JP5432880B2 - Brake system for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake system.

  Conventionally, as a brake system for a vehicle (automobile), for example, a system including a booster such as a negative pressure booster or a hydraulic booster is known. In recent years, an electric booster that uses an electric motor as a boost source is known (see, for example, Patent Document 1).

  The electric booster disclosed in Patent Document 1 includes a main piston that moves forward and backward by operating a brake pedal, a cylindrical booster piston that is externally fitted so as to be relatively displaceable with the main piston, and a forward and backward movement of the booster piston. And an electric motor to be operated.

  According to this electric booster, the main piston and the booster piston are used as the pistons of the master cylinder, and the front ends thereof face the pressure chambers of the master cylinder. The brake fluid pressure can be generated in the master cylinder by the thrust and the booster thrust input from the electric motor to the booster piston.

JP 2010-23594 A

  However, in the electric booster disclosed in Patent Document 1, since the hydraulic pressure generation mechanism input from the brake pedal and the hydraulic pressure generation mechanism input from the electric motor are integrally configured, the entire apparatus is There is a problem in that the size tends to increase and the degree of freedom in layout is impaired.

  This invention solves the said conventional problem, and makes it a subject to provide the brake system for vehicles which can raise the freedom degree of a layout.

The vehicle brake system of the present invention that has solved the above problems includes an input device to which an operator's brake operation is input, an electric brake actuator that generates brake fluid pressure based on at least an electric signal corresponding to the brake operation, A vehicle behavior stabilization device that supports stabilization of vehicle behavior based on the brake fluid pressure generated by the electric brake actuator, and the input device, the electric brake actuator, and the vehicle behavior stabilization device include: The input device, the electric brake actuator, and the vehicle behavior stabilization device are connected to each other by piping for transporting brake fluid. A brake system for a vehicle, wherein the input device includes the electric brake actuator. A master cylinder capable of generating a hydraulic pressure in the wheel cylinder when a motor abnormality occurs, and an output port of the master cylinder is connected to each of the vehicle behavior stabilization device and the electric brake actuator by independent piping. It is characterized by that.

According to such a vehicle brake system of the present invention, since the input device, the electric brake actuator, and the vehicle behavior stabilization device are configured separately (separately), the input device, the electric brake actuator, the vehicle The size of each of the behavior stabilization devices can be reduced, and the degree of freedom in layout can be increased. In other words, various devices such as a cooling system such as an engine and / or a traveling motor, a transmission, a radiator, and a low-voltage battery are mounted in the power device mounting chamber, so that a large empty space (installation space) is necessarily secured. It becomes difficult. However, by separately configuring the input device, the electric brake actuator, and the vehicle behavior stabilization device as in the present invention, it is possible to reduce the size of each device and to secure a large empty space. Each device can be mounted even in a narrow empty space.

In addition, according to the vehicle brake system of the present invention, the input device, the electric brake actuator, and the vehicle behavior stabilization device are configured separately from each other, so that the conventional product can be easily used for the components of each device.

Further, according to the vehicle brake system of the present invention, the input device and the electric brake actuator are configured separately from each other, so that the electric brake actuator that may be a source of noise and vibration is arranged away from the driver. It is possible to prevent the driver from feeling uncomfortable (uncomfortable) due to sound or vibration.

Moreover, according to the vehicle brake system of the present invention, the input device and the electric brake actuator are configured separately from each other. Therefore, when these are connected by piping, the connection mode can be varied. Therefore, according to the vehicle brake system of the present invention, it is possible to provide a vehicle brake system that is excellent in mountability on a vehicle.

Further, according to the vehicle brake system of the present invention, the output port of the master cylinder is connected to the vehicle behavior stabilization device and the electric brake actuator by independent piping. Therefore, as described above, for example, even when the vehicle behavior stabilization device and the electric brake actuator are separately arranged according to the empty space (installation space) of each vehicle type, the piping design is simplified. It can be carried out. Moreover, since it is comprised by independent piping, piping replacement | exchange can be performed separately, for example at the time of replacement | exchange of piping.

  ADVANTAGE OF THE INVENTION According to this invention, the brake system for vehicles which can raise the freedom degree of a layout can be provided.

