CN113544025A

CN113544025A - Brake control device

Info

Publication number: CN113544025A
Application number: CN202080019753.0A
Authority: CN
Inventors: 丸尾亮平
Original assignee: Hitachi Astemo Ltd
Current assignee: Hitachi Astemo Ltd
Priority date: 2019-03-08
Filing date: 2020-01-30
Publication date: 2021-10-22
Also published as: DE112020001121T5; WO2020183964A1; JP2020142749A; JP7100599B2

Abstract

The reservoir chamber for collecting and storing the brake fluid leaking to the cam chamber is constituted by a stroke simulator unit which is a separate unit connected to the hydraulic unit.

Description

Brake control device

Technical Field

The present invention relates to a brake control device.

Background

Patent document 1 discloses a brake control device in which a recess is provided in a front plate of a motor in a hydraulic unit including a pump driven by the motor, and the recess is used as a reservoir for storing brake fluid leaking from the pump.

Documents of the prior art

Patent document

Patent document 1: japanese patent No. 5353139

Disclosure of Invention

Technical problem to be solved by the invention

However, in the above-described patent document 1, since the reservoir chamber is provided inside the hydraulic unit, there is a possibility that the hydraulic unit may be increased in size when the reservoir chamber having a large capacity is required.

An object of the present invention is to provide a brake control device capable of ensuring the capacity of a reservoir chamber and suppressing an increase in the size of a hydraulic unit.

Technical solution for solving technical problem

In the brake control device according to the embodiment of the present invention, the hydraulic cylinder unit, which is a separate unit connected to the hydraulic unit, constitutes a reservoir chamber for collecting and storing the brake fluid leaking into the reservoir chamber.

Therefore, according to the brake control device in one embodiment of the present invention, the capacity of the reservoir chamber can be secured, and the increase in size of the hydraulic unit can be suppressed.

Drawings

Fig. 1 is a configuration diagram of a brake control device 1 according to embodiment 1.

Fig. 2 is a right side view of the brake control device 1 of embodiment 1.

Fig. 3 is a cross-sectional view taken along line S3-S3 in fig. 2 and showing the brake control device 1 according to embodiment 1.

Fig. 4 is a perspective view of the stroke simulator housing 70 of embodiment 1 as viewed from above in the vertical direction in the vehicle-mounted state.

Fig. 5 is a perspective view of the brake control device 200 according to embodiment 2 as viewed from a lower side in a vertical direction in a vehicle-mounted state.

Fig. 6 is a cross-sectional view of the brake control device 201 according to embodiment 3, taken along the line S3-S3 in fig. 2.

Fig. 7 is a cross-sectional view taken along line S3-S3 in fig. 2 and showing the brake control device 202 according to embodiment 4.

Fig. 8 is a cross-sectional view taken along the line S3-S3 in fig. 2 and showing the brake control device 203 according to embodiment 5.

Fig. 9 is a configuration diagram of a brake control device 204 according to embodiment 6.

Detailed Description

[ embodiment mode 1 ]

The brake control device 1 may be mounted on a general vehicle including only an internal combustion engine (engine) as a prime mover for driving the wheels FL to RR, or may be mounted on a hybrid vehicle including an electric motor (generator) in addition to the internal combustion engine, an electric vehicle including only an electric motor, or the like. The brake control device 1 is provided on each wheel (front left wheel FL, front right wheel FR, rear left wheel RL, and rear right wheel RR) and includes a disc brake that operates in accordance with the hydraulic pressure of a wheel cylinder (braking force applying portion) 2. The brake control device 1 adjusts the hydraulic pressure of the wheel cylinder 2 to apply braking force to each of the wheels FL to RR. The brake control device 1 includes two brake pipes (a first P system and a second S system). The brake pipe form is, for example, an X pipe form. Hereinafter, in the case of distinguishing a component corresponding to a first system (hereinafter, referred to as a P system) from a component corresponding to a second system (hereinafter, referred to as an S system), a subscript P, S is marked at the end of the reference numeral. When the members corresponding to the wheels FL to RR are distinguished, subscripts a to d are given to the ends of the reference numerals.

The brake control device 1 has a master cylinder unit a, a stroke simulator unit (hydraulic cylinder unit) B, and a hydraulic unit C. Each cell A, B, C is provided in an engine room isolated from the cab of the vehicle. The master cylinder unit a and the hydraulic unit C are connected to each other via a first pipe 101, a second pipe 102, and an intake pipe 103. The hydraulic unit C and the stroke simulator unit B are integrally provided and connected via a plurality of fluid paths. The hydraulic unit C and the wheel cylinder 2 are connected via a wheel cylinder pipe 104.

The master cylinder unit a has a brake pedal 3, a push rod 4, a master cylinder housing 50, a master cylinder 5, and a circulation groove 6.

The brake pedal 3 is a brake operation member that receives a brake operation input from the driver. The push rod 4 makes a stroke in accordance with the operation of the brake pedal 3. The master cylinder 5 generates a brake hydraulic pressure (master cylinder hydraulic pressure) by the stroke amount operation of the push rod 4.

The master cylinder housing 50 is a housing that houses the master cylinder 5 therein. The master cylinder 5 supplies brake fluid from the circulation tank 6. The master cylinder 5 is of a tandem type, and has a primary piston 51P and a secondary piston 51S that stroke in accordance with the stroke of the push rod 4. The

pistons

51P, 51S are arranged in series along the axial direction of the push rod 4. The master piston 51P is connected to the push rod 4. The second piston 51S is a free piston type. A stroke sensor 60 is installed in the master cylinder 5. The stroke sensor 60 detects the stroke amount of the master piston 51P as the pedal stroke amount of the brake pedal 3.

