JP2023129570A - brake device - Google Patents

Abstract

To provide a brake device which enables improvement of mountability on a vehicle.SOLUTION: In a brake device, a piston and a reaction piston are not disposed arranged side by side in an axis direction of a master cylinder housing part. A stroke simulator housing part and the master cylinder housing part are arranged so that an overlapping portion, where the stroke simulator housing part and the master cylinder housing part overlap with each other in a written order when viewed from the vehicle upper side when the brake device is mounted on a vehicle, exists. The master cylinder housing part and the stroke simulator housing part are arranged so that an overlapping portion, where these housing parts overlap with each other when viewed in a width direction of the vehicle when the brake device is mounted on the vehicle, exists.SELECTED DRAWING: Figure 9

Description

TECHNICAL FIELD The present invention relates to a brake device.

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

JP2012-106638A

In conventional brake devices, 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 piston and the reaction piston are not arranged side by side in the axial direction of the master cylinder housing part, and the stroke simulator housing part and the master cylinder housing part are The stroke simulator housing section and the master cylinder housing section are arranged so that there are overlapping parts in this order when viewed from above, and the master cylinder housing section and the stroke simulator housing section overlap each other when viewed from the width direction of the vehicle when mounted on the vehicle. They are arranged so that there are overlapping parts.

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. FIG. 2 is a top view of the brake device 1 according to the first embodiment. FIG. 2 is a bottom view of the brake device 1 according to the first embodiment. 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. FIG. 2 is a front view of the brake device 1 according to the first embodiment. FIG. 2 is a rear view of the brake device 1 according to the first embodiment. 8 is a sectional view taken along line AA in FIG. 7. FIG. 3 is a perspective view of the actuator 8 of Example 1. FIG.

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

[Example 1]
Vehicles to which the brake device of this embodiment is applied include, for example, hybrid vehicles that are equipped with an electric motor (generator) in addition to an engine (internal combustion engine) as a prime mover for driving the wheels, or hybrid vehicles that are equipped with only a motor (generator). This is an electric vehicle such as an electric vehicle that can generate regenerative braking force using an electric motor. The braking system of this embodiment is a hydraulic brake system that applies brake fluid pressure to each wheel of the vehicle to generate braking force. Wheel cylinders (calipers) provided on each wheel of a vehicle generate brake operating hydraulic pressure (wheel cylinder hydraulic pressure) in response to supply of brake operating hydraulic pressure and control hydraulic pressure. The brake system includes a brake device 1 as an input device into which the driver's brake operation is input, and an electric brake actuator (hereinafter referred to as actuator 8) that can generate brake fluid pressure based on an electric signal corresponding to the driver's brake operation. ). The brake device 1 operates in response to a brake operation by a driver, and generates master cylinder hydraulic pressure as a 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 brake device 1 of this embodiment from various directions. Hereinafter, for convenience of explanation, an orthogonal coordinate system will be provided. With the brake device 1 installed in the vehicle, an x-axis is provided in the longitudinal direction of the vehicle (the axial direction in which the master cylinder 4 operates). When the brake device 1 is installed in a vehicle, the axial direction of the master cylinder 4 is approximately parallel to the longitudinal direction of the vehicle, so the x-axis direction is the longitudinal direction of the vehicle. The forward direction of the vehicle (the direction in which the piston 41 of the master cylinder 4 strokes in response to depression of the brake pedal) is defined as the positive direction of the x-axis. A y-axis is provided in the width direction (left-right direction or lateral direction) of the vehicle, and the left side when viewed from the rear of the vehicle (x-axis negative direction) is defined as the y-axis positive direction. A z-axis is provided in the up-down direction (vertical direction) of the vehicle, and the upper direction of the vehicle (the side where the reservoir tank 3 is installed with respect to the master cylinder 4) is the positive direction of the z-axis. FIG. 1 is a perspective view of the brake device 1 viewed from the negative side of the x-axis, the positive side of the y-axis, and the positive side of the z-axis. FIG. 2 is a perspective view of the brake device 1 viewed from the positive side of the x-axis, the negative side of the y-axis, and the positive side of the z-axis. FIG. 3 is a top view of the brake 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 side 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 y-axis direction. 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 sectional view of the brake device 1 taken along a plane passing through the axis of the master cylinder 4, and shows a cross section taken along the line AA in FIG.

The brake device 1 includes a push rod 2, a reservoir tank 3, a master cylinder 4, a stroke simulator 5, and a stroke simulator valve 6. That is, the brake device 1 is a master cylinder unit having a built-in master cylinder 4. The brake system has two brake piping systems (primary P system and secondary S system). Hereinafter, the members and structures provided corresponding to each system will be distinguished by adding suffixes P and S to the end of their symbols. The push rod 2 is connected to a brake pedal via a clevis 20. The brake pedal is an input member (brake operation member) that receives a brake operation input from the driver. The push rod 2 operates in the x-axis direction in conjunction with the brake pedal. For example, the stroke is made in the positive direction of the x-axis in response to depression of the brake pedal. The end of the push rod 2 in the positive x-axis direction is in contact with the piston 41P of the master cylinder 4 (see FIG. 9). The push rod 2 receives the driver's operating force input to the brake pedal, and transmits this to the master cylinder 4 as a thrust in the x-axis direction. A flange portion 21 is provided on the outer periphery of the push rod 2 on the positive side of the x-axis. An abutment member 22 having a convex spherical tip end on the positive x-axis side is fixed to the end of the push rod 2 in the positive x-axis direction. 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 driver's brake operation force, and is designed to reduce the intake pressure generated by the vehicle engine. It does not have a master back that operates using (negative pressure).

The reservoir tank 3 is a brake fluid source that stores brake fluid, and supplies brake fluid to the master cylinder 4 and actuator 8 . The reservoir tank 3 has a supply port 30, supply ports 31P, 31S, and supply ports 32a, 32b. The supply port 30 protrudes and opens in the positive direction of the z-axis on the positive direction of the x-axis of the reservoir tank 3, and is provided so as to be openable and closable by a lid 3a. The supply ports 31P, 31S are provided so as to be lined up in the x-axis direction, and protrude and open toward the negative z-axis direction side of the reservoir tank 3. The replenishment port 31P is provided on the negative side of the x-axis than the replenishment port 31S. The replenishment ports 32a, 32b are provided on the negative side of the x-axis relative to the replenishment 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 negative side of the z-axis 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 from the bottom surface on the negative side of the z-axis in the positive direction of the z-axis. A replenishment port 31S is opened in the region on the positive side of the x-axis, replenishment ports 32a and 32b are opened in the region on the negative side of the x-axis, and a replenishment port 31P is opened in the region sandwiched between these two regions. The partition plate 33 stores brake fluid in each area even when the vehicle tilts or accelerates or decelerates, thereby making it possible to replenish 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 piping attachment 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 side of the x-axis, the positive side of the y-axis, and the negative side of the z-axis, and is bent halfway toward the positive side of the x-axis. It is being The tip of the pipe attachment portion 320a to which the brake pipe 71 is attached opens in the positive direction of the x-axis. A piping attachment part 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 piping attachment part 320b is provided so as to protrude from the outer surface of the reservoir tank 3 on the negative side of the x-axis, the negative side of the y-axis, and the negative side of the z-axis in the negative direction of the y-axis, and bend in the positive direction of the x-axis in the middle. It is being The tip of the piping attachment portion 320b to which the brake piping is attached opens in the positive direction of the x-axis.