1 is a partially enlarged plan view of a vehicle front portion schematically showing an arrangement of components in a vehicle brake system according to a first embodiment of the present invention. 1 is a schematic configuration diagram of a vehicle brake system according to a first embodiment of the present invention. 1 is a perspective view showing an aspect in which a vehicle behavior stabilization device and an electric brake actuator are connected to an input device by a piping tube in the vehicle brake system according to the first embodiment of the present invention. It is a schematic block diagram of the brake system for vehicles which concerns on 2nd Embodiment of this invention. In the vehicle brake system according to the second embodiment of the present invention, it is a perspective view showing an aspect in which a vehicle behavior stabilization device and an electric brake actuator are connected to an input device by a piping tube.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
In the following embodiments, a by-wire type brake system that transmits an electric signal to operate a brake, and a hydraulic type that transmits hydraulic pressure to operate the brake for fail-safe (when abnormal) A description will be given by taking as an example a configuration including both of the brake systems.

(First embodiment)
As shown in FIG. 1, the vehicle brake system 10 </ b> A according to the first embodiment basically includes an input device 14 to which a brake operation is input by an operator, and a brake based on at least an electric signal corresponding to the brake operation. A motor cylinder device (electric brake actuator) 16 that generates hydraulic pressure, and a vehicle stability assist device 18 (vehicle behavior stabilization device) that supports stabilization of vehicle behavior based on the brake hydraulic pressure generated by the motor cylinder device 16 Hereinafter, the VSA device 18 is referred to as VSA (registered trademark), and the input device 14, the motor cylinder device 16, and the VSA device 18 are arranged in the engine room R (the power device mounting chamber) of the vehicle V. Has been.
In the vehicle brake system 10A according to the present embodiment, the input device 14, the motor cylinder device 16 and the VSA device 18 are arranged separately from each other in the engine room R, and a master cylinder 34 (see FIG. 2) is connected to the VSA device 18 and the motor cylinder device 16 by independent piping tubes 22b, 22c, 22e, and 22f, respectively. And

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

  The engine room R in this embodiment is partitioned in front of the dashboard 2 and extends along the front-rear direction of the vehicle V on the left and right sides in the vehicle width direction, and the pair of front side frames 1a, 1b. A plurality of upper members 1c, 1d that extend along the front-rear direction of the vehicle V with a predetermined distance above the front side frames 1a, 1b and a front end portion of the pair of front side frames 1a, 1b. The member is surrounded by a bulkhead coupling body 1e formed of a substantially rectangular frame and damper housings 1f and 1g for supporting struts (not shown) at the rear of the pair of upper members 1c and 1d in the front-rear direction. ing. In addition, the strut which is not shown in figure is comprised as a front-wheel damper by the coil spring which absorbs a shock, and the shock absorber which reduces a vibration, for example.

  In the engine room R, a structure such as the power unit 3 is mounted together with the vehicle brake system 10A. The power unit 3 is for a hybrid vehicle in which an engine 3a, an electric motor (travel motor) 3b, and a transmission (not shown) are combined, for example, and is disposed at a substantially central portion of the space in the engine room R. . The power from the engine 3a and the electric motor 3b is configured to drive the left and right front wheels via a power transmission mechanism (not shown). Also, a high voltage battery (not shown) (such as a lithium ion battery) that supplies electric power to the electric motor 3b and charges electric power (regenerative electric power) from the electric motor 3b is mounted below the floor of the passenger compartment C of the vehicle V and behind the passenger compartment C. Has been. The vehicle may be any of front wheel drive, rear wheel drive, and four wheel drive.

  Around the power unit 3 mounted in the engine room R, in addition to the vehicle brake system 10A, an electric system including a low voltage battery for supplying power to lamps (not shown), an intake system, an exhaust system, Various structures (auxiliary equipment) such as a cooling system are installed.

  The input device 14 in the present embodiment is applied to a right-hand drive vehicle, and is fixed to a right side of the dashboard 2 in the vehicle width direction via a stud bolt 303 (see FIG. 3) described later, and the brake pedal 12 ( A push rod 42 (see FIG. 2) coupled to the dashboard 2 (see FIG. 2) penetrates the dashboard 2 and protrudes toward the passenger compartment C.

