JP2008174218A - Motion control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve detection accuracy of a vehicle behavior in a motion control device for a vehicle to reduce influence of vibration generated by an operation of a pump to be hydraulic equipment on a yaw rate sensor. <P>SOLUTION: This motion control device 13 is constituted by integrating a hydraulic unit 21 mounted with the pump 32 to generate controlled hydraulic pressure to be imparted to each wheel cylinder WC of the vehicle with a control unit 22 provided with the yaw rate sensor 61 and controlling the hydraulic unit 21. The pump 32 is constituted of a pump driving part rotated by a motor 33 and a pump action part exerting a pump function according to rotation of the pump driving part. The yaw rate sensor 61, motor 33 and pump 32 are so disposed that an extending direction of a detection axis 61a of the yaw rate sensor 61 has a different positional relation from both of the extending directions of a rotary axis 33a of the motor 33 and a rotary axis 32a of the pump driving part. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention provides a hydraulic unit equipped with a pump that generates a control hydraulic pressure applied to each wheel cylinder of a vehicle, and a control unit that controls the hydraulic unit while being provided with a yaw rate sensor that detects the yaw rate of the vehicle. Are related to a vehicle motion control device.

  Conventionally, what is shown by patent documents 1 is known as a motion control device of vehicles. As shown in FIGS. 1 and 2 of Patent Document 1, the vehicle motion control device includes a hydraulic unit (2, 3), a control unit (4), and a vehicle behavior sensor (5). . The hydraulic unit 3 is supported by the support bracket (10) via three support members (11). The vehicle motion control device includes three or more support points (7, 8, 9) for supporting the support bracket (10). One plane (E) is defined by these support points, and this plane is arranged in the vicinity of the center of gravity (S) of the vehicle motion control device.

  Moreover, what is shown by patent document 2 is known as another form of the vehicle motion control apparatus. As shown in FIG. 4 of Patent Document 2, the valve block 19 is elastically suspended from a holder 25 via a screw 24 and a buffer element 22, and the controller unit 1 is attached to the holder 25 via a screw 24 ′. The controller unit 1 is separated from the valve block 19 via the intermediate chamber 15. The valve dome 12 protruding from the valve block 19 toward the controller unit 1 is surrounded by a valve coil 16 disposed in the controller unit 1 (magnetic plug). The valve coil 16 is connected to the printed circuit board 8 in the controller unit 1 by a removable connecting member 13 which is elastic and conductive.

Moreover, what is shown by patent document 3 is known as another form of the vehicle motion control apparatus. As shown in FIG. 9 of Patent Document 3, the bracket 160 is a substantially U-shaped main body 161 on which an electrohydraulic valve unit 162 is mounted. The electronic hydraulic valve unit 162 includes an ECU (Electronic Control Unit) 163 that carries at least one accelerometer and at least one angular velocity sensor. The electrohydraulic valve unit 162 is fixed to the bracket 160 by a plurality of threaded fasteners 164 (only one shown). When the ECU 20 is directly mounted on the vehicle, the mounting position can be selected so that each of the motion sensors 24, 25, and 26 is aligned with the vehicle reference axis corresponding to the sensor.
International Publication No. WO2005 / 039946 Pamphlet JP-T-2004-506572 JP-T-2004-535325

  In the vehicle motion control apparatus described in Patent Document 1, the support directions of the three support members (11) with respect to the hydraulic unit (3) are parallel to each other, that is, the support direction is only one direction. . For this reason, in one direction, the vibration input from the vehicle body is appropriately damped, and the transmission of vibration generated by the operation of the hydraulic device of the vehicle motion control device is appropriately suppressed. However, it has not been possible to sufficiently reduce the influence of vibration generated by the operation of a pump (reciprocating type) that is a hydraulic device on the yaw rate sensor.

  Also, in the vehicle motion control device described in Patent Document 2, the support directions for the vehicle motion control device in at least three supported positions are parallel to each other, that is, the support direction is only one direction. is there. For this reason, in one direction, the vibration input from the vehicle body is appropriately damped, and the transmission of vibration generated by the operation of the hydraulic device of the vehicle motion control device is appropriately suppressed. However, it has not been possible to sufficiently reduce the influence of vibration generated by the operation of a pump (reciprocating type) that is a hydraulic device on the yaw rate sensor.

  Further, in the vehicle motion control apparatus described in Patent Document 3, there is a description that “each of the motion sensors 24, 25, and 26 is aligned with a vehicle reference axis corresponding to the sensor”. There is no specific description regarding a technique for reducing the influence on the yaw rate sensor caused by the vibration generated by the operation of the pump in consideration of the mutual relationship between a certain pump (reciprocating type) and the yaw rate.

  The present invention has been made to solve the above-described problems. In a vehicle motion control apparatus, a vehicle that reduces the influence of vibration generated by the operation of a pump, which is a hydraulic device, on a yaw rate sensor. An object of the present invention is to improve the detection accuracy of the vehicle behavior in the motion control apparatus.

  In order to solve the above problem, the structural feature of the invention according to claim 1 is that a hydraulic unit equipped with a pump for generating a control hydraulic pressure applied to each wheel cylinder of the vehicle, and a yaw rate of the vehicle are detected. A vehicle motion control device in which a yaw rate sensor and a control unit for controlling a hydraulic pressure unit are integrated, wherein the pump is driven by a motor and is driven by a pump. The yaw rate sensor, the motor, and the pump are configured such that the direction of extension of the detection shaft of the yaw rate sensor is the extension of the rotation axis of the motor and the rotation axis of the pump drive unit. It is arrange | positioned so that it may become a different positional relationship from both directions.

  The structural feature of the invention according to claim 2 is that, in claim 1, the pump is a rotary pump, and the pump action part rotates by the rotation of the pump drive part to exhibit the pump function.

  The structural feature of the invention according to claim 3 is that, in claim 2, the pump has a plurality of pump action portions, and each pump action portion is arranged in series along the rotation axis of the pump drive portion and is adjacent to each other. The suction port and the discharge port of the pump action part are disposed at positions opposite to each other with respect to the rotation axis of the pump action part.

  The structural feature of the invention according to claim 4 is that, in claim 1, the pump is a piston-type pump, and the pump action part reciprocates due to the rotation of the pump drive part to exhibit the pump function.

  The structural feature of the invention according to claim 5 is that, in claim 4, the pump has a plurality of pump action portions, and each pump action portion is arranged at an equal angle on the same plane around the rotation axis of the pump drive portion. It is established.

  The structural feature of the invention according to claim 6 is that, in any one of claims 1 to 5, the vehicle motion control device is supported by a vehicle body via a support elastic member and a bracket, and is supported. Both the elastic member and the bracket are configured such that the resonance point of the vehicle motion control device is higher than the detection frequency range of the yaw rate sensor.

  A structural feature of the invention according to claim 7 is that, in any one of claims 1 to 5, the vehicle motion control device is directly fixed to a bracket fixed directly to the vehicle body. It is.

