JP2012210837A - Hydraulic pressure generation device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic pressure generation device for a vehicle for more smooth compression operation of a brake liquid with sure when compared with a conventional hydraulic pressure generation device.SOLUTION: The hydraulic pressure generation device includes a master cylinder 34 which communicates with a first reservoir 36 that pools a brake liquid and generates a liquid pressure according to the action of a brake pedal 12 (brake operation member) by a driver, and a push rod 42 whose one end is connected to the brake pedal 12 and the other end is connected to a second piston 40a stored in the master cylinder 34. The master cylinder 34 includes an abutment part 34a for a dashboard 2 to which the master cylinder 34 is attached. The master cylinder 34 includes a rod guide member RG between the other end of the push rod 42, in such state as the brake pedal 12 is at an initial position, and the abutment part 34a.

Description

  The present invention relates to a vehicle hydraulic pressure generator used in a vehicle brake device.

Conventionally, a brake device that does not have a so-called negative pressure booster (a booster device) is known (see, for example, Patent Document 1). This brake device is suitably used for a vehicle that generates little negative pressure in the internal combustion engine or does not generate negative pressure in the internal combustion engine, or a vehicle that does not have the internal combustion engine itself, such as a hybrid vehicle or an electric vehicle.
Next, FIG. 4 to be referred to is a configuration explanatory view showing a hydraulic pressure generator used in a conventional brake device. Note that the front-rear direction in the description with reference to FIG. 4 is based on the front-rear direction shown in FIG.
As shown in FIG. 4, the master cylinder 234 (hydraulic pressure generating means) of the hydraulic pressure generating device includes coil springs 250a and 250b, front pistons 240b and rear pistons 240a urged rearward thereby, and rear pistons. A push rod 242 whose tip is connected to the rear portion of 240a and a brake pedal 212 for inputting a load to the push rod 242 are provided. That is, in the hydraulic pressure generator shown in FIG. 4, the tip of the push rod 242 is connected to the rear part of the rear piston 240a without going through the negative pressure booster. In FIG. 4, reference numeral 236 denotes a reservoir for storing brake fluid.

  In this hydraulic pressure generating device, when the brake pedal 212 rotates around the upper end pivot support 212a by the driver's brake operation, the central pivot support 212b of the brake pedal 212 that pivotally supports the rear end of the push rod 242 becomes the upper end pivot support 212a. Is rotated so as to draw a circular locus indicated by a broken-line arrow in FIG. As a result, when the push rod 242 moves forward, the rear piston 240a connected to the push rod 242 is pressed forward. That is, in this hydraulic pressure generator, the front piston 240b and the rear piston 240a compress the brake fluid supplied from the reservoir 236 to these front chambers to generate hydraulic pressure and send it out to the hydraulic pressure paths 258a and 258b. It is like that.

International Publication No. 2010/055842 Pamphlet

  However, in this hydraulic pressure generating device, the center shaft support portion 212b rotates during the braking operation of the driver (see the broken line arrow in FIG. 4), so that the rear end of the push rod 242 is displaced upward as it moves forward. . On the other hand, when the rear end of the push rod 242 is displaced upward, the tip of the push rod 242 that presses the rear piston 240a forward operates so as to pinch the connecting portion with the rear piston 240a. Then, the rear piston 240a that moves forward while receiving the operation of the push rod 242 may interfere with the smooth compression operation of the brake fluid.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle hydraulic pressure generating device that can perform a smooth compression operation of brake fluid more reliably than a conventional hydraulic pressure generating device.

  The present invention that has solved the above-mentioned problems is connected to a reservoir for storing brake fluid, hydraulic pressure generating means for generating hydraulic pressure in response to a driver's operation of the brake operator, and one end connected to the brake operator. A hydraulic pressure generating device for a vehicle, the other end of which is connected to a piston member housed inside the hydraulic pressure generating means, wherein the hydraulic pressure generating means is a dash to which the hydraulic pressure generating means is attached. While having a contact part with respect to a board, the said hydraulic-pressure generation | occurrence | production means is provided with a rod guide member near the said brake operation element rather than this contact part.

  Further, the present invention that has solved the above-mentioned problems is a fluid pressure generating means that communicates with a reservoir for storing brake fluid and generates fluid pressure in response to the driver's operation of the brake operator, and one end of the brake operator A hydraulic pressure generator for a vehicle, the rod having a second end connected to a piston member housed inside the hydraulic pressure generating means, wherein the hydraulic pressure generating means is attached to the hydraulic pressure generating device. The hydraulic pressure generating means includes a rod guide member between the other end of the rod and the contact portion when the brake operator is in an initial position. It is characterized by that.

  According to such a vehicle hydraulic pressure generating apparatus, even if the other end of the rod operates so as to hit the piston member, the rod is controlled to bend by the rod guide member provided in the hydraulic pressure generating means. . The rod guide member generates hydraulic pressure so as to be closer to the brake operator than the contact portion between the dashboard and the hydraulic pressure generating means, or to be positioned between the other end of the rod and the contact portion. Provided in the means. Therefore, according to this hydraulic pressure generator for vehicles, the rolling load input to the piston member via the rod can be released via the dashboard. As a result, according to this hydraulic pressure generator for a vehicle, the piston member can reduce the load caused by the turning of the rod, and can perform a smooth compression operation of the brake fluid more reliably.

Further, in this vehicle hydraulic pressure generator, the piston member has a solid part and a hollow part that accommodates a spring member therein, and the rod guide member is provided on the outer periphery of the solid part. Can be configured.
According to such a vehicle hydraulic pressure generating device, the rolling load input to the piston member via the rod can be received by the portion (solid portion) having high rigidity of the piston member.

Further, in this vehicle hydraulic pressure generating device, the piston member has an opening into which a tip of the rod is inserted, and the rod guide member is in the axial direction of the piston member with respect to the opening. And at least a part thereof can be provided at the overlapping position.
According to such a vehicular hydraulic pressure generating device, the rolling load input to the piston member via the rod can be received at a portion closer to the piston member rod.