  As shown in FIG. 1, the motor cylinder device 16 is disposed on the left side in the vehicle width direction opposite to the input device 14, and is attached to, for example, the left front side frame 1a via a bracket (not shown). Specifically, the motor cylinder device 16 is elastically (floating) supported with respect to the bracket, and the bracket is fastened to the front side frame 1a via a fastening member such as a bolt. Thereby, the vibration etc. which generate | occur | produce at the time of the action | operation of the motor cylinder apparatus 16 can be absorbed.

  The VSA device 18 suppresses, for example, an ABS (anti-lock braking system) function for preventing wheel lock during braking, a TCS (traction control system) function for preventing wheel slipping during acceleration, and a side slip during turning. For example, it is attached to the vehicle body via a bracket, for example, on the front side of the right end in the vehicle width direction. Instead of the VSA device 18, an ABS device having only an ABS function for preventing wheel lock during braking may be connected.

  The input device 14, the motor cylinder device 16, and the VSA device 18 are connected by, for example, a hydraulic path formed of a metal pipe, and the input device 14 and the motor are used as a by-wire type brake system. The cylinder device 16 is electrically connected by a harness (not shown).

  That is, the input device 14 and the VSA device 18 are connected to each other via the piping tube 22c as the first hydraulic system 70a (see FIG. 2), and the piping tube as the second hydraulic system 70b (see FIG. 2). 22f are connected to each other.

  The input device 14 and the motor cylinder device 16 are connected as a first hydraulic system 70a (see FIG. 2) via a piping tube 22b, and as a second hydraulic system 70b (see FIG. 2), a piping tube. 22e is connected.

  The hydraulic path will be described with reference to FIG. 2. The connection port 20a1 of the input device 14 and the output port 24a of the motor cylinder device 16 are connected by a piping tube 22b, and the connection port 20a2 of the input device 14 and the VSA device are connected. 18 introduction ports 26a are connected by a piping tube 22c.

  Further, the connection port 20b1 of the input device 14 and the other output port 24b of the motor cylinder device 16 are connected by a piping tube 22e, and the connection port 20b2 of the input device 14 and the other introduction port 26b of the VSA device 18 are connected. It is connected by a piping tube 22f.

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

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

  In addition to the hybrid vehicle assumed in the present embodiment, the vehicle brake system 10A is used for various vehicles including, for example, a vehicle driven only by an engine (internal combustion engine), an electric vehicle, and a fuel cell vehicle. It is provided so that it can be mounted.

  The input device 14 includes a tandem master cylinder 34 that can generate hydraulic pressure by operating the brake pedal 12 by a driver, and a first reservoir 36 attached to the master cylinder 34. In the cylinder tube 38 of the master cylinder 34, two pistons 40a and 40b spaced apart from each other by a predetermined distance along the axial direction of the cylinder tube 38 are slidably disposed. One piston 40 a is disposed close to the brake pedal 12 and is connected to the brake pedal 12 via a push rod 42. Further, the other piston 40b is arranged farther from the brake pedal 12 than the one piston 40a.

A pair of piston packings 44a and 44b are mounted on the outer peripheral surfaces of the one and the other pistons 40a and 40b via annular step portions, respectively. Back chambers 48a and 48b communicating with supply ports 46a and 46b, which will be described later, are formed between the pair of piston packings 44a and 44b, respectively. Further, a spring member 50a is disposed between the one and the other pistons 40a and 40b, and another spring member 50b is disposed between the other piston 40b and the side end portion of the cylinder tube 38. Is done.
Instead of providing piston packings 44a and 44b on the outer peripheral surfaces of the pistons 40a and 40b, packing may be provided on the inner peripheral surface of the cylinder tube 38.

  The cylinder tube 38 of the master cylinder 34 is provided with two supply ports 46a and 46b, two relief ports 52a and 52b, and two output ports 54a and 54b. In this case, each supply port 46a (46b) and each relief port 52a (52b) are provided so as to join and communicate with a reservoir chamber (not shown) in the first reservoir 36, respectively.