  The structural feature of the invention according to claim 8 is that, in any one of claims 1 to 7, the rotary shaft of the pump drive unit or its extension line is formed by connecting a support point for the vehicle motion control device. The movement control device of the vehicle is supported by the bracket so as to pass within the range.

  The structural feature of the invention according to claim 9 is that, in any one of claims 1 to 8, the control unit houses the control board, and the yaw rate sensor is on the control board and rotates out of the pump. It is that it is arranged at a part corresponding to the part.

  The structural feature of the invention according to claim 10 is that in claim 9, further comprising an acceleration sensor for detecting the acceleration of the vehicle, wherein the acceleration sensor is provided on a portion of the pump corresponding to the rotating portion of the pump. It is arranged.

  The structural feature of the invention according to claim 11 is that, in any one of claims 1 to 10, the pump pulsation frequency is set to be higher than the detection frequency range of the yaw rate sensor. is there.

  In the invention according to claim 1 configured as described above, in the yaw rate sensor, the motor, and the pump, the extending direction of the detection shaft of the yaw rate sensor is both the extending direction of the rotating shaft of the motor and the rotating shaft of the pump drive unit. Therefore, when the motor is driven and the pump drive unit is driven and a rotational moment is generated around the rotation axis in the motor and pump, the yaw rate sensor is driven by the rotational moment. It is possible to suppress detection of the rotational behavior of the vehicle motion control device. Thereby, the detection accuracy of the vehicle behavior in the vehicle motion control apparatus can be improved.

  In the invention according to claim 2 configured as described above, in the invention according to claim 1, the pump is a rotary pump, and the pump action part rotates by the rotation of the pump drive part to exhibit the pump function. Therefore, it is easy to smooth the pulsation of the pump action part, and the vibration of the pump itself can be further suppressed by using the rotary pump.

  In the invention according to claim 3 configured as described above, in the invention according to claim 2, the pump has a plurality of pump action portions, and each pump action portion is arranged in series along the rotation axis of the pump drive portion. The suction port and the discharge port of the adjacent pump action portions are disposed at positions opposite to each other with respect to the rotation axis of the pump action portion. Thereby, when rotating a pump action part, since it arrange | positions with sufficient balance and the rotational load fluctuation | variation of a pump drive part can be reduced, the vibration at the time of a pump action | operation can be suppressed small.

  In the invention according to claim 4 configured as described above, in the invention according to claim 1, the pump is a piston-type pump, and the pump action part reciprocates by the rotation of the pump drive part to exhibit the pump function. To do. As a result, even when a piston type pump is used, when the motor is driven and the pump drive unit is driven and a rotation moment is generated around the rotation axis in the motor and the pump drive unit, the yaw rate sensor is driven by the rotation moment. It is possible to suppress detection of the rotational behavior of the motion control apparatus.

  In the invention according to claim 5 configured as described above, in the invention according to claim 4, the pump has a plurality of pump action portions, and each pump action portion is on the same plane with the rotation axis of the pump drive portion as a center. Are arranged at an equal angle. Thereby, when a plurality of pump action portions are provided, the load on the pump drive portion can be imparted in a well-balanced manner and rotation fluctuation can be reduced, so that the vibration of the piston pump can be suppressed as small as possible.

  In the invention according to claim 6 configured as described above, in the invention according to any one of claims 1 to 5, the vehicle motion control device includes a support elastic member and a bracket. Both the support elastic member and the bracket are configured such that the resonance point of the vehicle motion control device is higher than the detection frequency range of the yaw rate sensor. As a result, when the vibration associated with the pump operation occurs and the vehicle motion control device resonates, the resonance frequency is higher than the detection frequency range of the yaw rate sensor, so the influence of the vibration associated with the pump operation is eliminated as much as possible. The vehicle behavior detection accuracy is further improved.

  In the invention according to Claim 7 configured as described above, in the invention according to any one of Claims 1 to 5, the vehicle motion control device is directly attached to a bracket fixed directly to the vehicle body of the vehicle. It is fixed. As a result, the resonance frequency of the vehicle motion control device is much higher than the detection frequency range of the yaw rate sensor even if vibration is generated due to the pump operation. The detection accuracy is further improved.

  In the invention according to claim 8 configured as described above, in the invention according to any one of claims 1 to 7, the rotary shaft of the pump drive unit or its extension line is supported by the vehicle motion control device. The vehicle motion control device is supported by the bracket so as to pass through a range formed by connecting points. As a result, when the pump is operated and the vehicle motion control device is rotationally varied around the rotational axis, the rotational variation is received in a well-balanced manner, so that the influence of rotational variation by the pump can be reduced.

  In the invention according to claim 9 configured as described above, in the invention according to any one of claims 1 to 8, the control unit houses the control board, and the yaw rate sensor is on the control board. It arrange | positions in the site | part corresponding to the part which rotates among pumps. As a result, when the pump is activated and the vehicle motion control device rotates about the rotation axis, the displacement of the yaw rate sensor can be reduced, so that the influence of rotational fluctuation by the pump is reduced and the yaw rate is detected. be able to.

  The invention according to claim 10 configured as described above further comprises an acceleration sensor for detecting the acceleration of the vehicle according to the invention according to claim 9, wherein the acceleration sensor is a part of the pump that rotates on the control board. It is arrange | positioned in the site | part corresponding to. As a result, when the pump is activated and the vehicle motion control device rotates about the rotation axis, the displacement of the acceleration sensor can be reduced, so that the acceleration is detected by reducing the influence of rotational fluctuations caused by the pump. be able to.

  In the invention according to claim 11 configured as described above, in the invention according to any one of claims 1 to 10, the pulsation frequency of the pump is set to be higher than the detection frequency range of the yaw rate sensor. Has been. As a result, when the vehicle motion control device vibrates due to the pulsation associated with the pump operation, the pulsation frequency is higher than the detection frequency range of the yaw rate sensor. The detection accuracy is further improved.

  Hereinafter, a vehicle motion control apparatus according to the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing an outline of a hydraulic brake device 10 to which the vehicle motion control device is applied. 2 to 4 are a front view, a top view, and a side view showing the vehicle motion control device 13 supported by the vehicle body B via the bracket 70.

  The hydraulic brake device 10 applies braking force to the wheels W of the vehicle. As shown in FIG. 1, the hydraulic brake device 10 includes a master cylinder 12, a wheel cylinder WC, a vehicle motion control device 13, and a reservoir tank 14.

  The master cylinder 12 generates a hydraulic pressure (basic hydraulic pressure) corresponding to a brake operation state caused by depression of the brake pedal 11 and supplies the hydraulic pressure to a wheel cylinder WC that regulates the rotation of the wheel W of the vehicle. The vehicle includes four wheels W and four wheel cylinders WC corresponding to the wheels W, respectively. In FIG. 1, only one of the four wheels W is shown.

