JP2021187167A - Accumulator of vehicular brake fluid pressure control device - Google Patents

Abstract

To provide a vehicular brake fluid pressure control device which can control a biasing force of a piston acting on the fluid pressure chamber side of an accumulator.SOLUTION: An accumulator of a vehicular brake fluid pressure control device includes: a bottomed cylinder hole (120) which is formed at a base (51) of the vehicular brake fluid pressure control device and in which a communication passage of a blake fluid opens; a plug (130) which closes an opening of the cylinder hole (120); a piston (110) which is provided in the cylinder hole (120) so as to be movable in an axial direction (120a) of the cylinder hole (120) and partitions the cylinder hole (120) into a communication passage side fluid pressure chamber and a plug side gas chamber; a magnetic material (115) which is disposed in the piston (110) and may move with the piston (110); a coil (135) which is disposed in a space formed between the cylinder hole (120) and the plug (130) and is energized to generate a magnetic field; and a power supply part (136) which is connected to the coil (135) and supplies electric current to the coil (135).SELECTED DRAWING: Figure 2

Description

The present invention relates to a brake fluid pressure control device, particularly a vehicle brake fluid pressure control device equipped with a regenerative cooperative brake control function used in a hybrid vehicle or an electric vehicle.

Conventionally, a technique described in Patent Document 1 is known as a structure of an accumulator that temporarily stores a brake fluid in order to reduce the brake fluid pressure of a wheel cylinder. The accumulator described in Patent Document 1 slides in a bottomed cylinder hole provided in a substrate in the axial direction of the cylinder hole, and has a piston that divides the cylinder into a hydraulic chamber and a gas chamber, and the piston on the hydraulic chamber side. It is provided with a spring spring for urging the cylinder and a closing lid provided at the opening of the cylinder hole.

Further, Patent Document 2 discloses an accumulator having a structure in which a piston is urged toward a hydraulic chamber side by utilizing the repulsive force of a magnet.

Japanese Unexamined Patent Publication No. 2017-001483 U.S. Patent Application Publication No. 2012/0326495

In the anti-lock brake control, in order to reduce the brake fluid pressure of the wheel cylinder and prevent the wheels from locking, the slack valve is opened and the brake fluid is controlled to flow into the accumulator. At this time, the urging force of the spring spring urging the piston toward the hydraulic chamber side of the accumulator hindered the rapid flow of the brake fluid into the accumulator.
Further, in a vehicle brake hydraulic pressure control device equipped with a regenerative cooperative brake control function used in a hybrid vehicle or an electric vehicle, a wheel cylinder brake is applied according to the magnitude of the regenerative brake torque generated from the rotational resistance of the electric motor during power generation. It becomes necessary to reduce the hydraulic pressure. However, when this depressurization control is performed by opening the release valve of the brake hydraulic pressure control device, the wheel cylinder and the accumulator are in a communicating state, so that the accumulator having a structure that constantly urges the piston toward the hydraulic pressure chamber side is used. , Extra hydraulic pressure is applied to the wheel cylinder.

An object of the present invention is to provide a vehicle brake fluid pressure control device capable of freely controlling the urging force of a piston acting on the hydraulic chamber side of an accumulator by solving the above-mentioned problems of the prior art. To do.

The present invention is an accumulator used in a vehicle brake hydraulic pressure control device and having a hydraulic pressure chamber for temporarily storing brake liquid, which is formed on a substrate of the vehicle brake hydraulic pressure control device and is a series of brake liquids. A bottomed cylinder hole through which a passage opens, a plug that closes the opening of the cylinder hole, and a hydraulic chamber on the communication passage side and the plug that are provided in the cylinder hole so as to be movable in the axial direction. A piston partitioned by a gas chamber on the side, a magnetic material arranged in the piston and movable together with the piston, and arranged in a space formed by the cylinder hole and the plug, and a magnetic field is generated by energization. It is an accumulator of a brake hydraulic pressure control device for a vehicle including a coil for causing the brake and a feeding unit connected to the coil and supplying a current to the coil.

In this case, the piston may include a magnetic material holding portion for holding the magnetic material.