  Further, in this vehicle hydraulic pressure generating device, the electric pressure is generated by an electric hydraulic pressure generating means driven by an electric actuator according to the operation amount of the brake operator, and a hydraulic pressure chamber provided in front of the piston member. A hydraulic pressure detecting means for detecting the hydraulic pressure to be driven, and the electric hydraulic pressure generating means is driven and controlled based on the hydraulic pressure detected by the hydraulic pressure detecting means.

  According to such a vehicle hydraulic pressure generating device, the rod guide member is provided in the hydraulic pressure generating means, so that the piston member in which the load due to the turning of the rod is reduced can more smoothly compress the brake fluid. Since this can be performed reliably, the hydraulic pressure can be generated in the hydraulic pressure chamber more accurately in response to the magnitude of the load input via the brake operator during the brake operation. Therefore, according to this vehicle hydraulic pressure generating device, the drive control of the electrical hydraulic pressure generating means is performed based on this hydraulic pressure generated in the hydraulic pressure chamber, so the accuracy of the drive control of the electrical hydraulic pressure generating means is controlled. Can be further improved.

  ADVANTAGE OF THE INVENTION According to this invention, compared with the conventional hydraulic pressure generator, the hydraulic pressure generator for vehicles which can perform smooth compression operation | movement of brake fluid more reliably can be provided.

1 is an arrangement configuration diagram in a vehicle of a vehicle brake system including a vehicle hydraulic pressure generating device according to an embodiment of the present invention. 1 is a schematic configuration diagram of a vehicle brake system. 1 is a configuration explanatory diagram of a master cylinder applied to a vehicle hydraulic pressure generator according to an embodiment of the present invention. FIG. It is composition explanatory drawing which shows the hydraulic-pressure generator used for the conventional brake device.

Embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
The vehicle hydraulic pressure generator of the present invention is characterized in that a rod guide member is provided at a predetermined position of a piston member in a hydraulic pressure generating means (master cylinder) constituting the vehicle.
Below, after explaining the brake system for vehicles provided with the hydraulic pressure generator for vehicles concerning this embodiment, it explains in more detail about the master cylinder as hydraulic pressure generating means.

(Vehicle brake system)
FIG. 1 is an arrangement configuration diagram in a vehicle of a vehicle brake system including a vehicle hydraulic pressure generating device according to an embodiment of the present invention. Note that the front, rear, left and right directions of the vehicle V are indicated by arrows in FIG. FIG. 2 is a schematic configuration diagram of the vehicle brake system. The master cylinder 34 (hydraulic pressure generating means), the stroke simulator 64 (reaction force generating means) and the motor cylinder device 16 (electrical hydraulic pressure generating means) shown in FIG. 2 are schematically shown for convenience of drawing. .

  The vehicle brake system 10 (see FIGS. 1 and 2) according to the present embodiment includes a by-wire brake system that transmits an electric signal to operate a brake for normal use, and a fail-safe operation. As an application, it is configured to include both the conventional hydraulic brake system that transmits the hydraulic pressure to operate the brake.

As shown in FIG. 1, the vehicle brake system 10 includes an input device 14 having a master cylinder 34 (see FIG. 2) to which a driver's brake operation (stepping force) is input, and at least a brake pedal 12 (claims). Motor cylinder device 16 that generates a brake fluid pressure based on an electric signal corresponding to the operation amount) (corresponding to a “brake operator” in the range), and a vehicle based on the brake fluid pressure generated by the motor cylinder device 16 It includes a vehicle stability assist device 18 (hereinafter referred to as VSA device 18, VSA; registered trademark) as a vehicle behavior stabilization device that supports stabilization of V behavior.
In such a vehicular brake system 10, the vehicular hydraulic pressure generating device 1 according to the present embodiment includes an input device 14 having at least a master cylinder 34 (hydraulic pressure generating means), as shown in FIG. The motor cylinder device 16 (electrical fluid pressure generating means) is provided.

  The motor cylinder device 16 may be configured to generate the brake fluid pressure based not only on an electric signal corresponding to a driver's brake operation but also on an electric signal corresponding to another physical quantity. The electrical signal corresponding to the other physical quantity is, for example, an ECU (Electronic Control Unit) that uses a sensor or the like to determine the situation around the vehicle V without relying on the driver's brake operation, as in an automatic brake system. , A signal for avoiding a collision of the vehicle V and the like.

  Here, the input device 14 is applied to a right-hand drive vehicle, and is fixed to the right side of the dashboard 2 (see FIG. 1) in the vehicle width direction via a bolt or the like. For example, the motor cylinder device 16 is disposed on the left side in the vehicle width direction opposite to the input device 14 and is attached to a vehicle body such as a left side frame via a mounting bracket (not shown). The VSA device 18 suppresses, for example, an ABS (anti-lock braking system) function for preventing wheel lock during braking, a TCS (traction control system) function for preventing wheel slipping during acceleration, and a side slip during turning. For example, it is attached to the vehicle body via a bracket at the right front end in the vehicle width direction. Instead of the VSA device 18, an ABS device having only an ABS function for preventing wheel lock during braking may be connected. Detailed configurations of the input device 14, the motor cylinder device 16, and the VSA device 18 will be described later.

  These input device 14, motor cylinder device 16, and VSA device 18 are provided in a structure mounting chamber R in which a structure 3 such as an engine or a traveling motor provided in front of the dashboard 2 of the vehicle V is mounted. They are arranged separately from each other via piping tubes 22a to 22f (see FIG. 1). The vehicle brake system 10 can be applied to any of front-wheel drive vehicles, rear-wheel drive vehicles, and four-wheel drive vehicles. Further, as a by-wire brake system, the input device 14 and the motor cylinder device 16 are electrically connected to a control means such as an ECU through a harness (not shown).

  The hydraulic path will be mainly described with reference to FIG. 2. The connection port 20a of the input device 14 and the connection point A1 are connected by the first piping tube 22a with reference to the connection point A1 in FIG. The output port 24a of the motor cylinder device 16 and the connection point A1 are connected by the second piping tube 22b, and the introduction port 26a of the VSA device 18 and the connection point A1 are connected by the third piping tube 22c.