  Each wheel cylinder WC is provided in each caliper CL and accommodates a piston (not shown) that slides in a liquid-tight manner. When a base hydraulic pressure or a control hydraulic pressure is supplied to each wheel cylinder WC, each piston presses a pair of brake pads (not shown) that are friction members, and a disk rotor that is a rotating member that rotates integrally with each wheel W. The rotation is regulated by sandwiching the DR from both sides. A friction brake is constituted by the brake pad and the disc rotor DR.

  In this embodiment, the disc type brake is adopted, but a drum type brake may be adopted. In this case, when a basic hydraulic pressure or a control hydraulic pressure is supplied to each wheel cylinder WC, each piston presses (expands) a pair of brake shoes (not shown), and a brake drum (not shown) rotates integrally with each wheel W. The rotation is restricted by abutting against the inner peripheral surface of (omitted).

  The vehicle motion control device 13 includes a hydraulic unit 21 equipped with a plurality of hydraulic devices for individually controlling the hydraulic pressure applied to each wheel cylinder WC of the vehicle M, and a vehicle behavior for detecting the behavior of the vehicle. This is a single structure (integrated structure) in which the sensor 60 is provided and the control unit 22 that controls the hydraulic unit 21 is integrated.

  The hydraulic unit 21 is generally well known, and includes a differential pressure control valve, a pressure increase control valve and a pressure reduction control valve constituting an ABS control valve, a reservoir, a pump, a motor for driving the pump, and the like. It is configured by packaging in one case. The hydraulic unit 21 can directly apply the basic hydraulic pressure from the master cylinder 12 to the wheel cylinder WC. Further, the hydraulic unit 21 can generate a control hydraulic pressure formed by driving the pump and controlling the differential pressure control valve in the wheel cylinder WC of each wheel W. That is, the hydraulic unit 21 can generate a hydraulic pressure (basic hydraulic pressure) in the wheel cylinder WC according to the operation state (depressed state) of the driver's brake pedal 11, and the driver's brake pedal 11 It is also possible to control the hydraulic pressure (control hydraulic pressure) to the wheel cylinder WC regardless of the operation state (depressed state).

  The hydraulic unit 21 includes a substantially hexahedral main body 23 formed of a metal material. As schematically shown in FIG. 1, the main body 23 communicates with the master cylinder 12 via a pipe 17 and communicates with the wheel cylinder WC via a pipe 18. Specifically, two ports P1 and P2 provided on the right side surface of the main body 23 (FIG. 1 shows the vehicle motion control device 13 viewed from the front), that is, the motor mounting surface 23a to which the motor 33 is mounted ( 4), and communicates with two ports of the master cylinder 12 (only one is shown in FIG. 1). Ports P3 to P6 formed on the upper surface of the main body 23, that is, the port forming surface 23c (see FIG. 3) communicate with each wheel cylinder WC (only one is shown in FIG. 1).

  In the main body 23, oil passages that communicate the ports P1 to P6 are formed. On the oil passage, a differential pressure control valve, a pressure increase control valve constituting an ABS control valve, a solenoid valve 31 as a pressure reduction control valve, a reservoir (not shown), a pump 32, and the like are arranged. Hydraulic equipment for individually controlling the hydraulic pressure applied to each wheel cylinder WC by the differential pressure control valve, the electromagnetic valve 31 that is the pressure increase control valve and the pressure reduction control valve constituting the ABS control valve, and the pump 32 It is.

  As shown in FIG. 1, the electromagnetic valve 31 is assembled to a control unit mounting surface 23 b to which the control unit 22 is mounted, which is a surface (left side surface) opposite to the motor mounting surface 23 a of the main body 23. The electromagnetic valve 31 is attached to the main body 23 with the solenoid portion protruding into the first chamber R1. The terminal 31b3 of the electromagnetic valve 31 penetrates the partition wall 41b, and the tip thereof is soldered to the control board 50. The terminal 31b3 of the electromagnetic valve 31 may be indirectly connected to the control board 50 via a bus bar or the like. The electromagnetic valve 31 may be a linear valve (for example, a differential pressure control valve) or an on / off on / off valve (for example, an ABS control valve).

  The pump 32 is a rotary pump and is disposed in the main body 23. The pump 32 is driven by a motor 33. The pump 32 is driven by the operation of the motor 33 assembled to the motor mounting surface 23a of the main body 23, and needs brake fluid from the master cylinder 12 via a reservoir (not shown) provided in the main body 23 or a suction opening / closing valve. Pump up according to.

  A rotary pump includes a gear pump and a vane pump. A gear pump (trochoid pump) is generally well-known, and fluid is generated by using a meshing portion of teeth by rotation of two gears (external gear and internal gear) housed in a housing. To be sent. In this case, the internal gear and the external gear are eccentric. An external gear disposed inside the internal gear is driven by a motor.

  Specifically, as shown in FIG. 7, the pump 32 includes a pump drive unit 32 b that is rotated by a motor 33, and a plurality of pump operation units 32 c that perform a pump function as the pump drive unit 32 b rotates. It is composed of

  The pump drive unit 32b includes a shaft 32b1 connected to the output shaft 33b of the motor 33, and a torque pin 32b2 that connects the shaft 32b1 and the external gear 32c1. The pump action portion 32c includes an external gear 32c1 that rotates integrally coaxially with the shaft 32b1, and an internal gear 32c2 that internally meshes with the external gear 32c1. The internal gear 32c2 is supported eccentrically with respect to the external gear 32c1 so as to be rotatable. Both gears 32c1 and 31c2 mesh with each other (meshing portion) and are not meshed on the opposite side of the meshing portion, so that a space is created. A suction port 32c3 is disposed on one side (after meshing) of the meshing portion, and a discharge port 32c4 is disposed on the other side (before meshing) of the meshing portion. As the external gear 32c1 is rotated by driving the motor 33, the internal gear 32c2 is also rotated, and the meshing amount of the external gear 32c1 and the internal gear 32c2 is changed. As a result, the brake fluid is sucked from the suction port 32c3 and discharged from the discharge port 32c4. That is, the pump action part 32c is rotated by the rotation of the pump drive part 32b and exhibits a pump function.

  In addition, each pump action part 32c is arrange | positioned in series along the rotating shaft 32a of the pump drive part 32b, and the suction port 32c3 and the discharge port 32c4 of the adjacent pump action part 32c are the rotating shafts (this embodiment) of the pump action part 32b. In the embodiment, they are arranged at positions opposite to each other with reference to the rotation shafts 32a and 33a). In the rotary pump, since the internal gear 32c2 is eccentric with respect to the rotation shaft 32a, the suction port 32c3 and the discharge port 32c4 are aligned with the rotation shaft of the pump action portion 32b (in this embodiment, the rotation shafts 32a and 33a). By arranging them at positions opposite to each other as a reference, adjacent internal gears 32c2 can be arranged alternately with respect to the rotation shaft 32a.

  In the rotary pump, the rotation shaft 33a of the motor 33 is the central axis of the output shaft 33b, and is the same as the shaft 32b1, that is, the rotation shaft 32a of the pump drive unit 32b.