In this case, the piston may be integrally formed with the magnetic material.

In this case, the coil may be arranged on the bottom surface of the plug at a position facing the piston.

In this case, the coil may be arranged so as to surround the piston when viewed from the axial direction of the cylinder hole.

In this case, a cover may be provided to cover the plug from the outside of the substrate.

In this case, the cover may be integrally formed with the ECU housing that houses the controller of the vehicle brake fluid pressure control device.

In this case, the plug may be formed with a throttle opening that is open to the atmosphere.

In the present invention, since the urging force acting on the piston of the accumulator can be electrically adjusted, it is possible to apply an appropriate urging force to the piston according to the brake control operation.

It is a circuit diagram which shows the hydraulic pressure circuit for a brake which concerns on embodiment of this invention. It is sectional drawing of the accumulator which concerns on 1st Embodiment of this invention. It is sectional drawing of the accumulator which concerns on 2nd Embodiment of this invention. It is sectional drawing of the accumulator which concerns on 3rd Embodiment of this invention. It is sectional drawing of the brake fluid pressure control device which concerns on embodiment of this invention.

Hereinafter, the brake fluid pressure control device according to the present invention will be described with reference to the drawings.
In the following, a case where the brake system including the brake hydraulic pressure control device according to the present invention is mounted on a four-wheeled vehicle will be described, but the brake system including the hydraulic pressure control device according to the present invention is described. It may be mounted on a vehicle other than a four-wheeled vehicle (motorcycle, truck, bus, etc.). Further, the configuration, operation, and the like described below are examples, and the brake system including the hydraulic pressure control device according to the present invention is not limited to such a configuration, operation, and the like. Further, in each figure, the same or similar members or parts are designated by the same reference numerals, or the reference numerals are omitted. Further, for the fine structure, the illustration is simplified or omitted as appropriate.

The brake system 1 according to the present embodiment will be described below.

The configuration and operation of the brake system 1 according to the present embodiment will be described.
FIG. 1 is a diagram showing an example of a system configuration of the brake system according to the embodiment of the present invention.

As shown in FIG. 1, the brake system 1 is mounted on the vehicle 10, and has a main flow path 13 that communicates the master cylinder 11 and the wheel cylinder 12, a sub flow path 14 that allows the brake fluid in the main flow path 13 to escape, and a sub flow path. It includes a supply flow path 15 for supplying the brake fluid to the flow path 14, and a hydraulic pressure circuit 2 having the same. The hydraulic circuit 2 is filled with brake fluid. The brake system 1 according to the present embodiment includes two hydraulic circuits 2a and 2b as the hydraulic pressure circuit 2. The hydraulic circuit 2a is a hydraulic circuit that communicates the master cylinder 11 with the wheel cylinders 12 of the wheels RL and FR by the main flow path 13. The hydraulic circuit 2b is a hydraulic circuit that communicates the master cylinder 11 with the wheel cylinders 12 of the wheels FL and RR by the main flow path 13. These hydraulic circuits 2a and 2b have the same configuration except that the wheel cylinders 12 that communicate with each other are different.

The master cylinder 11 has a built-in piston (not shown) that reciprocates in conjunction with the brake pedal 16 which is an example of the input unit of the brake system 1. A booster 17 is interposed between the brake pedal 16 and the piston of the master cylinder 11, and the pedaling force of the user is boosted and transmitted to the piston. The booster 17 may be a negative pressure booster using the negative pressure of the engine, or may be an electric brake booster that controls the hydraulic pressure by stroking the piston of the master cylinder 11 by the driving force of the motor. good. The wheel cylinder 12 is provided on the brake caliper 18. When the hydraulic pressure of the brake fluid of the wheel cylinder 12 increases, the brake pad 19 of the brake caliper 18 is pressed against the rotor 20 to brake the wheels.