  With reference to another connection point A2 in FIG. 2, the other connection port 20b of the input device 14 and the connection point A2 are connected by the fourth piping tube 22d, and the other output port 24b of the motor cylinder device 16 is connected. The connection point A2 is connected by the fifth piping tube 22e, and the other introduction port 26b of the VSA device 18 and the connection point A2 are connected by the sixth piping tube 22f.

  The VSA device 18 is provided with a plurality of outlet ports 28a to 28d. The first outlet port 28a is connected to the wheel cylinder 32FR of the disc brake mechanism 30a provided on the right front wheel by the seventh piping tube 22g. The second outlet port 28b is connected to the wheel cylinder 32RL of the disc brake mechanism 30b provided on the left rear wheel by the eighth piping tube 22h. The third outlet port 28c is connected to the wheel cylinder 32RR of the disc brake mechanism 30c provided on the right rear wheel by the ninth piping tube 22i. The fourth outlet port 28d is connected to the wheel cylinder 32FL of the disc brake mechanism 30d provided on the left front wheel by the tenth piping tube 22j.

  In this case, the brake fluid is supplied to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the disc brake mechanisms 30a-30d by the piping tubes 22g-22j connected to the outlet ports 28a-28d, and the wheel cylinders 32FR, As the hydraulic pressure in 32RL, 32RR, and 32FL increases, each wheel cylinder 32FR, 32RL, 32RR, and 32FL is actuated to the corresponding wheel (right front wheel, left rear wheel, right rear wheel, left front wheel). A braking force is applied.

  The vehicle brake system 10 is provided so as to be mountable on various vehicles including, for example, an automobile driven only by an engine (internal combustion engine), a hybrid automobile, an electric automobile, and a fuel cell automobile.

Next, the vehicle hydraulic pressure generator 1 according to this embodiment will be described.
As described above, the vehicle hydraulic pressure generator 1 according to this embodiment shown in FIG. 2 includes the input device 14 and the motor cylinder device 16 (electrical hydraulic pressure generating means).
As described above, the input device 14 includes a tandem master cylinder 34 that generates hydraulic pressure by the push rod 42 that is driven by the driver operating the brake pedal 12, and a first reservoir attached to the master cylinder 34. 36 and a stroke simulator 64. The master cylinder 34 corresponds to “hydraulic pressure generating means” in the claims, the first reservoir 36 corresponds to “reservoir” in the claims, and the push rod 42 corresponds to the claims. It corresponds to the “rod”.

In the cylinder tube 38 of the master cylinder 34, the second piston 40a and the first piston 40b are arranged in this order from the brake pedal 12 toward the opposite side. A first pressure chamber 56b is defined in the cylinder tube 38 in front of the first piston 40b, and a second pressure is provided in the cylinder tube 38 between the first piston 40b and the second piston 40a. A chamber 56a is defined.
The second piston 40a corresponds to a “piston member” in the claims, and the second pressure chamber 56a corresponds to a “hydraulic chamber” in the claims.

One end of a first hydraulic pressure path 58b that connects the first pressure chamber 56b and the connection port 20b of the input device 14 is connected to such a master cylinder 34, and the second pressure chamber 56a and the input device 14 are connected to each other. One end of a second hydraulic pressure path 58a that connects the connection port 20a is connected.
Brake fluid is supplied from the first reservoir 36 to the first pressure chamber 56b and the second pressure chamber 56a of the master cylinder 34 via two supply ports 46a and 46b (see FIG. 3) described later. Yes.
The internal configuration of the master cylinder 34 will be described in detail later.

A pressure sensor Pm is disposed between the master cylinder 34 and the connection port 20a on the upstream side of the second hydraulic pressure path 58a, and on the downstream side of the second hydraulic pressure path 58a. A second shut-off valve 60a composed of an open type (normally open type) solenoid valve is provided.
Incidentally, the pressure sensor Pm detects the hydraulic pressure upstream of the second shutoff valve 60a on the master cylinder 34 side on the second hydraulic pressure path 58a, and the above-described second piston 40a (piston member) The hydraulic pressure generated in the second pressure chamber 56a (hydraulic pressure chamber) provided in front is configured to be detectable. The pressure sensor Pm corresponds to the “hydraulic pressure detecting means for detecting the hydraulic pressure generated in the hydraulic pressure chamber provided in front of the piston member” in the claims.

Between the master cylinder 34 and the other connection port 20b, on the upstream side of the first hydraulic pressure path 58b, a first shutoff valve 60b composed of a normally open type (normally open type) solenoid valve is provided. A pressure sensor Pp is provided on the downstream side of the first hydraulic pressure path 58b.
Incidentally, the pressure sensor Pp detects the hydraulic pressure on the first hydraulic pressure path 58b on the downstream side of the first shutoff valve 60b (in this embodiment, on the wheel cylinders 32FL, 32RR side as shown in FIG. 2). To do.

  The normal open in the second shut-off valve 60a and the first shut-off valve 60b is a valve configured such that the normal position (the position of the valve body at the time of demagnetization (non-energization)) is in the open position (normally open). Say. In FIG. 2, the second shut-off valve 60a and the first shut-off valve 60b show the state at the time of excitation (the same applies to the third shut-off valve 62 described later).

A branch hydraulic pressure path 58c branched from the first hydraulic pressure path 58b is provided in the first hydraulic pressure path 58b between the master cylinder 34 and the first shutoff valve 60b, and the branched hydraulic pressure path 58c includes A third shut-off valve 62 composed of a normally closed type (normally closed type) solenoid valve and a stroke simulator 64 are connected in series.
The normal close in the third shut-off valve 62 refers to a valve configured such that the normal position (the position of the valve body at the time of demagnetization (non-energization)) is in the closed position (normally closed).

  The stroke simulator 64 shown in FIG. 2 applies a reaction force according to the driver's braking operation. In this embodiment, the stroke simulator 64 is integrated with the master cylinder 34 to form the input device 14 shown in FIG. Yes. The stroke simulator 64 may be configured separately from the master cylinder 34. At this time, the position of the stroke simulator 64 is not particularly limited and can be arranged at an appropriate position in the structure mounting chamber R (see FIG. 1), but is preferably arranged in the vicinity of the master cylinder 34.