  Further, in the cylinder tube 38 of the master cylinder 34, a first pressure chamber 56a and a second pressure chamber 56b for controlling the brake fluid pressure corresponding to the stepping force that the driver (operator) steps on the brake pedal 12 are provided. The first pressure chamber 56a is provided so as to communicate with the connection ports 20a1, 20a2 via the output port 54a, the first hydraulic pressure path 58a, and the connection point A1, and the second pressure chamber 56b includes the output port 54b, The two fluid pressure paths 58b and the connection point A2 are provided so as to communicate with the connection ports 20b1 and 20b2.

  A pressure sensor Pm is disposed between the master cylinder 34 and the connection point A1 and upstream of the first hydraulic pressure path 58a, and a normal open type is provided downstream of the first hydraulic pressure path 58a. A first shut-off valve 60a composed of a (normally open type) solenoid valve is provided. This pressure sensor Pm detects the hydraulic pressure upstream of the first shutoff valve 60a on the master cylinder 34 side on the first hydraulic pressure path 58a.

  A second shut-off valve 60b composed of a normally open type (normally open type) solenoid valve is provided between the master cylinder 34 and the connection point A2 and upstream of the second hydraulic pressure path 58b. A pressure sensor Pp is provided on the downstream side of the two-fluid pressure path 58b. The pressure sensor Pp detects the hydraulic pressure downstream of the wheel cylinders 32FR, 32RL, 32RR, and 32FL from the second shutoff valve 60b on the second hydraulic pressure path 58b.

  The normal open in the first shut-off valve 60a and the second shut-off valve 60b refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the open position (normally open). In FIG. 2, the first shut-off valve 60a and the second shut-off valve 60b show a state when energized (during excitation) (the same applies to a third shut-off valve 62 described later).

  A branch hydraulic pressure path 58c branched from the second hydraulic pressure path 58b is provided in the second hydraulic pressure path 58b between the master cylinder 34 and the second shutoff valve 60b, and the branched hydraulic pressure path 58c includes A third shut-off valve 62 composed of a normally closed type (normally closed type) solenoid valve and a stroke simulator 64 are connected in series. The normal close in the third shutoff valve 62 refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the closed position.

  The stroke simulator 64 is a device that generates an operation reaction force and a stroke according to the operation of the brake pedal 12 when the first cutoff valve 60a and the second cutoff valve 60b are shut off. The stroke simulator 64 is provided via a branch hydraulic pressure path 58c and a port 65a that branch from the second hydraulic pressure path 58b closer to the master cylinder 34 than the second cutoff valve 60b. That is, in the hydraulic pressure chamber 65 of the stroke simulator 64, the brake fluid (brake fluid) derived from the second pressure chamber 56b of the master cylinder 34 passes through the second hydraulic pressure path 58b, the branch hydraulic pressure path 58c, and the port 65a. It is supposed to be supplied via.

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

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

  As described above, the first hydraulic system 70a includes the first hydraulic path 58a that connects the output port 54a of the master cylinder 34 (cylinder tube 38) in the input device 14 and the connection ports 20a1 and 20a2, and the input device. 14 connection port 20a1 and the output port 24a of the motor cylinder device 16 are connected to the piping tube 22b, the output port 24a of the motor cylinder device 16 and the introduction port 26a of the VSA device 18 are connected via the connection port 20a2 of the input device 14. And the piping tubes 22g and 22h for connecting the outlet ports 28a and 28b of the VSA device 18 and the wheel cylinders 32FR and 32RL, respectively.

  As described above, the second hydraulic system 70b includes the second hydraulic path 58b that connects the output port 54b of the master cylinder 34 (cylinder tube 38) in the input device 14 and the connection ports 20b1 and 20b2, and the input device. 14 connection port 20b1 and the output port 24b of the motor cylinder device 16 are connected to the piping tube 22e, and the output port 24b of the motor cylinder device 16 and the introduction port 26b of the VSA device 18 are connected via the connection port 20b2 of the input device 14. And the piping tubes 22i and 22j that connect the outlet ports 28c and 28d of the VSA device 18 and the wheel cylinders 32RR and 32FL, respectively.

  As a result, the hydraulic path is constituted by the first hydraulic system 70a and the second hydraulic system 70b, so that the wheel cylinders 32FR and 32RL and the wheel cylinders 32RR and 32FL are independently operated, Mutually independent braking forces can be generated.