The stroke simulator unit B has a stroke simulator housing (second housing) 70 and a stroke simulator (hydraulic cylinder portion) 7. The stroke simulator case 70 is a housing that houses the stroke simulator 7 therein, and is formed by aluminum casting. The stroke simulator 7 operates in accordance with the driver's brake operation. The stroke simulator 7 generates a pedal stroke by flowing in the brake fluid flowing out from the interior of the master cylinder 5 in accordance with the brake operation by the driver. The piston 71 of the stroke simulator 7 is moved in the axial direction within the cylinder portion 72 against the urging force of the spring 73 by the brake fluid supplied from the master cylinder 5. Thus, the stroke simulator 7 generates an operation reaction force corresponding to the brake operation of the driver.

The hydraulic pressure unit C can apply braking force to each of the wheels FL to RR independently of the braking operation by the driver. The hydraulic unit C receives supply of brake fluid from the master cylinder 5 and the circulation tank 6. The hydraulic unit C is provided between the master cylinder 5 and the wheel cylinders 2. The hydraulic unit C has a hydraulic unit housing (first housing) 80, a motor 211, a pump 21, and a plurality of electromagnetic valves (shut-off valves 12 and the like). The hydraulic unit case 80 houses the pump 21 and a plurality of electromagnetic valves (shut-off valves 12 and the like) therein. The motor 211 drives the pump 21. The motor 211 is, for example, a brushed motor. The motor 211 is fixed to the front surface of the hydraulic unit housing 80. The pump 21 sucks the brake fluid from the circulation tank 6 and discharges the brake fluid to the wheel cylinder 2. The pump 21 is a five-cylinder plunger pump. The motor 211 is, for example, a brushed motor. The shutoff valve 12 and the like are opened and closed in response to a control signal, and the flow of brake fluid is controlled by switching the communication state of the fluid path 11 and the like. The hydraulic unit C pressurizes the wheel cylinder 2 by the brake hydraulic pressure generated by the pump in a state where the communication between the master cylinder 5 and the wheel cylinder 2 is blocked. The hydraulic unit C also has hydraulic pressure sensors 35-37 for detecting the hydraulic pressures at various locations.

The control unit 9 controls the operations of the pump 21 and the plurality of electromagnetic valves (the shut-off valve 12 and the like). The control unit 9 inputs information (wheel speed, etc.) relating to the running state, which is transmitted from the vehicle side, in addition to the detection values transmitted from the stroke sensor 60 and the hydraulic pressure sensors 35 to 37. The control unit 9 performs information processing according to a built-in program based on the various kinds of information input, and calculates the target wheel cylinder hydraulic pressure of the wheel cylinder 2. The control unit 9 outputs a command signal to each actuator of the hydraulic unit C so that the wheel cylinder hydraulic pressure of the wheel cylinder 2 becomes the target wheel cylinder hydraulic pressure. Various brake controls (power boost control, Antilock Brake System (ABS), brake control for vehicle motion control, automatic brake control, regenerative cooperative brake control, and the like) can be realized thereby. The boosting control boosts the brake operation by generating a brake fluid pressure that is insufficient for the driver's brake depression force to be generated. The anti-lock control suppresses the brake slip (lock tendency) of each of the wheels FL to RR. The vehicle motion control is vehicle behavior stabilization control for preventing a side slip or the like. The automatic braking control is a preceding vehicle tracking control or an automatic emergency braking. The regenerative cooperative braking control controls the wheel cylinder hydraulic pressure in coordination with the regenerative braking to achieve the target deceleration.

Both

pistons

51P, 51S of the master cylinder 5 are housed in a cylinder portion 54 having a cylindrical inner peripheral surface. The cylinder portion 54 is a part of the master cylinder housing 50. A first hydraulic chamber 52P is defined between the

pistons

51P, 51S of the master cylinder 5. The first hydraulic chamber 52P is provided with a compression coil spring 53P. A second hydraulic chamber 52S is defined between the second piston 51S and a bottom portion 541 formed in the cylinder portion 54 of the master cylinder housing 50. A compression coil spring 53S is provided in the second hydraulic chamber 52S. The first hydraulic chamber 52P is connected to the first pipe 101 via the first port 55, and the second hydraulic chamber 52S is connected to the second pipe 102 via the second port 56. The first pipe 101 and the second pipe 102 are connected to the fluid path (connecting fluid path) 11 via a master cylinder port 88 formed in the hydraulic unit case 80.

The master cylinder 5 strokes the piston 51 in accordance with the depression operation of the brake pedal 3 by the driver, and generates a master cylinder hydraulic pressure in accordance with a decrease in the volume of the hydraulic pressure chamber 52. Almost the same master cylinder hydraulic pressure is generated in the two

hydraulic chambers

52P, 52S. Thereby, the brake fluid is supplied from the hydraulic pressure chamber 52 to the wheel cylinder 2 via the fluid passage 11. The master cylinder 5 pressurizes the

wheel cylinders

2a and 2d of the P system via the fluid passages of the P system (the first pipe 101, the fluid passage 11P, and the

wheel cylinder pipes

104a and 104d) by the master cylinder hydraulic pressure generated in the first hydraulic chamber 52P. The master cylinder 5 pressurizes the

wheel cylinders

2b and 2c of the S system via the fluid passages of the S system (the second pipe 102, the fluid passage 11S, and the

wheel cylinder pipes

104b and 104c) by the master cylinder hydraulic pressure generated in the second hydraulic chamber 52S.

