JP2005313704A - Device for generating vehicular brake hydraulic pressure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for generating vehicular brake hydraulic pressure equipped with a master cylinder and a stroke simulator, provided with a communication controlling means with high durability, and inexpensively structured. <P>SOLUTION: The device comprises a first piston (MP1) interlocking to a brake operating member (BP), a second piston (MP2), and the stroke simulator (AB) absorbing fluid amount according to output hydraulic pressure of a first master hydraulic pressure chamber (C1) and adding a stroke to the first piston. By the communication controlling means equipped with a seal member (S5) disposed on a cylinder housing and a communicating passage formed on the second piston (P7. For example, a stepped portion space with a main body portion when a smal diameter is formed.), when the second piston is at an initial position, a simulator atmospheric pressure chamber (C6) and an atmospheric pressure reservoir (RS) are communicated through the communicating passage. When the second piston moves forward from the initial position by not less than a predetermined distance, communication between the simulator atmospheric pressure chamber and the atmospheric pressure reservoir is intercepted. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle brake hydraulic pressure generator, and more particularly to a vehicle brake hydraulic pressure generator provided with a stroke simulator.

  Various types of vehicle brake hydraulic pressure generators equipped with a stroke simulator are known. Usually, a hydraulic pressure source including a hydraulic pressure source is used to control the hydraulic pressure source according to the operation of the brake operating member. Regulates the hydraulic pressure and supplies it to the wheel cylinder, shuts off the communication between the master cylinder and the wheel cylinder, and connects the master cylinder to the wheel cylinder when the hydraulic pressure control means is abnormal. The hydraulic pressure according to the operating force of the brake operating member is supplied to the wheel cylinder.

  The first master liquid is slidably accommodated in the cylinder housing and moved back and forth in conjunction with the brake operation member, and the first piston is slidably accommodated in the cylinder housing. A pressure chamber is formed, and a second piston is formed between the cylinder housing and a second master hydraulic pressure chamber. The simulator hydraulic pressure chamber communicates with the first master hydraulic pressure chamber, and communicates with the atmospheric pressure reservoir. A simulator atmospheric pressure chamber and a piston member biased toward the simulator hydraulic pressure chamber side by an elastic member, and absorbs the amount of liquid according to the output hydraulic pressure of the first master hydraulic pressure chamber to the first piston A stroke simulator that applies a stroke according to the operating force of the brake operating member, and when the second piston is in the initial position by the communication control means, the simulator atmospheric pressure chamber Communicates the atmospheric pressure reservoir, when the second piston moves from the initial position to the front than the predetermined distance, which is configured to interrupt the communication between the simulator atmospheric pressure chamber and the atmospheric pressure reservoir is known.

  As said communication control means, what uses the sealing member arrange | positioned at a 2nd piston as described in patent document 1, for example is known. That is, in Patent Document 1, a seal member made of a cup seal is attached to the second piston, and an annular groove is formed on the inner surface of the pressure chamber so as to face the seal member.

Special table 2003-528768 gazette

  However, as described in the above-mentioned Patent Document 1, in the case of using the seal member arranged in the second piston as the communication control means, after the communication between the simulator atmospheric pressure chamber and the atmospheric pressure reservoir is interrupted, The seal member slides in the cylinder housing. For this reason, when forming the inner peripheral surface of a cylinder housing, since a highly accurate process is requested | required, it becomes an expensive apparatus.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicular brake hydraulic pressure generator having a master cylinder and a stroke simulator, which has a highly reliable communication control means and can be configured at low cost. .

