JP7249167B2 - Brake fluid pressure controller - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake fluid pressure control device that performs antilock brake control and the like for a vehicle.

2. Description of the Related Art Conventionally, there has been known a brake hydraulic pressure control device that controls the hydraulic pressure of brake fluid supplied to a braking portion with a hydraulic circuit to perform antilock brake control and vehicle skid prevention control. In this type of brake hydraulic pressure control device, for example, the device is attached to a bracket by providing support portions such as screws at three or more locations to support the hydraulic pressure unit, and a large number of screws are formed at the bottom of the bracket. It is attached to the vehicle body through a bolt hole (see Patent Document 1, for example).

Focusing on the natural frequency of the vibration system of the hydraulic unit, two weights are interposed between the hydraulic unit and the bracket so that the frequency of vibration given from the vehicle does not overlap with the natural frequency. A support structure for a brake fluid pressure control device configured to have different hardnesses has been proposed (see Patent Document 2).

Japanese Patent Application Laid-Open No. 2002-370635 Japanese Unexamined Patent Application Publication No. 2016-203880

In the brake hydraulic pressure control device according to Patent Document 1, the bracket and the vehicle body side fixing portion are fixed in contact with a plane perpendicular to the axial direction of the motor. With this fixing method, the vibration in the axial direction of the motor tends to be large, and there is a risk that the impact may adversely affect mounting parts such as mounting rubbers and brackets.

Further, the brake hydraulic pressure control device according to Patent Document 2 is a measure for suppressing vibration by the support structure of the hydraulic pressure unit, and no measure for suppressing vibration is taken in the hydraulic pressure unit itself. Therefore, like the brake fluid pressure control device according to Patent Document 1, the load on the weight cannot be reduced, and the deterioration of the parts related to the support structure cannot be prevented.

An object of the present invention is to solve the above-described problems of the prior art, and to reduce excessive load on the support structure of the hydraulic unit by providing the hydraulic unit itself with a function for reducing vibration. It is an object of the present invention to provide a brake hydraulic pressure control device capable of suppressing deterioration of parts related to the support structure of the hydraulic unit.

The present invention comprises a housing (110) having a hydraulic circuit therein and a motor (110) mounted on a first face (110a) of said housing (110) for driving pumps (44a, 44b) of said hydraulic circuit. 96) and an ECU housing that is mounted on a second surface (110b) of the housing (110) opposite the first surface (110a) and contains a control unit (90) that controls the motor (96). (91), and a long hole (61) provided in the housing (110) and extending in the axial direction of the motor (96); ) and a weight (62) that moves in the axial direction of the motor (96) and acts on the housing, the vibration absorber (60) having one end a first elastic element (63) engaged with the weight (62) and arranged in the long hole (61) closer to the first surface (110a) than the weight (62); and a second elastic element (64) engaged with (62) and arranged in the long hole (61) closer to the second surface (110b) than the weight (62). and the elastic force of the second elastic element (64) is larger than that of the first elastic element (63) .

In the present invention, it is possible to reduce the load on the support structure of the hydraulic pressure control device while suppressing the vibration of the hydraulic pressure unit.

1 is a circuit diagram showing a brake hydraulic circuit according to an embodiment of the present invention; FIG. It is the perspective view which looked at the brake fluid pressure control apparatus which concerns on the same embodiment from the mounting surface side of the motor. It is the front view which looked at the housing which concerns on the same embodiment from the mounting surface side of ECU housing. FIG. 2 is a side view of the brake fluid pressure control device according to the same embodiment; FIG. 4 is an enlarged view of a vibration absorbing portion attached to the brake fluid pressure control device according to the same embodiment; It is a figure explaining operation|movement of a vibration absorption part.

Preferred embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a circuit diagram showing a brake hydraulic circuit according to this embodiment. In the description above and below, the terms "above" and "below" refer to the vehicle's upper side and the vehicle's lower side, respectively.

<1. Brake hydraulic circuit>
A brake hydraulic circuit 1 to which a brake fluid pressure control device 10 according to the present embodiment can be applied will be briefly described with reference to FIG.

A brake hydraulic circuit 1 shown in FIG. 1 is a hydraulic circuit of a brake system for a four-wheeled vehicle. Such a brake hydraulic circuit 1 is applied to a brake system that amplifies the force applied by the driver to the brake pedal and transmits it to the wheel cylinder without using a booster. However, the brake system may be an example using a booster.

The brake hydraulic circuit 1 includes a first hydraulic circuit 28 and a second hydraulic circuit 30 having the same configuration. Brake fluid is supplied from the master cylinder 14 to the first hydraulic circuit 28 and the second hydraulic circuit 30 .

