WO2023073492A1 - Dispositif d'amortissement, unité de commande de pression de liquide et système de frein - Google Patents

Dispositif d'amortissement, unité de commande de pression de liquide et système de frein Download PDF

Info

Publication number
WO2023073492A1
WO2023073492A1 PCT/IB2022/059917 IB2022059917W WO2023073492A1 WO 2023073492 A1 WO2023073492 A1 WO 2023073492A1 IB 2022059917 W IB2022059917 W IB 2022059917W WO 2023073492 A1 WO2023073492 A1 WO 2023073492A1
Authority
WO
WIPO (PCT)
Prior art keywords
hole
piston
damping device
valve body
outlet port
Prior art date
Application number
PCT/IB2022/059917
Other languages
English (en)
Japanese (ja)
Inventor
貴紀 坂本
Original Assignee
ロベルト·ボッシュ·ゲゼルシャフト·ミト•ベシュレンクテル·ハフツング
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ロベルト·ボッシュ·ゲゼルシャフト·ミト•ベシュレンクテル·ハフツング filed Critical ロベルト·ボッシュ·ゲゼルシャフト·ミト•ベシュレンクテル·ハフツング
Priority to CN202280071986.4A priority Critical patent/CN118159456A/zh
Priority to DE112022005113.2T priority patent/DE112022005113T5/de
Priority to JP2023555873A priority patent/JPWO2023073492A1/ja
Priority to KR1020247016952A priority patent/KR20240090740A/ko
Publication of WO2023073492A1 publication Critical patent/WO2023073492A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4068—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system the additional fluid circuit comprising means for attenuating pressure pulsations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/228—Pressure-maintaining arrangements, e.g. for replenishing the master cylinder chamber with fluid from a reservoir
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/09—Reducing noise
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/81—Braking systems