  The motor cylinder device 16 includes an actuator mechanism 74 including an electric motor 72 and a cylinder mechanism 76 biased by the actuator mechanism 74.

  The actuator mechanism 74 is provided on the output shaft side of the electric motor 72, and a gear mechanism (deceleration mechanism) 78 that transmits a rotational driving force of the electric motor 72 through meshing of a plurality of gears. The ball screw structure 80 includes a ball screw shaft 80a and a ball 80b that move forward and backward along the axial direction by transmitting the rotational driving force.

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

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

  A pair of slave piston packings 90a and 90b are mounted on the outer peripheral surfaces of the first and second slave pistons 88a and 88b via annular stepped portions, respectively. A first back chamber 94a and a second back chamber 94b are formed between the pair of slave piston packings 90a and 90b, respectively, and communicate with reservoir ports 92a and 92b described later. A first return spring 96a is disposed between the first and second slave pistons 88a and 88b, and a second return spring is provided between the second slave piston 88b and the side end of the cylinder body 82. 96b is disposed.

  The cylinder body 82 of the cylinder mechanism 76 is provided with two reservoir ports 92a and 92b and two output ports 24a and 24b. In this case, the reservoir port 92a (92b) is provided so as to communicate with a reservoir chamber (not shown) in the second reservoir 84.

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

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

  The VSA device 18 is a well-known one, and a first brake system that controls a first hydraulic system 70a connected to disc brake mechanisms 30a and 30b (wheel cylinder 32FR and wheel cylinder 32RL) of the right front wheel and the left rear wheel. 110a and a second brake system 110b for controlling the second hydraulic system 70b connected to the disc brake mechanisms 30c, 30d (wheel cylinder 32RR, wheel cylinder 32FL) of the right rear wheel and the left front wheel. The first brake system 110a is composed of a hydraulic system connected to a disc brake mechanism provided on the left front wheel and the right front wheel, and the second brake system 110b is a disc provided on the left rear wheel and the right rear wheel. A hydraulic system connected to the brake mechanism may be used. Further, the first brake system 110a includes a hydraulic system connected to a disc brake mechanism provided on the right front wheel and the right rear wheel on one side of the vehicle body, and the second brake system 110b includes the left front wheel and the left rear wheel on the vehicle body side. A hydraulic system connected to a disc brake mechanism provided on the wheel may be used.

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

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

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

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

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

  When the vehicle brake system 10A is functioning normally, the first shut-off valve 60a and the second shut-off valve 60b, which are normally open solenoid valves, are closed by excitation, and the third shut-off solenoid valve is the third. The shut-off valve 62 is opened by excitation. Accordingly, since the first hydraulic pressure system 70a and the second hydraulic pressure system 70b are blocked by the first cutoff valve 60a and the second cutoff valve 60b, the brake hydraulic pressure generated in the master cylinder 34 of the input device 14 is applied to the disc brake. It is not transmitted to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the mechanisms 30a to 30d.

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

  In such a system state, when not shown, the control means (not shown) drives the electric motor 72 of the motor cylinder device 16 to urge the actuator mechanism 74 and detect the first return spring 96a. And the 1st slave piston 88a and the 2nd slave piston 88b are displaced toward the arrow X1 direction in FIG. 2 against the spring force of the 2nd return spring 96b. Due to the displacement of the first slave piston 88a and the second slave piston 88b, the brake fluid in the first fluid pressure chamber 98a and the second fluid pressure chamber 98b is pressurized so as to be balanced to generate a desired brake fluid pressure.

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

  In other words, in the vehicle brake system 10A according to the present embodiment, the driver operates the brake pedal 12 when the motor cylinder device 16 that functions as a power hydraulic pressure source, the ECU (not shown) that performs by-wire control, and the like are operable. The first shut-off valve 60a and the second shut-off valve communicate with the master cylinder 34 that generates brake fluid pressure by stepping on and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) that brake each wheel. A so-called brake-by-wire brake system is activated in which the disc brake mechanisms 30a to 30d are operated with the brake fluid pressure generated by the motor cylinder device 16 in the state of being interrupted at 60b. For this reason, in this embodiment, it can apply suitably to the vehicle V in which the negative pressure by the internal combustion engine conventionally used like the electric vehicle etc. does not exist.

