ESC hydraulic brake device with noise reduction structure

Abstract

The utility model discloses an ESC hydraulic brake device with a noise reduction structure, which belongs to the field of automobile brake and comprises a brake master cylinder, the brake master cylinder is connected with a brake cylinder of a wheel through a brake loop, brake fluid circulates in the brake loop, the brake loop is connected with a pressurization loop, and a noise reduction valve is arranged on the pressurization loop. The noise reduction valve is connected with an oil duct inclined hole for brake fluid to flow in, the noise reduction valve comprises a rubber assembly and a one-way valve bag which are arranged in the noise reduction valve, and a one-way valve seat is arranged at the bottom end of the noise reduction valve. According to the ESC hydraulic braking device with the noise reduction structure, the noise reduction valve is additionally arranged in the braking oil way, and the oil way inclined hole is designed, so that noise generated when oil flows is reduced, the NVH performance of a vehicle is improved, and the stability and the response speed of the oil are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive electronic braking, in particular to an ESC hydraulic braking device with a noise reduction structure. Background Art

[0002] With the rapid development of automotive technology, the emergence of the Electronic Stability Control (ESC) system is undoubtedly a milestone. The ESC system helps the driver maintain the stability of the vehicle by precisely distributing and controlling the braking force, thus greatly improving driving safety. In the ESC system, the newly added noise reduction valve mainly plays an optimizing role, which can reduce noise and thus enhance the driving experience of customers.

[0003] Traditional ESC oil channel layouts often pose certain challenges in dealing with noise generation and oil channel complexity. By adding a noise reduction valve assembly at the oil port, not only can the oil channel structure be significantly simplified, but also a series of other important functions can be brought to the whole system. Summary of the Utility Model

[0004] The purpose of the utility model is to provide an ESC hydraulic braking device with a noise reduction structure. By adding a noise reduction valve and designing an inclined oil hole in the braking oil circuit, it not only helps to reduce the noise generated during oil flow, but also improves the NVH performance of the vehicle, as well as the stability and response speed of the oil.

[0005] To achieve the above purpose, the utility model provides an ESC hydraulic braking device with a noise reduction structure, which includes a master cylinder. The master cylinder is connected to the brake wheel cylinder of the wheel through a brake circuit, and brake fluid circulates in the brake circuit. A booster circuit is connected to the brake circuit, and a noise reduction valve is arranged on the booster circuit. The noise reduction valve is connected to an inclined oil hole for the inflow of brake fluid. The noise reduction valve includes a rubber component and a check valve bladder arranged inside the noise reduction valve, and a check valve seat is arranged at the bottom end of the noise reduction valve.

[0006] Preferably, there are two brake circuits. One brake circuit is respectively connected to the brake wheel cylinders of the left rear wheel and the right front wheel, and the other brake circuit is respectively connected to the brake wheel cylinders of the left front wheel and the right rear wheel.

[0007] Preferably, the brake circuit includes a main circuit and a branch circuit. The main circuit on one brake circuit is connected to two branch circuits, and the four branch circuits on the two brake circuits are respectively connected to the brake wheel cylinders of the left rear wheel, the right front wheel, the left front wheel, and the right rear wheel.

[0008] Preferably, a normally open valve is connected to the main circuit, a pressure boosting valve is connected to the branch circuit, a pressure reducing valve circuit is connected between the two branch circuits of a braking circuit, and the pressure reducing valve circuit is respectively connected to the two branch circuits of a braking circuit through pressure reducing valves.

[0009] Preferably, the pressure boosting circuit is connected to the pressure reducing valve circuit through a check valve, a liquid supplementing valve is connected to the pressure boosting circuit, the liquid supplementing valve is connected to a plunger pump, the plunger pump is connected to a noise reduction valve, and the noise reduction valve is connected to the main circuit.

[0010] Preferably, an accumulator is arranged between the check valve and the pressure reducing valve circuit.

[0011] Preferably, the noise reduction valve is connected to the main circuit after the normally open valve, and the brake fluid boosted by the plunger pump enters the main circuit through the noise reduction valve.

[0012] Preferably, the plunger pump is connected to an electric motor.

