JP2004114747A - Device for suppressing vibration of brake for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration suppressing technology effective for suppressing vibration without degrading the feeling of a brake for a vehicle. <P>SOLUTION: In a braking device 100 for a vehicle, rotor wall thickness detection sensors 14 and 15 are installed on disk rotors 4b and 5b, and a damper mechanism is installed in a hydraulic circuit of an ABS actuator 20. The damper mechanism comprises first and second hydraulic passages connected to the hydraulic circuit, a control valve to switch the connection to the first hydraulic passage or the second hydraulic passage, and a damper means installed in one of the hydraulic passages. If the wall thickness difference between the rotors measured by using the rotor wall thickness difference detection sensors 14 and 15 is larger than a predetermined permissible value, the hydraulic passage on the damper means side is connected to the hydraulic circuit to operate the damper means. Pulsation by the brake hydraulic pressure is absorbed, and the vibration is suppressed thereby. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a configuration of a vehicle brake, and more particularly, to a vibration suppression technology that suppresses vibration by preventing pulsation due to brake oil pressure caused by occurrence of uneven thickness of a disk rotor.
[0002]
[Prior art]
Usually, in a vehicle brake having a disk rotor, the disk rotor rotates with a certain amount of deflection in the thickness direction. Therefore, for example, when the disk rotor idles, the disk rotor may come into contact with the brake pad. In such a case, the disk rotor is in an uneven thickness state in which the surface of the rotor is locally unevenly worn. When the brake pad acts on the disk rotor having the uneven thickness, pulsation due to the brake oil pressure is generated, and this is a main factor in generating vibration in the vehicle brake.
In order to suppress such vibrations, for example, a measure may be considered in which the distance between the disk rotor and the brake pad is increased in advance to avoid contact between the disk rotor and the brake pad during idling. However, while such measures can prevent the occurrence of uneven thickness in the disk rotor, the idle stroke increases due to an increase in the distance between the disk rotor and the brake pad, and thus cannot be said to be the best measure. It is also conceivable that the rotor surface of the disk rotor is made of a material that does not easily wear to reduce uneven wear itself. However, since the oxide film on the rotor surface is not easily removed (the rotor surface is not easily refreshed), the brake There is a problem that abnormal noise is easily generated during operation.
Conventionally, there has been proposed a technique of generating a hydraulic pressure having a phase opposite to a hydraulic vibration at the time of brake braking to suppress vibration caused by a brake hydraulic pressure (for example, see Patent Document 1). In this technology, a hydraulic pressure generating device that generates a hydraulic pressure having a phase opposite to that of the hydraulic vibration during brake braking is connected to a hydraulic circuit. The hydraulic pressure fluctuation frequency and the speed fluctuation frequency are detected and compared. During the operation, the hydraulic pressure generator is operated.
[0003]
[Patent Document 1]
JP-A-2000-085554 (paragraph numbers (0010) to (0019), FIG. 1)
[0004]
[Problems to be solved by the invention]
However, in the conventional technique of suppressing vibration by using a hydraulic pressure generating device as described above, since the hydraulic circuit of a predetermined phase is actively applied to the hydraulic circuit, the initial idle stroke becomes longer, and the feeling when operating the brake pedal deteriorates. Have the problem of doing so.
Therefore, the present invention has been made in view of the above points, and it is an object of the present invention to provide a vibration suppression technology for a vehicle brake, which is effective for suppressing vibration without deteriorating the feel of the brake. .
[0005]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, a vibration suppression device for a vehicle brake according to the present invention is configured as in claims 1 to 3. The invention according to each claim is applied to a vehicle brake having a disk rotor and a hydraulic circuit for applying a brake hydraulic pressure to a brake pad corresponding to the disk rotor. This is a technology that suppresses
[0006]
The vibration suppressing device according to the first aspect includes a thickness deviation information detecting unit, a hydraulic pressure absorbing unit, and the like.