The brake hydraulic circuit 1 controls the hydraulic pressure of a set of one front wheel and one rear wheel, which are diagonally positioned on the vehicle, by means of a first hydraulic circuit 28 and a second hydraulic circuit 30, respectively. It is configured in a type piping system. Note that the brake system is not limited to the X-type piping system.

The second hydraulic circuit 30 has a configuration similar to that of the first hydraulic circuit 28 . The first hydraulic circuit 28 will be briefly described below, and the description of the second hydraulic circuit 30 will be omitted.

The first hydraulic circuit 28 has a pump 44 a driven by a motor 96 . The first hydraulic circuit 28 also includes an accumulator 71a and a damper 73a.

The pump 44a is driven by a motor 96 to discharge brake fluid. Driving of the motor 96 is controlled by an electronic control unit (ECU) 90 . The number of pumps 44a provided in the first hydraulic circuit 28 is not limited to one.

A first pressure sensor 24 is provided in a conduit communicating with the master cylinder 14 . A first pressure sensor 24 detects the internal pressure of the master cylinder 14 .

A second pressure sensor 26a is provided in a conduit communicating with the wheel cylinder 38a of the hydraulic brake 22a for the right front wheel. The second pressure sensor 26a detects the internal pressure of the wheel cylinder 38a.

The second pressure sensor 26a may be provided in a conduit communicating with the wheel cylinder 38b of the left rear wheel hydraulic brake 22b to detect the internal pressure of the wheel cylinder 38b.

The first hydraulic circuit 28 comprises a plurality of electromagnetic control valves. The plurality of electromagnetic control valves include a normally closed linearly controllable circuit control valve 36a, a normally closed intake control valve 34a that is ON/OFF controlled, normally open linearly controllable pressure increase valves 58aa and 58ba, It includes pressure reducing valves 54aa and 54ba that are normally closed and on/off controlled.

The circuit control valve 36a is arranged in the flow path 33a connecting the master cylinder 14 and the discharge side of the pump 44a. The circuit control valve 36a is linearly controllable and continuously adjusts the flow area between the master cylinder 14 and the pressure increasing valves 58aa and 58ba.

The suction control valve 34a is arranged in the flow path 31a connecting the master cylinder 14 and the suction side of the pump 44a. The suction control valve 34a establishes or blocks communication between the master cylinder 14 and the suction side of the pump 44a.

The pressure increasing valves 58aa, 58ba are arranged in flow paths 51aa, 51ba connecting the circuit control valve 36a and the wheel cylinders 38a, 38b. The pressure-increasing valves 58aa and 58ba are linearly controllable, and from the side of the master cylinder 14 and the circuit control valve 36a, the wheel cylinder 38a of the hydraulic brake 22a for the right front wheel and the wheel cylinder 38b of the hydraulic brake 22b for the left rear wheel. Continuously regulate the flow of hydraulic fluid to

The pressure reducing valves 54aa and 54ba are arranged in flow paths 53aa and 53ba connecting the suction side of the pump 44a and the wheel cylinders 38a and 38b. The pressure reducing valves 54aa and 54ba establish or block communication between the suction side of the pump 44a and the wheel cylinders 38a and 38b. The pressure reducing valves 54aa and 54ba reduce the pressure by supplying the hydraulic oil supplied to the wheel cylinder 38a of the hydraulic brake 22a for the front right wheel to the accumulator 71a when the valves are open. By intermittently opening and closing the pressure reducing valves 54aa and 54ba, the flow rate of hydraulic oil flowing from the wheel cylinders 38a and 38b to the accumulator 71a can be adjusted.

Driving of these electromagnetic control valves is controlled by the ECU 90 . In addition, each electromagnetic control valve may be either a normally closed type or a normally open type.

The second hydraulic circuit 30 controls the hydraulic brake 22c for the left front wheel and the hydraulic brake 22d for the right rear wheel. The second hydraulic circuit 30 replaces the wheel cylinder 38a of the hydraulic brake 22a of the right front wheel in the description of the first hydraulic circuit 28 with the wheel cylinder 38c of the hydraulic brake 22c of the left front wheel, It is configured in the same manner as the first hydraulic circuit 28 except that the wheel cylinder 38b of the pressure brake 22b is replaced with the wheel cylinder 38d of the hydraulic brake 22d for the right rear wheel.

<2. Brake fluid pressure controller>
(2-1. Overall configuration)
The overall configuration of the brake fluid pressure control device 10 according to the present embodiment will be described with reference to FIG.