  In order to achieve the above object, the present invention provides a first piston that is slidably accommodated in a cylinder housing and moves back and forth in conjunction with a brake operation member, and the cylinder housing. A first master hydraulic chamber formed between the first piston and the second piston. The second piston forms a second master hydraulic chamber with the cylinder housing. A simulator hydraulic pressure chamber communicating with the first master hydraulic pressure chamber, a simulator atmospheric pressure chamber communicating with an atmospheric pressure reservoir, and a piston member biased toward the simulator hydraulic pressure chamber side by an elastic member, A stroke simulator that absorbs a fluid amount according to an output fluid pressure of the first master fluid pressure chamber and applies a stroke according to an operation force of the brake operation member to the first piston; When the second piston is in the initial position, the simulator atmospheric pressure chamber communicates with the atmospheric pressure reservoir, and when the second piston moves forward a predetermined distance or more from the initial position, the simulator atmospheric pressure chamber and the atmospheric pressure reservoir are In the vehicular brake hydraulic pressure generator including communication control means for blocking communication with the atmospheric pressure reservoir, the communication control means includes a seal member disposed in the cylinder housing, a communication path formed in the second piston, When the second piston is in the initial position, the simulator atmospheric pressure chamber communicates with the atmospheric pressure reservoir through the communication path, and the second piston moves forward a predetermined distance or more from the initial position. Sometimes, the seal member separates the communication path from the simulator atmospheric pressure chamber or the atmospheric pressure reservoir, and The simulator atmospheric pressure chamber is obtained by configured to block the communication between the atmospheric pressure reservoir.

  In the vehicular brake hydraulic pressure generator, the communication path is configured by a step space with a main body portion of the second piston when a small diameter portion is formed in the second piston. be able to.

  The communication path may be an axial communication groove formed in a part of the circumference of the second piston as described in claim 3, or as described in claim 4, It is good also as an axial notch formed in a part on the circumference of the 2nd piston, and also formed in the direction which intersects the central axis of the 2nd piston as described in claim 5. It can also be a communication hole.

  In each of the vehicle brake hydraulic pressure generators described above, the stroke simulator may be housed in the second piston as described in claim 6.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the device according to claim 1, when the second piston is in the initial position by the communication control means including the seal member disposed in the cylinder housing and the communication path formed in the second piston, the communication path The simulator atmospheric pressure chamber and the atmospheric pressure reservoir communicate with each other, and when the second piston moves forward a predetermined distance or more from the initial position, the communication path is isolated from the simulator atmospheric pressure chamber or the atmospheric pressure reservoir by the seal member, Since the communication between the simulator atmospheric pressure chamber and the atmospheric pressure reservoir can be blocked, high-precision machining is not required when machining the inner peripheral surface of the cylinder housing. Instead, when forming the outer peripheral surface of the second piston, high-precision processing is required, but it is easier and cheaper than the processing of the inner peripheral surface of the cylinder housing.

  Since the communication path can be easily formed as described in claims 2 to 5 and is easy to manufacture, as described in claims 2 to 5 according to the convenience of processing. A communication path can be formed and an inexpensive apparatus can be obtained. In addition, the communication path in claims 3 and 4 is formed in a part of the circumference of the second piston, and the communication path in claim 5 is the communication hole, so that the seal member falls off to the inner peripheral side. There is no fear of this, and the reliability is further improved.

  Furthermore, if the said stroke simulator is set as the structure accommodated in a 2nd piston as described in Claim 6, it can be set as a compact apparatus.

  Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the vehicular brake hydraulic pressure generator according to this embodiment includes a master piston MP1, which is a first piston of the present invention, slidably accommodated in a cylinder housing HS (hereinafter simply referred to as a housing HS). And connected to a brake pedal BP as a brake operation member. Further, the master piston MP2 as the second piston of the present invention is slidably accommodated in the housing HS, and a first master hydraulic chamber C1 is formed between the master piston MP1 and the front end of the housing HS. A second master hydraulic chamber C2 is formed between the two. The first master hydraulic chamber C1 communicates with a stroke simulator AB that absorbs the amount of fluid corresponding to the output hydraulic pressure and applies a stroke corresponding to the operating force of the brake pedal BP to the master piston MP1. It is arranged.

  The housing HS is a bottomed cylindrical body whose front (left side in FIG. 1) is closed, and is formed with a recess B1, a small diameter hole B2, a (stepped) large diameter hole B3, a small diameter hole B4, and a large diameter hole B5. A cylinder hole (cylinder bore) made up of stepped holes is formed, and a screw groove is formed on the inner surface of the rear opening end B6. An annular groove for accommodating the annular seal members S1 to S5 having a cup-shaped cross section is formed on the inner surface of the cylinder hole. An atmospheric pressure chamber C3 is formed between the seal members S1 and S2, and the seal An atmospheric pressure chamber C4 is formed between the members S3 and S4. In addition, since these annular grooves and stepped holes can be formed by boring along the axis of the housing HS, the housing HS can be composed of a single metal part.

