JP5710299B2 - Brake device - Google Patents

Description

  The present invention relates to a brake device.

  Patent Document 1 discloses a normally closed electromagnetic valve in which an oil passage communicating between the inside and outside of a valve is configured by an axial oil passage provided on the outer periphery of a seat member having a valve seat surface.

JP 2009-97567

In the above prior art, the seat member is press-fitted and fixed to the valve body, and the valve body is fixed by caulking in a valve mounting hole formed in the housing. For this reason, in order to firmly fix the seat member to the valve body, it is necessary to take the press-fitted portion of the seat member as long as possible, and the axial oil passage must be extended by that much, resulting in the shaft of the valve There is a problem that the directional dimension becomes long.
The objective of this invention is providing the brake device which can shorten the axial direction dimension of a valve | bulb.

  In the brake device of the present invention, a flange portion extending in the radial direction is provided on the valve seat surface of the seat member, and a first oil passage inside the seat member and an oil passage outside the valve communicate with the flange portion. Two oil passages were provided.

  Therefore, according to the present invention, the axial dimension of the valve can be shortened.

1 is a hydraulic circuit diagram of a brake device according to a first embodiment. It is a longitudinal cross-sectional view which shows the structure of the normally closed solenoid valve of Example 1. FIG. It is a longitudinal cross-sectional view which shows the structure of the normally closed solenoid valve of Example 2. FIG. It is a longitudinal cross-sectional view which shows the structure of the normally closed type solenoid valve of Example 3.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the brake device of this invention is demonstrated based on the Example shown on drawing.

[Example 1]
The configuration will be described.
[Brake device]
FIG. 1 is a hydraulic circuit diagram of the brake device according to the first embodiment. The brake device according to the first embodiment includes a motor, a pump, a solenoid valve, a sensor, and the like, as well as a master cylinder M / C and a wheel cylinder W /. This is an electromechanically integrated brake booster composed of a hydraulic control unit HU interposed between C and a control unit CU that is integrally attached to the hydraulic control unit HU and controls each element. Note that the configuration is not limited to a mechanical / electrical integrated configuration, and the hydraulic control unit HU and the control unit CU may be configured separately and are not particularly limited.
The hydraulic circuit according to the first embodiment has a piping structure called an X piping composed of two systems, a P system and an S system.
The left front wheel cylinder W / C (FL) and the right rear wheel wheel cylinder W / C (RR) are connected to the P system, and the right front wheel wheel cylinder W / C (FR) is connected to the S system. The wheel cylinder W / C (RL) on the left rear wheel is connected. Each of the P system and the S system is provided with a pump PP and a pump PS, and the pump PP and the pump PS are driven by one electric motor (hereinafter referred to as a motor) M. In the first embodiment, a DC brush motor is used as the motor M.
The brake pedal BP is provided with a brake switch BS that detects the operation state of the brake pedal BP. The brake pedal BP is connected to the master cylinder M / C via the input rod 1. In addition, it is good also as a structure provided with the booster which boosts the input of the input rod 1. FIG.

Master cylinder M / C and the suction side of pumps PP and PS (hereinafter referred to as pump P) are connected by conduits (first passages) 11P and 11S (hereinafter referred to as conduit 11). On each pipeline 11, gate-in valves 2P and 2S, which are normally closed solenoid valves, are provided. A pressure sensor PMC that detects the pressure of the master cylinder M / C is provided between the master cylinder M / C and the gate-in valve 2P.
In addition, check valves 6P and 6S (hereinafter referred to as check valves 6) are provided on the pipeline 11 between the gate-in valves 2P and 2S (hereinafter referred to as gate-in valves 2) and the pump P. The check valve 6 allows the flow of brake fluid in the direction from the gate-in valve 2 to the pump P and prohibits the flow in the opposite direction.
The discharge side of each pump P and each wheel cylinder W / C are connected by pipes 12P and 12S (hereinafter, pipe 12). On each pipeline 12, solenoid-in valves 4FL, 4RR, 4FR, 4RL (hereinafter, solenoid-in valves 4), which are normally open solenoid valves corresponding to the respective wheel cylinders W / C, are provided.
Also, check valves 7P and 7S (hereinafter referred to as check valves 7) are provided on each pipe line 12 and between each solenoid-in valve 4 and the pump P. Each check valve 7 is connected to the pump P. Allows the brake fluid to flow in the direction toward the solenoid-in valve 4 and prohibits the flow in the opposite direction.
Furthermore, each pipeline 12 is provided with pipelines 17FL, 17RR, 17FR, 17RL (hereinafter referred to as pipeline 17) that bypass each solenoid-in valve 4. The pipeline 17 includes check valves 10FL, 10RR, 10FR, 10RL (hereinafter, check valve 10) is provided. Each check valve 10 allows the flow of brake fluid in the direction from the wheel cylinder W / C toward the pump P, and prohibits the flow in the opposite direction.

