JPH11304076A - Hydraulic pressure control unit - Google Patents

Hydraulic pressure control unit

Info

Publication number
JPH11304076A
JPH11304076A JP10126881A JP12688198A JPH11304076A JP H11304076 A JPH11304076 A JP H11304076A JP 10126881 A JP10126881 A JP 10126881A JP 12688198 A JP12688198 A JP 12688198A JP H11304076 A JPH11304076 A JP H11304076A
Authority
JP
Japan
Prior art keywords
housing
elastic member
hydraulic
sleeve
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP10126881A
Other languages
Japanese (ja)
Other versions
JP4172059B2 (en
Inventor
Takahito Kanbe
敬仁 神戸
Hiroshi Kuromitsu
廣 黒満
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Priority to JP12688198A priority Critical patent/JP4172059B2/en
Publication of JPH11304076A publication Critical patent/JPH11304076A/en
Application granted granted Critical
Publication of JP4172059B2 publication Critical patent/JP4172059B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4068—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system the additional fluid circuit comprising means for attenuating pressure pulsations

Landscapes

  • Regulating Braking Force (AREA)
  • Pipe Accessories (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic pressure control unit properly constituting a pressure pulsation damping means, capable of forming itself small as a whole and in structure easy to assemble. SOLUTION: Plural solenoid valves (PC2, etc.), are arranged in parallel on one surface of a housing H, an elastic member 10 having a hollow part one end of which is closed and the other end of which is opened in a clearance between these solenoid valves so that the opened end communicates with a hydraulic pressure circuit (hydraulic pressure passage MFc) and the closed end extends outward of the housing H, and the opening end side is fixed on a solenoid valve installing surface of the housing H. This elastic member 10 is liquidtightly fixed on the housing H by arranging a sleeve 10 to surround this elastic member 10, and a cavity is formed between the sleeve 20 and an outer surface of the elastic member 10. This cavity can be made to communicate with a space out of the sleeve through a communicating hole 22.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は液圧制御ユニットに
関し、特に自動車のアンチスキッド制御等を行なう液圧
制御装置用として好適な液圧制御ユニットに係る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control unit, and more particularly to a hydraulic control unit suitable for a hydraulic control device for performing anti-skid control of an automobile.

【０００２】[0002]

【従来の技術】従来、例えばアンチスキッド制御装置の
ように、自動車の液圧制御装置においては電磁弁によっ
て液圧制御を行なうこととしており、その一形態として
ハウジング内に液圧回路を形成すると共に、この液圧回
路に連通するように複数の電磁弁を装着した液圧制御ユ
ニットが用いられている。このような液圧制御ユニット
として、例えばＰＣＴ公報ＷＯ９５／１５８７４号に
は、自動車のブレーキシステムにおけるアンチロック用
の液圧制御ユニットが開示されている。具体的には、そ
の図２において、従来の液圧制御ユニットとして、ハウ
ジング（３０）の一つの面に電動ポンプ（２４）が配置
され、他の面から複数の電磁弁が延出し、更に他の面か
ら複数の液圧配管（３２）が延出し、その面から数個の
アテニュエータ（２６）と低圧アキュムレータ（３４）
が延出するように構成された液圧制御ユニットが開示さ
れている。2. Description of the Related Art Conventionally, in an automobile hydraulic pressure control device such as an anti-skid control device, a hydraulic pressure control is performed by an electromagnetic valve, and as one form, a hydraulic pressure circuit is formed in a housing and A hydraulic control unit equipped with a plurality of solenoid valves so as to communicate with the hydraulic circuit is used. As such a hydraulic control unit, for example, PCT Publication No. WO95 / 15874 discloses a hydraulic control unit for antilock in a brake system of an automobile. Specifically, in FIG. 2, as a conventional hydraulic pressure control unit, an electric pump (24) is arranged on one surface of a housing (30), and a plurality of solenoid valves extend from the other surface. A plurality of hydraulic pipes (32) extend from the surface, and several attenuators (26) and low-pressure accumulators (34) extend from the surface.
A hydraulic control unit configured to extend is disclosed.

【０００３】これらのアテニュエータ（２６）は液圧路
内のブレーキ液の圧力変動を低減するものと説明され、
その一般的な構成として、ブレーキ液が充填された閉じ
た室とオリフィスから成る構造が、上記公報の図３に開
示されている。上記公報においては、従来のアテニュエ
ータに対し、部品点数の削減及びコストダウンを企図
し、その図５に示すように、ハウジング（３０）内に形
成された室内に弾性部材（４２’）を収容することが提
案されている。[0003] These attenuators (26) are described as reducing the pressure fluctuation of the brake fluid in the hydraulic passage,
As a general configuration thereof, a structure including a closed chamber filled with brake fluid and an orifice is disclosed in FIG. 3 of the above publication. In the above publication, an attempt is made to reduce the number of parts and cost in comparison with the conventional attenuator, and as shown in FIG. 5, an elastic member (42 ') is accommodated in a chamber formed in a housing (30). It has been proposed.

【０００４】また、ＰＣＴ公報ＷＯ９７／０２９７１号
には、自動車のアンチロックブレーキシステムに供され
る振動ダンパ（１０）が提案されている。この振動ダン
パ（１０）においては、ハウジング（１２）のボア内に
薄膜スリーブ状モールド部材（１７）が収容され、この
中に支持部材（２３）の突出部（２５）が収容されてい
る。突出部（２５）は中空とされ、室（３９）が形成さ
れると共に、その外側面に連通路（３７）が形成され、
モールド部材（１７）の内壁との間に大気圧の中空スペ
ース（４５）が形成されるように構成されている。[0004] PCT publication WO97 / 02971 proposes a vibration damper (10) to be used in an anti-lock brake system of an automobile. In the vibration damper (10), a thin-film sleeve-shaped mold member (17) is accommodated in a bore of the housing (12), and a projection (25) of a support member (23) is accommodated therein. The protruding portion (25) is hollow, a chamber (39) is formed, and a communication path (37) is formed on the outer surface thereof,
It is configured such that a hollow space (45) at atmospheric pressure is formed between itself and the inner wall of the mold member (17).

【０００５】[0005]

【発明が解決しようとする課題】液圧制御ユニットにお
ける圧力脈動減衰手段として、上記ＰＣＴ公報に記載の
アテニュエータ及び振動ダンパは、何れもハウジング内
に収容することが前提とされており、特に前掲のＰＣＴ
公報ＷＯ９５／１５８７４号においてはアテニュエータ
がハウジングの外側に延出しないことを効果の一つとし
ている。As the pressure pulsation damping means in the hydraulic pressure control unit, it is assumed that both the attenuator and the vibration damper described in the PCT publication are housed in a housing. PCT
In the publication WO95 / 15874, one of the effects is that the attenuator does not extend outside the housing.

【０００６】然し乍ら、ハウジング内に上記のアテニュ
エータ又は振動ダンパを収容するためには、ハウジング
内に室又はボアを形成する必要があり、これらの空間を
内部に設けない装置に比し、当然乍らハウジングが大き
くなり、また重量増加となり、小型化及び軽量化の要請
に応えることが困難となる。また、前掲のＰＣＴ公報Ｗ
Ｏ９７／０２９７１号に記載の振動ダンパ構造は、部品
点数が多く、構造も複雑であり、コストアップは不可避
である。However, in order to accommodate the above-described attenuator or vibration damper in the housing, it is necessary to form a chamber or a bore in the housing, which is, of course, compared to a device in which these spaces are not provided inside. The housing becomes large and the weight increases, and it is difficult to meet the demand for miniaturization and weight reduction. Also, the aforementioned PCT publication W
The vibration damper structure described in O97 / 02971 has a large number of parts, a complicated structure, and an increase in cost is inevitable.