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

As described above, the vehicle brake system 10A according to the first embodiment includes the input device 14, the motor cylinder device (electric brake actuator) 16, and the VSA device (vehicle behavior stabilization device) 18, as shown in FIG. Are arranged separately (separately) from each other in the engine room (power device mounting chamber) R, and the sizes of the input device 14, the motor cylinder device 16, and the VSA device 18 are reduced. The degree of freedom of layout can be increased.
In FIG. 3, reference numeral 12 is a brake pedal, reference numerals 20 a 1, 20 a 2, 20 b 1, and 20 b 2 are connection ports of the input device 14, and reference numerals 22 b, 22 c, 22 e, and 22 f are piping tubes, respectively. , 24a and 24b are output ports of the motor cylinder device 16, respectively, 26a and 26b are introduction ports of the VSA device 18, 34 is a master cylinder of the input device 14, and 36 is , A first reservoir of the master cylinder 14, a reference numeral 64 is a stroke simulator, a reference numeral 72 is an electric motor of the motor cylinder device 16, and a reference numeral 84 is a second reservoir of the motor cylinder device 16. 303 is a stud bolt of the input device 14.

  By the way, in the engine room R, in addition to the power unit, structures such as an electric system, an intake system, an exhaust system, and a cooling system are mounted, so a large empty space (installation space) must be secured. Becomes difficult. Therefore, as in the present embodiment, the input device 14, the motor cylinder device 16 and the VSA device 18 are separately configured, so that the size of each device (the input device 14, the motor cylinder device 16 and the VSA device 18) is increased. It is necessary to secure a large empty space. Thereby, even if it is the narrow empty space in the engine room R, it becomes possible to mount each said apparatus, and a layout becomes easy.

  According to the first embodiment, the input device 14, the motor cylinder device 16, and the VSA device 18 are separately configured, so that each device (the input device 14, the motor cylinder device 16, the VSA device 18) It becomes easier to apply to different vehicle types by improving versatility.

  Further, according to the first embodiment, the motor cylinder device 16 that is a source of noise and vibration can be arranged away from the driver by arranging the motor cylinder device 16 away from the input device 14. Therefore, it is possible to prevent the driver from feeling uncomfortable (uncomfortable) due to sound or vibration.

  Further, according to the first embodiment, in the engine room R, the empty space is less likely to be formed on the right side or the left side in the vehicle width direction. Therefore, the motor cylinder device 16 and the VSA device 18 are arranged in the vehicle width direction. By arranging them on opposite sides, it becomes easy to secure an empty space for installing the motor cylinder device 16 and the VSA device 18, and the layout becomes easy.

  In addition, in the connection between the integrated conventional electric booster (see, for example, Patent Document 1) and the VSA device, the connection mode is uniquely determined in a one-to-one relationship. According to one embodiment, since the input device 14, the motor cylinder device 16, and the VSA device 18 are configured separately from each other, when they are connected by a piping tube, the connection mode can be varied. . Therefore, according to 1st Embodiment, 10 A of vehicle brake systems which are excellent in the mounting property with respect to the vehicle V (refer FIG. 1) can be provided.

  Further, according to the first embodiment, the connection ports 20a and 20b of the input device 14 are connected to the VSA device 18 and the motor cylinder device 16 by independent pipe tubes 22b, 22c, 22f, and 22e, respectively. . Therefore, as described above, for example, even when the VSA device 18 and the motor cylinder device 16 are separately arranged according to the empty space (installation space) of each vehicle type, the piping design is performed simply. be able to. Moreover, since it is comprised by the independent piping tubes 22b, 22c, 22f, and 22e, replacement | exchange of piping tubes 22b, 22c, 22f, and 22e can be performed separately at the time of piping replacement | exchange.