FIG. 2 is a perspective view of the brake fluid pressure control device 10 as seen from the mounting surface side of the motor 96. As shown in FIG.

The illustrated brake hydraulic pressure control device 10 is a device for controlling the braking force of each wheel of a four-wheeled vehicle. The brake fluid pressure control device 10 includes an ECU housing 91 containing the fluid pressure unit 20 and an ECU 90 . The brake hydraulic circuit 1 shown in FIG. 1 is formed in the hydraulic unit 20 .

The hydraulic unit 20 has a housing 110 . A motor 96 is mounted on the first surface 110a of the housing 110 for driving the pumps 44a, 44b. The motor 96 is mounted so that the motor shaft (not shown) faces the inside of the housing 110 .

An ECU housing 91 is attached to a second surface 110b of the housing 110 that faces the first surface 110a. Twelve electromagnetic control valves are mounted on the second surface 110b. The ECU housing 91 is attached to the second surface 110b so as to cover these electromagnetic control valves. The 12 electromagnetic control valves are electrically connected to the ECU 90 .

The twelve electromagnetic control valves are two circuit control valves 36a, 36b, two intake control valves 34a, 34b, four pressure increasing valves 58aa, 58ba, 58ab, 58bb, and four pressure reducing valves 54aa, 54ba, 54ab. , 54bb.

Two pipe ports 121a and 121b to which pipes connected to the master cylinder are connected are formed on the first surface 110a, and four surfaces are vertically continuous from the first surface 110a and the second surface 110b. Four pipe ports 123a, 123b, 123c and 123d to which pipes connected to wheel cylinders are connected are formed on the third surface 110c of 110c, 110d, 110e and 110f.

Pump elements 40a and 40b constituting pumps 44a and 44b are provided on a fourth surface 110d and a fifth surface 110e which are vertically continuous from the first surface 110a, the second surface 110b and the third surface 110c, respectively. is installed. The pumps 44a and 44b have pistons that reciprocate with the rotation of the motor shaft of the motor 96, and suck and discharge the brake fluid.

Accumulators 71a and 71b are provided on a sixth surface 110f that is vertically continuous from the first surface 110a and the second surface 110b and faces the third surface 110c.

Support members 88a, 88b, and 88c having a damper function are fixed to the first surface 110a and the sixth surface 110f. Brackets (not shown) for mounting the brake fluid pressure control device 10 to the vehicle body are attached to the support members 88a, 88b, 88c, and the brake fluid pressure control device 10 is mounted to the vehicle body via the brackets.

The positions where the support members 88a, 88b, and 88c are fixed are not limited to the illustrated positions.

(2-2. Configuration of housing)
FIG. 3 is an explanatory diagram showing a structural example of the housing 110 of the hydraulic unit 20. As shown in FIG. FIG. 3 is a front view of the housing 110 viewed from the second surface 110b side (mounting surface side of the ECU housing). In FIG. 3, illustration of the ECU 90 is omitted.

The housing 110 is made of light metal or metal such as aluminum. The housing 110 is formed with an internal flow path, which is a flow path for the brake fluid. The housing 110 also has a plurality of mounting portions in which a motor, a pump element, a plurality of electromagnetic control valves, an accumulator, etc. are arranged. Each mounting portion is a cylindrical recess formed in the housing 110 by, for example, boring.

In the housing 110 shown in FIG. 3, the left half is provided with internal passages or mountings forming the first hydraulic circuit 28 and the right half is provided with internal passages or mountings forming the second hydraulic circuit 30 . department is provided.

The housing 110 has a plurality of piping ports 123a, 123b, 123c, 123d as attachment portions on the third surface 110c.

A pipe connected to the wheel cylinder of the hydraulic brake for the right front wheel is connected to the pipe port 123a. The pipe port 123b is connected to a pipe that is connected to the wheel cylinder of the hydraulic brake for the left rear wheel. A pipe connected to the wheel cylinder of the hydraulic brake for the left front wheel is connected to the pipe port 123c. The pipe port 123d is connected to a pipe that is connected to the wheel cylinder of the hydraulic brake for the right rear wheel.

The housing 110 has accumulator bores 139a, 139b as mounting portions on the sixth face 110f. Accumulators 71a and 71b are attached to the accumulator bores 139a and 139b, respectively.

The housing 110 has valve mounting portions 131a to 131d, 133a to 133b, 135a to 135b, and 137a to 137d to which a plurality of electromagnetic control valves are mounted as mounting portions on the second surface 110b.