  The vane pump is generally well known, and a rotor having a plurality of vanes (blades) mounted radially (radial) is rotatably accommodated in a housing. Since the rotor is eccentric with respect to the casing, the fluid is sent out by repeating the expansion and contraction of the volume between two adjacent vanes as the rotor rotates.

  The pulsation frequency of the pump 32 is set to be higher than the detection frequency range (described later) of the yaw rate sensor 61. The pulsation frequency of the pump 32 is determined by the number of teeth and the rotational speed of the pump. Therefore, the number of teeth and the number of rotations of the pump may be set so as to be higher than the detection frequency range of the yaw rate sensor 61.

  In addition to the motor mounting surface 23a, the control unit mounting surface 23b, and the port forming surface 23c, the main body 23 has a surface (lower surface) 23d (see FIG. 2) opposite to the port forming surface 23c and a connector 22g. The control unit 22 has a connector surface (back surface) 23e (see FIG. 4) to be combined with the connector forming surface 22e, and a surface (front surface) 23f (see FIG. 4) opposite to the connector surface 23e.

  As shown in FIG. 1, the control unit 22 includes a casing 40 and a control board 50. The casing 40 includes a case 41 and a cover 42.

  The case 41 is formed in a tray shape having an opening 41a. In the case 41, a base portion 41b and a side portion 41c erected from the periphery of the base portion 41b are integrally formed of synthetic resin. The opening end of the opening 41a (the tip of the side portion 41c) is in airtight contact with the control unit mounting surface 23b of the main body 23 of the hydraulic unit 21. A first chamber R1 for accommodating the electromagnetic valve 31 is formed between the main body 23 and the case 41.

  The cover 42 is formed in a tray shape having an opening 42a. In the cover 42, a base portion 42b and a side portion 42c erected from the periphery of the base portion 42b are integrally formed of synthetic resin. The opening end of the opening 42a (the tip of the side portion 42c) is bonded to the outer wall surface of the base portion 41b of the case 41 by vibration welding or the like. Between the case 41 and the cover 42, a second chamber R2 for accommodating the control board 50 is formed.

  As described above, the casing 40 has the opening 41 a and is attached to the main body 23 so as to cover the electromagnetic valve 31 with the opening end of the casing 40 being in airtight contact with the control unit mounting surface 23 b of the main body 23.

  The base 41b of the case 41 is a partition that partitions the casing 40 into a first chamber R1 and a second chamber R2. The partition wall 41 b is disposed to face the control board 50.

  A pillar 45 for supporting the control board 50 is formed integrally with the case 41 on the partition wall 41b. The support column 45 supports (holds) the control board 50 by engaging a snap fit 45 a formed at the tip with an engagement hole formed in the control board 50.

  The control board 50 controls the motor 33 (pump 32) and each electromagnetic valve 31 based on signals input from a wheel speed sensor (not shown) for detecting the rotation speed (wheel speed) of the wheel W, a vehicle behavior sensor 60, and the like. Thus, normal brake, antilock brake control (ABS), skid prevention control (ESC), and the like are performed.

  In the normal brake, the basic hydraulic pressure from the master cylinder 12 generated by the operation of the brake pedal 11 is supplied to each wheel cylinder WC as it is to apply a braking force to each wheel W. At this time, the differential pressure control valve and the pressure increase control valve are de-energized and open, the pressure-reduction control valve is de-energized and closed, and the pump 32 is not operated.

  The anti-lock brake control is a control that prevents the occurrence of wheel lock during braking and ensures the optimum braking force, vehicle stability, and steering performance even on slippery road surfaces. At this time, when it is detected that the brake pedal 11 is operated and brake braking is performed, control is performed to apply an optimum braking force to each wheel so that the difference between the wheel speed and the vehicle body speed does not exceed a predetermined value. carry out.

  Specifically, in order to control the pair of pressure increase control valves and pressure reduction control valves assigned to the wheels W to the pressure increase / hold / pressure reduction mode, the pressure increase control valve and the pressure reduction control valve correspond to each mode. Excited / de-energized. The pressure-increasing control valve and the pressure-reducing control valve are respectively de-energized in the pressure-increasing mode, and the pressure-increasing control valve and the pressure-reducing control valve are opened and closed, and in the holding mode, the pressure-increasing control valve is excited and de-energized, respectively. In the pressure reducing mode, the pressure increasing control valve and the pressure reducing control valve are closed and opened, respectively. Other wheels are similarly controlled. Further, during the ABS control, the motor 33 is energized and the pump 32 is controlled to operate.

  The skid prevention control is a control for ensuring the stability of the vehicle by automatically controlling the brake and / or the engine when detecting a situation in which the turning vehicle is likely to skid. At this time, if the yaw rate sensor 61 detects that the vehicle is turning, the difference between the actual yaw rate detected by the yaw rate sensor 61 and the target yaw rate calculated based on the vehicle body speed, the steering angle of the vehicle, and the stability factor. The braking force is applied to the predetermined wheel or the output of the engine is controlled so that the engine is within the predetermined range.

  For example, when the rear wheel is likely to skid during a left turn, control for applying a braking force only to the right front wheel is performed to suppress this. At this time, the motor 33 is energized and the pump 32 is controlled to operate. The differential pressure control valve disposed between the master cylinder 12 and the wheel cylinder of the right front wheel is excited to be in a differential pressure state, and corresponds to those wheels so that no hydraulic pressure is applied to the wheels other than the right front wheel. The increased pressure control valve and the reduced pressure control valve are excited and de-energized to be closed, and the increased pressure control valve and the reduced pressure control valve corresponding to the right front wheel are de-energized to be opened and closed, respectively.

  The vehicle behavior sensor 60 detects the behavior of the vehicle M. The vehicle behavior sensor 60 is mounted on the control board 50. In the present embodiment, the vehicle behavior sensor 60 is a yaw rate sensor 61 that detects the yaw rate of the vehicle, or an acceleration sensor 62 that detects acceleration in the front-rear direction or the left-right direction of the vehicle. In the present embodiment, the yaw rate sensor 61 and the acceleration sensor 62 are separate. A vehicle behavior sensor 60 in which the yaw rate sensor 61 and the acceleration sensor 62 are integrated may be used.

  The yaw rate sensor 61 is, for example, a vibration type yaw rate sensor, and includes a tuning fork type vibration body (also serving as a detection unit). When a yaw rate is generated around the rotation axis in a vibration body in which excitation vibration is applied along an excitation direction perpendicular to the rotation axis of the vibration body, detection is performed in directions perpendicular to the rotation axis and the excitation direction, respectively. A Coriolis force proportional to the yaw rate is generated in the direction, that is, a detection vibration is generated. The yaw rate sensor 61 outputs a displacement signal of this detected vibration to the control board 50. Further, it may be a yaw rate sensor including a vibrating body of a type constituted by a square weight having a comb-like electrode for vibration.

