JPH1095324A - Valve block assembly - Google Patents

Abstract

(57) [Problem] The present invention relates to a valve block assembly, and an object of the present invention is to provide a valve block assembly that achieves light weight and good air release. A valve block assembly includes a valve block and a plurality of solenoids. Solenoids 30, 32, etc. are the solenoid surface 12 of the valve block 12.
a, the solenoid 36 and the like are provided on the lower surface 12c adjacent to the solenoid surface 12a. With this configuration, the valve block assembly 10 is reduced in size by an amount corresponding to the area A.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve block assembly, and more particularly to a valve block assembly suitable for reducing the size of a vehicle brake fluid pressure control device.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Application Laid-Open No. Hei 4-5067.
As disclosed in Japanese Patent No. 89, there is known a valve block assembly that includes a valve block and an electromagnetic valve provided in the valve block and that constitutes a brake fluid pressure control device for a vehicle. In the above-described conventional valve block assembly, the solenoid valve is mounted on the valve block such that a part of the solenoid valve is embedded in the valve block. A hydraulic passage connecting the ports of the respective solenoid valves is formed inside the valve block, thereby realizing a brake hydraulic pressure control device.

[0003]

By the way, as the braking force control such as the antilock brake control is advanced, the number of solenoid valves constituting the brake hydraulic pressure control device tends to increase. In the above conventional valve block assembly,
Since all the solenoid valves are arranged on the same surface of the valve block, the area of the mounting surface increases as the number of the solenoid valves increases. As a result, the size of the valve block is increased, and the weight of the valve block assembly is increased. When the size of the valve block increases, the length of the hydraulic passage formed inside the valve block increases. Generally, in order to prevent gas such as air from remaining in the hydraulic passage,
When the valve block assembly is assembled, air is vented. However, when the length of the hydraulic passage increases, the volume of the hydraulic passage increases, and thus the air bleeding operation requires a lot of man-hours. As described above, the above-described conventional valve block assembly is not necessarily an optimal configuration in terms of weight reduction and air release.

[0004] The present invention has been made in view of the above points, and has as its object to provide a valve block assembly capable of realizing good air bleeding properties while reducing the weight by reducing the size of the valve block. I do.

[0005]

The above object is achieved by the present invention.
As described in the above, in a valve block assembly comprising a valve block and a solenoid valve at least partially embedded in the hydraulic unit, at least one solenoid valve has its axis perpendicular to the axis of another solenoid valve. This is achieved by a valve block assembly provided to provide:

In the present invention, at least one solenoid valve is provided so that its axis is perpendicular to the axis of another solenoid valve. Therefore, at least one solenoid valve is provided on a surface (hereinafter, referred to as a second surface) perpendicular to a surface on which another solenoid valve is provided (hereinafter, referred to as a first surface). For this reason, the area of the first surface is reduced by the absence of at least one solenoid valve on the first surface. Further, at least a part of the solenoid valve is embedded in the valve block. For this reason, the second surface has a width greater than or equal to the burying depth of another solenoid valve provided on the first surface. Therefore, at least one solenoid valve can be provided on the second surface without increasing the area of the second surface.
As a result, the valve block is reduced in size, so that the valve block is reduced in weight and the length of the hydraulic passage in the valve block is reduced.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A valve block assembly according to an embodiment of the present invention will be described below with reference to FIGS. The valve block assembly according to the present embodiment is mounted on a vehicle and constitutes a brake fluid pressure control device that controls a brake fluid pressure. FIG. 1 is a view of a valve block assembly 10 of the present embodiment as viewed from a vehicle front side. As shown in FIG. 1, the valve block assembly 10 includes a valve block 12, a plurality of solenoids 30, 32, 36 partially embedded in the valve block 12, and a cover 13 that covers a solenoid mounting portion of the valve block 12. , Master cylinder 116 mounted on valve block 12 and master cylinder 11
6 and a reservoir tank 117 connected to the reservoir tank 117. The valve block 12 is a rectangular parallelepiped block made of an aluminum alloy, and a hole is formed in a surface thereof to form a mounting hole for each solenoid and each hydraulic pressure passage.

FIG. 2 is a perspective perspective view of the valve block 12. In FIG. 2, the upper left portion corresponds to the vehicle front side, the upper right portion corresponds to the vehicle right side, the lower left portion corresponds to the vehicle left side, and the lower right portion corresponds to the vehicle rear side. FIG. 3 is a front perspective view of the valve block 12 as viewed from a left surface of the vehicle (hereinafter, referred to as a solenoid surface). FIG. 4 is a plan perspective view seen from the upper surface of the valve block 12. FIG. 5 is a side perspective view of the valve block 12 as viewed from the rear side of the vehicle. FIG. 6 is a diagram showing a connection relationship between a hydraulic passage provided in the valve block 12 and each solenoid. FIG. 7 is a circuit diagram of a brake fluid pressure control circuit realized by the valve block assembly 10 of the present embodiment. In FIGS. 2, 6 and 7, the hydraulic passages corresponding to each other are shown with the same pattern.

As shown in FIG. 2 to FIG.
Is a right front wheel holding solenoid (hereinafter referred to as SFRH)
14. Right front wheel pressure reducing solenoid (hereinafter referred to as SFRR)
16), left front wheel holding solenoid (hereinafter referred to as SFLH)
18), left front wheel decompression solenoid (hereinafter referred to as SFLR)
20), right rear wheel holding solenoid (hereinafter SRRH)
) 22, right rear wheel decompression solenoid (hereinafter SRR)
R) 24, a left rear wheel holding solenoid (hereinafter SR)
LH) 26, a left rear wheel pressure reducing solenoid (hereinafter referred to as S
RLR) 28, third assist solenoid (hereinafter referred to as RLR)
Bottom, SA_-330), regulator switching solenoid
(Hereinafter referred to as STR) 32 is attached.
And a hydraulic passage connecting these solenoid ports
Are formed inside the valve block 12. Of this embodiment
The valve block assembly 10 is SA _-134 and SA_-2
36 on the lower surface 12c of the valve block 12.
The axis is attached to the solenoid surface 12a.
SFRH14, SFRR16, SFLH18, SFL
R20, SRRH22, SRRR24, SRLH26,
SRLR28, SA_-330, against the axis of STR32
The feature is that it is provided vertically. In addition,
In FIG. 6, SA_-134 and SA_-236 is the actual distribution
It is shown shifted downward from the installation position.