The upstream end of the sub-flow path 14 is connected to the midway 13a of the main flow path 13, and the downstream end of the sub-flow path 14 is connected to the midway 13b of the main flow path 13. Further, the upstream end of the supply flow path 15 communicates with the master cylinder 11, and the downstream end of the supply flow path 15 is connected to the intermediate portion 14a of the sub flow path 14.
The upstream side in the sub-flow path 14 refers to the upstream side in the flow of the brake fluid when the pump 41 is driven by the rotation of the motor 40 and the brake fluid is returned from the wheel cylinder to the master cylinder. The side means the downstream side in the flow of the brake fluid.

A filling valve (EV) 31 is provided in a region of the main flow path 13 between the intermediate portion 13b and the intermediate portion 13a (the region on the wheel cylinder 12 side with respect to the intermediate portion 13b). A slack valve (AV) 32 is provided in the region of the auxiliary flow path 14 between the intermediate portion 13a and the intermediate portion 14a. An accumulator 100 is provided in the region of the auxiliary flow path 14 between the loosening valve 32 and the intermediate portion 14a. The filling valve 31 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The loosening valve 32 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

Further, a pump 41 is provided in a region of the sub-flow path 14 between the intermediate portion 14a and the intermediate portion 13b. The suction side of the pump 41 communicates with the intermediate portion 14a. The discharge side of the pump 41 communicates with the intermediate portion 13b of the auxiliary flow path 14. Specifically, the brake system 1 includes a suction flow path 142 and a discharge flow path 140, which are a part of the sub-flow path 14, as a configuration of the brake fluid pressure control device 50. The suction flow path 142 constitutes a flow path between the middle portion 13a of the sub-flow path 14 and the suction side of the pump 41, and the discharge flow path 140 is the middle portion 13b of the discharge side of the pump 41 and the sub-flow path 14. It constitutes a flow path between and.

The brake fluid pressure control device 50 includes a damper 80 on the discharge flow path 140 that attenuates the pulsation of the brake fluid discharged from the pump 41. Specifically, the discharge side of the pump 41 is connected to an inflow opening (not shown) into which the brake fluid of the damper 80 flows in, and an outflow opening (not shown) through which the brake fluid temporarily stored in the damper 80 flows out. And the intermediate portion 13b of the sub-flow path are connected.

A first switching valve (USV) 35 is provided in a region of the main flow path 13 on the master cylinder 11 side with respect to the intermediate portion 13b. The supply flow path 15 is provided with a second switching valve (HSV) 36. The first switching valve 35 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The second switching valve 36 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

The filling valve 31, the loosening valve 32, the accumulator 100, the pump 41, the first switching valve 35, the second switching valve 36, and the damper 80 form a main flow path 13, a sub flow path 14, and a supply flow path 15. Is provided on the substrate 51 in which the flow path is formed. Each member (filling valve 31, loosening valve 32, accumulator 100, pump 41, first switching valve 35, second switching valve 36, damper 80) may be collectively provided on one substrate 51, or may be provided together. , May be provided separately on a plurality of substrates 51.

At least, the brake fluid pressure control device 50 is configured by the substrate 51, each member provided on the substrate 51, and the controller (ECU) 52. In the brake fluid pressure control device 50, the operation of the filling valve 31, the loosening valve 32, the accumulator 100, the pump 41, the first switching valve 35, and the second switching valve 36 is controlled by the controller 52 to control the wheel cylinder. The hydraulic pressure of the brake fluid of 12 is controlled. That is, the controller 52 controls the operation of the filling valve 31, the loosening valve 32, the accumulator 100, the pump 41, the first switching valve 35, and the second switching valve 36.

The controller 52 may be one or may be divided into a plurality of controllers 52. Further, the controller 52 may be attached to the substrate 51, or may be attached to another member. Further, a part or all of the controller 52 may be configured by, for example, a microcomputer, a microprocessor unit, or the like, or may be configured by an updatable one such as firmware, or a command from a CPU or the like. It may be a program module or the like executed by.

The ABS control operation performed by the controller 52 will be described as follows.
In the normal brake mode, the filling valve 31 is opened, the loosening valve 32 is closed, the first switching valve 35 is opened, and the second switching valve 36 is closed, so that the stroke of the driver's brake pedal can be reached. Accordingly, the hydraulic pressure generated in the master cylinder is transmitted to the wheel cylinder. When the brake pedal 16 of the vehicle 10 is operated, the controller 52 detects the lock tendency of the wheels from the detection signal of the wheel speed sensor (not shown) and the detection signal of the hydraulic pressure sensor of the hydraulic pressure circuit 2. , ABS control operation is started.