The master cylinder M / C and the pipe line 12 are connected by pipe lines (second passages) 13P and 13S (hereinafter, pipe line 13). The pipe line 12 and the pipe line 13 are connected to the pump P and the solenoid-in valve 4. Join together. On each pipeline 13, gate-out valves 3P and 3S (hereinafter referred to as gate-out valves 3), which are normally open solenoid valves, are provided. Here, in the pipeline 13, the pipeline on the master cylinder side with respect to the gate-out valve 3 is referred to as a master side pipeline 13a, and the pipeline on the wheel cylinder side is referred to as a foil side pipeline 13b.
Each pipeline 13 is provided with pipelines 18P and 18S (hereinafter referred to as pipeline 18) that bypass each gate-out valve 3. The pipeline 18 includes check valves 9P and 9S (hereinafter referred to as check valve 9). ) Is provided. Each check valve 9 allows the flow of brake fluid in the direction from the master cylinder M / C side toward the wheel cylinder W / C, and prohibits the flow in the opposite direction.
On the suction side of the pump P, reservoirs 16P and 16S (hereinafter referred to as reservoir 16) are provided, and the reservoir 16 and the pump P are connected by pipe lines 15P and 15S (hereinafter referred to as pipe line 15). Check valves 8P and 8S (hereinafter referred to as check valves 8) are provided between the reservoir 16 and the pump P, and each check valve 8 allows a flow of brake fluid in the direction from the reservoir 16 to the pump P. , Prohibit flow in the opposite direction.
The wheel cylinder W / C and the pipeline 15 are connected by pipelines 14P and 14S (hereinafter, pipeline 14), and the pipeline 14 and the pipeline 15 merge between the check valve 8 and the reservoir 16. Each pipeline 14 is provided with solenoid-out valves 5FL, 5RR, 5FR, 5RL (hereinafter, solenoid-out valve 5), which are normally closed solenoid valves.
The control unit CU controls the anti-skid brake control (ABS) and vehicle behavior stabilization control (VDC) based on the master cylinder pressure Pmc detected by the pressure sensor PMC and various vehicle information (wheel speed, vehicle acceleration). The values are calculated and the operation of the gate-in valve 2, the gate-out valve 3, the solenoid-in valve 4, the solenoid-out valve 5 and the motor M is controlled.

[Normally closed solenoid valve]
FIG. 2 is a longitudinal sectional view showing a configuration of a normally closed electromagnetic valve used as the gate-in valve 2 or the solenoid-out valve 5 according to the first embodiment.
The housing 20 is provided between the master cylinder M / C and the wheel cylinder W / C, and has oil passages 21 and 22 connecting the master cylinder M / C and the wheel cylinder W / C. When the normally closed solenoid valve in FIG. 2 is the gate-in valve 2, the pipe line 11 in FIG. 1 corresponds to the oil passages 21 and 22, and when the solenoid-out valve 5 is in the pipe line 14 in FIG. Corresponds to 21,22. The housing 20 is formed with a valve mounting hole 24 in which a valve main body 23 that connects and disconnects the oil passages 21 and 22 is mounted. The oil passages 21 and 22 communicate with each other through a valve mounting hole 24.
The coil 25 is for generating an attractive force in the electromagnetic valve, and forms a magnetic field when energized. The periphery of the coil 25 is covered with a coil yoke (not shown) that forms a magnetic path outside the coil.
The valve body 23 includes an armature 26, a body center 27, a seat member 28, and a filter member 29.
The armature 26 is disposed on the inner peripheral side of the coil 25 and is provided so as to be movable in the axial direction within the oil seal cylinder 30. The armature 26 is made of a magnetic material. The oil seal cylinder 30 is made of a nonmagnetic material.
The body center 27 is formed of a magnetic material (for example, iron: a ferromagnetic material constituting a magnetic circuit). The body center 27 is disposed with a predetermined gap (air gap) between the armature 26 and the axial direction when the coil 25 is not energized.
A recess 31 is formed at the body center side end of the armature 26, and a coil spring 32 is interposed between the bottom surface 31a of the recess 31 and the armature side end 27a of the body center 27 in a compressed state. The coil spring 32 biases the armature 26 in the direction away from the body center 27, that is, in the direction of closing the electromagnetic valve.