The master cylinder 4 is a first brake fluid pressure generation source that generates fluid pressure (master cylinder fluid pressure) in response to a brake pedal operation (brake operation) by the driver. The master cylinder 4 is connected to a wheel cylinder via an oil passage (brake pipe) not shown. The master cylinder hydraulic pressure is supplied to the wheel cylinder via the oil passage to generate wheel cylinder hydraulic pressure (brake hydraulic pressure). The master cylinder 4 includes a master cylinder housing (cylinder) 40, a piston 41, and a coil spring 42. The master cylinder housing 40 has a main body portion 40a, a flange portion 40b, and a fitting portion 40c. The main body portion 40a is formed into a bottomed cylindrical shape with one end (x-axis positive direction side) closed and extending in the x-axis direction. The flange portion 40b is provided on the outer periphery of the main body portion 40a on the negative side of the x-axis. Fastening parts 40d and 40e in which bolt holes extending in the x-axis direction are formed are provided on both sides of the flange part 40b in the y-axis direction. The fastening parts 40d and 40e are provided at substantially symmetrical positions with the axis of the main body part 40a interposed therebetween. The fitting portion 40c is provided adjacent to the flange portion 40b on the negative side of the x-axis and has a substantially cylindrical shape extending in the x-axis direction. A seal member 402 is installed within 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 negative x-axis 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 movable (reciprocating) in the x-axis direction. A concave spherical receiving portion 410 is formed on the x-axis negative direction side of the P-system piston 41P. The x-axis positive direction end of the push rod 2 (contact member 22) formed in a convex spherical shape is in contact with the receiving part 410, and is rotatably fitted therein. The S-system piston 41S is a free piston and is installed on the x-axis positive direction side of the piston 41P. Each piston 41 is provided with a recess 411 that extends in the x-axis direction and opens in the positive x-axis direction. Each piston 41 is provided with a communication hole 412 that extends in the radial direction and communicates the inner circumferential surface of the recess 411 with the outer circumferential surface of each piston 41 .

A discharge port 44 and a replenishment port 45 are formed in the master cylinder housing 40, and these ports 44 and 45 open to the inner peripheral surface of the hole 400. The discharge port 44 extends in the y-axis direction, opens on the side surface of the master cylinder housing 40 on the negative side of the y-axis, is connected to the actuator 8 via a brake pipe, and is provided so as to be able to communicate with the wheel cylinder. . Two P-system discharge ports 44P are provided, and the other discharge ports 44P other than the above extend in the y-axis direction and open on the side surface of the master cylinder housing 40 on the positive y-axis direction side. The discharge port 44P, which opens in the positive direction of the y-axis, is connected to the stroke simulator 5 via the brake piping 70, and is provided so as to be able to communicate with the stroke simulator 5 (main chamber 54). The replenishment port 45 extends in the z-axis direction, opens on the upper surface of the master cylinder housing 40 on the positive side of the z-axis, and connects to and communicates with the reservoir tank 3. The replenishment ports 31P and 31S of the reservoir tank 3 fit into a recess 48 on the top surface of the master cylinder housing 40 (where the replenishment port 45 opens) via a seal member 34, and communicate with replenishment ports 45P and 45S, respectively. . That is, the reservoir tank 3 is provided integrally with the master cylinder 4. The master cylinder 4 is supplied with brake fluid from the reservoir tank 3 through supply ports 31P, 31S and supply ports 45P, 45S. A fastening portion 49 is provided between the recesses 48P and 48S at the positive end of the master cylinder housing 40 in the 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 into the fastening portion 49 and the fastening portion 35 of the reservoir tank 3 and the pins are fastened, thereby fixing the reservoir tank 3 to the master cylinder housing 40 .

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

A hydraulic chamber 43 is defined inside the master cylinder housing 40 (hole 400). A hydraulic pressure chamber 43P of the P system is defined between both pistons 41P, 41S (area sealed by seal members 47P, 46S). An S-system hydraulic chamber 43S is defined between the piston 41S and the bottom of the master cylinder housing 40 (an area sealed by the seal member 47S). A coil spring 42 serving as a return spring for the piston 41 is installed in each hydraulic pressure chamber 43 in a compressed state. A discharge port 44 opens in each hydraulic chamber 43 . As shown in FIG. 9, when the brake pedal is not depressed (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 furthest toward the negative side of the x-axis. The communication hole 412 of each piston 41 is located on the negative side of the x-axis relative to 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, with the hydraulic pressure chamber 43 via the communication hole 412. When the piston 41 operates in the x-axis direction within the hole 400, brake fluid pressure is generated. Specifically, the driver's brake operation causes the thrust of the push rod 2 in the positive x-axis direction to be transmitted to the piston 41P. When each piston 41 strokes in the positive direction of the x-axis, the volume of each hydraulic pressure chamber 43 decreases. When the communication hole 412 is located on the positive side of the x-axis relative to the seal member 47, the communication between each hydraulic pressure chamber 43 and the replenishment port 45 (reservoir tank 3) is cut off, and the brake Hydraulic pressure (master cylinder hydraulic pressure) is generated according to the operation. Note that substantially the same hydraulic pressure is generated in both hydraulic pressure chambers 43. Brake fluid (master cylinder hydraulic pressure) is supplied from each hydraulic chamber 43 to the actuator 8 (wheel cylinder) via a discharge port 44 .

The stroke simulator 5 is provided so that the brake fluid flowing out from the master cylinder 4 can flow into the stroke simulator 5, 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 piping 70) and to the reservoir tank 3 via an oil passage (brake piping 71). The stroke simulator 5 includes a stroke simulator housing 50, a reaction piston 51, and a coil spring 52. The stroke simulator housing 50 integrally includes a main body portion 50a, a connecting portion 50b, and a flange portion 50c.

The main 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 approximately coaxially with the large diameter cylindrical portion 50d on the x-axis positive direction side. The flange portion 50f is provided approximately coaxially with the small diameter cylindrical portion 50e on the positive x-axis side of the cylindrical portion 50e. The cylindrical portion 50e is provided with an air bleeder 57 for removing air from the stroke simulator 5. 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 sides. The outer diameter of the flange portion 50f (main body excluding fastening portions 50g and 50h 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 in which a bolt hole extending in the x-axis direction is formed is provided on the y-axis positive side and the z-axis negative side of the flange portion 50f. A fastening portion 50h in which a bolt hole extending in the x-axis direction is formed is provided on the negative side of the y-axis and the positive side of the z-axis of the flange portion 50f. The fastening parts 50g and 50h are provided at substantially symmetrical positions with the axis of the main body part 50a in between. A first axial hole 501, a second axial hole 502, a valve mounting hole 503, an oil passage 55, etc. are formed inside the main body portion 50a. The first axial hole 501 is formed on the inner peripheral side of the large diameter cylindrical portion 50d so as to extend in the x-axis direction. 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. The opening is formed at the bottom of the cylindrical portion 50d on the positive side of the x-axis. An oil passage of an air bleeding bleeder 57 is opened at the x-axis positive direction end and the z-axis positive direction end of the second axial hole 502. One end (the end in the x-axis positive direction of the second axial hole 502) of the main body portion 50a is closed, and the other end (the end in the negative x-axis direction of the first axial hole 501) is open.