  Further, on the side surface of the housing HS, ports P0 and P1 that open before and after the seal member S2 in the large-diameter hole B3, a port P2 that opens to the second master hydraulic chamber C2 of the recess B1, and an atmospheric pressure chamber C3. A port P3 that opens to the atmospheric pressure chamber C4 and a port P4 that opens to the atmospheric pressure chamber C4 are formed, and the ports P3 and P4 are connected to an atmospheric pressure reservoir RS (hereinafter simply referred to as a reservoir RS).

  On the other hand, the master piston MP1 has a recessed portion M1 that opens forward, and a shaft portion RD that extends rearward. A port P5 that opens to the recessed portion M1 is formed on the side surface of the master piston MP1. . The master piston MP2 has a recess M2 that opens forward, and a small-diameter portion MS is formed in the middle, and a step space with the main body MM serves as a communication path P7. Also, a port P6 that opens to the recess M2 is formed on the side surface of the master piston MP2. The small diameter portion MS of the master piston MP2 may be formed over the entire length of the front (left side in FIG. 1). In that case, the main body is not provided with an annular groove as shown in FIG. Only a step is formed between the portion MM.

  As the above-mentioned communication path P7, for example, as shown in FIG. 4, an axial communication groove P71 formed in a part of the circumference of the master piston MP2 as shown in a cross section in FIG. It is good also as the notch P72 of the axial direction formed in a part on the circumference (including the two-dot chain line in FIG. 4) of MP2. A compression spring E1 that functions as a return spring is mounted between the master pistons MP1 and MP2 via a retainer RT, and a compression spring E2 that functions as a return spring is also provided in the recess M2 of the master piston MP2. Contained.

  Furthermore, in the present embodiment, the amount of fluid corresponding to the output fluid pressure of the first master fluid pressure chamber C1 is absorbed, and a stroke corresponding to the operating force of the brake pedal BP is applied to the master piston MP1 (first piston). A stroke simulator AB is provided. And between seal member S5 arrange | positioned between seal member S1 and S2 in housing HS, and small diameter part MS formed in the position facing seal member S5 when master piston MP2 exists in an initial position. The communication passage P7 is configured to selectively switch the discharge operation and non-operation (discharge prevention) of the stroke simulator AB.

  In the stroke simulator AB, a piston member AP is accommodated in a cylindrical housing AH through a seal member S6 so as to be fluid-tightly slidable. A simulator hydraulic chamber C5 (hereinafter simply referred to as hydraulic pressure) is inserted through the piston member AP. Chamber C5) and a simulator atmospheric pressure chamber C6 (hereinafter simply referred to as atmospheric pressure chamber C6) are formed, and the piston member AP is moved to the hydraulic pressure chamber C5 side by a compression spring E3, which is an elastic member housed in the atmospheric pressure chamber C6. (Ie, in the direction of reducing the hydraulic chamber C5). Further, the housing AH is formed with a port P9 that communicates with the first master hydraulic chamber C1 via the port P1, and a port that communicates the atmospheric pressure chamber C6 with the port P0 between the seal members S2 and S5. P10 is formed.

  The parts of the master cylinder configured as described above will be described along with an assembly procedure example. First, the seal members S1 to S5 are mounted in the annular groove of the housing HS. Next, the compression spring E2 is accommodated in the recess B1 of the housing HS and the recess M2 of the master piston MP2, and the master piston MP2 is accommodated in the cylinder hole through the seal members S1 and S2 so as to be liquid-tightly slidable. Thus, a second master hydraulic chamber C2 is formed in front of the master piston MP2. The master piston MP1 is accommodated in the cylinder hole via the seal members S3 and S4 in a liquid-tight slidable manner with the compression spring E1 stretched through the retainer RT in the recess M1. Thus, the first master hydraulic chamber C1 is formed between the master piston MP1 and the master piston MP2. In this state, a nut-shaped stopper NH having a screw groove formed on the outer peripheral surface is screwed into the opening end B6 of the housing HS, and the backward movement of the master pistons MP1 and MP2 due to the urging force of the compression spring E2 is prevented. The

  The first master hydraulic chamber C1 and the second master hydraulic chamber C2 formed as described above communicate with the port cylinders WC1 and WC2 of FIG. 2 from the ports P1 and P2 via the hydraulic systems H1 and H2, respectively. Is configured to do. When the master pistons MP1 and MP2 are at the initial positions shown in FIG. 1, the first master hydraulic chamber C1 and the second master hydraulic chamber C2 communicate with the atmospheric pressure chambers C4 and C3 via the ports P5 and P6. As a result, it communicates with the reservoir RS via the ports P4 and P3.