Definitions

  • the present invention relates to a damping device, a hydraulic control unit and a braking system.
  • a conventional vehicle is provided with a hydraulic control unit to control the braking force applied to the wheels.
  • a hydraulic control unit to control the braking force applied to the wheels.
  • a plurality of valves and pumps are provided in a flow path within the hydraulic control unit.
  • each valve is set to a specific open/closed state to drive the pump.
  • Patent Document 1 Japanese Unexamined Patent Application Publication No. 2010-052519
  • a reciprocating plunger pump is mainly used as a pump. Therefore, the brake fluid is pumped intermittently by the pump. Therefore, when the pump is driven, pressure pulsation occurs, which is a phenomenon in which the hydraulic pressure of the brake fluid pulsates in the flow path within the hydraulic pressure control unit.
  • the sound generated by such pressure pulsation may be perceived as noise by vehicle occupants, and may be a factor in impairing comfort. Therefore, from the viewpoint of improving comfort, it is desired to appropriately attenuate the pressure pulsation of the hydraulic pressure control unit.
  • the present invention aims to provide a damping device, a hydraulic control unit, and a brake system capable of damping the pressure pulsation of the hydraulic control unit. purpose.
  • the damping device in a hydraulic control unit that controls the braking force generated in the wheel, and includes an inlet port connected to the discharge side of the pump, an inlet port A damping device for damping pressure pulsation, having an outlet port communicating with a first liquid chamber communicating with the inlet port; A first piston formed with a first through hole penetrating in a first sliding direction, a first valve body capable of opening and closing the inlet port side of the first through hole, and a first valve body attached to the outlet port side. and a first biasing member that is arranged on the outlet port side with respect to the first valve body, extends in the first sliding direction, is insertable into the first through hole, and contacts the first valve body. and a second biasing member biasing the first piston toward the inlet port.
  • a hydraulic control unit is provided with the above damping device.
  • the brake system includes the above hydraulic control unit.
  • Fig. 1 is a schematic diagram showing a schematic configuration of a brake system according to an embodiment of the present invention.
  • Figure 2 >It is the cross section diagram which shows the outline constitution of the damping device which relates to the execution form of this invention.
  • Fig. 3 is a diagram showing a state in which the first piston has moved to the right compared with the state in Fig. 2 in the damping device according to the embodiment of the present invention.
  • Fig. 4 is a diagram showing a state in which the first piston has moved to the right compared with the state in Fig. 3 in the damping device according to the embodiment of the present invention.
  • Fig. 5 is a diagram showing a state in which the first piston has moved to the right compared to the state in Fig. 4 in the damping device according to the embodiment of the present invention.
  • a vehicle having four wheels 17 will be described as an example of a vehicle, but the vehicle to which the present invention is applied is not limited to a vehicle having four wheels 17.
  • the vehicle may have one, two, or three wheels 17, or may have five or more wheels 17.
  • FIG. 1 is a schematic diagram showing a schematic configuration of a brake system 1.
  • the brake system 1 is a system mounted on a vehicle for controlling the braking force generated in the vehicle.
  • the brake system 1 includes a brake pedal 11, a doubler device 12, a master cylinder 13, a reservoir 14, a hydraulic pressure control unit 15, and a brake device 16. and wheel 1? and
  • a braking system 1 is mounted on a vehicle having four wheels 17, and each wheel 17 is braked by a braking device 16 provided for each wheel 17.
  • a hydraulic control unit 15 controls the braking force generated in each wheel 17 .
  • Fig. 1 for ease of understanding, only the part of the braking system 1 associated with one of the front and rear wheels is shown, and the part associated with the other of the front and rear wheels is shown. Illustration is omitted.
  • the number of wheels 17 whose braking force is controlled by the hydraulic control unit according to the present invention may be other than four.
  • the number of wheels 17 whose braking force is controlled by the hydraulic pressure control unit 15 may be two. If so, brake system on a vehicle with 2 wheels 1 7! can be loaded.
  • the brake pedal 11 is used in the braking operation by the driver. In brake operation, the brake pedal 11 is depressed by the driver.
  • the booster 1-2 is connected to the brake pedal 1-1 and amplifies the force applied to the brake pedal 1-1.
  • the master cylinder 13 is connected to the doubler device 12, incorporates a piston that reciprocates in conjunction with the brake pedal 11, and generates hydraulic pressure corresponding to the amount of brake operation.
  • the reservoir 14 is attached to the master cylinder 13 and stores brake fluid.
  • the hydraulic control unit 15 includes a base 15a in which a brake fluid flow path is formed.
  • hydraulic system A master cylinder 13 and each brake device 16 are connected to the base 15a of the control unit 15, respectively.
  • a brake fluid flow path of the base body 15 a of the hydraulic control unit 15 is connected to the wheel cylinder of the brake device 16 .
  • a braking force corresponding to the hydraulic pressure of the brake fluid in the wheel cylinder of the braking device 16 is generated on the wheel 1?.
  • a main flow path 21, a sub flow path 22, and a supply flow path 23 are formed as flow paths for the brake fluid in the base body 15a of the hydraulic control unit 15. ing.
  • the main flow path 21 circulates the brake fluid of the master cylinder 13 to the wheel cylinder of the brake device 16.
  • the secondary flow path 22 allows the brake fluid of the wheel cylinder of the brake device 16 to escape.
  • the supply channel 23 supplies the brake fluid in the master cylinder 13 to the sub channel 22.
  • an inlet valve (EV) 31 a release valve (AV) 32, first valve (USV) 33, second valve (HSV) 34, accumulator 35, pump 36 and motor 37 are provided.
  • the configuration of the hydraulic control unit according to the present invention differs from the configuration of the hydraulic control unit 15 shown in FIG. good too.
  • the main flow path 21 communicates the master cylinder 13 with the wheel cylinder of the brake device 16 .
  • the main channel 21 includes a first main channel 21a and two second main channels 21b.
  • the first main flow path 21a is connected to the master cylinder 13.
  • the two second main flow paths 21 are branched from the first main flow path 21a and connected to each brake device 16.
  • a first valve 33 is provided in the first main flow path 21a.
  • An inlet valve 31 is provided in the second main flow path 21b.
  • the secondary flow path 22 is located on the brake device 16 side of the inlet valve 31 in the main flow path 21, on the master cylinder 13 side of the inlet valve 31 in the main flow path 21, and on the first The valve 33 communicates with the brake device 16 side.