  The stroke simulator 64 is disposed on the first hydraulic pressure path 58b and closer to the master cylinder 34 than the first shutoff valve 60b. The stroke simulator 64 is provided with a hydraulic chamber 65 communicating with the branch hydraulic pressure path 58c. The hydraulic chamber 65 is capable of absorbing (accepting) brake fluid derived from the first pressure chamber 56 b of the master cylinder 34.

  The stroke simulator 64 is a simulator that is urged by a first return spring 66a having a high spring constant, a second return spring 66b having a low spring constant, and the first and second return springs 66a and 66b arranged in series. A piston 68, the pedal reaction force increase gradient is set low when the brake pedal 12 is depressed, and the pedal reaction force is set high when the brake pedal 12 is depressed late, so that the pedal feeling of the brake pedal 12 is equivalent to that of the existing master cylinder. It is provided to become.

  The hydraulic pressure path is roughly classified into a second hydraulic pressure system 70a that connects the second pressure chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR and 32RL, a first pressure chamber 56b of the master cylinder 34, and a plurality of pressure paths. The first hydraulic system 70b is connected to the wheel cylinders 32RR and 32FL.

  The second hydraulic system 70 a includes the above-described second pressure chamber 56 a, piping tubes 22 a and 22 b that connect the connection port 20 a of the input device 14 and the output port 24 a of the motor cylinder device 16, and the output of the motor cylinder device 16. The piping tubes 22b and 22c that connect the port 24a and the introduction port 26a of the VSA device 18 and the piping tubes 22g and 22h that connect the outlet ports 28a and 28b of the VSA device 18 and the wheel cylinders 32FR and 32RL, respectively. Is done.

  The first hydraulic system 70b includes the first hydraulic path 58b, pipe tubes 22d and 22e that connect the other connection port 20b of the input device 14 and the output port 24b of the motor cylinder device 16, and a motor cylinder device. Piping tubes 22e and 22f that connect the 16 output ports 24b and the introduction port 26b of the VSA device 18, and piping tubes 22i and 22j that connect the outlet ports 28c and 28d of the VSA device 18 and the wheel cylinders 32RR and 32FL, respectively. And have.

Next, the motor cylinder device 16 as the electric hydraulic pressure generating means will be described.
The motor cylinder device 16 is configured to generate a brake hydraulic pressure by driving the second slave piston 88a and the first slave piston 88b in the axial direction by the driving force of the electric motor 72. In the motor cylinder device 16, the moving direction (in the direction of arrow X1 in FIG. 2) of the second slave piston 88a and the first slave piston 88b when generating (raising) the brake fluid pressure is set to “front” and vice versa. The direction (arrow X2 direction in FIG. 2) is “rear”.

  The motor cylinder device 16 includes a cylinder portion 76 having a second slave piston 88a and a first slave piston 88b that are movable in the axial direction, and a motor 72 for driving the second slave piston 88a and the first slave piston 88b. And a driving force transmission unit 73 for transmitting the driving force of the motor 72 to the second slave piston 88a and the first slave piston 88b.

  The driving force transmission unit 73 converts a gear mechanism (deceleration mechanism) 78 that transmits the rotational driving force of the motor 72, and converts the rotational driving force into a linear driving force along the axial direction of the ball screw shaft (screw) 80a. And a driving force transmission mechanism 74 including a ball screw structure 80. The driving force transmission mechanism 74, together with the motor 72, constitutes an “electric actuator” in the claims.

  The cylinder part 76 includes a substantially cylindrical cylinder body 82 and a second reservoir 84 attached to the cylinder body 82. The second reservoir 84 is connected to the first reservoir 36 attached to the master cylinder 34 of the input device 14 by a piping tube 86, and the brake fluid stored in the first reservoir 36 is passed through the piping tube 86 to the second reservoir 84. 84 is provided so as to be supplied in the inside.

  In the cylinder body 82, a second slave piston 88a and a first slave piston 88b that are spaced apart from each other by a predetermined distance along the axial direction of the cylinder body 82 are slidably disposed. The second slave piston 88a is disposed close to the ball screw structure 80, contacts the front end of the ball screw shaft 80a, and is displaced integrally with the ball screw shaft 80a in the direction of the arrow X1 or X2. The first slave piston 88b is arranged farther from the ball screw structure 80 side than the second slave piston 88a.

  An annular guide piston 230 that provides a fluid-tight seal between the outer peripheral surface of the second slave piston 88a and the driving force transmission mechanism 74 and guides the second slave piston 88a so as to be movable in the axial direction thereof. It arrange | positions so that the outer peripheral surface of 2 slave piston 88a may be opposed. A slave piston packing 90 c is attached to the inner peripheral surface of the guide piston 230. A slave piston packing 90b is mounted on the outer peripheral surface on the front end side of the second slave piston 88a via an annular step. A second back chamber 94a communicating with a reservoir port 92a described later is formed between the slave piston packing 90c and the slave piston packing 90b. A second return spring 96a is disposed between the second slave piston 88a and the first slave piston 88b.

  On the other hand, a pair of slave piston packings 90a and 90b are mounted on the outer peripheral surface of the first slave piston 88b via an annular stepped portion. A first back chamber 94b communicating with a reservoir port 92b described later is formed between the pair of slave piston packings 90a and 90b. A first return spring 96b is disposed between the first slave piston 88b and the front end of the cylinder body 82.

  The cylinder body 82 of the cylinder portion 76 is provided with two reservoir ports 92a and 92b and two output ports 24a and 24b. In this case, the reservoir port 92 a (92 b) is provided so as to communicate with the reservoir chamber in the second reservoir 84.

  Further, in the cylinder body 82, a second hydraulic pressure chamber 98a for generating a brake hydraulic pressure output from the output port 24a to the wheel cylinders 32FR and 32RL side, and the other output port 24b to the wheel cylinders 32RR and 32FL side. A first hydraulic pressure chamber 98b for generating the output brake hydraulic pressure is provided.