  Further, when the master piston MP2 is in the initial position shown in FIG. 1, the seal member S5 is opposed to the small diameter portion MS, and the atmospheric pressure chamber C3 is connected via the communication path P7 (and ports P0 and P10). It communicates with the atmospheric pressure chamber C6 of the stroke simulator AB. In the embodiment shown in FIG. 3 or FIG. 4, a communication groove P71 (FIG. 3) or a notch P72 (FIG. 4) is formed on a part of the circumference of the master piston MP2 to form a communication path P7. The seal member S5 is in contact with the outer peripheral surface of the remaining portion on the circumference of the master piston MP2, and the atmospheric pressure chamber is connected via the communication groove P71 or the communication path P7 (and ports P0 and P10) of the notch P72. C3 communicates with the atmospheric pressure chamber C6 of the stroke simulator AB. When the master piston MP2 moves forward from the initial position by the first stroke d1 (port idle amount) or more, the opening of the port P6 is shielded by the seal member S1, and the second master hydraulic chamber C2 and the atmospheric pressure chamber C3. Communication with is interrupted. Similarly, when the master piston MP1 moves forward from the initial position by the first stroke d1 (port idle) or more, the opening of the port P5 is shielded by the seal member S3, and the first master hydraulic chamber C1 and the atmospheric pressure chamber C4. Communication with is interrupted. The hydraulic chamber C5 is always in communication with the first master hydraulic chamber C1 via ports P1 and P9.

  As the master piston MP1 moves forward, the piston member AP is pushed against the biasing force of the compression spring E3, and a stroke is applied to the master piston MP1. Until the master piston MP2 moves from the initial position by a predetermined distance (second stroke d2) and the main body MM contacts the seal member S5, the atmospheric pressure chamber C6 is connected via the communication path P7 (and ports P0 and P10). Is communicated with the atmospheric pressure chamber C3 and thus with the reservoir RS, and the stroke simulator AB is configured to operate. When the master piston MP2 moves forward by a predetermined distance (second stroke d2) from the initial position, the communication path P7 is isolated from the atmospheric pressure chamber C6 by the seal member S5, and the atmospheric pressure chamber C6 and the reservoir RS are separated from each other. Communication is interrupted. Therefore, the communication path P7 and the seal member S5 in FIG. 1, or the communication groove P71 and the seal member S5 in FIG. 3, and the notch P72 and the seal member S5 in FIG.

  The vehicle brake hydraulic pressure generator configured as described above is connected as shown in FIG. 2 to form a vehicle hydraulic brake device. In FIG. 2, a normally-open electromagnetic on-off valve NO1 is interposed in the hydraulic system H1, and connected to a system of wheel cylinders (typically represented by WC1) via the electromagnetic on-off valve NO1 and operated. A hydraulic pressure source PG that generates and outputs a predetermined hydraulic pressure regardless of the person's brake operation is connected. Similarly, a normally open electromagnetic on-off valve NO2 is interposed in the hydraulic system H2, and connected to a wheel cylinder of another system (typically represented by WC2) through this electromagnetic on-off valve NO2. A hydraulic pressure source PG is connected.

  The hydraulic pressure source PG includes an electric motor M controlled by the electronic control unit ECU, and a hydraulic pump HP driven by the electric motor M. The input side is connected to the reservoir RS, and the output side is connected to the accumulator AC. Communication connection is established. In the present embodiment, the pressure sensor Sps is connected to the output side, and the detected pressure of the pressure sensor Sps is monitored by the electronic control unit ECU. Based on the monitoring result, the electric motor M is controlled by the electronic control unit ECU so that the hydraulic pressure of the accumulator AC is maintained at a pressure between a predetermined upper limit value and a lower limit value.