  The yaw rate sensor 61 adjusts the vehicle M so that the rotational axis of the vibrating body is coincident with or parallel to the rotational axis of the vehicle M in the yaw direction (the axis located near the center of gravity of the vehicle M and substantially perpendicular to the horizontal plane). It is arranged.

  The rotating shaft of the vibrating body is the detection shaft 61 a of the yaw rate sensor 61. As shown in FIG. 1, in the yaw rate sensor 61 and the pump 32, the extending direction of the detection shaft 61a of the yaw rate sensor 61 and the extending direction of the rotating shaft 32a of the pump 32 and the rotating shaft 33a of the motor 33 do not match (different). They are arranged so as to have such a positional relationship. For example, the detection shaft 61a is preferably in a positional relationship orthogonal to the rotation shaft 32a of the pump 32 and the rotation shaft 33a of the motor 33.

  The acceleration sensor 62 includes, for example, a mass supported by a beam. When acceleration occurs in the vehicle, the acceleration sensor 62 bends the beam, measures this distortion, and outputs it to the control board 50 as a detection signal.

  Further, it is desirable that the yaw rate sensor 61 and the acceleration sensor 62 are arranged on the control board 50 at positions close to the support portions of the support elastic members 81 to 83. Further, as shown in FIG. 6, the yaw rate sensor 61 and the acceleration sensor 62 are preferably disposed (mounted) on or in the portion A <b> 10 corresponding to the pump 32 on the control board 50. The part A10 corresponds to the contour of the pump 32. The part A10 is within a predetermined distance range around the rotation shaft 32a of the pump 32. FIG. 6 is a view of the control board 50 as viewed from the left side of the vehicle.

  As shown in FIG. 1, the reservoir tank 14 stores brake fluid and supplies the brake fluid to the master cylinder 12 and the hydraulic unit 21. The reservoir tank 14 replenishes the master cylinder 12 with brake fluid via a pipe 19.

  The vehicle motion control device 13 configured as described above is supported by the bracket 70 fixed to the vehicle body B of the vehicle M via three support elastic members 81 to 83. The bracket 70 is comprised from the fixing | fixed part 72 provided in the lower part of the support part 71 and the support part 71, as shown in FIGS.

  The support portion 71 is formed by integrally connecting the first plate 71a, the second plate 71b, and the third plate 71c, and supports the motion control device 13 of the vehicle.

  As shown mainly in FIGS. 3 and 4, the first plate 71a is disposed in parallel to face the motor mounting surface 23a. A first support elastic member 81 is fitted to the first plate 71a. The first support elastic member 81 is screwed (coupled) to the motor mounting surface 23 a by a fastening bolt 91 that passes through the first support elastic member 81. As a result, the motor mounting surface 23 a is supported by the first plate 71 a via the first support elastic member 81. At this time, the support direction of the first support elastic member 81 is an axial direction of the first support elastic member 81, that is, a direction perpendicular to the motor mounting surface 23a, and a direction parallel to the X-axis direction (see FIGS. 2 and 3). It is.

  The X axis, the Y axis, and the Z axis are three coordinate axes of a three-dimensional coordinate system that is an orthogonal coordinate system. The X-axis direction is the left-right direction in FIG. 2, for example, the left-right direction of the vehicle. The Y-axis direction is the vertical direction in FIG. 2, that is, the vertical direction of the vehicle. The Z-axis direction is a direction perpendicular to the paper surface in FIG. 2, for example, the front-rear direction of the vehicle.

  As shown mainly in FIG. 2, the second plate 71b is disposed in parallel to face the surface 23d on the opposite side of the port forming surface 23c. A second support elastic member 82 is fitted to the second plate 71b. The second support elastic member 82 is screwed (coupled) to the surface 23 d by a fastening bolt 92 that penetrates the second support elastic member 82. Thus, the surface 23d is supported by the second plate 71b via the second support elastic member 82. At this time, the support direction of the second support elastic member 82 is a direction perpendicular to the axial direction of the second support elastic member 82, that is, the surface 23d, and is parallel to the Y-axis direction (see FIGS. 2 and 4). .

  As shown mainly in FIGS. 2 to 4, the third plate 71 c is disposed in parallel to face the surface 23 f on the opposite side of the connector surface 23 e. A third support elastic member 83 is fitted to the third plate 71c. The third support elastic member 83 is screwed (coupled) to the surface 23 f by a fastening bolt 93 penetrating the third support elastic member 83. Accordingly, the surface 23f is supported by the third plate 71c via the third support elastic member 83. At this time, the support direction of the third support elastic member 83 is a direction perpendicular to the axial direction of the third support elastic member 83, that is, the surface 23f, and is parallel to the Z-axis direction (see FIGS. 3 and 4). .

  Further, the support portions A1 to A3 of the vehicle motion control device 13 by the support elastic members 81 to 83 described above are the three surfaces 23a of the surfaces 23a, 23d, and 23f supported by the support elastic members 81 to 83, respectively. , 23d, and 23f, a portion that is separated from the vertex angle P10 by the distance between the vertex angle P10 and the center of each of the surfaces 23a, 23d, and 23f, and a portion that is apart from each other by a predetermined distance or more. desirable. In addition, the said predetermined distance is set to the half value of the distance between each support location when support location A1-A3 is set to the opposite angle | corner part in each surface of apex angle P10, for example.

  As shown in FIG. 4, the support location A1 is provided on the peripheral portion of the side (opposite line of the surface 23a and the surface 23e) that is the surface 23a and faces the apex angle P10. As can be understood from FIGS. 2 and 4, the support location A <b> 2 is provided on the peripheral portion of the side (the intersection line of the surface 23 d and the surface 23 b) that is the surface 23 d and faces the apex angle P <b> 10. As shown in FIG. 2, the support location A3 is provided on a peripheral portion of a side (an intersection line between the surface 23c and the surface 23f) that is the surface 23f and faces the apex angle P10.

  Moreover, each support elastic member 81-83 mentioned above is supporting the motion control apparatus 13 of the vehicle in the state compressed in the support direction. The first supporting elastic member 81 will be described in detail as an example. As shown in FIG. 5, the first support elastic member 81 is formed of an elastic material (for example, a rubber material) in a cylindrical shape. The first support elastic member 81 has a through hole 81a at the center in the axial direction, and an annular groove 81b at the center in the axial direction of the outer peripheral wall surface. The through-hole 81a is configured such that the cylindrical portion 85a of the first metal fitting 85 is inserted therein, and the fastening bolt 91 passes through the cylindrical portion 85a. The annular groove 81b is inserted into the peripheral edge of the notch 71a1 (or hole) of the first plate 71a, and the first part 81c and the second part divided by the annular groove 81b. 81d clamps the peripheral part of the notch part 71a1 (or hole part) of the 1st plate 71a.