The stroke simulator 7 has a cylinder 72, a piston 71, a spring 73, and a damper 74. The cylinder 72 is a part of the stroke simulator housing 70, and has a cylindrical inner peripheral surface. The cylinder portion 72 includes a piston housing portion 721 and a damper housing portion 722. The piston housing portion 721 is smaller in diameter than the damper housing portion 722. The back pressure port 791 opens in the inner peripheral surface of the damper housing portion 722. The back pressure port 791 is connected to the back pressure port 82 of the hydraulic unit C. The piston 71 is movable in the axial direction inside the piston housing. The piston 71 separates the inside of the cylinder 72 into a positive pressure chamber 711 and a back pressure chamber 712. The positive pressure liquid passage 792 opens to the positive pressure chamber 711. The positive pressure fluid passage 792 is connected to the positive pressure port 81 of the hydraulic unit C. The back pressure port 791 opens to the back pressure chamber 712 as described above. A piston seal 75 is provided on the outer periphery of the piston 71. The piston seal 75 is in sliding contact with the outer peripheral surface of the piston 71, and seals between the inner peripheral surface of the piston housing portion 721 and the outer peripheral surface of the piston 71. The piston seal 75 is a separate seal member that seals and separates the front pressure chamber 711 and the back pressure chamber 712 in a liquid-tight manner, and secures the function of the piston 71.

The spring 73 is a compression coil spring, and pushes the piston 71 from the back pressure chamber 712 side to the positive pressure chamber 711 side. The spring 73 generates a reaction force in accordance with the amount of compression. The spring 73 is disposed between the piston 71 and the holding member 78. The damper 74 is an elastic member such as rubber, and has a cylindrical shape. The damper 74 is provided opposite to the holding member 78 at the plug member 76 that closes the damper housing 722.

The stroke simulator 7 causes the brake fluid to flow into the positive pressure chamber 711 in response to the brake operation by the driver, and if a predetermined or more fluid pressure (master cylinder fluid pressure) acts on the pressure receiving surface of the piston 71 in the positive pressure chamber 711, the piston 71 moves toward the back pressure chamber 712 while contracting the spring 73. At this time, the volume of the back pressure chamber 712 is reduced while the volume of the positive pressure chamber 711 is increased. Thus, the brake fluid flowing out of the first hydraulic pressure chamber 52P flows into the interior of the positive pressure chamber 711, and the brake fluid flows out of the back pressure chamber 712, so that the brake fluid in the back pressure chamber 712 is discharged. At this time, if the spring 73 is compressed by a predetermined amount or more, the damper 74 is sandwiched between the plug member 76 and the holding member 78 and is elastically deformed. This alleviates the shock and can adjust the relationship (characteristic) between the pedal depression force (pedal reaction force) and the pedal stroke. Therefore, the tactile sensation of the brake operation is improved. If the pressure in the positive pressure chamber 711 is reduced to less than a predetermined level, the piston 71 is returned to the initial position by the biasing force (elastic force) of the spring 73.

The hydraulic unit case 80 has a plurality of fluid paths (the fluid path 11, etc.) inside. The liquid path 11P branches into a liquid path 11a and a liquid path 11d, and is connected to

wheel cylinder pipes

104a and 104 d. The liquid path 11S is branched into a liquid path 11b and a liquid path 11c, and is connected to

wheel cylinder pipes

104b and 104 c. The shut-off valve 12 is a normally open (closed in a non-energized state) electromagnetic proportional valve provided in the liquid passage 11. The electromagnetic proportional valve can be opened at an arbitrary opening degree in accordance with the current supplied to the electromagnetic coil. The fluid passage 11 is separated into a fluid passage 11A on the master cylinder 5 side and a fluid passage 11B on the wheel cylinder 2 side by a shut-off valve 12.

The electromagnetic input valve 13 is a normally open type electromagnetic proportional valve provided corresponding to each of the wheels FL to RR on the side (the fluid passages 11a to 11d) closer to the wheel cylinder 2 than the shut-off valve 12 in the fluid passage 11. The liquid passage 11 is provided with a bypass liquid passage 14 that bypasses the electromagnetic input valve 13. The bypass fluid path 14 is provided with a check valve 15 that allows only the brake fluid to flow from the wheel cylinder 2 side to the master cylinder 5 side.

The suction pipe 103 connects the circulation tank 6 to the internal reservoir 17 formed in the hydraulic unit case 80. The liquid path 18 connects the internal reservoir 17 to the suction side of the pump 21. The liquid passage 19 connects the discharge side of the pump 21 and the shut-off valve 12 and the solenoid input valve 13 in the liquid passage 11B. The liquid path 19 branches into a liquid path 19P of a P system and a liquid path 19S of an S system. The

liquid paths

19P and 19S are connected to the

liquid paths

11P and 11S. The two

liquid paths

19P and 19S function as communication paths for connecting the

liquid paths

11P and 11S to each other. The communication valve 20 is a normally closed (closed in a non-energized state) two-position valve provided in the liquid passage 19. The on/off valve is switched between two states in accordance with the current supplied to the solenoid.

The pump 21 generates a wheel cylinder fluid pressure by generating a fluid pressure in the fluid path 11 by the brake fluid supplied from the circulation tank 6. The pump 21 is connected to the wheel cylinders 2a to 2d via the liquid path 19 and the

liquid paths

11P and 11S, and pressurizes the wheel cylinder 2 by discharging brake liquid to the liquid path 19.

The liquid path 22 connects the branch point of the two

liquid paths

19P and 19S and the liquid path 23. The pressure regulating valve 24 is provided in the liquid path 22. The pressure regulating valve 24 is a normally open type electromagnetic proportional valve. The fluid passage 23 connects the internal reservoir 17 and the wheel cylinder 2 side with respect to the electromagnetic input valve 13 in the fluid passage 11B. The electromagnetic output valve 25 is a normally closed on/off valve provided in the liquid passage 23.

The liquid passage 26 branches from the liquid passage 11A of the P system and is connected to the positive pressure port 81.