The uneven thickness information detecting means has a configuration for detecting information relating to uneven thickness of the disk rotor. This information includes the difference in wall thickness of the disk rotor itself (the difference between the wall thickness at a place where the wall thickness is large and the wall thickness at a place where the wall thickness is small) and other information indicating that the disk rotor has wall thickness. , Such as a fluctuation value of the brake oil pressure. Therefore, this uneven thickness information detecting means can be configured using various types of displacement sensors, pressure sensors, and the like.
The hydraulic pressure absorbing means absorbs a pulsation caused by a brake hydraulic pressure in the hydraulic circuit, and includes a first hydraulic path, a second hydraulic path, a switching valve, a damper, and the like. Both the first and second hydraulic paths can be connected to a hydraulic circuit, and one of the hydraulic paths is connected to the hydraulic circuit by switching a switching valve. In addition, damper means is provided on one of the hydraulic paths, for example, the second hydraulic path. That is, when the hydraulic circuit on the side of the second hydraulic path on which the damper means is installed is connected, the hydraulic absorption means is activated. As the damper means, for example, a configuration is preferably used in which a damper member made of an elastic material acts on the brake oil pressure, and pulsation due to the brake oil pressure is absorbed by elastic deformation of the damper member. In addition, for example, a configuration in which a pulsation due to the brake oil pressure is absorbed by causing a piston member to which an elastic urging force is applied by an elastic member to act on the brake oil pressure may be used. By using the hydraulic pressure absorbing means having such a configuration, it is possible to suppress pulsation due to brake hydraulic pressure by simple control of the switching valve.
[0007]
In the present invention, the operation of the switching valve is controlled based on the information detected by the uneven thickness information detecting means. That is, when it is determined from the information detected by the thickness deviation information detecting means that a predetermined thickness deviation state has occurred, the second hydraulic path is connected to the hydraulic circuit by switching the switching valve. As a result, the damper mechanism installed on the second hydraulic path is operated, and it is possible to absorb the pulsation due to the brake hydraulic pressure. And the fluctuation | variation of the brake torque which acts on a wheel is reduced and generation | occurrence | production of the vibration resulting from a hydraulic pulsation can be suppressed. In addition, since such a damper mechanism is used, the feeling when operating the brake pedal is deteriorated as compared with a case where a hydraulic pressure generating device that actively generates a predetermined phase hydraulic pressure in a hydraulic circuit as in the related art is used. Can be suppressed. As a means for controlling the operation of the switching valve, a control computer for performing various brake controls, for example, an ABS computer used for ABS control is preferably used.
As described above, according to the first aspect of the invention, it is possible to suppress the vibration without deteriorating the feeling of the brake.
[0008]
Further, in the vibration suppressing device according to the second aspect, the uneven thickness information detecting means is configured using a rotor thickness difference detecting sensor. The rotor thickness difference detection sensor detects information on the rotor thickness difference in the disk rotor. The rotor thickness difference refers to, for example, the difference between the thickness of a portion having a large uneven thickness and the thickness of a portion having a small uneven thickness. The information on the rotor thickness difference here may be, for example, the rotor thickness difference data itself, or may be other data before being converted into the rotor thickness difference data. For example, a rotor thickness difference detection sensor can be constituted by a pair of left and right displacement sensors arranged so as to sandwich the disk rotor from both sides. When the rotor thickness difference is detected by the rotor thickness difference detection sensor and the rotor thickness difference is greater than a predetermined reference value (threshold), the second hydraulic path is connected to the hydraulic circuit by switching the switching valve. Connect and operate the damper mechanism.
As described above, according to the second aspect of the invention, it is possible to suppress the vibration without deteriorating the feeling of the brake, and to detect the information relating to the uneven thickness of the disk rotor by using the rotor thickness. It can be performed rationally using a difference detection sensor.