  The 1st metal fitting 85 is comprised from the flange 85b connected to the cylinder part 85a and the end of the cylinder part 85a. The cylindrical portion 85a of the first metal fitting 85 is inserted from the second portion 81d side so that the flange 85b contacts the surface 23a of the vehicle operation control device 13. A washer (second metal fitting) 86 is disposed on the opposite side of the first metal fitting 85. The first support elastic member 81 is coupled by screwing the fastening bolt 91 into the screw hole of the motor mounting surface 23a in a state of being sandwiched between the first and second metal fittings 85 and 86. The fastening bolt 91 is screwed perpendicularly to the motor mounting surface 23a so that the axial direction of the first support elastic member 81 is perpendicular to the motor mounting surface 23a.

  Note that the overall length of the cylindrical portion 85 a is set to be shorter than the length of the first support elastic member 81 in the axial direction. When the fastening bolt 91 is screwed together, the first support elastic member 81 is compressed in the axial direction, the first metal fitting 85 and the washer 86 are brought into contact with each other, and the axial rigidity becomes a specified value.

  The fixing portion 72 is for fixing the support portion 71 to the vehicle body B. As shown mainly in FIG. 3, the fixing portion 72 is provided on the center of gravity side of the vehicle motion control device 13 with respect to one plane including all the supporting points A <b> 1 to A <b> 3 by the supporting elastic members 81 to 83. The first fixed portion 72a connected to the front right side of the first and the second fixed portion 72a provided on the opposite side of the center of gravity of the vehicle motion control device 13 with respect to one plane and connected to the rear left side of the support portion 71. The fixing portion 72b includes a third fixing portion 72c connected to the front left side portion of the support portion 71, and a fourth fixing portion 72d connected to the rear right side portion of the support portion 71. Base portions of the first to fourth fixing portions 72a to 72d are coupled to the vehicle body B by fastening bolts, for example.

  In addition, it is desirable that the fixing portion 72 includes three or more fixing portions including at least the first fixing portion 72a and the second fixing portion 72b.

  The support elastic members 81 to 83 are configured such that the resonance point of the vehicle motion control device 13 is higher than the detection frequency range of the yaw rate sensor 61. The detection frequency range of the yaw rate sensor 61 is, for example, 10 to 20 Hz or less because it detects the yaw rate (yawing) of the vehicle. In order to make the resonance point of the vehicle motion control device 13 higher than the detection frequency range of the yaw rate sensor 61, the rigidity of the support elastic members 81 to 83 may be increased as follows. For example, the hardness of the supporting elastic members 81 to 83 is increased, the axial thickness is decreased, or the tightening margin is increased.

  The bracket 70 is preferably configured such that the resonance point of the vehicle motion control device 13 is higher than the detection frequency range of the yaw rate sensor 61. For example, the hardness of the bracket 70 is increased, or the plate thickness of the member is increased. Further, only the rigidity of the supporting elastic members 81 to 83 may be increased, only the rigidity of the bracket 70 may be increased, or both the rigidity may be increased.

  Further, the vehicle motion control device 13 may be directly fixed to the bracket 70 that is directly fixed to the vehicle body B.

  Further, as shown in FIG. 4, the movement of the vehicle so that the rotating shaft 32a of the pump 32 or its extension line passes through a range S1 formed by connecting support points A1 to A3 with respect to the movement control device 13 of the vehicle. The control device 13 is supported by the bracket 70.

  As is apparent from the above description, in the present embodiment, the yaw rate sensor 61, the motor 33, and the rotary pump 32 include the extending direction of the detection shaft 61a of the yaw rate sensor 61 and the rotary shaft 32a of the motor 33 and the rotary pump 32. Since the motor 33 is driven and the pump drive unit 32b is driven, both the rotating shafts 33a and 32b of the motor 33 and the pump 32 are driven. When a rotational moment is generated around 32a, the yaw rate sensor 61 can be prevented from detecting the rotational behavior of the main body 23 due to the rotational moment. Thereby, the detection accuracy of the vehicle behavior in the vehicle motion control device 13 can be improved.

  Further, the pump 32 is a rotary pump, and the pump action part 32c is rotated by the rotation of the pump drive part 32b to exert a pump function. Therefore, the pulsation of the pump action part 32c can be easily smoothed, and the rotary pump can be used. By using this, vibration of the pump itself can be further suppressed.

  The pump 32 has a plurality of pump action portions 32c, and each pump action portion 32c is arranged in series along the rotation shaft 32a of the pump drive portion 32b, and the suction port 32c3 and the discharge port of the adjacent pump action portions 32b. 32c4 is disposed at a position opposite to each other on the basis of the rotation shaft of the pump action portion 32b (in the present embodiment, coincides with the rotation shafts 32a and 33a). Thereby, when rotating the pump action part 32c, it can arrange | position with sufficient balance and the rotational load fluctuation | variation of the pump drive part 32b can be reduced, Therefore The vibration at the time of a pump action | operation can be suppressed small.

  The vehicle motion control device 13 is supported by the vehicle body B of the vehicle M via the support elastic members 81 to 83 and the bracket 70, and both the support elastic members 81 to 83 and the bracket 70 are resonant with the vehicle motion control device 13. The point is configured to be higher than the detection frequency range of the yaw rate sensor 61. As a result, when the vibration associated with the operation of the rotary pump 32 is generated and the vehicle motion control device 13 resonates, the resonance frequency is higher than the detection frequency range of the yaw rate sensor 61. The influence of the accompanying vibration is eliminated as much as possible, and the detection accuracy of the vehicle behavior is further improved.

  Further, the vehicle motion control device 13 may be directly fixed to a bracket directly fixed to the vehicle body B of the vehicle M. As a result, even if the vibration associated with the operation of the rotary pump 32 occurs, the resonance frequency of the vehicle motion control device 13 is much higher than the detection frequency range of the yaw rate sensor 61. The influence is eliminated as much as possible, and the detection accuracy of the vehicle behavior is further improved.

  Further, the vehicle motion control device 13 is mounted on the bracket so that the rotary shaft 32a of the rotary pump 32 or its extension line passes through a range S1 formed by connecting support points A1 to A3 with respect to the vehicle motion control device 13. 70. As a result, when the rotary pump 32 is activated and the vehicle motion control device 13 rotates and rotates around the rotation shaft 32a, the bracket 70 receives the rotation fluctuation in a well-balanced manner. Can be reduced.

  Further, the control unit 22 accommodates the control board 50, and the yaw rate sensor 61 is arranged on the control board 50 at a part A10 corresponding to the rotating part of the rotary pump 32, that is, the pump drive part 32b and the pump action part 32c. It is installed. As a result, when the rotary pump 32 is activated and the vehicle motion control device 13 rotates around the rotation shaft 32a, the displacement of the yaw rate sensor 61 can be reduced. The yaw rate can be detected while reducing the influence.

  Even when the acceleration sensor 62 for detecting the acceleration of the vehicle is provided, the acceleration sensor 62 corresponds to the rotating part of the rotary pump 32, that is, the pump drive part 32b and the pump action part 32c on the control board 50. It arrange | positions in site | part A10. As a result, when the rotary pump 32 is activated and the vehicle motion control device 13 rotates about the rotation shaft 32a, the displacement of the acceleration sensor 62 can be reduced. It is possible to detect the acceleration while reducing the influence.

