JP2019073284A - Brake gear - Google Patents

Abstract

To provide a brake gear which enables improvement of vehicle mountability.SOLUTION: A brake gear includes: a master cylinder in which a piston is provided within a master cylinder housing so as to operate in an axial direction; a stroke simulator which is provided with a reaction piston which is operated in the axial direction by a brake fluid flowing into a stroke simulator housing; and a bolt which is inserted into a bolt hole provided at the master cylinder housing and a bolt hole provided at the stroke simulator housing and fixes the master cylinder housing and the stroke simulator housing. A head of the bolt fits in a length of the master cylinder housing in a direction of an axis of the master cylinder.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a brake device.

  BACKGROUND Conventionally, a brake device for a vehicle is known. For example, the brake device (input device of the brake system for vehicles) of patent document 1 is provided with the master cylinder and the stroke simulator.

JP 2012-106638 A

  In the conventional brake device, no consideration is given to the mounting structure of the two housings when the master cylinder housing and the stroke simulator housing are separate members.

  In the brake device according to the embodiment of the present invention, preferably, the head of the bolt fixing the master cylinder housing and the stroke simulator housing fits within the length of the master cylinder housing in the direction of the axial center of the master cylinder.

  Thus, the vehicle mountability can be improved.

FIG. 1 is a perspective view of a brake device 1 according to a first embodiment. FIG. 1 is a perspective view of a brake device 1 according to a first embodiment. FIG. 2 is a top view of the brake device 1 of the first embodiment. FIG. 2 is a bottom view of the brake device 1 of the first embodiment. FIG. 2 is a side view of the brake device 1 of the first embodiment. FIG. 2 is a side view of the brake device 1 of the first embodiment. FIG. 2 is a front view of the brake device 1 of the first embodiment. FIG. 2 is a rear view of the brake device 1 of the first embodiment. It is AA sectional drawing of FIG. FIG. 1 is a perspective view of an actuator 8 according to a first embodiment.

  Hereinafter, the form which realizes the brake device of the present invention is explained based on a drawing.

Example 1
The vehicle to which the brake system of this embodiment is applied includes, for example, a hybrid vehicle having an electric motor (generator) as well as an engine (internal combustion engine) as a prime mover for driving wheels, and only a motor (generator). It is an electric vehicle such as an electric car that can generate regenerative braking force by an electric motor. The braking system (brake system) of the present embodiment is a hydraulic brake system that applies a brake fluid pressure to each wheel of a vehicle to generate a braking force. A wheel cylinder (caliper) provided on each wheel of the vehicle receives a supply of a braking operation hydraulic pressure and a control hydraulic pressure to generate a brake hydraulic pressure (wheel cylinder hydraulic pressure). The brake system includes a brake device 1 as an input device to which a driver's brake operation is input, and an electric brake actuator (hereinafter referred to as actuator 8) capable of generating a brake fluid pressure based on an electrical signal according to the driver's brake operation. It is equipped with The brake device 1 operates in response to a driver's brake operation and generates a master cylinder hydraulic pressure as a braking operation hydraulic pressure. The actuator 8 is provided separately from the brake device 1 and controls the wheel cylinder hydraulic pressure (brake hydraulic pressure) according to the brake operation state or the state of the vehicle.

  FIGS. 1-9 shows the whole of the brake device 1 of a present Example from each direction. Hereinafter, for convenience of explanation, an orthogonal coordinate system is provided. With the brake device 1 installed in the vehicle, the x axis is provided in the front-rear direction of the vehicle (the axial direction in which the master cylinder 4 operates). When the brake device 1 is installed in a vehicle, the axial direction of the master cylinder 4 is substantially parallel to the longitudinal direction of the vehicle, so the x-axis direction is the longitudinal direction of the vehicle. The forward direction of the vehicle (the direction in which the piston 41 of the master cylinder 4 travels according to the depression operation of the brake pedal) is taken as the x-axis positive direction. The y-axis is provided in the width direction (horizontal direction or lateral direction) of the vehicle, and the left side is the y-axis positive direction when viewed from the rear of the vehicle (x-axis negative direction side). The z-axis is provided in the vertical direction (vertical direction) of the vehicle, and the upper side of the vehicle (the side where the reservoir tank 3 is installed with respect to the master cylinder 4) is taken as the z-axis positive direction. FIG. 1 is a perspective view of the brake device 1 as viewed from the x-axis negative direction side, the y-axis positive direction side, and the z-axis positive direction side. FIG. 2 is a perspective view of the brake device 1 as viewed from the x-axis positive direction side, the y-axis negative direction side, and the z-axis positive direction side. FIG. 3 is a top view of the brake device 1 as viewed from the z-axis positive direction side. FIG. 4 is a bottom view of the brake device 1 as viewed from the z-axis negative direction side. FIG. 5 is a side view of the brake device 1 as viewed from the y-axis positive direction side. FIG. 6 is a side view of the brake device 1 as viewed from the y-axis negative direction side. FIG. 7 is a front view of the brake device 1 as viewed from the x-axis positive direction side. FIG. 8 is a rear view of the brake device 1 as viewed from the x-axis negative direction side. FIG. 9 is a cross-sectional view of the brake device 1 taken along a plane passing through the axial center of the master cylinder 4 and shows a cross-sectional view of FIG.

  The brake device 1 includes a push rod 2, a reservoir tank 3, a master cylinder 4, a stroke simulator 5, and a stroke simulator valve 6. That is, the brake device 1 is a master cylinder unit incorporating the master cylinder 4. The brake system has brake piping of two systems (a primary P system and a secondary S system). Hereinafter, the suffixes P and S are added to the members or structures provided corresponding to the respective systems to distinguish them from each other. The push rod 2 is connected to the brake pedal via a clevis 20. The brake pedal is an input member (brake operation member) that receives an input of a driver's brake operation. The push rod 2 operates in the x-axis direction in conjunction with the brake pedal. For example, the stroke is made in the x-axis positive direction in accordance with the depression operation of the brake pedal. The x-axis positive direction end of the push rod 2 is in contact with the piston 41P of the master cylinder 4 (see FIG. 9). The push rod 2 receives the operation force of the driver input to the brake pedal, and transmits it to the master cylinder 4 as a thrust in the x-axis direction. A flange portion 21 is provided on the outer periphery on the x-axis positive direction side of the push rod 2. At the end of the push rod 2 in the x-axis positive direction, an abutting member 22 whose tip on the x-axis positive direction side is formed in a convex spherical shape is fixed. The brake system 1 of this embodiment is interposed between a brake pedal and a master cylinder as a booster (a brake booster) for reducing a driver's brake operation force, and an intake pressure generated by an engine of a vehicle It does not have the type (master back) that operates using (negative pressure).

  The reservoir tank 3 is a brake fluid source for storing the brake fluid, and supplies the brake fluid to the master cylinder 4 and the actuator 8. The reservoir tank 3 has a supply port 30, supply ports 31P and 31S, and supply ports 32a and 32b. The supply port 30 protrudes in the z-axis positive direction side on the x-axis positive direction side of the reservoir tank 3 and is opened, and is opened and closed by the lid 3 a. The supply ports 31P and 31S are provided to be aligned in the x-axis direction, and protrude and open in the z-axis negative direction side of the reservoir tank 3. The supply port 31P is provided on the x-axis negative direction side with respect to the supply port 31S. The supply ports 32a and 32b are provided on the x-axis negative direction side with respect to the supply port 31P, and open on both side surfaces of the reservoir tank 3 in the y-axis direction. A fastening portion 35 is provided on the z-axis negative direction side of the reservoir tank 3 and between the supply ports 31P and 31S. A hole for inserting a pin for stopping the reservoir tank 3 is formed in the fastening portion 35 so as to extend in the y-axis direction. The inside of the reservoir tank 3 is divided into three regions by two partition plates 33a and 33b installed so as to extend in the z-axis positive direction from the bottom surface on the z-axis negative direction side. The supply port 31S opens in the area on the x-axis positive direction side, the supply ports 32a and 32b open in the area on the x-axis negative direction side, and the supply port 31P opens in the area sandwiched between these two areas. The partition plate 33 stores the brake fluid in each area even if the vehicle tilts or accelerates / decelerates, for example, and thereby enables the brake fluid to be replenished from each refill port. The piping attachment part 320a is connected to the replenishment port 32a (refer FIG. 1). One end of the brake pipe 71 is attached to the pipe attachment portion 320a. The pipe mounting portion 320a is provided so as to protrude in the y-axis positive direction side from the outer surface of the reservoir tank 3 in the x-axis negative direction side, the y-axis positive direction side and the z-axis negative direction side and bend halfway in the x-axis positive direction It is done. The tip of the pipe attachment portion 320a to which the brake pipe 71 is attached opens in the positive x-axis direction. The piping attachment part 320b is connected to the replenishment port 32b (refer FIG. 2). One end of another brake pipe is attached to the pipe attachment portion 320b. The pipe mounting portion 320b is provided so as to protrude in the y-axis negative direction side from the outer surface of the reservoir tank 3 in the x-axis negative direction side, the y-axis negative direction side and the z-axis negative direction side and bend halfway in the x-axis positive direction It is done. The tip of the pipe attachment portion 320b to which the brake pipe is attached opens in the positive x-axis direction.

  The master cylinder 4 is a first brake hydraulic pressure generation source that generates hydraulic pressure (master cylinder hydraulic pressure) in response to an operation (brake operation) of a brake pedal by a driver. The master cylinder 4 is connected to the wheel cylinder via an oil passage (brake piping) not shown. The master cylinder hydraulic pressure is supplied to the wheel cylinder through the oil passage to generate a wheel cylinder hydraulic pressure (brake hydraulic pressure). The master cylinder 4 has a master cylinder housing (cylinder) 40, a piston 41 and a coil spring 42. Master cylinder housing 40 has a main body portion 40a, a flange portion 40b, and a fitting portion 40c. The main body portion 40 a is formed in a bottomed cylindrical shape that is closed at one end side (x-axis positive direction side) and extends in the x-axis direction. The flange portion 40 b is provided on the outer periphery on the x-axis negative direction side of the main body portion 40 a. Fastening portions 40d and 40e in which bolt holes extending in the x-axis direction are formed are provided on both sides of the flange portion 40b in the y-axis direction. The fastening portions 40d and 40e are provided at substantially symmetrical positions with respect to the axial center of the main body portion 40a. The fitting portion 40c is provided in a substantially cylindrical shape extending in the x-axis direction adjacent to the flange portion 40b in the negative x-axis direction. A seal member 402 is installed in a seal groove 401 provided so as to surround the outer periphery of the fitting portion 40c.