As shown in FIGS. 2 and 3, the valve block 12
SFRH14, SFRR1 on the solenoid surface 12a of
6, SFLH18, SFLR20, SRRH22, SR
RR24, SRLH26, SRLR28, SA- ₃ 30,
And the respective mounting holes 40, 42, 44 of the STR 32,
46, 48, 50, 52, 54, 56 and 58 are provided. Further, a front wheel master cylinder port 60, a rear wheel master cylinder port 6 and a rear wheel master cylinder port 6 are provided on the right side surface of the valve block 12 (hereinafter, referred to as a master cylinder surface 12b).
2. A right front wheel cylinder port 64, a left front wheel cylinder port 66, a right rear wheel cylinder port 68, a left rear wheel cylinder port 70, an accumulator port 72, drain ports 74 and 76, and a power port 78 are provided. I have. The master cylinder 116 is mounted on the master cylinder surface 12b of the valve block 12.

As shown in FIG. 4, mounting holes 8 for SA- ₁ 34 and SA _- 236 are provided on the lower surface 12c of the valve block 12.
0, 82 and mounting holes 8 for pressure switches 37, 38
4, 86 are provided. Further, a mounting hole 88 for the pressure sensor 39 is provided on a front surface of the valve block 12 (hereinafter, referred to as a front surface 12d). Hereinafter, the upper surface of the valve block 12 is referred to as an upper surface 12e, and the rear surface of the vehicle is referred to as a rear surface 12f.

The connection relationship between each solenoid and the hydraulic passage formed inside the valve block 12 and the configuration of each hydraulic passage will be described below with reference to FIGS. FIG.
As shown in the figure, the accumulator port 72 is connected to the first port 32a of the STR 32 through the accumulator passage 90.
Is communicated to. As shown in FIG. 2, the accumulator passage 90 is formed from the lower surface 12 c of the valve block 12, a vertical passage hole 90 _-1 passing through the mounting hole 58 of the STR 32, and a horizontal passage formed from the master cylinder surface 12 b. holes 90 _-2, horizontal passage hole 90 _-3, which is processed from the front 12d, and horizontal bore 90 _-4 fabricated from the accumulator port 72 of the master cylinder surface 12b is formed in communication.

The second port 32b of the STR 32 is connected via a selective hydraulic passage 92 and branch passages 92a, 92b, 92c, 92d and 92e branched from the selective hydraulic passage 92.
SA- ₃ 30, SRLH26, SRRH22,
A second port 30b of SFLH18 and SFRH14,
26b, 22b, 18b, and 14b. The selection hydraulic passage 92 is provided in the mounting hole 58 of the STR 32.
Horizontal passage hole 92 which is machined from the bottom of _-1, horizontal passage hole 92 _-2 is processed from the front 12d of the valve block 12, the processed vertically from the lower surface 12c passage hole 9
2 _-3, and the horizontal direction of the passage hole 92 _-4 fabricated from front 12d is formed in communication. Further, the branch passages 92a, 92b, 92c, 92d, and 92e are respectively SA- ₃ 30, SRLH26, SRRH22, and SFL.
Mounting holes 56, 52, 48 of H18 and SFRH14,
44 and 40 are formed by horizontal passage holes machined from the bottom surface.

The first port 30a of the SA- ₃ 30 is connected to a power port 78 via a rear wheel master cylinder passage 94. The rear wheel master cylinder passage 94 communicates with the rear wheel master cylinder port 60 via a branch passage 94a. Further, the rear wheel master cylinder passage 94 is connected to the pressure sensor 39 via a branch passage 94c. Rear wheel master cylinder passageway 94, vertical passageway bore 94 _-1, which is processed from the top surface 12e of the valve block 12, the horizontal direction of the passage hole 94 which is machined from the front 12d _-2, fabricated from the master cylinder side 12b Horizontal passage hole 9
4 _-3, horizontal passage hole 94 _-4 fabricated from the bottom surface of the mounting hole 88, processed horizontal passage holes from being a vertical passage hole 94 _-5 processing from the upper surface 12e and a power port 78, _94-6 are connected to each other. The branch passage 94a is vertical passage holes 94 _-7, which is processed from the top surface 12e of the valve block 12, and, processed horizontal passage hole from the rear wheel master cylinder port 60 (not shown) is communicated It is configured.

The first ports 26a ₁ , 26 of the SRLH 26
a ₂ is the left rear wheel cylinder passage 96
a, rear left wheel cylinder port 7 via 96b
0 and the first port 28a of the SRLR 28. The left rear wheel cylinder passages 96a, 96b are:
Processed from the lower surface 12c of the valve block 12, the SRLR2
8 and vertical passage hole 96 _-1 through the mounting holes 54 and 52 of SRLH26, and a horizontal passage hole 96 _-2 is processed from the left rear wheel cylinder port 70 is configured in communication.

The first ports 22a ₁ , 22 of the SRRH 22
a ₂ is a right rear wheel cylinder passage 98
a, 98b via the right rear wheel cylinder port 6
8 and the first port 24a of the SRRR 24. The right rear wheel cylinder passages 98a, 98b are:
Processed from the lower surface 12c of the valve block 12, the SRRR2
4 and SRRH22 of mounting holes 50 and vertical passage hole 98 _-1 through the 48, and horizontal passage hole 98 _-2 is processed from the left rear wheel cylinder port 68 is formed in communication.