【０００７】そこで、本発明は、圧力脈動減衰手段を適
切に構成し、全体として小型に形成し得ると共に、組付
容易な構造の液圧制御ユニットを提供することを課題と
する。SUMMARY OF THE INVENTION It is an object of the present invention to provide a hydraulic pressure control unit having a structure in which the pressure pulsation damping means is appropriately configured, can be formed compact as a whole, and can be easily assembled.

【０００８】[0008]

【課題を解決するための手段】上記の課題を解決するた
め、本発明は、請求項１に記載のように、ハウジング内
に液圧回路を形成すると共に、該液圧回路に連通する電
磁弁を前記ハウジングに装着して成る液圧制御ユニット
において、一端が閉塞し他端が開口する中空部を有する
弾性部材であって、開口端が前記液圧回路に連通すると
共に、閉塞端が前記ハウジングの外方に延出するように
配置し、前記開口端側を前記ハウジングの前記電磁弁装
着面に固定する弾性部材と、該弾性部材を囲繞するよう
に配置し前記ハウジングに対し液密的に固定するスリー
ブとを備え、該スリーブと前記弾性部材の外面との間に
空隙を形成するように構成したものである。In order to solve the above-mentioned problems, the present invention provides an electromagnetic valve which forms a hydraulic circuit in a housing and communicates with the hydraulic circuit. A hydraulic control unit comprising: a housing having a hollow portion having one end closed and an open end at the other end, wherein the open end communicates with the hydraulic circuit, and the closed end is the housing. An elastic member that is disposed so as to extend outwardly and fixes the opening end side to the solenoid valve mounting surface of the housing, and is disposed so as to surround the elastic member and is liquid-tight with respect to the housing. A fixing sleeve, and a space is formed between the sleeve and the outer surface of the elastic member.

【０００９】特に、請求項２に記載のように、前記ハウ
ジングの一つの面に前記電磁弁を複数個並設し、該複数
個の電磁弁の間の隙間に前記弾性部材を立設すると共
に、前記スリーブを、前記弾性部材を囲繞するように配
置し前記ハウジングに対し液密的に固定するように構成
するとよい。In particular, a plurality of the solenoid valves are juxtaposed on one surface of the housing, and the elastic member is provided upright in a gap between the plurality of solenoid valves. Preferably, the sleeve is arranged so as to surround the elastic member, and is fixed to the housing in a liquid-tight manner.

【００１０】また、本発明は、請求項３に記載のよう
に、ハウジング内に液圧回路を形成すると共に、該液圧
回路に連通する液圧ポンプ駆動用のモータを前記ハウジ
ングに装着して成る液圧制御ユニットにおいて、一端が
閉塞し他端が開口する中空部を有する弾性部材であっ
て、開口端が前記液圧回路に連通すると共に、閉塞端が
前記ハウジングの外方に延出するように前記ハウジング
の前記モータ装着面に配置し、前記開口端側を前記ハウ
ジングに固定する弾性部材と、該弾性部材を囲繞するよ
うに配置し前記ハウジングに対し液密的に固定するスリ
ーブとを備え、該スリーブと前記弾性部材の外面との間
に空隙を形成するように構成してもよい。According to a third aspect of the present invention, a hydraulic circuit is formed in a housing, and a motor for driving a hydraulic pump connected to the hydraulic circuit is mounted on the housing. An elastic member having a hollow portion closed at one end and opened at the other end, wherein the open end communicates with the hydraulic circuit and the closed end extends out of the housing. An elastic member arranged on the motor mounting surface of the housing and fixing the opening end side to the housing, and a sleeve arranged so as to surround the elastic member and fixed in a liquid-tight manner to the housing. And a gap may be formed between the sleeve and the outer surface of the elastic member.

【００１１】更に、請求項４に記載のように、前記スリ
ーブと前記弾性部材の外面との間の空隙を前記スリーブ
外の空間と連通するように構成するとよい。また、請求
項５に記載のように、前記スリーブの開口端側を前記ハ
ウジングにかしめ固定するように構成するとよい。尚、
前記弾性部材の開口端が前記液圧ポンプの吸込側に連通
するように配置するとよい。更に、前記液圧ポンプの吐
出側に配置するダンパとして前記弾性部材及び前記スリ
ーブを用いることとしてもよい。Further, as described in claim 4, a gap between the sleeve and the outer surface of the elastic member may be configured to communicate with a space outside the sleeve. Further, as described in claim 5, it is preferable that the opening end side of the sleeve is caulked and fixed to the housing. still,
The elastic member may be arranged so that an open end thereof communicates with a suction side of the hydraulic pump. Further, the elastic member and the sleeve may be used as a damper disposed on the discharge side of the hydraulic pump.

【００１２】[0012]

【発明の実施の形態】以下、本発明の望ましい実施形態
を図面を参照して説明する。図１及び図２は本発明の液
圧制御ユニットの一実施形態を示すもので、図５に示す
自動車のブレーキ液圧制御システムに供される。先ず、
図５のブレーキ液圧制御システムを説明すると、車輪Ｆ
Ｒ，ＦＬ，ＲＲ，ＲＬに夫々ホイールシリンダＷｆｒ，
Ｗｆｌ，Ｗｒｒ，Ｗｒｌが装着されており、これらのホ
イールシリンダＷｆｒ等に電磁弁ＰＣ１等を介してマス
タシリンダＭＣが接続されている。尚、車輪ＦＲは運転
席からみて前方右側の車輪を示し、以下車輪ＦＬは前方
左側、車輪ＲＲは後方右側、車輪ＲＬは後方左側の車輪
を示しており、本実施形態では所謂Ｘ配管が構成されて
いるが、前後配管としてもよい。Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. FIGS. 1 and 2 show an embodiment of the hydraulic pressure control unit according to the present invention, which is provided to the brake hydraulic pressure control system for an automobile shown in FIG. First,
The brake fluid pressure control system shown in FIG.
Wheel cylinders Wfr, Rfr, RR, RL
Wfl, Wrr, Wrl are mounted, and a master cylinder MC is connected to these wheel cylinders Wfr and the like via an electromagnetic valve PC1 and the like. The wheel FR indicates the front right wheel when viewed from the driver's seat, the wheel FL indicates the front left wheel, the wheel RR indicates the rear right wheel, and the wheel RL indicates the rear left wheel. In the present embodiment, a so-called X pipe is configured. However, it may be a front and rear pipe.

【００１３】そして、ブレーキペダルＢＰの操作に応じ
てバキュームブースタＶＢを介してマスタシリンダＭＣ
が倍圧駆動され、低圧リザーバＬＲＳ内のブレーキ液が
昇圧されて車輪ＦＲ，ＲＬ側及び車輪ＦＬ，ＲＲ側の液
圧系統にマスタシリンダ液圧が出力されるように構成さ
れている。マスタシリンダＭＣはタンデム型のマスタシ
リンダで、二つの圧力室が夫々各ブレーキ液圧系統に接
続されている。即ち、第１の圧力室ＭＣａは車輪ＦＲ，
ＲＬ側のブレーキ液圧系統に連通接続され、第２の圧力
室ＭＣｂは車輪ＦＬ，ＲＲ側のブレーキ液圧系統に連通
接続される。Then, in response to the operation of the brake pedal BP, the master cylinder MC via the vacuum booster VB.
Is driven to double the pressure, the brake fluid in the low-pressure reservoir LRS is boosted, and the master cylinder hydraulic pressure is output to the hydraulic system on the wheels FR, RL side and the wheels FL, RR side. The master cylinder MC is a tandem type master cylinder, and two pressure chambers are connected to respective brake hydraulic systems. That is, the first pressure chamber MCa is connected to the wheels FR,
The second pressure chamber MCb is connected to the brake fluid pressure system on the wheels FL and RR, and is connected to the brake fluid pressure system on the RL side.