(Second Embodiment)
Next, a vehicle brake system according to a second embodiment of the present invention will be described. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.
In the first embodiment, as shown in FIG. 3, the connection ports 20 a 1, 20 a 2, 20 b 1, and 20 b 2 of the input device 16 are connected to the introduction ports 26 a and 26 b of the VSA device 18 and the motor cylinder device 16. The vehicle brake system 10B according to the second embodiment (see FIG. 4) is connected to each of the output ports 24a and 24b by independent pipe tubes 22b, 22c, 22f, and 22e. As shown in FIG. 5, the connection ports 20a and 20b of the input device 16 are connected to the piping tubes 22b connecting the introduction ports 26a and 26b of the VSA device 18 to the output ports 24a and 24b of the motor cylinder device 16, respectively. 22c and the piping tubes 22e and 22f are different in that they are connected by joints (branch pipes) 23a and 23b.
Therefore, in the following, the difference will be mainly described, and a detailed description of the common points will be omitted. Next, FIG. 4 to be referred to is a schematic configuration diagram of the vehicle brake system according to the second embodiment of the present invention, and FIG. 5 is a block diagram of the vehicle brake system according to the second embodiment of the present invention. It is a perspective view which shows the aspect which connected the vehicle behavior stabilization apparatus and the electric brake actuator with the piping tube.

As shown in FIG. 4, the input device 14 of the vehicle brake system 10B according to the second embodiment is different from the input device 14 (see FIG. 2) of the vehicle brake system 10A according to the first embodiment. 14 does not have connection points A1 and A2 (see FIG. 2).
Therefore, as shown in FIG. 4, in the input device 14 of the second embodiment, the connection port 20a formed at the end of the first hydraulic pressure path 58a connected to the output port 54a of the master cylinder 34, and the master cylinder There are provided two ports, a connection port 20b formed at the end of the second hydraulic pressure path 58b connected to the 34 output ports 54b.

  The input device 14 and the VSA device 18 are connected to each other via the piping tube 22a as the first hydraulic system 70a, the joint (three-way branch pipe) 23a as the connection point A1, and the piping tube 22c. The second hydraulic system 70b is connected to each other via a piping tube 22d, a joint (three-way branch pipe) 23b as a connection point A2, and a piping tube 22f.

  The motor cylinder device 16 is connected to the joint 23a via a piping tube 22b serving as the first hydraulic system 70a, and is connected to the joint 23b via a piping tube 22e serving as the second hydraulic system 70b.

  That is, with reference to the joint 23a, the connection port 20a of the input device 14 and the joint 23a are connected by the piping tube 22a, the output port 24a of the motor cylinder device 16 and the joint 23a are connected by the piping tube 22b, The introduction port 26a of the VSA device 18 and the joint 23a are connected by a piping tube 22c.

  With reference to the joint 23b, the connection port 20b of the input device 14 and the joint 23b are connected by the piping tube 22d, and the output port 24b of the motor cylinder device 16 and the joint 23b are connected by the piping tube 22e. The introduction port 26b of the VSA device 18 and the joint 23b are connected by a piping tube 22f.

  In other words, the connection port 20a of the input device 14 connected to the output port 54a of the master cylinder 34 shown in FIG. 4 via the first hydraulic pressure path 58a is connected to the introduction port 26a of the VSA device 18 as shown in FIG. The piping tube 22c and the piping tube 22b that connect the output port 24a of the motor cylinder device 16 are connected via the joint 23a and the piping tube 22a.

  Further, as shown in FIG. 5, the connection port 20b of the input device 14 connected to the output port 54b of the master cylinder 34 and the second hydraulic pressure path 58b shown in FIG. 4 is connected to the introduction port 26b of the VSA device 18 and the motor. The piping tube 22f and the piping tube 22e that connect the output port 24b of the cylinder device 16 are connected via a joint 23b and a piping tube 22d.

  Except for the above differences, the vehicle brake system 10B according to the present embodiment and the vehicle brake system 10A according to the first embodiment (see FIGS. 2 and 3) may have the same configuration. it can.

  The vehicle brake system 10B according to the present embodiment is basically configured as described above. According to the vehicle brake system 10B, the same as the vehicle brake system 10A according to the first embodiment. In addition to the effects described above, the following effects can also be achieved.