The valve mounting hole 503 is formed on the inner peripheral side of the flange portion 50f and the cylindrical portion 50e so as to extend in the x-axis direction, and opens on the positive x-axis side of the flange portion 50f. The valve mounting hole 503 has a stepped shape that becomes smaller in diameter from the positive x-axis direction toward the negative x-axis direction. The x-axis negative direction end of the valve mounting hole 503 and the x-axis positive direction end of the second axial hole 502 are connected via an oil passage 55 extending in the x-axis direction. The axial holes 501, 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 Z-axis side and the positive Y-axis side of the cylindrical portion 50d. A piping attachment part 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 attachment 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 sides, and bends toward the positive x-axis midway. It is provided. The tip of the pipe attachment portion 580 to which the brake pipe 71 is attached opens in the positive direction of the x-axis.

The brake piping 71 is not made of a steel pipe, but is made of a flexible material such as rubber. As shown in FIG. 5, the brake pipe 71 is installed in a U-shape when viewed from the positive direction of the y-axis. The brake piping 71 extends from the piping attachment part 320a of the reservoir tank 3 in the positive direction of the x-axis, and extends toward the negative direction of the z-axis so as to wrap around the discharge port 44P (which protrudes and opens in the positive direction of the y-axis) on the inner circumferential side. After bending, it is folded back in the negative direction of the x-axis and attached to the piping attachment part 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 side of the y-axis at 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 also connected to the discharge port 44P that opens in the positive direction of the y-axis of the master cylinder 4 via the brake piping 70, and is connected to the master cylinder 4 (hydraulic pressure chamber 43P). 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 piping 70 is installed in a U-shape when viewed from the x-axis direction. The brake piping 70 extends from the discharge port 44P of the master cylinder 4, which opens in the y-axis positive direction, in a curved manner toward the y-axis positive direction and the z-axis negative direction, and wraps the brake piping 71 on the y-axis negative side. It is connected to the connection port 59 by folding back toward the direction side.

The connecting portion 50b is provided on the positive Z-axis side of the main body portion 50a (cylindrical portion 50d). The connecting portion 50b has a cylindrical shape with a bottom extending in the x-axis direction. Fastening parts 50i and 50j in which bolt holes extending in the x-axis direction are formed are provided on both sides of the connection part 50b in the y-axis direction. The outer peripheral surface of the connecting portion 50b (including the fastening portions 50i and 50j) has approximately the same shape and dimensions as the outer peripheral surface of the flange portion 40b (including the fastening portions 40d and 40e) of the master cylinder housing 40 when viewed from the x-axis direction. It is set the same. The piping attachment part 320a of the reservoir tank 3 is located on the negative y-axis side of the edge of the connection part 50b (fastening part 50i) in the positive direction of the y-axis (does not protrude further in the positive direction of the y-axis than the fastening part 50i) . The piping attachment part 320b of the reservoir tank 3 is located on the positive side of the y-axis from the edge of the connection part 50b (fastening part 50j) in the negative direction of the y-axis (does not protrude further in the negative direction of the y-axis than the fastening part 50j) . The tip of the air bleeding bleeder 57 on the negative y-axis side is located on the positive side of the y-axis rather than the edge of the negative y-axis direction of the connecting portion 50b (fastening portion 50j). (does not protrude to the side).

As shown in FIG. 9, a first axial hole 504, a second axial hole 505, and a third axial hole 506 are formed inside the 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. The second axial hole 505 has a smaller diameter than the first axial hole 504, and is formed to extend in the x-axis direction continuously from the first axial hole 504. The third axial hole 506 has a smaller diameter than the second axial hole 505 and is formed to extend in the x-axis direction continuously from the second axial hole 505. It opens on the x-axis negative direction side (vehicle mounting surface 508 side). The axial holes 504 to 506 are formed substantially coaxially. The fastening portions 50i and 50j are provided at approximately symmetrical positions with the axes of the holes 504 to 506 interposed therebetween. A stopper portion 507 is formed at the bottom of the connecting portion 50b on the negative side of the x-axis so as to surround the third axial hole 506. The surface of the stopper portion 507 on the positive side of the x-axis is formed in a tapered shape substantially parallel to the surface of the flange portion 21 of the push rod 2 on the negative side of the x-axis. It is provided so that it can come into contact with the surface.

The flange portion 50c is provided on the x-axis negative side of the stroke simulator housing 50 in a plate shape that extends substantially parallel to the yz plane. The flange portion 50c is a fixed flange for fixing the stroke simulator housing 50 to the vehicle. When viewed from the x-axis direction, 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, and has stud shafts (stud bolts as fixing devices) 509 at each of its four corners. It is fixed so as to protrude in the negative direction of the x-axis. 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 located approximately at the center of the flange portion 50c in the y-axis direction. The axis of the connecting portion 50b is located approximately at the center of the flange portion 50c in the z-axis direction. The axis of the main body portion 50a is located slightly below the side of the flange portion 50c on the negative side of the z-axis (on the negative side of the z-axis). The width (dimension in the y-axis direction) of the flange portion 50c is larger than the width (dimension in the y-axis direction) of the main body portion 50a, larger than the width (dimension in the y-axis direction) of the main body portion 40a of the master cylinder housing 40, and The width is 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 approximately the same as the width (dimension in the y-axis direction) of the connecting portion 50b or the flange portion 40b of the master cylinder housing 40. Specifically, as shown in FIGS. 3 and 7, the outer peripheral edges of the fastening parts 50i, 50j and 40d and 40e, which constitute both ends in the y-axis direction of the connecting part 50b and the flange part 40b, are the flange part 50c. (almost at the same position in the y-axis direction) with both end edges in the y-axis direction. The height (dimension in the z-axis direction) of the flange portion 50c is set larger than the height (dimension in the z-axis direction) of the connecting portion 50b or the master cylinder housing 40 (flange portion 40b).

As shown in FIG. 9, a reaction piston 51 is installed in the second axial hole 502 of the main body 50a of the stroke simulator housing 50 so as to be movable 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 end of the second axial hole 502 . A spring retainer 512 is provided at the negative x-axis end of the reaction piston 51 that protrudes into the first axial hole 501. The spring retainer 512 is provided so as to be movable within the first axial hole 501 together with the reaction piston 51 . A seal groove 510 is provided on the outer periphery 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 side of the x-axis is fixedly installed. A seal member 532 is installed around 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 circumferential surface of the first axial hole 501. Inside the stroke simulator housing 50, a main chamber 54 and a sub-chamber 56 are defined by the reaction piston 51. A main chamber 54 is defined within the second axial hole 502 on the positive side of the x-axis relative to the reaction piston 51. A sub-chamber 56 is defined within the first axial hole 501 on the negative side of the x-axis relative to the reaction piston 51. Communication between the main chamber 54 and the sub-chamber 56 is suppressed by the seal member 511. In the main chamber 54, an oil passage 55 and an oil passage of an air bleeder 57 are always open.