  • the sub-channel 22 includes two first sub-channels 22a and a second sub-channel 22b. Each first sub-channel 22a is connected to the brake device 16 side from the inlet valve 31 in the main channel 21.
  • the second sub-flow path 22b is located at the junction of the two first sub-flow paths 22a, the master cylinder 13 side of the inlet valve 31 in the main flow path 21, and the first valve 33. Connect the brake device 16 side more.
  • a release valve 32 is provided in the first sub-channel 22a.
  • the second sub-channel 22b is provided with an accumulator 35 and a pump 36 in order from the first sub-channel 22a side.
  • the pump 36 is driven by the motor 37, sucks brake fluid from the side of the first sub-channel 22a and discharges it to the side of the main channel 21.
  • the pump 36 is a reciprocating plunger pump. Specifically, the plunger of the pump 36 is intermittently pressed by an eccentric cam provided on the output shaft of the motor 37 to reciprocate. As a result, the pump 36 pumps the brake fluid.
  • the supply channel 23 communicates between the master cylinder 13 side of the first valve 33 in the main channel 21 and the suction side of the pump 36 in the sub channel 22 .
  • a second valve 34 is provided in the supply channel 23 .
  • the inlet valve 31 is, for example, an electromagnetic valve that is opened in a non-energized state and closed in an energized state.
  • the release valve 32 is, for example, an electromagnetic valve that is closed in a non-energized state and opened in an energized state.
  • the first valve 33 is, for example, an electromagnetic valve that is opened in a non-energized state and closed in an energized state.
  • the second valve 34 is, for example, an electromagnetic valve that is closed in a non-energized state and opened in an energized state.
  • the inlet valve 31 is opened, the release valve 32 is closed, and the first valve 33 is opened and the second valve 34 is closed.
  • the brake fluid flows from the master cylinder 13 to the wheel cylinder of the brake device 16 only through the main flow path 21 without passing through the secondary flow path 22 and the supply flow path 23.
  • the brake pedal 11 is depressed, the piston of the master cylinder 13 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder increases, and braking force is applied to the wheel 17.
  • Antilock brake control is control for avoiding locking of the wheels 17 .
  • the charging valve 31 is closed, the releasing valve 32 is opened, the first valve 33 is opened, and the second valve 34 is closed.
  • the brake fluid stops flowing between the main flow path 21 and the wheel cylinder of the brake device 16, and the brake fluid can flow from the wheel cylinder to the sub-flow path 22. Therefore, the brake fluid flows into the accumulator 35 from the wheel cylinder, the hydraulic pressure of the brake fluid in the wheel cylinder decreases, and the braking force applied to the wheel 17 decreases.
  • the brake fluid that has flowed into the accumulator 35 is returned to the main flow path 21 through the sub-flow path 22 by driving the pump 36.
  • Sideslip prevention control is control for stabilizing the behavior of the vehicle.
  • the driving force and braking force of the vehicle are appropriately controlled.
  • the loading valve 31 is opened, the release valve 32 is closed, the first valve 33 is closed, and the second valve is closed. 2 valve 3 4 is opened.
  • the brake fluid flows from the master cylinder 13 to the wheel cylinder of the brake device 16 via the supply channel 23 and the secondary channel 22.
  • the pump 36 By driving the pump 36 in that state, the fluid pressure of the brake fluid in the wheel cylinder increases, and a braking force for braking the wheel 17 is generated.
  • the hydraulic pressure control unit 15 controls the pump 36 to be driven.
  • pressure pulsation which is a phenomenon in which the hydraulic pressure of the brake fluid pulsates in the flow path in the hydraulic pressure control unit 15, occurs.
  • the sound generated by such pressure pulsation may be perceived as noise by vehicle occupants, and may be a factor in impairing comfort. Therefore, the hydraulic control unit 15 is provided with a damping device 100 for damping the pressure pulsation.
  • the damping device 100 is provided downstream of the pump 36 in the sub-channel 22 (specifically, the second sub-channel 22b).
  • the attenuation device 100 has an inlet port P1 and an outlet port P2.
  • the inlet port P1 is connected to the discharge side of the pump 36.
  • the inlet port P1 and the outlet port P2 are communicated. Therefore, the brake fluid discharged from the pump 36 flows into the damping device 1 ⁇ via the inlet port P!, passes through the damping device 1 ⁇ , and then flows through the outlet port P2.
  • Attenuator 1 Flows out from ⁇ .
  • FIG. 2 is a cross-sectional view showing a schematic configuration of the damping device 100.
  • the damping device 100 shown in FIG. 2 is merely an example of the damping device according to the present invention, and as will be described later, the damping device 100 according to the present invention can be obtained by adding various modifications to the example of FIG. Included in the device.
  • damping device 100 is shown so that the inlet port P1 side is on the left side and the outlet port P2 side is on the right side.
  • the side of the inlet port P1 is also called the left side
  • the side of the outlet port P2 is also called the right side.
  • the left-right direction which is the axial direction of the housing 101, is simply referred to as the axial direction.
  • the damping device 100 includes a housing 101, a first cover 102, a second cover 103, and a first piston 104. , a first sealing member 105, a first valve body 106, a case member 107, a first biasing member 108, a projecting member 109, and a second biasing member 1 10, second piston 111, second seal member 112, third biasing members 113, 114, second valve body 115, fourth biasing member 1 1 6 and .
  • the housing 101 has, for example, a cylindrical shape with a hollow space inside.
  • the axial direction of the housing 101 is the lateral direction.
  • An internal space is formed in the housing 101 so as to penetrate from the left end surface to the right end surface.
  • the internal space of the housing 101 comprises a first hole 101a, a second hole 101b, a third hole 101c, a fourth hole 101d, and a third hole 101d. Includes 5 holes 1 0 1 e.
  • Each hole of the first hole 101a, the second hole 101b, the third hole 101c, the fourth hole 101d and the fifth hole 101e is It has a cylindrical shape and is arranged coaxially with the central axis of the housing 101.
  • the first hole 101a, the second hole 101b, the third hole 101c, the fourth hole 101d and the fifth hole 101e are arranged in this order from the left. Contiguous.
  • the space corresponding to the first hole 101a is the first liquid chamber S1.
  • the diameter of the second hole portion 101b is smaller than the diameter of the first hole portion 101a.
  • the diameter of the third hole portion 101c is smaller than the diameter of the second hole portion 101b.
  • a space corresponding to the third hole 101c is the second liquid chamber S2.
  • the second liquid chamber S2 communicates with the first liquid chamber S1, and is arranged on the right side of the projecting member 109, as will be described later.
  • the diameter of the fourth hole portion 101d is smaller than the diameter of the third hole portion 101c.
  • the fourth hole portion 101d corresponds to an example of the fifth through hole according to the present invention.