The liquid path 27 is connected to the liquid path 11P (11A) and the back pressure port 82. Specifically, the liquid passage 27 branches from between the shutoff valve 12P and the electromagnetic input valve 13 in the liquid passage 11P (11B) and is connected to the back pressure port 82.

The stroke simulator input valve 28 is a normally closed on-off type two-position valve provided in the liquid passage 27. The liquid passage 27 is separated into a liquid passage 27A on the back pressure chamber 712 side and a liquid passage 27B on the liquid passage 11 side by the stroke simulator input valve 28. A bypass fluid passage 29 bypasses the stroke simulator input valve 28 and is provided in parallel with the fluid passage 27. The bypass flow path 29 connects the flow path 27A and the flow path 27B. A shunt check valve 30 is provided in the liquid passage 29. The check valve 30 allows the brake fluid in the liquid passage 27A to flow to the liquid passage 11(27B) side, and suppresses the brake fluid from flowing in the opposite direction.

The fluid passage 31 connects the back pressure chamber 712 of the stroke simulator 7 and the fluid passage 23. The stroke simulator output valve 32 is a normally closed on/off valve provided in the liquid passage 31. The bypass flow path 33 bypasses the stroke simulator output valve 32 and is provided in parallel with the flow path 31. The bypass liquid passage 33 is provided with a check valve 34 that allows the brake liquid on the liquid passage 23 side toward the back pressure chamber 712 side to flow and suppresses the brake liquid in the opposite direction.

A master cylinder hydraulic pressure sensor 35 that detects the hydraulic pressure (master cylinder hydraulic pressure) at this point is provided between the cut-off valve 12P and the master cylinder 5 in the liquid path 11P (the liquid path 11A). A wheel cylinder hydraulic pressure sensor (P system pressure sensor, S system pressure sensor) 36 that detects the hydraulic pressure (wheel cylinder hydraulic pressure) in the fluid passage 11 is provided between the cut-off valve 12 and the electromagnetic input valve 13. A discharge pressure sensor 37 for detecting the fluid pressure (pump discharge pressure) at the discharge side of the pump 21 in the fluid passage 19 and the communication valve 20 is provided.

In the state where the cut-off valve 12 is closed, the brake system (fluid path 11) connecting between the hydraulic chamber 52 of the master cylinder 5 and the wheel cylinders 2 constitutes a first system. The first system can realize pedal force braking (non-boosting control) by generating a wheel cylinder hydraulic pressure using a master cylinder hydraulic pressure generated by a pedal force. On the other hand, in a state where the shut-off valve 12 is closed, a second system is constituted by a brake system (the fluid path 19, the fluid path 22, the fluid path 23, and the like) including the pump 21 and connecting between the circulation tank 6 and the wheel cylinder 2. This second system is configured to generate a wheel cylinder hydraulic pressure by using the hydraulic pressure generated by the pump 21, that is, to constitute a brake-by-wire apparatus, and is capable of realizing a boosting control or the like as a brake-by-wire control. During the brake-by-wire control, the stroke simulator 7 generates an operation reaction force in accordance with the brake operation of the driver.

Fig. 2 is a right side view of the brake control device 1 according to embodiment 1, and fig. 3 is a cross-sectional view of fig. 2 along line S3-S3 showing the brake control device 1 according to embodiment 1.

The hydraulic unit case 80 is a frame body formed in a substantially rectangular parallelepiped shape by aluminum forging or the like. The motor housing 2110 is bolted to the front surface (first surface) 801 of the hydraulic unit case 80. The motor housing 2110 houses the motor 211 therein. The control unit housing 90 is bolted to the back side 802 of the hydraulic unit housing 80. The control unit case 90 internally houses the control unit 9. The upper surface 803 of the hydraulic unit housing 80 mounts the adapter 105 which connects to the internal reservoir 17. The stroke simulator housing 70 is mounted on the lower face (second face) 804 of the hydraulic unit housing 80. Fig. 4 is a perspective view of the stroke simulator housing 70 of embodiment 1 as viewed from the upper side in the vertical direction in the vehicle-mounted state, and the stroke simulator housing 70 is coupled and fixed to the hydraulic unit housing 80 by two screws (fixing members) 106, 106. The lower portion of the screw 106 is fixed to the vehicle via an insulator not shown. The hydraulic unit case 80 is mounted on the vehicle with the upper surface 803 directed upward in the vertical direction (the direction of gravity). Therefore, the stroke simulator 7 is disposed so as to extend in the horizontal direction in a state of being mounted on the vehicle (hereinafter referred to as a vehicle-mounted state).

A cam chamber (housing chamber) 107 extending in the direction of the rotation axis O of the motor 211 and opening on the front surface 801 is provided in the hydraulic unit case 80. The center of the cam chamber 107 is on the rotation axis O when viewed from the direction of the rotation axis O. The cam chamber 107 houses a camshaft (shaft) 108. The camshaft 108 is rotationally driven about the rotation axis O by a motor 211. The outer periphery of the camshaft 108 is provided as a cam bearing of the eccentric cam 1081. The rotation axis of the eccentric cam 1081 is eccentric with respect to the rotation axis O. The hydraulic unit housing 80 forms five cylinder receiving holes 109. The cylinder receiving holes 109 are arranged two on the right side surface 805, two on the left side surface 806, and one on the lower surface 804 of the hydraulic unit case 80, and are arranged at equal intervals in the direction (circumferential direction) around the rotation axis O. Each cylinder receiving hole 109 is connected to the cam chamber 107. Each cylinder receiving hole 109 receives a plunger pump 110 constituting the pump 21. When the cam shaft 108 rotates, the plunger 1100 abutting the outer periphery of the eccentric cam 1081 in each plunger pump 110 reciprocates in the direction orthogonal to the rotation axis O, and the pump 21 sucks and discharges the brake fluid. An annular low-pressure seal portion 1101 is provided between the outer periphery of the plunger 1100 and the inner periphery of the cylinder receiving hole 109. The low pressure seal portion 1101 suppresses the outflow of the brake fluid from the cylinder housing hole 109 to the cam chamber 107.