A coil spring 52 serving as a return spring for the reaction piston 51 is installed in the subchamber 56 in a compressed state. The coil spring 52 is an elastic member that constantly urges the reaction piston 51 toward the main chamber 54 (in a direction that reduces the volume of the main chamber 54 and expands the volume of the sub chamber 56). An end of the coil spring 52 in the positive x-axis direction is held in contact with the outer circumferential side of the spring retainer 512, and an end in the negative x-axis direction of the coil spring 52 is held in contact with the outer circumferential side of the spring retainer 53. A recess 530 that opens in the positive direction of the x-axis is formed in a portion of the spring retainer 53 that is closer to the inner circumference than the coil spring 52 . An elastic member 531 is installed in the recess 530. The elastic member 531 projects further in the positive x-axis direction than the spring retainer 53. The elastic member 531 faces a portion of the spring retainer 512 on the inner circumferential side than 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 exceeds a predetermined value, the elastic member 531 comes into contact with the inner peripheral side portion of the spring retainer 512 and is elastically deformed. Thereby, it functions as a damper that restricts the movement of the reaction piston 51 in the negative direction of the x-axis and absorbs the impact generated when restricting the movement.

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 simulator cutoff valve (closed in a non-energized state) that is provided to be able to restrict the inflow 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 (main body portion 50a). The surface of the main body portion 50a (flange portion 50f) on the x-axis positive direction side where the valve mounting hole 503 opens constitutes a valve mounting surface. The main chamber 54 of the stroke simulator 5 is connected to the stroke simulator valve 6 via an oil passage 55. The stroke simulator valve 6 is connected to the hydraulic chamber 43P of the master cylinder 4 via an oil passage (brake pipe 70).

As shown in FIG. 9, the stroke simulator valve 6 includes a solenoid 61, a valve body 62, an armature 63, a plunger 64, a coil spring 65, a valve seat member 66, and a plurality of oil passage members. are doing. The solenoid 61 is fastened to a flange portion 50f (fastening portions 50g, 50h) at the x-axis positive direction end of the main body portion 50a of the stroke simulator housing 50 with bolts. The armature 63 is fixedly installed on the inner peripheral side of the solenoid 61, and generates electromagnetic force (magnetic attraction force) when the solenoid 61 is energized. A connector portion 610 that opens toward the positive x-axis side is provided at the end of the solenoid 61 in the positive x-axis direction. Wiring (harness) for supplying drive current to the solenoid 61 is connected to the connector portion 610. The valve body 62 is a hollow cylinder made of a non-magnetic material, is fixedly installed so as to fit around the outer periphery of the armature 63, and extends in the negative x-axis direction of the armature 63. The plunger 64 is housed in the valve body 62 so as to be able to reciprocate in the x-axis direction. A spherical valve body 640 is provided at the tip of the plunger 64 on the negative side of the x-axis. Valve body 640 operates in the x-axis direction. The coil spring 65 is installed in a compressed state between the armature 63 and the plunger 64, and constantly biases the plunger 64 in the negative direction of the x-axis. The valve seat member 66 is installed on the inner peripheral side of the valve mounting hole 503 of the main body portion 50a. The valve seat member 66 has a cylindrical shape with a bottom, and a valve seat is provided at the bottom on the positive side of the x-axis. An orifice 660 extending in the x-axis direction is provided through the bottom and opens at the center of the valve seat. The plunger 64 is driven by the electromagnetic force (suction force in the positive direction of the x-axis) of the armature 63, 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 component includes a first member 67 as a body, second and third members 68 and 69 as filters, and a seal member 60. The first member 67 is a hollow member that is fixed to the opening of the valve mounting hole 503 on the positive side of the x-axis by a flange. A valve seat member 66 is fixedly installed on the inner circumference side of the first member 67, and an oil passage is formed between the inner circumference of the first member 67 and the outer circumference 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 circumference side of the second member 68, and an oil passage is formed between the inner circumference of the second member 68 and the outer circumference of the valve seat member 66. The third member 69 is a disk-shaped filter member (retainer of the seal member 60) that is installed at the bottom of the valve mounting hole 503 on the negative side of the x-axis, and the valve seat member 66 is installed on the inner peripheral side of the third member 69. Ru. The seal member 60 is a seal member having a cup-shaped cross section similar to the seal 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. The lip portion on the outer circumferential side of the seal member 60 contacts the inner circumferential 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 circumferential surface of the valve mounting hole 503 is only allowed to flow from the x-axis negative direction to the x-axis positive direction, and flow in the opposite direction is suppressed. be done.

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

That is, the main chamber 54 of the stroke simulator 5 communicates with the hydraulic chamber 43P via the oil passage 55, the stroke simulator valve 6, and the brake piping 70. The subchamber 56 of the stroke simulator 5 is connected to the reservoir tank 3 via a brake pipe 71. The auxiliary chamber 56 is always in communication with the reservoir tank 3 and is open to low pressure (atmospheric pressure), and constitutes a back pressure chamber of the stroke simulator 5. Note that the auxiliary chamber 56 may not be connected to the reservoir tank 3 and may be directly released to low pressure (atmospheric pressure). When the stroke simulator valve 6 is opened, the brake fluid flowing out from the master cylinder 4 (hydraulic pressure chamber 43P) by the driver's brake operation flows into the inside of the stroke simulator housing 50 (main chamber 54) via the simulator oil path. . This brake fluid causes the reaction piston 51 to operate in the axial direction within the hole 502. This generates a pseudo brake pedal operation reaction force and applies it to the brake pedal. Specifically, the stroke simulator valve 6 is opened by being energized to communicate the simulator oil path. Master cylinder hydraulic pressure acts on the main chamber 54 of the stroke simulator 5 via the simulator oil passage. When a predetermined or higher hydraulic pressure (master cylinder hydraulic pressure) acts on the pressure-receiving surface of the reaction piston 51 in the main chamber 54, this pressure causes the reaction piston 51 to compress the coil spring 52 and axially move toward the sub-chamber 56. Moving. The volume of the main chamber 54 is expanded, and brake fluid flows into the main chamber 54 from the master cylinder 5 (hydraulic pressure chamber 43P) via the simulator oil passage. Moreover, brake fluid is discharged from the subchamber 56 to the reservoir tank 3 via the brake piping 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 brake fluid from the master cylinder 5 and simulates the fluid rigidity of the wheel cylinder. to reproduce the feeling of pressing 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 gradient of increase in the pedal reaction force is low. While the elastic member 531 is being 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 gradient of increase in the pedal reaction force is high. By adjusting these spring constants, the pedal depression feeling is set to be similar to, for example, an existing master cylinder. Note that 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 returns 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 its inner periphery with an end face in the positive x-axis direction, and the oil passage 55 communicates with the negative x-axis side of the seal member 60 via this oil passage. You may also do so. In this case, a bypass oil passage is provided in parallel with the simulator oil passage and whose 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 has a closing failure (sticks in the closed state) while brake fluid has flowed into the main chamber 54, the bypass oil passage is provided from the main chamber 54 through the bypass oil passage. It is possible to return brake fluid to the master cylinder 4 side.