[0009]
Further, in the vibration suppressing device according to the third aspect, the uneven thickness information detecting means is configured using a brake oil pressure sensor. The brake oil pressure sensor detects information on a change in brake oil pressure in a hydraulic circuit. The information on the fluctuation of the brake oil pressure here may be, for example, the fluctuation value of the brake oil pressure itself or another value before being converted into the fluctuation value of the brake oil pressure. For example, comparing a pressure fluctuation width detected by a pressure sensor installed at a predetermined position of a hydraulic circuit with a predetermined allowable fluctuation width (threshold), and determining that the pressure fluctuation width is larger than the allowable fluctuation width. Then, the second hydraulic path is connected to the hydraulic circuit by switching the switching valve to operate the damper mechanism.
Thus, according to the third aspect of the invention, it is possible to suppress the vibration without deteriorating the feeling of the brake, and to detect the information relating to the uneven thickness of the disk rotor by using the brake oil pressure sensor. Can be performed rationally using In addition, by installing the sensor in the piping of the hydraulic circuit, the measurement of the brake oil pressure is less affected by the external environment.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment of the present invention will be described below with reference to the drawings. Here, FIG. 1 is a system configuration diagram of a vehicle brake device 100 according to the present embodiment. FIG. 2 is a schematic diagram showing an arrangement of the rotor thickness difference detection sensor 14 in FIG. FIG. 3 is a hydraulic circuit diagram of the ABS actuator 20 in FIG.
[0011]
In the vehicle brake device (hereinafter, referred to as a brake device) 100 shown in FIG. 1, the brake pedal 1 is connected to a booster 2, and the booster 2 boosts a brake pedal force or the like. The booster 2 has a bush rod or the like for transmitting the boosted brake pedaling force to the master cylinder 3, and the bush rod presses a master piston disposed on the master cylinder 3 so that the master piston 3 is pressed. Cylinder pressure is generated. The brake pedal 1, the booster 2, and the master cylinder 3 correspond to means for generating a brake hydraulic pressure.
[0012]
The master cylinder 3 is connected to a master reservoir 3a that supplies brake fluid into the master cylinder 3 and stores excess brake fluid in the master cylinder 3. The master cylinder pressure is applied to the wheel cylinders of the respective wheels (the wheel cylinder 4a of the right front wheel 4, the wheel cylinder 5a of the left front wheel 5, the wheel cylinder 6a of the right rear wheel 6, and the left rear wheel 7) through the anti-lock brake device. It is transmitted to the wheel cylinder 7a).
[0013]
The antilock brake device includes an ABS computer 10, an ABS relay 12, an ABS actuator 20, and the like. The ABS computer 10 performs a predetermined process based on a wheel speed signal or the like from the speed sensor 8 of each wheel, and outputs a control signal to the ABS actuator 20 to perform control according to a road surface condition. Specifically, the ABS computer 10 calculates the wheel speed of each wheel from the detection information of the speed sensor 8, determines the slip state of the wheel, and then determines a solenoid valve 21 described later in a plurality of modes corresponding to the slip state. To 24, and output control signals to the solenoid valves 33 to 35 and the like. The ABS actuator 20 controls the rotation state of the wheels by adjusting the hydraulic pressure of the wheel cylinder of each wheel according to the output signal from the ABS computer 10. The ABS relay 12 supplies power to a driving unit of the ABS actuator 20, for example, a motor 26, solenoid valves 21 to 24, and solenoid valves 33 to 35, which will be described later.
[0014]
A rotor thickness difference detection sensor 14 is installed on the disk rotor 4b of the right front wheel 4, and a rotor thickness difference detection sensor 15 is installed on the disk rotor 5b of the left front wheel 5. Each of the rotor thickness difference detection sensors 14 and 15 is configured by, for example, combining a pair of left and right optical displacement sensors. The information detected by the displacement sensors constituting each rotor thickness difference detection sensor is transmitted to the ABS computer 10, and a predetermined process is performed to calculate the rotor thickness difference between the disk rotors 4b and 5b. A vibration suppression process, which will be described later, is performed based on the calculation result of the rotor thickness difference.