  An accumulator AC is connected between the electromagnetic on-off valve NO1 of the hydraulic system H1 and the wheel cylinder WC1 via a normally closed first proportional electromagnetic valve SV1, and the output hydraulic pressure of the hydraulic pressure source PG is The pressure is adjusted and supplied to the wheel cylinder WC1. Further, the electromagnetic on-off valve NO1 and the wheel cylinder WC1 are connected to the reservoir RS via a normally closed second proportional electromagnetic valve SV2, so that the hydraulic pressure of the wheel cylinder WC1 is reduced and regulated. It is configured. Similarly, an accumulator AC is connected between the electromagnetic on-off valve NO2 of the hydraulic system H2 and the wheel cylinder WC2 via a normally-closed first proportional solenoid valve SV3, and the output hydraulic pressure of the hydraulic pressure source PG. Is regulated and supplied to the wheel cylinder WC2. Further, the electromagnetic on-off valve NO2 and the wheel cylinder WC2 are connected to the reservoir RS via a normally closed second proportional electromagnetic valve SV4 so that the hydraulic pressure of the wheel cylinder WC2 is reduced and regulated. It is configured. Thus, the hydraulic pressure control means PC is constituted by the hydraulic pressure source PG, the first proportional solenoid valves SV1 and SV3, the second proportional solenoid valves SV2 and SV4, the electronic control unit ECU, the following sensors, and the like.

  In the present embodiment, for example, the pressure sensor Smc is connected to the upstream side of the electromagnetic on-off valve NO2 in the hydraulic system H2, and the pressure sensor Swc is connected to the downstream side and the downstream side of the electromagnetic on-off valve NO1 in the hydraulic system H1. It is connected. The brake pedal BP is provided with a stroke sensor BS for detecting the stroke, and these detection signals are input to the electronic control unit ECU. By these sensors, the output hydraulic pressure of the second master hydraulic chamber C2, the brake hydraulic pressure of the wheel cylinders WC2 and WC1, and the stroke of the brake pedal BP are monitored (the pressure sensor Smc is on the hydraulic system H1 side). Or may be provided in both hydraulic systems). Further, sensors (typically represented by SN) such as wheel speed sensors and acceleration sensors used for various controls such as anti-lock control are provided, and these detection signals are also input to the electronic control unit ECU. It is configured.

  The overall operation of the hydraulic brake device including the vehicle brake hydraulic pressure generator of the present embodiment having the above-described configuration will be described. First, when the hydraulic pressure control means PC is normal, the electromagnetic on-off valves NO1 and NO2 in FIG. 2 are turned on to shut off the hydraulic pressure systems H1 and H2, and the brake operation amount is based on the detected values of the stroke sensor BS and the pressure sensor Smc. The hydraulic pressure corresponding to is supplied from the hydraulic pressure source PG to the wheel cylinders WC1 and WC2. That is, the output current to the first proportional solenoid valves SV1 and SV3 and the second proportional solenoid valves SV2 and SV4 is appropriately controlled so that the wheel cylinder hydraulic pressure detected by the pressure sensor Swc becomes the target wheel cylinder hydraulic pressure. Is done. Thus, the hydraulic pressure corresponding to the operation of the brake pedal BP is supplied to the wheel cylinders WC1 and WC2 by the hydraulic pressure control means PC.

  In this case, the master piston MP2 (second piston) only moves forward by approximately the port idle amount (first stroke d1), and the communication between the second master hydraulic chamber C2 and the atmospheric pressure chamber C3 is blocked. After that, the master piston MP1 (first piston) hardly moves forward, and only the master piston MP1 (first piston) moves forward. At this time, the first master hydraulic chamber C1 and the hydraulic chamber C5 communicate with each other, and a communication path P7 formed in a step space between the small-diameter portion MS and the main body portion MM (in FIG. 3, a communication groove P71, 4, the atmospheric pressure chamber C6 of the stroke simulator AB communicates with the atmospheric pressure chamber C3 and thus the reservoir RS via the notch P72), so that the piston member AP of the stroke simulator AB is connected to the piston member AP according to the operation of the brake pedal BP. When the force due to the applied brake fluid pressure exceeds the attachment load of the compression spring E3, the compression spring E3 is compressed, and a stroke corresponding to the brake operation force is generated in the master piston MP1.