In the ABS control operation, the controller 52 limits the flow of brake fluid from the master cylinder 11 to the wheel cylinder 12 by closing the filling valve 31. Further, the controller 52 allows the flow of the brake fluid from the wheel cylinder 12 to the accumulator 100 by opening the slack valve 32. Further, the controller 52 keeps the first switching valve 35 in the open state and the second switching valve 36 in the closed state, so that the brake fluid stored in the accumulator 100 is returned to the master cylinder 11 via the pump 41. Make it possible. Further, the controller 52 controls the hydraulic pressure of the wheel cylinder so that the wheels do not lock by appropriately controlling the opening and closing of the filling valve 31 and the loosening valve 32.

Here, when the release valve 32 is opened, the brake fluid flows from the wheel cylinder 12 to the accumulator 100, but in a structure in which the piston is always urged toward the hydraulic chamber side as in the conventional accumulator, the urging force is applied. It was a factor that hindered the inflow of the brake fluid into the accumulator 100.

Next, the hydraulic pressure control operation of the controller 52 in the regenerative cooperative brake control operation will be described.
In the regenerative cooperative brake control, the braking force to the vehicle is provided by both the hydraulic brake torque generated by the brake hydraulic pressure control device and the regenerative braking torque generated by using the electric machine. When the braking force to the vehicle can be compensated by the regenerative braking torque, the controller 52 opens the loosening valve 32 to reduce the braking force of the vehicle due to the hydraulic brake torque, and from the wheel cylinder 12 to the accumulator 100. Allows the flow of brake fluid.

In such a state, the wheel cylinder 12 and the accumulator 100 are maintained in a state of hydraulically communicating with each other. Therefore, in a structure in which the piston is always urged toward the hydraulic chamber side as in the conventional accumulator, the urging force thereof. The hydraulic pressure generated by the accumulator is transmitted to the wheel cylinder, and the hydraulic brake torque in the wheel cylinder increases by the amount of the urging force.
Therefore, an accumulator having a structure capable of appropriately adjusting the urging force of the piston urged on the hydraulic chamber side of the accumulator according to the brake control operating state has been desired.

FIG. 2 is a diagram showing the structure of the accumulator 100 of the brake fluid pressure control device 50 according to the first embodiment of the present invention.

The accumulator 100 has a cylinder hole 120 formed in the base 51 of the brake fluid pressure control device, a piston 110 arranged in the cylinder hole 120 and movable in the axial direction 120a of the cylinder hole 120, and an opening of the cylinder hole 120. A plug 130 for closing is provided.

The cylinder hole 120 is a substantially cylindrical bottomed hole formed by cutting a substrate 51 made of a metal such as aluminum. At the bottom of the cylinder hole (upper part in the figure), a continuous passage leading to the suction flow path 142 of the sub flow path 14 is opened.

The piston 110 has a piston surface 111 that receives the brake fluid flowing from the sub-flow path 14, and a guide wall 112 that guides the movement of the piston 110 when it moves in the axial direction 120a of the cylinder hole 120. Further, the annular seal member 114 is arranged in the annular groove 113 formed on the outer peripheral surface of the guide wall 112. The annular seal member 114 is arranged between the inner peripheral portion of the cylinder hole 120 and the outer peripheral portion of the piston 110, and is a space formed by the piston 110 and the plug 130 while sliding on the inner peripheral surface of the cylinder hole 120. It has a function of preventing leakage of brake fluid to a certain gas chamber 122.

Further, the magnetic body 115 is installed on the piston 110 so as to be movable together with the piston 110. The magnetic material is a permanent magnet having an N pole and an S pole, and is attached to the piston so that the N pole and the S pole are aligned in the axial direction of the cylinder hole. The piston 110 has a magnetic material holding portion 116 suspended in an annular shape from the piston surface inside the guide wall 112 in the radial direction, and the magnetic material 115 is held by the magnetic material holding portion 116.