【００１４】本実施形態の車輪ＦＲ，ＲＬ側のブレーキ
液圧系統においては、第１の圧力室ＭＣａは主液圧路Ｍ
Ｆ及びその分岐液圧路ＭＦｒ，ＭＦｌを介して夫々ホイ
ールシリンダＷｆｒ，Ｗｒｌに接続されている。主液圧
路ＭＦには常開の２ポート２位置の電磁開閉弁ＳＣ１
（所謂カットオフ弁として機能するもので、以下、単に
電磁弁ＳＣ１という）が介装されている。また、第１の
圧力室ＭＣａは補助液圧路ＭＦｃを介して後述する逆止
弁ＣＶ５，ＣＶ６の間に接続されている。補助液圧路Ｍ
Ｆｃには常閉の２ポート２位置の電磁開閉弁ＳＩ１（以
下、単に電磁弁ＳＩ１という）、及び圧力脈動減衰手段
として機能するダンパＤＰ１が介装されているが、ダン
パＤＰ１の詳細については図１乃至図４を参照して後述
する。In the brake hydraulic system on the wheels FR, RL side of the present embodiment, the first pressure chamber MCa is
F and its branch hydraulic passages MFr, MFl are connected to the wheel cylinders Wfr, Wrl, respectively. A normally open 2-port 2-position solenoid valve SC1 is provided in the main hydraulic pressure passage MF.
(It functions as a so-called cut-off valve, and is hereinafter simply referred to as a solenoid valve SC1). Further, the first pressure chamber MCa is connected between check valves CV5 and CV6, which will be described later, via an auxiliary hydraulic pressure path MFc. Auxiliary hydraulic path M
The Fc is provided with a normally closed two-port two-position solenoid valve SI1 (hereinafter simply referred to as solenoid valve SI1) and a damper DP1 functioning as a pressure pulsation damping means. The details of the damper DP1 are shown in FIG. This will be described later with reference to FIGS.

【００１５】また、分岐液圧路ＭＦｒ，ＭＦｌには夫
々、常開型の２ポート２位置電磁開閉弁ＰＣ１及びＰＣ
２（以下、単に電磁弁ＰＣ１，ＰＣ２という）が介装さ
れている。また、これらと並列に夫々逆止弁ＣＶ１，Ｃ
Ｖ２が介装されている。逆止弁ＣＶ１，ＣＶ２は、マス
タシリンダＭＣ方向へのブレーキ液の流れを許容しホイ
ールシリンダＷｆｒ，Ｗｒｌ方向へのブレーキ液の流れ
を制限するもので、これらの逆止弁ＣＶ１，ＣＶ２及び
第１の位置（図示の状態）の電磁弁ＳＣ１を介してホイ
ールシリンダＷｆｒ，Ｗｒｌ内のブレーキ液がマスタシ
リンダＭＣひいては低圧リザーバＬＲＳに戻されるよう
に構成されている。而して、ブレーキペダルＢＰが解放
されたときに、ホイールシリンダＷｆｒ，Ｗｒｌ内の液
圧はマスタシリンダＭＣ側の液圧低下に迅速に追従し得
る。また、ホイールシリンダＷｆｒ，Ｗｒｌに連通接続
される排出側の分岐液圧路ＲＦｒ，ＲＦｌに、夫々常閉
型の２ポート２位置電磁開閉弁ＰＣ５，ＰＣ６（以下、
単に電磁弁ＰＣ５，ＰＣ６という）が介装されており、
分岐液圧路ＲＦｒ，ＲＦｌが合流した排出液圧路ＲＦは
リザーバＲＳ１に接続されている。The branch hydraulic pressure passages MFr and MFl are provided with normally open two-port two-position solenoid valves PC1 and PC, respectively.
2 (hereinafter simply referred to as solenoid valves PC1 and PC2). In parallel with these, check valves CV1 and CV1, respectively
V2 is interposed. The check valves CV1 and CV2 allow the flow of the brake fluid in the direction of the master cylinder MC and limit the flow of the brake fluid in the direction of the wheel cylinders Wfr and Wrl. The check valves CV1 and CV2 and the first The brake fluid in the wheel cylinders Wfr, Wrl is returned to the master cylinder MC and, eventually, to the low-pressure reservoir LRS via the solenoid valve SC1 at the position (illustrated). Thus, when the brake pedal BP is released, the hydraulic pressure in the wheel cylinders Wfr and Wrl can quickly follow the decrease in hydraulic pressure on the master cylinder MC side. Also, the normally closed two-port two-position solenoid on-off valves PC5 and PC6 (hereinafter referred to as PC5 and PC6) are respectively connected to the discharge-side branch hydraulic pressure paths RFr and RFl that are connected to the wheel cylinders Wfr and Wrl.
Solenoid valves PC5 and PC6) are interposed.
The discharge hydraulic pressure line RF where the branch hydraulic pressure lines RFr and RFl join is connected to the reservoir RS1.

【００１６】車輪ＦＲ，ＲＬ側のブレーキ液圧系統にお
いては、上記電磁弁ＰＣ１，ＰＣ２，ＰＣ５，ＰＣ６に
よってモジュレータが構成されている。また、電磁弁Ｐ
Ｃ１，ＰＣ２の上流側で分岐液圧路ＭＦｒ，ＭＦｌに連
通接続する液圧路ＭＦｐに、液圧ポンプＨＰ１が介装さ
れ、その吸込側には逆止弁ＣＶ５，ＣＶ６を介してリザ
ーバＲＳ１が接続されている。また、液圧ポンプＨＰ１
の吐出側は、逆止弁ＣＶ７を介して夫々電磁弁ＰＣ１，
ＰＣ２に接続されている。液圧ポンプＨＰ１は、液圧ポ
ンプＨＰ２と共に一つの電動モータＭによって駆動さ
れ、吸込側からブレーキ液を導入し所定の圧力に昇圧し
て吐出側から出力するように構成されている。リザーバ
ＲＳ１は、マスタシリンダＭＣの低圧リザーバＬＲＳと
は独立して設けられるもので、アキュムレータというこ
ともでき、ピストンとスプリングを備え、後述する種々
の制御に必要な容量のブレーキ液を貯蔵し得るように構
成されている。In the brake hydraulic system for the wheels FR and RL, a modulator is constituted by the solenoid valves PC1, PC2, PC5 and PC6. Also, the solenoid valve P
A hydraulic pump HP1 is interposed in a hydraulic passage MFp that is connected to the branch hydraulic passages MFr and MFl on the upstream side of C1 and PC2, and a reservoir RS1 is provided on the suction side thereof through check valves CV5 and CV6. It is connected. Also, the hydraulic pump HP1
Of the solenoid valve PC1, via the check valve CV7, respectively.
It is connected to PC2. The hydraulic pump HP1 is driven by one electric motor M together with the hydraulic pump HP2, and is configured to introduce brake fluid from the suction side, increase the pressure to a predetermined pressure, and output the pressure from the discharge side. The reservoir RS1 is provided independently of the low-pressure reservoir LRS of the master cylinder MC, and can also be referred to as an accumulator. The reservoir RS1 includes a piston and a spring, and can store brake fluid having a capacity necessary for various controls described later. Is configured.