  A regulating means 100 is provided between the second slave piston 88a and the first slave piston 88b to regulate the maximum and minimum separation distance between the second slave piston 88a and the first slave piston 88b. The first slave piston 88b is provided with a stopper pin 102 that restricts a sliding range of the first slave piston 88b and prevents an overreturn to the second slave piston 88a side. At the time of backup when braking with the brake fluid pressure generated at 34, the failure of another system is prevented when one system fails.

Next, the VSA device 18 will be described.
The VSA device 18 includes a second brake system 110a that controls a second hydraulic system 70a connected to the disc brake mechanisms 30a and 30b (the wheel cylinder 32FR and the wheel cylinder 32RL) of the right front wheel and the left rear wheel, and the right rear wheel. And a first brake system 110b for controlling a first hydraulic system 70b connected to the disc brake mechanisms 30c, 30d (wheel cylinder 32RR, wheel cylinder 32FL) for the left front wheel.

Note that the combination of the connection between the second brake system 110a and the first brake system 110b and each of the disc brake mechanisms 30a, 30b, 30c, and 30d is not limited to the above-described combination, and two independent systems are secured. For example, the following combinations are possible.
That is, although not shown, the second brake system 110a includes a hydraulic system connected to a disc brake mechanism provided on the left front wheel and the right front wheel, and the first brake system 110b includes the left rear wheel and the right rear wheel. It may be a hydraulic system connected to a disc brake mechanism provided in the. Further, the second brake system 110a includes a hydraulic system connected to a disc brake mechanism provided on the right front wheel and the right rear wheel on one side of the vehicle body, and the first brake system 110b includes the left front wheel and the left rear wheel on the vehicle body side. A hydraulic system connected to a disc brake mechanism provided on the wheel may be used. The second brake system 110a includes a hydraulic system connected to a disc brake mechanism provided on the right front wheel and the left front wheel, and the first brake system 110b includes a disc provided on the right rear wheel and the left rear wheel. A hydraulic system connected to the brake mechanism may be used.

  Since the second brake system 110a and the first brake system 110b have the same structure, the corresponding parts in the second brake system 110a and the first brake system 110b are assigned the same reference numerals, and the second brake system The description of the first brake system 110b will be added in parentheses as appropriate, with a focus on the description of the system 110a.

  The second brake system 110a (first brake system 110b) has a first common hydraulic pressure path 112 and a second common hydraulic pressure path 114 that are common to the wheel cylinders 32FR and 32RL (32RR and 32FL). The VSA device 18 includes a regulator valve 116 formed of a normally open type solenoid valve disposed between the introduction port 26a and the first common hydraulic pressure path 112, and arranged in parallel with the regulator valve 116 from the introduction port 26a side. A first check valve 118 that permits the flow of brake fluid to the first common hydraulic pressure passage 112 side (blocks the flow of brake fluid from the first common hydraulic pressure passage 112 side to the introduction port 26a side); A first in-valve 120 composed of a normally open type solenoid valve disposed between the common hydraulic pressure path 112 and the first outlet port 28a, and a first inlet valve 120 disposed in parallel with the first inlet valve 120 from the first outlet port 28a side. Allow the brake fluid to flow to the first common hydraulic pressure passage 112 side (from the first common hydraulic pressure passage 112 side to the first outlet port) A second in-valve comprising a second check valve 122 (which prevents the flow of brake fluid to the 8a side) and a normally open type solenoid valve disposed between the first common hydraulic pressure passage 112 and the second outlet port 28b. 124 and the second inlet valve 124 are arranged in parallel to allow the brake fluid to flow from the second lead-out port 28b side to the first common hydraulic pressure path 112 side (second lead-out from the first common hydraulic pressure path 112 side). And a third check valve 126 for inhibiting the flow of brake fluid to the port 28b side.

  Further, the VSA device 18 includes a first out valve 128 including a normally closed solenoid valve disposed between the first outlet port 28a and the second common hydraulic pressure path 114, a second outlet port 28b, and a second outlet port 28b. A second out valve 130 composed of a normally closed solenoid valve disposed between the common hydraulic pressure path 114, a reservoir 132 connected to the second common hydraulic pressure path 114, and a first common hydraulic pressure path 112; It is arranged between the second common hydraulic pressure path 114 and allows the brake fluid to flow from the second common hydraulic pressure path 114 side to the first common hydraulic pressure path 112 side (from the first common hydraulic pressure path 112 side). The fourth check valve 134 (which prevents the flow of brake fluid to the second common hydraulic pressure path 114 side) is disposed between the fourth check valve 134 and the first common hydraulic pressure path 112, and the second common hydraulic pressure path 112 is disposed. A pump 136 that supplies brake fluid from the hydraulic pressure path 114 side to the first common hydraulic pressure path 112 side, an intake valve 138 and a discharge valve 140 provided before and after the pump 136, and a motor M that drives the pump 136, And a suction valve 142 formed of a normally closed solenoid valve disposed between the second common hydraulic pressure path 114 and the introduction port 26a.

  In the second brake system 110a, the brake fluid generated in the second hydraulic chamber 98a of the motor cylinder device 16 is output from the output port 24a of the motor cylinder device 16 on the hydraulic pressure path close to the introduction port 26a. A pressure sensor Ph for detecting pressure is provided. Detection signals detected by the pressure sensors Pm, Pp, and Ph are introduced into control means (not shown).

(Master cylinder)
Next, the master cylinder 34 as the hydraulic pressure generating means of the vehicle hydraulic pressure generating device 1 (see FIG. 2) according to this embodiment will be described in detail mainly with reference to FIG. As described above, the master cylinder 34 is characterized in that a rod guide member RG (see FIG. 3) described later is provided at a predetermined position of the second piston 40a. FIG. 3 to be referred to is a configuration explanatory diagram of a master cylinder applied to the vehicle hydraulic pressure generator according to the embodiment of the present invention. In addition, the front-back and up-down directions of the master cylinder are indicated by arrows in FIG.