  Further, the pulsation frequency of the rotary pump 32 is set to be higher than the detection frequency range of the yaw rate sensor 61. As a result, when the vehicle motion control device 13 vibrates due to pulsation associated with the operation of the rotary pump 32, the pulsation frequency is higher than the detection frequency range of the yaw rate sensor 61. The influence is eliminated as much as possible, and the detection accuracy of the vehicle behavior is further improved.

  Further, instead of applying the present invention to a vehicle motion control device equipped with a rotary pump, the present invention may be applied to a vehicle motion control device equipped with a piston pump. This case will be described with reference to FIGS. FIG. 8 is a front view (partial sectional view) showing an outline of a hydraulic brake device 10 to which a vehicle motion control device equipped with a piston type pump is applied. FIG. 9 is a right side view of the hydraulic brake device 10. FIG. 10 is a cross-sectional view showing a piston type pump.

  Specifically, the pump 132, which is a piston pump, includes a pump drive unit 132b that is rotationally driven by the motor 33, and a plurality of pump action units 132c that perform a pump function as the pump drive unit 132b rotates. Has been.

  As shown mainly in FIGS. 9 and 10, the pump drive unit 132 b includes an eccentric cam 132 b 1 connected to the output shaft 33 b of the motor 33 so as to rotate integrally therewith. The pump action part 132c discharges the brake fluid from the cylinder 132c1, the piston 132c2 that reciprocates in the axial direction in a liquid-tight manner in the cylinder 132c1, the suction valve 132c4 that sucks the brake fluid into the pump chamber 132c3, and the pump chamber 132c3. And a discharge valve 132c5.

  The cylinder 132c1 is press-fitted and fixed to the main body 23, and a pump chamber 132c3 is formed in the cylinder 132c1 between the piston 132c2. The piston 132c2 is slidably engaged with the outer peripheral surface of the eccentric cam 132b1 that is rotationally driven by the motor 33. The piston 132c2 reduces the volume of the pump chamber 132c3 when it is moved in the axial direction against the urging force of the return spring 132c6 due to the rotation of the eccentric cam 132b1, and is restored in the axial direction by the urging force of the return spring 132c6. When it is moved, the volume of the pump chamber 132c3 is increased.

  The suction valve 132c4 is provided at the end of the piston 132c2 on the pump chamber side, and is configured to open when the volume of the pump chamber 132c3 increases by the spring 132c7 and close when the volume decreases. The discharge valve 132c5 is provided on the discharge side end of the cylinder 132c1, that is, the discharge side of the pump chamber 132c3, and is configured to be closed by the spring 132c8 when the volume of the pump chamber 132c3 is increased and opened when the volume is decreased.

  In the piston type pump configured in this way, the piston 132c2 is reciprocated in the axial direction by the cooperative action of the eccentric cam 132b1 and the return spring 132c6 when the eccentric cam 132b1 is rotationally driven by the motor 33, and the pump chamber The volume of 132c3 is increased or decreased, and the suction valve 132c4 and the discharge valve 132c5 function to cause fluid to flow from the suction port 132c9 toward the discharge port 132c10. That is, the pump action part 132c reciprocates due to the rotation of the pump drive part 132b, and exhibits a pump function.

  In addition, each pump action part 132c is arrange | positioned at equal angles on the same surface centering | focusing on the rotating shaft 132a of the pump drive part 132b. In the piston pump, the rotation shaft 33a of the motor 33 is the central axis of the output shaft 33b, and is the same as the rotation shaft 132a of the pump drive unit 132b.

  As described above, according to the vehicle motion control apparatus including the piston type pump, the yaw rate sensor 61, the motor 33, and the pump 132 are driven in the extending direction of the detection shaft 61 a of the yaw rate sensor 61 and the rotation shaft 33 a of the motor 33 and the pump drive. Since the motor 132 is driven and the pump drive unit 132b is driven, the pump drive unit of the motor 33 and the pump 132 is disposed. When a rotational moment is generated around the rotation axes 33a and 132a in 132b, the yaw rate sensor 61 can be prevented from detecting the rotational behavior of the main body 23 due to the rotational moment. Thereby, the detection accuracy of the vehicle behavior in the vehicle motion control apparatus can be improved.

  The pump 132 is a piston type pump, and the pump action part 132c reciprocates due to the rotation of the pump drive part 132b to exert a pump function. As a result, even when a piston-type pump is used, the yaw rate sensor 61 is driven when the motor 33 is driven and the pump drive unit 132b is driven and a rotational moment is generated around the rotation axis in the motor 33 and the pump drive unit 132b. Detection of the rotational behavior of the main body 23 due to the rotational moment can be suppressed.

  Further, the pump 132 has a plurality of pump action portions 132c, and each pump action portion 132c is equiangular on the same surface with the rotation shaft 132a of the pump drive portion 132b as a center (for example, 180 when there are two pump action portions 132c). Degree). As a result, when a plurality of pump action portions 132c are provided, the load on the pump drive portion 132b can be imparted in a well-balanced manner to reduce rotational fluctuations, so that vibration of the piston pump can be suppressed as small as possible.

  In addition, when the vibration associated with the operation of the pump 132 is generated and the vehicle motion control device 13 resonates, the resonance frequency is higher than the detection frequency range of the yaw rate sensor 61. It is eliminated as much as possible, and the detection accuracy of the vehicle behavior is further improved.

  The vehicle motion control device 13 is directly fixed to a bracket 70 that is directly fixed to the vehicle body B of the vehicle. As a result, even if vibration is generated due to the operation of the pump 132, the resonance frequency of the vehicle motion control device 13 is much higher than the detection frequency range of the yaw rate sensor 61, so that the influence of vibration due to the operation of the pump 132 is eliminated as much as possible. Thus, the detection accuracy of the vehicle behavior is further improved.

  Further, the vehicle motion control device 13 is mounted on the bracket so that the rotation shaft 132a of the pump drive unit 132b or its extension line passes through a range S1 formed by connecting support points A1 to A3 with respect to the vehicle motion control device 13. 70. As a result, when the pump 132 is activated and the vehicle motion control device 13 fluctuates around the rotation shaft 132a, the rotation fluctuation is received in a well-balanced manner, so that the influence of the rotation fluctuation due to the pump drive unit 132b of the pump 132 is reduced. can do.

  Further, the control unit 22 accommodates the control board 50, and the yaw rate sensor 61 is disposed on the control board 50 at a portion corresponding to the pump driving unit 132b (the rotating part of the pump 132). Accordingly, when the pump 132 is activated and the vehicle motion control device 13 rotates around the rotation shaft 132a, the displacement of the yaw rate sensor 61 can be reduced. Therefore, the rotation fluctuation by the pump drive unit 132b of the pump 132 can be reduced. Thus, the yaw rate can be detected.