The seat member 28 is a cylindrical member having a first oil passage 33 in the inner axial direction, and includes a valve seat surface 34 at an end portion on the armature side. The sheet member 28 is a metal part formed by die molding or press molding. The first oil passage 33 communicates with the oil passage 21. An orifice 33 a is formed at the armature side end of the first oil passage 33. A flange portion 35 extends in the radial direction of the valve seat surface 34. The flange portion 35 is formed in a circular shape by extending the valve seat surface side of the seat member 28 in the radial direction. A fitting portion 30a having an L-shaped cross section that fits with the outer peripheral edge of the flange portion 35 is formed at the end of the oil seal cylinder 30 on the seat member side. The fitting portion 30 a is caulked and fixed to the valve mounting hole 24 integrally with the flange portion 35.
In the axial direction of the flange portion 35, a plurality of second oil passages 36 that are through holes connected to the valve chamber 40 inside the oil seal cylinder 30 are formed at a predetermined pitch in the circumferential direction of the flange portion.
A spherical ball valve element (valve element) 37 that contacts the valve seat surface 34 and connects and disconnects the first oil passage 33 and the second oil passage 36 is provided at the end of the armature 26 on the seat member side. . The ball valve body 37 is formed of, for example, a nonmagnetic material having a Rockwell hardness of about 60 to 65.
The filter member 29 is formed in a substantially cylindrical shape from a synthetic resin, and is disposed on the outer periphery of the sheet member 28. The filter member 29 has a mesh-like filter portion 38 that filters the brake fluid that passes between the oil passages 21 and 22. The filter unit 38 is disposed at a position facing the oil passage 21.
On the inner periphery of the filter member 29 and on the sheet member side, an annular oil groove 29a that connects the second oil passage 36 and the filter portion 38 is formed.
A seal member 39 is interposed between the outer periphery of the seat member 28 and a position closer to the oil passage 22 than the filter member 29 and the valve mounting hole 24.

The operation will be described.
In the normally closed solenoid valve of the first embodiment, a flange portion 35 is formed in the seat member 28, and a plurality of second oil passages 36 communicating the inside and outside of the valve (the valve chamber 40 and the oil passage 21) in the axial direction of the flange portion 35 are provided. Therefore, the length of the second oil passage 36 can be suppressed to the thickness (axial dimension) of the flange portion 35. And since the length of the seat member 28 does not depend on the length of the second oil passage 36, compared with the conventional normally closed solenoid valve in which the axial oil passage is provided on the outer periphery of the seat member, Axial dimension can be shortened.
Further, using the normally closed solenoid valve of the first embodiment as the gate-in valve 2 or the solenoid-out valve 5 contributes to the miniaturization of the unit. Normally, a normally closed solenoid valve used for a gate-in valve, a solenoid-out valve, or the like is disposed near the pump in the housing. This is because the pump sucks brake fluid from the master cylinder through the gate-in valve, and therefore it is preferable to dispose the gate-in valve as close to the pump as possible in order to reduce the pipe resistance during pump operation. In addition, since the brake fluid that flows out from the wheel cylinder through the solenoid-out valve is stored in the reservoir and then sucked into the pump, in order to reduce pipe resistance when the pump is operating, the reservoir should be as close to the pump as possible. This is because it is preferable to dispose the solenoid-out valve as close to the reservoir as possible.
Therefore, when the axial dimension of the gate-in valve or solenoid-out valve arranged in the vicinity of the pump is long, the layout of the unit is deteriorated and the miniaturization is prevented. On the other hand, the normally closed solenoid valve of the first embodiment is used. By applying to the gate-in valve 2 or the solenoid-out valve 5, the dimension in the axial direction of the gate-in valve 2 or the solenoid-out valve 5 can be shortened, so that the unit can be downsized.