The first ports 18a and 14a of the SFLH 18 and the SFRH 14 are respectively connected to the first ports 18a and 14a of the SFLR 20 and the SFRR 16 through front wheel switching passages 99 and 100, respectively.
It is connected to the port 20a ₁ and 16a. SFLR
The first port 20a ₂ of 20 is connected to a first port 36a of the SA _-2 36 through the front wheel switching passage 101. Further, the front wheel switching passage 100 is connected to the first port 34a of the SA- ₁ 34 via the front wheel switching passage 102.

The front wheel switching passages 99 and 101 are machined from the lower surface 12c of the valve block 12, and pass through the mounting hole 46 of the SFLR 20 in a vertical passage hole 101 _-1 and a horizontal passage machined from the master cylinder surface 12. Hole 10
1 _-2, the horizontal passage hole 10 which is machined from the rear 12f
1 _-3, and a horizontal passage hole 104 _-4 fabricated from solenoid surface 12a is configured in communication. The front wheel switching passage 100 is formed from the lower surface 12 c of the valve block 12, passes through the mounting hole 42 of the SFRR 16, and
8 is a vertical passage hole 10 opening on the side surface of the mounting hole 44 of FIG.
It is composed of _1-1 . Also, the front wheel switching passage 102
The horizontal passage hole 102 _-1, which is processed from the master cylinder side 12b of the valve block 12, the passage hole 102 _-2 machined vertically from the lower surface 12c, it is machined from the rear 12f, a passage hole 100 _-1 Horizontal passage holes 10 communicating with each other
_2-3 is configured in communication.

SRLR28, SRRR24, SFLR2
0, and the second ports 28b, 24b, 2 of the SFRR 16
Branch passages 104a, 104b, 104c, and 104d branching from the reservoir passage 104 are connected to 0b and 16b. Reservoir passage 104 connects drain ports 74 and 76. Reservoir passage 104
The horizontal passage hole 104 that has been processed from the drain port 74 of the valve block 12 _-1, the passage hole 104 of the processed vertically from the lower surface 12c _-2, processed from the rear 12f has a horizontal passage hole 104 _{- 3} and drain port 76
A horizontal passage hole 104 _-2 is configured in communication that it has been processed from the. Also, the branch passages 104a, 104b,
104c and 104d are SRLR28 and SR, respectively.
Mounting holes 5 for RR24, SFLR20, and SFRR16
4, 50, 46, and 42 are formed by horizontal passage holes machined from the bottom surface.

Second port 3 of SA- ₁ 34 and SA- ₂ 36
4b and 36b are connected to the right front wheel cylinder port 64 and the left front wheel cylinder port 66 via the right front wheel cylinder passage 106 and the left front wheel cylinder passage 108, respectively. The right front wheel cylinder passage 106 has a horizontal passage hole 106 _{-1 formed} from the solenoid surface 12a of the valve block 12,
Passage holes 106 _-2 machined vertically from the lower surface 12c,
And the right front wheel cylinder port 64 horizontal passage hole 106 _-3 worked from is configured in communication. Also, the left front wheel cylinder passage 108, the valve horizontal passage hole 108 _-1 which is processed from the solenoid surface 12a of the block 12, the passage hole 108 _-2 machined vertically from the bottom surface 12c, and a left front wheel cylinder horizontal passage hole 108 _-3, which is processed from the port 66 is configured in communication.

Third port 3 of SA- ₁ 34 and SA- ₂ 36
Front wheel master cylinder passages 110 and 112 are connected to 4c and 36c, respectively. The front wheel master cylinder passages 110 and 112 are the front wheel master cylinder passage 1
14 is connected to the front wheel master cylinder port 60. Wheel master cylinder passages 110, 112, and 114, SA _-1 34 of mounting holes 80 machined from the bottom of the vertical passage holes 110 _-1, the processed horizontally from the rear 12f passage hole 110 _-2, Mounting hole 82 of SA- ₂ 36
Passage holes 112 _-1 of the processed vertically, and the horizontal direction of the passage hole 114 _-1, which is processed from the front wheel master cylinder port 60 is configured in communication with the.

A blind plug is attached to the opening of the passage hole to the surface of the valve block 12 to a required depth so as to close an unnecessary area in the hydraulic passage where the brake fluid does not flow. You. As shown in FIG. 7, a first liquid chamber 116a and a second liquid chamber 116b of a master cylinder 116 are connected to the front wheel master cylinder port 60 and the rear wheel master cylinder port 62, respectively. The right front wheel cylinder port 64, the left front wheel cylinder port 66, the right rear wheel cylinder port 68, and the left rear wheel cylinder port 70 have a right front wheel cylinder 118 and a left front wheel cylinder 1 respectively.
20, a right rear wheel cylinder 122 and a left rear wheel cylinder 124 are connected. Further, a discharge port of a pump 128 is connected to the accumulator port 72 via a pump passage 126, and an accumulator 130 is provided in the pump passage 126. Pump 1
The suction port 28 is connected to the reservoir tank 132.

The above-mentioned SRRH 22, SRLH 26, and SA- ₃ 30 are normally open two-position on-off valves.
4, SFRR16, SFLH18, SFLR20, SR
RR24, SRLR28, and STR32 are normally closed two-position on-off valves. SA1 _-1 34 and SA- ₂ 236 are two-position three-way valves. The following is a representative of each type of valve.
The configuration of RH22, SRRR24, and SA- ₁ 34 will be described.

FIG. 8 is a partial sectional view of the valve block 12 taken along a plane passing through the axis of the SRRH 22 and the SRRR 24. As shown in FIG.
02. The sleeve 202 is a circular non-magnetic member having one end (the upper end in FIG. 1) closed. At the open end of the sleeve 202, a skirt portion 202a having a larger opening diameter toward the end is formed. Sleeve 202
Inside the plunger 204, in order from the closed side end,
And the core 206 are inserted.

