraulic fluid on the master cylinder M side generated by the driver's pedaling force and the urging force of the valve spring 614s act on the small diameter valve 614. Therefore, when the force by which the plunger 62 pushes up the small-diameter valve 614 exceeds the resultant force of the pressing force acting on the small-diameter valve 614 and the urging force, the small-diameter valve 614 is separated from the valve seat 613b. That is, the small-diameter valve 614 is opened by a pressure difference between the pushing force and the resultant force.
- the first branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the unseated gap and the gap S1 of the plunger 62.
- the hydraulic fluid on the master cylinder M side flows into the negative pressure chamber 6a from the first branch hydraulic pressure path A1 through the one-way valve 61, and further from the negative pressure chamber 6a to the open path D and the suction hydraulic pressure path E11. And is sucked by the pump 5.
- the large-diameter valve 613 is separated from the annular valve seat 611a, and the first branch hydraulic pressure path A1 communicates with the negative pressure chamber 6a through the gap S1 of the plunger 62.
- the hydraulic fluid on the master cylinder M side flows into the negative pressure chamber 6a from the first branch hydraulic pressure path A1 through the one-way valve 61, and further from the negative pressure chamber 6a to the open path D and the suction hydraulic pressure path E11. And is sucked by the pump 5 (see FIG. 25A).
- the control unit 10 closes the control valve 2 ⁇ / b> A as in the case of the pressure increase of the antilock brake control described above.
- the outlet valve 3 is closed.
- the suction valve 60A is also in the closed state (the closed state is not shown in FIG. 26A). Then, in this state, the electric motor 50 is driven by the control unit 10 to operate the pump 5.
- the thin film drive section 642 of the diaphragm 64 is elastically deformed toward the one-way valve 61 to move the plunger 62 upward as shown in FIG. 26B.
- the force by which the plunger 62 pushes up the small-diameter valve 614 exceeds the resultant force acting on the small-diameter valve 614, the small-diameter valve 614 separates from the valve seat 613b, and the master cylinder M operates through the gap S1.
- the liquid flows into the negative pressure chamber 6a.
- the diaphragm 64 returns to the lid member 65A side by the flowing hydraulic fluid, and the small diameter valve 614 is seated on the valve seat 613b.
- the opening and closing of the small diameter valve 614 as described above is repeatedly performed, and the hydraulic fluid acts on the wheel brake R to brake the wheel.
- control valve 2A determines that the hydraulic pressure of the hydraulic fluid in the wheel hydraulic pressure path B, which has been increased by the pump 5, exceeds the hydraulic pressure of the hydraulic fluid in the output hydraulic pressure path A, and the difference between the hydraulic pressures of the two hydraulic fluids When the pressure exceeds the electromagnetic force for closing the valve, the hydraulic fluid in the wheel hydraulic pressure path B is released to the output hydraulic pressure path A side and adjusted.
- the pump 5 In the pressurized brake control when the brake pedal BP is not operated, even when the brake pedal BP is operated later, similarly to the pressurized brake control when the brake pedal BP is operated, the pump 5 is used.
- the pressurized hydraulic fluid acts on the wheel brake R.
- the hydraulic fluid released from the wheel brake R at the time of pressure reduction in the antilock brake control flows into the negative pressure chamber 6a in the suction valve mounting hole 38 by
- the diaphragm 64 elastically deforms toward the lid member 65A and expands, and the volume of the negative pressure chamber 6a (reservoir chamber) changes and the hydraulic fluid is stored.
- the reservoir 66 can be configured with a simple configuration utilizing the elastic deformation of the diaphragm 64, the number of components can be suppressed and the cost can be reduced.
- the lid member 65A closes the one-way valve mounting hole 38a as a storage portion and fixes the diaphragm 64 in the one-way valve mounting hole 38a. Therefore, the diaphragm 64 can be reliably fixed to the base 110 by the lid member 65A. This effect is similarly exerted in the configuration using the lid member 65 of the second embodiment.
- the concave portion 67 of the diaphragm 64 on the lid member 65A side can be easily communicated with the air side.