[0013] Therefore, the ESC hydraulic braking device with a noise reduction structure adopting the above structure in the present invention can greatly reduce the hydraulic noise during braking and provide a more comfortable driving environment for the driver by setting a noise reduction valve, so that the brake fluid flowing out of the master cylinder first enters the noise reduction valve, the noise is reduced through its rubber component, and then the fluid flows smoothly in a specific direction through the check valve bladder and finally enters the wheel cylinder to realize the braking of the vehicle; wherein the brake fluid flows into the noise reduction valve through the oil passage inclined hole. Firstly, it can optimize the flow path of the brake fluid, make the oil flow smoother, reduce the resistance and energy loss during the flow process, improve the transmission efficiency of the brake fluid, and further enable the entire braking system to respond to the driver's braking operation faster and improve the braking response speed; secondly, it can reduce the turbulent flow phenomenon when the oil fluid flows, make the flow of the brake fluid more orderly, and thus enhance the stability of the entire braking system; thirdly, it can balance the pressure distribution in the oil passage. By reasonably setting the position and angle of the oil passage inclined hole, the pressure distribution of the brake fluid in the oil passage is more uniform, avoiding the situation of too high or too low local pressure, and further improving the stability and reliability of the entire braking system.

[0014] The technical solution of the present invention will be further described in detail below with reference to the drawings and embodiments. Description of the Drawings

[0015] Figure 1 It is a schematic structural diagram of the hydraulic device according to the embodiment of the present invention;

[0016] Figure 2 It is a schematic overall structure diagram of the ESC oil passage inclined hole and the noise reduction valve according to the embodiment of the present invention;

[0017] Figure 3 It is a partial enlarged view of the oil passage inclined hole according to the embodiment of the present invention;

[0018] Figure 4 This is a comparison chart of the noise levels with and without the noise reduction valve for the embodiments of the present utility model.

[0019] Reference numerals

[0020] 1. Noise reduction valve; 2. Rubber assembly; 3. Check valve bladder; 4. Check valve seat; 5. Oil passage inclined hole; 6. Brake circuit; 7. Main circuit; 8. Branch circuit; 9. Boost circuit; 10. Left rear wheel; 11. Right front wheel; 12. Left front wheel; 13. Right rear wheel; 14. Normally open valve; 15. Boost valve; 16. Pressure reducing valve; 17. Check valve; 18. Fluid replenishing valve; 19. Plunger pump; 20. Accumulator; 21. Motor. Specific embodiments

[0021] In order to make the objectives, technical solutions and advantages of the embodiments disclosed in the present utility model clearer and more understandable, the following further details the embodiments of the present utility model in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the embodiments of the present utility model and are not used to limit the embodiments of the present utility model. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of this application. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout.

[0022] It should be noted that the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or server that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0023] Similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0024] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model.

[0025] In the description of the present utility model, it should also be noted that, unless otherwise clearly specified and defined, the terms "set", "installed", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0026] Embodiment

[0027] As Figure 1 shown, an ESC hydraulic braking device with a noise reduction structure according to the present utility model includes a master brake cylinder. The master brake cylinder is connected to the brake wheel cylinders of the wheels through a brake circuit 6. Brake fluid flows in the brake circuit 6, and a booster circuit 9 is connected to the brake circuit 6. There are two brake circuits 6. One brake circuit 6 is respectively connected to the brake wheel cylinders of the left rear wheel 10 and the right front wheel 11, and the other brake circuit 6 is respectively connected to the brake wheel cylinders of the left front wheel 12 and the right rear wheel 13.

[0028] The brake circuit 6 includes a main circuit 7 and a branch circuit 8. Two branch circuits 8 are connected to the main circuit 7 on one brake circuit 6. The four branch circuits 8 on the two brake circuits 6 are respectively connected to the brake wheel cylinders of the left rear wheel 10, the right front wheel 11, the left front wheel 12, and the right rear wheel 13. A normally open valve 14 is connected to the main circuit 7, a booster valve 15 is connected to the branch circuit 8, and a pressure reducing valve 16 circuit is connected between the two branch circuits 8 of one brake circuit 6. The pressure reducing valve 16 circuit is respectively connected to the two branch circuits 8 of one brake circuit 6 through a pressure reducing valve 16.

[0029] The booster circuit 9 is connected to the pressure reducing valve 16 circuit through a check valve 17. A liquid replenishing valve 18 is connected to the booster circuit 9. The liquid replenishing valve 18 is connected to a plunger pump 19. The plunger pump 19 is connected to a noise reduction valve 1. The noise reduction valve 1 is connected to the main circuit 7. An accumulator 20 is arranged between the check valve 17 and the pressure reducing valve 16 circuit. A noise reduction valve 1 is arranged on the booster circuit 9. The noise reduction valve 1 is connected to the main circuit 7 after passing through the normally open valve 14. The brake fluid pressurized by the plunger pump 19 enters the main circuit 7 through the noise reduction valve 1.