The plunger 204 is a member made of a magnetic material.
Can be displaced in the longitudinal direction. The core 206 is a member made of a magnetic material, and is press-fitted and fixed inside the sleeve 202. The core 206 has a through hole 206a at the center thereof and a tapered portion 20 which engages with the skirt portion 202a of the sleeve 202 on its outer peripheral surface.
6b. The core 206 is pressed into the sleeve 202 from the opening end side of the sleeve 202 until the tapered portion 206b comes into contact with the skirt portion 202a.
In such a state, a predetermined length air gap is formed between the core 206 and the plunger 204. Therefore, the displacement of the plunger 204 inside the sleeve 202 is restricted within the range of the predetermined air gap length. Further, a shaft 208 penetrating through the through hole 206 a of the core 206 is fixed to the plunger 204.

One end of the core 206 (the lower end in FIG. 1)
Is formed with a cylindrical portion 206c. The core 20
6 is provided with a fluid passage 206d that communicates the internal space of the cylindrical portion 206c with the external space of the cylindrical portion 206c. The valve seat 210 is press-fitted into the cylindrical portion 206c of the core 206 from the lower end side in FIG. A fluid passage 210a is provided at the center of the valve seat 210. An orifice 210b is provided at the end of the fluid passage 210a on the side communicating with the inside of the cylindrical portion 206c of the core 206. Further, the valve seat 210
8, a flange portion 210c having a larger diameter than other portions is formed at a portion below the end surface of the core 206 in FIG.

A poppet 212 provided at one end (the lower end in FIG. 1) of the shaft 208 is opposed to the opening of the orifice 210b inside the cylindrical portion 206c of the core 206. A predetermined clearance is provided between the opening of the orifice 210b and the poppet 212, and the orifice 210b is configured to be opened and closed by the poppet 212. Also, the valve seat 210
A spring 214 for urging the shaft 208 upward in FIG. For this reason, when the excitation coil 228 described later is not energized, a clearance is secured between the opening of the orifice 210b and the poppet 212, and the orifice 210b is open.

Mounting hole 48 for SRRH 22 in valve block 12
, Cylindrical fluid passages 216 and 218 and a backup spring storage space 220 are provided coaxially with each other in this order from the inside. Fluid passage 21
6 is formed to have a slightly larger diameter than the outer diameter of the cylindrical portion 206c of the core 206 and the flange portion 210c of the valve seat 210. The fluid passage 218 is formed to have a larger diameter than the fluid passage 216. Further, the backup ring storage space 220 has a larger diameter than the fluid passage 218 and is provided so as to open to the solenoid surface 12 a of the valve block 12.

The step surface at the boundary between the fluid passage 218 and the backup ring storage space 220 is engaged with the step surface at the boundary between the tapered portion 206b and the cylindrical portion 206c of the core 206. As a result, the core 206 is placed in the fluid passage
Is closed. Also, the skirt portion 2 of the sleeve 202
A backup ring 222 is hung around 02a. The backup ring 222 is a member having a predetermined elasticity, and the backup ring storage space 2
It is caulked and fixed in 20. Thereby, SRRH
22 is fixed to the valve block 12, and the core 206 is pressed in the depth direction of the fluid passage 218 by the elastic restoring force of the backup ring 222, so that the fluid passage 21 is
8 and the backup ring storage space 220,
Sufficient sealing performance against the fluid pressure guided to the fluid passage 218 is ensured.

The fluid passage 216 is connected to the SRRH in FIG.
22 and communicates with a branch passage 92 c extending below. In addition, the fluid passage 218 is a right rear wheel cylinder passage 98a and 98b extending right and left of the SRRH 22 in FIG.
Is in communication with A cup seal 224 is attached to the outer periphery of the valve seat 210. Cup seal 224
Is a cylindrical portion 224a fitted in the valve seat 210.
And an umbrella portion 224b extending from one end of the cylindrical portion 224a so as to be folded back to the outside of the cylindrical portion 224a. The cup seal 224 is configured such that the outer periphery of the umbrella portion 224b contacts the inner wall of the fluid passage 216 when no external force is applied. According to such a configuration,
When a high fluid pressure acts on the fluid passage 218 side as compared with the fluid passage 216, the fluid pressure is reduced by the cup seal 224.
Acts in a direction to close the umbrella portion 224b inward. In this case, a gap is formed between the outer periphery of the umbrella portion 224b and the inner wall of the fluid passage 216, and the flow of the fluid from the fluid passage 218 to the fluid passage 216 via the gap is allowed. On the other hand, the fluid passage 21
8 acts on the cup seal 224 such that the umbrella portion 224b is opened outward. In this case, the cup seal 22
Adhesion between the outer periphery of the fluid passage 4 and the inner wall of the fluid passage 216 is enhanced, and the flow of fluid from the fluid passage 216 to the fluid passage 218 is prevented. That is, the cup seal 224
Functions as a check valve that allows only the flow in the direction from the right front wheel cylinder passages 98a and 98b to the branch passage 92c.

A yoke 226 is provided around a portion of the sleeve 202 protruding from the valve block 12. The yoke 226 is a substantially cylindrical magnetic member, and both ends in the axial direction are folded inward. An excitation coil 228 is provided on the inner peripheral surface of the yoke 226. Both ends of the winding of the excitation coil 228 are connected to external terminals 230 and 232 provided on the surface of the case 13 via openings 226 a and 226 b provided in the yoke 226.