  Further, the acceleration sensor 62 is disposed on the control board 50 at a site corresponding to the pump drive unit 132b (the rotating part of the pump 132). Thus, when the pump 132 is activated and the vehicle motion control device 13 rotates around the rotation shaft 132a, the displacement of the acceleration sensor 62 can be reduced. The acceleration can be detected by reducing the influence of.

  Further, the pulsation frequency of the pump 132 is set to be higher than the detection frequency range of the yaw rate sensor 61. Thereby, when the vehicle motion control device 13 vibrates due to the pulsation associated with the operation of the pump 132, the pulsation frequency is higher than the detection frequency range of the yaw rate sensor 61, and therefore the influence of the vibration associated with the operation of the pump 132 is eliminated as much as possible. Thus, the detection accuracy of the vehicle behavior is further improved.

  In each of the above-described embodiments, the vehicle motion control device 13 is supported by three support elastic members, but the vehicle motion control device 13 is supported by four or more support elastic members. Also good. At this time, it is desirable that the support directions of at least three of the support elastic members are three directions parallel to the three coordinate axes of the three-dimensional coordinate system.

  In each of the above embodiments, X piping is provided for the FF vehicle, but front and rear piping may be provided for the FR vehicle. In each of the above embodiments, a vacuum booster may be used as the booster, or a booster that accumulates the hydraulic pressure generated by the pump in an accumulator and boosts the hydraulic pressure using the hydraulic pressure may be used. Further, the present invention may be applied to a brake-by-wire hydraulic brake device.

It is a schematic diagram showing an embodiment of a rotary pump of a vehicle motion control device according to the present invention. It is a front view which shows the motion control apparatus of the vehicle supported by the vehicle body via the bracket. It is a top view which shows the movement control apparatus of the vehicle supported by the vehicle body via the bracket. It is a side view which shows the movement control apparatus of the vehicle supported by the vehicle body via the bracket. It is a figure which shows the support state by a support elastic member. It is a figure which shows the positional relationship of the pump with the yaw rate sensor and acceleration sensor which are arrange | positioned at the control board. It is sectional drawing which shows the structure of the rotary pump mounted in the movement control apparatus of the vehicle shown in FIG. It is a front view showing an outline of an embodiment in which a piston type pump of a vehicle motion control device according to the present invention is mounted. FIG. 9 is a right side view of the vehicle motion control device shown in FIG. 8. It is sectional drawing which shows the structure of the piston type pump shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Hydraulic brake device, 11 ... Brake pedal, 12 ... Master cylinder, 13 ... Vehicle motion control device, 14 ... Reservoir tank, 21 ... Hydraulic unit, 22 ... Control unit, 23 ... Main body, 23a ... Motor mounting surface , 23b ... control unit mounting surface, 23c ... port forming surface, 23d ... surface opposite to the port forming surface, 23e ... connector surface, 23f ... surface opposite to the connector surface, 31 ... solenoid valve (hydraulic device), 32, 132 ... pump (rotary pump, piston type pump; hydraulic equipment), 32a, 132a ... rotating shaft, 32b, 132b ... pump drive section, 32c, 132c ... pump action section, 33 ... motor (hydraulic equipment) , 40 ... casing, 50 ... control board, 60 ... vehicle behavior sensor, 61 ... yaw rate sensor, 61a ... detection axis, 62 ... acceleration sensor, DESCRIPTION OF SYMBOLS 0 ... Bracket, 71 ... Support part, 72 ... Fixed part, 72a ... 1st fixed part, 72b ... 2nd fixed part, 81-83 ... Support elastic member, A1-A3 ... Support point, A10 ... It rotates among pumps. A part corresponding to the part, B ... a vehicle body, S1 ... a range formed by connecting support points, M ... a vehicle, W ... a wheel, WC ... a wheel cylinder.

Claims (11)

A hydraulic unit (21) equipped with a pump (32, 132) for generating a control hydraulic pressure applied to each wheel cylinder (WC) of the vehicle (M), and a yaw rate sensor (61) for detecting the yaw rate of the vehicle And a control unit (22) for controlling the hydraulic unit, and a vehicle motion control device (13) integrated with each other,
The pump is composed of a pump drive unit (32b, 132b) that is rotationally driven by a motor (33), and a pump action unit (32c, 132c) that exhibits a pump function as the pump drive unit rotates.
In the yaw rate sensor, the motor, and the pump, the extension direction of the detection shaft (61a) of the yaw rate sensor is the extension direction of the rotation shaft (33a) of the motor and the rotation shaft (32a, 132a) of the pump drive unit. A vehicle motion control device, wherein the vehicle motion control device is disposed so as to have a different positional relationship from both of the two.   The vehicle motion control device according to claim 1, wherein the pump is a rotary pump, and the pump action unit performs a rotary motion by the rotation of the pump drive unit to exert the pump function.   3. The pump according to claim 2, wherein the pump has a plurality of pump action portions, and each pump action portion is arranged in series along a rotation axis of the pump drive portion, and the suction port and the discharge port of the adjacent pump action portions. A vehicle motion control device, wherein the ports are disposed at positions opposite to each other with respect to the rotation axis of the pump action portion.   2. The vehicle motion control device according to claim 1, wherein the pump is a piston-type pump, and the pump action portion reciprocates by rotation of the pump drive portion to exert the pump function.   5. The pump according to claim 4, wherein the pump has a plurality of pump action portions, and each pump action portion is disposed at an equal angle on the same plane with a rotation axis of the pump drive portion as a center. Vehicle motion control device.   The vehicle motion control device according to any one of claims 1 to 5, wherein the vehicle motion control device is supported by a vehicle body (B) of the vehicle via a support elastic member (81-83) and a bracket (70), The vehicle motion control device, wherein both the supporting elastic member and the bracket are configured such that a resonance point of the vehicle motion control device is higher than a detection frequency range of the yaw rate sensor.   6. The vehicle motion control according to claim 1, wherein the vehicle motion control device is directly fixed to a bracket (70) that is directly fixed to a vehicle body of the vehicle. apparatus.   The range (S1) according to any one of claims 1 to 7, wherein a rotation shaft of the pump drive unit or an extension line thereof is formed by connecting support points (A1 to A3) for the motion control device of the vehicle. The vehicle motion control device, wherein the vehicle motion control device is supported by a bracket (70) so as to pass through.   9. The control unit according to claim 1, wherein the control unit houses a control board (50), and the yaw rate sensor is on the control board and corresponds to a rotating part of the pump. A motion control apparatus for a vehicle, characterized in that it is disposed in A10).   10. The vehicle according to claim 9, further comprising an acceleration sensor (62) for detecting the acceleration of the vehicle, wherein the acceleration sensor is disposed on a portion (A10) on the control board corresponding to a rotating portion of the pump. A motion control apparatus for a vehicle. 11. The vehicle motion control device according to claim 1, wherein a pulsation frequency of the pump is set to be higher than a detection frequency range of the yaw rate sensor.

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