As described above, the master cylinder 34 constitutes the input device 14 together with the stroke simulator 64 (see FIG. 2). As shown in FIG. 1, the input device 14 is connected to the dashboard from the structure mounting chamber R side. 2 is fixed so as to contact 2. That is, the master cylinder 34 has a contact portion 34a with respect to the dashboard 2 as shown in FIG. In FIG. 3, reference numeral 303 denotes a stud bolt that fixes the master cylinder 34 to the dashboard 2, and a plurality of stud bolts 303 are erected on the contact portion 34 a.
As shown in FIG. 3, in the cylinder tube 38 of the master cylinder 34, the second piston 40a (piston member) and the first piston 40b that are separated at a predetermined interval along the axial direction of the cylinder tube 38 slide. Arranged freely.

  As described above, the second piston 40a is disposed closer to the brake pedal 12 (see FIG. 2) in the cylinder tube 38. Moreover, the 1st piston 40b is spaced apart from the brake pedal 12 rather than the 2nd piston 40a, and is arrange | positioned ahead of the 2nd piston 40a.

  The first piston 40b is bottomed on the rear side and has a cylindrical shape that opens to the front side. A first spring member 50b made of a compression coil spring as an elastic member is disposed inside the first piston 40b. The first spring member 50b is seated on a predetermined spring seat whose rear end is provided in the vicinity of the bottom inside the first piston 40b, and extends outward (forward) from the opening of the first piston 40b. The front end is seated on the front part in the cylinder tube 38. As a result, the first spring member 50b biases the first piston 40b rearward.

The second piston 40a (piston member) has a hollow portion 4a and a solid portion 4b. Incidentally, the hollow portion 4a in the present embodiment is formed in front of the second piston 40a at the substantially central portion in the axial direction, and the solid portion 4b is formed in the rear of the substantially central portion as a boundary. Yes.
The hollow portion 4a of the second piston 40a is bottomed near the solid portion 4b and has a cylindrical shape that opens to the front side. Inside the hollow portion 4a, a second spring member 50a made of a compression coil spring as an elastic member is disposed. The rear end of the second spring member 50a is seated on a predetermined spring seat provided near the bottom of the hollow portion 4a, and the front end of the second spring member 50a extending forward from the hollow portion 4a is the rear of the first piston 40b. Sitting on the edge. Accordingly, the second spring member 50a biases the second piston 40a backward with respect to the first piston 40b.

A connection hole 4c into which the spherical tip 42a of the push rod 42 is fitted is formed on the rear side of the solid part 4b of the second piston 40a. As described above, the push rod 42 corresponds to the “rod” in the claims, and the connecting hole 4c corresponds to the “opening in which the tip of the rod is inserted” in the claims. . Incidentally, the spherical tip 42a of the push rod 42 in this embodiment is connected to the solid part 4b of the second piston 40a by being fitted into the connection hole 4c and caulked around the connection hole 4c. .
In FIG. 3, reference numeral 306 denotes a boot disposed across the master cylinder 34 and the push rod 42. The rear portion of the master cylinder 34 to which the boot 306 is attached extends through the dashboard 2 and into the passenger compartment C.

  As described above, the first pressure chamber 56b and the second pressure chamber 56a are defined in front of the first piston 40b and between the first piston 40b and the second piston 40a. The inside of the cylindrical first piston 40b communicates with the first pressure chamber 56b through its opening, and constitutes a substantial “hydraulic pressure chamber” integrated with the first pressure chamber 56b. ing. Further, the hollow portion 4a of the cylindrical second piston 40a communicates with the second pressure chamber 56a through the opening thereof, and a substantial “hydraulic pressure chamber” integrated with the second pressure chamber 56a is formed. It is composed.

  On the other hand, piston packings 44a and 44a and a piston packing 44b are provided on the inner peripheral surface of the cylinder tube 38 on which the first piston 40b and the second piston 40a are arranged. Each of the piston packings 44a and 44a and the piston packing 44b includes a cup seal in which a U-shaped sealing material is formed in a ring shape in a sectional view, and a circumferential groove formed on the inner peripheral surface of the cylinder tube 38. Installed inside. The piston packings 44a, 44a arranged at a predetermined interval are both liquid-tightly sealed between the first piston 40b and the inner peripheral surface of the cylinder tube 38, and the piston packing 44b The space between the second piston 40a and the inner peripheral surface of the cylinder tube 38 is sealed in a liquid-tight manner.

The state when the brake pedal 12 shown in FIG. 3 is inactive, that is, the state where the push rod 42 does not press the second piston 40a forward (synonymous with the following “when the brake pedal 12 is inactive”). ), A supply port 46b is provided so as to be located between the piston packings 44a and 44a. The “state when the brake pedal 12 is not actuated” corresponds to the “state where the brake operator is in the initial position” in the claims.
As described above, the supply port 46b supplies the brake fluid stored in the first reservoir 36 into the first pressure chamber 56b. Incidentally, the brake fluid is supplied from the supply port 46b to the first pressure chamber 56b through a through hole H1 provided in the peripheral surface so as to communicate with the inside and outside of the first piston 40b.

  The piston packing 44b is provided so as to be positioned closer to the front side of the hollow portion 4a of the second piston 40a when the brake pedal 12 shown in FIG. 3 is not in operation. A supply port 46a is provided behind the piston packing 44b and adjacent to the piston packing 44b. As described above, the supply port 46a supplies the brake fluid stored in the first reservoir 36 into the second pressure chamber 56a. Incidentally, the brake fluid is supplied from the supply port 46a to the second pressure chamber 56a through a through hole H2 provided in the peripheral surface so as to communicate with the inside and outside of the second piston 40a (hollow portion 4a). It has become.

  In the first pressure chamber 56b, as described above, the first hydraulic pressure path 58b (FIG. 2) in which the first shut-off valve 60b (see FIG. 2) and the pressure sensor Pp (see FIG. 2) are arranged. Connected). As described above, the second pressure chamber 56a as the “hydraulic pressure chamber” in the claims includes the second shutoff valve 60a (see FIG. 2) and the “hydraulic pressure detection” in the claims. The second hydraulic pressure path 58a (see FIG. 2) in which the pressure sensor Pm (see FIG. 2) as “means” is arranged is connected.