【００１７】逆止弁ＣＶ５はリザーバＲＳ１へのブレー
キ液の流れを阻止し、逆方向の流れを許容するものであ
る。また、逆止弁ＣＶ６，ＣＶ７は液圧ポンプＨＰ１を
介して吐出されるブレーキ液の流れを一定方向に規制す
るもので、通常は液圧ポンプＨＰ１内に一体的に構成さ
れている。而して、電磁弁ＳＩ１は、図５に示す常態の
閉位置でマスタシリンダＭＣと液圧ポンプＨＰ１の吸込
側との連通が遮断され、開位置でマスタシリンダＭＣと
液圧ポンプＨＰ１の吸込側が連通するように切り換えら
れる。The check valve CV5 blocks the flow of the brake fluid to the reservoir RS1 and allows the flow in the reverse direction. The check valves CV6 and CV7 regulate the flow of the brake fluid discharged through the hydraulic pump HP1 in a certain direction, and are usually integrally formed in the hydraulic pump HP1. Thus, the solenoid valve SI1 shuts off communication between the master cylinder MC and the suction side of the hydraulic pump HP1 at the normal closed position shown in FIG. 5, and opens the solenoid valve SI1 between the master cylinder MC and the suction side of the hydraulic pump HP1 at the open position. It is switched to communicate.

【００１８】更に、電磁弁ＳＣ１に並列に、マスタシリ
ンダＭＣから電磁弁ＰＣ１，ＰＣ２方向へのブレーキ液
の流れを制限し、電磁弁ＰＣ１，ＰＣ２側のブレーキ液
圧がマスタシリンダＭＣ側のブレーキ液圧に対し所定の
差圧以上大となったときにマスタシリンダＭＣ方向への
ブレーキ液の流れを許容するリリーフ弁ＲＶ１と、ホイ
ールシリンダＷｆｒ，Ｗｒｌ方向へのブレーキ液の流れ
を許容し逆方向の流れを禁止する逆止弁ＡＶ１が介装さ
れている。Further, the flow of the brake fluid from the master cylinder MC toward the solenoid valves PC1 and PC2 is restricted in parallel with the solenoid valve SC1, and the brake fluid pressure on the solenoid valves PC1 and PC2 is reduced. The relief valve RV1 allows the flow of the brake fluid in the direction of the master cylinder MC when the pressure becomes larger than the pressure difference by a predetermined pressure or more, and allows the flow of the brake fluid in the direction of the wheel cylinders Wfr and Wrl to allow the flow in the opposite direction. A check valve AV1 for inhibiting flow is interposed.

【００１９】リリーフ弁ＲＶ１は、液圧ポンプＨＰ１か
ら吐出される加圧ブレーキ液がマスタシリンダＭＣの出
力液圧より所定の差圧以上大となったときに、マスタシ
リンダＭＣを介して低圧リザーバＬＲＳにブレーキ液を
還流するものである。従って、液圧ポンプＨＰ１が駆動
されると、マスタシリンダＭＣの出力ブレーキ液圧（マ
スタシリンダ液圧）に対し、リリーフ弁ＲＶ１によって
所定の圧力（例えば、３気圧）が嵩上げされた圧力に調
圧される。また、逆止弁ＡＶ１の存在により、電磁弁Ｓ
Ｃ１が閉位置であっても、ブレーキペダルＢＰが踏み込
まれた場合にはホイールシリンダＷｆｒ，Ｗｒｌ内のブ
レーキ液圧が増圧される。尚、液圧ポンプＨＰ１の吐出
側にダンパＤＰ３が配設され、後輪側のホイールシリン
ダＷｒｌに至る液圧路にプロポーショニングバルブＰＶ
１が介装されている。When the pressurized brake fluid discharged from the hydraulic pump HP1 becomes higher than the output hydraulic pressure of the master cylinder MC by a predetermined differential pressure or more, the relief valve RV1 is connected to the low-pressure reservoir LRS via the master cylinder MC. To recirculate the brake fluid. Therefore, when the hydraulic pump HP1 is driven, the output brake fluid pressure of the master cylinder MC (master cylinder fluid pressure) is adjusted to a pressure raised by a predetermined pressure (for example, 3 atm) by the relief valve RV1. Is done. Also, due to the presence of the check valve AV1, the solenoid valve S
Even when C1 is in the closed position, when the brake pedal BP is depressed, the brake fluid pressure in the wheel cylinders Wfr and Wrl is increased. A damper DP3 is disposed on the discharge side of the hydraulic pump HP1, and a proportioning valve PV is provided in a hydraulic path leading to the wheel cylinder Wrl on the rear wheel side.
1 is interposed.

【００２０】車輪ＦＬ，ＲＲ側のブレーキ液圧系統にお
いても同様に、リザーバＲＳ２、ダンパＤＰ２，ＤＰ４
及びプロポーショニングバルブＰＶ２をはじめ、常開型
の２ポート２位置電磁開閉弁ＳＣ２、常閉型の２ポート
２位置電磁開閉弁ＳＩ２，ＰＣ７，ＰＣ８、常開型の２
ポート２位置電磁開閉弁ＰＣ３，ＰＣ４、逆止弁ＣＶ
３，ＣＶ４，ＣＶ８乃至ＣＶ１０、リリーフ弁ＲＶ２並
びに逆止弁ＡＶ２が配設されている。液圧ポンプＨＰ２
は、電動のモータＭによって液圧ポンプＨＰ１と共に駆
動され、モータＭの起動後は両液圧ポンプＨＰ１，ＨＰ
２は連続して駆動される。上記電磁弁ＳＣ１，ＳＣ２，
ＳＩ１，ＳＩ２並びに電磁弁ＰＣ１乃至ＰＣ８は前述の
電子制御装置ＥＣＵによって駆動制御され、アンチスキ
ッド制御等の制御が行なわれる。Similarly, in the brake hydraulic system on the wheels FL and RR, the reservoir RS2 and the dampers DP2 and DP4
And proportioning valve PV2, normally-open 2-port 2-position solenoid valve SC2, normally-closed 2-port 2-position solenoid valve SI2, PC7, PC8, normally-open 2-port solenoid valve
Port 2 position solenoid valve PC3, PC4, check valve CV
3, CV4, CV8 to CV10, a relief valve RV2, and a check valve AV2. Hydraulic pump HP2
Are driven together with the hydraulic pump HP1 by an electric motor M, and after the motor M is started, both hydraulic pumps HP1 and HP1 are driven.
2 are driven continuously. The above solenoid valves SC1, SC2
The SI1, SI2 and the solenoid valves PC1 to PC8 are driven and controlled by the above-mentioned electronic control unit ECU, and control such as anti-skid control is performed.

【００２１】上記の構成になるブレーキ液圧制御システ
ムにおいては、電子制御装置ＥＣＵによりアンチスキッ
ド制御等の一連の処理が行なわれる。先ず、通常のブレ
ーキ作動時においては、各電磁弁は図５に示す常態位置
にあり、モータＭは停止している。この状態でブレーキ
ペダルＢＰが踏み込まれると、マスタシリンダＭＣの第
１及び第２の圧力室ＭＣａ，ＭＣｂから、マスタシリン
ダ液圧が夫々車輪ＦＲ，ＲＬ側及び車輪ＦＬ，ＲＲ側の
液圧系統に出力され、電磁弁ＳＣ１，ＳＣ２並びに電磁
弁ＰＣ１乃至ＰＣ８を介して、ホイールシリンダＷｆ
ｒ，Ｗｒｌ，Ｗｆｌ，Ｗｒｒに供給される。車輪ＦＲ，
ＲＬ側及び車輪ＦＬ，ＲＲ側のブレーキ液圧系統は同様
の構成であるので、以下、代表して車輪ＦＲ，ＲＬ側の
ブレーキ液圧系統について説明する。In the brake fluid pressure control system having the above configuration, a series of processing such as anti-skid control is performed by the electronic control unit ECU. First, during normal brake operation, each solenoid valve is at the normal position shown in FIG. 5, and the motor M is stopped. When the brake pedal BP is depressed in this state, the master cylinder hydraulic pressure is transmitted from the first and second pressure chambers MCa and MCb of the master cylinder MC to the hydraulic systems on the wheels FR and RL and the wheels FL and RR, respectively. Output to the wheel cylinder Wf via the solenoid valves SC1 and SC2 and the solenoid valves PC1 to PC8.
r, Wrl, Wfl, Wrr. Wheel FR,
Since the brake hydraulic system on the RL side and the wheels FL and RR have the same configuration, the brake hydraulic system on the wheels FR and RL will be representatively described below.