  • the diameter of the fifth hole portion 101e is larger than the diameter of the fourth hole portion 101d.
  • a space corresponding to the fifth hole 101e is the third liquid chamber S3.
  • the third liquid chamber S3 communicates with the second liquid chamber S2 through the fourth hole portion 101d, which is the fifth through hole, and extends to the outlet port P2 side of the second liquid chamber S2. located and communicating with the exit port P2.
  • the first cover 102 is fitted to the left end of the first hole 101a.
  • the first cover 102 covers the first liquid chamber S1 from the left side.
  • the first cover 102 is formed in a cylindrical shape with an opening on the right side and a bottom surface on the left side.
  • An inlet port P1 is formed in the center of the bottom surface of the first cover 102.
  • the inlet port P1 passes through the first cover 102 from left to right. Therefore, the first liquid chamber s1 communicates with the inlet port P1.
  • the inlet port P1 is arranged coaxially with the central axis of the housing 101. However, the inlet port P1 does not have to be arranged coaxially with the central axis of the housing 101.
  • the second cover 103 is fitted to the right end of the fifth hole 101e.
  • the second cover 103 covers the third liquid chamber S3 from the right side.
  • the second cover 103 has a substantially cylindrical shape. In the example of FIG. 2, the right end of the second cover 103 expands outward in the circumferential direction.
  • the right end of the fifth hole 101e is enlarged in diameter.
  • a portion of the second cover 103 whose diameter is expanded outward in the circumferential direction is fitted into a portion of the fifth hole portion 101e whose diameter is expanded.
  • An outlet port P2 is formed in the center of the second cover 103.
  • the exit port P2 penetrates the second cover 103 from left to right. Therefore, the third liquid chamber S3 communicates with the outlet port P2.
  • Exit port P 2 is It is arranged coaxially with the central axis of ring 101. However, the outlet port P2 does not have to be arranged coaxially with the central axis of the housing 101.
  • the first piston 104 is accommodated in the first hole 101a.
  • the first piston 104 has a substantially cylindrical shape.
  • the first piston 104 is arranged coaxially with the central axis of the first hole 101a.
  • the outer peripheral surface of the first piston 104 can slide against the inner peripheral surface of the first hole 101a. Therefore, the first piston 104 is provided slidably in the axial direction in the first liquid chamber S1.
  • the first sliding direction which is the sliding direction of the first piston 104, is the axial direction of the housing 101.
  • the first sliding direction may be different from the axial direction of the housing 101.
  • An annular groove 104a is formed on the outer peripheral surface of the first piston 104.
  • the annular groove 104a extends in the circumferential direction of the first piston 104.
  • a first sealing member 105 is fitted in the annular groove 104a.
  • the first sealing member 105 is, for example, a ring.
  • the first sealing member 105 is pressed against the inner peripheral surface of the first hole 101a. Thereby, the gap between the outer peripheral surface of the first piston 104 and the inner peripheral surface of the first hole portion 101a is liquid-tightly sealed.
  • a first through hole 104b is formed in the first piston 104.
  • the first through hole 104b penetrates the first piston 104 in the axial direction, which is the first sliding direction. Therefore, the first through-hole 104b penetrates from the left end surface of the first piston 104 to the right end surface.
  • a groove portion 104c is formed on the left end surface of the first piston 104
  • a groove portion 104d is formed on the right end surface of the first piston 104. ing.
  • the groove portion 104c and the groove portion 104d are annularly formed along the periphery of the first through hole 104b.
  • the first through hole 104b penetrates from the bottom surface of the groove portion 104c to the bottom surface of the groove portion 104d.
  • the shape of the left end face and right end face of the first piston 104 is not limited to the example of FIG. 2, and for example, the grooves 104c and 104d may not be formed.
  • the first through hole 104b is arranged coaxially with the central axis of the first piston 104.
  • the first through hole 104b may not be arranged coaxially with the central axis of the first piston 104.
  • the first valve body 106 can open and close the left side of the first through hole 104b.
  • brake fluid can flow through the first through-hole 104b.
  • This state corresponds to the open state of the first valve body 106 and the open state of the first through hole 104b.
  • the brake fluid cannot flow through the first through hole 104b.
  • This state corresponds to the closed state of the first valve body 106 and the closed state of the first through hole 104b.
  • the case member 107 is attached to the left end surface of the first piston 104 .
  • the case member 107 is attached to the groove 104c on the left end face of the first piston 104 and covers the groove 104c from the left side.
  • the case member 107 is formed in a cylindrical shape with an opening on the right side and a bottom surface on the left side.
  • a through hole 107a is formed in the center of the bottom surface of the case member 107.
  • the through hole 107a penetrates the case member 107 from left to right. Therefore, the space on the left side and the space on the right side of the case member 107 communicate through the through hole 107a.
  • the through hole 107a is arranged coaxially with the central axis of the housing 101. However, the through hole 107a does not have to be arranged coaxially with the central axis of the housing 101.
  • the first valve body 106 is arranged in a space defined by the case member 107 and the left end surface of the first piston 104 .
  • the first valve body 106 has, for example, a spherical shape. However, the shape of the first valve body 106 may be a shape other than a spherical shape.
  • the first biasing member 108 is, for example, an elastic member such as a spring.
  • a first biasing member 108 is arranged between the case member 107 and the first valve body 106 .
  • the expansion and contraction direction of the first biasing member 108 is the horizontal direction. 1st bias
  • the member 108 is in a contracted state with respect to its natural length. Therefore, the first valve body 106 is urged to the right by the first urging member 108.
  • a tapered portion 104e is formed on the left side of the first through hole 104b.
  • the tapered portion 104e is a portion whose diameter increases toward the left.
  • the first valve body 106 can abut against the tapered portion 104e of the first through hole 104b.
  • the first through hole 104b is closed by the contact of the first valve body 106 with the tapered portion 104e.
  • the first valve body 106 and the first through-hole 104b are in stable contact, so the first through-hole 104 b can be properly closed.
  • the first through hole 1 . 4 may not be tapered portion 104e.
  • a plurality of second through holes 104f are formed in the first piston 104.
  • the second through hole 104f penetrates the first piston 104 from left to right and has an inner diameter smaller than the inner diameter of the first through hole 104b.