The mounting structure of the brake device 1 will be explained 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 is provided with a mating surface for integrally fixing each other. The outer peripheral surface of the fitting portion 40c of the master cylinder housing 40 and the end surface of the flange portion 40b in the negative x-axis direction, and the inner peripheral surface of the first axial hole 504 of the connecting portion 50b of the stroke simulator housing 50 and the The end face in the positive x-axis direction of the connecting portion 50b (in which the directional hole 504 opens) constitutes the above-mentioned joint surface. This joint surface includes an inro part (the outer circumferential surface of the fitting part 40c and the inner circumferential surface of the first axial hole 504) that functions as an inro joint. That is, by recessing a portion of the stroke simulator housing 50 (connecting portion 50b) and fitting the protruding portion of the master cylinder housing 40 into this, both housings 40 and 50 are joined. Specifically, the fitting portion 40c of the master cylinder housing 40 is inserted into the first axial hole 504 of the stroke simulator housing 50, and the two are fitted together. By sliding both of them relative to each other in the x-axis direction, the end surface of the flange portion 40b of the master cylinder housing 40 in the negative x-axis direction comes into contact with the end surface of the connecting portion 50b in the positive x-axis direction. By inserting the bolts 10 into the fastening parts 40d, 40e of the master cylinder housing 40 (flange part 40b) and the fastening parts 50i, 50j of the stroke simulator housing 50 (connection part 50b) and fastening them, the master cylinder housing 40 and the stroke simulator The housing 50 is integrally fastened and fixed. Note that 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 circumferential surface of the first axial hole 504. A portion of the master cylinder housing 40 on the inner peripheral side of the fitting portion 40c that protrudes further in the negative x-axis direction than the fitting portion 40c is accommodated in the first axial hole 504. 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.

On the other hand, the surface of the stroke simulator housing 50 on the negative side of the x-axis, including the surface of the flange portion 50c on the negative side of the x-axis, constitutes a vehicle attachment surface 508 for attaching the stroke simulator housing 50 (brake device 1) to the vehicle. do. The stroke simulator housing 50 is fastened and fixed to the lower x-axis positive direction side of the dash panel (floor panel) of the vehicle body by a stud shaft 509. The dash panel is a partition wall member on the vehicle body side that partitions an engine room (or a motor room in which a power unit such as a driving motor is installed, hereinafter simply referred to as the engine room) from a vehicle interior. The stroke simulator housing 50 is fixed to the dash panel at four fastening 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. The size of the flange portion 50c (thickness in the x-axis direction, width in the y-axis direction, and height in the z-axis direction) is such that it can ensure sufficient mounting strength of the brake device 1 to the vehicle and 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 projects 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). Note that a portion of the stopper portion 507 of the stroke simulator housing 50 protrudes toward the negative side of the x-axis from the vehicle mounting surface 508 to form a locking portion. A boot 2a is attached to this locking portion and covers the push rod 2. As described above, the stroke simulator housing 50 is rigidly fixed to the dash panel (without an elastic body) 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. , master cylinder hydraulic pressure is generated according to the brake operating force.

Next, the arrangement of the brake device 1 will be explained. When viewed in the z-axis direction, the master cylinder 4 and the stroke simulator 5 are arranged in vertical positions 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 a vehicle. When mounted on a vehicle, the reservoir tank 3, master cylinder 4, and stroke simulator 5 are arranged in this order from the top. 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. Further, 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 in substantially the same direction. Thereby, when mounted on a vehicle, the master cylinder 4 and the stroke simulator 5 are placed in vertical positions with their axial directions aligned.

As shown in FIG. 7, when mounted on a vehicle, when viewed from the x-axis direction, 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 approximately the same and parallel to the z-axis. are arranged so that they are lined up in a straight line. Therefore, when mounted on a vehicle, the range in which the reservoir tank 3, master cylinder 4, and stroke simulator 5 overlap each other when viewed from the vertical direction is maximized. Thereby, the area of the reservoir tank 3, master cylinder 4, and stroke simulator 5 projected in the vertical direction is minimized. As shown in FIGS. 3 and 4, the master cylinder 4 (the main body 40a of the master cylinder housing 40) and the stroke simulator 5 (the main body 50a of the stroke simulator housing 50) are the width of the reservoir tank 3 (dimension in the y-axis direction). It is designed to fit inside. Further, 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, master cylinder housing 40, and stroke simulator housing 50. For example, the brake pipe 71 does not protrude further in the positive direction of the z-axis than the reservoir tank 3. The brake pipe 70 does not protrude further in the negative direction of the z-axis than the stroke simulator housing 50.

When viewed in the y-axis direction, each member and structure of the brake device 1 is provided so as to fit within the width of the flange portion 50c of the stroke simulator housing 50. For example, as shown in FIGS. 3 and 4, the master cylinder 4 (including the flange portion 40b including the fastening portions 40d and 40e of the master cylinder housing 40) and the stroke simulator 5 (including the fastening portions 50i and 50j of the stroke simulator housing 50) The connecting portion 50b, etc.) are configured to fit within the width (dimension in the y-axis direction) of the flange portion 50c. Further, as shown in FIGS. 3 and 7, the brake pipe 71 is provided so as to fit within the width (dimension in the y-axis direction) of the flange portion 50c. That is, the brake pipe 71 is arranged approximately parallel to the xz plane, and the brake pipe 71 (the end in the positive direction of the y-axis) is located on the negative side of the y-axis rather than the end in the positive direction of the y-axis of the flange portion 50c ( (Does not protrude further in the positive direction of the y-axis than the flange portion 50c).

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

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. Further, the master cylinder 4 and the stroke simulator valve 6 are arranged in parallel with each other (with their axial directions substantially in the same direction). As a result, the master cylinder 4 and the stroke simulator valve 6 are placed in the vertical position 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 each other when viewed from 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, 50h of the stroke simulator housing 50, the solenoid 61, etc.) is connected to the master cylinder 4 (the main body portion 40a of the master cylinder housing 40). It is provided so as to fit within the width (dimension in the y-axis direction) of.

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

As shown in FIG. 8, when the brake device 1 is viewed from the negative side of the x-axis, the master cylinder 4, stroke simulator 5, and brake piping 71 (most of them on the negative side of the z-axis) are connected to the flange portion 50c. I can't see it because it's in the shadows. As shown in FIG. 3, when the brake device 1 is viewed from the positive Z-axis side, the master cylinder 4 (excluding a part of the flange portion 40b of the master cylinder housing 40) and the connection portion 50b of the stroke simulator housing 50 The stroke simulator 5 is hidden behind the reservoir tank 3 and cannot be seen. Further, as shown in FIG. 6, when the brake device 1 is viewed from the y-axis negative direction side, (a part of the brake piping 71 on the z-axis negative direction side and a part of the brake piping 70 are in stroke contact with the master cylinder housing 40). The brake pipes 70 and 71 are hidden behind the reservoir tank 3, master cylinder 4, and stroke simulator 5 and cannot be seen except for being visible through the gap between them and the simulator housing 50.

Next, the actuator 8 will be explained. FIG. 10 is a perspective view of the actuator 8 viewed from the negative side of the x-axis, the negative side of the y-axis, and the positive side of the z-axis. The actuator 8 is a second brake fluid pressure generation source that is supplied with brake fluid 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 pressure control unit that can individually supply 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 includes a pump as a hydraulic pressure generation source and a plurality of control valves (electromagnetic valves) that switch the communication state of oil passages formed in the housing 80 as hydraulic equipment for generating controlled hydraulic pressure. have. A motor 8c that drives a pump is integrally attached to the hydraulic unit 8a (housing 80). The specific hydraulic circuit configuration of the hydraulic unit 8a is the same as that of a known hydraulic unit, so a description thereof will be omitted. The hydraulic unit 8a is provided with a hydraulic pressure sensor that detects hydraulic pressure (master cylinder hydraulic pressure, etc.) at a predetermined portion of the oil passage, and the detected value is input to the controller 8b. The controller 8b is provided 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 device of the hydraulic pressure unit 8a based on various input information. .