[0030] An installation hole for installing the noise reduction valve 1 is provided on this device, as Figure 2 and Figure 3As shown in the figure, the noise reduction valve 1 is connected to an oil passage inclined hole 5 for the inflow of brake fluid. The oil passage inclined hole 5 connects the oil passage in the rectangular body with the mounting hole for installing the noise reduction valve 1. The brake fluid will flow through the oil passage inclined hole 5 to the gap between the noise reduction valve 1 and its mounting hole, and then flow into the noise reduction valve 1 through the hole on the noise reduction valve 1. The noise reduction valve 1 includes a rubber component 2 and a check valve bladder 3 arranged inside the noise reduction valve 1, and a check valve seat 4 is provided at the bottom end of the noise reduction valve 1.

[0031] When the motor 21 is in a non-operating state, if the driver steps on the brake pedal, the brake fluid (hydraulic oil) will start from the master cylinder and flow into the ESC unit. During this process, the brake fluid first passes through the normally open valve 14 (TC), and then through the pressure increasing valve 15 (IV), and finally reaches the brake wheel cylinder of the wheel, thus realizing the braking function of the vehicle. Once the braking is completed, the brake fluid will return along the original path to the master cylinder to prepare for the next braking operation.

[0032] When the motor 21 starts to work, the fluid replenishing valve 18 (SSV) will be opened. At this time, the plunger pump 19 (PE) converts the mechanical energy of the motor 21 into hydraulic pressure. The brake fluid flows out of the fluid replenishing valve 18, is pressurized by the plunger pump 19 and directly enters the pressure increasing valve 15, and then flows into the brake wheel cylinder, thereby realizing the braking of the vehicle.

[0033] After adding the noise reduction valve 1 (CDD), the brake fluid enters the rubber component 2 from the inlet of the noise reduction valve 1 (CDD) in a fast and high-impact state after passing through the plunger pump 19. The rubber component 2 gives the brake fluid a role of applying resistance and buffering, making the pressure in the brake fluid become smooth and then flowing out to the brake wheel cylinder. After braking, the brake fluid flows out of the brake wheel cylinder, passes through the pressure reducing valve 16 (OV), and enters the accumulator (ACC). Then, the brake fluid flowing out of the ACC passes through the check valve 17 (RVR), enters the plunger pump 19, and finally flows back to the master cylinder from the normally open valve 14.

[0034] In order to better monitor the hydraulic pressure of the oil circuit, a pressure sensor is set between the master cylinder and the TC valve. This pressure sensor can monitor the hydraulic pressure changes in the oil circuit in real time and accurately, providing strong data support for the stable operation of the entire braking system. By analyzing and processing the data monitored by the pressure sensor, problems that may occur in the oil circuit can be discovered and solved in time, further optimizing the performance of the braking system.

[0035] In terms of working principle, when the hydraulic braking system is working, the hydraulic oil generated by the master cylinder flows into the ESC through the brake pipeline. At this time, the oil passage inclined hole 5 in the ESC oil passage begins to play an important role. Due to the existence of the oil passage inclined hole 5, the flow path of the hydraulic oil has changed. In the traditional straight oil passage, the flow of the hydraulic oil is relatively direct and prone to turbulent flow. However, the introduction of the oil passage inclined hole 5 enables the hydraulic oil to enter the oil passage at a certain angle, thus changing the flow direction and velocity distribution of the fluid. This change has the following advantages:

[0036] (1) First of all, the oil passage inclined hole 5 can optimize the flow path of the hydraulic oil, making the oil flow smoother. Under the guidance of the oil passage inclined hole 5, the hydraulic oil can flow more efficiently in the oil passage, reducing the resistance and energy loss during the flow process. This not only improves the transmission efficiency of the hydraulic oil but also enables the braking system to respond more quickly to the driver's braking operation, improving the braking response speed.

[0037] (2) Secondly, the oil passage inclined hole 5 can reduce the turbulent flow phenomenon when the oil fluid flows. In the traditional oil passage, due to the uneven velocity distribution of the fluid, turbulent flow is likely to occur, which will lead to the instability of the entire braking system and energy loss. The design of the oil passage inclined hole 5 makes the flow of the hydraulic oil more orderly, reducing the generation of turbulent flow, thereby enhancing the stability of the entire braking system.

[0038] (3) In addition, the oil passage inclined hole 5 can also balance the pressure distribution in the oil passage to a certain extent. By reasonably setting the position and angle of the oil passage inclined hole 5, the pressure distribution of the hydraulic oil in the oil passage can be made more uniform, avoiding the situation of too high or too low local pressure, and further improving the stability and reliability of the entire braking system.