The stroke simulator housing 70 has a coupling portion 701 for fixing the stroke simulator housing 70 to the hydraulic unit housing 80, in addition to the cylinder portion 72. The coupling portion 701 is positioned above the cylinder portion 72 in the vehicle-mounted state, and has a shape connecting the cylindrical cylinder portion 72 and the flat lower surface 804. The coupling portion 701 is vertically overlapped (overlapped) with the cylinder portion 72 in the vehicle-mounted state. The coupling portion 701 has a flat abutment surface 7011 that abuts the lower surface 804. The coupling portion 701 has a first liquid storage portion 702 as a recess opened in the abutment surface 7011 therein. The abutment surface 7011 is provided so as to surround the periphery of the first liquid storage portion 702. The abutment surface 7011 and the lower surface 804 abut via the annular seal member 112. The seal member 112 is provided in an annular groove 7010 provided in the abutment surface 7011. The sealing member 112 is, for example, an O-ring, a gasket made of a relatively soft metal material, a sheet-like rubber, a filler made of a resin material, or the like. The interior of the first reservoir 702 is filled with the lower surface 804 to form the reservoir 111. The lower end of a discharge passage formed in the hydraulic unit case 80 is open in the reservoir 111. The upper end of the discharge liquid path opens into the cam chamber 107. The brake fluid leaking into the cam chamber 107 in accordance with the operation of the pump 21 passes through the discharge fluid path by its own weight and is stored in the reservoir chamber 111. The reservoir 111 has a capacity to store several tens cc of brake fluid. The coupling portion 701 has two ridge portions 7012 extending vertically in the vehicle-mounted state. Each ridge 7012 has a through hole 7013 that passes through the screw 106. The center of each through hole 7013 substantially coincides with the positions of both ends of the first liquid storage portion 702 in the axial direction of the stroke simulator 7. Therefore, when the stroke simulator housing 70 is fixed to the hydraulic unit housing 80 by the two screws 106, the two

screws

106, 106 are disposed so as to sandwich the first reservoir 702.

Next, the operation and effect of embodiment 1 will be explained.

In a brake control device for boosting brake fluid by a motor-driven plunger pump, if the pump is operated, the brake fluid leaks from a low-pressure seal portion to a cam chamber. If the brake fluid leaking into the cam chamber enters the motor or the control unit, smoke or fire may be generated, and the brushes may be significantly worn, which may cause a decrease in reliability or deterioration in durability. Therefore, in the conventional brake device, a reservoir chamber for collecting and storing the brake fluid leaking to the cam chamber is provided in the hydraulic unit case.

Here, in a brake control device used in ABS (antilock brake system) or ESC (sideslip prevention device), since the operating frequency of a pump is relatively small, the capacity required for a reservoir is sufficient to be about 2 to 3 cc. On the other hand, in the case where the operation frequency of the pump is high or the pump is made to have a large air cylinder by reducing pulsation, like a brake control device used in a brake-by-wire system or automatic emergency braking, a large amount of brake fluid leaks out, and therefore a reservoir having a larger capacity (several tens cc) is required.

However, the interior of the hydraulic unit houses a pump, a plurality of constituent members called solenoid valves, and a plurality of oil passages. Therefore, when the capacity of the reservoir chamber is increased, the hydraulic unit may be increased in size and weight. Further, the case where the large-capacity reservoir is provided inside the hydraulic unit becomes a factor of significantly reducing the oil passage design.

Therefore, in the brake control device 1 according to embodiment 1, the reservoir chamber 111 for collecting and storing the brake fluid leaking to the cam chamber 107 is configured by the stroke simulator unit B which is a separate unit connected to the hydraulic unit C. Accordingly, since it is not necessary to provide a large-capacity reservoir inside the hydraulic unit C, the capacity of the reservoir 111 can be secured, and the increase in size of the hydraulic unit C can be suppressed. In addition, the reduction of the oil passage design can be suppressed.

The hydraulic unit case 80 has a lower surface 804, the stroke simulator case 70 has a contact surface 7011, and the reservoir chamber 111 is configured by contacting the lower surface 804 and the contact surface 7011. Therefore, since external piping for connecting the hydraulic unit case 80 and the stroke simulator case 70 is not required, simplification and miniaturization of the structure are facilitated.

The reservoir 111 is provided in the stroke simulator housing 70, and has a first reservoir 702 opened to the contact surface 7011. Therefore, by providing the first reservoir 702, which is a space for storing brake fluid, on the stroke simulator unit B side, it is possible to further suppress an increase in size of the hydraulic unit case 80.

The first reservoir 702 is disposed at a coupling portion 701 provided in the stroke simulator housing 70 in order to fix the stroke simulator housing 70 to the hydraulic unit housing 80. When the substantially cylindrical cylinder portion 72 is fixedly coupled to the hydraulic unit case 80, the contact surface 7011 needs to be a flat surface, and becomes an extra portion except for a liquid path communicating with the stroke simulator 7 and the coupling portion. Therefore, by forming the first reservoir 702 by removing the excess portion in the coupling portion 701, the weight of the stroke simulator housing 70 can be reduced, and a sufficient capacity of the reservoir 111, which has been a conventionally available dead space, that is, an excess portion, can be secured. Further, since the stroke simulator housing 70 is formed by aluminum casting, the raw material cost for forming the recess portion, that is, the (removed) portion of the first reservoir 702 can be reduced.