  • the inner diameter of the second through hole 104f is, for example, about 0.4 mm to 0.5 mm in diameter.
  • the second through hole 104f extends in the axial direction.
  • the path of the second through-hole 104f is not particularly limited. You may have
  • the plurality of second through holes 104f are arranged at equal intervals in the circumferential direction of the first piston 104.
  • the arrangement of the plurality of second through holes 104f is not limited to this example.
  • a plurality of second through-holes 104f may be spaced apart in the circumferential direction at different radial positions.
  • the number of the second through holes 104f may be one.
  • the brake fluid flows through the second through hole 104f to the first piston 1. 4 can be distributed from the left side to the right side.
  • the second through hole 104f is provided to reduce pressure pulsation. The function of the second through hole 104f will be described later.
  • the projecting member 109 is provided for opening and closing the first valve body 106.
  • the projecting member 109 is arranged on the right side of the first piston 104 .
  • the projection member 109 has a base portion 109a and a projection portion 109b.
  • the base 109a has a substantially disk shape.
  • the base portion 109a is fitted into the second hole portion 101b.
  • the protrusion 109b is connected to the base 109a.
  • the protrusion 109b protrudes leftward from the center of the base 109a.
  • the protrusion 109b extends in the axial direction, which is the first sliding direction.
  • the protrusion 109b is arranged on the right side of the first valve body 106.
  • Projection 109b is arranged coaxially with the central axis of first through hole 104b.
  • a recess 109c is formed at the tip of the protrusion 109b.
  • the recessed portion 109c has a spherical shape with a curvature that substantially matches the curvature of the first valve body 106.
  • the depression 109c of the protrusion 109b contacts the first valve body 106.
  • the contact area between the first valve body 106 and the projection 109b is larger than when the recess 109c is not formed, so the first valve body 106 is It can be kept open properly.
  • the depression 109c may not be formed on the protrusion 109b.
  • a plurality of third through holes 109d are formed in the base 109a.
  • the third through hole 109d is It is biased to the left by the material 113 and the third biasing member 114.
  • the second piston 111 is formed with a plurality of fourth through holes 111c.
  • the fourth through hole 111c penetrates the second piston 111 from left to right and has an inner diameter smaller than the inner diameter of the first through hole 104b.
  • the inner diameter of the fourth through-hole 111c is, for example, about 0.4 mm to 0.5 mm in diameter.
  • the fourth through hole 111c extends in the axial direction.
  • the path of the fourth through-hole 111c is not particularly limited. You may have
  • the plurality of fourth through holes 111c are arranged at regular intervals in the circumferential direction of the second piston 111.
  • the arrangement of the plurality of fourth through holes 111c is not limited to this example.
  • a plurality of fourth through-holes 111c may be spaced apart in the circumferential direction at different radial positions.
  • the number of fourth through holes 111c may be one. Brake fluid can flow from the left side to the right side of the second piston 111 through the fourth through hole 1 lie.
  • the fourth through hole 111c is provided to reduce pressure pulsation. The function of the fourth through hole 111c will be described later.
  • the second valve body 115 can open and close the right side of the fourth hole portion 101d, which is the fifth through hole.
  • the brake fluid can flow through the fourth hole 101d.
  • This state corresponds to the open state of the second valve body 115 and the open state of the fourth hole portion 10!d.
  • the brake fluid cannot flow through the fourth hole 101d.
  • This state corresponds to the closed state of the second valve body 115 and the closed state of the fourth hole 101d.
  • the second valve body 115 is arranged in a space on the left side of the second cover 103 in the third liquid chamber S3.
  • the second valve body 115 has, for example, a spherical shape. However, the shape of the second valve body 115 may be a shape other than a spherical shape.
  • the fourth biasing member 116 is, for example, an elastic member such as a spring.
  • the fourth biasing member 116 is arranged between the second cover 103 and the second valve body 115.
  • the expansion and contraction direction of the fourth biasing member 116 is the horizontal direction.
  • the fourth biasing member 116 is in a contracted state with respect to its natural length. Therefore, the second valve body 115 is biased leftward by the fourth biasing member 116.
  • a tapered portion 101f is formed on the right side of the fourth hole portion 101d.
  • the tapered portion 101f is a portion whose diameter increases toward the right side.
  • the second valve body 115 can come into contact with the tapered portion 101f of the fourth hole portion 101d.
  • the contact of the second valve body 115 with the tapered portion 101f closes the fourth hole portion 101d.
  • the second valve body 115 and the fourth hole portion 101d are in stable contact, so the fourth hole portion 101d d can be properly closed.
  • the tapered portion 101f may not be formed in the fourth hole 101d.
  • the damping device 100 in the normal state when the pump 36 is not driven is shown.
  • the first piston 104 is urged to the left by the second urging member 110 and positioned at the leftmost side of the movable range. Therefore, the first valve body 106 does not come into contact with the projecting portion 109b of the projecting member 109 and is closed.
  • the second piston 111 is biased to the left by the third biasing member 113 and the third biasing member 114, and is located on the leftmost side of the movable range.
  • the second valve body 115 is pushed to the left by the fourth biasing member 116. It is energized and closed.
  • the pump 36 is driven when the antilock brake control, the side slip prevention control, or the like is executed.
  • the pump 36 is driven in the state shown in FIG.
  • the pressure in the space to the left of 4 increases.
  • the first piston 104 moves to the right.
  • FIG. 3 is a diagram showing a state in which the first piston 104 has moved to the right side compared to the state in FIG. 2 in the damping device 100.
  • the first through-hole 104b is closed, so pressure is accumulated in the space on the left side of the first piston 104 in the first fluid chamber S1.
  • the first piston 104 is pushed rightward by the pressure in the space on the left side of the first piston 104 in the first liquid chamber S1, and compared with the state of FIG.
  • the first piston 104 has moved to the right.
  • the second biasing member 110 expands and contracts and consequently contracts. Thereby, the force acting on the first piston 104 is absorbed by the second biasing member 110. In this way, pressure pulsation is attenuated by the expansion and contraction of the second biasing member 110 as the first piston 104 moves.
  • the brake fluid in the space on the left side of the first piston 104 in the first fluid chamber S1 flows through the second through hole 104f. It passes through and is sent to the space on the right side of the first piston 104 in the first liquid chamber S1.