- the present invention is not limited to the above embodiments, and can be appropriately changed without departing from the gist of the present invention.
- the brake fluid pressure control device U for the rear wheel brake R has been described.
- the brake fluid pressure control device U for the front wheel brakes may be used instead of the brake pedal BP. .
- the sensor mounting hole 37 may be formed to have the same diameter as the outlet valve mounting hole 33. In this case, the sensor mounting hole 37 may have the same shape as the outlet valve mounting hole 33.
- the suction valve mounting hole 38 may be formed with an inner diameter different from that of the reservoir mounting hole 34.
- the arrangement of the small-diameter valve 614 and the large-diameter valve 613 in the one-way valve 61 can be set as appropriate.
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Abstract
Description
特許文献1の車両用ブレーキ液圧制御装置では、マスタシリンダとポンプの吸入口との間に接続された調圧リザーバを備えている。調圧リザーバは、リザーバと、圧力差によって機械的に作動するダイヤフラムが設けられたメカサクション弁と、を備えている。
ダイヤフラムの有効径を大きく設定するができないと、マスタシリンダ側から入力されるブレーキ液圧が比較的高圧である場合に、サクション弁を開弁するのに必要なダイヤフラムの推力が得られ難い。
また、リザーバが備わる場合には、リザーバとサクション弁とを別体とすることが可能であるので、サクション弁自体を小型化することができる。
また、カップシール部とすることにより、例えば、サクション弁が開弁固着した場合において、マスタシリンダ側のブレーキ液を受けたときに、外部にブレーキ液が漏れないようにすることができる。
図1に示すように、本実施形態の車両用ブレーキ液圧制御装置(以下、単に「ブレーキ液圧制御装置」という)Uは、自動二輪車、自動三輪車、オールテレーンビークル(ATV)などバーハンドルタイプの車両に用いられるものである。搭載される車両においては、前輪のブレーキユニットと後輪のブレーキユニットとがセパレートされていることが好ましい。本実施形態では、後輪の車輪ブレーキに作用するブレーキ液圧を制御するブレーキ液圧制御装置について説明する。
ブレーキ液圧制御装置Uは、図1に示すように、基体100と、駆動源となるモータ(電動モータ)200と、コントロールハウジング300と、制御装置400と、を備えている。電動モータ200は、基体100の後面11bに取り付けられている。コントロールハウジング300は、基体100の前面11a(図3(b)参照)に取り付けられている。制御装置400は、コントロールハウジング300内に収容されている。
入口ポート21は、図3(a)に示すように、基体100の上面11cの右側領域に形成されている。また、出口ポート22は、入口ポート21とは反対側となる基体100の上面11cの左側領域に形成されている。
マスタシリンダMに接続された液路(出力液圧路Aおよび車輪液圧路B)は、通常時、マスタシリンダMから車輪ブレーキRまで連通している。これにより、ブレーキペダルBPの操作で発生したブレーキ液圧が車輪ブレーキRに伝達される。
リザーバ4は、図4(b)に示すリザーバ装着穴34に装着される。リザーバ装着穴34は、基体100の下面11dの左側領域に開口している。すなわち、リザーバ4は、基体100の左下部に設けられている。