A pressure increasing valve 58aa for supplying brake fluid to the wheel cylinder of the hydraulic brake for the right front wheel is mounted on the valve mounting portion 131a. A pressure increasing valve 58ba for supplying brake fluid to the wheel cylinder of the hydraulic brake for the left rear wheel is mounted on the valve mounting portion 131b. A pressure increasing valve 58ab for supplying brake fluid to the wheel cylinder of the hydraulic brake for the left front wheel is mounted on the valve mounting portion 131c. A pressure increasing valve 58bb for supplying brake fluid to the wheel cylinder of the hydraulic brake for the right rear wheel is mounted on the valve mounting portion 131d.

A circuit control valve 36a of the first hydraulic circuit 28 is attached to the valve attachment portion 133a. The circuit control valve 36b of the second hydraulic circuit 30 is attached to the valve attachment portion 133b. The intake control valve 34a of the first hydraulic circuit 28 is attached to the valve attachment portion 135a. The intake control valve 34b of the second hydraulic circuit 30 is attached to the valve attachment portion 135b.

A pressure reducing valve 54aa for discharging the brake fluid from the wheel cylinder of the hydraulic brake for the right front wheel is attached to the valve attachment portion 137a. A pressure reducing valve 54ba for discharging the brake fluid from the wheel cylinder of the hydraulic brake for the left rear wheel is attached to the valve attachment portion 137b. A pressure reducing valve 54ab for discharging the brake fluid from the wheel cylinder of the hydraulic brake for the left front wheel is attached to the valve attachment portion 137c. A pressure reducing valve 54bb for discharging the brake fluid from the wheel cylinder of the hydraulic brake for the right rear wheel is attached to the valve attachment portion 137d.

A first surface 110a facing the second surface 110b of the housing 110 is provided with an elongated hole 61 extending in the axial direction of the motor 96, which constitutes the vibration absorber 60 according to the present invention. . Slot 61 is located between motor 96 and third surface 110c. Further, in this embodiment, the long hole 61 is arranged at a position surrounded by the piping ports 123b, 123d and the valve mounting portions 131b, 131d.

In this embodiment, the elongated hole 61 is formed as a bottomed hole having an opening on the first surface 110a of the housing 110, so the elongated hole 61 is indicated by broken lines in FIG. However, the elongated hole 61 may be formed as a through hole penetrating from the first surface 110a to the second surface 110b, and the constituent members of the vibration absorbing section may be covered with lid-like members from both sides.

FIG. 4a is a side view of the hydraulic control device, showing the arrangement of the vibration absorbing section 60 in the hydraulic control device.

The vibration absorbing portion 60 is preferably arranged at a location near the third surface 110c side of the housing where the vibration amplitude of the brake fluid pressure control device 10 is the largest. In one embodiment, it is located between the motor 96 and the third surface 110c. Also, in consideration of left-right balance, it is preferable that the support member 88c be arranged near the center when viewed from the first surface of the housing 110, similarly to the arrangement of the support member 88c. In this embodiment, the support member 88c provided on the sixth surface, the shaft (not shown) of the motor 96, and the vibration absorber 60 are provided on the same line at the center of the housing 110 in the width direction.

4b is an enlarged view of the vibration absorber 60. FIG.
The vibration absorber 60 is a spring-mass system including an elongated hole 61 provided in the housing 110 , a weight 62 having a mass, a first elastic element 63 and a second elastic element 64 that are coil springs, and a lid 67 . Configured.

In this embodiment, the elongated hole 61 is a cylindrical hole with a bottom, and the opening 65 on the side of the first surface 110a of the housing 110 is closed with a lid 67. As shown in FIG. The weight 62 has a substantially spheroidal shape, and is made of a material such as a metal having a higher specific gravity than the material of the housing, thereby further enhancing the vibration suppressing effect of the brake fluid pressure control device.

The first elastic element 63 is arranged between the weight 62 and the lid portion 67 , and the second elastic element 64 is arranged between the weight 62 and the bottom surface 66 of the long hole 61 . The first and second elastic elements may be inserted into the elongated holes 61 while being connected to the weight 62 in advance by plastic deformation or adhesion.

The first elastic element 63 and the second elastic element 64 are mounted in a slightly contracted state, and in a normal state in which vibration is not transmitted to the hydraulic pressure control unit, the weight 62 is positioned substantially in the center of the elongated hole 61 and is in equilibrium. is kept.

The resonance frequency of the spring-mass system consisting of the weight 62, the first elastic element 63 , and the second elastic element 64 (coil spring in the embodiment) is set to the vibration frequency of the brake fluid pressure control device whose vibration is to be reduced. may be As a result, the vibration absorber 60 acts more effectively as a dynamic vibration absorber for vibrations, which will be described below, and the vibration suppression effect of the brake fluid pressure control device can be enhanced. The resonance frequency can be set by increasing or decreasing the mass of the weight 62 and the elastic modulus (elastic force) of the first and second elastic elements.