  On the other hand, when an abnormality occurs in the hydraulic pressure control means PC such as the hydraulic pressure source PG, the electromagnetic on-off valves NO1 and NO2 are de-energized (OFF) to the open position, as shown in FIG. The systems H1 and H2 are in communication. In addition, the first proportional solenoid valves SV1 and SV3 and the second proportional solenoid valves SV2 and SV4 are also de-energized (OFF) to the closed position, and the hydraulic pressure from the hydraulic pressure source PG is applied to the wheel cylinders WC1 and WC2. Is not supplied. When the brake pedal BP is operated in this state and the master piston MP2 moves forward by a predetermined distance (second stroke d2) or more, the main body MM comes into contact with the seal member S5, and the atmospheric pressure in the atmospheric pressure chamber C3 and the stroke simulator AB. Since the communication with the chamber C6 is cut off, the stroke simulator AB does not operate, and the master piston MP1 (first piston) and the master piston MP2 (second piston) move forward, and the first master hydraulic chamber C1 and The second master hydraulic chamber C2 will be compressed. Thus, the hydraulic pressure is output to the hydraulic pressure systems H1 and H2 according to the operation of the brake pedal BP.

  FIG. 5 shows another embodiment of the present invention. Components that are substantially the same as those in FIG. 1 are given the same reference numerals and are arranged in the same manner as in FIG. In the present embodiment, a communication hole P8 is formed in the direction intersecting the central axis of the master piston MP2 (second piston) (offset radial direction) as the communication path of the present invention. Thus, when the master piston MP2 is in the initial position, as shown in FIG. 5, the seal member S5 is in contact with the outer peripheral surface of the portion where the communication hole P8 is not formed. It is formed so as to open before and after the seal member S5 along the central axis, and the atmospheric pressure chamber C6 of the stroke simulator AB is connected to the atmospheric pressure chamber C3 and thus the reservoir RS through the communication hole P8 (and ports P0 and P10). Communicating with

  When the master piston MP2 moves forward from the initial position by the first stroke d1 (port idle amount) or more, the opening of the port P6 is shielded by the seal member S1, and the second master hydraulic chamber C2 and the atmospheric pressure chamber C3. Communication with is interrupted. Similarly, when the master piston MP1 moves forward from the initial position by the first stroke d1 (port idle) or more, the opening of the port P5 is shielded by the seal member S3, and the first master hydraulic chamber C1 and the atmospheric pressure chamber C4. Communication with is interrupted. Further, when the master piston MP2 moves forward from the initial position by a predetermined distance (second stroke d2) or more, the communication hole P8 is isolated from the atmospheric pressure chamber C6 of the stroke simulator AB by the seal member S5. Communication with the reservoir RS is blocked.

  FIG. 6 shows still another embodiment of the present invention, in which a stroke simulator AB2 is accommodated in a master piston MP2 (second piston). The other configuration is the same as that of the embodiment of FIG. 1, and substantially the same components as those of FIG. 1 are denoted by the same reference numerals and arranged in the same manner as FIG. 2. That is, the master piston MP2 has a communication passage P7 similar to that in FIG. 1 (or the communication groove P71 in FIG. 3 or the notch P72 in FIG. 4).

  In the stroke simulator AB2 of the present embodiment, the piston member AP2 is accommodated in a cylinder hole formed so as to open to the rear of the master piston MP2 via a seal member S7 so as to be liquid-tightly slidable, and serves as an elastic member. It is configured to be urged rearward by the compression spring E4. The rear end portion of the piston member AP2 is regulated by the ring member RN, and the simulator hydraulic pressure chamber C7 (hereinafter simply referred to as a hydraulic pressure chamber C7) that opens to the rear of the piston member AP2 and communicates with the first master hydraulic pressure chamber C1. ) And a simulator atmospheric pressure chamber C8 (hereinafter simply referred to as an atmospheric pressure chamber C8) is formed in front of the piston member AP2. In FIG. 6, the hydraulic chamber C7 is always in communication with the first master hydraulic chamber C1 via the port P11. However, the hydraulic chamber C7 is substantially a single chamber and functions as both hydraulic chambers. doing. Further, a port P12 communicating with the atmospheric pressure chamber C8 is formed on the side surface of the master piston MP2, and the atmospheric pressure chamber C8 is configured to be able to communicate with the atmospheric pressure chamber C3 via the communication path P7. .