The plug 130 includes a hollow bottomed cup portion 131 and a seal portion 132 fitted to the substrate 51. Further, a coil 135 is arranged at the inner bottom of the plug 130. At the bottom of the plug 130, a feeding portion 136 for supplying a current to the coil 135 is integrally formed with the plug 130. The feeding unit 136 is erected in parallel with the axial direction 120a from the outside to the inside of the plug 130, and a portion erected outside the plug 130 is electrically connected to the controller 52. The plug 130 is caulked and fixed with the seal portion 132 fitted to the annular groove 121 formed in the opening of the cylinder hole 120, and the plug 130 is coupled to the substrate 51.

When a current is passed from the controller 52 to the feeding unit 136, a current flows through the coil 135, and the coil 135 functions as an electromagnet. By controlling the direction of the current flowing through the coil 135 by the controller 52, the direction of the generated magnetic pole can be changed, and the direction of the magnetic force exerted on the magnetic body 115 of the piston 110 can be controlled. Further, since the magnitude of the magnetic force applied to the magnetic body 115 can be adjusted by controlling the magnitude of the current flowing through the coil 135 by the controller 52, the magnetic force exerted on the magnetic body 115, that is, the urging force of the piston 110 can be freely controlled. Will be able to

For example, when the controller 52 performs an ABS control operation, the controller 52 can control the current flowing through the coil so as to lower the piston 110 downward at the same time as or immediately before the release valve 32 is opened. In this way, the brake fluid flowing from the wheel cylinder 12 into the accumulator 100 can be introduced into the accumulator 100 without a load. In FIG. 2, since the S pole of the magnetic body 115 is arranged to face the coil 135, the controller 52 controls the direction of the current flowing through the coil 135 to generate an N pole above the coil 135, resulting in magnetism. A magnetic force that attracts the body 115 downward can be generated.

When the controller 52 performs the regenerative coordinated control operation, the controller 52 exerts a large urging force on the piston 110 when the release valve 32 is opened, and then, as the brake fluid flows into the accumulator 100, it goes to the piston 110. It can also be controlled to gradually weaken the urging force of. In this way, when the slack valve 32 is opened, the generation of abnormal noise caused by the pressure difference between the upstream side and the downstream side of the slack valve 32 is prevented, and the urging force of the piston 110 of the accumulator 100 during the regenerative cooperative brake control is performed. Can reduce the effect of the wheel cylinder 12 on the hydraulic pressure.

FIG. 3 is a diagram showing the structure of the accumulator 200 of the brake fluid pressure control device 50 according to the second embodiment of the present invention. The description of the parts common to the accumulator 100 according to the first embodiment will be omitted or simplified.

The accumulator 200 is common with the accumulator 100 according to the first embodiment in that it has a piston 110 that moves together with the magnetic body 115 in the cylinder hole 120. In the accumulator 200 of FIG. 3, the plug 230 that closes the cylinder hole 120 is formed in a bottomed cylindrical shape, and the coil 235 is integrally formed on the side wall 231 of the plug 230. The piston 110 can move while sliding on the side wall 231 of the plug 230.

That is, in the accumulator 200 according to the second embodiment, the plug 230 can be fitted into the cylinder hole 120 with the piston 110 containing the magnetic material 115 incorporated in the plug 230 in advance. The coil 235 is integrally formed with the side wall 231 of the plug 230 formed in an annular shape, and the coil 235 is arranged so as to surround the piston 110 when viewed from the axial direction 120a of the cylinder hole 120. Further, it is desirable that the position of the cylinder hole 120 of the coil 235 in the axial direction 120a (hole depth direction) is near the center. In FIG. 3, the bottom surface 232 of the plug 230 formed in the shape of a bottomed cylinder is formed to have a diameter larger than the diameter of the side wall, and the enlarged diameter portion is compatible with the annular groove 121 formed in the opening of the cylinder hole 120. It is caulked and fixed in the crimped state, and the plug 230 is bonded to the substrate 51.