サクション弁6は、機械式のサクション弁であり、分岐液圧路A1と吸入液圧路Eとの間を開放する状態および遮断する状態を切り換えるものである。サクション弁6は、マスタシリンダM側(分岐液圧路A1側)のブレーキ液圧と、ポンプ5a,5bの作動で負圧となるポンプ5a,5bの吸入口側(吸入液圧路E側)のブレーキ液圧との圧力差によって開弁するように構成されている。
小径弁614は、小径弁614とリテーナ612の底部との間に縮設されたコイル状の弁バネ614sによって着座方向に付勢されており、弁座613bに着座している。弁バネ614sは、弁バネ613sよりも小径である。
プランジャ62は、プランジャ板63上面に立設された状態で固定されている。
シール部641は、第一シール部643と、第一シール部643に連続してサクション弁装着穴38の開口部と反対側となる上方に延在する環状のカップシール部644とを備えている。
また、出力液圧路Aには、液圧センサ9が配置されている。液圧センサ9は、出力液圧路Aのブレーキ液圧、すなわち、マスタシリンダMにおけるブレーキ液圧の大きさを計測するものである。
液圧センサ9で計測されたブレーキ液圧の値は、制御装置400に随時取り込まれ、制御装置400によりマスタシリンダMからブレーキ液圧が出力されているか否か、すなわち、ブレーキペダルBPが踏まれているか否かが判定される。さらに、液圧センサ9で計測されたブレーキ液圧の大きさに基づいて、加圧制御等が行われる。
なお、液圧回路U1の説明において、太い一点鎖線で示す液圧路は、マスタシリンダMで昇圧された作動液が作用している部分である。また、同様に、太い実線で示す液圧路は、昇圧された作動液が作用している部分であり、太い破線で示す液圧路は、ポンプ5に作動液が吸引されて負圧となる部分である。
各車輪がロックする可能性のない通常のブレーキ時においては、前記した複数の電磁弁を駆動させる複数の電磁コイルがいずれも制御装置400によって消磁させられる。つまり、通常のブレーキにおいては、カット弁7aと入口弁2とが開弁状態になっており、出口弁3が閉弁状態になっている。また、サクション弁6は、一方向弁61が閉弁状態になっている。
アンチロックブレーキ制御は、車輪がロック状態に陥りそうになったときに実行されるものであり、車輪ブレーキRに作用するブレーキ液圧を減圧、増圧あるいは一定に保持する状態を適宜選択することによって実現される。なお、減圧、増圧および保持のいずれを選択するかは、図示しない車輪速度センサから得られた車輪速度に基づいて、制御装置400によって判断される。
ブレーキペダルBPの操作がない非操作時において、制御装置400により車輪を制動すべきと判断された場合には、制御装置400が、図11Bに示すように、カット弁7aを励磁してこれを閉弁状態にするとともに、ポンプ5a,5bを駆動する。
具体的に、ポンプ5aの単独の吐出は、図12(a)に示すように、不連続な二つの山で表される。一方、ポンプ5bの単独の吐出は、ポンプ5aの吐出から半周期ずれた180度の位相で行われ、図12(b)に示すように、不連続な二つの山で表される。したがって、2つのポンプ5a,5bを合わせた吐出は、図12(c)に示すように、連続する4つの山で表されることとなる。
これにより、本実施形態では、例えば、1つのポンプ5aで吐出を行う場合に比べて、吐出脈動の低減効果が得られることとなる。
入口弁装着穴32には入口弁2が装着され、出口弁装着穴33には出口弁3が装着される。また、カット弁装着穴36にはカット弁7aが装着される。
ここで、入口ポート21の底部から第一流路51を通じて、カット弁装着穴36の側部に至る流路は、図2に示す出力液圧路Aに相当する。
横孔53bは、基体100の左側面11eから右側面11fに向かって穿設されている。横孔53bの右端部は、縦孔53aの上部に交差している。
縦孔53cは、基体100の左側領域の上面11cから下面11dに向かって穿設されている。縦孔53cの下端部は、左側のポンプ装着穴31の側部に至る。縦孔53cの上部は、横孔53bの左端部に連通している。
ここで、第二流路52、第三流路53および第四流路54を通じて入口弁装着穴32に至り、さらに第五流路55を通じて出口ポート22に至る流路は、図2に示す車輪液圧路Bに相当する。また、第三流路53の縦孔53aおよび縦孔53cからなる流路は、図2に示す吐出液圧路C,Cに相当する。
ここで、センサ装着穴37と一方向弁装着穴38aとの接続部分に形成される流路が、図2に示す分岐液圧路A1に相当する。