According to the configuration of the SRRH 22, when the excitation coil 228 is not energized, the orifice 210b is opened as described above, so that the fluid passage 210a and the fluid passage 206d communicate with each other. State. In this case, the right front wheel cylinder passage 98a,
The communication path 98 b and the branch passage 92 c are communicated via the SRRH 22. On the other hand, when the exciting coil 228 is energized, the magnetic flux generated by the exciting coil 228
6, circulates through a magnetic circuit including the plunger 204 and the core 206, and the magnetic flux causes the plunger 204 to
An electromagnetic force acts to reduce the air gap between the plunger 204 and the core 206. This electromagnetic force is transmitted to the poppet 212 via the shaft 208 against the urging force of the spring 214, and presses the poppet 212 toward the orifice 210b. In this case, by closing the orifice 210b, the fluid passage 210a
Communication with the fluid passage 206d is interrupted,
Communication between the right front wheel cylinder passages 98a and 98b and the branch passage 92c is shut off. Thus, SRRH2
Reference numeral 2 functions as a normally-open control valve that can control the state of communication between the right front wheel cylinder passages 98a and 98b and the branch passage 92c depending on the state of current supply to the exciting coil 228. The openings of the right front wheel cylinders 98a and 98b into the fluid passage 218 correspond to the first ports 22a ₁ and 22a ₂ of the SRRH 22, respectively.
The opening of the fluid passage 216 into the fluid passage 216 corresponds to the second port 22b of the SRRH 22.

Next, the configuration of the SRRR 24 will be described. In SRRR 24, sleeve 252 is SRRH
22 has the same configuration as the sleeve 202. A first core 254, a plunger 256, and a second core 258 are inserted into the sleeve 252 in this order from the closed end. The first core 254 and the second core 258 are press-fitted and fixed inside the sleeve 252. 2nd core 2
58 has a through hole 258a penetrating the center and a tapered portion 258b on the outer peripheral surface. The second core 258 is press-fitted into the sleeve 252 until the tapered portion 258b contacts the skirt portion 252a of the sleeve 252. On the other hand, the plunger 256 is inserted so that the inside of the sleeve 252 can be displaced in the longitudinal direction.

The first core 254 has a cylindrical opening 254a that opens downward in FIG. A spring 260 for urging the plunger 256 downward in FIG. 8 is provided in the cylindrical opening 254a. This allows
A predetermined length air gap is formed between the first core 254 and the plunger 256. Therefore, plunger 2
The displacement of the inside of the sleeve 252 is regulated within the range of the predetermined air gap length. Plunger 25
A shaft 262 that penetrates through hole 258 a of second core 258 is fixed to 6.

At one end (the lower end in FIG. 8) of the second core 258, a cylindrical portion 258c is formed. Cylindrical part 2
Inside the valve seat 58c, the valve seat 26 from the lower end side in FIG.
4 is press-fitted. A fluid passage 264a is provided at the center of the valve seat 264. Fluid passage 264a
An orifice 264b is provided at an end of the second core 258 that communicates with the inside of the cylindrical portion 258c.
Further, the second core 258 has a fluid passage 25 communicating the internal space of the cylindrical portion 258c and the external space of the cylindrical portion 258c.
8d are provided.

A poppet 266 provided at one end (the lower end in FIG. 8) of the shaft 262 faces the opening of the orifice 264b into the cylindrical portion 258c of the second core 258. In a state in which the excitation coil 280 described later is not energized, the poppet 266 is pressed toward the opening of the orifice 264b by urging the plunger 256 downward in FIG. Therefore, in such a state, the orifice 264
b is in a closed state.

Mounting hole 5 for SRRR 24 of valve block 12
0, a cylindrical fluid passage 268 in order from the inner side.
And 270, and backup ring storage space 2
72 are provided coaxially with each other. Fluid passage 270
Is formed larger in diameter than the fluid passage 268, and the backup ring storage space 272 is formed larger in diameter than the fluid passage 270. An O-ring 27 is provided between the outer peripheral surface of the valve seat 264 and the inner peripheral surface of the fluid passage 268.
4 are provided. The O-ring 274 ensures the sealing between the fluid passage 268 and the fluid passage 270 outside the cylindrical portion 258 c of the second core 258 and the valve seat 264.

The fluid passage 268 is connected to the solenoid valve 1 in FIG.
6 and communicates with a branch passage 104b extending downward. The fluid passage 270 is provided in the right rear wheel cylinder passage 98.
b. The SRRR 24 is fixed to the valve block 12 by a backup ring 276 being hooked on the back spring accommodation space 272.
A yoke 278 and an exciting coil 280 are provided around the sleeve 252. The winding of the excitation coil 280 is connected to the external terminals 282 and 284. These configurations are similar to the yoke 226 of the SRRH 22 described above.
The configuration is the same as that of the excitation coil 228 and the external terminals 230 and 232, and a description thereof will be omitted.

According to the configuration of the SRRR 24, when the excitation coil 280 is not energized, the orifice 264d is closed as described above, so that the fluid passage 264a and the fluid passage 258d are shut off. State. In this case, the communication between the branch passage 92a and the hydraulic passage 96 is cut off by the SRRR 24. On the other hand, when the excitation coil 280 is energized, the excitation coil 28
0 is generated by the yoke 278, the first core 254,
By circulating through a magnetic circuit composed of the plunger 256 and the second core 258, the magnetic flux causes the plunger 256 to
An electromagnetic force acts to reduce the air gap between the plunger 256 and the first core 254. This electromagnetic force resists the urging force of the spring 260 and
2 to the poppet 266 and the poppet 266
Is biased in a direction to separate from the orifice 264b. Therefore, when the orifice 264b is opened, the fluid passage 264a and the fluid passage 258d are in communication with each other, and the branch passage 104a is communicated with the right rear wheel cylinder passage 98b. Thus, SRRR24
Depends on the state of energization of the exciting coil 280,
It functions as a normally closed control valve that can control the state of communication between 4a and the right rear wheel cylinder passage 98b. In addition,
The opening of the right rear wheel cylinder passage 98b to the fluid passage 270 is the first port 2. a
The opening of the branch passage 104a to the fluid passage 268 is SRR.
It corresponds to the second port 24b of R24.