[0015]
Here, the arrangement of the rotor thickness difference detection sensor 14 will be described with reference to FIG. Note that the rotor thickness difference detection sensor 15 is arranged in the same manner as the rotor thickness difference detection sensor 14, and therefore the description thereof is omitted here.
As shown in FIG. 2, the brake pads 9 housed in the caliper are arranged on both sides of the disc rotor 4b, and are configured to act on both sides of the disc rotor 4b by applying brake hydraulic pressure to the wheel cylinder 4a. I have. The displacement sensor constituting the rotor thickness difference detection sensor 14 is arranged so as to sandwich the disk rotor 4b from both sides. The disk rotor 4b abuts on the brake pad 9 when run-out (for example, about 30 μm) shown by a solid line and a two-dot chain line in FIG. 2 and causes uneven wear as shown in FIG. At this time, the difference between the wall thickness of the portion of the disk rotor 4b where the thickness variation is large and the thickness of the portion where the thickness variation is small can be detected by the rotor thickness difference detection sensor 14. That is, by using the rotor thickness difference detection sensor 14 (corresponding to the thickness variation information detecting means in the present invention), it is possible to determine whether or not the disk rotor 4b is in a predetermined thickness variation state. it can.
[0016]
As shown in FIG. 3, the ABS actuator 20 has a configuration in which the downstream of the master cylinder 3 branches into a first piping system on the right side in the figure and a second piping system on the left side in the figure. This ABS actuator 20 includes the hydraulic circuit according to the present invention. Since the configurations of the first piping system and the second piping system are the same, only the configuration of the first piping system will be described below.
[0017]
In the first piping system, a pipeline (main pipeline) T1 connected to the master cylinder 3 is provided, and the pipeline T1 is configured to branch into two pipelines T2. A solenoid valve (pressure increase control valve) 21 for controlling the pressure increase of the brake oil pressure to the wheel cylinder 4a is provided in one line T2, and the brake oil pressure is increased to the wheel cylinder 7a in the other line T2. Is provided with a solenoid valve (pressure increase control valve) 22 for controlling the pressure. These solenoid valves 21 and 22 are configured as two-position valves (operated by an electromagnetic force and a spring force) that can control the communication / shutoff state by the ABS computer 10. When the two-position valve is controlled to communicate, the master cylinder pressure can be applied to the wheel cylinders 4a, 7a.
[0018]
In addition, at the time of the normal brake in which the ABS control is not executed, the solenoid valves 21 and 22 are controlled to be always in a communication state. The solenoid valves 21 and 22 are provided with check valves 21a and 22a, respectively, in parallel, so that the brake oil pressure is removed from the wheel cylinders 4a and 7a when the brake depression is stopped and the ABS control is completed. It has become.
[0019]
The pipe T2 is connected to the pipe T3 between the solenoid valves 21, 22 and the wheel cylinders 4a, 7a. A solenoid valve (pressure reduction control valve) 23 for controlling the pressure reduction of the brake hydraulic pressure to the wheel cylinder 4a is provided in one pipe T3, and the pressure reduction of the brake hydraulic pressure to the wheel cylinder 7a is controlled in the other pipe T3. A solenoid valve (pressure reduction control valve) 24 is provided. Like the solenoid valves 21 and 22, these solenoid valves 23 and 24 are also configured as two-position valves (operated by an electromagnetic force and a spring force) that can control a communication state by the ABS computer 10. These solenoid valves 23 and 24 are normally shut off in a normal brake state (when the ABS is not operated).
[0020]
A rotary pump 25 driven by a motor 26 is provided in a conduit T4 connecting the reservoir 27 and the accumulator 28. The motor 26 is operated by a control signal from the ABS computer 10 during the ABS control, and the rotary pump 25 is driven.