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

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 the controller 8b are connected via a harness. The controller 8b receives input values sent from a pedal stroke sensor that detects the amount of operation of the brake pedal, a hydraulic pressure sensor that detects pump discharge pressure and master cylinder hydraulic pressure, and information regarding the driving state sent from the vehicle. Ru. Based on these detected values and information, the controller 8b controls the opening and closing of each electromagnetic valve of the hydraulic unit 8a and the rotation speed of the motor (pump discharge amount) according to a built-in program. By controlling the wheel cylinder hydraulic pressure, this enables boost control to reduce brake operating force, anti-lock brake control (ABS) to suppress wheel slip caused by braking (alleviating locking tendency), Brake control (vehicle behavior control such as VDC and ESC) to suppress vehicle skidding and stabilize vehicle behavior, automatic brake control such as preceding vehicle following control, and target deceleration ( Realizes regenerative cooperative brake control, etc. to achieve target braking force). For example, in boost control, the assist hydraulic pressure generated by driving the hydraulic pressure unit 8a (using pump discharge pressure) is applied to the master cylinder hydraulic pressure generated in response to brake operation, thereby increasing the master cylinder hydraulic pressure. Creates a foil cylinder hydraulic pressure higher than the hydraulic pressure.

When the hydraulic unit 8a is inactive, the hydraulic chamber 43 of the master cylinder 4 and the wheel cylinders of each wheel are in communication. At this time, foil cylinder hydraulic pressure is generated by master cylinder hydraulic pressure generated using the operating force (depression force) of the brake pedal by the driver (depression force braking). In response to the depression of the brake pedal, brake fluid is supplied from the hydraulic chambers 43 of each system of the master cylinder 4 (via the oil passages in the hydraulic pressure unit 8a) to each wheel cylinder (pressure increase). Time). That is, the master cylinder hydraulic pressure generated in response to depression of the brake pedal is supplied to the wheel cylinder as is. Furthermore, when the brake pedal is depressed, the brake fluid is returned from each wheel cylinder (via the oil passage in the hydraulic pressure unit 8a) to the master cylinder 4 (at the time of pressure reduction). At this time, the stroke simulator valve 6 provided on the simulator oil path is de-energized and closed. Therefore, 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 unit 8a is in operation, communication between the hydraulic pressure chamber 43 of the master cylinder 4 and each foil cylinder is cut off, and foil cylinder hydraulic pressure is created by the hydraulic pressure generated using the pump. Is possible. This makes it possible to configure a so-called brake-by-wire system and realize boost control, regenerative cooperative brake control, and the like. At this time, the stroke simulator valve 6 is energized and opened. Therefore, the master cylinder 4 (hydraulic pressure chamber 43P) and the stroke simulator 5 (main chamber 54) communicate with each other. When the driver performs a brake operation (depresses or depresses the brake pedal), the stroke simulator 5 sucks and discharges brake fluid from the master cylinder 4 to create a pedal stroke. The controller 8b 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 foil cylinder hydraulic pressure and a controller for controlling the stroke simulator valve 6. In other words, the former hydraulic pressure controller includes the latter controller.

[Effect of Example 1]
Next, the effect will be explained. In the brake system of this embodiment, the brake device 1 and the actuator 8 are provided separately (separated). Therefore, each device (brake device 1, actuator 8) has high versatility, and the brake system can be easily applied to different vehicle types. Further, the brake device 1 can be made smaller than the case where the brake device 1 and the actuator 8 are provided integrally. Generally, the installation space in a vehicle for a brake device, which serves as an input device for inputting a brake operation, is limited, and by downsizing the brake device 1, the degree of freedom in layout of the brake device 1 can be improved.

In the brake system of this embodiment, the actuator 8 is provided so as to be able to perform boost control in which the brake operating force is reduced by generating a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure. In other words, the actuator 8 as a 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 using the intake pressure (negative pressure) generated by the vehicle's engine. Furthermore, the brake device 1 serving as the input device does not need to include a booster that boosts the brake operating force using a pressure accumulation means (accumulator), an electric motor, or the like. Therefore, the entire brake system can be simplified and is highly applicable to vehicles. Furthermore, it is possible to reduce the size of the brake device 1 and to save space in the vehicle. For example, the brake device 1 can be installed in the space required for installing the master bag. Note that instead of having the actuator 8 also function as a booster, a link type booster using a link mechanism or an electric (hydraulic type) booster using an electric motor or the like may be provided. Further, the brake device 1 (brake system) of this embodiment is suitable for vehicles capable of generating regenerative braking force, but is also applicable to other vehicles (non-electric vehicles that use only an engine as a driving source). be.

In the brake device 1, a reservoir tank 3, a master cylinder 4, and a stroke simulator 5 are provided integrally (constituting one master cylinder unit). Therefore, the oil passage connecting the reservoir tank 3, master cylinder 4, and stroke simulator 5 can be shortened. Further, the brake device 1 as an input device including the reservoir tank 3, master cylinder 4, and stroke simulator 5 can be downsized. 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.

Generally, master cylinders have variations depending on the class of the vehicle in which they are installed. If the master cylinder and the stroke simulator are formed using a common housing, it is necessary to set the common housing for each variation of the master cylinder. Therefore, in this case, it is difficult to apply the brake device to different vehicle types (vehicle class), it is difficult to divert the brake device, and there is a possibility that the brake device 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 (each having its own housing 40, 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, there is no need 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, and the modules 4 and 5 can be combined as appropriate depending on the type of vehicle (vehicle class) in which they are installed. Therefore, it is easy to reuse existing products. 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 installed, A brake device 1 can be obtained.

The master cylinder housing 40 and the stroke simulator housing 50 are joined (inro joint) by a joint surface (such as the outer peripheral surface of the fitting part 40c) having an inro part, and are integrally fixed to each other. Therefore, it becomes easier to use an existing (general-purpose) master cylinder. For example, a concave shape (in this embodiment, the first axial direction The existing master cylinder 4 can be used as is by providing a hole 504) in the stroke simulator housing 50 and joining them together in a locking manner.

The stroke simulator housing 50 includes a vehicle mounting surface 508 and is attached to a vehicle by the vehicle mounting surface 508. Therefore, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle via the stroke simulator housing 50. That is, the master cylinder housing 40 may be attached to the vehicle instead of the stroke simulator housing 50. However, in this case, if you try 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 only a limited number of suitable locations where the stroke simulator housing 50 can be joined. That is, it is relatively difficult to attach the stroke simulator 5 to a vehicle via the master cylinder housing 40 (attached to the vehicle) while improving the versatility of the master cylinder 4. In contrast, there are fewer restrictions on changing the shape of the stroke simulator housing 50 than there are of the master cylinder housing 40. Therefore, if the stroke simulator housing 50 is attached to the vehicle and the master cylinder 4 is attached to the vehicle via the stroke simulator housing 50 as in this embodiment, the shape of the stroke simulator housing 50 can be set relatively freely. Therefore, a region 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, since the stroke simulator housing 50 is attached to the vehicle, the versatility of the stroke simulator housing 50 can be improved compared to a 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 part of the master cylinder housing 40 that is joined to the stroke simulator housing 50 is the vehicle attachment part (in this embodiment, the fitting part) originally provided in the existing master cylinder housing. 40c) can be selected. This vehicle attachment part (fitting part 40c) is standardized to some extent. If the stroke simulator housing 50 is provided with a concave shape corresponding to this standardized vehicle attachment part (fitting part 40c), it can be used as a general-purpose stroke simulator housing 50. That is, since it becomes possible to combine the general-purpose stroke simulator housing 50 with any master cylinder housing 40, the stroke simulator 5 can be easily used.