In the first embodiment, the flange portion 35 of the seat member 28 is caulked and fixed to the valve mounting hole 24. That is, the seat member 28 of the first embodiment is equivalent to the seat member and the valve body integrated in the conventional normally closed solenoid valve, so that the number of parts can be reduced compared to the conventional device, and the cost can be reduced. Can be planned.
Here, in the conventional apparatus, since the axial oil passage is provided on the outer periphery of the seat member, when the seat member and the valve body are integrally formed, it is very difficult to process the axial oil passage. It is difficult to integrally form the valve body. That is, as in the first embodiment, the seat member 28 is provided with the flange portion 35, and the flange portion 35 is formed with the second oil passage 36, whereby the seat member and the valve body are integrated while the first oil passage is provided. The second oil passage 36 connected to the oil passage 33 and the oil passage 21 can be easily formed.
Further, the seat member 28 of the first embodiment does not need to secure a length for firmly press-fitting and fixing the seat member to the valve body as in the conventional device, so that the axial dimension of the valve can be further shortened.

Explain the effect.
The brake device according to the first embodiment has the following effects.
(1) A housing 20 provided between the master cylinder M / C and the wheel cylinder W / C and having oil passages 21 and 22 connecting the master cylinder M / C and the wheel cylinder W / C. And a valve mounting hole 24 to which a valve main body 23 that connects and disconnects the oil passages 21 and 22 is mounted. The valve main body 23 is a cylindrical member having a first oil passage 33 therein, and is a valve seat. A seat member 28 having a surface 34, a flange portion 35 extending in the radial direction of the valve seat surface 34, and a second oil passage 33 formed in the axial direction of the flange portion 35 and connected to the first oil passage 33 and the oil passage 21. An oil passage 36 and an armature 26 having a ball valve body 37 that contacts the valve seat surface 34 of the seat member 28 and connects and disconnects the first and second oil passages 33 and 36 are provided.
Thereby, the axial direction dimension of a valve can be shortened and size reduction of a unit can be attained.
(2) Since the flange portion 35 is formed by extending the valve seat surface side of the seat member 28 in the radial direction, the flange portion 35 is formed integrally with the seat member 28 to reduce the number of parts. The cost can be reduced and the axial dimension of the valve can be further shortened.

[Example 2]
The configuration will be described.
FIG. 3 is a longitudinal sectional view showing the configuration of the normally closed solenoid valve of the second embodiment.
In the second embodiment, a flange 42 that overlaps the flange portion 35 of the sheet member 28 in the axial direction is formed at the flange portion side end portion of the filter member 41. The flange 42 is provided with a plurality of filter portions 43 that filter brake fluid passing between the oil passages 21 and 22 at positions facing the second oil passages 36. The filter unit 43 is formed in a mesh shape. The inner peripheral surface of the filter member 41 is in contact with the outer peripheral surface of the sheet member 28. The filter portion 43 and the oil passage 21 are communicated with each other via an annular space 44 defined on the outer periphery of the filter member 41 in the valve mounting hole 24.
Since other configurations are the same as those in the first embodiment, the description thereof is omitted.
The operation will be described.
In the second embodiment, the filter portion 43 is provided on the flange 42 of the filter member 41. That is, since no filter part is provided in the axial direction of the filter member 41, the axial dimension of the filter part 41 and the seat member 28 can be shortened, and the axial dimension of the valve can be further shortened.
Explain the effect.
In addition to the effects (1) and (2) of the first embodiment, the brake device of the second embodiment has the following effects.
(3) A filter member 41 having a filter portion 43 is provided between the second oil passage 36 and the oil passage 21, and the filter member 41 is disposed on the flange portion 35 so that the filter portion 43 faces the second oil passage 36. Since they are arranged at overlapping positions, the axial dimension of the valve can be further shortened.