【００２２】ブレーキ作動中にアンチスキッド制御に移
行し、例えば車輪ＦＲ側がロック傾向にあると判定され
ると、電磁弁ＳＣ１は開位置のままで、電磁弁ＰＣ１が
閉位置とされると共に、電磁弁ＰＣ５が開位置とされ
る。而して、ホイールシリンダＷｆｒは電磁弁ＰＣ５を
介してリザーバＲＳ１に連通し、ホイールシリンダＷｆ
ｒ内のブレーキ液がリザーバＲＳ１内に流出し減圧され
る。When the control is shifted to the anti-skid control during the braking operation, for example, when it is determined that the wheel FR side is in a locking tendency, the solenoid valve SC1 is kept open, the solenoid valve PC1 is closed, and the solenoid valve SC1 is closed. The valve PC5 is set to the open position. Thus, the wheel cylinder Wfr communicates with the reservoir RS1 via the solenoid valve PC5, and the wheel cylinder Wf
The brake fluid in r flows out into the reservoir RS1 and is reduced in pressure.

【００２３】ホイールシリンダＷｆｒがパルス増圧モー
ドとなると、電磁弁ＰＣ５が閉位置とされると共に電磁
弁ＰＣ１が開位置とされ、マスタシリンダＭＣの吐出ブ
レーキ液圧及び液圧ポンプＨＰ１の吐出ブレーキ液圧の
高い方がホイールシリンダＷｆｒに供給される。そし
て、電磁弁ＰＣ１が断続制御され、ホイールシリンダＷ
ｆｒ内のブレーキ液は増圧と保持が繰り返されてパルス
的に増大し、緩やかに増圧される。ホイールシリンダＷ
ｆｒに対し急増圧モードが設定されたときには、電磁弁
ＰＣ５が閉位置とされた後、電磁弁ＰＣ１が開位置とさ
れ、マスタシリンダＭＣからマスタシリンダ液圧が供給
される。そして、ブレーキペダルＢＰが解放され、ホイ
ールシリンダＷｆｒの液圧よりマスタシリンダ液圧の方
が小さくなると、ホイールシリンダＷｆｒ内のブレーキ
液が逆止弁ＣＶ１及び開位置の電磁弁ＳＣ１を介してマ
スタシリンダＭＣ、ひいては低圧リザーバＬＲＳに戻
る。このようにして、車輪毎に独立した制動力制御が行
なわれる。When the wheel cylinder Wfr enters the pulse pressure increasing mode, the solenoid valve PC5 is closed and the solenoid valve PC1 is opened, and the discharge brake fluid pressure of the master cylinder MC and the discharge brake fluid of the hydraulic pump HP1 are set. The higher pressure is supplied to the wheel cylinder Wfr. Then, the solenoid valve PC1 is intermittently controlled, and the wheel cylinder W
The brake fluid in fr is repeatedly increased in pressure and maintained, increases in a pulsed manner, and is gradually increased. Wheel cylinder W
When the rapid pressure increase mode is set for fr, the solenoid valve PC5 is set to the closed position, then the solenoid valve PC1 is set to the open position, and master cylinder hydraulic pressure is supplied from the master cylinder MC. Then, when the brake pedal BP is released and the master cylinder hydraulic pressure becomes lower than the hydraulic pressure of the wheel cylinder Wfr, the brake fluid in the wheel cylinder Wfr passes through the check valve CV1 and the solenoid valve SC1 in the open position through the master cylinder SC1. Return to MC, and eventually to low pressure reservoir LRS. In this way, independent braking force control is performed for each wheel.

【００２４】上記のブレーキ液圧制御システムを構成す
る、電磁弁ＰＣ１等、モータＭ、液圧ポンプＨＰ１，Ｈ
Ｐ２、リザーバＲＳ１，ＲＳ２、ダンパＤＰ１乃至ＤＰ
４、及びチェックバルブＣＶ１乃至ＣＶ９等は図１及び
図２に示すようにハウジングＨに内蔵あるいは搭載さ
れ、液圧制御ユニットが構成されている。ハウジングＨ
内には図１に示すように前述の補助液圧路ＭＦｃを含む
液圧回路が形成されており、この液圧回路に連通する電
磁弁ＰＣ１等が図２に示すようにハウジングＨの一面に
並設されている。各電磁弁は、ハウジングＨ内にバルブ
部分が収容され、ソレノイドコイル部分が図１に示すよ
うにハウジングＨの一方の面から延出し、これらのソレ
ノイドコイル部分を囲繞するようにケースＣがハウジン
グＨに固定されている。また、この面と反対側の面には
モータＭが装着されている。The motor M, the hydraulic pumps HP1, H, etc., which constitute the above-mentioned brake fluid pressure control system, such as the solenoid valve PC1
P2, reservoirs RS1, RS2, dampers DP1 to DP
4 and the check valves CV1 to CV9 and the like are built in or mounted in the housing H as shown in FIGS. 1 and 2, and constitute a hydraulic control unit. Housing H
A hydraulic circuit including the above-described auxiliary hydraulic path MFc is formed therein as shown in FIG. 1, and a solenoid valve PC1 and the like communicating with this hydraulic circuit are provided on one surface of the housing H as shown in FIG. It is juxtaposed. In each of the solenoid valves, a valve portion is housed in a housing H, a solenoid coil portion extends from one surface of the housing H as shown in FIG. 1, and a case C is provided so as to surround these solenoid coil portions. It is fixed to. A motor M is mounted on a surface opposite to this surface.

【００２５】電磁弁ＳＣ１等の各電磁弁の外形は一般的
に円柱形状であるので、図２に示すように、各電磁弁の
間には隙間が形成されている。この隙間に前述のダンパ
ＤＰ１及びＤＰ２が配置され、図３に示すように固定さ
れている。ハウジングＨの電磁弁装着面には、補助液圧
路ＭＦｃに連通すると共に外部に開口する凹部ＨＲが形
成され、その内側面の内周に環状溝ＨＧが形成されてい
る。ダンパＤＰ１は（ダンパＤＰ２も同様）、弾性部材
１０がスリーブ２０内に収容され、環状のスペーサ３０
を介してハウジングＨの電磁弁装着面にかしめ固定され
ている。換言すれば、弾性部材１０を囲繞するようにス
リーブ２０が配置され、ハウジングＨに対し液密的に固
定されている。Since the outer shape of each solenoid valve such as the solenoid valve SC1 is generally cylindrical, a gap is formed between the solenoid valves as shown in FIG. The aforementioned dampers DP1 and DP2 are arranged in this gap and fixed as shown in FIG. A recess HR communicating with the auxiliary hydraulic pressure passage MFc and opening to the outside is formed on the solenoid valve mounting surface of the housing H, and an annular groove HG is formed on the inner periphery of the inner surface thereof. The damper DP1 (similarly to the damper DP2) includes the elastic member 10 housed in the sleeve 20 and the annular spacer 30.
Is fixed by caulking to the solenoid valve mounting surface of the housing H. In other words, the sleeve 20 is arranged so as to surround the elastic member 10 and is fixed to the housing H in a liquid-tight manner.