Next, SA _- 134 will be described with reference to FIG. FIG. 9 schematically shows the configuration of SA- ₁₃₄ . As shown in FIG. 9, SA- ₁ 34 is
Is mounted in a mounting hole 80 provided on the bottom surface of the.
The mounting hole 80 has a cylindrical fluid passage 300 from the inside thereof,
302 and 304 are provided. The fluid passage 302 has a smaller diameter than the fluid passages 300 and 304. At the boundary between the fluid passage 304 and the fluid passage 302 and at the boundary between the fluid passage 300 and the fluid passage 302,
A first valve seat 306 and a second valve seat 308 are respectively formed. Also, the fluid passages 304, 302, and 30
0 indicates the first port 34a and the second port 34, respectively.
b and the third port 34 are open.

The first valve 310 is provided inside the fluid passage 304.
Are arranged. The first valve element 310 is connected to the valve block 12.
And is formed integrally with a plunger 312 provided to protrude therefrom. A second valve body 314 is provided inside the fluid passage 300. The first valve body 310 and the second
The valve element 314 is a rod 31 penetrating through the fluid passage 302.
6 are connected to each other.

Around the first valve body 310, the first valve body 31
A spring 318 for biasing the plunger 312 and the plunger 312 downward in FIG. 9 is provided. Also, the second valve body 3
14 and the bottom surface of the fluid passage 300, the second valve body 31
A spring 320 for urging the spring 4 downward in FIG. 9 is provided. Therefore, in a state in which the excitation coil 322 described later is not energized, the first valve body 310
From the second valve body 314 and the second valve seat 308
, The first port 34a and the second port 34b communicate with each other, and the second port 34a
The communication between b and the third port 34c is interrupted.

An exciting coil 3 is provided around the plunger 312.
22 are provided. When the exciting coil 322 is energized, the plunger 312 is urged upward in FIG. 9 against the urging forces of the springs 318 and 320 by the electromagnetic force generated by the exciting coil 322. In this case, while the first valve body 310 is pressed toward the first valve seat 306,
When the second valve element 314 is separated from the second valve seat 308, communication between the first port 34a and the second port 34b is cut off, and the second port 34b and the third port 34
c is communicated. Thus, SA _- 134
Is the second port 3 depending on the energized state of the exciting coil 322.
4b is connected to the first port 34a or the third port 34.
It functions as a two-position three-way valve that switches to either one of c.

As described above, the first port 34 of the SA _-1 34
a, the second port 34b, and the third port 34 are connected to a front wheel switching passage 102, a right front wheel cylinder passage 106, and a front wheel master cylinder passage 110, respectively. Therefore, the front wheel master cylinder passage 110 is
When the excitation coil 322 is not energized, it communicates with the right front wheel cylinder passage 106, and when it is energized, it communicates with the front wheel switching passage 102.
Similarly, for SA- ₂₃₆ , front wheel master cylinder passage 112 communicates with left front wheel cylinder passage 108 when the excitation coil of SA- ₂₃₆ is not energized, and front wheel switching passage 101 when energized to the excitation coil. Is communicated to.

Next, an outline of the operation of the hydraulic control device realized by the valve block assembly 10 will be described with reference to FIG. As shown in FIG. 7, in a state in which none of the solenoids is energized, the first hydraulic chamber 116a of the master cylinder 116 communicates with the right front wheel cylinder 118 and the left front wheel cylinder 120, and the second hydraulic chamber 116b Are connected to a right rear wheel cylinder 122 and a left rear wheel cylinder 124. Therefore, in such a state, each of the wheel cylinders 118 to 124 has the first hydraulic chamber 116a and the second hydraulic chamber 11 of the master cylinder.
The generated hydraulic pressure is applied to 6b.

From this state, SA- ₃ 30, STR3
2. When power is supplied to SA _-1 34 and SA _-2 36, the communication between the first hydraulic chamber 116a and the second hydraulic chamber 116b of the master cylinder 116 and the wheel cylinders 118 to 124 is cut off. The accumulator 130 and the wheel cylinders 118 to 124 are in communication. That is, SA- ₃ 30, STR32, SA- ₁ 34, and SA- _2.
36, the supply of hydraulic pressure to the wheel cylinders 118 to 124 is controlled by the master cylinder 1
A state performed from the 16 first hydraulic chambers 116a and the second hydraulic chamber 116b and a state performed from the accumulator 130 can be selectively realized. The pressure switches 37 and 38 are configured to release the brake fluid in the accumulator passage 90 to the reservoir 136 when the fluid pressure in the accumulator passage 90 exceeds a predetermined value. Therefore, the accumulator 130
When the hydraulic pressure is supplied to wheel cylinders 118 to 124, a constant hydraulic pressure is always supplied to wheel cylinders 118 to 124 irrespective of fluctuations in the pressure of accumulator 130.

Further, SFRH14, SFRR16, SF
LH18, SFLR20, SRRH22, SRRR2
4, and in a state where the SRLR 28 is energized, the wheel cylinders 118 to 124 are connected to the reservoir 136, thereby realizing a decompression mode in which the wheel cylinders 118 to 124 are depressurized. Also, as described above, SFRH
14, SFRR16, SFLH18, SFLR20, S
In a state where none of RRH22, SRRR24, and SRLR28 is energized, master cylinders 118 to 124
A pressure increase mode in which the first feed pressure chamber 116a and the second hydraulic chamber 116b of the master cylinder 116 or the hydraulic pressure of the accumulator 126 is supplied to the master cylinder 116 is realized. Furthermore, SFRH
14, SFLH18, SRRH22, and SRLH26
Are energized, and SFRR16, SFLR20, SRRR2
4, and in a state where the SRLR 28 is not energized, a holding mode in which the hydraulic pressure of the wheel cylinders 118 to 124 is held is realized.