[0021]
A damper mechanism 30 is installed in each of the pipeline T2 corresponding to the wheel cylinder 4a and the pipeline T2 corresponding to the wheel cylinder 5a. Here, the configuration and operation of the damper mechanism 30 will be described with reference to FIGS. Here, FIG. 4 is an enlarged view of a portion A in FIG. 3 and shows a state where the damper mechanism 30 is not operated. FIG. 5 is an enlarged view of a portion A in FIG. 3 and shows a state when the damper mechanism 30 is operated. In these figures, the white solenoid valves are open and the black solenoid valves are closed.
[0022]
As shown in FIG. 4, the damper mechanism 30 includes an electromagnetic valve 33 disposed in the main hydraulic path 31, electromagnetic valves 34 and 35 disposed in the bypass hydraulic path 32, a damper chamber 40, and the like. Each of the solenoid valves 33 to 35 can be switched between an open state and a closed state by a control signal from the ABS computer 10. These solenoid valves 33 to 35 correspond to the switching valve in the present invention.
The damper chamber 40 is configured to accommodate a plate-shaped damper member 42 therein. The damper member 42 is formed using an elastic material such as rubber or resin. Note that the damper chamber 40 that accommodates the damper member 42 and the like corresponds to the damper means in the present invention. The main hydraulic path 31 corresponds to the first hydraulic path in the present invention, and the bypass hydraulic path 32 corresponds to the second hydraulic path in the present invention.
[0023]
Normally (when the damper mechanism 30 is not operated), the solenoid valve 33 is set to be open, and the solenoid valves 34 and 35 are set to be closed (see FIG. 4). In this setting state, no brake hydraulic pressure acts on the damper chamber 40. On the other hand, when the damper mechanism 30 is operated, the solenoid valve 33 is closed and the solenoid valves 34 and 35 are opened (see FIG. 5). In this setting state, the brake hydraulic pressure acts on the hydraulic working space 41 in the damper chamber 40. In addition, a means for notifying the driver of the operation of the damper mechanism 30 by display or sound may be provided as needed.
[0024]
Next, a vibration suppression process using the ABS computer 10 will be described with reference to FIG. Here, FIG. 6 shows a flowchart of the vibration suppression processing.
The vibration suppression processing according to the present embodiment is for performing processing for absorbing pulsation due to brake hydraulic pressure, and uses, for example, steps S10 to S40 in FIG. The pulsation caused by the brake oil pressure occurs when the brake pedal 1 is operated in a state where the disk rotor 4b oscillates as shown in FIG.
[0025]
First, the rotor thickness difference δ between the disk rotors 4b and 5b is measured in step S10. This measurement is performed using the rotor thickness difference detection sensors 14 and 15 having the above-described configuration. Next, in step S20, the rotor thickness difference δ measured in step S10 for each disk rotor is compared with a predetermined allowable value δa. This allowable value δa is a threshold value determined for each vehicle, and can be set to, for example, about 15 μm.
[0026]
If the rotor thickness difference δ is larger than the allowable value δa in step S20 (YES in step 20), it is determined that the disk rotors 4b and 5b are in a predetermined uneven thickness state, and the process proceeds to step S30. On the other hand, if the rotor thickness difference δ is equal to or smaller than the allowable value δa in step S20 (NO in step 20), it is determined that the disk rotors 4b and 5b have not reached the predetermined uneven thickness state, and the process proceeds to step S40.
[0027]
In step S30, a closing signal is output to the solenoid valve 33, and an opening signal is output to the solenoid valves 34 and 35. As a result, the solenoid valve 33 is opened and the solenoid valves 34 and 35 are closed, so that the damper mechanism 30 having the above-described configuration operates (see FIG. 5). At this time, the pulsation due to the brake hydraulic pressure is absorbed by the elastic deformation of the damper member 42, for example, as indicated by the two-dot chain line in FIG. When the pulsation due to the brake hydraulic pressure is absorbed, the fluctuation of the brake torque acting on the right front wheel 4 and the left front wheel 5 is reduced, and the generation of the vibration due to the hydraulic pulsation can be suppressed.