  Thus, when the master piston MP2 is in the initial position shown in FIG. 6, the seal member S5 is opposed to the small diameter portion MS, and the atmospheric pressure chamber C8 of the stroke simulator AB2 is connected to the communication path P7 (or It communicates with the atmospheric pressure chamber C3 and thus the reservoir RS via a communication groove P71 (FIG. 3) or a notch P72 (FIG. 4) formed in a part of the circumference of the master piston MP2. When the master piston MP2 moves forward from the initial position by the first stroke d1 (port idle amount) or more, the opening of the port P6 is shielded by the seal member S1, and the second master hydraulic chamber C2 and the atmospheric pressure chamber C3. (At this time, the atmospheric pressure chamber C8 communicates with the atmospheric pressure chamber C3 and thus the reservoir RS via the communication path P7). Similarly, when the master piston MP1 moves forward from the initial position by the first stroke d1 (port idle) or more, the opening of the port P5 is shielded by the seal member S3, and the first master hydraulic chamber C1 and the atmospheric pressure chamber C4. Communication with is interrupted.

  As the master piston MP1 moves forward, the piston member AP2 is pushed against the biasing force of the compression spring E4, and a stroke is applied to the master piston MP1. Until the master piston MP2 moves from the initial position by a predetermined distance (second stroke d2) and the main body MM comes into contact with the seal member S5, the atmospheric pressure chamber C8 and the reservoir are connected via the communication path P7. The piston member AP2 and the like communicate with RS and are configured to function as a stroke simulator. When the master piston MP2 moves forward by a predetermined distance (second stroke d2) from the initial position, the communication path P7 is isolated from the atmospheric pressure chamber C8 by the seal member S5, and the atmospheric pressure chamber C8 and the reservoir RS are separated from each other. Communication is interrupted.

  Accordingly, also in this embodiment, when the hydraulic pressure control means PC shown in FIG. 2 is normal, the on-off valves NO1 and NO2 are closed and the hydraulic systems H1 and H2 are closed, so that the master piston MP2 is the first The master piston MP1 only moves forward, and the piston member AP2 and the like operate as a stroke simulator. When the hydraulic pressure control means PC is abnormal, the on-off valves NO1 and NO2 are in the open position, and the hydraulic pressure systems H1 and H2 are opened, so that the master pistons MP1 and MP2 move substantially evenly and the master piston MP2 is in the initial position. , The communication between the atmospheric pressure chamber C8 and the reservoir RS is blocked by the seal member S5, and the piston member AP2 does not operate, and the master pistons MP1 and MP2 are moved forward. The brake hydraulic pressure is output from the first master hydraulic chamber C1 and the second master hydraulic chamber C2 to the hydraulic systems H1 and H2.

  FIG. 7 shows another embodiment of the present invention. In contrast to the embodiment of FIG. 1, the opening positions of the ports P0 and P3 are different, and the seal member functions as a communication control means in cooperation with the communication path P7. S5 is arranged so that the opening direction of the cup-shaped cross section is opposite to that in FIG. The other configuration is the same as that of the embodiment of FIG. 1, and substantially the same components as those of FIG. 1 are denoted by the same reference numerals and arranged in the same manner as FIG. 2.

  Thus, according to the present embodiment, as the master piston MP1 moves forward, the piston member AP is pushed against the urging force of the compression spring E3, and a stroke is applied to the master piston MP1. Until the master piston MP2 moves from the initial position by a predetermined distance (second stroke d2) and the main body MM contacts the seal member S5, the atmospheric pressure chamber C6 is connected via the communication path P7 (and ports P0 and P10). Is communicated with the atmospheric pressure chamber C3 and the reservoir RS, and the stroke simulator AB is configured to operate. When the master piston MP2 moves forward from the initial position by a predetermined distance (second stroke d2) or more, the communication path P7 is isolated from the atmospheric pressure chamber C3 and thus the reservoir RS by the seal member S5, and the atmospheric pressure chamber C6 and the reservoir are separated. Communication with RS is blocked.