A rod guide member RG is provided on the second piston 40a in the present embodiment.
The rod guide member RG is a member that regulates the movement of the push rod 42 in the direction of displacement from the direction along the axial direction. The rod guide member RG in the present embodiment is configured by a cup seal provided on the second piston 40a (solid portion 4b) side. Incidentally, this cup seal is a U-shaped sealing material formed in a ring shape in a sectional view. This cup seal is disposed in a circumferential groove formed on the outer periphery of the second piston 40a so as to be a U-shaped recess forward (a U-shaped protrusion rearward).
The connecting hole 4c into which the tip of the push rod 42 (spherical tip 42a) is fitted is provided on the inner peripheral side (inner peripheral direction) of such a ring-shaped rod guide member RG.

  As shown in FIG. 3, the rod guide member RG is positioned between the contact portion 34a with respect to the dashboard 2 and the spherical tip portion 42a of the push rod 42 (rod) when the brake pedal 12 is not operated. Can be set to The spherical tip 42a of the push rod 42 corresponds to “the other end of the rod” in the claims.

Further, although not shown, the rod guide member RG can be disposed closer to the rear end (closer to the brake pedal 12) of the second piston 40a (solid portion 4b) than the spherical tip portion 42a of the push rod 42.
That is, the position of the rod guide member RG can be set closer to the brake pedal 12 than the contact portion 34a with respect to the dashboard 2.
The desired position of the rod guide member RG is a position adjacent to the rear end of the second piston 40a (solid portion 4b). In other words, the rod guide member RG is connected in the axial direction of the second piston 40a. It is desirable that at least a part of the rod guide member RG overlap with the hole 4c.

  The vehicle brake system 10 according to the present embodiment is basically configured as described above, and the operation thereof will be described next.

  When the vehicle brake system 10 functions normally, the second shut-off valve 60a and the first shut-off valve 60b, which are normally open type solenoid valves, are energized to be closed, and a third shut-off type solenoid valve is used. The shut-off valve 62 is opened by excitation (see FIG. 2). Accordingly, since the second hydraulic pressure system 70a and the first hydraulic pressure system 70b are shut off by the second shutoff valve 60a and the first shutoff valve 60b, the brake fluid generated in the master cylinder 34 of the vehicle hydraulic pressure generator 14 is generated. Pressure is not transmitted to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the disc brake mechanisms 30a-30d.

  At this time, the brake hydraulic pressure generated in the first pressure chamber 56b of the master cylinder 34 is transmitted to the hydraulic pressure chamber 65 of the stroke simulator 64 via the branch hydraulic pressure path 58c and the third shut-off valve 62 in the valve open state. Is done. When the simulator piston 68 is displaced against the spring force of the first and second return springs 66a and 66b by the brake hydraulic pressure supplied to the hydraulic pressure chamber 65, the stroke of the brake pedal 12 is allowed. A pseudo pedal reaction force is generated and applied to the brake pedal 12. As a result, it is possible to obtain a brake feel that is comfortable for the driver.

  In the vehicle brake system 10 according to the present embodiment, when the control means (not shown) detects the depression of the brake pedal 12 by the driver, the motor 72 of the motor cylinder device 16 is driven and the driving force of the motor 72 is increased. 2 is transmitted through the driving force transmission mechanism 74, and the second slave piston 88a and the first slave piston 88b are directed in the direction of the arrow X1 in FIG. 2 against the spring force of the second return spring 96a and the first return spring 96b. To displace. Due to the displacement of the second slave piston 88a and the first slave piston 88b, the brake fluid in the second fluid pressure chamber 98a and the first fluid pressure chamber 98b is pressurized so as to be balanced to generate a desired brake fluid pressure.

  The brake hydraulic pressure in the second hydraulic pressure chamber 98a and the first hydraulic pressure chamber 98b in the motor cylinder device 16 is supplied to the disc brake mechanism 30a via the first and second inlet valves 120 and 124 in the valve open state of the VSA device 18. To 30d wheel cylinders 32FR, 32RL, 32RR, 32FL, and the wheel cylinders 32FR, 32RL, 32RR, 32FL are operated to apply a desired braking force to each wheel.

  In other words, in the vehicle brake system 10 according to the present embodiment, the motor cylinder device 16 that functions as an electric brake device (power hydraulic pressure source) and a control unit such as an ECU (not shown) that performs by-wire control can operate normally. , The communication between the master cylinder 34 that generates brake fluid pressure when the driver steps on the brake pedal 12 and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) that brake each wheel is second. A so-called brake-by-wire brake system is activated in which the disc brake mechanisms 30a to 30d are operated by the brake fluid pressure generated by the motor cylinder device 16 in a state of being shut off by the shut-off valve 60a and the first shut-off valve 60b. Become. For this reason, the present embodiment is a vehicle, an internal combustion engine, such as an electric vehicle (including a fuel cell vehicle) or a hybrid vehicle, in which there is little negative pressure generation in the internal combustion engine or no negative pressure generation in the internal combustion engine. It can be suitably applied to a vehicle or the like that does not have itself.

  On the other hand, when the motor cylinder device 16 or the like is inoperable, the second cutoff valve 60a and the first cutoff valve 60b are opened, and the third cutoff valve 62 is closed and the master cylinder 34 is closed. The generated brake fluid pressure is transmitted to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL), and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) are operated. The so-called traditional hydraulic brake system becomes active.

Next, the effect which the hydraulic pressure generator 1 for vehicles which concerns on this embodiment show | plays is demonstrated.
As described above, the master cylinder 234 (see FIG. 4) in the conventional hydraulic pressure generating device (see, for example, Patent Document 1) causes the brake pedal 212 to follow the circular locus indicated by the broken line arrow in FIG. When rotating as depicted, the push rod 242 operates to pinch the connecting portion with the rear end of the second piston 240a.
Then, the rear piston 240a that moves forward while receiving the operation of the push rod 242 may interfere with the smooth compression operation of the brake fluid.