[0028]
In step S40, an open signal is output to the electromagnetic valve 33, and a close signal is output to the electromagnetic valves 34 and 35. As a result, the solenoid valve 33 is opened and the solenoid valves 34 and 35 are closed, so that the damper mechanism 30 does not operate (see FIG. 4). That is, a state similar to a normal state in which the vibration suppression processing is not performed is maintained.
[0029]
As described above, according to the present embodiment, even when the disk rotors 4b and 5b are unevenly worn and the pulsation due to the brake hydraulic pressure occurs, the pulsation due to the brake hydraulic pressure is reduced by operating the damper mechanism 30. It is possible to absorb and suppress the generation of vibration due to the hydraulic pulsation. In addition, the use of the damper mechanism 30 makes the feeling when operating the brake pedal 1 worse, compared to the case of using a hydraulic pressure generating device that actively generates a hydraulic pressure of a predetermined phase in a hydraulic circuit as in the related art. Can be suppressed. Further, pulsation due to brake hydraulic pressure can be suppressed by simple control of the solenoid valves 33 to 35.
Further, according to the present embodiment, it is possible to rationally detect information relating to the thickness deviation of the disk rotors 4b, 5b using the rotor thickness difference detection sensors 14, 15.
Further, according to the present embodiment, even if uneven wear occurs on the disk rotors 4b, 5b, vibration can be suppressed. Therefore, the replacement life of the disk rotors 4b, 5b can be improved, and the frequency of grinding the rotor surface can be improved. This is effective in reducing the amount of water.
Further, according to the present embodiment, it is not necessary to form the rotor surface with a material that is hard to wear in order to suppress uneven wear itself of the disk rotors 4b and 5b, so that an oxide film on the rotor surface is easily removed (rotor). The surface is easily refreshed), and the occurrence of abnormal noise during braking can be suppressed.
Further, according to the present embodiment, there is no need to take measures to suppress the vibration by increasing the brake specifications.
[0030]
Note that the present invention is not limited to the above-described embodiment, and various applications and modifications are conceivable. For example, each of the following embodiments to which the above embodiment is applied can be implemented.
[0031]
(A) Instead of the damper chamber 40 of the above embodiment, a damper chamber 140 having a configuration as shown in FIG. 7 can be used. As shown in FIG. 7, the damper chamber 140 as the damper means in the present invention has a configuration in which a piston member 142 and a spring member 144 are housed in the chamber. The piston member 142 is slidable in the room, and the elastic biasing force of the spring member 144 is applied to the piston member 142. When the brake oil pressure acts on the hydraulic action space 141 in the damper chamber 140, the piston member 142 moves to a position indicated by a two-dot chain line in FIG. To absorb the pulsation due to By using the damper chamber 140 having such a configuration, the same operation and effect as those of the damper chamber 40 of the present embodiment can be obtained.
[0032]
(B) Further, instead of the damper mechanism 30 of the above embodiment, a damper mechanism 130 having a configuration as shown in FIG. 8 can be used. As shown in FIG. 8, the damper mechanism 130 has a configuration in which a solenoid valve 134 and a damper chamber 40 similar to the present embodiment are arranged in a branch path 132 branched from a main hydraulic path 131. The electromagnetic valve 134 can be switched between an open state and a closed state by the ABS computer 10. Normally (when the damper mechanism 130 is not operating), the solenoid valve 134 is closed, and when the damper mechanism 130 is operating, the solenoid valve 134 is opened. When the damper mechanism 130 is activated, the damper chamber 40 is activated, and the pulsation due to the brake oil pressure is absorbed via the damper member 42. By using the damper mechanism 130 having such a configuration, the same operation and effect as those of the damper mechanism 30 of the present embodiment can be obtained. In addition, it is possible to realize a simpler configuration in which the number of installed solenoid valves is reduced.