It is sectional drawing of the brake hydraulic pressure generator for vehicles which concerns on one Embodiment of this invention. It is a lineblock diagram showing an outline of a hydraulic brake device for vehicles provided with a brake fluid pressure generator for vehicles concerning one embodiment of the present invention. It is sectional drawing which cut | disconnected the main-body part of the master piston in embodiment of FIG. 1 in the direction orthogonal to an axis | shaft. It is sectional drawing which cut | disconnected the main-body part of the master piston in embodiment of FIG. 1 in the direction orthogonal to an axis | shaft. It is sectional drawing of the brake hydraulic pressure generator for vehicles which concerns on other embodiment of this invention. It is sectional drawing of the brake hydraulic pressure generator for vehicles which concerns on other embodiment of this invention. It is sectional drawing of the brake hydraulic pressure generator for vehicles which concerns on another embodiment of this invention.

Explanation of symbols

HS Cylinder housing BP Brake pedal MP1, MP2 Master piston C1 First master hydraulic chamber C2 Second master hydraulic chamber C3, C4 Atmospheric pressure chamber C5, C7 Simulator hydraulic chamber C6, C8 Simulator atmospheric pressure chamber P7 Communication path P71 Communication Groove P72 Notch P8 Communication hole PG Fluid pressure source RS Atmospheric pressure reservoir E1, E2, E3, E4 Compression spring AB, AB2 Stroke simulator AP, AP2 Piston member NO1, NO2 Electromagnetic on-off valve SV1, SV3 First proportional solenoid valve SV2 , SV4 Second proportional solenoid valve

Claims (6)

  A first master liquid is slidably accommodated in the cylinder housing and moved back and forth in conjunction with the brake operation member, and slidably accommodated in the cylinder housing and the first piston. A pressure chamber and a second piston that forms a second master hydraulic chamber between the cylinder housing, a simulator hydraulic chamber communicating with the first master hydraulic chamber, and an atmospheric pressure reservoir. A simulator atmospheric pressure chamber that communicates with the piston member that is biased toward the simulator hydraulic pressure chamber by an elastic member, and absorbs the amount of liquid according to the output hydraulic pressure of the first master hydraulic pressure chamber, and A stroke simulator for applying a stroke corresponding to the operating force of the brake operating member to the first piston; and when the second piston is in an initial position, the simulator atmosphere And a communication control means for blocking communication between the simulator atmospheric pressure chamber and the atmospheric pressure reservoir when the chamber and the atmospheric pressure reservoir communicate with each other and the second piston moves forward a predetermined distance or more from an initial position. In the vehicular brake hydraulic pressure generator, the communication control means includes a seal member disposed in the cylinder housing and a communication path formed in the second piston, and when the second piston is in an initial position, When the simulator atmospheric pressure chamber communicates with the atmospheric pressure reservoir through the communication passage, and the second piston moves forward a predetermined distance or more from the initial position, the seal member causes the simulator atmospheric pressure to pass through the communication passage. Isolated from the chamber or the atmospheric pressure reservoir, and disconnects the simulator atmospheric pressure chamber from the atmospheric pressure reservoir. Vehicle brake hydraulic pressure generating device, characterized in that the sea urchin configuration.   2. The brake hydraulic pressure generating device for a vehicle according to claim 1, wherein the communication path is a step space with a main body portion of the second piston when a small diameter portion is formed in the second piston.   The vehicular brake hydraulic pressure generator according to claim 1, wherein the communication passage is an axial communication groove formed in a part of a circumference of the second piston.   The vehicular brake hydraulic pressure generator according to claim 1, wherein the communication path is an axial notch formed in a part of a circumference of the second piston.   The vehicular brake hydraulic pressure generator according to claim 1, wherein the communication path is a communication hole formed in a direction intersecting with a central axis of the second piston. The vehicular brake hydraulic pressure generator according to any one of claims 1 to 5, wherein the stroke simulator is accommodated in the second piston.

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