【００２６】弾性部材１０は、一端が閉塞し他端が開口
する中空部１３を有し、その開口端が補助液圧路ＭＦｃ
に連通すると共に、閉塞端がハウジングＨの外方に延出
するように配置されている。また、弾性部材１０は、図
３に示すように、その開口端側に、テーパ面を有する円
柱状の支持部１１が形成されると共に、図４に示すよう
に、軸方向に沿って延在し径方向に突出する突条部１２
が４箇所に形成されており、その端面がスリーブ２０の
内面に当接している。The elastic member 10 has a hollow portion 13 whose one end is closed and whose other end is open, and whose open end is the auxiliary hydraulic pressure passage MFc.
And the closed end is arranged to extend outside the housing H. As shown in FIG. 3, the elastic member 10 has a columnar supporting portion 11 having a tapered surface formed on the opening end side, and extends along the axial direction as shown in FIG. Ridge 12 projecting in the radial direction
Are formed at four places, and the end surfaces thereof are in contact with the inner surface of the sleeve 20.

【００２７】一方、スリーブ２０は有底円筒体で、その
開口端側に、テーパ面を有する拡開部２１が形成されて
おり、底部（図３の上端）に連通孔２２が形成されてい
る。スリーブ２０の拡開部２１の内側テーパ面は弾性部
材１０の支持部１１の外側テーパ面に当接し、両テーパ
面がスペーサ３０によって圧接されている。而して、弾
性部材１０の外面とスリーブ２０の内面との間には図３
及び図４に示すように空隙１４が形成されるが、この空
隙１４は弾性部材１０の中空部１３とは遮断され、弾性
部材１０の頂部とスリーブ２０の底面との間に形成され
た空隙１５、及びスリーブ２０の連通孔２２を介してス
リーブ２０外の空間と連通するように構成されている。On the other hand, the sleeve 20 is a cylindrical body having a bottom, and an enlarged portion 21 having a tapered surface is formed on the opening end side, and a communication hole 22 is formed on the bottom (upper end in FIG. 3). . The inner tapered surface of the expanded portion 21 of the sleeve 20 contacts the outer tapered surface of the support portion 11 of the elastic member 10, and both tapered surfaces are pressed by the spacer 30. Thus, between the outer surface of the elastic member 10 and the inner surface of the sleeve 20, FIG.
4, a gap 14 is formed. The gap 14 is cut off from the hollow portion 13 of the elastic member 10, and the gap 15 is formed between the top of the elastic member 10 and the bottom of the sleeve 20. , And through a communication hole 22 of the sleeve 20 so as to communicate with a space outside the sleeve 20.

【００２８】上記の構成になるダンパＤＰ１において
は、補助液圧路ＭＦｃを介して弾性部材１０の中空部１
３内にブレーキ液が充填されている。従って、補助液圧
路ＭＦｃ内のブレーキ液に圧力脈動が生じた場合には、
弾性部材１０の本体部が拡径して空隙１４を縮小し、あ
るいは縮径して空隙１４を拡大し、弾性部材１０の中空
部１３の容積変化によって圧力脈動が減衰する。尚、空
隙１４及び１５はスリーブ２０の連通孔２２を介して外
部と連通しているので、中空部１３の容積変化に影響を
与えることはない。而して、これらの弾性部材１０及び
スリーブ２０によって圧力脈動減衰手段が構成されてい
る。In the damper DP1 having the above-described structure, the hollow portion 1 of the elastic member 10 is connected via the auxiliary hydraulic path MFc.
3 is filled with brake fluid. Therefore, when pressure pulsation occurs in the brake fluid in the auxiliary hydraulic pressure path MFc,
The diameter of the main body of the elastic member 10 is increased to reduce the gap 14 or the diameter of the elastic member 10 is increased to reduce the pressure pulsation due to the volume change of the hollow portion 13 of the elastic member 10. Since the gaps 14 and 15 communicate with the outside through the communication hole 22 of the sleeve 20, there is no effect on the volume change of the hollow portion 13. Thus, the elastic member 10 and the sleeve 20 constitute pressure pulsation damping means.

【００２９】上記の構成になるダンパＤＰ１をハウジン
グＨに組み付けるに当っては、先ず補助液圧路ＭＦｃと
連通する凹部ＨＲに、弾性部材１０の支持部１１が嵌合
され、弾性部材１０の中空部１３が補助液圧路ＭＦｃと
連通する。次に、弾性部材１０を囲繞するようにスリー
ブ２０が配置される。あるいは、先ずスリーブ２０内に
弾性部材１０が収容され、その状態で凹部ＨＲに弾性部
材１０の支持部１１が嵌合される。この後、スペーサ３
０が凹部ＨＲ内に圧入されると、スペーサ３０の先端が
スリーブ２０の拡開部２１の斜面に沿って拡開され乍ら
環状溝ＨＧ内に圧入されるので、スペーサ３０は環状溝
ＨＧに係止されると共に、スリーブ２０及び弾性部材１
０がハウジングＨに対して液密的に固定される。In assembling the damper DP1 having the above-described structure into the housing H, first, the support portion 11 of the elastic member 10 is fitted into the concave portion HR communicating with the auxiliary hydraulic pressure path MFc, and the hollow of the elastic member 10 is hollow. The part 13 communicates with the auxiliary hydraulic pressure path MFc. Next, the sleeve 20 is arranged so as to surround the elastic member 10. Alternatively, first, the elastic member 10 is accommodated in the sleeve 20, and in this state, the support portion 11 of the elastic member 10 is fitted into the concave portion HR. After this, spacer 3
0 is press-fitted into the recess HR, the tip of the spacer 30 is press-fitted into the annular groove HG while being expanded along the slope of the expanded portion 21 of the sleeve 20, so that the spacer 30 is inserted into the annular groove HG. The sleeve 20 and the elastic member 1 are locked together.
0 is fixed to the housing H in a liquid-tight manner.

【００３０】尚、図５のブレーキ液圧制御システムにお
いて液圧ポンプＨＰ１，ＨＰ２の吐出側に配設されるダ
ンパＤＰ３，ＤＰ４は、一般的には拡張室とオリフィス
によって構成されるが、前述のダンパＤＰ１，ＤＰ２と
同様の構成としてもよい。尚、吐出側のダンパＤＰ３，
ＤＰ４を前述の構成とする場合には、スリーブ２０に連
通孔２２を形成する必要はない。The dampers DP3 and DP4 disposed on the discharge side of the hydraulic pumps HP1 and HP2 in the brake hydraulic control system of FIG. 5 are generally constituted by an expansion chamber and an orifice. The configuration may be the same as that of the dampers DP1 and DP2. The discharge-side dampers DP3 and DP3
When the DP 4 is configured as described above, it is not necessary to form the communication hole 22 in the sleeve 20.

【００３１】一方、図１の液圧制御ユニットのモータＭ
側に着目すると、モータＭの外形も一般的に円柱形状で
あるので、モータＭの外側に空きスペースが形成され
る。従って、ハウジングＨのモータＭ装着面の空きスペ
ースに前述のダンパＤＰ１及びＤＰ２を配設することが
可能であり、その実施形態を図６及び図７に示す。On the other hand, the motor M of the hydraulic control unit shown in FIG.
Focusing on the side, since the outer shape of the motor M is also generally cylindrical, an empty space is formed outside the motor M. Accordingly, it is possible to dispose the above-mentioned dampers DP1 and DP2 in an empty space on the motor M mounting surface of the housing H, and an embodiment thereof is shown in FIGS.