Furthermore, the elastic forces of the first elastic element and the second elastic element may be different. As a result, it is possible to design the brake fluid pressure control device 10 so that the vibration absorbing force acts in a direction in which the amplitude of vibration of the brake hydraulic pressure control device 10 is desired to be further suppressed. In this embodiment, since the weight of the motor 96 is larger than the weight of the ECU housing, the elastic force of the second elastic element 64 should be made larger than that of the first elastic element 63 so as to further suppress the swing width toward the motor side. can be done.

FIG. 5 is a diagram for explaining the vibration absorbing action of the vibration absorbing portion 60 that suppresses the vibration of the brake fluid pressure control device.

The brake fluid pressure control device 10 is attached to the vehicle via brackets (not shown) and support members 88a, 88b, 88c. Therefore, the vibration of the vehicle is transmitted to the brake fluid pressure control device through the support members 88a, 88b, and 88c, so that the third surface 110c of the housing, which is not supported by the vehicle, produces a relatively large amplitude as shown. It vibrates greatly in the axial direction (direction of the arrow).

When the brake fluid pressure control device 10 starts to vibrate, the weight 62 of the vibration absorber 60 tries to stay at its original position according to the law of inertia. For example, when the brake fluid pressure control device 10 swings toward the motor 96, the weight 62 tries to stay at that position, so the first elastic element expands and the second elastic element contracts. Then, due to the restoring force of the spring, a force to return the brake fluid pressure control device 10 to the ECU housing side is applied to the housing 110 .

Similarly, when the brake fluid pressure control device 10 swings toward the ECU housing 91, the weight 62 moves toward the motor 96 due to the law of inertia and the elastic forces of the first and second elastic elements. One elastic element contracts and the second elastic element expands. Therefore, due to the restoring force of the spring, a force is applied to the housing 110 to return the brake fluid pressure control device 10 to the motor 96 side.

That is, by having the vibration absorbing portion 60 of the present invention, when the brake fluid pressure control device vibrates, the vibration absorbing portion 60 of the present invention always applies a force in the direction of suppressing the vibration, so that the support member is prevented from moving. It is possible to prevent deterioration of mounting parts such as mounting rubbers and brackets.

DESCRIPTION OF SYMBOLS 10... Brake fluid pressure control apparatus, 20... Hydraulic pressure unit, 60... Vibration absorption part, 61... Long hole, 62... Weight, 63... First elastic element, 64... Second elastic element, 67 Lid portion 88a, 88b, 88c Support member 91 ECU housing 96 Motor 110 Housing.

Claims (5)

a housing (110) having a hydraulic circuit therein;
a motor (96) mounted on the first face (110a) of the housing (110) for driving the pumps (44a, 44b) of the hydraulic circuit;
an ECU housing (91) mounted on a second surface (110b) of the housing (110) opposite the first surface (110a) and containing a control unit (90) for controlling the motor (96); In a brake fluid pressure control device (10) comprising:
a long hole (61) provided in the housing (110) and extending in the axial direction of the motor (96);
a vibration absorber (60) having a weight (62) that moves in the slot (61) in the axial direction of the motor (96) and exerts an action on the housing;
The vibration absorbing part (60) has one end engaged with the weight (62) and is arranged in the long hole (61) closer to the first surface (110a) than the weight (62). an element (63), and a second elastic element (64) whose one end is engaged with the weight (62) and which is arranged in the slot (61) closer to the second surface (110b) than the weight (62). ) and consists of a spring-mass system with
characterized in that the elastic force of the second elastic element (64) is greater than that of the first elastic element (63),
A brake fluid pressure control device (10). The housing (110) has a surface perpendicular to the first surface (110a) and has wheel cylinder piping ports (123a, 123b, 123c, 123d) connected to wheel cylinders for braking the vehicle. having three faces (110c),
said slot (61) is positioned between said motor (96) and said third surface (110c);
The brake fluid pressure control device (10) according to claim 1. said first elastic element (63) and said second elastic element (64) are coil springs,
A brake fluid pressure control device (10) according to claim 1. wherein the resonance frequency of the spring mass system is set to the vibration frequency of the brake fluid pressure control device (10) whose vibration is to be reduced;
A brake fluid pressure control device (10) according to claim 1 . The long hole (61) is a bottomed hole having an opening (65) on the first surface (110a),
The brake fluid pressure control device (100) according to any one of claims 1 to 4 .

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