  • the inner diameter of the second through-hole 104f is smaller than the inner diameter of the first through-hole 104b, and great resistance is applied to the brake fluid flowing through the second through-hole 104f. Therefore, the pressure pulsation is also attenuated by the brake fluid flowing through the second through hole 104f.
  • the brake fluid in the space between the first piston 104 and the projecting member 109 passes through the third through hole 109d to the second fluid chamber S2. Sent.
  • the brake fluid flowing through the third through-hole 109d is also subjected to a large resistance as is the case with the second through-hole 104f. Therefore, the pressure pulsation is attenuated also by the brake fluid flowing through the third through hole 109d.
  • the brake fluid in the space on the left side of the second piston 111 in the second fluid chamber S2 passes through the fourth through hole 111c and flows into the second fluid chamber S 2 is sent to the space on the right side of the second piston 111.
  • the brake fluid flowing through the fourth through-hole 111c is also subjected to a large resistance as is the case with the second through-hole 104f and the third through-hole 109d. Therefore, the pressure pulsation is attenuated also by the brake fluid flowing through the fourth through-hole 111c.
  • the second valve body 115 is basically biased leftward by the fourth biasing member 116 and is in the closed state.
  • the brake fluid is sent to the right side of the second piston 111 through the fourth through-hole 111c, and the pressure in the fourth hole 101d increases, causing the second valve body 1 In some cases, 1 5 moves to the right and becomes temporarily open. In that case, the brake fluid passes through the fourth hole portion 101d and flows out from the third fluid chamber S3 through the outlet port P2.
  • FIG. 4 is a diagram showing a state in which the first piston 104 has moved to the right side compared to the state in FIG. 3 in the damping device 100.
  • the first piston 104 has moved to the right compared to the state of FIG.
  • the second piston 111 is pushed rightward by the pressure in the space on the left side of the second piston 111 in the second liquid chamber S2, and the state of FIG. In comparison, the second piston 111 has moved to the right.
  • the third biasing member 113 and the third biasing member 114 contract as a result while expanding and contracting.
  • the second valve body 115 is basically in the closed state, but is temporarily in the open state. In some cases.
  • FIG. 5 is a diagram showing a state in which the first piston 104 has moved to the right side compared to the state in FIG. 4 in the damping device 100.
  • the first piston 104 and the second piston 111 have moved to the right side compared to the state of FIG.
  • the recess 109c at the tip of the projection 109b is in contact with the first valve body 106.
  • the rightward movement of the first valve body 106 is restricted by the protrusion 109b. Therefore, even if the first piston 104 moves rightward, the first valve body 106 in contact with the protrusion 109 does not move rightward.
  • the position of the first valve body 106 is maintained at the position where it abuts against the protrusion 109b, and the first valve body 106 is positioned closer to the first piston 104 than in the state of FIG. It is moving to the left relative to .
  • the first valve body 106 is separated from the tapered portion 104e of the first through hole 104b. Therefore, the first through-hole 104b is opened, and the brake fluid can flow through the first through-hole 104b.
  • the brake fluid in the space on the left side of the first piston 104 in the first fluid chamber S1 flows through the first through hole 104b. , to the space on the right side of the first piston 104 in the first liquid chamber S1.
  • the pressure on the damping device 100 on the right side of the first piston 104 increases to the same level as the pressure on the damping device 100 on the left side of the first piston 104 .
  • the second valve body 115 is pushed to the right and moves by increasing the pressure of the fourth hole 101d.
  • the second valve body 115 is separated from the tapered portion 101f of the fourth hole 101d. Therefore, the fourth hole 101d is opened, and the brake fluid can flow through the fourth hole 101d. Therefore, the brake fluid passes through the fourth hole portion 101d and flows out from the third fluid chamber S3 through the outlet port P2.
  • a first through hole 104b is formed so as to be slidable in the first sliding direction (in the above example, the axial direction of the housing 101) in the first sliding direction.
  • Piston 104 a first valve body 106 capable of opening and closing the inlet port P1 side of the first through hole 104b, and the first valve body 106 being connected to the outlet port P2 side and a first biasing member 108 that biases the first valve body 106 on the outlet port P2 side, extends in the first sliding direction, and extends in the first through hole 104 a protruding member 109 having a protruding portion 109b that can be inserted into the first valve body 106 and that can be brought into contact with the first valve body 106; and biasing the first piston 104 toward the inlet port P1. and a second biasing member 110.
  • the pressure on the input port P1 side decreases and the first piston 104 moves to the input port P!
  • the second biasing member 110 gradually expands, so that the first piston 104 is more sensitive to the pressure drop speed on the input port P1 side than the first piston 104.
  • the rate of decrease in pressure on the output port P2 side is slower than that of Ton 104. This attenuates the pressure pulsation on the output port P2 side against the pressure pulsation on the input port P! side. I can do luko.
  • the damping device 1 ⁇ the pressure pulsation of the hydraulic control unit 15 can be damped.
  • the first piston 104 has a hole extending from the inlet port P1 side to the outlet port P2 side, and the first through hole 104 has a A second through hole 104f having an inner diameter smaller than the inner diameter is formed.
  • the pressure pulsation can be damped also by the brake fluid flowing through the second through-hole 104f.
  • the first piston 104 is stuck and cannot move. Under such circumstances, the brake fluid can flow from the inlet port P1 side of the first piston 104 to the outlet port P2 side through the second through hole 104f. Therefore, the first liquid chamber S! Excessive increase in the pressure in the space on the inlet port P! side of the first piston 104 is suppressed.
  • the first piston 104 is formed with a plurality of second through holes 104f, and the plurality of second through holes 104f are arranged at regular intervals in the circumferential direction of the first piston 104.
  • the force generated by the brake fluid flowing through the second through hole 104f is applied to the first piston It acts evenly on 104 in the circumferential direction. Therefore, the force acting on the first piston 104 due to the brake fluid flowing through the second through hole 104f causes the first piston 104 to move in the first sliding direction. Tilt is suppressed.
  • the projection member 109 has a base 109a connected to the projection 109b, and the base 109a has A third through-hole 109d is formed which penetrates from the inlet port P1 side to the outlet port P2 side and has an inner diameter smaller than the inner diameter of the first through-hole 104b.