[0033]
(C) In the above embodiment, the case where the damper mechanism 30 is operated based on the rotor thickness difference δ between the disk rotors 4b and 5b has been described, but the damper mechanism 30 is operated based on other information. Is also good. For example, it is possible to use a configuration in which a pressure sensor (brake oil pressure sensor) for detecting a brake oil pressure is installed in the pipeline T1 in FIG. 2, and the damper mechanism 30 is operated based on a value measured by the pressure sensor. Specifically, for example, the pressure fluctuation width detected by the pressure sensor is compared with a predetermined allowable fluctuation width. Then, when the detected pressure fluctuation width is larger than the allowable fluctuation width, it is determined that the disk rotor has a predetermined thickness deviation. In this case, a closing signal is output to the solenoid valve 33 and an opening signal is output to the solenoid valves 34 and 35. Such an embodiment employs a configuration in which a sensor is installed in the piping of the hydraulic circuit, so that it is hardly affected by the external environment when measuring the brake oil pressure, and the control can be performed with high reliability. There is.
[0034]
(D) In the above embodiment, the rotor thickness difference detection sensors 14 and 15 are configured using optical displacement sensors. However, the measurement principle is not limited to the optical type, and may be changed as necessary. Sensors using other measurement principles can be used.
[0035]
【The invention's effect】
As described above, according to the present invention, it is possible to realize a vibration suppression technique for a vehicle brake that is effective for suppressing vibration without deteriorating the feel of the brake.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle brake device 100 according to the present embodiment.
FIG. 2 is a schematic diagram showing an arrangement of a rotor thickness difference detection sensor 14 in FIG.
FIG. 3 is a hydraulic circuit diagram of the ABS actuator 20 in FIG.
FIG. 4 is an enlarged view of a portion A in FIG. 3, showing a state where the damper mechanism 30 is not operated.
5 is an enlarged view of a portion A in FIG. 3 and shows a state when a damper mechanism 30 is operated.
FIG. 6 shows a flowchart of a vibration suppression process.
FIG. 7 shows an example in which a damper chamber 140 of another embodiment is used for the damper chamber 40 of the present embodiment.
FIG. 8 shows an example in which a damper mechanism 130 of another embodiment is used for the damper mechanism 30 of the present embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Brake pedal 3 ... Master cylinder 4a, 5a, 6a, 7a ... Wheel cylinder 4b, 5b ... Disc rotor 9 ... Brake pad 10 ... ABS computer 14, 15 ... Rotor thickness difference detection sensor 20 ... ABS actuator 30 ... Damper mechanism 31: Main hydraulic path (first hydraulic path)
32: bypass hydraulic path (second hydraulic path)
33, 34, 35 ... electromagnetic valve 40 ... damper chamber 42 ... damper member 100 ... vehicle brake device

Claims (3)

A disk brake and a vehicle brake vibration suppression device that suppresses vibration generated in a vehicle brake having a hydraulic circuit that applies a brake oil pressure to a brake pad corresponding to the disk rotor,
The disc rotor has a thickness deviation information detecting means for detecting information related to the thickness deviation, and a hydraulic pressure absorbing means for absorbing pulsation due to the brake hydraulic pressure,
The hydraulic pressure absorbing means includes first and second hydraulic paths connectable to the hydraulic circuit, a switching valve capable of switching connection of the first hydraulic path or the second hydraulic path to the hydraulic circuit, It is configured using damper means installed on any one of the hydraulic paths,
A vibration suppression device for a vehicle brake, wherein an operation of the switching valve is controlled based on information detected by the uneven thickness information detection means. The vehicle brake vibration suppression device according to claim 1,
The vibration suppression device for a vehicle brake, wherein the uneven thickness information detecting means is configured using a rotor thickness difference detection sensor that detects information on a rotor thickness difference in the disk rotor. The vehicle brake vibration suppression device according to claim 1,
A vibration suppression device for a vehicle brake, wherein the uneven thickness information detection means is configured using a brake oil pressure sensor that detects information on a change in brake oil pressure in the oil pressure circuit.

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