On the other hand, as shown in FIG. 3, the master cylinder 34 in the present embodiment has a rod guide member RG attached to the second piston 40a (corresponding to the rear piston 240a (see FIG. 4) of the conventional master cylinder 234). I have. As a result, even if the spherical tip 42a of the push rod 42 moves so as to beat the rear end of the second piston 40a, the push rod 42 is restricted from turning by the rod guide member RG.
The rod guide member RG is positioned closer to the brake pedal 12 than the contact portion 34a between the dashboard 2 and the master cylinder 34 (hydraulic pressure generating means), or the spherical tip of the push rod 42 (rod). Since the second piston 40a (piston member) is provided so as to be positioned between the contact portion 34a and the contact portion 34a, the rolling load input to the second piston 40a via the push rod 42 2 can be escaped.
Therefore, according to the vehicular hydraulic pressure generating device 1 having the master cylinder 34, the second piston 40a reduces the load caused by the turning of the push rod 42 and more reliably performs the smooth compression operation of the brake fluid. Can do.

  Further, according to the vehicle hydraulic pressure generator 1, the rod guide member RG is provided on the outer periphery of the solid portion 4b of the second piston 40a, so that the rear end of the second piston 40a is interposed via the push rod 42. The bending load input to the end can be received by the highly rigid portion (solid portion 4b) of the second piston 40a.

Further, according to the vehicle hydraulic pressure generator 1, the rod guide member RG is provided so that at least a part of the rod guide member RG overlaps the connecting hole 4c in the axial direction of the second piston 40a. By doing so, the rod guide member RG of the second piston 40a can receive the input load of turning at a portion closer to the push rod 42. Therefore, according to the vehicular hydraulic pressure generator 1, the turning operation of the push rod 42 can be more reliably regulated.
Then, the rod guide member RG can more efficiently release this turning load to the dashboard 2.
Further, even if the rod guide member RG is provided near the rear end of the second piston 40a as described above, the rod guide member RG is constituted by a cup seal provided on the outer periphery of the second piston 40a. In other words, even when the second piston 40a moves forward with a full stroke, the rod guide member RG can surely seal the brake fluid at the rear end of the cylinder tube 38.

  In addition, according to the vehicle hydraulic pressure generating device 1, since the rod guide member RG is provided on the second piston 40a, the second piston 40a can perform the smooth compression operation of the brake fluid more reliably. The master cylinder 34 can generate a hydraulic pressure in the second pressure chamber 56a that more accurately responds to the magnitude of the load input to the brake pedal 12 during a brake operation. Therefore, according to the vehicle hydraulic pressure generator 1, the motor cylinder shown in FIG. 2 is based on the hydraulic pressure in the second pressure chamber 56a detected by the pressure sensor Pm (hydraulic pressure detecting means) shown in FIG. Since drive control of the device 16 (electrical hydraulic pressure generating means) is performed, the accuracy of drive control of the motor cylinder device 16 can be further improved. That is, the control of the first brake system 110b and the second brake system 110a shown in FIG. 2 can be performed more accurately and more reliably.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It can implement with a various form.
In the above embodiment, the piston packings 44a and 44b are configured by cup seals provided on the inner peripheral surface of the cylinder tube 38. It can be constituted by a cup seal provided.
In the above embodiment, the rod guide member RG is constituted by a cup seal. However, if the member can regulate the turning operation of the push rod 42 and can maintain a predetermined fluid tightness of the brake fluid, The rod guide member RG can be configured by a rigid member such as metal that is not limited and is dimensionally adjusted with high accuracy.

DESCRIPTION OF SYMBOLS 1 Vehicle hydraulic pressure generator 2 Dashboard 4a Hollow part 4b Solid part 4c Connection hole (opening part)
10 Brake system for vehicle 12 Brake pedal (brake operator)
14 Input device 16 Motor cylinder device (electrical fluid pressure generating means)
18 VSA device 34 Master cylinder (hydraulic pressure generating means)
34a Contact portion 36 First reservoir (reservoir)
40a Second piston (piston member)
40b First piston 42 Push rod (rod)
50a Second spring member (spring member)
56a Second pressure chamber (hydraulic pressure chamber)
56b First pressure chamber 60a Second shut-off valve 60b First shut-off valve 62 Third shut-off valve 72 Motor (electric actuator)
74 Drive force transmission mechanism (electric actuator)
Pm pressure sensor (hydraulic pressure detection means)
RG Rod guide member V Vehicle

Claims (5)

Fluid pressure generating means that communicates with a reservoir for storing brake fluid and generates fluid pressure in response to the operation of the driver's brake operator;
A rod having one end connected to the brake operator and the other end connected to a piston member housed in the fluid pressure generating means;
In the vehicle hydraulic pressure generator comprising:
The hydraulic pressure generating means has an abutting portion with respect to a dashboard to which the hydraulic pressure generating means is attached, and the hydraulic pressure generating means includes a rod guide member closer to the brake operator than the abutting portion. A vehicle hydraulic pressure generator characterized by the above. Fluid pressure generating means that communicates with a reservoir for storing brake fluid and generates fluid pressure in response to the operation of the driver's brake operator;
A rod having one end connected to the brake operator and the other end connected to a piston member housed in the fluid pressure generating means;
In the vehicle hydraulic pressure generator comprising:
The hydraulic pressure generating means has a contact portion with respect to a dashboard to which the hydraulic pressure generating means is attached, and the hydraulic pressure generating means includes the other end of the rod when the brake operator is in an initial position. A vehicle hydraulic pressure generator comprising a rod guide member between the contact portion and the contact portion. In the vehicle hydraulic pressure generator according to claim 1 or 2,
The piston member has a solid portion and a hollow portion that houses a spring member therein,
The vehicle hydraulic pressure generator according to claim 1, wherein the rod guide member is provided on an outer periphery of the solid portion. The vehicle hydraulic pressure generator according to claim 1,
The piston member has an opening into which a tip of the rod is inserted,
The rod pressure member is provided at a position where at least a part of the rod guide member overlaps the opening in the axial direction of the piston member. The vehicle hydraulic pressure generator according to any one of claims 1 to 4,
Electrical hydraulic pressure generating means driven by an electric actuator according to the operation amount of the brake pedal;
Fluid pressure detecting means for detecting fluid pressure generated in a fluid pressure chamber provided in front of the piston member;
A vehicular hydraulic pressure generating apparatus that controls driving of the electrical hydraulic pressure generating means based on the hydraulic pressure detected by the hydraulic pressure detecting means.

Images