As described above, SA- ₃ 30, STR32, S
The hydraulic pressure supply source is changed to the master cylinder 116 or the accumulator 130 depending on the energization state of the A- ₁ 34 and the SA- ₂ 36.
And SFRH14, SFRR
16, SFLH18, SFLR20, SRRH22, S
By switching between the pressure increasing mode, the pressure decreasing mode, and the holding mode by switching the energization state to the RRR 24 and the SRLR 28, the wheel cylinders 118 to 1 are switched.
It is possible to control the braking hydraulic pressure applied to the motor 24, thereby realizing braking force control such as antilock brake control.

As can be seen from FIG. 8, an exciting coil is provided around a portion of the solenoid projecting from the valve block 12 (hereinafter referred to as a projecting portion).
Therefore, when a plurality of solenoids are mounted on the same surface of the valve block 12, the lower limit of the interval between the solenoids is regulated by the thickness of the exciting coil. That is, since the solenoids cannot be provided close to each other by a certain amount or more, if the number of solenoids increases, the valve block 12 will increase in size according to the number.

On the other hand, the portion of the solenoid located inside the valve block 12 (hereinafter referred to as the valve body portion) is not provided with an exciting coil, and therefore has a smaller diameter than the protruding portion by the amount of the exciting coil. ing. Therefore, the solenoid
Even if the protruding portions are provided so as to be closely adjacent to each other at the narrowest possible interval, a large interval occurs between the valve body portions of the solenoid. That is, even if the solenoids are provided at a high density on the surface of the solenoid mounting surface of the valve block, the density of the solenoids inside the valve block is low, and the space of the valve block is not efficiently used.

FIG. 10 shows a valve block 1012 in which the same circuit as the hydraulic pressure control circuit realized by the valve block assembly 10 of this embodiment is realized by arranging all the solenoids on the same surface as in the prior art. 1 shows a perspective perspective view of FIG. As shown in FIG. 10, since all the solenoids including SA- ₁ 34 and SA _- 236 are provided on the solenoid surface 1012a, the area of the solenoid surface 1012a increases, and the valve block 1012 is replaced by the valve block 12 of this embodiment. On the other hand, inside the valve block 1012, the existence density of the hydraulic passage and the mounting hole of each solenoid is relatively low, and the space in the valve block 1012 is not effectively used. I understand.

On the other hand, in the valve block assembly 10 of this embodiment, the solenoids SA _- 134 and S
By attaching A _- 236 to the lower surface 12c of the valve block 12, its axis is provided perpendicular to the axis of the other solenoids. Then, the valve body portion of SA _- 134 is combined with the valve body portions of SFRH14 and SFRR16,
The valve body portion of the SA _- 236 is disposed between the valve body portions of the SFLH18 and SFLR20 and the valve body portions of the SFLH18 and SFLR20 and the SRRH22 and the SRR.
It is arranged between the valve body of R24.

According to such a configuration, the solenoid surface 12a
By space between the valve body portion of the solenoid 14 to 24 provided is used as the arrangement space of the valve body portion of the SA _-1 34 and SA _-2 36, SA to the solenoid surface 12a of the valve block 12 _-1 34 and SA- ₂ 36 without any space for attaching the valve block 12
Without increasing the area of the lower surface 12c of, SA _-1 34
And SA- ₂₃₆ can be mounted. That is, in the valve block assembly 10 of the present embodiment, the size corresponding to the hatched area A in FIG. 1 is reduced as compared with the case where all the solenoids are arranged on the same surface as in the related art. Will be. Thus, according to the present embodiment, the valve block 12 is downsized,
The size and weight of the valve block assembly 10 are reduced.

In this embodiment, the valve block 1
As the size of the hydraulic pressure passage 2 is reduced, the overall length of the hydraulic passage formed in the valve block 12 is reduced. Further, in this embodiment, the valve body portion of SA _- 134 is SFRR.
16 and between SFLR20 and SFRH20.
4 and the valve body portion of SFLH18, and the valve body portion of SA _- 236 extends from between the valve body portions of SFLR20 and SRRR24 and between the valve body portions of SFLH18 and SRRH22. With this arrangement, the ports of SA _-1 34 and SA _-2 36 and the ports of SFRH 14, SFRR 16, SFLH 18, and SFLR 20 are close to each other. Therefore, the front wheel switching passage 102 connects the first port 34a of the SA- ₁ 34 with the first ports 14a and 16a of the SFRH 14 and the SFRR 16, the first port 36a of the SA- ₂ 36, and the first port 36a of the SFLR 20. the length of the front switching passage 101 connecting the port 20a ₂ is shortened. That is, in the present embodiment, in addition to the effect of shortening the hydraulic passage due to the downsizing of the valve block 12, the effect of shortening the hydraulic passage due to the solenoids approaching each other due to the axes of the solenoids being orthogonal to each other is obtained. be able to. As described above, in the present embodiment, since the length of the hydraulic passage is shortened, the processing cost of the hydraulic passage is reduced, and the transmission response of the hydraulic pressure is improved.

As described above, the passage inside the valve block 12 is formed by forming a passage hole from any surface of the valve block 12 and then plugging an unnecessary portion through which the brake fluid does not flow into an opening. This is performed by closing by providing. However, in general, it is difficult to completely close the portion of the hydraulic passage where the brake fluid does not flow, so that merely providing a blind plug will create a cavity in the hydraulic passage. When the brake fluid is pressurized with a cavity in the hydraulic passage, the air in the cavity is compressed to suppress the increase in the brake fluid pressure, and the required braking fluid pressure is applied to the wheel cylinder. It cannot be supplied.

In order to avoid such inconvenience, when assembling the valve block assembly 10, when the blind plug is mounted, the brake fluid is sucked out from the opening while the hydraulic pressure passage is filled with the brake fluid, so that the hydraulic fluid is sucked out. An air vent is provided to prevent the formation of a cavity in the pressure passage. However, when the hydraulic passage becomes longer, the volume in the hydraulic passage becomes larger, so that the number of steps for bleeding air increases. On the other hand, in the present embodiment, as described above, since the length of the hydraulic passage in the valve block 12 is reduced, the air can be more easily removed. That is, in the present embodiment, the valve block assembly 10 having an excellent effect in terms of the air release property is realized.