The feeding portion 236 connected to the controller 52 and for energizing the coil 235 is formed outside the bottom surface 232 of the plug 230, and the feeding portion 236 is electrically connected to the coil 235.

Further, a throttle opening 232a for allowing the gas chamber 122 to communicate with the atmosphere is formed on the bottom surface 232 of the plug 230. As a result, it is possible to suppress an increase in the urging force applied to the hydraulic chamber side of the piston 110 due to the action of the air spring of the gas chamber 122 formed by the piston 110 and the plug 230. Further, the aperture opening 232a may be provided with a filter 232b so that foreign matter does not enter from the outside. A glass filter or a PEFE filter that can allow air to pass through the filter 232b without allowing large particles such as dust to pass through can be adopted.
According to the accumulator 200 according to the second embodiment, since the coil 235 can be arranged close to the magnetic body 115, a larger magnetic force can be generated by a smaller current, and the urging force exerted on the piston can be generated. It becomes possible to perform control more efficiently.

FIG. 4 is a diagram showing the structure of the accumulator 300 of the brake fluid pressure control device 50 according to the third embodiment of the present invention. The parts common to the accumulator 100 according to the first embodiment and the accumulator 200 according to the second embodiment will be omitted or simplified.

In the accumulator in FIG. 4, the magnetic body 315 is integrally formed with the piston 310.
For example, the magnetic body 315 polarized to the N pole and the S pole may be formed in advance, and then the piston 310 integrated with the magnetic body 315 may be formed by integral molding of a resin or the like.

An annular groove 313 is formed on the side surface of the piston 310, and an annular seal member 314 is inserted in the annular groove 313.

According to the accumulator 300 according to the third embodiment, since the magnetic material 315 is integrally formed with the piston 310, it is not necessary to separately provide a structure for holding the magnetic material in the piston, so that the accumulator 300 is manufactured. The process can be simplified.

FIG. 5 is a side view of the brake fluid pressure control device 50 equipped with the accumulator of the present invention, and is a schematic view showing a connection state between the controller 52 and the feeding unit 136 of the accumulator 100.

The brake hydraulic pressure control device 50 includes a substrate 51 incorporating a hydraulic pressure circuit, a motor 40 for driving the pump 41, an ECU housing 53 containing a controller 52 for controlling an electronic control valve, a motor 40, and the like, and the ECU housing 53. It has an ECU cover 54 that protects the controller 52, and a cover 55 that protects the connection pin 90 that electrically connects the feeding unit of the accumulator 100 and the controller 52.

The controller 52 is held by a holding portion (not shown) provided inside the ECU housing 53, and by closing the opening of the ECU housing 53 with the ECU cover 54, the controller can be moved from the outside inside the ECU housing 53. Be protected.

Since the feeding portion 136 of the accumulator 100 is formed outside the bottom surface of the plug 130 that closes the cylinder hole 120 that opens on the lower surface of the substrate 51, the positional relationship with the controller 52 is as shown in FIG.

FIG. 5 shows an embodiment of the structure of the connection pin 90 for supplying the current controlled by the controller 52 to the feeding unit 136.

The connection pin 90 is made of a metal such as phosphor bronze, one end of which is connected to the controller 52 and the other end of which is connected to the feeding unit 136. The connection pin 90 and the controller 52 may be connected by press fitting or soldering, and the connection pin 90 and the feeding unit 136 may be connected by soldering or welding.

The connection pin 90 is bent in the middle, and a part of the connection pin 90 is exposed to the outside of the ECU housing 53 and is connected to the power feeding unit 136. A cover 55 is provided to protect the connection pin 90 exposed to the outside. The cover 55 is a resin molded product and may be configured as a separate body from the ECU housing 53, or may be integrally formed with the ECU housing 53. By integrally forming the ECU housing 53 and the cover 55, it is possible to simplify the assembly process of the brake fluid pressure control device.

In FIG. 5, the connection pin 90 is bent downward in front of the facing surface of the ECU housing 53 of the substrate 51, but the shape is not limited to this. The bent portion of the connection pin 90 may be inside the substrate 51 and may be bent downward in front of the accumulator 100. In this case, the substrate 51 needs to be appropriately processed in order to secure a path for guiding the connection pin 90 to the feeding unit 136.
Two connection pins 90 are also required to supply current to the two power supply units 136, but one connection pin and the other connection pin may be arranged in parallel and connected to the two power supply units 136. can.