  An axial hole 400 extending in the x-axis direction is formed in the master cylinder housing 40. The hole 400 opens to the x-axis negative direction side of the master cylinder housing 40. Master cylinder 4 is a so-called tandem type, and two pistons 41P and 41S are provided in hole 400 so as to be operable (reciprocate) in the x-axis direction. A concave spherical receiving portion 410 is formed on the x-axis negative direction side of the P-system piston 41P. An x-axis positive direction end of the push rod 2 (contact member 22) formed in the convex spherical shape abuts on the receiving portion 410 and is rotatably fitted. The piston 41S of the S system is a free piston, and is installed on the x-axis positive direction side of the piston 41P. Each piston 41 is provided with a recess 411 extending in the x-axis direction and opening in the positive x-axis direction. In each piston 41, a communication hole 412 communicating the inner peripheral surface of the recess 411 with the outer peripheral surface of each piston 41 is provided so as to extend in the radial direction.

  A discharge port 44 and a refill port 45 are formed in the master cylinder housing 40, and these ports 44, 45 open on the inner peripheral surface of the hole 400. The discharge port 44 extends in the y-axis direction and opens at the side surface on the y-axis negative direction side of the master cylinder housing 40, and is connected to the actuator 8 via the brake piping, and is provided to be able to communicate with the wheel cylinder. . Two discharge ports 44P of P system are provided, and the other discharge ports 44P other than the above extend in the y-axis direction and open on the side surface of the master cylinder housing 40 on the y-axis positive direction side. The discharge port 44P, which opens in the positive y-axis direction, is connected to the stroke simulator 5 via the brake pipe 70, and is provided in communication with the stroke simulator 5 (main chamber 54). The refilling port 45 extends in the z-axis direction and opens on the upper surface of the master cylinder housing 40 in the positive z-axis direction, and is connected to and in communication with the reservoir tank 3. The replenishing ports 31P and 31S of the reservoir tank 3 are fitted to the concave portion 48 (the replenishing port 45 is opened) of the upper surface of the master cylinder housing 40 through the seal member 34 and respectively communicate with the replenishing ports 45P and 45S. . That is, the reservoir tank 3 is provided integrally with the master cylinder 4. The master cylinder 4 is replenished with brake fluid from the reservoir tank 3 through the replenishment ports 31P, 31S and the replenishment ports 45P, 45S. As viewed in the y-axis direction, a fastening portion 49 is provided at the z-axis positive direction end of the master cylinder housing 40 and between the recesses 48P and 48S. In the fastening portion 49, a hole for inserting a pin for stopping the reservoir tank 3 is formed to extend in the y-axis direction. The reservoir tank 3 is fixed to the master cylinder housing 40 by inserting and fastening a pin between the fastening portion 49 and the fastening portion 35 of the reservoir tank 3.

  Seal members 46 and 47 having a cup-shaped cross section are fixedly installed on the inner peripheral surface of the hole 400. The seal members 46 and 47 are arranged to sandwich the opening of the supply port 45 in the x-axis direction. The inner peripheral side (lip portion) of the seal members 46 and 47 abuts on the outer peripheral surface of each piston 41. The sealing members 46 and 47 restrict the flow of the brake fluid passing through the gap between the inner periphery of the hole 400 and the outer periphery of the piston 41 in one direction. The seal member 46P of the P system regulates the flow of the brake fluid from the refill port 45P toward the x-axis negative direction side (outside of the master cylinder housing 40). The seal member 46S of the S system allows only the flow of the brake fluid from the supply port 45S in the negative x-axis direction. The seal member 47 only allows the flow of the brake fluid from the supply port 45 in the positive x-axis direction.

  A hydraulic pressure chamber 43 is defined in the interior (hole 400) of the master cylinder housing 40. A hydraulic pressure chamber 43P of P system is defined between the two pistons 41P and 41S (area sealed by the seal members 47P and 46S). A hydraulic pressure chamber 43S of S system is defined between the piston 41S and the bottom of the master cylinder housing 40 (the area sealed by the seal member 47S). In each hydraulic pressure chamber 43, a coil spring 42 as a return spring of the piston 41 is installed in a compressed state. A discharge port 44 opens in each fluid pressure chamber 43. As shown in FIG. 9, in a state where the brake pedal is not depressed (a state where the flange portion 21 of the push rod 2 abuts against the stopper portion 507 of the stroke simulator housing 50), each piston 41 is closest to the x axis negative direction. The communication hole 412 of each piston 41 is located on the negative side of the seal member 47 in the x-axis negative direction. Thus, the supply port 45 communicates with the inner peripheral side of the recess 411 of each piston 41, that is, the fluid pressure chamber 43 via the communication hole 412. The brake fluid pressure is generated by operating the piston 41 in the hole 400 in the x-axis direction. Specifically, the thrust of the push rod 2 in the x-axis positive direction is transmitted to the piston 41P by the driver's brake operation. When each piston 41 strokes in the positive x-axis direction, the volume of each fluid pressure chamber 43 is reduced. When the communication hole 412 is positioned on the positive side in the x-axis direction with respect to the seal member 47, the communication between each fluid pressure chamber 43 and the supply port 45 (reservoir tank 3) is shut off. A fluid pressure (master cylinder fluid pressure) corresponding to the operation is generated. In the both fluid pressure chambers 43, substantially the same fluid pressure is generated. The brake fluid (master cylinder fluid pressure) is supplied from each fluid pressure chamber 43 to the actuator 8 (wheel cylinder) through the discharge port 44.

  The stroke simulator 5 is an operation reaction force generation source that is provided such that the brake fluid flowing out of the master cylinder 4 can flow therein, and generates a pseudo operation reaction force of the brake pedal. The stroke simulator 5 is connected to the master cylinder 4 via an oil passage (brake piping 70), and is connected to the reservoir tank 3 via an oil passage (brake piping 71). The stroke simulator 5 includes a stroke simulator housing 50, a reaction piston 51, and a coil spring 52. The stroke simulator housing 50 integrally includes a main body portion 50a, a connection portion 50b, and a flange portion 50c.

  The main body portion 50a has a stepped bottomed cylindrical shape, and integrally has a large diameter cylindrical portion 50d, a small diameter cylindrical portion 50e, and a flange portion 50f. The small diameter cylindrical portion 50e is provided substantially coaxially with the large diameter cylindrical portion 50d on the x-axis positive direction side. The flange portion 50f is provided substantially coaxially with the cylindrical portion 50e on the x-axis positive direction side of the small diameter cylindrical portion 50e. The cylindrical portion 50e is provided with an air venting bleeder 57 for venting the air in the stroke simulator 5. The air bleeder 57 is provided so as to protrude in the y-axis negative direction side from the outer peripheral surface on the x-axis positive direction side and the z-axis positive direction side of the cylindrical portion 50 e. The outer diameter of the flange portion 50f (main body excluding the following fastening portions 50g and 50h) is larger than the outer diameter of the cylindrical portion 50e and smaller than the outer diameter of the cylindrical portion 50d. A fastening portion 50g in which a bolt hole extending in the x-axis direction is formed is provided on the y-axis positive direction side and the z-axis negative direction side of the flange portion 50f. A fastening portion 50h in which a bolt hole extending in the x-axis direction is formed is provided on the y-axis negative direction side and the z-axis positive direction side of the flange portion 50f. The fastening portions 50g and 50h are provided at substantially symmetrical positions with respect to the axial center of the main body portion 50a. Inside the main body portion 50a, a first axial hole 501, a second axial hole 502, a valve mounting hole 503, an oil passage 55, and the like are formed. The first axial hole 501 is formed to extend in the x-axis direction on the inner peripheral side of the large diameter cylindrical portion 50d. The second axial hole 502 is smaller in diameter than the first axial hole 501, and extends in the x-axis direction continuously to the first axial hole 501 on the inner peripheral side of the small diameter cylindrical portion 50e. It is formed in such a manner as to be open at the bottom of the cylindrical portion 50d in the positive x-axis direction. The oil passage of the air bleeder 57 opens at the x-axis positive end and the z-axis positive end of the second axial hole 502. One end (the end in the x-axis positive direction of the second axial hole 502) of the main body 50a is closed, and the other end (the end in the x-axis negative direction of the first axial hole 501) is open.

  The valve mounting hole 503 is formed on the inner peripheral side of the flange portion 50f and the cylindrical portion 50e so as to extend in the x-axis direction, and opens in the x-axis positive direction side of the flange portion 50f. The valve mounting hole 503 has a stepped shape which decreases in diameter from the x-axis positive direction to the x-axis negative direction. The x-axis negative direction end of the valve mounting hole 503 and the x-axis positive direction end of the second axial direction hole 502 are connected via an oil passage 55 extending in the x-axis direction. The axial holes 501 and 502, the valve mounting hole 503, and the oil passage 55 are formed substantially coaxially. A connection port 58 communicating with the first axial hole 501 is provided on the z-axis positive direction side and the y-axis positive direction side of the cylindrical portion 50d. A pipe mounting portion 580 is connected to the connection port 58. The other end of the brake pipe 71 is attached to the pipe attachment portion 580. The pipe mounting portion 580 protrudes from the outer surface on the slightly x-axis positive direction side, the y-axis positive direction side, and the z-axis positive direction side of the cylindrical portion 50d in the y-axis positive direction side and bends halfway in the x-axis positive direction It is provided. The tip of the pipe mounting portion 580 to which the brake pipe 71 is attached opens in the positive x-axis direction.

  The brake pipe 71 is not a steel pipe but is made of a material such as rubber as a flexible pipe. As shown in FIG. 5, the brake piping 71 is installed in a U-shape as viewed from the y-axis positive direction side. The brake piping 71 extends from the piping mounting portion 320a of the reservoir tank 3 in the positive x-axis direction, and wraps the discharge port 44P (projects and opens in the positive y-axis) to the negative z-axis direction. After bending, it is folded in the x-axis negative direction side and attached to the pipe attachment portion 580. The first axial hole 501 is connected to the supply port 32 a of the reservoir tank 3 via the brake pipe 71 and communicates with the reservoir tank 3. A connection port 59 is provided on the y-axis positive direction side of the boundary between the cylindrical portion 50e and the flange portion 50f. The connection port 59 communicates with the valve mounting hole 503, and is connected to the discharge port 44P opened in the y-axis positive direction side of the master cylinder 4 via the brake piping 70, and is connected to the master cylinder 4 (hydraulic pressure chamber 43P). It communicates. The brake pipe 70 is configured as a pipe (for example, a steel pipe) having a smaller diameter and higher rigidity than the brake pipe 71. As shown in FIG. 7, the brake piping 70 is installed in a U-shape as viewed from the x-axis direction. The brake piping 70 is bent and extends from the discharge port 44P opened in the y-axis positive direction side of the master cylinder 4 in the y-axis positive direction side and the z-axis negative direction side, and wraps the brake piping 71 inward. It is folded back in the direction side and connected to the connection port 59.

  The connection portion 50b is provided on the z-axis positive direction side of the main body portion 50a (the cylindrical portion 50d). The connection portion 50 b is a bottomed cylindrical shape extending in the x-axis direction. Fastening parts 50i and 50j in which bolt holes extending in the x-axis direction are formed are provided on both sides of the connection part 50b in the y-axis direction. The outer peripheral surface of the connection portion 50b (including the fastening portions 50i and 50j) is substantially the same as the outer peripheral surface of the flange portion 40b (including the fastening portions 40d and 40e) of the master cylinder housing 40 when viewed from the x-axis direction. It is provided in the same way. The pipe attachment portion 320a of the reservoir tank 3 is located on the y-axis negative direction side of the end of the connection portion 50b (fastening portion 50i) in the y-axis positive direction (does not protrude in the y-axis positive direction side of the fastening portion 50i) . The pipe attachment portion 320b of the reservoir tank 3 is positioned on the y-axis positive direction side with respect to the end of the connection portion 50b (fastening portion 50j) in the y-axis negative direction (does not protrude to the y-axis negative direction side of the fastening portion 50j) . The tip of the air bleeder 57 in the y-axis negative direction is positioned on the y-axis positive direction side with respect to the y-axis negative direction end edge of the connection portion 50 b (fastening portion 50 j) (the y-axis negative direction Does not protrude to the side).

  As shown in FIG. 9, a first axial hole 504, a second axial hole 505, and a third axial hole 506 are formed inside the connection portion 50b. The first axial hole 504 is formed in a substantially cylindrical shape extending in the x-axis direction, and opens in the x-axis positive direction side of the connection portion 50 b. The diameter of the first axial hole 504 is slightly larger than the diameter of the fitting portion 40 c of the master cylinder housing 40. The second axial hole 505 is smaller in diameter than the first axial hole 504, and is formed to extend in the x-axis direction continuously to the first axial hole 504. The third axial hole 506 has a diameter smaller than that of the second axial hole 505 and is formed to extend in the x-axis direction continuously to the second axial hole 505. It opens in the x-axis negative direction side (the side of the vehicle attachment surface 508). The axial holes 504 to 506 are formed substantially coaxially. The fastening portions 50i and 50j are provided at substantially symmetrical positions with respect to the axial centers of the holes 504-506. A stopper portion 507 is formed at the bottom of the connection portion 50 b on the negative side in the x-axis direction so as to surround the third axial direction hole 506. The surface on the x-axis positive direction side of the stopper portion 507 is formed in a tapered shape substantially parallel to the surface on the x-axis negative direction side of the flange portion 21 of the push rod 2, and the flange portion 21 on the x-axis negative direction side It is provided to be able to abut on the surface.

  The flange portion 50 c is provided on the negative side of the stroke simulator housing 50 in the x-axis negative direction in a plate shape extending substantially in parallel to the yz plane. The flange portion 50c is a fixing flange for fixing the stroke simulator housing 50 to a vehicle. The flange portion 50c is a substantially rectangular shape having a side extending in the y-axis direction and a side extending in the z-axis direction as viewed from the x-axis direction, and stud shafts (stud bolts as fixing members) 509 are provided at the four corners. It is fixed so as to project in the x-axis negative direction side. The axial center of the main body 50a (the axial direction hole 501 etc.) and the axial center of the connecting portion 50b (the axial direction hole 504 etc.) are located substantially at the center of the flange 50c in the y-axis direction. The axial center of the connection portion 50b is located substantially at the center of the flange portion 50c in the z-axis direction. The axial center of the main body portion 50a is located slightly below the side of the flange portion 50c on the z-axis negative direction side (z-axis negative direction side). The width (dimension in the y-axis direction) of the flange portion 50c is larger than the width (dimension in the y-axis direction) of the main body portion 50a and larger than the width (dimension in the y-axis direction) of the main body portion 40a of the master cylinder housing 40 It is provided larger than the width (dimension in the y-axis direction) of the tank 3. Further, the width (dimension in the y-axis direction) of the flange portion 50c is provided substantially the same as the width (dimension in the y-axis direction) of the connecting portion 50b or the flange portion 40b of the master cylinder housing 40. Specifically, as shown in FIGS. 3 and 7, the outer peripheral edge of the fastening portions 50i, 50j through 40d, 40e constituting the y-axis direction both end edges of the connecting portion 50b through the flange portion 40b is the flange portion 50c. Substantially coincide with the y-axis direction both-end edges of (in approximately the same y-axis direction position). The height (dimension in the z-axis direction) of the flange portion 50c is set larger than the height (dimension in the z-axis direction) of the connecting portion 50b to the master cylinder housing 40 (flange portion 40b).

  As shown in FIG. 9, in the second axial hole 502 of the main body portion 50a of the stroke simulator housing 50, a reaction force piston 51 is disposed so as to be operable in the x-axis direction. The reaction force piston 51 is installed so as to project from the x-axis negative end of the second axial hole 502 into the first axial hole 501. A spring retainer 512 is provided at the x-axis negative direction end of the reaction force piston 51 protruding into the first axial hole 501. The spring retainer 512 is provided movably integrally with the reaction force piston 51 in the first axial hole 501. A seal groove 510 is provided on the outer periphery of the reaction force piston 51, and a seal member 511 is provided in the seal groove 510. The seal member 511 is in contact with the inner peripheral surface of the second axial hole 502. A plate-like spring retainer 53 closing the opening is fixedly installed at an opening on the x-axis negative direction side of the first axial hole 501. A seal member 532 is installed on the outer periphery of the spring retainer 53. When the seal member 532 abuts on the inner circumferential surface of the first axial hole 501, the opening of the first axial hole 501 is sealed in a liquid tight manner. Inside the stroke simulator housing 50, a main chamber 54 and a sub chamber 56 are defined by the reaction force piston 51. A main chamber 54 is defined in the second axial hole 502 and on the positive side in the x-axis direction with respect to the reaction force piston 51. An auxiliary chamber 56 is defined in the first axial hole 501 and closer to the negative side in the x-axis direction than the reaction force piston 51. The communication between the main chamber 54 and the sub chamber 56 is suppressed by the seal member 511. In the main chamber 54, the oil passage 55 and the oil passage of the bleeder 57 are always open.

  In the sub chamber 56, a coil spring 52 as a return spring of the reaction force piston 51 is installed in a compressed state. The coil spring 52 is an elastic member that normally biases the reaction force piston 51 toward the main chamber 54 (in the direction to reduce the volume of the main chamber 54 and enlarge the volume of the sub chamber 56). The x-axis positive direction end of the coil spring 52 is held in contact with the outer peripheral side of the spring retainer 512, and the x-axis negative direction end of the coil spring 52 is held in contact with the outer peripheral side of the spring retainer 53. At a portion on the inner peripheral side of the coil spring 52 of the spring retainer 53, a concave portion 530 opened in the positive direction of the x-axis is formed. An elastic member 531 is installed in the recess 530. The elastic member 531 protrudes more in the x-axis positive direction than the spring retainer 53. The elastic member 531 is opposed to the portion of the spring retainer 512 on the inner peripheral side of the coil spring 52 in the x-axis direction. When the amount of movement of the reaction force piston 51 (spring retainer 512) in the negative x-axis direction exceeds a predetermined value, the elastic member 531 abuts on the inner circumferential side of the spring retainer 512 and elastically deforms. Thus, the movement of the reaction force piston 51 in the negative x-axis direction is restricted, and the damper functions as a damper for absorbing an impact at the time of restriction.

  The brake device 1 as a master cylinder unit is also a valve unit incorporating a stroke simulator valve 6. The stroke simulator valve 6 is a normally-closed (closed in a non-energized state) simulator shut-off valve provided so as to limit the inflow of brake fluid to the stroke simulator 5. The stroke simulator valve 6 is mounted in a valve mounting hole 503 formed in the stroke simulator housing 50 (main body 50 a). The surface on the x-axis positive direction side of the main body portion 50a (flange portion 50f) in which the valve mounting hole 503 is opened constitutes a valve mounting surface. The main chamber 54 of the stroke simulator 5 is connected to the stroke simulator valve 6 via an oil passage 55. The stroke simulator valve 6 is connected to the fluid pressure chamber 43P of the master cylinder 4 via an oil passage (a brake pipe 70).

  As shown in FIG. 9, the stroke simulator valve 6 includes a solenoid 61, a valve body 62, an armature 63, a plunger 64, a coil spring 65, a valve seat member 66, and a plurality of oil passage components. doing. The solenoid 61 is bolted to the flange portion 50f (fastening portions 50g and 50h) at the positive end in the x-axis direction of the main body portion 50a of the stroke simulator housing 50 by bolts. The armature 63 is fixedly installed on the inner peripheral side of the solenoid 61 and generates an electromagnetic force (magnetic attraction force) when the solenoid 61 is energized. At the x-axis positive direction end of the solenoid 61, a connector portion 610 opening in the x-axis positive direction side is provided. A wire (harness) for supplying a driving current to the solenoid 61 is connected to the connector portion 610. The valve body 62 is a hollow cylinder of nonmagnetic material, is fixedly fitted to the outer periphery of the armature 63, and extends in the negative x-axis direction of the armature 63. The plunger 64 is accommodated in the valve body 62 so as to be reciprocally movable in the x-axis direction. A spherical valve body 640 is provided at the tip of the plunger 64 on the x-axis negative direction side. The valve body 640 operates in the x-axis direction. The coil spring 65 is installed between the armature 63 and the plunger 64 in a compressed state, and always biases the plunger 64 in the negative x-axis direction. The valve seat member 66 is installed on the inner peripheral side of the valve mounting hole 503 of the main body 50 a. The valve seat member 66 has a cylindrical shape with a bottom, and a valve seat is provided at the bottom of the x-axis positive direction side. The bottom portion is provided with an orifice 660 extending in the x-axis direction, which opens at a central portion of the valve seat. The plunger 64 is driven by the electromagnetic force of the armature 63 (suction force in the positive x-axis direction), and the valve body 640 opens and closes the orifice 660 to communicate the oil passage (the simulator oil passage below) including the orifice 660. Is controlled.

  The oil passage component includes a first member 67 as a body, second and third members 68 and 69 as filters, and a seal member 60. The first member 67 is a hollow member fixed to the opening on the x-axis positive direction side of the valve mounting hole 503 by a flange. A valve seat member 66 is fixedly installed on the inner peripheral side of the first member 67, and an oil path is formed between the inner periphery of the first member 67 and the outer periphery of the valve seat member 66. The second member 68 is a ring-shaped filter member fixed to the x-axis negative direction side of the first member 67. A valve seat member 66 is installed on the inner peripheral side of the second member 68, and an oil path is formed between the inner periphery of the second member 68 and the outer periphery of the valve seat member 66. The third member 69 is a disk-shaped filter member (retainer of the seal member 60) installed at the bottom of the valve mounting hole 503 in the negative x-axis direction, and the valve seat member 66 is installed on the inner peripheral side Ru. The seal member 60 is a seal member having a cup-like cross section similar to the seal member 46 and the like, and is disposed between the second member 68 and the third member 69. A valve seat member 66 is fixedly installed on the inner peripheral side of the seal member 60. An oil passage is not formed between the inner periphery of the seal member 60 and the outer periphery of the valve seat member 66. The lip portion on the outer peripheral side of the seal member 60 contacts the inner peripheral surface of the valve mounting hole 503 so as to open in the positive x-axis direction. The brake fluid is allowed to flow between the seal member 60 (lip portion) and the inner peripheral surface of the valve mounting hole 503 only from the x-axis negative direction side to the x-axis positive direction side, and the flow in the reverse direction is suppressed. Be done.

  A connection port 59 is opened between the second member 68 and the seal member 60 on the inner periphery of the valve mounting hole 503. An oil passage 55 communicating with the main chamber 54 of the stroke simulator 5 is opened at the bottom of the valve mounting hole 503 in the negative x-axis direction. The connection port 59 is provided via an oil passage between the outer periphery of the valve seat member 66 and the inner peripheries of the first and second members 67 and 68, and a recess provided at the x-axis positive direction end of the first member 67. In communication with the orifice 660. The orifice 660 is in communication with the oil passage 55 via an oil passage 661 provided on the inner peripheral side of the valve seat member 66. According to the above-described path, a simulator oil path in which communication / shutoff is switched by the stroke simulator valve 6 while connecting the fluid pressure chamber 43P and the main chamber 54 is configured.

  That is, the main chamber 54 of the stroke simulator 5 communicates with the fluid pressure chamber 43P via the oil passage 55, the stroke simulator valve 6 and the brake pipe 70. The auxiliary chamber 56 of the stroke simulator 5 is connected to the reservoir tank 3 via the brake pipe 71. The sub chamber 56 is in constant communication with the reservoir tank 3 and released to a low pressure (atmospheric pressure), and constitutes a back pressure chamber of the stroke simulator 5. The sub chamber 56 may not be connected to the reservoir tank 3 and may be released directly to a low pressure (atmospheric pressure). When the stroke simulator valve 6 is opened, the brake fluid that has flowed out of the master cylinder 4 (the hydraulic pressure chamber 43P) by the driver's brake operation flows into the interior (main chamber 54) of the stroke simulator housing 50 via the simulator oil passage. . The reaction fluid piston 51 operates in the axial direction in the hole 502 by the brake fluid. Thereby, the operation reaction force of the brake pedal is generated in a pseudo manner, and this is applied to the brake pedal. Specifically, when the stroke simulator valve 6 is energized, it is opened to connect the simulator oil passage. The master cylinder hydraulic pressure acts on the main chamber 54 of the stroke simulator 5 via the simulator oil passage. When a hydraulic pressure (master cylinder hydraulic pressure) equal to or greater than a predetermined pressure acts on the pressure receiving surface of the reaction force piston 51 in the main chamber 54, the reaction force piston 51 squeezes the coil spring 52 by this pressure while moving axially toward the auxiliary chamber 56. Moving. The volume of the main chamber 54 is expanded, and the brake fluid flows from the master cylinder 5 (the fluid pressure chamber 43P) into the main chamber 54 via the simulator oil passage. Further, the brake fluid is discharged from the sub chamber 56 to the reservoir tank 3 via the brake pipe 71.

  As described above, when the driver performs a brake operation (depressing the brake pedal), the stroke simulator 5 generates a pedal stroke by sucking in the brake fluid from the master cylinder 5, thereby simulating the fluid rigidity of the wheel cylinder. To reproduce the feeling of depression of the brake pedal. Here, while only the coil spring 52 is pressed and contracted prior to depression of the brake pedal, the spring constant is low and the increase gradient of the pedal reaction force is low. While the elastic member 531 is compressed in addition to the coil spring 52 at the later stage of depression of the brake pedal, the spring constant is high and the increase gradient of the pedal reaction force is high. By adjusting these spring constants, the pedal depression feeling is set to be, for example, similar to that of an existing master cylinder. When the driver finishes the brake operation (depressing the brake pedal) and the pressure in the main chamber 54 decreases below a predetermined level, the reaction force piston 51 is brought to the initial position by the biasing force (elastic force) of the coil spring 52. To return.

  The third member 69 is provided with an oil passage communicating the inner periphery thereof with the x-axis positive direction end face, and the oil passage 55 communicates with the seal member 60 in the x-axis negative direction via this oil passage. You may do it. In this case, a bypass oil passage is provided in parallel with the simulator oil passage, and the flow direction is regulated by the seal member 60. The seal member 60 allows only the flow of the brake fluid from the main chamber 54 of the stroke simulator 5 to the fluid pressure chamber 43P of the master cylinder 4 in the bypass oil passage. Even when the stroke simulator valve 6 is closed (stuck in a closed state) with the brake fluid flowing into the main chamber 54, the bypass oil passage is connected from the main chamber 54 via the bypass oil passage. The brake fluid can be returned to the master cylinder 4 side.

  Hereinafter, the attachment structure of the brake device 1 will be described. Master cylinder housing 40 is fixed to stroke simulator housing 50. The housings 40 and 50 are integrally fixed to each other. Each housing 40, 50 is provided with a joint surface for integrally fixing each other. The outer peripheral surface of the fitting portion 40c of the master cylinder housing 40 and the end surface in the negative direction of the x axis of the flange portion 40b, and the inner peripheral surface of the first axial hole 504 of the connecting portion 50b of the stroke simulator housing 50 The x-axis positive direction end face of the connecting portion 50b (in which the directional hole 504 is opened) constitutes the bonding surface. The joint surface includes a printing portion (an outer peripheral surface of the fitting portion 40c and an inner peripheral surface of the first axial hole 504) which functions as a printing joint. That is, the housings 40 and 50 are joined by indenting a part of the stroke simulator housing 50 (connection portion 50b) and fitting the protrusion of the master cylinder housing 40 thereto. Specifically, the fitting portion 40c of the master cylinder housing 40 is inserted into the first axial hole 504 of the stroke simulator housing 50, and both are fitted. By sliding the both in the x-axis direction, the x-axis negative direction end face of the flange portion 40b of the master cylinder housing 40 abuts on the x-axis positive direction end face of the connection portion 50b. The master cylinder housing 40 and the stroke simulator are inserted by inserting and fastening the bolt 10 between the fastening portions 40d and 40e of the master cylinder housing 40 (flange portion 40b) and the fastening portions 50i and 50j of the stroke simulator housing 50 (connection portion 50b). The housing 50 is integrally fastened and fixed. The opening of the first axial hole 504 is sealed in a liquid-tight manner by the seal member 402 installed in the fitting portion 40 c abutting on the inner peripheral surface of the first axial hole 504. A portion projecting on the inner peripheral side of the fitting portion 40 c of the master cylinder housing 40 in the negative direction of the x axis with respect to the fitting portion 40 c is accommodated in the first axial hole 504. A piston 41 P protruding from the hole 400 of the master cylinder housing 40 in the negative x-axis direction is accommodated in the second axial hole 505.

  On the other hand, the surface on the x-axis negative direction side of the stroke simulator housing 50 including the surface on the x-axis negative direction side of the flange portion 50c constitutes a vehicle attachment surface 508 for attaching the stroke simulator housing 50 (braking device 1) to the vehicle. Do. The stroke simulator housing 50 is fastened and fixed to the lower side of the dash panel (floor panel) of the vehicle body by the stud shaft 509 in the positive x-axis direction. The dash panel is a partition member on the vehicle body side that divides an engine room (or a motor room in which a power unit such as a traveling motor is installed, hereinafter simply referred to as an engine room) and a vehicle compartment. The stroke simulator housing 50 is fixed to the dash panel at four fastening points while a slight x-axis gap is formed between the flange portion 50c and the dash panel by the spacer of the stud shaft 509. The size (the thickness in the x-axis direction, the width in the y-axis direction, and the height in the z-axis direction) of the flange portion 50c is sufficient to ensure sufficient attachment strength of the brake device 1 to the vehicle and not increase unnecessarily. Set to

  As described above, since master cylinder housing 40 is fixed to stroke simulator housing 50, master cylinder housing 40 is fixed to the vehicle via stroke simulator housing 50. In a state where the brake device 1 is fixed to the dash panel, the x-axis negative direction side of the push rod 2 penetrates the dash panel and protrudes into the vehicle compartment (x-axis negative direction side). A master cylinder 4, a reservoir tank 3, a stroke simulator 5 and the like are installed in the engine room (x-axis positive direction side). Note that a part of the stopper portion 507 of the stroke simulator housing 50 protrudes toward the x-axis negative direction side relative to the vehicle attachment surface 508 to form a locking portion. The boot 2 a is attached to the locking portion to cover the push rod 2. As described above, the stroke simulator housing 50 is rigidly fixed to the dash panel by the stud shaft 509 (without the elastic body). Therefore, a good reaction force is generated with respect to the driver's brake operation force (depression force) input to the brake pedal (push rod 2), and the brake operation force is properly transmitted to the piston 41 of the master cylinder 4 The master cylinder fluid pressure is generated according to the brake operating force.

  Next, the arrangement of the brake device 1 will be described. When viewed in the z-axis direction, the master cylinder 4 and the stroke simulator 5 are disposed at upper and lower positions when mounted on a vehicle. That is, the master cylinder 4 and the stroke simulator 5 are integrally disposed so as to overlap each other (in the vertical direction) when viewed from the vertical direction when the vehicle is mounted. When the vehicle is mounted, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are arranged in this order from the top. That is, the reservoir tank 3 is disposed above the master cylinder 4, and the stroke simulator 5 is disposed below the master cylinder 4. Further, master cylinder 4 and stroke simulator 5 are arranged in parallel with each other. In other words, the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged substantially in the same direction. As a result, when the vehicle is mounted, the master cylinder 4 and the stroke simulator 5 are at the upper and lower positions in the state where the axial directions are aligned.

  As shown in FIG. 7, when mounted on a vehicle, the center of the reservoir tank 3 in the y-axis direction, the axis of the master cylinder 4 and the axis of the stroke simulator 5 are substantially the same parallel to the z-axis when viewed from the x-axis direction. It is arranged to line up on a straight line. Therefore, when the vehicle is mounted, the range in which the reservoir tank 3, the master cylinder 4 and the stroke simulator 5 overlap with each other when viewed from the vertical direction is maximized. Thereby, the area which projected the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 in the perpendicular direction becomes the minimum. As shown in FIGS. 3 and 4, the master cylinder 4 (the main body 40a of the master cylinder housing 40) and the stroke simulator 5 (the main body 50a of the stroke simulator housing 50) have a width (dimension in the y-axis direction) of the reservoir tank 3. It is provided to fit inside. Further, as shown in FIG. 5, the brake pipings 70 and 71 are provided so as to fit within the entire height (dimension in the z-axis direction) of the reservoir tank 3, the master cylinder housing 40 and the stroke simulator housing 50. For example, the brake pipe 71 does not protrude in the z-axis positive direction side with respect to the reservoir tank 3. The brake pipe 70 does not protrude in the z-axis negative direction side of the stroke simulator housing 50.

  When viewed in the y-axis direction, each member or structure of the brake device 1 is provided so as to fit within the width of the flange portion 50 c of the stroke simulator housing 50. For example, as shown in FIGS. 3 and 4, master cylinder 4 (flange portion 40b including fastening portions 40d and 40e of master cylinder housing 40, etc.) and stroke simulator 5 (fastening portions 50i and 50j of stroke simulator housing 50) are included. The connection portion 50 b and the like are configured to be accommodated within the width (dimension in the y-axis direction) of the flange portion 50 c. Further, as shown in FIGS. 3 and 7, the brake pipe 71 is provided so as to be accommodated within the width (dimension in the y-axis direction) of the flange portion 50c. That is, the brake piping 71 is disposed substantially parallel to the xz plane, and (the y-axis positive direction end of the brake piping 71 is positioned on the y-axis negative direction side with respect to the y-axis positive direction edge of the flange portion 50c ( It does not protrude in the y-axis positive direction side from the flange portion 50c).

  The stroke simulator valve 6 is disposed at an axial position of the stroke simulator 5. That is, as shown in FIG. 7, the stroke simulator valves 6 overlap each other when viewed from the axial direction (x-axis direction) of the stroke simulator 5 on one side (x-axis positive direction side) of the stroke simulator 5 in the axial direction. It is arranged. Further, the operation direction of the valve body 640 (plunger 64) of the stroke simulator valve 6 and the operation direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction. More specifically, the stroke simulator valve 6 is disposed substantially coaxially with the stroke simulator 5. The central axis of the stroke simulator valve 6 (valve mounting hole 503) is provided on substantially the same straight line as the central axis of the stroke simulator 5 (axial direction holes 501, 502). Therefore, the range in which the stroke simulator 5 and the stroke simulator valve 6 overlap in the axial direction is maximized. Thereby, the area which projected the stroke simulator 5 and the stroke simulator valve 6 in the x-axis direction becomes the minimum. As shown in FIG. 7, the stroke simulator valve 6 (the flange 50 f including the fastening portions 50 g and 50 h of the stroke simulator housing 50, the solenoid 61, etc.) has a width (a main body 50 a of the stroke simulator housing 50) It is provided to fit within the y-axis dimension) and the height (z-axis dimension).

  The stroke simulator valve 6 is disposed below the master cylinder 4 so as to overlap the master cylinder 4 when viewed from the vertical direction when the vehicle is mounted. Further, the master cylinder 4 and the stroke simulator valve 6 are disposed in parallel with each other (the axial directions are substantially the same as each other). As a result, the master cylinder 4 and the stroke simulator valve 6 are vertically positioned in the axial direction. When the vehicle is mounted, as viewed in the x-axis direction, the axis of the master cylinder 4 and the axis of the stroke simulator valve 6 are arranged on substantially the same straight line parallel to the z-axis. Therefore, the range in which the master cylinder 4 and the stroke simulator valve 6 overlap with each other in the vertical direction is maximized. As shown in FIGS. 4 and 7, the stroke simulator valve 6 (the flange portion 50f including the fastening portions 50g and 50h of the stroke simulator housing 50, the solenoid 61, etc.) is the master cylinder 4 (the main body 40a of the master cylinder housing 40). To fit within the width (y-axis direction dimension) of

  When viewed in the x-axis direction, as shown in FIG. 3 and FIG. 4, the x-axis negative direction end of the stroke simulator 5, specifically the x-axis negative direction end of the main body 50 a of the stroke simulator housing 50 is a flange 50 c Are provided up to. The x-axis positive end of the stroke simulator valve 6, specifically the x-axis positive end of the solenoid 61 excluding the connector portion 610, is located on the x-axis negative side with respect to the x-axis positive end face of the master cylinder housing 40. (Does not project in the positive x-axis direction with respect to the master cylinder housing 40). As shown in FIGS. 3 to 6, the x-axis positive end of the reservoir tank 3, the x-axis positive end of the master cylinder 4, and the x-axis positive end of the stroke simulator valve 6 (connector portion 610) It is in the same x-axis direction position. The brake piping 71 is provided so as to fit within the length (dimension in the x-axis direction) of the master cylinder housing 40 and the stroke simulator housing 50, as shown in FIGS. 4 and 5. For example, (the x-axis positive direction end of the brake pipe 71 is located on the x-axis negative direction side with respect to the x-axis positive direction end face of the master cylinder housing 40 (does not project to the x-axis positive direction side than the master cylinder housing 40) .

  As shown in FIG. 8, when the brake device 1 is viewed from the x-axis negative direction side, the master cylinder 4, the stroke simulator 5, and the brake piping 71 (most part on the z-axis negative direction side) It can not be seen behind the scenes. As shown in FIG. 3, when the brake device 1 is viewed from the z-axis positive direction side, the master cylinder 4 (excluding a part of the flange portion 40b of the master cylinder housing 40), and (the connection portion 50b of the stroke simulator housing 50) The stroke simulator 5 is not visible behind the reservoir tank 3 except for a part of the flange portion 50c and the like. Further, as shown in FIG. 6, when the brake device 1 is viewed from the y-axis negative direction side (a part of the brake pipe 71 in the z-axis negative direction side and a part of the brake The brake pipes 70, 71 are invisible because they are behind the reservoir tank 3, the master cylinder 4 and the stroke simulator 5, except that they can be seen from the gap with the simulator housing 50.

  Next, the actuator 8 will be described. FIG. 10 is a perspective view of the actuator 8 as viewed from the x-axis negative direction side, the y-axis negative direction side, and the z-axis positive direction side. The actuator 8 is a second brake fluid pressure generation source capable of receiving the supply of the brake fluid from the master cylinder 4 and the reservoir tank 3 and generating the brake fluid pressure independently of the driver's brake operation. The actuator 8 is provided between the wheel cylinder of each wheel and the master cylinder 4 and is a hydraulic pressure control unit capable of individually supplying the master cylinder hydraulic pressure or the control hydraulic pressure generated by itself to each wheel cylinder. . The actuator 8 includes a hydraulic pressure unit 8a and a controller (electronic control unit ECU) 8b that controls the operation of the hydraulic pressure unit 8a. The hydraulic pressure unit 8a and the controller 8b are configured as an integral unit.

  The hydraulic pressure unit 8a is a hydraulic pressure device for generating control hydraulic pressure, such as a pump that is a hydraulic pressure generation source, and a plurality of control valves (electromagnetic valves) that switch the communication state of the oil passage formed in the housing 80. have. The hydraulic unit 8a (housing 80) is integrally mounted with a motor 8c for driving the pump. The specific hydraulic circuit configuration of the hydraulic unit 8a is the same as that of a known hydraulic unit, so the description will be omitted. The fluid pressure unit 8a is provided with a fluid pressure sensor for detecting the fluid pressure (master cylinder fluid pressure etc.) of a predetermined portion of the oil passage, and the detected value is inputted to the controller 8b. The controller 8b is provided to be able to control the hydraulic pressure of each wheel cylinder independently from the driver's brake operation by controlling the operation of each device of the hydraulic unit 8a based on various information input. .

  The hydraulic unit 8a is connected to the brake device 1 via a brake pipe. The hydraulic unit 8a is disposed, for example, under the brake device 1 such that the direction of the x-axis or the like in FIG. 10 coincides with the direction of the x-axis or the like in FIG. As a result, it is possible to reduce the projected area in the vertical direction (the vertical direction of the vehicle) of the entire brake system and to improve the vehicle mountability. The housing 80 of the hydraulic unit 8a is fixedly installed on the vehicle body side (the floor of the engine room) via the damper 8d and the bracket 8e. On the upper side of the housing 80, as an opening of an oil passage formed in the housing 80, a master cylinder port 81 of P system and S system and four wheel cylinder ports 82 are provided. The master cylinder port 81P of the P system is connected to the discharge port 44P (on the negative side in the y-axis negative direction) of the P system of the master cylinder 4 via a brake pipe, and communicates with the fluid pressure chamber 43P. The master cylinder port 81S of the S system is connected to the discharge port 44S of the S system of the master cylinder 4 via another brake pipe, and communicates with the fluid pressure chamber 43S. Each wheel cylinder port 82 is connected to each wheel cylinder via a brake pipe. Further, the other port of the housing 80 is connected to the refilling port 32 b of the reservoir tank 3 via the brake piping and communicates with the reservoir tank 3.

  The controller 8 b is configured separately from the master cylinder 4, in other words, separately from the brake device 1 (master cylinder unit including the stroke simulator valve 6). The controller 8 b is provided with a connector 83 to which a harness is connected. The stroke simulator valve 6 and the controller 8 b are connected via a harness. The controller 8b receives detection values sent from a pedal stroke sensor that detects the amount of operation of the brake pedal and a fluid pressure sensor that detects the discharge pressure of the pump and the master cylinder fluid pressure, and information about the traveling state sent from the vehicle. Ru. The controller 8b controls the opening / closing of each solenoid valve of the fluid pressure unit 8a and the number of rotations of the motor (discharge amount of the pump) in accordance with a built-in program based on the detected values and information. Thereby, by controlling the wheel cylinder hydraulic pressure, a boost control for reducing the brake operation force, an antilock brake control (ABS) for suppressing the slip of the wheel due to braking (relaxing the lock tendency), Brake control (vehicle behavior control such as VDC and ESC) to stabilize the vehicle behavior by suppressing side slip etc. of the vehicle, automatic brake control such as follow-up control of preceding vehicle, target deceleration in coordination with regenerative brake The regenerative coordinated brake control etc. to achieve the target braking force) is realized. For example, in the boost control, the master cylinder is operated by driving the hydraulic pressure unit 8a with respect to the master cylinder hydraulic pressure generated according to the brake operation to pressurize the assist hydraulic pressure formed (using the discharge pressure of the pump). Create a wheel cylinder fluid pressure that is higher than the fluid pressure.

  When the fluid pressure unit 8a is not in operation, the fluid pressure chamber 43 of the master cylinder 4 and the wheel cylinder of each wheel communicate with each other. At this time, the wheel cylinder fluid pressure is generated by the master cylinder fluid pressure generated using the operation force (depression force) of the brake pedal by the driver (depression force brake). In response to the depression operation of the brake pedal, the brake fluid is supplied from the fluid pressure chambers 43 of each system of the master cylinder 4 (via the oil passage in the fluid pressure unit 8a) to the wheel cylinders (pressure increase) Time). That is, the master cylinder fluid pressure generated according to the depression operation of the brake pedal is supplied to the wheel cylinder as it is. When the brake pedal is depressed again, the brake fluid is returned from each wheel cylinder (via the oil passage in the fluid pressure unit 8a) to the master cylinder 4 (at the time of pressure reduction). At this time, the stroke simulator valve 6 provided on the simulator oil path is deenergized to close the valve. Thus, the communication between the master cylinder 4 (the fluid pressure chamber 43P) and the stroke simulator 5 (the main chamber 54) is shut off.

  On the other hand, when the hydraulic unit 8a is in operation, while the hydraulic chamber 43 of the master cylinder 4 is disconnected from the wheel cylinders, the wheel cylinder hydraulic pressure is generated by the hydraulic pressure generated using the pump. It is possible. As a result, a so-called brake-by-wire system can be configured to realize boost control, regenerative coordinated brake control, and the like. At this time, the stroke simulator valve 6 is energized to open. Thus, the master cylinder 4 (the fluid pressure chamber 43P) and the stroke simulator 5 (the main chamber 54) communicate with each other. When the driver performs a brake operation (depressing or releasing the brake pedal), the stroke simulator 5 sucks and discharges the brake fluid from the master cylinder 4 to generate a pedal stroke. The controller 8 b controls the operation (energized state) of the stroke simulator valve 6. That is, the controller 8 b is an integration of a hydraulic pressure controller for controlling the wheel cylinder hydraulic pressure and a controller for controlling the stroke simulator valve 6. In other words, the former hydraulic pressure controller includes the latter controller.

[Operation of Example 1]
Next, the operation will be described. In the brake system of this embodiment, the brake device 1 and the actuator 8 are provided separately (separately). Therefore, the versatility of each device (the brake device 1 and the actuator 8) is high, and the brake system can be easily applied to different vehicle types. Further, the brake device 1 can be miniaturized as compared with the case where the brake device 1 and the actuator 8 are integrally provided. Generally, the installation space in the vehicle of a brake device as an input device to which a brake operation is input is limited. By miniaturizing the brake device 1, the layout freedom of the brake device 1 can be improved.

  In the brake system of the present embodiment, the actuator 8 is provided so as to be capable of executing boost control to generate a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure to reduce the brake operation force. In other words, it is possible to cause the actuator 8 as a wheel cylinder hydraulic pressure control means provided separately from the brake device 1 to also function as a booster. Therefore, it is possible to omit a conventional booster, for example, a master back that boosts the brake operation force using the intake pressure (negative pressure) generated by the engine of the vehicle. In addition, the brake device 1 as the input device may not be provided with a booster that boosts the brake operation force using an accumulator (accumulator), an electric motor, or the like. Therefore, the whole brake system can be simplified and the applicability to vehicles is high. Moreover, space saving of a vehicle can be achieved while downsizing the brake device 1. For example, the brake device 1 can be installed in the space required for installing the master back. Note that, instead of making the actuator 8 function as a booster, a link type using a link mechanism or an electric (hydraulic) type booster using an electric motor or the like may be provided. Moreover, although the brake device 1 (brake system) of a present Example is suitable for the vehicle which can generate regenerative braking power, it is applicable also to other vehicles (non-electric vehicle which makes only an engine a drive source) is there.

  In the brake device 1, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are integrally provided (as a component of one master cylinder unit). Therefore, the oil passage connecting the reservoir tank 3, the master cylinder 4 and the stroke simulator 5 can be shortened. Further, the brake device 1 as an input device including the reservoir tank 3, the master cylinder 4 and the stroke simulator 5 can be miniaturized. By miniaturizing the brake device 1, the brake device 1 can be easily mounted on different vehicle types and has high versatility. Thus, the manufacturing cost can be reduced.

  Here, in general, the master cylinder has variations depending on the model of the mounted vehicle. If the master cylinder and the stroke simulator are formed using a common housing, it is necessary to set the common housing for each variation of the master cylinder. Therefore, in this case, it is difficult to apply the brake device to different vehicle types (models), diversion is difficult, and there is a possibility of lack of versatility. On the other hand, in the brake device 1, the master cylinder housing 40 is fixed to the stroke simulator housing 50. That is, before assembling the brake device 1, the master cylinder 4 and the stroke simulator 5 are separate bodies (having their own housings 40 and 50) and are separated from each other. By integrally fixing the housings 40 and 50 to each other at the time of assembly, the brake device 1 is completed. Therefore, it is not necessary to newly provide the housing of the whole brake device 1 for every variation of the master cylinder 4. Therefore, since the existing master cylinder 4 can be used, versatility to different vehicle types (models) is high. In other words, it is possible to modularize the master cylinder 4 and the stroke simulator 5 and appropriately combine the modules 4 and 5 according to the type of vehicle (model) to be mounted. Therefore, it is easy to divert existing products. Specifically, the vehicle was adapted to the vehicle by appropriately combining the existing master cylinder 4 (master cylinder housing 40) according to the model of the mounted vehicle with the predetermined stroke simulator 5 (stroke simulator housing 50). The brake device 1 can be obtained.

  Master cylinder housing 40 and stroke simulator housing 50 are joined (imprinted) by a joining surface (such as the outer peripheral surface of fitting portion 40c) provided with the imprint portion, and are integrally fixed to each other. Therefore, diversion of the existing (general purpose) master cylinder becomes easier. For example, a concave shape (in the present embodiment, the first axial direction) in which any protrusion originally provided in the housing of the existing master cylinder (in the present embodiment, the fitting portion 40c on the x-axis negative direction side) is fitted If the hole 504) is provided in the stroke simulator housing 50 and both are imprinted and joined, the existing master cylinder 4 can be used as it is.

  The stroke simulator housing 50 comprises a vehicle mounting surface 508 and is attached to the vehicle by the vehicle mounting surface 508. Therefore, master cylinder 4 and stroke simulator 5 can be easily attached to the vehicle via stroke simulator housing 50. That is, not the stroke simulator housing 50 but the master cylinder housing 40 may be attached to the vehicle. However, in this case, if the stroke simulator housing 50 is to be fixed to the master cylinder housing 40 attached to the vehicle without changing the shape of the existing master cylinder housing 40 as much as possible (for improvement of versatility), the master cylinder housing At 40, there are only a limited number of suitable locations where the stroke simulator housing 50 can be joined. That is, it is not relatively easy to attach the stroke simulator 5 to the vehicle through the master cylinder housing 40 (mounted to the vehicle) while improving the versatility of the master cylinder 4. On the other hand, the constraint on changing the shape is less in the stroke simulator housing 50 than in the master cylinder housing 40. Therefore, if the stroke simulator housing 50 is attached to the vehicle and the master cylinder 4 is attached to the vehicle via the stroke simulator housing 50 as in the present embodiment, the shape of the stroke simulator housing 50 can be set relatively freely. Since it can do, the site | part which can join master cylinder housing 40 can be ensured comparatively easily. That is, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle while improving the versatility of the master cylinder 4. Further, in the present embodiment, since the stroke simulator housing 50 is attached to the vehicle, the versatility of the stroke simulator housing 50 can be improved as compared with the case where the master cylinder housing 40 is attached to the vehicle. That is, when the stroke simulator housing 50 is attached to the vehicle, a vehicle attachment portion originally provided to the existing master cylinder housing (a fitting portion in the present embodiment) as a portion of the master cylinder housing 40 joined to the stroke simulator housing 50 40c) can be selected. The vehicle attachment portion (fitting portion 40c) is standardized to some extent. If the stroke simulator housing 50 is provided with a concave shape corresponding to the standardized vehicle attachment portion (fitting portion 40c), this can be used as a general-purpose stroke simulator housing 50. That is, since the general-purpose stroke simulator housing 50 can be combined with an arbitrary master cylinder housing 40, diversion of the stroke simulator 5 is facilitated.

  In addition, as the master cylinder 4 (master cylinder housing 40) and the stroke simulator 5 (stroke simulator housing 50) are separated from each other before assembly, brake pipes 70 and 71 constituting an oil passage connecting the two are provided. Is preferred. In the present embodiment, by providing the pipe attachment portion 320a of the reservoir tank 3 and the connection port 58 of the stroke simulator 5 on the same side (the y-axis positive direction side) of the brake device 1, the brake piping 71 is shortened. The connection workability and manageability of the brake piping 71 can be improved. The same applies to the brake pipe 70. Further, among the brake pipes, at least the brake pipe 71 on which high pressure does not act is formed of a flexible material (material such as rubber). Therefore, as compared with the case where the brake piping 71 is configured as a steel pipe, the layout and handling of the brake piping 71 can be improved.

  In a brake system in which a conventional master cylinder and a stroke simulator are integrally arranged, the stroke simulator is placed at the horizontal position of the master cylinder (when the vehicle is mounted horizontally (adjacent to or not seen in the horizontal direction)) It is arranged. Therefore, the occupied area of the brake device as viewed from above becomes large, so that the vehicle mountability can not be improved. On the other hand, in the brake device 1, when the vehicle is mounted, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (become the upper and lower positions) as viewed from the vertical direction. Therefore, the projection area of the brake device 1 from above can be reduced. As a result, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from above can be reduced, and the mountability of the brake device 1 and the layout in the engine room can be improved. Moreover, the workability at the time of installing the brake device 1 in an engine room can be improved. In addition, space saving in the engine room can be achieved. For example, when viewed from above, the brake device 1 can be installed overlapping the space required for the installation of the master back (the space created by excluding the master back). Therefore, the need for separately providing a space for installing the brake device 1 is reduced. In addition, although it is sufficient if there is a range in which the master cylinder 4 and the stroke simulator 5 partially overlap when projected in the vertical direction, it is preferable that half or more of the stroke simulator 5 overlap the master cylinder 4. In the present embodiment, by disposing the stroke simulator 5 directly below the master cylinder 4, the above-described effect can be enhanced because the area in which the two overlap in the vertical direction is increased.

  Specifically, the master cylinder 4 and the stroke simulator 5 overlap each other in the axial direction (x-axis direction) of the master cylinder 4 (the both 4 and 5 overlap when viewed from the direction orthogonal to the axis of the master cylinder 4) Is located in By arranging the both 4 and 5 to overlap in the axial direction (longitudinal direction) in this manner, an increase in the size of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed. Further, when the axis of the master cylinder 4 is installed to extend in the longitudinal direction of the vehicle, the master cylinder 4 and the stroke simulator 5 can be made to overlap when viewed from above. Therefore, the said occupied area of the brake device 1 can be reduced.

  Further, the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are disposed in the same direction (substantially parallel to each other). In other words, the axial directions (longitudinal directions) of the master cylinder 4 and the stroke simulator 5 are aligned (aligned). Therefore, it is possible to reduce the area of the entire master cylinder 4 and the stroke simulator 5 projected from the axial direction of the master cylinder 4 as compared with the case where both axial directions are mutually offset (there is an angle between the two axes). is there. In other words, it is possible to suppress an increase in the size of the brake device 1 (the size of the entire device in the axial direction of the master cylinder 4) in a plane extending orthogonal to the axis of the master cylinder 4. The master cylinder 4 and the stroke simulator 5 as a whole are viewed from the axial straight direction of the master cylinder 4 when viewed from a direction in which the axes of both 4 and 5 are positioned on the same straight line. It is possible to minimize the overall dimension of the device in four axial directions.

  By arranging the master cylinder 4 and the stroke simulator 5 in parallel (substantially parallel to each other) so as to overlap each other in the axial direction (x-axis direction) of the master cylinder 4, both members 4, viewed from the axial direction of the master cylinder 4 It is possible to increase the area where 5 overlaps (see FIG. 4). In the present embodiment, the axis of the master cylinder 4 and the axis of the stroke simulator 5 are positioned on substantially the same straight line when viewed from above, thereby increasing the overlapping area of the both 4 and 5 it can. Therefore, the said occupied area of the brake device 1 can further be reduced.

  In the present embodiment, since the area in which the master cylinder 4 and the stroke simulator 5 overlap in the vertical direction is maximized, the above-described effect can be enhanced by minimizing the projection area in the vertical direction of the whole. As shown in FIG. 4, the stroke simulator 5 (except for a part of the connection portion 50b of the stroke simulator housing 50 and the flange portion 50c etc.) is a contour of the master cylinder 4 (master cylinder housing 40) when viewed from the z-axis direction. It fits inside. The master cylinder 4 (except for a part of the flange portion 40 b) fits within the contour of the reservoir tank 3. Therefore, as shown in FIG. 3, the projected area of the brake device 1 in the vertical direction is (a flange portion 40 b of the master cylinder housing 40, a connection portion 50 b of the stroke simulator housing 50, a pipe attachment portion 320, and a brake pipe 70, Approximately the same as the projected area of the reservoir tank 3 in the vertical direction. Therefore, the projection area in the vertical direction of the brake device 1 can be made as small as possible.

  Further, the operation direction of the valve body 640 (plunger 64) of the stroke simulator valve 6 and the operation direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction. In other words, the axial directions of the stroke simulator valve 6 and the stroke simulator 5 are aligned. Therefore, it is possible to make smaller the projected area from the axial direction of the entire stroke simulator 5 of the stroke simulator valve 6 and the stroke simulator 5 as compared with the case where both axial directions are mutually offset (there is an angle between the two axes). It is. In other words, it is possible to suppress an increase in the size of the brake device 1 (the size of the entire device in the axial direction of the stroke simulator 5) in a plane extending orthogonal to the axis of the stroke simulator 5. Therefore, when the axis of the stroke simulator 5 is installed to extend in the longitudinal direction of the vehicle, the area (occupied area) occupied by the brake device 1 in the engine room is reduced when viewed from the longitudinal direction. The mountability can be improved. Further, by aligning the axial directions of the stroke simulator valve 6 and the stroke simulator 5, as a result, the axial directions of the master cylinder 4 and the stroke simulator valve 6 are aligned (substantially parallel to each other). In addition, the occupied area when viewed from above the brake device 1 can be further reduced.

The stroke simulator valve 6 is disposed at an axial position of the stroke simulator 5. That is, the stroke simulator valve 6 is disposed so as to overlap with the stroke simulator 5 when viewed in the axial direction (x-axis direction). Thereby, the projection area from the axial direction of the stroke simulator 5 of the whole of the stroke simulator valve 6 and the stroke simulator 5 can be made small. In the present embodiment, the stroke simulator valve 6 is disposed substantially coaxial with the stroke simulator 5. Therefore, when viewed from the axial direction (x-axis direction), the area in which the both 5 and 6 overlap can be maximized, and the projected area can be minimized.
Further, the master cylinder 4 and the stroke simulator valve 6 are arranged to overlap each other in the x-axis direction. By arranging the both 4 and 6 to overlap in the axial direction (longitudinal direction) in this manner, an increase in the size of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed. Further, when the axis of the master cylinder 4 is installed to extend in the longitudinal direction of the vehicle, the master cylinder 4 and the stroke simulator valve 6 can be made to overlap when viewed from the vertical direction. Therefore, the occupied area when it sees from the upper direction of the brake device 1 can be reduced. It should be noted that there is a range in which the master cylinder 4 and the stroke simulator valve 6 partially overlap when projected in the vertical direction, but it is preferable that half or more of the stroke simulator valve 6 overlap the master cylinder 4. In the present embodiment, the above-described effect can be enhanced by maximizing the area in which the two 4 and 6 overlap in the vertical direction and minimizing the projection area in the vertical direction. As shown in FIG. 4, when viewed in the z-axis direction, the stroke simulator valve 6 fits within the contour of the master cylinder 4 (master cylinder housing 40). The x-axis positive direction ends of the stroke simulator valve 6 (connector portion 610) are at substantially the same x-axis direction positions as the x-axis positive direction ends of the reservoir tank 3 and the master cylinder 4, respectively. Therefore, the projection area in the vertical direction of the brake device 1 can be made as small as possible.