Example 3
The configuration will be described.
FIG. 4 is a longitudinal sectional view showing the configuration of the normally closed solenoid valve of the third embodiment.
In the third embodiment, the flange portion 51 is provided separately from the sheet member 52.
The seat member 52 is a cylindrical member having a first oil passage 33 in the internal axial direction, and includes a valve seat surface 34 at an end portion on the armature side. The first oil passage 33 communicates with the oil passage 21. An orifice 33 a is formed at the armature side end of the first oil passage 33. In the radial direction of the valve seat surface 34, a locking portion 52a that restricts the axial movement of the flange portion 51 toward the armature is formed.
The flange portion 51 is formed in an annular shape, and an opening 51a into which the sheet member 52 is press-fitted is provided at the center. The opening 51a is set to have a smaller diameter than the outer diameter of the locking portion 52a. A plurality of notches 53 are formed in the opening 51a at a predetermined pitch in the circumferential direction of the flange, and a second space connected to the valve chamber 40 by a space surrounded by the inner periphery of the notches 53 and the outer periphery of the seat member 52. An oil passage is constructed. Since a part of the opening edge on the armature side of the notch 53 is blocked by the locking result 52a, the diameter of the opening edge is enlarged to secure the brake fluid passage area. In the following description, the notch 53 is described as the second oil passage 53.
Since other configurations are the same as those in the first embodiment, the description thereof is omitted.

The operation will be described.
In the third embodiment, since the flange portion 51 is provided separately from the sheet member 52, the processing when the flange portion 51 and the sheet member 52 are molded can be easily performed as compared with the first and second embodiments. In addition, since the processing accuracy is improved by processing both of them separately, the valve assembly accuracy and the sealing performance are improved.
Explain the effect.
In addition to the effect (1) of the first embodiment, the brake device of the third embodiment has the following effects.
(4) Since the flange portion 51 is provided separately from the sheet member 52, it is possible to facilitate the processing and improve the processing accuracy when forming both.

[Other Examples]
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the specific structure of this invention is not limited to the structure shown in the Example, The range which does not deviate from the summary of invention. Such design changes are included in the present invention.
For example, it is good also as a structure which combined Example 2 and 3. FIG. That is, the filter part of the filter member may be arranged to face the second oil passage, and the flange part may be provided separately from the sheet member.
The present invention can also be applied to a normally open solenoid valve.
The number of second oil passages formed in the flange portion is arbitrary and may be one.

M / C master cylinder
W / C wheel cylinder
20 Housing
21 Oil passage
22 Oil passage
23 Valve body
24 Valve mounting hole
26 Armature
28 Sheet material
33 First oil passage
34 Valve seat surface
35 Flange
36 Second oil passage
37 Ball disc (valve)
41 Filter members
43 Filter section

Claims (3)

A housing provided between a master cylinder and a wheel cylinder, in which an oil passage connecting the master cylinder and the wheel cylinder is formed;
A valve mounting hole in which a valve body that is formed in the housing and connects and disconnects the oil passage is mounted;
With
The first oil passage and the second oil passage of the oil passage communicate with each other through the valve mounting hole,
The valve body is
A seat member having a valve seat surface which is a cylindrical member having a first oil passage therein;
A flange portion extend, Ru is secured to the valve mounting hole toward the radial direction of the valve seat surface,
A second oil passage that is formed in the axial direction through communication with the first oil passage and the respective oil passages to said flange portion,
A space formed between the outer side of the seat member and the inner side of the valve mounting hole, and communicating the second oil passage and the second oil passage;
An armature having a valve body that contacts the valve seat surface of the seat member and connects and disconnects the first and second oil passages;
A brake device comprising: The brake device according to claim 1, wherein
The brake device, wherein the flange portion is formed by extending the valve seat surface side of the seat member in a radial direction. The brake device according to claim 1 or 2,
Providing a filter member having a filter portion between the second oil passage and the oil passage;
The brake device, wherein the filter member is disposed at a position overlapping the flange portion so that the filter portion faces the second oil passage.

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