Although the accumulator of the hydraulic pressure control device according to the present invention and its peripheral structure and function have been described above, the present invention is not limited to the description of the embodiment of each embodiment.
For example, the aperture opening 232a and the filter 232b provided on the bottom surface of the plug 230 in the accumulator 200 according to the second embodiment shown in FIG. 3 are shown in the accumulator 100 according to the first embodiment shown in FIG. 2 or FIG. It may be adopted in the accumulator 300 according to the third embodiment. Further, even if the piston 310 in which the magnetic body 315 of the accumulator according to the third embodiment shown in FIG. 4 is integrally formed is adopted for the accumulator 200 according to the second embodiment, the same operation and effect can be obtained. ..

1 Brake system, 2 Hydraulic circuit, 11 Master cylinder, 12 Wheel cylinder, 13 Main flow path, 14 Sub flow path, 40 Motor, 41 Pump, 50 Brake hydraulic pressure control device, 51 Base, 52 Controller, 53 ECU housing, 54 ECU cover, 55 cover, 90 connection pin, 100 accumulator, 110 piston, 111 piston surface, 112 guide wall, 113 annular groove, 114 annular seal member, 115 magnetic material, 116 magnetic material holder, 120 cylinder hole, 120a axis Direction, 121 annular groove, 130 plug, 131 cup part, 132 seal part, 135 coil, 136 feeding part, 140 discharge flow path, 142 suction flow path, 200 accumulator, 230 plug, 231 side wall, 232 bottom surface, 232a throttle opening, 232b filter, 235 coil, 236 feeding part, 300 accumulator, 310 piston, 313 annular groove, 315 magnetic material

Claims (8)

An accumulator (100, 200, 300) used in a vehicle brake fluid pressure control device (50) and having a hydraulic chamber for temporarily storing brake fluid.
A plug (130,) formed on the substrate (51) of the vehicle brake fluid pressure control device (50) and closing the opening of the bottomed cylinder hole (120) and the cylinder hole (120) through which the brake fluid communication passage is opened. 230) and
A piston (110.310) that is movably provided in the axial direction (120a) of the cylinder hole (120) and divides the cylinder hole (120) into a hydraulic chamber on the communication passage side and a gas chamber on the plug side. )When,
A magnetic material (115, 315) arranged on the piston (110.310) and movable with the piston (110.310).
A coil (135, 235) that is arranged in a space formed by the cylinder hole (120) and the plug (130, 230) and generates a magnetic field when energized.
A feeding unit (136, 236) connected to the coil (135, 235) and supplying a current to the coil (135, 235).
Accumulator of brake fluid pressure control device for vehicles equipped with. The piston (110) includes a magnetic material holding portion that holds the magnetic material.
The accumulator of the vehicle brake fluid pressure control device according to claim 1. The piston (310) is integrally formed with the magnetic material.
The accumulator of the vehicle brake fluid pressure control device according to claim 1. The coil (135) is arranged on the bottom surface of the plug (130) at a position facing the piston (110, 310).
The accumulator of the vehicle brake fluid pressure control device according to any one of claims 1 to 3. The coil (235) is arranged so as to surround the piston when viewed from the axial direction (120a) of the cylinder hole (120).
The accumulator of the vehicle brake fluid pressure control device according to any one of claims 1 to 3. A cover (55) covering the plugs (130, 230) from the outside of the substrate (51) is provided.
The accumulator of the vehicle brake fluid pressure control device according to any one of claims 1 to 5. The cover (55) is integrally formed with an ECU housing (53) that houses a controller (52) of the vehicle brake fluid pressure control device.
The accumulator of the vehicle brake fluid pressure control device according to claim 6. The plugs (130, 230) are formed with a diaphragm opening (232a) that is open to the atmosphere.
The accumulator of the vehicle brake fluid pressure control device according to any one of claims 1 to 7.

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