The coupling portion 701 and the cylinder portion 72 of the stroke simulator 7 are disposed to overlap in the vertical direction in the vehicle-mounted state. That is, since the coupling portion 701 and the cylinder portion 72 overlap in the vertical direction, even in the case where the first liquid reservoir portion 702 is provided inside the coupling portion 701, an increase in the size of the brake control apparatus 1 in the vertical direction can be suppressed.

The two

screws

106, 106 for fixing the stroke simulator housing 70 to the hydraulic unit housing 80 are disposed at positions on both ends of the first reservoir 702 in the axial direction of the stroke simulator 7. That is, the two

screws

106, 106 are disposed so as to sandwich the first reservoir 702. Therefore, since the coupling force of the two

screws

106, 106 acts uniformly around the first reservoir 702, the liquid tightness between the reservoir 111 and the outside can be improved.

The lower surface 804 and the abutment surface 7011 abut via the seal member 112. Therefore, the liquid-tightness between the reservoir 111 and the outside can be further improved, and leakage of brake fluid from the reservoir 111 to the outside and intrusion of water, contaminants, and the like from the outside into the reservoir 111 can be suppressed.

The stroke simulator unit B is disposed so as to extend in the horizontal direction in the vehicle-mounted state. That is, the stroke simulator unit B is mounted on the vehicle so that the axial direction of the stroke simulator 7 extends in the horizontal direction. Therefore, in the vehicle-mounted state, the projected area of the stroke simulator unit B when viewed from the horizontal direction can be reduced. The stroke simulator unit B is disposed below the hydraulic unit C in the vehicle-mounted state. Therefore, the dimension in the width direction (horizontal direction) can be reduced by minimizing the projected area in the vertical direction of the stroke simulator unit B and the hydraulic unit C.

[ embodiment 2 ]

Since the basic configuration of embodiment 2 is the same as that of embodiment 1, only the differences from embodiment 1 will be described.

The hydraulic unit housing 80 has a second reservoir 83 which is a recess opened at the lower surface 804. The second reservoir 83 is disposed so as to overlap the first reservoir 702 when viewed in the vertical direction in the vehicle-mounted state. The second reservoir 83 and the first reservoir 702 together constitute the reservoir 111. Therefore, in embodiment 2, the capacity of the reservoir 111 can be increased only in the second reservoir 83.

[ embodiment 3 ]

Since the basic configuration of embodiment 3 is the same as that of embodiment 1, only the differences from embodiment 1 will be described.

Fig. 6 is a cross-sectional view taken along line S3-S3 in fig. 2 showing the brake control device 201 according to embodiment 3.

The lower surface 804 of the hydraulic unit case 80 and the contact surface 7011 of the stroke simulator case 70 are in contact with each other via an annular seal member 113. The seal member 113 is provided in an annular groove 8041 provided in the lower surface 804. The sealing member 113 is, for example, an O-ring, a gasket made of a relatively soft metal material, a sheet-like rubber, a filler made of a resin material, or the like.

The hydraulic unit case 80 has two concave portions, i.e.,

second reservoir portions

84 and 85, which are open to the lower surface 804. The second

liquid reservoir portions

84, 85 are disposed inside the seal member 113 and arranged in the direction from the left side 806 side to the right side 805 side when viewed in the vertical direction in the vehicle-mounted state. The abutment surface 7011 is formed flat. The insides of the

second reservoir portions

84 and 85 are filled with the abutted surfaces 7011 to form

reservoir chambers

114 and 115. The lower end of the discharge liquid passage 38 opens to the second reservoir 84. The upper end of the discharge liquid passage 38 opens to the cam chamber 107. The second reservoir 85 also communicates with the cam chamber 107 via a discharge liquid path outside the figure.

In a conventional brake control device, a reservoir chamber is formed by sealing an opening of a reservoir portion formed in a hydraulic unit case with a plug or the like. In contrast, in the

reservoir chambers

114 and 115 according to embodiment 3, the

second reservoir portions

84 and 85 are sealed by the contact surface 7011 of the stroke simulator housing 70. Therefore, the

liquid reservoirs

114 and 115 can have a large capacity without requiring only the insertion portion of the plug. That is, the capacity of the

second reservoir

84, 85 can be used flexibly to the maximum extent. Further, since the plug and the insertion step thereof are not required, the number of parts and the cost can be reduced.

[ embodiment 4 ]

Since the basic configuration of embodiment 4 is the same as that of embodiment 1, the description will be given of a portion different from embodiment 1.

Fig. 7 is a cross-sectional view taken along line S3-S3 in fig. 2 showing the brake control device 202 according to embodiment 4.

The stroke simulator housing 70 is coupled and fixed to a right side surface (second surface) 805 of the hydraulic unit housing 80 by a plurality of screws (not shown).

The hydraulic unit case 80 has two concave portions, i.e.,

second reservoir portions

86 and 87, which are open on the right side surface 805. The

second reservoir portions

86 and 87 are disposed so that the inner side of the seal member 112 overlaps the first reservoir portion 702 when viewed in the horizontal direction in the vehicle-mounted state, and are aligned in the direction from the upper surface 803 side to the lower surface 804 side. The

second reservoir portions

86, 87 constitute the reservoir 116 together with the first reservoir portion 702. The lower end of the discharge liquid path 39 opens into the second reservoir 87. The upper end of the discharge liquid passage 39 opens into the cam chamber 107.