ここで、第九流路59を通じてリザーバ装着穴34に至る流路は、図2に示す開放路Dに相当する。
縦孔58cは、リザーバ装着穴34の底面から基体100の左側領域の上面11cに向かって穿設されている。縦孔58cの中間部分は、左側のポンプ装着穴31の吸入口となる側部に交差している。縦孔58cは、リザーバ4と他方のポンプ5bとを接続する第二ポンプ吸入路として機能する。
横孔58bは、基体100の右側面11fから左側面11eに向かって穿設されている。横孔58bの右部は縦孔58aの上端部に連通し、横孔58bの左端部は縦孔58cの上端部に連通している。横孔58bは、縦孔58aと縦孔58cとを接続する第三ポンプ吸入路として機能する。
このような構成とすることによって、リザーバ4と、サクション弁6と、ポンプ5a,5bの各吸入口とが1つのポンプ吸入路として機能する第八流路58で接続されることとなる。
なお、縦孔58cの下端部に、図2に示すチェック弁8(一方向弁)が装着される。
また、右側のポンプ装着穴31は、その吸入側が、第八流路58の縦孔58aを介して右側領域にあるサクション弁装着穴38の負圧室6aに連通している。さらに、右側のポンプ装着穴31は、その吸入側が、第八流路58を介して、左側のポンプ装着穴31の吸入側およびリザーバ装着穴34に連通している。
通常のブレーキにおいては、前記したように、サクション弁6が閉弁状態にあり、カット弁7aとなる常開型の電磁弁が開弁状態にある。これにより、図13Aに示すように、入口ポート21から流入したブレーキ液は、第一流路51を通ってカット弁装着穴36に流入し、開弁状態にある電磁弁の内部を通って第二流路52に流入する。そして、第二流路52に流入したブレーキ液は、第二流路52から第三流路53および第四流路54を介して、左側領域の入口弁装着穴32に流入する。
なお、入口ポート21から第一流路51を通ってカット弁装着穴36に流入したブレーキ液は、第六流路56を通じてセンサ装着穴37に流入する。そして、液圧センサ9によってマスタシリンダMからのブレーキ液圧が計測され、その計測値は制御装置400に随時取り込まれる。
ブレーキ液の流れを示す矢印の図示は省略するが、アンチロックブレーキ制御によって、例えば、車輪ブレーキRに作用するブレーキ液圧を減圧する場合には、前記したように、制御装置400によって入口弁2が閉弁状態にされ、出口弁3が開弁状態にされる。そうすると、車輪ブレーキRに作用していたブレーキ液は、出口ポート22および第五流路55を通って入口弁装着穴32の側部に流入する。
ブレーキペダルBPの操作がない非操作時の加圧制御では、前記したように、制御装置400によってカット弁7aが閉弁状態にされ、電動モータ200を作動させてポンプ5a,5b(図2参照、以下同じ)が駆動される。ポンプ5a,5bが駆動されると、図13Bに示すように、第八流路58のブレーキ液がポンプ5a,5bに吸引され、第八流路58に連通するサクション弁6の負圧室6aが負圧になる。
また、他方のポンプ装着穴31に吸引されたブレーキ液は、一方のポンプ5aから半周期ずれてポンプ5bによって加圧され(例えば、図12(b)を参照)、第三流路53(縦孔53c)から第四流路54を通じて入口弁装着穴32に流入し、その後、第五流路55を通じて出口ポート22から車輪ブレーキRに吐出される(図中の一点鎖線矢印および点線矢印参照)。
つまり、一方のポンプ5aがブレーキ液を吐出しているときは、他方のポンプ5bがブレーキ液を吸引し、一方のポンプ5aがブレーキ液を吸引しているときは、他方のポンプ5bがブレーキ液を吐出するようになっている。これにより、ポンプ5a,5bからブレーキ液が図12(c)の如く脈動を低減して吐出され、車輪が制動されることとなる。
ポンプ5a,5bの作動中は、上記の作用が繰り返し行われ、ポンプ5a,5bにより加圧されたブレーキ液が、車輪ブレーキRに繰り返し作用する。
また、リザーバ4とサクション弁6とを別体とすることが可能であるので、サクション弁6自体を小型化することができる。また、各部材のレイアウト性の自由度が高まる。
次に、第2実施形態のブレーキ液圧制御装置について説明する。また、以下では、前輪のブレーキユニットと後輪のブレーキユニットとがセパレートされた車両において、後輪の車輪ブレーキに対応するブレーキ液圧制御装置Uを例に挙げて説明する。
なお、液圧回路U2の説明において、太い一点鎖線で示す液圧路は、マスタシリンダMで昇圧された作動液が作用している部分である。また、同様に、太い実線で示す液圧路は、昇圧された作動液が作用している部分であり、太い破線で示す液圧路は、ポンプ5に作動液が吸引されて負圧となる部分である。