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

In a conventional brake system in which a master cylinder and a stroke simulator are arranged integrally, the stroke simulator is placed in the horizontal position of the master cylinder (adjacent to the master cylinder in the horizontal direction, or so that they overlap when viewed from the horizontal direction) when mounted on the vehicle. It is located. Therefore, the area occupied by the brake device when viewed from above becomes large, making it impossible to improve vehicle mountability. 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 upper and lower positions) when viewed from the vertical direction. Therefore, the projected area of the brake device 1 from above can be reduced. Thereby, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from above can be reduced, and the ease with which the brake device 1 can be mounted on the vehicle and the layout in the engine room can be improved. Moreover, workability when installing the brake device 1 in the engine room can be improved. Moreover, 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 installing the master bag (the space created by excluding the master bag). Therefore, the need to provide a separate space for installing the brake device 1 is reduced. Although it is sufficient that 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 overlaps with the master cylinder 4. In this embodiment, by arranging the stroke simulator 5 directly below the master cylinder 4, the area where the two overlap in the vertical direction is increased, so that the above effect 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 a direction perpendicular to the axis of the master cylinder 4). It is located in By arranging both 4 and 5 so as to overlap in the axial direction (longitudinal direction) in this way, it is possible to suppress an increase in the dimensions of the brake device 1 in the axial direction of the master cylinder 4. Moreover, when the axis of the master cylinder 4 is installed so as to extend in the longitudinal direction of the vehicle, it is possible to make the master cylinder 4 and the stroke simulator 5 overlap when viewed from above. Therefore, the area occupied by the brake device 1 can be reduced.

Further, the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in the same direction (substantially parallel to each other). In other words, the axial directions (longitudinal directions) of the master cylinder 4 and the stroke simulator 5 are aligned (aligned). Therefore, compared to the case where both axes are deviated from each other (there is an angle between both axes), it is possible to reduce the area of the entire master cylinder 4 and stroke simulator 5 projected from the axial direction of the master cylinder 4. be. In other words, it is possible to suppress an increase in the dimensions of the brake device 1 (the dimensions of the entire device in the direction perpendicular to the axis of the master cylinder 4) within a plane that extends perpendicularly to the axis of the master cylinder 4. Also, when the entire master cylinder 4 and stroke simulator 5 are viewed from a direction perpendicular to the axis of the master cylinder 4, and when viewed from a direction in which the axes of both 4 and 5 are located on the same straight line, the master cylinder It is possible to minimize the dimensions of the entire device in the direction perpendicular to the axis of the 4th axis.

By arranging the master cylinder 4 and the stroke simulator 5 in parallel (substantially parallel to each other) so as to overlap each other in the axial direction (x-axis direction) of the master cylinder 4, both 4 and 5 can be It becomes possible to increase the area where 5 overlaps (see FIG. 4). In this embodiment, the axis of the master cylinder 4 and the axis of the stroke simulator 5 are located on substantially the same straight line when viewed from above, so that the area where the two 4 and 5 overlap can be increased. can. Therefore, the area occupied by the brake device 1 can be further reduced.

In this embodiment, since the area where the master cylinder 4 and the stroke simulator 5 overlap in the vertical direction is maximized, the projected area of the entirety in the vertical direction can be minimized and the above effect can be enhanced. As shown in FIG. 4, when viewed from the z-axis direction, the stroke simulator 5 (excluding a part of the connection part 50b and the flange part 50c of the stroke simulator housing 50) has a contour of the master cylinder 4 (master cylinder housing 40). fits inside. The master cylinder 4 (excluding a portion of the flange portion 40b) fits within the contour of the reservoir tank 3. Therefore, as shown in FIG. 3, the projected area of the brake device 1 in the vertical direction is (the flange portion 40b of the master cylinder housing 40, the connection portion 50b of the stroke simulator housing 50, the piping attachment portion 320, and the brake piping 70, 71) is approximately 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.

Furthermore, the actuation direction of the valve body 640 (plunger 64) of the stroke simulator valve 6 and the actuation direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction. In other words, the axial directions of the stroke simulator valve 6 and the stroke simulator 5 are aligned. Therefore, compared to the case where both axial directions are shifted from each other (there is an angle between both axes), it is possible to reduce the overall projected area of the stroke simulator valve 6 and the stroke simulator 5 from the axial direction of the stroke simulator 5. It is. In other words, it is possible to suppress an increase in the dimensions of the brake device 1 (the dimensions of the entire device in the direction perpendicular to the axis of the stroke simulator 5) within a plane that extends orthogonally to the axis of the stroke simulator 5. Therefore, when the shaft of the stroke simulator 5 is installed so as to extend in the longitudinal direction of the vehicle, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from the longitudinal direction is reduced, and the area occupied by the brake device 1 in the vehicle is reduced. Mountability can be improved. Furthermore, 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 will be aligned (substantially parallel to each other), so as described above. Furthermore, the area occupied by the brake device 1 when viewed from above can be further reduced.

The stroke simulator valve 6 is arranged at an 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). Thereby, the projected area of the entire stroke simulator valve 6 and 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 area where both 5 and 6 overlap 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 in the axial direction (longitudinal direction) in this way, it is possible to suppress an increase in the size of the brake device 1 in the axial direction of the master cylinder 4. Moreover, when the axis of the master cylinder 4 is installed so as to extend in the longitudinal direction of the vehicle, it is possible to make the master cylinder 4 and the stroke simulator valve 6 overlap 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 that there is a range where 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 overlaps with 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, when viewed from the z-axis direction, the stroke simulator valve 6 fits within the contour of the master cylinder 4 (master cylinder housing 40). The x-axis positive direction end of the stroke simulator valve 6 (connector portion 610) is located at approximately the same x-axis direction position as the x-axis positive direction ends of the reservoir tank 3 and the master cylinder 4. 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, it is possible to further downsize the entire brake device 1 and improve vehicle mountability. Further, since a structure for connecting both 5 and 6 and brake piping are not required, the structure can be simplified, and fail-safe performance can be improved while improving installation workability. Note that the controller 8b that controls 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 to the case where the brake device 1 and the controller 8b are provided integrally, the brake device 1 can be made smaller and the degree of freedom in layout of the brake device 1 can be improved. In other words, the layout of the brake device 1 can be improved 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 master cylinder 4 and the stroke simulator 5 (and the stroke simulator valve 6) are configured to fit within the width (dimension in the y-axis direction) of a flange portion 50c for attaching the brake device 1 (stroke simulator housing 50) to the vehicle. . Therefore, the brake device 1 can be downsized in the lateral direction of the vehicle (in other words, the direction perpendicular to the axes of the master cylinder 4 and the stroke simulator valve 6 when viewed from above). Thereby, it is possible to further improve the vehicle mountability of the brake device 1 and to save space in the engine room. For example, when viewed from the front and back directions of the vehicle, it is possible to install the brake device 1 so that it approximately fits within the space required for installing the master bag (the space created by excluding the master bag). . Therefore, the need to provide a separate space for installing the brake device 1 is reduced.