The stroke simulator unit B according to embodiment 4 is disposed so as to extend in the vertical direction in the vehicle-mounted state. That is, the stroke simulator unit B is mounted on the vehicle such that the axial direction of the stroke simulator 7 extends in the vertical direction. Therefore, the projected area of the stroke simulator unit B when viewed from the upper side in the vertical direction can be reduced. The stroke simulator unit B is disposed on the right side of the hydraulic unit C in the vehicle-mounted state. Therefore, the dimension in the height direction (vertical direction) can be reduced by minimizing the projected area in the horizontal direction (direction along the front surface 801 of the hydraulic unit case 80) of the stroke simulator unit B and the hydraulic unit C.

[ embodiment 5 ]

Since the basic configuration of embodiment 5 is the same as embodiment 4, only the differences from embodiment 4 will be described.

Fig. 8 is a cross-sectional view taken along the line S3-S3 in fig. 2 showing the brake control device 203 according to embodiment 5.

The stroke simulator unit B has a liquid storage part 79. The stroke simulator housing 70 houses a liquid storage member 79 inside thereof. The liquid storage member 79 is positioned below the plug member 76 in the vehicle-mounted state and is opened upward in the vertical direction. The liquid storage member 79 is internally filled with the plug member 76 to form a liquid storage chamber 117. The liquid storage member 79 has a plurality of radial liquid paths 793 connecting the liquid storage chamber 117 and the outer periphery. The radial fluid passage 793 communicates with a discharge port 794 formed in the stroke simulator housing 70. The discharge pipe 118 is connected to the discharge port 794. The discharge pipe 118 is connected to a discharge port 391 provided at the lower end of the discharge liquid passage 39 in the hydraulic unit case 80. That is, in the brake control device 203 according to embodiment 5, the hydraulic unit case 80 includes: a right side 805; an outlet port 391 connected to the cam chamber 107 and opened on the right side 805; the liquid reservoir 117 is a liquid reservoir 79 provided in the stroke simulator housing 70, and the liquid reservoir 79 and the discharge port 391 are connected by a discharge pipe 118. That is, since the liquid reservoir 117 is provided inside the stroke simulator unit B and the liquid reservoir 117 and the hydraulic unit case 80 are connected by an external pipe (discharge pipe 118), the restriction in designing the liquid reservoir 117 is reduced and the position and shape can be set relatively freely. Therefore, the design of the liquid reservoir 117 can be improved and the capacity can be increased.

[ embodiment 6 ]

Since the basic configuration of embodiment 6 is the same as that of embodiment 1, only the differences from embodiment 1 will be described.

The master cylinder unit (hydraulic cylinder unit) a and the hydraulic unit C are integrally provided. One surface 501 of the master cylinder housing (second housing) 50 that houses the master cylinder (hydraulic cylinder section) 5 abuts against one surface 89 of the hydraulic unit housing 80. The first port 55 and the second port 56 of the master cylinder unit a are directly connected to the

master cylinder ports

88P, 88S of the hydraulic unit C.

The master cylinder housing 50 has a reservoir portion 502 which is a recess opened on one surface 501. The interior of the reservoir portion 502 is filled with the one surface 89 of the hydraulic unit case 80 to form the reservoir 119. The reservoir 119 communicates with the cam chamber 107 via the discharge passage 40. Since the reservoir 119 is provided below the cam chamber 107 in the vertical direction, the brake fluid leaking into the cam chamber 107 passes through the discharge path 40 by its own weight and is stored in the reservoir 119.

In the brake control device 204 according to embodiment 6, the reservoir 119 for collecting and storing the brake fluid leaking into the cam chamber 107 is configured by the master cylinder unit a which is a separate unit connected to the hydraulic unit C. Accordingly, since it is not necessary to provide a large-capacity reservoir inside the hydraulic unit C, the capacity of the reservoir 119 can be secured, and the increase in size of the hydraulic unit C and the decrease in oil passage design can be suppressed.

[ other embodiments ]

While the embodiments for carrying out the present invention have been described above, the specific configurations of the present invention are not limited to the configurations of the embodiments, and design changes and the like that do not depart from the gist of the present invention are also included.

The pump is not limited to a plunger pump. For example, a gear pump or a gerotor pump.

The technical ideas obtained from the above-described embodiments are as follows.

In one aspect, the brake control device includes a hydraulic unit and a hydraulic cylinder unit, the hydraulic unit including: a motor; a first housing that houses a pump driven by the motor, the first housing including a first surface on which the motor is disposed, a housing chamber that extends from the first surface in a direction of a rotation axis of the motor and houses a shaft rotated by the motor, and a connection fluid path that is connected to a braking force application unit that applies a braking force to a wheel in response to a brake fluid pressure; the hydraulic cylinder unit includes: a second housing that constitutes a liquid storage chamber connected to the storage chamber; and a cylinder unit provided with a piston operated by the brake fluid flowing into the second housing.

In a more preferred aspect, according to the above aspect, the hydraulic cylinder portion is a stroke simulator.

In another preferred aspect, according to any one of the above aspects, the first housing has a second surface, the second housing has an abutment surface, and the reservoir is configured by abutment of the second surface and the abutment surface.

In still another preferred aspect, according to any one of the above aspects, the reservoir chamber is a first reservoir portion provided in the second housing, and the first reservoir portion is open to the contact surface.

In still another preferred aspect, according to any one of the above aspects, the first reservoir portion is disposed at a coupling portion provided at the second housing so as to fix the second housing to the first housing.

In still another preferred aspect, according to any one of the above aspects, the coupling portion and the cylinder portion of the stroke simulator are arranged to overlap.

In still another preferred aspect, according to any one of the above aspects, the brake control device includes: a first fixing member for fixing the second housing to the first housing; a second fixing member for fixing the second housing to the first housing; the first fixing member and the second fixing member are provided in a manner of sandwiching the first liquid storage portion.

In still another preferred aspect, according to any one of the above aspects, the reservoir is a second reservoir provided in the first housing, and the second reservoir has an opening on the second surface.