また、図15A、図15Bは前記した図10A、図10Bと同一である。
また、液圧回路U2には、制御弁2A,出口弁3の開閉を制御するとともに、ポンプ5の駆動(電動モータ50の駆動)を制御する制御ユニット10が接続されている。液圧回路U2には、作動液が充填されている。
なお、液圧回路U2は模式的に示したものであり、液圧回路U2を実現するために、図には示さないが、液路を介さずに弁同士が直接接続さる回路構成とすることも可能である。
アンチロックブレーキ制御において減圧モードが選択されると、図16Bに示すように、制御ユニット10によって制御弁2Aおよび出口弁3の各コイルが励磁される。これにより、制御弁2Aが閉弁状態にされるとともに、出口弁3が開弁状態にされる。このようにすると、車輪ブレーキRに通じる車輪液圧路Bの作動液が出口弁3から開放路Dを通ってリザーバ4に流入する。その結果、車輪ブレーキRに作用していた作動液が減圧される。
この場合、アンチロックブレーキ制御が終了したら、制御ユニット10が制御弁2A、出口弁3の各コイルを消磁する。これにより、制御弁2Aが開弁状態にされるとともに、出口弁3が閉弁状態にされる。そして、この状態で制御ユニット10によって電動モータ50が駆動されポンプ5が作動される。そうすると、リザーバ4に貯溜されている作動液がポンプ5に吸引され、ポンプ5から吐出液圧路C、車輪液圧路B、制御弁2Aおよび出力液圧路Aを通じてマスタシリンダMに戻される。
ブレーキペダルBPの非操作時における加圧ブレーキ制御では、図18Aに示すように、制御ユニット10によって制御弁2Aのコイルが励磁されるとともに、出口弁3のコイルが消磁される。これにより、制御弁2Aが閉弁状態にされるとともに、出口弁3が閉弁状態にされる。また、サクション弁6は、上記と同様に閉弁状態にされている(図18Aでは閉弁状態は不図示)。そして、この状態で制御ユニット10によって電動モータ50が駆動されポンプ5が作動される。
次に、第3実施形態のブレーキ液圧制御装置について説明する。この実施形態においても、前輪のブレーキユニットと後輪のブレーキユニットとがセパレートされた車両において、後輪の車輪ブレーキに対応するブレーキ液圧制御装置Uを例に挙げて説明する。
本実施形態のブレーキ液圧制御装置Uが前記第1,第2実施形態と異なるところは、機械式のサクション弁60Aにリザーバ66が一体に設けられている点である。なお、本実施形態の液圧回路U3は、出口弁3からサクション弁60Aに至る流路が1つの連続した流路「開放路D」として形成されている。以下ではこの開放路Dからポンプ5に至る流路を「吸入液圧路E1」と称する。
なお、液圧回路U3は模式的に示したものであり、液圧回路U3を実現するために、図には示さないが、液路を介さずに弁同士が直接接続さる回路構成とすることも可能である。
また、液圧回路U3には、制御弁2A,出口弁3の開閉を制御するとともに、ポンプ5の駆動(電動モータ50の駆動)を制御する制御ユニット10が接続されている。液圧回路U3には、作動液が充填されている。
凹状部67は、リップ部654に連続して形成された内面部671と、内面部671の下部に連続して形成された隅部672と、隅部672の端部に連続して形成された底面部673とを備えている。
各車輪がロックする可能性のない通常のブレーキ制御においては、図22に示すように、制御弁2Aおよび出口弁3の電磁コイルが制御ユニット10によっていずれも消磁させられる。つまり、通常のブレーキ制御においては、制御弁2Aが開弁状態であるとともに、出口弁3が閉弁状態である。また、サクション弁60Aの一方向弁61が閉じてサクション弁60Aが閉弁状態になっている。
アンチロックブレーキ制御において減圧モードが選択されると、図23Aに示すように、制御ユニット10によって制御弁2Aおよび出口弁3の各コイルが励磁される。これにより、制御弁2Aが閉弁状態にされるとともに、出口弁3が開弁状態にされる。このようにすると、車輪ブレーキRに通じる車輪液圧路Bの作動液が第2分岐液圧路B1を介して出口弁3から開放路Dに流入してサクション弁60Aの負圧室6aに流入する。
この場合、アンチロックブレーキ制御が終了したら、制御ユニット10が制御弁2A、出口弁3の各コイルを消磁する。これにより、制御弁2Aが開弁状態にされるとともに、出口弁3が閉弁状態にされる。そして、この状態で制御ユニット10によって電動モータ50が駆動されポンプ5が作動される。そうすると、リザーバ66に貯溜されている作動液が開放路Dおよび吸入液圧路E11を通じてポンプ5に吸引される。
ブレーキペダルBPの非操作時における加圧ブレーキ制御では、図25Aに示すように、制御ユニット10によって制御弁2Aのコイルが励磁されるとともに、出口弁3のコイルが消磁される。これにより、制御弁2Aが閉弁状態にされるとともに、出口弁3が閉弁状態にされる。また、サクション弁60Aは、上記と同様に閉弁状態にされている(図25Aでは閉弁状態は不図示)。そして、この状態で制御ユニット10によって電動モータ50が駆動されポンプ5が作動される。
加圧ブレーキ制御中は、上記のような小径弁614の開閉が繰り返し行われ、車輪ブレーキRに作動液が作用して車輪が制動される。
前記実施形態では、後輪の車輪ブレーキRに係るブレーキ液圧制御装置Uについて説明したが、ブレーキペダルBPをブレーキ操作子に代えて、前輪の車輪ブレーキに係るブレーキ液圧制御装置Uとしてもよい。
2A 制御弁
3 出口弁
5,5a,5b ポンプ
6 サクション弁
38 サクション弁装着穴(装着穴)
61 一方向弁
62 プランジャ
64 ダイヤフラム
65,65A 蓋部材(プラグ)
614 小径弁
613 大径弁
641 シール部
643 第一シール部
644 カップシール部
653 抜け止め部
100,110 基体
L1 有効径
L3 一方向弁装着穴の内径(収容部の内径)
M マスタシリンダ
R 車輪ブレーキ
U 車両用ブレーキ液圧制御装置
Claims (10)
- マスタシリンダと車輪ブレーキとの間に配置され、基体と、ポンプと、前記ポンプを駆動する駆動源と、を含む車両用ブレーキ液圧制御装置であって、
前記マスタシリンダと前記ポンプの吸入口との間に配置されるサクション弁を備え、
前記サクション弁は、
前記マスタシリンダ側のブレーキ液圧と、前記ポンプの作動で負圧となる前記ポンプの吸入口側のブレーキ液圧との圧力差によって開弁し、
常閉の一方向弁と、前記一方向弁の弁体に当接して開弁するプランジャと、前記ポンプの作動で前記吸入口側が負圧になることで前記プランジャを押動し、前記一方向弁を開弁する方向に付勢するダイヤフラムと、を備えており、
前記一方向弁は、前記基体に設けられた収容部に収容されており、
前記ダイヤフラムの有効径は、前記収容部の内径よりも大径であることを特徴とする車両用ブレーキ液圧制御装置。 - 前記一方向弁は、小径弁と、前記小径弁よりも大径とされた大径弁と、を備えることを特徴とする請求項1に記載の車両用ブレーキ液圧制御装置。
- 前記大径弁は、前記小径弁を囲繞して設けられていることを特徴とする請求項2に記載の車両用ブレーキ液圧制御装置。
- 前記一方向弁が着座する弁座、および前記一方向弁を付勢する弁バネを備え、
前記一方向弁、前記弁座、および前記弁バネは、ユニット化されて前記基体に取り付けられていることを特徴とする請求項1から請求項3のいずれか1項に記載の車両用ブレーキ液圧制御装置。 - 前記収容部の開口部側を閉塞するとともに前記ダイヤフラムを前記収容部内に固定するプラグを備えることを特徴とする請求項1から請求項4のいずれか1項に記載の車両用ブレーキ液圧制御装置。
- 前記収容部には、前記ダイヤフラムが前記プラグ側に膨らむことによってリザーバ室が形成されるリザーバが備わることを特徴とする請求項5に記載の車両用ブレーキ液圧制御装置。
- 前記プラグには、前記ダイヤフラムに係合する抜け止め部が設けられていることを特徴とする請求項5または請求項6に記載の車両用ブレーキ液圧制御装置。
- 前記基体には、前記サクション弁を収容する装着穴が形成されており、
前記ダイヤフラムには、前記装着穴の内周面に密着する環状のシール部が形成されており、
前記シール部は、
前記装着穴の開口部側の内周面に密着する環状の第一シール部と、
前記第一シール部に連続して前記装着穴の開口部と反対側に延在し、前記装着穴の内周面に密着する環状のカップシール部と、を備えることを特徴とする請求項1から請求項7のいずれか1項に記載の車両用ブレーキ液圧制御装置。 - 前記プランジャは、軸方向に直交する断面が多角形状であることを特徴とする請求項1から請求項8のいずれか1項に記載の車両用ブレーキ液圧制御装置。
- 前記プラグには大気に連通する大気連通孔が形成されていることを特徴とする請求項5から請求項9のいずれか1項に記載の車両用ブレーキ液圧制御装置。
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JP2020527502A JP7312748B2 (ja) | 2018-06-28 | 2019-06-24 | 車両用ブレーキ液圧制御装置 |