Further, since the brake fluid in the hydraulic passage tends to stay below under the influence of gravity, a cavity is particularly likely to be formed in an upper portion of the hydraulic passage. Therefore, when the vertical passage hole constituting the hydraulic passage is machined from above, a cavity is likely to be formed in the vicinity of the opening, and it is particularly difficult to sufficiently release air in such a portion. For this reason, from the viewpoint of realizing good air bleeding properties, it is desirable to suppress the number of vertical passage holes formed from the upper surface 12e of the valve block 12 as small as possible in forming the hydraulic passage.

On the other hand, in this embodiment, SA
_-134 and SA_-236 is on the lower surface 12c of the valve block 12.
By being provided, SA_-134 and SA_-236th po
Front master cylinder communicating with the ports 34c and 36c
Roads 110 and 112 are _-134 and SA_-236 Tori
It is possible to machine from the bottom of the perforated holes 80 and 82
ing. That is, the vertically extending front wheel master cylinder passage 1
10 and 112 are added from the upper surface 12 e of the valve block 12.
Because it can be formed without processing,
The number of vertical passage holes to be machined from 12e has been reduced.
You.

In the present embodiment, the front wheel switching passages 101, 10b are connected to the first ports 34a, 36a and the second ports 34b, 36b of the SA- ₁ 34 and SA- _2.
2. Since the right front wheel cylinder passage 106 and the left front wheel cylinder passage 108 are connected in the horizontal direction, SA- ₁ 34 and SA _- 236 of these hydraulic passages are connected.
It is not necessary to provide a vertical passage hole for the connection portion to the connection. In this case, the front wheel switching passages 101, 102,
The right front wheel cylinder passage 106 and the left front wheel cylinder passage 108 have portions extending in the vertical direction, and the solenoids SA _- 134,
Since relatively freely designed its position relative to the position of the SA _-2 36, passage hole 101 _-1 to be machined from the lower surface 12c of the valve block 12, 102 _-2, 106 _-2, constitutes from 108 _-2 It is possible.

As a result, as shown in FIG. 2, in the valve block 12 of this embodiment, the upper surface 12e of the valve block 12
Liquid is processed from the pressure passage is the fluid pressure passage 94 _-5, 94 _-7,
And it is suppressed to three 94 _-1. On the other hand, in the conventional valve block 1012 shown in FIG.
_Since five of the hydraulic passages connected to _-1 34 and SA- ₂ 36 are formed of passage holes formed from the upper surface 1012e, the number of passage holes formed from the upper surface 1012e is nine.
It is individual. Thus, in this embodiment, S
A- ₁ 34 and SA- ₂₃₆ are attached to the lower surface 12c of the valve block 12.
By vertically disposing the solenoid with other solenoids, the number of passage holes formed from the upper surface 12e can be suppressed. Thereby, the air bleeding property of the valve block assembly 10 is further improved.

The valve block 12 is formed by drawing or extruding a cast aluminum ingot. When performing such processing,
As the cross-sectional area of the valve block 12 is smaller, the workability is improved. Therefore, in this embodiment, the valve block 1
Since the area of the second solenoid surface 12a is reduced, the formability is improved, and the manufacturing cost of the valve block 12 is reduced.

The present invention can exhibit further effects depending on the configuration of the hydraulic circuit of the valve block assembly. That is, for example, as shown in FIG. 11, a first port 402a of a solenoid 402 which is a two-position three-way valve provided on a lower surface 400a of a valve block 400 is connected to a solenoid 404 provided from a front face 400b of the valve block. And the third port 402c of the solenoid 402
Are connected to solenoids 406 provided from the front face 400b of the valve block, the connections between these solenoids can be made by linear hydraulic passages 408, 410. As described above, when the ports of the solenoids which are orthogonal to each other and are adjacent to each other are directly connected to each other, the hydraulic passage for making such connection can be linearly provided, and thus the passage constituting the hydraulic passage is formed. The number of holes can be reduced, and therefore, the processing cost of the hydraulic passage can be reduced.

[0063]

As described above, according to the present invention, the valve block assembly can be reduced in weight by reducing the size of the valve block. Furthermore, the size of the valve block can be reduced to reduce the length of the hydraulic passage, thereby reducing the processing cost of the hydraulic passage and improving the air bleeding property.

[Brief description of the drawings]

FIG. 1 is a view of a valve block assembly according to one embodiment of the present invention as viewed from the front of a vehicle.

FIG. 2 is a perspective perspective view of a valve block of the valve block assembly of the present embodiment.

FIG. 3 is a front perspective view of the valve block shown in FIG. 2;

FIG. 4 is a side perspective view of the valve block shown in FIG. 2;

FIG. 5 is a plan perspective view of the valve block shown in FIG. 2;

FIG. 6 is a view showing a connection relationship between a solenoid and a hydraulic passage of the valve block assembly according to the embodiment.

FIG. 7 is a hydraulic circuit diagram of the valve block assembly of the present embodiment.

FIG. 8 shows a valve block assembly according to the present embodiment which is SRRH.
FIG. 3 is a partial cross-sectional view when cut along a plane passing through the axis of SRRR.

FIG. 9 is a configuration diagram of a solenoid SA- ₁ according to the present embodiment.

FIG. 10 is a perspective perspective view of a valve block constituting a conventional valve block assembly.

FIG. 11 is a diagram showing an example in which the present invention is more effectively applied.

[Explanation of symbols]

10 Valve block assembly 12 Valve block 34 SA- ₁ 36 SA- ₂

Claims (1)

[Claims] 1. A valve block assembly comprising a valve block and a solenoid valve at least partially embedded in the hydraulic unit, wherein at least one solenoid valve has its axis perpendicular to the axis of another solenoid valve. A valve block assembly, characterized in that the valve block assembly is provided in such a manner that: