JP2022132609A - brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake device which enables improvement of vehicle mountability.

SOLUTION: A stroke simulator housing includes: a body provided with a reaction piston; and a fixing part which is integrally provided with the body, extends in a direction orthogonal to an axis of the reaction piston, and is fixed through a seal member to a master cylinder housing. A piston and the reaction piston are not disposed arranged side by side in a direction of an axis of a master cylinder.

SELECTED DRAWING: Figure 9

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present invention relates to a braking device.

2. Description of the Related Art Conventionally, brake devices for vehicles are known. For example, a brake device (an input device for a vehicle brake system) disclosed in Patent Document 1 includes a master cylinder and a stroke simulator.

JP 2012-106638 A

In a conventional brake device, no consideration has been given to the mounting structure of the master cylinder housing and the stroke simulator housing when they are separate members.

In the brake device according to the embodiment of the present invention, the stroke simulator housing includes a body portion in which the reaction piston is provided, and the stroke simulator housing is provided integrally with the body portion, extends in a direction perpendicular to the axis of the reaction piston, a fixed portion fixed to the cylinder housing via a seal member, and the piston and the reaction piston are not arranged side by side in the axial direction of the master cylinder.

Therefore, vehicle mountability can be improved.

1 is a perspective view of a brake device 1 of Example 1. FIG. 1 is a perspective view of a brake device 1 of Example 1. FIG. 1 is a top view of the brake device 1 of Example 1. FIG. 2 is a bottom view of the brake device 1 of Embodiment 1. FIG. 1 is a side view of the brake device 1 of Example 1. FIG. 1 is a side view of the brake device 1 of Example 1. FIG. 1 is a front view of the brake device 1 of Example 1. FIG. 2 is a rear view of the brake device 1 of Example 1. FIG. FIG. 8 is a sectional view taken along the line AA of FIG. 7; 4 is a perspective view of the actuator 8 of Example 1. FIG.

Hereinafter, the form which implement|achieves the brake device of this invention is demonstrated based on drawing.

[Example 1]
Vehicles to which the brake system of this embodiment is applied include, for example, a hybrid vehicle equipped with an electric motor (generator) in addition to an engine (internal combustion engine) as a prime mover for driving the wheels, and a vehicle equipped with only a motor (generator). An electric vehicle, such as an electric vehicle, capable of generating regenerative braking force with an electric motor. The braking system (brake system) of this embodiment is a hydraulic brake system that applies brake hydraulic pressure to each wheel of the vehicle to generate braking force. A wheel cylinder (caliper) provided for each wheel of a vehicle receives supply of braking operation hydraulic pressure and control hydraulic pressure to generate brake operating hydraulic pressure (wheel cylinder hydraulic pressure). The brake system includes a brake device 1 as an input device to which the driver's braking operation is input, and an electric brake actuator (hereinafter referred to as actuator 8 ) and The brake device 1 operates in response to a driver's brake operation, and generates master cylinder hydraulic pressure as brake 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.

1 to 9 show the entire braking device 1 of this embodiment from each direction. An orthogonal coordinate system is provided below for convenience of explanation. With the brake device 1 installed in the vehicle, the x-axis is provided in the longitudinal direction of the vehicle (the axial direction along which the master cylinder 4 operates). When the brake device 1 is installed in the 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 front of the vehicle (the direction in which the piston 41 of the master cylinder 4 strokes in response to the stepping operation of the brake pedal) is defined 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 as viewed from the rear of the vehicle (negative x-axis direction) is the positive y-axis direction. The z-axis is provided in the up-down 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 defined as the positive direction of the z-axis. FIG. 1 is a perspective view of the brake device 1 viewed from the negative x-axis direction, the positive y-axis direction, and the positive z-axis direction. FIG. 2 is a perspective view of the brake device 1 viewed from the positive direction of the x-axis, the negative direction of the y-axis, and the positive direction of the z-axis. FIG. 3 is a top view of the braking device 1 viewed from the positive direction of the z-axis. FIG. 4 is a bottom view of the brake device 1 viewed from the negative direction of the z-axis. FIG. 5 is a side view of the brake device 1 viewed from the positive direction of the y-axis. FIG. 6 is a side view of the brake device 1 viewed from the negative direction of the y-axis. FIG. 7 is a front view of the brake device 1 viewed from the positive direction of the x-axis. FIG. 8 is a rear view of the brake device 1 viewed from the x-axis negative direction side. FIG. 9 is a cross-sectional view of the brake device 1 cut along a plane passing through the axis of the master cylinder 4, and shows a cross section taken along line AA of FIG.

A 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 in which the master cylinder 4 is built. The brake system has two brake pipes (primary P system and secondary S system). Hereinafter, members and structures provided corresponding to each system are distinguished by adding suffixes P and S at the end of the reference numerals. Push rod 2 is connected to the brake pedal via clevis 20 . The brake pedal is an input member (brake operation member) that receives an input of brake operation by the driver. The push rod 2 operates in the x-axis direction in conjunction with the brake pedal. For example, it strokes in the positive direction of the x-axis according to the stepping operation of the brake pedal. The positive x-axis 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 driver's operation force input to the brake pedal, and transmits it to the master cylinder 4 as thrust in the x-axis direction. A flange portion 21 is provided on the outer periphery of the push rod 2 on the positive direction side of the x-axis. An abutting member 22 is fixed to the end of the push rod 2 in the positive direction of the x-axis. The brake device 1 of this embodiment is interposed between a brake pedal and a master cylinder as a booster (brake booster) for reducing the brake operation force of the driver. It does not have a type (master back) that operates using (negative pressure).

The reservoir tank 3 is a brake fluid source that stores 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 and opens in the positive z-axis direction on the positive x-axis side of the reservoir tank 3, and is provided so as to be openable and closable by the lid 3a. The replenishment ports 31P and 31S are arranged side by side in the x-axis direction and protrude from the reservoir tank 3 in the negative direction of the z-axis. The supply port 31P is provided on the negative x-axis side of the supply port 31S. The supply ports 32a and 32b are provided on the x-axis negative direction side of 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 fixing 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 partitioned 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. A replenishment port 31S opens in the region on the positive x-axis side, replenishment ports 32a and 32b open in the regions on the negative x-axis direction, and a replenishment port 31P opens in the region sandwiched between these two regions. The partition plate 33 stores the brake fluid in each region even when the vehicle tilts or accelerates or decelerates, thereby making it possible to replenish the brake fluid from each replenishment port. A piping attachment portion 320a is connected to the supply port 32a (see 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 positive y-axis direction from the outer surface of the reservoir tank 3 on the negative x-axis, positive y-axis, and negative z-axis side, and be bent in the positive x-axis direction. It is The tip of the pipe attachment portion 320a to which the brake pipe 71 is attached opens in the x-axis positive direction. A pipe attachment portion 320b is connected to the supply port 32b (see 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 negative y-axis direction from the outer surface of the reservoir tank 3 on the negative x-axis direction, the negative y-axis direction, and the negative z-axis direction side, and be bent in the positive x-axis direction. It is The tip of the pipe attachment portion 320b to which the brake pipe is attached opens in the x-axis positive direction.

The master cylinder 4 is a first brake hydraulic pressure generating source that generates hydraulic pressure (master cylinder hydraulic pressure) according to the operation of the brake pedal (brake operation) by the driver. The master cylinder 4 is connected to the wheel cylinders via oil passages (brake pipes) not shown. The master cylinder hydraulic pressure is supplied to the wheel cylinders through the oil passages to generate 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 . The master cylinder housing 40 has a body portion 40a, a flange portion 40b and a fitting portion 40c. The body portion 40a is formed in a bottomed cylindrical shape extending in the x-axis direction with one end side (x-axis positive direction side) closed. The flange portion 40b is provided on the outer periphery of the body portion 40a on the negative side of the x-axis. Fastening portions 40d and 40e having bolt holes extending in the x-axis direction 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 axis of the main body portion 40a. The fitting portion 40c is provided in a substantially columnar shape extending in the x-axis direction and adjacent to the flange portion 40b on the negative x-axis direction side. 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 inside the master cylinder housing 40 . The hole 400 opens on the x-axis negative direction side of the master cylinder housing 40 . The master cylinder 4 is of a so-called tandem type, and two pistons 41P and 41S are provided in a hole 400 so as to be operable (reciprocating) in the x-axis direction. A receiving portion 410 having a concave spherical surface is formed on the x-axis negative direction side of the piston 41P of the P system. The positive end of the x-axis of the push rod 2 (contact member 22), which is formed in a convex spherical shape, contacts the receiving portion 410, and is fitted and installed so as to be rotatable. The S-system piston 41S is a free piston and is installed on the positive x-axis 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. Each piston 41 is provided with a radially extending communication hole 412 that communicates between the inner peripheral surface of the recess 411 and the outer peripheral surface of each piston 41 .

A discharge port 44 and a supply port 45 are formed in the master cylinder housing 40 , and these ports 44 and 45 open on the inner peripheral surface of the hole 400 . The discharge port 44 extends in the y-axis direction and opens to the side surface of the master cylinder housing 40 on the y-axis negative direction side, is connected to the actuator 8 via a brake pipe, and is provided so as to communicate with the wheel cylinder. . Two discharge ports 44P of the P system are provided, and the other discharge ports 44P extend in the y-axis direction and open on the side surface of the master cylinder housing 40 on the positive y-axis direction side. The discharge port 44P opening in the y-axis positive direction side is connected to the stroke simulator 5 via the brake pipe 70, and is provided so as to communicate with the stroke simulator 5 (main chamber 54). The replenishment port 45 extends in the z-axis direction, opens in the upper surface of the master cylinder housing 40 on the positive z-axis direction side, and is connected to and communicates with the reservoir tank 3 . The replenishment ports 31P, 31S of the reservoir tank 3 are fitted into the recess 48 (in which the replenishment port 45 opens) on the upper surface of the master cylinder housing 40 via the seal member 34, and communicate with the replenishment ports 45P, 45S, respectively. . 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 replenishment ports 31P, 31S and replenishment ports 45P, 45S. A fastening portion 49 is provided between the concave portions 48P and 48S at the end of the master cylinder housing 40 in the positive z-axis direction when viewed from the y-axis direction. A hole for inserting a pin for fixing the reservoir tank 3 is formed in the fastening portion 49 so as to extend in the y-axis direction. A pin is inserted between the fastening portion 49 and the fastening portion 35 of the reservoir tank 3 and fastened, thereby fixing the reservoir tank 3 to the master cylinder housing 40 .

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 so as to sandwich the opening of the replenishment port 45 in the x-axis direction. The inner peripheral sides (lip portions) of the seal members 46 and 47 come into contact with the outer peripheral surface of each piston 41 . The sealing members 46 and 47 regulate 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 P system sealing member 46P regulates the flow of the brake fluid from the supply port 45P toward the x-axis negative direction side (outside the master cylinder housing 40). The seal member 46S of the S system allows only the brake fluid to flow from the supply port 45S toward the x-axis negative direction. The sealing member 47 only allows the brake fluid to flow from the supply port 45 in the positive x-axis direction.

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

The stroke simulator 5 is provided so that the brake fluid flowing out from the master cylinder 4 can flow in, and is an operation reaction force generation source that 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 pipe 70) and to the reservoir tank 3 via an oil passage (brake pipe 71). The stroke simulator 5 has a stroke simulator housing 50 , a reaction piston 51 and a coil spring 52 . The stroke simulator housing 50 integrally has a body portion 50a, a connection portion 50b, and a flange portion 50c.

The body portion 50a has a stepped, bottomed cylindrical shape and integrally includes 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 positive x-axis side of the large-diameter cylindrical portion 50d. The flange portion 50f is provided substantially coaxially with the small-diameter cylindrical portion 50e on the positive x-axis side of the cylindrical portion 50e. An air bleeding bleeder 57 for bleeding the air in the stroke simulator 5 is provided on the cylindrical portion 50e. The air bleeding bleeder 57 is provided so as to protrude in the negative y-axis direction from the outer peripheral surface of the cylindrical portion 50e on the positive x-axis and positive z-axis side. The outer diameter of the flange portion 50f (main body excluding fastening portions 50g and 50h described below) 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 having a bolt hole extending in the x-axis direction is provided on the positive y-axis side and the negative z-axis direction side of the flange portion 50f. A fastening portion 50h having a bolt hole extending in the x-axis direction is provided on the negative y-axis direction side and the positive z-axis direction side of the flange portion 50f. The fastening portions 50g and 50h are provided at substantially symmetrical positions with respect to the axis of 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 inside the body portion 50a. The first axial hole 501 is formed so as to extend in the x-axis direction on the inner peripheral side of the large-diameter cylindrical portion 50d. The second axial hole 502 has a smaller diameter than the first axial hole 501 and extends in the x-axis direction continuously from the first axial hole 501 on the inner peripheral side of the small-diameter cylindrical portion 50e. , and opens at the bottom of the cylindrical portion 50d on the positive x-axis side. An oil passage for an air bleeding bleeder 57 opens at the positive end of the x-axis and the positive end of the z-axis of the second axial hole 502 . One end of the body portion 50a (the end of the second axial hole 502 in the positive x-axis direction) is closed, and the other end (the end of the first axial hole 501 in the negative x-axis direction) 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 on the x-axis positive direction side of the flange portion 50f. The valve mounting hole 503 has a stepped shape whose diameter decreases from the x-axis positive direction side toward the x-axis negative direction side. 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 that communicates with the first axial hole 501 is provided on the positive y-axis side of the cylindrical portion 50d on the positive z-axis side. A pipe attachment 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 in the positive y-axis direction from the outer surface of the cylindrical portion 50d on the positive x-axis, positive y-axis, and positive z-axis directions, and is bent in the positive x-axis direction. is provided. The tip of the pipe attachment portion 580 to which the brake pipe 71 is attached opens in the x-axis positive direction.

The brake pipe 71 is not a steel pipe but a flexible pipe made of a material such as rubber. As shown in FIG. 5, the brake pipe 71 is arranged in a U shape when viewed from the positive direction of the y-axis. The brake pipe 71 extends in the x-axis positive direction from the pipe mounting portion 320a of the reservoir tank 3, and extends in the z-axis negative direction so as to surround the discharge port 44P (which protrudes and opens in the y-axis positive direction). After bending, it is folded back in the x-axis negative direction and attached to the pipe attachment portion 580 . The first axial hole 501 is connected to the supply port 32a 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 positive y-axis 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 of the master cylinder 4, which opens in the positive direction of the y-axis, via the brake pipe 70. communicate. 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 pipe 70 is installed in a U shape when viewed from the x-axis direction. The brake pipe 70 bends and extends in the positive y-axis direction and the negative z-axis direction from the discharge port 44P that opens in the positive y-axis direction of the master cylinder 4, and extends in a negative direction along the y-axis so as to wrap the brake pipe 71 on the inner peripheral side. It is folded back to 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 body portion 50a (cylindrical portion 50d). The connecting portion 50b has a bottomed cylindrical shape extending in the x-axis direction. Fastening portions 50i and 50j formed with bolt holes extending in the x-axis direction are provided on both sides of the connection portion 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 in shape and size 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. The same is provided. The pipe attachment portion 320a of the reservoir tank 3 is located on the negative y-axis side of the edge of the connecting portion 50b (fastening portion 50i) in the positive y-axis direction (does not protrude beyond the fastening portion 50i in the positive y-axis direction). . The pipe attachment portion 320b of the reservoir tank 3 is located on the y-axis positive direction side of the y-axis negative direction edge of the connecting portion 50b (fastening portion 50j) (does not protrude beyond the fastening portion 50j in the y-axis negative direction side). . The tip of the air bleeding bleeder 57 on the negative y-axis direction is located on the positive y-axis side of the edge of the connecting portion 50b (fastening portion 50j) in the negative y-axis direction (more than the fastening portion 50j in the negative y-axis direction). do 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 connecting portion 50b. The first axial hole 504 is formed in a substantially cylindrical shape extending in the x-axis direction and opens on the positive x-axis side of the connecting portion 50b. The diameter of the first axial hole 504 is slightly larger than the diameter of the fitting portion 40c of the master cylinder housing 40. As shown in FIG. The second axial hole 505 has a diameter smaller than that of the first axial hole 504 and is formed so as to be continuous with the first axial hole 504 and extend in the x-axis direction. The third axial hole 506 has a smaller diameter than the second axial hole 505 and is formed so as to extend continuously in the x-axis direction from the second axial hole 505. is opened on the x-axis negative direction side (vehicle mounting surface 508 side). Axial holes 504-506 are formed substantially coaxially. The fastening portions 50i and 50j are provided at substantially symmetrical positions with respect to the axes of the holes 504-506. A stopper portion 507 is formed so as to surround the third axial hole 506 at the bottom portion of the connecting portion 50b on the negative side of the x-axis. The surface of the stopper portion 507 on the x-axis positive direction side is formed in a tapered shape substantially parallel to the surface of the flange portion 21 of the push rod 2 on the x-axis negative direction side. It is provided so as to be able to come into contact with the surface.

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

As shown in FIG. 9, in the second axial hole 502 of the body portion 50a of the stroke simulator housing 50, a reaction piston 51 is installed operably in the x-axis direction. The reaction piston 51 is installed so as to protrude into the first axial hole 501 from the x-axis negative direction end of the second axial hole 502 . A spring retainer 512 is provided at the x-axis negative direction end of the reaction piston 51 protruding into the first axial hole 501 . The spring retainer 512 is provided so as to move integrally with the reaction piston 51 inside the first axial hole 501 . A seal groove 510 is provided on the outer circumference of the reaction piston 51 , and a seal member 511 is installed 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-shaped spring retainer 53 that closes the opening of the first axial hole 501 on the negative x-axis side is fixedly installed. A seal member 532 is installed on the outer periphery of the spring retainer 53 . The opening of the first axial hole 501 is liquid-tightly sealed by the sealing member 532 coming into contact with the inner peripheral surface of the first axial hole 501 . A main chamber 54 and a sub chamber 56 are defined inside the stroke simulator housing 50 by the reaction piston 51 . A main chamber 54 is defined in the second axial hole 502 and on the positive x-axis side of the reaction piston 51 . A sub chamber 56 is defined in the first axial hole 501 and on the negative x-axis side of the reaction piston 51 . Communication between the main chamber 54 and the sub chamber 56 is suppressed by the seal member 511 . An oil passage 55 and an oil passage for an air bleeding bleeder 57 are always opened in the main chamber 54 .

A coil spring 52 as a return spring for the reaction piston 51 is installed in the auxiliary chamber 56 in a compressed state. The coil spring 52 is an elastic member that always biases the reaction piston 51 toward the main chamber 54 (in the direction of reducing the volume of the main chamber 54 and increasing the volume of the sub chamber 56). The x-axis positive end of the coil spring 52 is held in contact with the outer periphery of the spring retainer 512 , and the x-axis negative end of the coil spring 52 is held in contact with the outer periphery of the spring retainer 53 . A concave portion 530 that opens in the positive direction of the x-axis is formed in a portion of the spring retainer 53 that is located on the inner peripheral side of the coil spring 52 . An elastic member 531 is installed in the recess 530 . The elastic member 531 protrudes from the spring retainer 53 in the positive x-axis direction. The elastic member 531 faces a 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 piston 51 (spring retainer 512) in the negative direction of the x-axis reaches a predetermined amount or more, the elastic member 531 contacts the inner peripheral portion of the spring retainer 512 and is elastically deformed. This restricts the movement of the reaction piston 51 in the negative x-axis direction, and functions as a damper that absorbs the impact during the 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 when de-energized) simulator cutoff valve that is provided so as to be able to restrict the flow of brake fluid into the stroke simulator 5 . The stroke simulator valve 6 is mounted in a valve mounting hole 503 formed in the stroke simulator housing 50 (body portion 50a). The surface of the main body portion 50a (flange portion 50f) on which the valve mounting hole 503 opens constitutes a valve mounting surface. A 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 hydraulic pressure chamber 43P of the master cylinder 4 via an oil passage (brake pipe 70).

As shown in FIG. 9, the stroke simulator valve 6 has 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. is doing. The solenoid 61 is bolted to a flange portion 50f (fastening portions 50g and 50h) at the end of the body portion 50a of the stroke simulator housing 50 in the positive direction of the x-axis. 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. A connector portion 610 opening in the positive direction of the x-axis is provided at the end of the solenoid 61 in the positive direction of the x-axis. A wiring (harness) for supplying a driving current to the solenoid 61 is connected to the connector portion 610 . The valve body 62 is a non-magnetic hollow cylinder, fixedly installed so as to fit on 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 element 640 is provided at the tip of the plunger 64 on the x-axis negative direction side. Valve body 640 operates in the x-axis direction. A coil spring 65 is installed in a compressed state between the armature 63 and the plunger 64, 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 body portion 50a. The valve seat member 66 has a cylindrical shape with a bottom, and a valve seat is provided on the bottom portion on the positive direction side of the x-axis. An orifice 660 extending in the x-axis direction is provided through the bottom portion and opens to the central portion of the valve seat. The plunger 64 is driven by the electromagnetic force of the armature 63 (attractive force in the positive direction of the x-axis), and the valve body 640 opens and closes the orifice 660, so that the oil passage including the orifice 660 (simulator oil passage below) is in communication. is controlled.

The oil passage forming member has 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 by a flange to the opening of the valve mounting hole 503 on the positive x-axis side. A valve seat member 66 is fixedly installed on the inner peripheral side of the first member 67 , and an oil passage 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 first member 67 on the negative side of the x-axis. A valve seat member 66 is installed on the inner peripheral side of the second member 68 , and an oil passage 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 for the seal member 60) installed at the bottom of the valve mounting hole 503 on the negative x-axis side, and the valve seat member 66 is installed on the inner peripheral side thereof. be. The sealing member 60 is a cup-shaped sealing member similar to the sealing member 46 and the like, and is installed 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 . No oil passage is formed between the inner periphery of the seal member 60 and the outer periphery of the valve seat member 66 . A 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 direction of the x-axis. The flow of brake fluid between the seal member 60 (lip portion) and the inner peripheral surface of the valve mounting hole 503 is permitted only from the x-axis negative direction side to the x-axis positive direction side, and flow in the opposite direction is suppressed. be done.

A connection port 59 opens between the second member 68 and the seal member 60 on the inner periphery of the valve mounting hole 503 . An oil passage 55 that communicates with the main chamber 54 of the stroke simulator 5 opens at the bottom of the valve mounting hole 503 on the negative side of the x-axis. The connection port 59 is connected via an oil passage between the outer circumference of the valve seat member 66 and the inner circumferences of the first and second members 67 and 68 and a recess provided at the end of the first member 67 in the positive direction of the x-axis. and communicates with orifice 660. The orifice 660 communicates with the oil passage 55 through an oil passage 661 provided on the inner peripheral side of the valve seat member 66 . The path described above constitutes a simulator oil passage that connects the fluid pressure chamber 43P and the main chamber 54 and switches between communication and disconnection by the stroke simulator valve 6 .

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. A pre-chamber 56 of the stroke simulator 5 is connected to the reservoir tank 3 via a brake pipe 71 . The sub-chamber 56 is always in 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 . Alternatively, the auxiliary chamber 56 may be directly released to the low pressure (atmospheric pressure) without being connected to the reservoir tank 3 . When the stroke simulator valve 6 is opened, the brake fluid that flows out from the master cylinder 4 (fluid pressure chamber 43P) due to the driver's braking operation flows into the stroke simulator housing 50 (main chamber 54) through the simulator oil passage. . This brake fluid causes the reaction piston 51 to move axially within the hole 502 . As a result, a pseudo operation reaction force of the brake pedal is generated and applied to the brake pedal. Specifically, when the stroke simulator valve 6 is energized, it opens to allow the simulator oil passage to communicate. The master cylinder hydraulic pressure acts on the main chamber 54 of the stroke simulator 5 through the simulator oil passage. When a predetermined level of hydraulic pressure (master cylinder hydraulic pressure) acts on the pressure-receiving surface of the reaction piston 51 in the main chamber 54 , the pressure causes the reaction piston 51 to compress the coil spring 52 and axially move toward the auxiliary chamber 56 . Moving. The volume of the main chamber 54 increases, and the brake fluid flows into the main chamber 54 from the master cylinder 5 (fluid pressure chamber 43P) through the simulator oil passage. Also, the brake fluid is discharged from the auxiliary chamber 56 to the reservoir tank 3 through the brake pipe 71 .

In this way, when the driver performs a brake operation (depresses the brake pedal), the stroke simulator 5 creates a pedal stroke by sucking the brake fluid from the master cylinder 5 and simulates the fluid rigidity of the wheel cylinder. to reproduce the feeling of stepping on the brake pedal. Here, while only the coil spring 52 is compressed in the early stage of depression of the brake pedal, the spring constant is low and the increasing gradient of the pedal reaction force is low. While the elastic member 531 is compressed in addition to the coil spring 52 in the latter stage of depression of the brake pedal, the spring constant is high and the increasing gradient of the pedal reaction force is high. By adjusting these spring constants, the pedal depression feeling is set to be the same as that of the existing master cylinder, for example. When the driver finishes the brake operation (depresses the brake pedal) and the pressure in the main chamber 54 decreases below a predetermined level, the reaction piston 51 moves to the initial position due to the biasing force (elastic force) of the coil spring 52. return.

An oil passage is formed in the third member 69 to communicate the inner periphery thereof with the end face in the positive x-axis direction, and the oil passage 55 communicates with the sealing member 60 in the negative direction of the x-axis through this oil passage. You may make 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 brake fluid from the main chamber 54 of the stroke simulator 5 toward the hydraulic pressure chamber 43P of the master cylinder 4 in the bypass oil passage. Even if the stroke simulator valve 6 fails to close (stuck in the closed state) while the brake fluid is flowing into the main chamber 54, the bypass oil passage allows the brake fluid to flow from the main chamber 54 through the bypass oil passage. It is possible to return the brake fluid to the master cylinder 4 side.

The mounting structure of the brake device 1 will be described below. Master cylinder housing 40 is fixed to stroke simulator housing 50 . Each housing 40, 50 is integrally fixed to each other. Each housing 40, 50 has mating surfaces for integrally securing them together. The outer peripheral surface of the fitting portion 40c of the master cylinder housing 40, the x-axis negative direction end surface of the flange portion 40b, the inner peripheral surface of the first axial hole 504 of the connecting portion 50b of the stroke simulator housing 50, and the (first axis The positive end face of the connecting portion 50b in the x-axis direction where the directional hole 504 opens constitutes the joint surface. This joint surface includes a spigot portion (the outer peripheral surface of the fitting portion 40c and the inner peripheral surface of the first axial hole 504) that functions as a spigot joint. That is, the two housings 40, 50 are joined by recessing a part of the stroke simulator housing 50 (connecting portion 50b) and fitting the projecting portion of the master cylinder housing 40 therein. 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 to fit them together. By sliding both together in the x-axis direction, the x-axis negative direction end surface of the flange portion 40b of the master cylinder housing 40 contacts the x-axis positive direction end surface of the connecting portion 50b. The master cylinder housing 40 and the stroke simulator are connected by inserting the bolt 10 into 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 liquid-tightly sealed by the sealing member 402 installed in the fitting portion 40c coming into contact with the inner peripheral surface of the first axial hole 504. As shown in FIG. A portion of the fitting portion 40c of the master cylinder housing 40 on the inner peripheral side thereof that protrudes in the negative x-axis direction from the fitting portion 40c is accommodated in the first axial hole 504. As shown in FIG. A piston 41P 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. As shown in FIG.

On the other hand, the x-axis negative side surface of the stroke simulator housing 50 including the x-axis negative side surface of the flange portion 50c forms a vehicle mounting surface 508 for mounting the stroke simulator housing 50 (brake device 1) to the vehicle. do. The stroke simulator housing 50 is fastened and fixed to the lower part of the dash panel (floor panel) of the vehicle body on the positive x-axis side by means of a stud shaft 509 . The dash panel is a partition wall member on the vehicle body side that separates an engine room (or a motor room in which a power unit such as a driving 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 fixing points while a slight gap in the x-axis direction is formed between the flange portion 50c and the dash panel by the spacer of the stud shaft 509. As shown in FIG. The size of the flange portion 50c (thickness in the x-axis direction, width in the y-axis direction, height in the z-axis direction) is such that sufficient strength can be secured for mounting the brake device 1 to the vehicle, and the size does not become unnecessarily large. set to

Since the master cylinder housing 40 is fixed to the stroke simulator housing 50 as described above, the master cylinder housing 40 is fixed to the vehicle via the stroke simulator housing 50 . With the brake device 1 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 interior (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 (on the positive side of the x-axis). A part of the stopper portion 507 of the stroke simulator housing 50 protrudes from the vehicle mounting surface 508 in the negative x-axis direction to form a locking portion. A boot 2a is attached to this engaging portion to cover the push rod 2. As shown in FIG. As described above, the stroke simulator housing 50 is fixed rigidly (without an elastic body) to the dash panel by the stud shaft 509 . Therefore, a good reaction force is generated against the driver's brake operation force (depression force) input to the brake pedal (push rod 2), and the brake operation force is appropriately transmitted to the piston 41 of the master cylinder 4. , a master cylinder hydraulic pressure corresponding to the brake operating force is generated.

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 positioned vertically when mounted on a vehicle. That is, the master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other when viewed from the vertical direction (in the vertical direction) when mounted on the vehicle. The reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are arranged in this order from the top when mounted on the vehicle. That is, the reservoir tank 3 is arranged above the master cylinder 4 and the stroke simulator 5 is arranged below the master cylinder 4 . Also, the master cylinder 4 and the 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 mounted on a vehicle, the master cylinder 4 and the stroke simulator 5 are positioned vertically with their axial directions aligned.

As shown in FIG. 7, when the vehicle is mounted, 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 and parallel to the z-axis when viewed from the x-axis direction. are arranged so as to line up on a straight line. Therefore, when mounted on a vehicle, the range in which the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 overlap each other when viewed in the vertical direction is maximized. As a result, the area of the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 projected in the vertical direction is minimized. As shown in FIGS. 3 and 4, the master cylinder 4 (the main body portion 40a of the master cylinder housing 40) and the stroke simulator 5 (the main body portion 50a of the stroke simulator housing 50) are the width of the reservoir tank 3 (dimension in the y-axis direction). designed to fit inside. Also, as shown in FIG. 5, the brake pipes 70 and 71 are provided so as to fit within the overall height (dimension in the z-axis direction) of the reservoir tank 3, the master cylinder housing 40, and the stroke simulator housing 50. FIG. For example, the brake pipe 71 does not protrude beyond the reservoir tank 3 in the positive z-axis direction. The brake pipe 70 does not protrude from the stroke simulator housing 50 in the negative z-axis direction.

When viewed in the y-axis direction, each member and structure of the brake device 1 are 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, the master cylinder 4 (flange portion 40b and the like including fastening portions 40d and 40e of the master cylinder housing 40) and the stroke simulator 5 (including fastening portions 50i and 50j of the stroke simulator housing 50). The connecting portion 50b, etc.) are configured to be accommodated within the width (dimension in the y-axis direction) of the flange portion 50c. Also, 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 pipe 71 is arranged substantially parallel to the xz plane, and (the end of the brake pipe 71 in the positive y-axis direction) is located on the negative y-axis side of the edge of the flange portion 50c in the positive y-axis direction ( does not protrude in the positive direction of the y-axis beyond the flange portion 50c).

The stroke simulator valve 6 is arranged at the axial position of the stroke simulator 5 . That is, as shown in FIG. 7, the stroke simulator valves 6 are arranged on one side of the stroke simulator 5 in the axial direction (positive x-axis direction) so as to overlap each other when viewed from the axial direction (x-axis direction) of the stroke simulator 5. are placed. Further, the operating direction of the valve body 640 (plunger 64) of the stroke simulator valve 6 and the operating direction of the reaction force piston 51 of the stroke simulator 5 are arranged to be substantially the same. More specifically, the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5 . The central axis of the stroke simulator valve 6 (valve mounting hole 503) is provided substantially on the same straight line as the central axis of the stroke simulator 5 (axial holes 501, 502). Therefore, the range in which the stroke simulator 5 and the stroke simulator valve 6 overlap each other in the axial direction is maximized. This minimizes the projected area of the stroke simulator 5 and the stroke simulator valve 6 in the x-axis direction. As shown in FIG. 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.) has a width ( y-axis dimension) and height (z-axis dimension).

The stroke simulator valve 6 is arranged below the master cylinder 4 so as to overlap the master cylinder 4 when viewed from the vertical direction when mounted on a vehicle. The master cylinder 4 and the stroke simulator valve 6 are arranged parallel to each other (so that their axial directions are substantially the same). As a result, the master cylinder 4 and the stroke simulator valve 6 are positioned vertically with their axial directions aligned. When mounted on a vehicle, 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 when viewed from the x-axis direction. Therefore, the range in which the master cylinder 4 and the stroke simulator valve 6 overlap with each other when viewed 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 connected to the master cylinder 4 (main body portion 40a of the master cylinder housing 40). is provided so as to fit within the width (dimension in the y-axis direction).

When viewed in the x-axis direction, as shown in FIGS. 3 and 4, the x-axis negative direction end of the stroke simulator 5, specifically the x-axis negative direction end of the main body portion 50a of the stroke simulator housing 50, is formed by a flange portion 50c. is set up. 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 of the x-axis positive end face of the master cylinder housing 40. (It does not protrude in the positive direction of the x-axis from the master cylinder housing 40). As shown in FIGS. 3 to 6, the positive x-axis end of the reservoir tank 3, the positive x-axis end of the master cylinder 4, and the positive x-axis end of the stroke simulator valve 6 (connector portion 610) are approximately equal to each other. at the same x-axis position. As shown in FIGS. 4 and 5, the brake pipe 71 is provided so as to fit within the length (x-axis direction dimension) of the master cylinder housing 40 and the stroke simulator housing 50 . For example, (the end of the brake pipe 71 in the positive x-axis direction) is located on the negative x-axis side of the end surface of the master cylinder housing 40 in the positive x-axis direction (does not protrude beyond the master cylinder housing 40 in the positive x-axis direction). .

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 pipe 71 (most of them on the z-axis negative direction side) are located on the flange portion 50c. I can't see it in the shadows. 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 connecting portion 50b of the stroke simulator housing 50 , and the flange portion 50c, etc.), the stroke simulator 5 is hidden behind the reservoir tank 3 and cannot be seen. Also, 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 on the z-axis negative direction side and a part of the brake pipe 70 are connected to the master cylinder housing 40 and the stroke Brake pipes 70 and 71 are hidden behind reservoir tank 3, master cylinder 4, and stroke simulator 5, except that they are visible through a gap between them and simulator housing 50. FIG.

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

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

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

The controller 8b 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 8b is provided with a connector 83 to which a harness is connected. The stroke simulator valve 6 and controller 8b 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, a hydraulic pressure sensor that detects the discharge pressure of the pump and the master cylinder hydraulic pressure, and information about the running state sent from the vehicle. be. Based on these detected values and information, the controller 8b controls the opening and closing of each solenoid valve of the hydraulic unit 8a and the number of revolutions of the motor (pump discharge rate) in accordance with a program stored therein. By controlling the wheel cylinder hydraulic pressure in this way, the boost control to reduce the brake operation force, the anti-lock brake control (ABS) to suppress the slip of the wheel due to braking (relax the tendency to lock), Brake control (vehicle behavior control such as VDC and ESC) to suppress vehicle sideslip and stabilize vehicle behavior, automatic brake control such as preceding vehicle tracking control, and target deceleration ( regenerative cooperative brake control, etc., to achieve the target braking force). For example, in the boost control, the assist hydraulic pressure formed by driving the hydraulic pressure unit 8a (using the discharge pressure of the pump) is pressurized against the master cylinder hydraulic pressure generated in response to the brake operation. Create a wheel cylinder hydraulic pressure higher than the hydraulic pressure.

When the hydraulic pressure unit 8a is inactive, the hydraulic pressure chamber 43 of the master cylinder 4 and the wheel cylinders of the respective wheels are in communication. At this time, the wheel cylinder hydraulic pressure is generated by the master cylinder hydraulic pressure generated using the brake pedal operation force (pedal force) by the driver (pedal force braking). In response to the stepping operation of the brake pedal, the brake fluid is supplied from the hydraulic pressure chamber 43 of each system of the master cylinder 4 (via the oil passage in the hydraulic pressure unit 8a) toward each wheel cylinder (pressure increase Time). That is, the master cylinder hydraulic pressure generated in response to the stepping operation of the brake pedal is directly supplied to the wheel cylinders. Further, when the brake pedal is depressed back, the brake fluid is returned from each wheel cylinder (via the oil passage in the hydraulic pressure unit 8a) toward the master cylinder 4 (during pressure reduction). At this time, the stroke simulator valve 6 provided on the simulator oil passage is de-energized and closed. Therefore, the communication between the master cylinder 4 (hydraulic pressure chamber 43P) and the stroke simulator 5 (main chamber 54) is cut off.

On the other hand, when the hydraulic pressure unit 8a is in operation, the wheel cylinder hydraulic pressure is generated by the hydraulic pressure generated using the pump while blocking the communication between the hydraulic pressure chamber 43 of the master cylinder 4 and each wheel cylinder. It is possible. As a result, a so-called brake-by-wire system can be configured, and boost control, regenerative cooperative brake control, and the like can be realized. At this time, the stroke simulator valve 6 is energized and opened. Therefore, the master cylinder 4 (fluid pressure chamber 43P) and the stroke simulator 5 (main chamber 54) are communicated. When the driver performs a brake operation (depresses or releases the brake pedal), the stroke simulator 5 sucks and discharges brake fluid from the master cylinder 4 to create a pedal stroke. The controller 8 b controls the operation (energized state) of the stroke simulator valve 6 . That is, the controller 8b is a combination of a hydraulic pressure controller for controlling the wheel cylinder hydraulic pressure and a controller for controlling the stroke simulator valve 6. FIG. In other words, the former hydraulic pressure controller includes the latter controller.

[Action of Example 1]
Next, the action will be explained. 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 (brake device 1, actuator 8) is high, and the brake system can be easily applied to different vehicle types. Moreover, compared with the case where the brake device 1 and the actuator 8 are integrally provided, the brake device 1 can be made smaller. Generally, the installation space in a vehicle for a brake device as an input device for inputting a brake operation is limited.

In the brake system of this embodiment, the actuator 8 is provided so as to be able to execute boost control for reducing the brake operation force by generating a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure. In other words, the actuator 8 as wheel cylinder hydraulic pressure control means provided separately from the brake device 1 can also function as a booster. Therefore, it is possible to omit a conventional booster, for example, a master back that boosts the brake operating force by using the intake pressure (negative pressure) generated by the engine of the vehicle. Further, the brake device 1 as an input device does not have to be provided with a booster that boosts the brake operation force using a pressure accumulation means (accumulator), an electric motor, or the like. Therefore, the brake system as a whole can be simplified, and the applicability to vehicles is high. In addition, it is possible to reduce the space of the vehicle while downsizing the brake device 1 . For example, the brake device 1 can be installed in the space required for installing the master back. Instead of having the actuator 8 function as a booster, a link-type booster using a link mechanism or an electric (hydraulic) booster using an electric motor or the like may be provided. In addition, the brake device 1 (brake system) of the present embodiment is suitable for vehicles capable of generating regenerative braking force, but can also be applied to other vehicles (non-electric vehicles using only an engine as a drive source). be.

In the brake device 1, a reservoir tank 3, a master cylinder 4, and a stroke simulator 5 are integrally provided (as 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. Also, the brake device 1 as an input device comprising the reservoir tank 3, the master cylinder 4 and the stroke simulator 5 can be miniaturized. By reducing the size of the brake device 1, it can be easily installed in different vehicle models and has high versatility. Therefore, manufacturing costs can be reduced.

Here, in general, there are variations of the master cylinder according to the car class of the vehicle in which it is mounted. 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 a different vehicle type (vehicle class), it is difficult to divert it, and there is a possibility that it lacks 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 the brake device 1 is assembled, the master cylinder 4 and the stroke simulator 5 are separate bodies (they have their own housings 40 and 50) and are separated from each other. The brake device 1 is completed by integrally fixing the housings 40 and 50 to each other during assembly. Therefore, it is not necessary to newly provide a housing for the entire brake device 1 for each variation of the master cylinder 4 . Therefore, since the existing master cylinder 4 can be used, versatility for different vehicle types (vehicle class) is high. In other words, the master cylinder 4 and the stroke simulator 5 are modularized so that the modules 4 and 5 can be appropriately combined according to the vehicle type (vehicle class) to be installed. Therefore, existing products can be easily used. Specifically, by appropriately combining a predetermined stroke simulator 5 (stroke simulator housing 50) with an existing master cylinder 4 (master cylinder housing 40) according to the vehicle class of the vehicle in which it is mounted, the A braking device 1 can be obtained.

The master cylinder housing 40 and the stroke simulator housing 50 are joined (pigmented joint) by a joint surface having a spigot portion (such as the outer peripheral surface of the fitting portion 40c), and are integrally fixed to each other. Therefore, the existing (general-purpose) master cylinder can be used more easily. For example, a concave shape (in this embodiment, in the first axial If a hole 504) is provided in the stroke simulator housing 50 and both are joined together, the existing master cylinder 4 can be used as it is.

The stroke simulator housing 50 includes a vehicle mounting surface 508 by which it is attached to the vehicle. Therefore, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle through the 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 an attempt is made to fix the stroke simulator housing 50 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 (to improve versatility), the master cylinder housing At 40 there are limited suitable locations to which the stroke simulator housing 50 can be joined. That is, it is relatively difficult to attach the stroke simulator 5 to the vehicle via the master cylinder housing 40 (attached to the vehicle) while improving the versatility of the master cylinder 4 . On the other hand, the stroke simulator housing 50 has fewer restrictions on changing the shape than the master cylinder housing 40 does. 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 this embodiment, the shape of the stroke simulator housing 50 can be set relatively freely. Therefore, a portion to which the master cylinder housing 40 can be joined can be secured relatively 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 this embodiment, the stroke simulator housing 50 is attached to the vehicle, so that the versatility of the stroke simulator housing 50 can be improved compared to 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, the vehicle attachment portion (fitting portion in this embodiment) originally provided in the existing master cylinder housing is used as the portion of the master cylinder housing 40 that is joined to the stroke simulator housing 50. 40c) can be selected. This 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 mounting portion (fitting portion 40c), it can be used as a general-purpose stroke simulator housing 50. FIG. That is, since the general-purpose stroke simulator housing 50 can be combined with any master cylinder housing 40, the stroke simulator 5 can be easily used.

Since 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 forming oil passages connecting them are provided. is preferred. In this embodiment, the pipe attachment portion 320a of the reservoir tank 3 and the connection port 58 of the stroke simulator 5 are provided on the same side surface (y-axis positive direction side) of the brake device 1, thereby shortening the brake pipe 71 and It is possible to improve the connection workability and handling of the brake pipe 71 . The same applies to the brake pipe 70 as well. In addition, among the brake pipes, at least the brake pipe 71 to which high pressure does not act is made of a flexible material (material such as rubber). Therefore, compared with the case where the brake pipe 71 is configured as a steel pipe, the layout and handling of the brake pipe 71 can be improved.

In a conventional brake system in which a master cylinder and a stroke simulator are integrally arranged, the stroke simulator is positioned horizontally (horizontally adjacent to or overlapping with the master cylinder) when mounted on a vehicle. are placed. Therefore, since the area occupied by the brake device when viewed from above becomes large, the vehicle mountability cannot be improved. On the other hand, in the brake device 1, when mounted on a vehicle, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (in vertical positions) when viewed in the vertical direction. Therefore, the projected area of the braking 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 in the vehicle and the layout property in the engine room can be improved. In addition, it is possible to improve workability when installing the brake device 1 in the engine room. In addition, it is possible to save space in the engine room. For example, when viewed from above, it is possible to install the brake device 1 overlapping the space required for installation of the master bag (the space created by excluding the master bag). Therefore, the necessity of separately providing a space for installing the brake device 1 is reduced. 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 more than half of the stroke simulator 5 overlap the master cylinder 4 . In the present embodiment, the stroke simulator 5 is arranged directly below the master cylinder 4, so that the overlapping area between the two in the vertical direction is increased, so that the above effects can be enhanced.

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 (both 4 and 5 overlap when viewed from the direction orthogonal to the axis of the master cylinder 4). are placed in By arranging both 4 and 5 so as to overlap in the axial direction (longitudinal direction) in this way, an increase in the dimension 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 so as to extend in the longitudinal direction of the vehicle, it becomes possible to overlap the master cylinder 4 and the stroke simulator 5 when viewed from above. Therefore, the area occupied by the brake device 1 can be reduced.

Further, the master cylinder 4 and the stroke simulator 5 are arranged so that their axial directions are the same (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, the area of the master cylinder 4 and the stroke simulator 5 as a whole projected from the axial direction of the master cylinder 4 can be reduced compared to the case where the two axial directions are deviated from each other (there is an angle between the two axes). be. In other words, it is possible to suppress an increase in the dimension of the brake device 1 in the plane extending perpendicularly to the axis of the master cylinder 4 (the dimension of the entire device in the direction perpendicular to the axis of the master cylinder 4). Further, when the master cylinder 4 and the stroke simulator 5 as a whole are viewed from the direction perpendicular to the axis of the master cylinder 4 and viewed from a direction in which the axes of both 4 and 5 are positioned on the same straight line, the master cylinder It is possible to minimize the overall dimensions of the device in the transverse direction of 4.

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, when viewed from the direction perpendicular to the axis of the master cylinder 4, both 4, It is possible to increase the area where 5 overlaps (see FIG. 4). In this embodiment, when viewed from above, the axis of the master cylinder 4 and the axis of the stroke simulator 5 are positioned on substantially the same straight line, so that the overlapping area of the two 4 and 5 can be increased. can. Therefore, the area occupied by the brake device 1 can be further reduced.

In the present embodiment, the vertical overlapping area of the master cylinder 4 and the stroke simulator 5 is maximized, so that the vertical projected area of the entirety of these can be minimized, and the above effects can be enhanced. As shown in FIG. 4, when viewed from the z-axis direction, the stroke simulator 5 (excluding a portion of the connection portion 50b of the stroke simulator housing 50, the flange portion 50c, etc.) is the outline of the master cylinder 4 (master cylinder housing 40). fit inside. The master cylinder 4 (excluding a portion of the flange portion 40b) fits within the contour of the reservoir tank 3. As shown in FIG. Therefore, as shown in FIG. 3, the projected area of the brake device 1 in the vertical direction is (flange portion 40b of the master cylinder housing 40, connection portion 50b of the stroke simulator housing 50, pipe mounting portion 320, brake pipe 70, Except for 71), it is substantially equal to the projected area of the reservoir tank 3 in the vertical direction. Therefore, the projected area of the brake device 1 in the vertical direction can be made as small as possible.

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

The stroke simulator valve 6 is arranged at the axial position of the stroke simulator 5 . That is, the stroke simulator valve 6 is arranged so as to overlap the stroke simulator 5 when viewed from the axial direction (x-axis direction). As a result, the projected area of the entire stroke simulator valve 6 and the stroke simulator 5 from the axial direction of the stroke simulator 5 can be reduced. In this embodiment, the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5 . Therefore, when viewed from the axial direction (x-axis direction), the overlapping area of both 5 and 6 can be maximized and the projected area can be minimized.
Furthermore, the master cylinder 4 and the stroke simulator valve 6 are arranged so as to overlap each other in the x-axis direction. By arranging both 4 and 6 so as to overlap each other in the axial direction (longitudinal direction), an increase in the dimension of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed. Further, when the shaft of the master cylinder 4 is installed so as to extend in the longitudinal direction of the vehicle, it becomes possible to overlap the master cylinder 4 and the stroke simulator valve 6 when viewed from the vertical direction. Therefore, the area occupied by the brake device 1 when viewed from above can be reduced. Although it is sufficient if there is a range in which the master cylinder 4 and the stroke simulator valve 6 partially overlap when projected in the vertical direction, it is preferable that more than half of the stroke simulator valve 6 overlap the master cylinder 4 . In this embodiment, the above effect can be enhanced by maximizing the overlapping area of both 4 and 6 in the vertical direction and minimizing the projected area in the vertical direction. As shown in FIG. 4, the stroke simulator valve 6 fits within the outline of the master cylinder 4 (master cylinder housing 40) when viewed from the z-axis direction. The x-axis positive direction end of the stroke simulator valve 6 (connector portion 610) is located at substantially the same x-axis direction position as the x-axis positive direction ends of the reservoir tank 3 and the master cylinder 4. As shown in FIG. Therefore, the projected area of the brake device 1 in the vertical direction 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, the overall size of the brake device 1 can be further reduced and the vehicle mountability can be improved. In addition, since the structure and brake piping for connecting the two parts 5 and 6 are not required, the structure can be simplified, and the fail-safe property can be improved while improving the mounting workability. A controller 8b for controlling the stroke simulator valve 6 is configured separately from the brake device 1 and is connected to the stroke simulator valve 6 via a harness. Therefore, compared with the case where the brake device 1 and the controller 8b are integrally provided, the size of the brake device 1 can be reduced and the layout flexibility 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.

The 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 the flange portion 50c for mounting the brake device 1 (stroke simulator housing 50) to the vehicle. . Therefore, it is possible to reduce the size of the brake device 1 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). As a result, the vehicle mountability of the brake device 1 can be further improved, and the space in the engine room can be reduced. For example, when viewed from the longitudinal direction of the vehicle, it is possible to install the brake device 1 so as to fit substantially within the space required for installation of the master bag (the space created by removing the master bag). . Therefore, the necessity of separately providing a space for installing the brake device 1 is reduced.

A brake pipe 71 connecting the reservoir tank 3 and the stroke simulator 5 is provided so as to fit within the width (y-axis direction dimension) of the flange portion 50c. Therefore, it is possible to reduce the size of the brake device 1 in the lateral direction of the vehicle and further improve the vehicle mountability of the brake device 1 . Specifically, the fastening portion 40d of the master cylinder housing 40 and the fastening portion 50i of the stroke simulator housing 50 protrude in the positive y-axis direction and fit within the width (dimension in the y-axis direction) of the flange portion 50c. Piping attachment portions 320a and 580 are arranged in spaces above and below the fastening portions 40d and 50i, respectively. The pipe mounting portions 320a and 580 are both bent to open in the positive direction of the x-axis (not in the positive direction of the y-axis), and are provided so as to fit within the width (dimension in the y-axis direction) of the flange portion 50c. . The brake pipe 71 attached to the pipe attachment portions 320a, 580 is installed in a U shape bypassing the fastening portions 40d, 50i and the discharge port 44P. As a result, the brake pipe 71 fits within the width (y-axis direction dimension) of the flange portion 50c while eliminating interference with these fastening portions 40d and the like. By providing the brake pipe 71 so as not to protrude outward in the width direction from the flange portion 50c, interference between the brake pipe 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 pipe 71 . In particular, when the brake pipe 71 is made of a flexible material (a material such as rubber), the damage can be effectively suppressed.

The stroke simulator 5 is arranged below the master cylinder 4, and the reservoir tank 3 is arranged above the master cylinder 4 (reservoir tank 3, master cylinder 4, and stroke simulator 5 are arranged in this order from the top when mounted on a vehicle). Therefore, the air bleeding property of the brake device 1 can be improved. That is, when the brake device 1 is attached to the vehicle or during maintenance (replacement of brake fluid), the air inside the brake device 1 is removed. Air can be easily removed by an air bleeding bleeder 57 from the stroke simulator 5 side (including the main chamber 54 ) of the simulator oil passage from the stroke simulator valve 6 . Here, the bleeder 57 is provided so as to open in the positive z-axis direction side of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, in an upper portion where air tends to accumulate. Therefore, the air release property can be improved. On the other hand, in the simulator oil passage, on the master cylinder 4 side of the stroke simulator valve 6, air passes through the brake pipe 70 to the master cylinder 4 (fluid pressure chamber 43P) and the reservoir tank 3 (supply port 30). can be pulled out through Here, the stroke simulator 5 is arranged below the master cylinder 4 and the reservoir tank 3 is arranged above the master cylinder 4 . Therefore, the air (bubbles) rises due to the buoyancy and is easily removed from the reservoir tank 3 via the brake pipe 70 and the like, so that the ability to remove air can be improved.

[Effect of Example 1]
Hereinafter, the inventions grasped from the first embodiment and their effects will be listed.
(1) A master cylinder 4 that generates brake hydraulic pressure by a driver's brake operation;
a stroke simulator 5 into which the brake fluid flowing out from the master cylinder 4 flows and generates a pseudo operation reaction force of the brake operation member;
The master cylinder 4 and the stroke simulator 5 are arranged integrally so as to overlap each other in the vertical direction (viewed from the vertical direction) when mounted on a vehicle.
Therefore, the projected area of the brake device 1 from above can be reduced, and the vehicle mountability can be improved.
(2) Equipped with a reservoir tank 3 capable of supplying brake fluid to the master cylinder 4,
The stroke simulator 5 is arranged below the master cylinder 4 and the reservoir tank 3 is arranged above the master cylinder 4 .
Therefore, the air release property can be improved.
(3) The stroke simulator 5 is equipped with a reaction piston 51 (piston) that operates axially when 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, by aligning both axial directions, the projected area of the brake device 1 from above can be further reduced.
(6) Equipped with a flange portion 50c (flange) for fixing to the vehicle,
The master cylinder 4 and the stroke simulator 5 are configured to fit within the width of the flange portion 50c.
Therefore, it is possible to reduce the size of the brake device 1 in the lateral direction of the vehicle and further improve the vehicle mountability.
(17) an actuator 8 that controls the wheel cylinder hydraulic pressure according to the brake operation state or the vehicle state;
A brake system provided separately from an actuator 8 and including a brake device 1 that operates in response to a driver's brake operation,
The brake device 1 includes a master cylinder 4 that generates brake fluid pressure by a driver's brake operation,
a stroke simulator 5 into which the brake fluid flowing out from the master cylinder 4 flows and generates a pseudo operation reaction force of the brake operation member;
a stroke simulator valve 6 for limiting the flow of brake fluid into the stroke simulator 5;
and a controller 8b that controls the stroke simulator valve 6,
The master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other in the vertical direction (as seen from the vertical direction) when mounted on the vehicle.
The controller 8b is constructed separately from the master cylinder 4, and the stroke simulator valve 6 and the controller 8b are connected via a harness.
Therefore, the same effect as the above (1) is obtained. Also, by making the controller 8b separate from the master cylinder 4, it is possible to downsize the brake device 1 and improve the degree of freedom in layout.

[Other embodiments]
Although the embodiments for realizing the present invention have been described above, the specific configuration of the present invention is not limited to the embodiments, and design changes within the scope of the gist of the invention are possible. etc. is included in the present invention. For example, the master cylinder and the stroke simulator may be formed using a common housing. Also, the master cylinder and the stroke simulator may be arranged separately (for example, spatially close to each other but separated) rather than integrally. In these cases as well, by arranging the master cylinder and the stroke simulator so as to overlap each other when viewed from the vertical direction, it is possible to improve vehicle mountability. Further, as shown in FIG. 9, a spring (disc spring) as a damper is provided between the x-axis negative direction end of the master cylinder housing 40 (fitting portion 40c) and the flange portion 21 of the push rod 2 (outer circumference of the piston 41P). spring etc.) 23 may be installed. When the amount of operation of the brake pedal reaches or exceeds a predetermined amount, 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 direction side of the x-axis. The compressively deformable spring 23 adjusts the operating force of the brake pedal by applying a reaction force to the brake pedal via the push rod 2 . Therefore, it is possible to exhibit favorable characteristics in the entire range of brake pedal operation amount. For example, assume a case where a link type booster using a link mechanism is installed between the brake pedal and the clevis 20 instead of having the actuator 8 function as the booster. If the characteristics of the link mechanism are such that a predetermined boost performance can be obtained under the restricted conditions of vehicle installation, the lever ratio will rise excessively in the pedal stroke region in the latter half of the braking operation, resulting in desirable braking characteristics. (relationship between pedaling force, stroke and deceleration) may not be obtained. On the other hand, if the spring 23 is installed, the spring 23 is compressed in the latter stage of the brake operation, thereby increasing the pedal reaction force and attenuating the pedaling force, thereby obtaining favorable braking characteristics in the entire range of the brake pedal operation amount. 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 (4)

a master cylinder having a piston inside the master cylinder housing;
a stroke simulator provided with a reaction piston that is operated by the brake fluid that has flowed into the stroke simulator housing;
with
The stroke simulator housing is
a main body on which the reaction piston is provided;
a fixing portion provided integrally with the main body portion, extending in a direction perpendicular to the axis of the reaction piston, and fixed to the master cylinder housing via a seal member;
with
The piston and the reaction piston are not arranged side by side in the direction of the axis of the master cylinder,
braking device. A brake device according to claim 1,
The master cylinder housing and the fixed portion are arranged so that there are overlapping portions when viewed from the vertical direction of the vehicle when the master cylinder housing and the fixed portion are mounted on the vehicle.
braking device. A brake device according to claim 1,
The master cylinder housing and the stroke simulator housing are fixed by bolts provided in the master cylinder housing and bolts inserted through bolt holes provided in the fixing portion.
braking device. A brake device according to claim 3,
The bolt is provided along a plane orthogonal to the vertical direction of the vehicle when mounted on the vehicle.
braking device.

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