  As shown in FIG. 5, the vehicle brake system 10 </ b> B according to this embodiment includes the connection ports 20 a and 20 b of the input device 16, the introduction ports 26 a and 26 b of the VSA device 18, and the outputs of the motor cylinder device 16. The pipes 22b and 22c and the pipe tubes 22e and 22f that connect the ports 24a and 24b are connected by joints (branch pipes) 23a and 23b. Therefore, according to the vehicle brake system 10B, the number of connection ports in the input device 14 of the vehicle brake system 10A according to the first embodiment is four (connection ports 20a1, 20a2, 20b1, 20b2 in FIG. 3). On the other hand, it can be reduced to two (connection ports 20a, 20b in FIG. 5). As a result, the number of piping tubes connected to the input device 14 can be reduced from four (piping tubes 22b, 22c, 22e, 22f in FIG. 3) to two (piping tubes 22a, 22d in FIG. 5).

  Further, in the engine room R, when the VSA device 18 and the motor cylinder device 16 are arranged apart from the input device 16 and the VSA device 18 and the motor cylinder device 16 are arranged close to each other, The piping tube (the piping tubes 22b, 22c, 22e, 22f in FIG. 5) connecting the motor cylinder device 16 is shortened, and the piping tube (the piping tube 22a in FIG. 5) connecting the input device 14 and the joints 23a, 23b. , 22d) can be lengthened to reduce the overall length of the piping tube to be used.

  Further, the number of piping tubes connected to the input device 14 can be reduced from four (piping tubes 22b, 22c, 22e, 22f in FIG. 3) to two (piping tubes 22a, 22d in FIG. 5). Fixing tools for fixing them in place in the engine room R can be further simplified, and the number of fixing tools arranged can be reduced.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It can implement with a various form.
In the first embodiment and the second embodiment, the position of the motor cylinder device 16 is not limited to the rear side of the front side frame 1a, but may be the front side. It is not limited to the side surface, and may be the upper surface side of the front side frame 1a. The motor cylinder device 16 may be attached to the left side of the dashboard 2 in the vehicle width direction, the side surface of the damper housing 1f, or the like.

  In the first embodiment, the number of connection ports in the input device 14 is four (connection ports 20a1, 20a2, 20b1, and 20b2 in FIG. 3), and the number of output ports in the motor cylinder device 16 is two (see FIG. 3). 3 output ports 24a and 24b) and the number of introduction ports of the VSA device 18 is two (introduction ports 26a and 26b in FIG. 3), but these can be increased or decreased. Also in the second embodiment, the number of connection ports 20a, 20b in the input device 14, output ports 24a, 24b in the motor cylinder device 16, and introduction ports 26a, 26b in the VSA device 18 can be increased or decreased.

  Needless to say, the present invention can be applied to both right-hand drive vehicles and left-hand drive vehicles.

DESCRIPTION OF SYMBOLS 10A Vehicle brake system 10B Vehicle brake system 12 Brake pedal 14 Input device 16 Motor cylinder device (electric brake actuator)
18 VSA device (vehicle behavior stabilization device)
20a Connection port 20b Connection port 22a Piping tube 22b Piping tube 22c Piping tube 22d Piping tube 22e Piping tube 22f Piping tube 23a Joint (branch pipe)
23b Joint (branch pipe)
24a output port 24b output port 26a introduction port 26b introduction port 34 master cylinder 54a output port 54b output port 58a first hydraulic pressure path 58b second hydraulic pressure path 58c branch hydraulic pressure path 60a first shutoff valve 60b second shutoff valve 62 second 3 shutoff valve 64 stroke simulator 65 hydraulic chamber 70a first hydraulic system 70b second hydraulic system 72 electric motor 84 second reservoir Pm pressure sensor Pp pressure sensor

Claims (1)

An input device for inputting an operator's brake operation;
An electric brake actuator that generates a brake fluid pressure based on at least an electric signal corresponding to the brake operation;
A vehicle behavior stabilization device that supports stabilization of vehicle behavior based on the brake fluid pressure generated by the electric brake actuator;
With
The input device, the electric brake actuator, and the vehicle behavior stabilization device are arranged separately from each other in a power equipment mounting chamber partitioned in front of the dashboard,
The input device, the electric brake actuator, and the vehicle behavior stabilization device are vehicle brake systems connected by piping for transporting brake fluid,
The input device includes a master cylinder capable of generating hydraulic pressure in a wheel cylinder when the electric brake actuator is abnormal.
The vehicular brake system, wherein an output port of the master cylinder is connected to each of the vehicle behavior stabilization device and the electric brake actuator by independent piping.

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