Further, the 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 to further improve the mountability of the brake device 1 on the vehicle. Specifically, the fastening portion 40d of the master cylinder housing 40 and the fastening portion 50i of the stroke simulator housing 50 fit within the width (dimension in the y-axis direction) of the flange portion 50c while protruding in the positive direction of the y-axis. Piping attachment parts 320a, 580 are arranged in the spaces above and below the fastening parts 40d, 50i, respectively. Both the pipe attachment parts 320a and 580 are bent so as 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 part 50c. . The brake pipe 71 attached to the pipe attachment parts 320a, 580 is installed in a U-shape that bypasses the fastening parts 40d, 50i and the discharge port 44P. Thereby, 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 that it does not protrude outward in the width direction beyond the flange portion 50c, interference between the brake pipe 71 and other members in the engine room can be avoided. Therefore, it is possible to suppress damage to the brake pipe 71 and improve the mountability of the brake device 1 on a vehicle. In particular, when the brake pipe 71 is made of a flexible material (such as rubber), damage to the brake pipe 71 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 (when mounted on a vehicle, the order is the reservoir tank 3, master cylinder 4, and stroke simulator 5 from the top). Therefore, the air release performance of the brake device 1 can be improved. That is, when the brake device 1 is installed on a vehicle or during maintenance (brake fluid replacement), the air inside the brake device 1 is removed. Of the simulator oil passages, air can be easily removed from the area closer to the stroke simulator 5 (including the main chamber 54) than the stroke simulator valve 6 by the air bleed bleeder 57. Here, the bleeder 57 is provided so as to open on the positive side of the z-axis of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, on the upper portion where air tends to accumulate. Therefore, air removal performance can be improved. On the other hand, in the simulator oil passage, air flows through the brake piping 70 to the master cylinder 4 (hydraulic pressure chamber 43P) and the reservoir tank 3 (supply port 30) on the side of the master cylinder 4 from the stroke simulator valve 6. It can be removed 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, air (bubbles) rises due to buoyancy and is easily removed from the reservoir tank 3 via the brake piping 70 and the like, so that air removal performance can be improved.

[Effects of Example 1]
The invention and its effects understood from Example 1 are listed below.
(1) A master cylinder 4 that generates brake fluid pressure according to the driver's brake operation;
A stroke simulator 5 in which brake fluid flowing out from the master cylinder 4 flows in and generates a pseudo operation reaction force of the brake operation member,
The master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other in the vertical direction (as 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 vehicle mountability can be improved.
(2) Equipped with a reservoir tank 3 that can supply 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, air removal performance can be improved.
(3) The stroke simulator 5 includes a reaction piston 51 (piston) that operates in the axial direction 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 to further improve vehicle mountability.
(17) an actuator 8 that controls wheel cylinder hydraulic pressure according to the brake operation state or the vehicle state;
A brake system comprising a brake device 1 that is provided separately from an actuator 8 and is activated in response to a driver's brake operation,
The brake device 1 includes a master cylinder 4 that generates brake fluid pressure according to a driver's brake operation;
a stroke simulator 5 in which brake fluid flowing out from the master cylinder 4 flows in to generate a pseudo operation reaction force of a brake operation member;
a stroke simulator valve 6 for restricting the inflow of brake fluid into the stroke simulator 5;
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 (viewed from the vertical direction) when mounted on the vehicle,
The controller 8b is configured 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 (1) above is obtained. Further, by making the controller 8b separate from the master cylinder 4, the brake device 1 can be downsized and the layout freedom can be improved.

[Other Examples]
Although the embodiments for realizing the present invention have been described above based on embodiments, the specific configuration of the present invention is not limited to the embodiments, and design changes may be made within the scope of the gist of the invention. Even if there is such a thing, it is included in the present invention. For example, the master cylinder and the stroke simulator may be formed using a common housing. Further, the master cylinder and the stroke simulator may not be arranged integrally, but may be arranged separately (for example, spatially close to each other but separated). In these cases as well, the ease of mounting on the vehicle can be improved by arranging the master cylinder and the stroke simulator so that they overlap each other when viewed from the vertical direction. Further, as shown in FIG. 9, a spring (disc plate) as a damper is installed between the x-axis negative 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). A spring, etc.) 23 may be installed. When the amount of operation of the brake pedal 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 x-axis side. The compressively deformable spring 23 applies a reaction force to the brake pedal via the push rod 2, thereby adjusting the operating force of the brake pedal. Therefore, it is possible to exhibit desirable characteristics over the entire range of brake pedal operation amounts. For example, suppose a case where a link-type booster using a link mechanism is installed between the brake pedal and the clevis 20 instead of making the actuator 8 function as a booster. If we try to make the characteristics of the link mechanism such that it can obtain the specified boosting performance under the constraint conditions when installed in the vehicle, the lever ratio will increase excessively in the pedal stroke region in the latter half of the brake operation, resulting in unfavorable brake characteristics. (the relationship between pedal force, stroke, and deceleration) may not be obtained. On the other hand, if the spring 23 is installed, the spring 23 will be compressed in the latter half of the brake operation, increasing the pedal reaction force and attenuating the pedal force, thereby obtaining favorable braking characteristics over 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 force piston 10 Bolt

Claims (3)

a master cylinder housing part with a piston provided inside;
a stroke simulator housing section provided with a reaction piston operated by brake fluid flowing into the interior;
Equipped with
The piston and the reaction piston are not arranged side by side in the axial direction of the master cylinder housing part,
The stroke simulator housing part and the master cylinder housing part are arranged so that there is an overlapping part in the order of the stroke simulator housing part and the master cylinder housing part when viewed from above the vehicle when mounted on the vehicle,
The master cylinder housing part and the stroke simulator housing part are arranged so that there are parts where they overlap each other when viewed from the width direction of the vehicle when mounted on the vehicle.
Brake device. a master cylinder housing part with a piston provided inside;
a reservoir tank capable of supplying brake fluid to the master cylinder housing portion;
a stroke simulator housing section provided with a reaction piston operated by brake fluid flowing into the interior;
Equipped with
The piston and the reaction piston are not arranged side by side in the axial direction of the master cylinder housing part,
A first axis is a straight line extending in a direction in which the reservoir tank and the master cylinder housing portion overlap, and is perpendicular to the first axis and perpendicular to the axial direction of the cylinder formed in the master cylinder housing portion. When the straight line is the second axis,
The stroke simulator housing section and the master cylinder housing section are arranged such that there is a portion where they overlap each other when viewed from the direction of the first axis, and the overlapping portion is located between the stroke simulator housing section and the master cylinder housing section when viewed from the surface to which the reservoir tank is attached. the housing part and the master cylinder housing part overlap in this order,
The master cylinder housing part and the stroke simulator housing part are arranged so that there are parts where they overlap each other when viewed from the direction of the second axis.
Brake device. The brake device according to claim 2,
When viewed from the direction of the first axis, there is a portion where the master cylinder housing part and the stroke simulator housing part are arranged side by side.
Brake device.

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