  • the pressure pulsation can be attenuated also by the brake fluid flowing through the third through-hole 109d.
  • the base portion 109a is formed with a plurality of third through holes 109d, and the plurality of third through holes 109d are , are arranged at equal intervals in the circumferential direction of the base 109a.
  • the flow field of the brake fluid is made uniform in the circumferential direction around the projecting member 109. Therefore, it is possible to smoothly flow the brake fluid in the damping device 1 ⁇ .
  • the second liquid chamber S! communicates with the first liquid chamber S! 2, a second piston 111 provided slidably in the second sliding direction (in the above example, the axial direction of the housing 101) in the second liquid chamber S2; and third biasing members 113 and 114 for biasing 11 toward the inlet port P1.
  • the third biasing member 113 and the third biasing member 114 expand and contract. Pressure pulsation can be attenuated in the same way as when the 2 urging member 1 1 ⁇ expands and contracts.
  • one of the third biasing member 113 and the third biasing member 114 may be omitted, and even in that case, the same effect as above can be achieved.
  • the second piston 111 has a first through hole 104b that penetrates from the inlet port P1 side to the outlet port P2 side.
  • a fourth through hole 111c having an inner diameter smaller than the inner diameter of the fourth through hole 111c is formed.
  • the pressure pulsation can be damped also by the brake fluid flowing through the fourth through-hole 111c.
  • the second piston 111 is formed with a plurality of fourth through holes 111c, and the plurality of fourth through holes 1 lie are
  • the second pistons 111 are arranged at equal intervals in the circumferential direction. It acts evenly in the circumferential direction. Therefore, due to the force acting on the second piston 111 due to the brake fluid flowing through the fourth through-hole 111c, , the inclination of the second piston 111 with respect to the second sliding direction is suppressed.
  • the second liquid chamber S2 communicates with the first liquid chamber S! and is arranged on the outlet port P2 side with respect to the projection member 109. , communicates with the second liquid chamber S2 via the fifth through-hole (fourth hole 101d in the above example), and is arranged on the outlet port P2 side of the second liquid chamber S2. , a third liquid chamber S3 communicating with the outlet port P2, a second valve disc 115 capable of opening and closing the outlet port P2 side of the fifth through-hole, and connecting the second valve disc 115 to the inlet port P2. and a fourth biasing member 116 that biases toward the first side.
  • the fifth through-hole is opened and the third fluid chamber is opened.
  • the brake fluid can be adequately drained from S3 through the outlet port P2.
  • the first sliding direction which is the sliding direction of the first piston 104, may be different from the axial direction of the housing 101.
  • the first sliding direction is the axial direction of the first liquid chamber S1 which is different from the axial direction of the housing 101.
  • the cross-sectional shape of the first liquid chamber S1 and the first piston 104 perpendicular to the first sliding direction may not be circular.
  • the cross-sectional shape may be, for example, elliptical or polygonal.
  • the circumferential direction of the first piston 104 is the direction along the outer periphery of the first piston 104 and the direction around the central axis of the first piston 104.
  • the cross-sectional shape orthogonal to the axial direction of the base portion 109a of the protruding member 109 may not be circular.
  • the cross-sectional shape may be, for example, elliptical or polygonal.
  • the circumferential direction of the base portion 109a is the direction along the outer peripheral edge of the base portion 109a and the direction around the central axis of the base portion 109a.
  • the second sliding direction which is the sliding direction of the second piston 111, may be different from the axial direction of the housing 10!. If the central axis of the second liquid chamber S2 is not arranged coaxially with the housing 101, the second sliding direction is the axial direction of the second liquid chamber S2 that is different from the axial direction of the housing 101. Also, the second sliding direction does not have to match the first sliding direction. If the central axis of the second liquid chamber S2 is not arranged coaxially with the first liquid chamber S1, the second sliding direction is the axial direction of the second liquid chamber S2 that is different from the first sliding direction.
  • the cross-sectional shape of the second fluid chamber S2 and the second piston 111 perpendicular to the second sliding direction may not be circular.
  • the cross-sectional shape may be, for example, elliptical or polygonal.
  • the circumferential direction of the second piston 111 is the direction along the outer periphery of the second piston 111 and the direction around the central axis of the second piston 111. becomes ⁇
  • the second piston 111, the second sealing member 112 and the third biasing member 113, 14 are omitted from the example of FIG. can also be included in the damping device according to the invention. This In that case, the second liquid chamber S2 may also be omitted.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention amortit une pulsation de pression dans une unité de commande de pression de liquide. Ce dispositif d'amortissement (100) est disposé dans une unité de commande de pression de liquide, présente un orifice d'entrée (P1) qui est raccordé à un côté de décharge d'une pompe et un orifice de sortie (P2) qui est raccordé à l'orifice d'entrée (P1), et qui amortit une pulsation de pression. Le dispositif d'amortissement (100) comprend : une première chambre de fluide (S1) qui est raccordée à l'orifice d'entrée (P1) ; un premier piston (104) qui est disposé à l'intérieur de la première chambre de fluide (S1) de manière à pouvoir coulisser dans une première direction de coulissement et qui présente, formé en son sein, un premier trou traversant (104b) qui pénètre dans la première direction de coulissement ; un premier corps de soupape (106) qui est apte à ouvrir et à fermer le côté d'orifice d'entrée (P1) du premier trou traversant (104b) ; un premier élément de sollicitation (108) qui sollicite le premier corps de soupape (106) en direction du côté d'orifice de sortie (P2) ; un élément en saillie (109) présentant une saillie (109b) qui est disposée sur le côté d'orifice de sortie (P2) par rapport au premier corps de soupape (106), s'étend dans la première direction de coulissement, peut être inséré dans le premier trou traversant (104b), et est apte à venir en butée contre le premier corps de soupape (106) ; et un second élément de sollicitation (110) qui sollicite le premier piston (104) en direction du côté d'orifice d'entrée (P1).
PCT/IB2022/059917 2021-10-26 2022-10-17 Dispositif d'amortissement, unité de commande de pression de liquide et système de frein WO2023073492A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN202280071986.4A CN118159456A (zh) 2021-10-26 2022-10-17 衰减装置、液压控制单元及制动系统
DE112022005113.2T DE112022005113T5 (de) 2021-10-26 2022-10-17 Dämpfungsvorrichtung, Flüssigkeitsdruck-Steuereinheit und Bremssystem
JP2023555873A JPWO2023073492A1 (fr) 2021-10-26 2022-10-17
KR1020247016952A KR20240090740A (ko) 2021-10-26 2022-10-17 감쇠 장치, 액압 제어 유닛 및 브레이크 시스템