【００３２】また、図５のブレーキ液圧制御システムに
おいては、常開の２ポート２位置の電磁開閉弁ＳＣ１
（ＳＣ２）と常閉の２ポート２位置の電磁開閉弁ＳＩ１
（ＳＩ２）が主液圧路ＭＦに介装されているが、これら
に代えて１個の３ポート２位置の電磁切換弁ＳＶ１（以
下、単に電磁弁ＳＶ１という）を介装することとしても
同様の機能を有する。この場合には、図８に示すように
電磁開閉弁ＳＣ１，ＳＩ１及び電磁弁ＳＣ２，ＳＩ２に
代えて電磁弁ＳＶ１，ＳＶ２が設けられ、電磁弁は計１
０個となり、電磁弁２個分のスペースが空くこととな
る。従って、図８に示すように、電磁弁ＳＶ１，ＳＶ２
の両側の空きスペースにダンパＤＰ１及びＤＰ２を配設
することが可能である。In the brake fluid pressure control system shown in FIG. 5, a normally open two-port two-position solenoid valve SC1 is provided.
(SC2) and normally closed 2-port 2-position solenoid valve SI1
Although (SI2) is interposed in the main hydraulic path MF, it is also possible to interpose a single 3-port 2-position electromagnetic switching valve SV1 (hereinafter simply referred to as electromagnetic valve SV1) instead of these. It has the function of In this case, as shown in FIG. 8, solenoid valves SV1 and SV2 are provided in place of the solenoid on-off valves SC1 and SI1 and the solenoid valves SC2 and SI2.
The number is zero, and a space for two solenoid valves is vacant. Therefore, as shown in FIG. 8, the solenoid valves SV1 and SV2
It is possible to dispose the dampers DP1 and DP2 in the empty space on both sides of.

【００３３】更に、前述の弾性部材１０は、図４に示す
ように突条部１２が４箇所に形成されているが、突条部
１２の数及び形状はこれに限るものではなく、図９に示
すように例えば８箇所に突条部１２を形成することとし
てもよい。Further, the elastic member 10 has the ridges 12 formed at four positions as shown in FIG. 4, but the number and the shape of the ridges 12 are not limited to this. For example, as shown in FIG.

【００３４】以上のように、各実施形態においては、弾
性部材１０及びスリーブ２０を備えたダンパＤＰ１，Ｄ
Ｐ２によって圧力脈動減衰手段が構成され、これらの大
部分がハウジングＨの外側で、電磁弁間の隙間、あるい
はモータＭ近傍の空きスペースに配設されているので、
ハウジングＨを拡大することなく、液圧制御ユニットを
全体として小型に形成することができる。また、弾性部
材１０及びスリーブ２０はハウジングＨの外側から簡単
に組み付けることができ、良好な生産性を確保すること
ができる。As described above, in each of the embodiments, the dampers DP1 and D2 having the elastic member 10 and the sleeve 20 are provided.
The pressure pulsation damping means is constituted by P2, and most of them are disposed outside the housing H, in the gap between the solenoid valves, or in the empty space near the motor M,
The hydraulic control unit can be made compact as a whole without enlarging the housing H. Further, the elastic member 10 and the sleeve 20 can be easily assembled from the outside of the housing H, and good productivity can be secured.

【００３５】[0035]

【発明の効果】本発明は上述のように構成されているの
で以下の効果を奏する。即ち、請求項１に記載の液圧制
御ユニットにおいては、ハウジングの電磁弁装着面に配
置された弾性部材及びスリーブによって圧力脈動減衰手
段が構成されているので、全体として小型に形成するこ
とができる。しかも、少ない部品点数で容易且つ適切に
組付作業を行なうことができる。The present invention has the following effects because it is configured as described above. That is, in the hydraulic pressure control unit according to the first aspect, since the pressure pulsation damping means is constituted by the elastic member and the sleeve arranged on the mounting surface of the solenoid valve of the housing, the whole can be formed in a small size. . Moreover, the assembling work can be easily and appropriately performed with a small number of parts.

【００３６】特に、請求項２に記載のように構成すれ
ば、複数の電磁弁間の隙間が活用され、全体として小型
に形成することができる。In particular, according to the structure of the second aspect, the gap between the plurality of solenoid valves is utilized, and the whole can be formed small.

【００３７】また、請求項３に記載の液圧制御ユニット
においては、ハウジングのモータ装着面に配置された弾
性部材及びスリーブによって圧力脈動減衰手段が構成さ
れているので、全体として小型に形成することができ、
少ない部品点数で容易且つ適切に組付作業を行なうこと
ができる。In the hydraulic pressure control unit according to the third aspect, the pressure pulsation damping means is constituted by the elastic member and the sleeve disposed on the motor mounting surface of the housing, so that the hydraulic pressure control unit can be formed compact as a whole. Can be
The assembling work can be easily and appropriately performed with a small number of parts.

【００３８】更に、請求項４に記載のように、スリーブ
と弾性部材の外面との間の空隙をスリーブ外の空間と連
通するように構成すれば、スリーブ及び弾性部材の配設
位置によっては一層良好なダンパ効果を得ることができ
る。Further, if the space between the sleeve and the outer surface of the elastic member is configured to communicate with the space outside the sleeve, the position of the sleeve and the elastic member may be further increased. A good damper effect can be obtained.

【００３９】スリーブは、請求項５に記載のように、そ
の開口端側をハウジングにかしめ固定するように構成す
れば、組付けが一層容易となり、適切に組付作業を行な
うことができる。If the opening end side of the sleeve is configured to be caulked and fixed to the housing, assembling becomes easier, and the assembling operation can be performed appropriately.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の一実施形態に係る液圧制御ユニットの
部分断面正面図である。FIG. 1 is a partial cross-sectional front view of a hydraulic control unit according to an embodiment of the present invention.

【図２】本発明の一実施形態に係る液圧制御ユニットの
部分断面平面図である。FIG. 2 is a partial cross-sectional plan view of a hydraulic control unit according to an embodiment of the present invention.

【図３】本発明の一実施形態に係る液圧制御ユニットに
供するダンパの拡大断面図である。FIG. 3 is an enlarged sectional view of a damper provided to the hydraulic control unit according to one embodiment of the present invention.

【図４】本発明の一実施形態に係る液圧制御ユニットに
供するダンパの断面図で、図３の４−４線断面図であ
る。4 is a sectional view of a damper provided to the hydraulic control unit according to the embodiment of the present invention, and is a sectional view taken along line 4-4 in FIG.

【図５】本発明の一実施形態におけるブレーキ液圧制御
システムの全体構成を示す構成図である。FIG. 5 is a configuration diagram illustrating an overall configuration of a brake fluid pressure control system according to an embodiment of the present invention.

【図６】本発明の他の実施形態に係る液圧制御ユニット
の部分断面正面図である。FIG. 6 is a partial cross-sectional front view of a hydraulic control unit according to another embodiment of the present invention.

【図７】本発明の他の実施形態に係る液圧制御ユニット
の平面図である。FIG. 7 is a plan view of a hydraulic control unit according to another embodiment of the present invention.

【図８】本発明の更に他の実施形態に係る液圧制御ユニ
ットの部分断面平面図である。FIG. 8 is a partial sectional plan view of a hydraulic control unit according to still another embodiment of the present invention.

【図９】本発明の液圧制御ユニットに供するダンパ構造
の他の例を示す断面図である。FIG. 9 is a sectional view showing another example of a damper structure provided to the hydraulic control unit of the present invention.