In still another preferred aspect, according to any one of the above aspects, the second surface and the abutment surface abut via a seal member.

In still another preferred aspect, according to any one of the above aspects, the stroke simulator is disposed so as to extend in a horizontal direction in a state of being mounted on a vehicle.

In still another preferred aspect, according to any one of the above aspects, the second surface is a lower surface in a state of being mounted on the vehicle.

In still another preferred aspect, according to any one of the above aspects, the stroke simulator is disposed so as to extend along a gravitational direction in a state of being mounted on a vehicle.

In still another preferred aspect, according to any one of the above aspects, the second surface is a side surface in a state of being mounted on the vehicle.

In still another preferred aspect, according to any one of the above aspects, the first housing has a second surface and an outlet connected to the storage chamber and opened to the second surface, the reservoir is a reservoir provided in the second housing, and the reservoir and the outlet are connected by a pipe.

In still another preferred aspect, the pump is a plunger pump, the eccentric cam is in contact with a plunger of the plunger pump, and the housing chamber is a cam chamber housing the eccentric cam.

In a further preferred aspect, according to any of the above aspects, the hydraulic cylinder portion is a master cylinder.

In still another preferred aspect, according to any one of the above aspects, the reservoir chamber has a reservoir portion provided in the second housing.

The present invention is not limited to the above embodiment, and includes various modifications. For example, the above embodiments are described in detail to facilitate understanding of the present invention, but are not limited to having all the configurations described. Moreover, a part of the configuration of one embodiment may be replaced with the configuration of another embodiment, and the configuration of one embodiment may be added to the configuration of another embodiment. Further, a part of the configuration of each embodiment can be added, deleted, or replaced with another configuration.

The present application claims priority based on japanese laid-open application No. 2019-042699 filed on 3, 8, 2019. The entire disclosure of japanese laid-open application No. 2019-042699, filed on 3/8/2019, including the specification, claims, drawings and abstract of the specification, is referred to and incorporated herein by reference in its entirety.

Description of the reference numerals

A B stroke simulator unit (hydraulic cylinder unit), a C hydraulic unit, FL to RR wheels, a 1 brake control device, a 7 stroke simulator (hydraulic cylinder unit), 11 fluid paths (connecting fluid paths), 21 pumps, a 70 stroke simulator housing (second housing), 71 pistons, an 80 hydraulic unit housing (first housing), a 107 cam chamber (housing chamber), a 108 camshaft (shaft), a 111 fluid reservoir, a 211 motor, a 801 front surface (first surface), and a 804 lower surface (second surface).

Claims

1. A brake control device, characterized in that,

comprises a hydraulic unit and a hydraulic cylinder unit,

the hydraulic unit has:

a motor;

a first housing that houses a pump driven by the motor, the first housing including a first surface on which the motor is disposed, a housing chamber that extends from the first surface in a direction of a rotation axis of the motor and houses a shaft rotated by the motor, and a connection fluid path that is connected to a braking force application unit that applies a braking force to a wheel in response to a brake fluid pressure;

the hydraulic cylinder unit includes:

a second housing that constitutes a liquid storage chamber connected to the storage chamber;

and a cylinder unit provided with a piston operated by the brake fluid flowing into the second housing.

2. The brake control apparatus according to claim 1,

the hydraulic cylinder section is a stroke simulator.

3. The brake control apparatus according to claim 2,

the first housing has a second face and a second face,

the second housing has an abutment surface,

the liquid storage chamber is configured by the second surface abutting against the abutting surface.

4. The brake control apparatus according to claim 3,

the liquid reservoir is a first liquid reservoir portion provided in the second housing, and has the first liquid reservoir portion opened to the abutting surface.

5. The brake control apparatus according to claim 4,

the first reservoir is disposed at a coupling portion provided in the second housing to fix the second housing to the first housing.

6. The brake control apparatus according to claim 5,

the coupling portion and the cylinder portion of the stroke simulator are arranged such that the coupling portion and the cylinder portion overlap each other.

7. The brake control apparatus according to claim 5,

the brake control device includes:

a first fixing member for fixing the second housing to the first housing;

a second fixing member for fixing the second housing to the first housing;

the first fixing member and the second fixing member are provided in a manner of sandwiching the first liquid storage portion.

8. The brake control apparatus according to claim 4,

the reservoir is a second reservoir provided in the first housing, and has an opening on the second surface.

9. The brake control apparatus according to claim 4,

the second surface and the abutment surface abut via a seal member.

10. The brake control apparatus according to claim 4,

the stroke simulator is disposed so as to extend in a horizontal direction in a state of being mounted on a vehicle.

11. The brake control apparatus according to claim 10,

the second surface is a lower surface in a state of being mounted on the vehicle.

12. The brake control apparatus according to claim 4,

the stroke simulator is disposed so as to extend in the direction of gravity in a state of being mounted on the vehicle.

13. The brake control apparatus according to claim 12,

the second surface is a side surface in a state of being mounted on the vehicle.

14. The brake control apparatus according to claim 2,

the first housing has:

a second face;

a discharge port connected to the housing chamber and opened to the second surface;

the liquid storage chamber is a liquid storage portion provided in the second housing, and the liquid storage portion and the discharge port are connected by a pipe.

15. The brake control apparatus according to claim 2,

an eccentric cam provided on the outer periphery of the shaft,

the pump is a plunger pump and the pump is,

the eccentric cam abuts against a plunger of the plunger pump,

the housing chamber is a cam chamber housing the eccentric cam.

16. The brake control apparatus according to claim 1,

the hydraulic cylinder section is a master cylinder.

17. The brake control apparatus according to claim 1,

the liquid storage chamber has a liquid storage portion provided in the second housing.