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021175007 2021-10-26
JP2021-175007 2021-10-26

Publications (1)

Publication Number Publication Date
WO2023073492A1 true WO2023073492A1 (fr) 2023-05-04

Family

ID=84331178

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2022/059917 WO2023073492A1 (fr) 2021-10-26 2022-10-17 Dispositif d'amortissement, unité de commande de pression de liquide et système de frein

Country Status (5)

Country Link
JP (1) JPWO2023073492A1 (fr)
KR (1) KR20240090740A (fr)
CN (1) CN118159456A (fr)
DE (1) DE112022005113T5 (fr)
WO (1) WO2023073492A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040166004A1 (en) * 2001-03-14 2004-08-26 Edgar Schmitt Piston pump
US20120043805A1 (en) * 2010-08-23 2012-02-23 Mando Corporation Hydraulic brake system
US20140292066A1 (en) * 2013-03-26 2014-10-02 Nissin Kogyo Co., Ltd. Vehicle brake hydraulic pressure control apparatus
WO2019207385A1 (fr) * 2018-04-23 2019-10-31 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Unité amortisseur et unité de commande de pression hydraulique équipée de cette dernière
WO2020022331A1 (fr) * 2018-07-23 2020-01-30 株式会社アドヴィックス Amortisseur hydraulique

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5097053B2 (ja) 2008-08-27 2012-12-12 日立オートモティブシステムズ株式会社 液圧制御ユニット用リザーバ

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040166004A1 (en) * 2001-03-14 2004-08-26 Edgar Schmitt Piston pump
US20120043805A1 (en) * 2010-08-23 2012-02-23 Mando Corporation Hydraulic brake system
US20140292066A1 (en) * 2013-03-26 2014-10-02 Nissin Kogyo Co., Ltd. Vehicle brake hydraulic pressure control apparatus
WO2019207385A1 (fr) * 2018-04-23 2019-10-31 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Unité amortisseur et unité de commande de pression hydraulique équipée de cette dernière
WO2020022331A1 (fr) * 2018-07-23 2020-01-30 株式会社アドヴィックス Amortisseur hydraulique

Also Published As

Publication number Publication date
DE112022005113T5 (de) 2024-08-08
CN118159456A (zh) 2024-06-07
KR20240090740A (ko) 2024-06-21
JPWO2023073492A1 (fr) 2023-05-04

Similar Documents

Publication Publication Date Title
KR101673046B1 (ko) 차량 제동 시스템용 감쇠기
KR20010072857A (ko) 피스톤 펌프
US20150001917A1 (en) Brake system for vehicle designed to facilitate adjustment of braking hysteresis
WO2006126619A1 (fr) Maître-cylindre
US20150001918A1 (en) Brake system for vehicle designed to ensure stability in motion of brake pedal
US9162655B2 (en) Brake system for vehicle designed to improve durability and maneuvering feeling
US20150001921A1 (en) Brake system for vehicle designed to facilitate air purging during braking
WO2023073492A1 (fr) Dispositif d'amortissement, unité de commande de pression de liquide et système de frein
JP5927093B2 (ja) ブレーキ装置
US10710563B2 (en) Pump attenuator bypass valve
US11027714B2 (en) Brake apparatus for vehicle
JP2020083171A (ja) 車両用のブレーキシステムの液圧制御ユニット
CN116568576A (zh) 泵装置
JP4477391B2 (ja) ピストンポンプ
WO2024084308A1 (fr) Dispositif d'amortissement, unité de commande de pression de liquide et système de frein
JPS63170162A (ja) 路上走行車用ブレーキ系の制動液気化防止装置
JP2014040215A (ja) 車両用ブレーキ液圧制御装置
EP1867541A1 (fr) Surpresseur hydraulique
WO2024084356A1 (fr) Dispositif d'amortissement, unité de commande de pression de liquide et système de frein
WO2024105476A1 (fr) Dispositif d'amortissement, unité de régulation de pression de liquide, et système de frein
WO2018216534A1 (fr) Dispositif de frein et électrovanne pour dispositif de frein
US7093435B2 (en) Hydraulic controller
JP7476349B2 (ja) ポンプ装置
WO2022249078A1 (fr) Dispositif de réduction de pulsations
JP6025990B2 (ja) マスタシリンダ

Legal Events

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

Ref document number: 22801889

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2023555873

Country of ref document: JP

WWE Wipo information: entry into national phase

Ref document number: 202280071986.4

Country of ref document: CN

ENP Entry into the national phase

Ref document number: 20247016952

Country of ref document: KR

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 112022005113

Country of ref document: DE