  By integrating the housing of the stroke simulator valve 6 and the housing of the stroke simulator 5 in the stroke simulator housing 50, it is possible to further miniaturize the brake device 1 and to improve the vehicle mountability. In addition, since the structure for connecting the both 5 and 6 and the brake pipe are not required, the configuration can be simplified to improve the installation workability while improving the fail-safety. The controller 8 b that controls the stroke simulator valve 6 is configured separately from the brake device 1 and connected to the stroke simulator valve 6 via a harness. Therefore, as compared with the case where the brake device 1 and the controller 8 b are integrally provided, the brake device 1 can be miniaturized, and the layout freedom of the brake device 1 can be improved. In other words, by integrating the hydraulic pressure controller for controlling the wheel cylinder hydraulic pressure and the controller for controlling the stroke simulator valve 6 as the controller 8b, the layout of the brake device 1 can be improved.

  Master cylinder 4 and stroke simulator 5 (and stroke simulator valve 6) are configured to fit within the width (dimension in the y-axis direction) of flange portion 50c for attaching brake device 1 (stroke simulator housing 50) to a vehicle. . Therefore, the brake device 1 can be miniaturized in the lateral direction of the vehicle (in other words, the direction orthogonal to the axes of the master cylinder 4 and the stroke simulator valve 6 when viewed from above). Thereby, the vehicle mountability of the brake device 1 can be further improved, and space saving in the engine room can be achieved. For example, the brake device 1 can be installed so as to substantially fit within the space (the space created by excluding the master back) required for the installation of the master back when viewed from the front and rear direction of the vehicle. . Therefore, the need for separately providing a space for installing the brake device 1 is reduced.

  The brake piping 71 connecting the reservoir tank 3 and the stroke simulator 5 is provided so as to fit within the width (dimension in the y-axis direction) of the flange portion 50c. Therefore, downsizing of the brake device 1 in the lateral direction of the vehicle can be achieved, and the vehicle mountability of the brake device 1 can be further improved. Specifically, the fastening portion 40d of the master cylinder housing 40 and the fastening portion 50i of the stroke simulator housing 50 fit within the width (dimension in the y-axis direction) of the flange portion 50c while projecting in the positive y-axis direction. The pipe attachment parts 320a and 580 are disposed in the spaces above and below the fastening parts 40d and 50i, respectively. The pipe mounting portions 320a and 580 are both bent so as to open in the x-axis positive direction (rather than the y-axis positive direction), and are provided so as to be within the width (dimension in the y-axis direction) of the flange 50c. . The brake piping 71 attached to the piping attachment parts 320a and 580 is installed in a U shape that bypasses the fastening parts 40d and 50i and the discharge port 44P. As a result, the brake piping 71 fits within the width (the dimension in the y-axis direction) of the flange portion 50c while excluding the interference with the fastening portions 40d and the like. By providing the brake piping 71 so as not to protrude outward in the width direction than the flange portion 50c, interference between the brake piping 71 and other members in the engine room can be avoided. Therefore, the vehicle mountability of the brake device 1 can be improved while suppressing damage to the brake piping 71. In particular, when the brake piping 71 is formed of a flexible material (material such as rubber), the damage can be effectively suppressed.

  The stroke simulator 5 is disposed below the master cylinder 4, and the reservoir tank 3 is disposed above the master cylinder 4 (from the top when the vehicle is mounted, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are in order). For this reason, the air bleedability of the brake device 1 can be improved. That is, at the time of installation of the brake device 1 to a vehicle or at the time of maintenance (replacement of the brake fluid), an operation of removing air in the brake device 1 is performed. Air can be easily extracted by the air bleeder 57 on the side of the stroke simulator 5 (including the main chamber 54) of the stroke simulator valve 6 among the simulator oil passages. Here, the bleeder 57 is provided so as to open in the z-axis positive direction side of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, an upper portion where air is easily accumulated. Therefore, the air venting property can be improved. On the other hand, on the master cylinder 4 side of the stroke simulator valve 6 in the simulator oil passage, the air passes through the brake piping 70 to the master cylinder 4 (liquid pressure chamber 43P) and the reservoir tank 3 (supply port 30). It can be pulled out. Here, the stroke simulator 5 is disposed below the master cylinder 4, and the reservoir tank 3 is disposed above the master cylinder 4. Therefore, air (bubble) rises by buoyancy and can be easily removed from the reservoir tank 3 via the brake piping 70 and the like, so that the air venting property can be improved.

[Effect of Example 1]
Hereinafter, the inventions grasped from Example 1 and the effects thereof will be listed.
(1) A master cylinder 4 that generates brake fluid pressure by the driver's brake operation;
And a stroke simulator 5 for generating a simulated operation reaction force of the brake operation member, in which the brake fluid flowing out of the master cylinder 4 flows in.
The master cylinder 4 and the stroke simulator 5 are integrally disposed so as to overlap each other in the vertical direction (as viewed from the vertical direction) when the vehicle is mounted.
Therefore, the projection area of the brake device 1 from above can be reduced, and the vehicle mountability can be improved.
(2) A reservoir tank 3 capable of supplying the brake fluid to the master cylinder 4 is provided.
The stroke simulator 5 is disposed below the master cylinder 4, and the reservoir tank 3 is disposed above the master cylinder 4.
Therefore, the air venting property can be improved.
(3) The stroke simulator 5 includes a reaction force piston 51 (piston) that operates in the axial direction when the brake fluid flows in,
The axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in the same direction.
Therefore, the projected area of the brake device 1 from above can be further reduced by aligning both axial directions.
(6) A flange portion 50c (flange) for fixing to a vehicle,
Master cylinder 4 and stroke simulator 5 are configured to fit within the width of flange portion 50c.
Therefore, the brake device 1 can be miniaturized in the lateral direction of the vehicle, and the vehicle mountability can be further improved.
(17) An actuator 8 for controlling the wheel cylinder hydraulic pressure according to the brake operation state or the state of the vehicle;
A brake system comprising a brake device 1 provided separately from the actuator 8 and operated in response to a driver's brake operation,
The brake device 1 includes a master cylinder 4 that generates a brake fluid pressure by a driver's brake operation;
A stroke simulator 5 for generating a pseudo operation reaction force of the brake operation member, in which the brake fluid flowing out of the master cylinder 4 flows in;
A stroke simulator valve 6 for limiting the inflow of brake fluid to the stroke simulator 5;
A controller 8b for controlling the stroke simulator valve 6;
The master cylinder 4 and the stroke simulator 5 are integrally disposed so as to overlap each other in the vertical direction (when viewed from the vertical direction) when the vehicle is mounted,
The controller 8 b is configured separately from the master cylinder 4, and the stroke simulator valve 6 and the controller 8 b are connected via a harness.
Therefore, the same effect as the above (1) is obtained. Further, by making the controller 8 b separate from the master cylinder 4, the brake device 1 can be miniaturized, and the degree of freedom in layout can be improved.

[Other embodiments]
As mentioned above, although the form for realizing the present invention was explained based on an example, the concrete composition of the present invention is not limited to an example, and the design change of the range which does not deviate from the gist of an invention And the like are included in the present invention. For example, the master cylinder and the stroke simulator may be formed using a common housing. In addition, the master cylinder and the stroke simulator may not be integrated, but may be disposed separately (for example, spatially close and separated). Also in these cases, the vehicle mountability can be improved by arranging the master cylinder and the stroke simulator so as to overlap each other when viewed from the vertical direction when the vehicle is mounted. Further, as shown in FIG. 9, a spring (a plate as a damper) is disposed between the x-axis negative direction end of the master cylinder housing 40 (the fitting portion 40c) and the flange portion 21 of the push rod 2 (the outer periphery of the piston 41P). A spring or the like 23 may be installed. When the operation amount of the brake pedal becomes a predetermined amount or more, the flange portion 21 comes into contact with the end of the spring 23 in the negative x-axis direction, and the spring 23 is compressed by the flange portion 21 from the negative x-axis direction. The compression-deformed spring 23 applies a reaction force to the brake pedal via the push rod 2 to adjust the operating force of the brake pedal. Therefore, it becomes possible to exhibit desirable characteristics in the whole range of the brake pedal operation amount. For example, it is assumed that a link-type booster using a link mechanism is installed between the brake pedal and the clevis 20 instead of causing the actuator 8 to function as a booster. If the characteristics of the link mechanism are set so as to obtain predetermined boosting performance under the constraint conditions when the vehicle is mounted, preferable lever characteristics such as excessive increase of the lever ratio in the pedal stroke region in the late stage of the brake operation, etc. There is a possibility that it is impossible to obtain (the relationship between the pedaling force and the stroke and the deceleration). On the other hand, if the spring 23 is installed, the pedal reaction force is increased by the spring 23 being compressed at the late stage of the brake operation, and the pedaling force is attenuated to obtain preferable brake characteristics in the entire region of the brake pedal operation amount. It becomes possible.

1 brake device 4 master cylinder 40 master cylinder housing 41 piston 5 stroke simulator 50 stroke simulator housing 51 reaction piston 10 bolt

Claims (3)

A master cylinder in which a piston is operatively provided in the interior of a master cylinder housing;
A stroke simulator provided with a reaction force piston that operates in the axial direction by the brake fluid flowing into the inside of the stroke simulator housing;
A bolt inserted in the bolt hole provided in the master cylinder housing and the bolt hole provided in the stroke simulator housing to fix the master cylinder housing and the stroke simulator housing;
Equipped with
A brake device characterized in that a head portion of the bolt fits within a length of the master cylinder housing in a direction of an axial center of the master cylinder. The brake device according to claim 1,
A brake apparatus characterized in that a head portion of the bolt fits within the height of the master cylinder housing in the vertical direction of the vehicle when the vehicle is mounted. The brake device according to claim 1,
The brake device is characterized in that the bolt is provided along a plane orthogonal to the vertical direction of the vehicle when the vehicle is mounted.

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