BR112020026326-5A BR112020026326A2 (pt) | 2018-06-28 | 2019-06-24 | Dispositivo de controle de pressão hidráulica de frenagem de veículo |
EP19827570.3A EP3815998A4 (en) | 2018-06-28 | 2019-06-24 | VEHICLE BRAKE HYDRAULIC PRESSURE CONTROL DEVICE |
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JP (1) | JP7312748B2 (ja) |
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Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JPS534446B2 (ja) | 1973-11-19 | 1978-02-17 | ||
JP2012126348A (ja) * | 2010-12-17 | 2012-07-05 | Advics Co Ltd | リザーバ |
JP2013241149A (ja) * | 2012-05-22 | 2013-12-05 | Hitachi Automotive Systems Ltd | ポンプ装置 |
JP2017019477A (ja) * | 2015-07-15 | 2017-01-26 | 株式会社アドヴィックス | 調圧リザーバ |
Family Cites Families (3)
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JP2011027164A (ja) * | 2009-07-24 | 2011-02-10 | Nok Corp | ダイアフラム |
JP5810446B2 (ja) * | 2012-02-24 | 2015-11-11 | 株式会社アドヴィックス | ダイヤフラム装置 |
JP2012229020A (ja) | 2012-08-30 | 2012-11-22 | Hitachi Automotive Systems Ltd | ブレーキ装置 |
-
2019
- 2019-06-24 EP EP19827570.3A patent/EP3815998A4/en active Pending
- 2019-06-24 BR BR112020026326-5A patent/BR112020026326A2/pt unknown
- 2019-06-24 JP JP2020527502A patent/JP7312748B2/ja active Active
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Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS534446B2 (ja) | 1973-11-19 | 1978-02-17 | ||
JP2012126348A (ja) * | 2010-12-17 | 2012-07-05 | Advics Co Ltd | リザーバ |
JP2013241149A (ja) * | 2012-05-22 | 2013-12-05 | Hitachi Automotive Systems Ltd | ポンプ装置 |
JP2017019477A (ja) * | 2015-07-15 | 2017-01-26 | 株式会社アドヴィックス | 調圧リザーバ |
Non-Patent Citations (1)
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EP3815998A4 (en) | 2022-04-06 |
EP3815998A1 (en) | 2021-05-05 |
JP7312748B2 (ja) | 2023-07-21 |
JPWO2020004312A1 (ja) | 2021-07-08 |
BR112020026326A2 (pt) | 2021-03-30 |
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