[0039] The noise reduction valve 1 adopts an existing structure. In terms of structure, the noise reduction valve 1 is mainly composed of a rubber component 2, a check valve bladder 3, a check valve seat 4, etc. The rubber component 2 plays an indispensable role in the entire noise reduction valve 1 assembly. The special nature of its material endows it with good elasticity and sealing performance, which can effectively buffer the impact of the fluid and reduce the generation of noise. The check valve bladder 3, with its unique shape and function, provides a key guarantee for the normal operation of the noise reduction valve 1. It can open and close flexibly according to the flow direction of the fluid, ensuring the smooth flow of the fluid in a specific direction and preventing the noise and interference brought by reverse flow. The check valve seat 4, as an important component carrying the check valve bladder 3, has a solid structure and stable performance. It provides a reliable support for the check valve bladder 3, enabling the bladder to play its one-way conduction role accurately. These components cooperate with each other to jointly form the noise reduction valve 1 assembly, playing an important role in reducing noise and ensuring the stable operation of the device.

[0040] In terms of the working principle, when the braking system works, the hydraulic oil flows out of the master cylinder and enters the noise reduction valve 1 through the brake pipeline. The hydraulic oil first enters the rubber component 2, and the special material of it reduces the noise. Then, the hydraulic oil enters the one-way valve bladder 3, and under its action, it ensures the smooth flow of the fluid in a specific direction. Finally, the noise-reduced hydraulic oil flows out of the noise reduction valve 1 and enters the wheel cylinder to achieve the braking of the vehicle. As Figure 4 shown, the noise level of the ESC system with the added noise reduction valve is significantly reduced.

[0041] Just because of the mutual cooperation of these components, the noise reduction valve 1 can effectively reduce the hydraulic noise during braking and provide a more comfortable driving environment for the driver.

[0042] Therefore, the present utility model adopts the above-mentioned ESC hydraulic braking device with a noise reduction structure. By adding the noise reduction valve 1 and designing the oil passage inclined hole 5 in the brake oil circuit, it not only helps to reduce the noise generated during the oil flow, but also improves the NVH performance of the vehicle and enhances the stability and response speed of the oil.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model and are not intended to limit them. Although the present utility model has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can still modify or equivalently replace the technical solutions of the present utility model, and these modifications or equivalent replacements cannot make the modified technical solutions deviate from the spirit and scope of the technical solutions of the present utility model.

Claims

1. An ESC hydraulic braking device with a noise reduction structure, characterized in that: It includes a master brake cylinder which is connected to the brake wheel cylinders of the wheels through a brake circuit. Brake fluid circulates in the brake circuit. A pressure boosting circuit is connected to the brake circuit. A noise reduction valve is provided on the pressure boosting circuit. The noise reduction valve is connected to an oil passage inclined hole for the inflow of brake fluid. The noise reduction valve includes a rubber component and a check valve bladder provided inside the noise reduction valve. A check valve seat is provided at the bottom end of the noise reduction valve.

2. The ESC hydraulic braking device with a noise reduction structure according to claim 1, characterized in that: There are two brake circuits. One brake circuit is respectively connected to the brake wheel cylinders of the left rear wheel and the right front wheel, and the other brake circuit is respectively connected to the brake wheel cylinders of the left front wheel and the right rear wheel.

3. The ESC hydraulic braking device with a noise reduction structure according to claim 2, characterized in that: The brake circuit includes a main circuit and branch circuits. The main circuit on one brake circuit is connected to two branch circuits. The four branch circuits on the two brake circuits are respectively connected to the brake wheel cylinders of the left rear wheel, the right front wheel, the left front wheel, and the right rear wheel.

4. The ESC hydraulic braking device with a noise reduction structure according to claim 3, characterized in that: A normally open valve is connected to the main circuit, and a pressure boosting valve is connected to the branch circuit. A pressure reducing valve circuit is connected between the two branch circuits of one brake circuit. The pressure reducing valve circuit is respectively connected to the two branch circuits of one brake circuit through a pressure reducing valve.

5. The ESC hydraulic braking device with a noise reduction structure according to claim 4, characterized in that: The pressure boosting circuit is connected to the pressure reducing valve circuit through a check valve. A liquid supplement valve is connected to the pressure boosting circuit. The liquid supplement valve is connected to a plunger pump. The plunger pump is connected to the noise reduction valve. The noise reduction valve is connected to the main circuit.

6. The ESC hydraulic braking device with a noise reduction structure according to claim 5, characterized in that: An accumulator is provided between the check valve and the pressure reducing valve circuit.

7. The ESC hydraulic braking device with a noise reduction structure according to claim 6, characterized in that: The noise reduction valve is connected to the main circuit after passing through the normally open valve. The brake fluid boosted by the plunger pump enters the main circuit through the noise reduction valve.

8. The ESC hydraulic braking device with a noise reduction structure according to claim 7, wherein: The plunger pump is connected to an electric motor.

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