【符号の説明】[Explanation of symbols]

ＭＣ マスタシリンダ ＭＦ 主液圧路 ＭＦｃ 補助液圧路 Ｍ モータ ＨＰ１，ＨＰ２ 液圧ポンプ ＲＳ１，ＲＳ２ リザーバ ＤＰ１〜ＤＰ４ ダンパ Ｗfr，Ｗfl，Ｗrr，Ｗrl ホイールシリンダ ＦＲ，ＦＬ，ＲＲ，ＲＬ 車輪 ＢＣ ブレーキ液圧制御装置 ＳＣ１，ＳＣ２，ＳＩ１，ＳＩ２，ＰＣ１〜ＰＣ８ 電
磁弁 ＥＣＵ 電子制御装置MC Master cylinder MF Main hydraulic path MFc Auxiliary hydraulic path M Motor HP1, HP2 Hydraulic pump RS1, RS2 Reservoirs DP1 to DP4 Damper Wfr, Wfl, Wrr, Wrl Wheel cylinder FR, FL, RR, RL Wheel BC Brake hydraulic pressure Control device SC1, SC2, SI1, SI2, PC1 to PC8 Solenoid valve ECU Electronic control device

Claims (5)

【特許請求の範囲】[Claims] 【請求項１】 ハウジング内に液圧回路を形成すると共
に、該液圧回路に連通する電磁弁を前記ハウジングに装
着して成る液圧制御ユニットにおいて、一端が閉塞し他
端が開口する中空部を有する弾性部材であって、開口端
が前記液圧回路に連通すると共に、閉塞端が前記ハウジ
ングの外方に延出するように配置し、前記開口端側を前
記ハウジングの前記電磁弁装着面に固定する弾性部材
と、該弾性部材を囲繞するように配置し前記ハウジング
に対し液密的に固定するスリーブとを備え、該スリーブ
と前記弾性部材の外面との間に空隙を形成するように構
成したことを特徴とする液圧制御ユニット。1. A hydraulic control unit comprising a hydraulic circuit formed in a housing and an electromagnetic valve connected to the hydraulic circuit mounted on the housing, wherein a hollow portion having one end closed and the other end opened. An elastic member having an open end communicating with the hydraulic circuit and a closed end extending outward of the housing, and having the open end side facing the electromagnetic valve mounting surface of the housing. An elastic member fixed to the housing, and a sleeve disposed so as to surround the elastic member and fixed to the housing in a liquid-tight manner, so that a gap is formed between the sleeve and the outer surface of the elastic member. A hydraulic pressure control unit, comprising: 【請求項２】 前記ハウジングの一つの面に前記電磁弁
を複数個並設し、該複数個の電磁弁の間の隙間に前記弾
性部材を立設すると共に、前記スリーブを、前記弾性部
材を囲繞するように配置し前記ハウジングに対し液密的
に固定するように構成したことを特徴とする請求項１記
載の液圧制御ユニット。2. A plurality of solenoid valves are arranged side by side on one surface of the housing, and the elastic member is erected in a gap between the plurality of solenoid valves. 2. The hydraulic pressure control unit according to claim 1, wherein the hydraulic pressure control unit is arranged so as to surround and is fixed to the housing in a liquid-tight manner. 【請求項３】 ハウジング内に液圧回路を形成すると共
に、該液圧回路に連通する液圧ポンプ駆動用のモータを
前記ハウジングに装着して成る液圧制御ユニットにおい
て、一端が閉塞し他端が開口する中空部を有する弾性部
材であって、開口端が前記液圧回路に連通すると共に、
閉塞端が前記ハウジングの外方に延出するように前記ハ
ウジングの前記モータ装着面に配置し、前記開口端側を
前記ハウジングに固定する弾性部材と、該弾性部材を囲
繞するように配置し前記ハウジングに対し液密的に固定
するスリーブとを備え、該スリーブと前記弾性部材の外
面との間に空隙を形成するように構成したことを特徴と
する液圧制御ユニット。3. A hydraulic control unit comprising: a hydraulic circuit formed in a housing; and a motor for driving a hydraulic pump connected to the hydraulic circuit mounted on the housing. Is an elastic member having a hollow portion that opens, and an open end communicates with the hydraulic circuit,
An elastic member that is disposed on the motor mounting surface of the housing so that a closed end extends outward from the housing, and an elastic member that fixes the open end side to the housing; and an elastic member that surrounds the elastic member. A fluid pressure control unit, comprising: a sleeve that is liquid-tightly fixed to a housing, wherein a gap is formed between the sleeve and an outer surface of the elastic member. 【請求項４】 前記スリーブと前記弾性部材の外面との
間の空隙を前記スリーブ外の空間と連通するように構成
したことを特徴とする請求項１又は３記載の液圧制御ユ
ニット。4. The hydraulic pressure control unit according to claim 1, wherein a gap between the sleeve and the outer surface of the elastic member is configured to communicate with a space outside the sleeve. 【請求項５】 前記スリーブの開口端側を前記ハウジン
グにかしめ固定するように構成したことを特徴とする請
求項１又は３記載の液圧制御ユニット。5. The hydraulic pressure control unit according to claim 1, wherein an opening end side of the sleeve is caulked and fixed to the housing.
JP12688198A 1998-04-20 1998-04-20 Hydraulic control unit Expired - Fee Related JP4172059B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP12688198A JP4172059B2 (en) 1998-04-20 1998-04-20 Hydraulic control unit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP12688198A JP4172059B2 (en) 1998-04-20 1998-04-20 Hydraulic control unit

Publications (2)

Publication Number Publication Date
JPH11304076A true JPH11304076A (en) 1999-11-05
JP4172059B2 JP4172059B2 (en) 2008-10-29

Family

ID=14946163

Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Status (1)

Country Link
JP (1) JP4172059B2 (en)

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JP2008056199A (en) * 2006-09-04 2008-03-13 Advics:Kk Brake hydraulic control unit for vehicle
US7500725B2 (en) 2001-04-17 2009-03-10 Toyota Jidosha Kabushiki Kaisha Hydraulic braking pressure control unit
JP2009132171A (en) * 2007-11-28 2009-06-18 Nissin Kogyo Co Ltd Brake hydraulic control device for vehicle
US7753456B2 (en) 2005-04-01 2010-07-13 Nissin Kogyo Co., Ltd. Vehicle brake hydraulic pressure control unit
JP2011073502A (en) * 2009-09-29 2011-04-14 Nissin Kogyo Co Ltd Brake fluid pressure control device for vehicle
JP2017145677A (en) * 2016-02-16 2017-08-24 株式会社ブリヂストン Pressure relaxation apparatus and drainage system
JP2017537020A (en) * 2014-12-04 2017-12-14 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Pressure change suppressor for hydraulic vehicle brake device and corresponding vehicle brake device

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JPH09119401A (en) * 1995-10-23 1997-05-06 Nissin Kogyo Kk Waterproof structure of reservoir on hydraulic control device
JPH09159044A (en) * 1995-12-05 1997-06-17 Toyota Motor Corp Solenoid valve device
JPH1071940A (en) * 1996-08-30 1998-03-17 Toyota Motor Corp Brake fluid pressure controller

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7500725B2 (en) 2001-04-17 2009-03-10 Toyota Jidosha Kabushiki Kaisha Hydraulic braking pressure control unit
US7753456B2 (en) 2005-04-01 2010-07-13 Nissin Kogyo Co., Ltd. Vehicle brake hydraulic pressure control unit
JP2008056199A (en) * 2006-09-04 2008-03-13 Advics:Kk Brake hydraulic control unit for vehicle
JP2009132171A (en) * 2007-11-28 2009-06-18 Nissin Kogyo Co Ltd Brake hydraulic control device for vehicle
JP2011073502A (en) * 2009-09-29 2011-04-14 Nissin Kogyo Co Ltd Brake fluid pressure control device for vehicle
JP2017537020A (en) * 2014-12-04 2017-12-14 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング Pressure change suppressor for hydraulic vehicle brake device and corresponding vehicle brake device
US10399547B2 (en) 2014-12-04 2019-09-03 Robert Bosch Gmbh Pressure variation damper for a hydraulic vehicle brake system, and corresponding vehicle brake system
JP2017145677A (en) * 2016-02-16 2017-08-24 株式会社ブリヂストン Pressure relaxation apparatus and drainage system

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