JP5715382B2 - 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 present invention that has solved the above-described problems includes an input device that receives a brake operation via a brake operator, and an electric brake actuator that generates brake fluid pressure based on at least an electric signal corresponding to the brake operation. A brake system for a vehicle that is arranged separately from each other in a power device mounting chamber partitioned in front of a board, wherein the input device is arranged behind the power device and is viewed from the front of the vehicle. The dashboard is arranged so that at least a part thereof overlaps with the power unit and has a concavo-convex structure in the vehicle front-rear direction. The dashboard is attached to a position recessed on the mounting chamber side, and the front end position of the input device is Aligned in the front-rear direction so that it is substantially the same as the foremost position of the dashboard or shifts backward from the foremost position. Characterized in that it is allowed.
According to this vehicle brake system, since the input device and the electric brake actuator are arranged separately from each other, a conventional vehicle including an electric booster (see, for example, Patent Document 1) that tends to increase in size. Unlike the brake system for a vehicle, the degree of freedom of the layout of the arrangement in the mounting room (engine room or the like) of the power plant with limited accommodation space can be further improved.
Further, according to this vehicle brake system, the input device for inputting the brake operation of the operator and the electric brake actuator for generating the brake fluid pressure can be separately arranged, so that the operator and the electric brake The actuator can be spaced apart. Therefore, according to this vehicle brake system, even if sound or vibration is generated by the electric brake actuator, it is possible to suppress a sense of discomfort (uncomfortable feeling) for the operator.
According to this vehicle brake system, the input device arranged separately from the electric brake actuator is a conventional electric booster in which a booster piston is arranged coaxially with the main piston (for example, Patent Document 1). Compared to the reference), the length in the front-rear direction when the power device is placed in the mounting chamber (engine room, etc.) can be shortened, so that at least one in the front-rear direction behind the power device (engine, etc.). When the input device is arranged so that the parts overlap each other, a sufficient crash stroke can be ensured compared to the conventional electric booster.

According to the vehicle brake system this, at the time of collision of the vehicle, even reached the position of the dashboard if backward power unit (engine or the like), a power device (engine or the like) includes an input device and dashes Contact the board simultaneously or contact the dashboard before the input device. Therefore, according to this vehicle brake system, even if the power unit (engine or the like) moves backward and reaches the position of the dashboard, it is avoided that only the input device moves backward. As a result, the collision safety for the operator (driver) when the power unit (engine or the like) moves backward and reaches the dashboard position is further improved.

The vehicle brake system further includes a vehicle behavior stabilization device that supports stabilization of the behavior of the vehicle based on the brake fluid pressure generated by the electric brake actuator, the electric brake actuator, It is desirable that at least one of the vehicle behavior stabilization devices is disposed in front of the input device and on the side of the power unit.
According to this vehicle brake system, at least one of the electric brake actuator and the vehicle behavior stabilization device arranged in front of the input device is when the power unit (engine or the like) is retracted at the time of a vehicle collision. Even if it exists, since it does not interfere with a motive power apparatus (engine etc.), sufficient crash stroke can be ensured, having a high freedom degree in a layout.

Further, in such a vehicle brake system, the input device includes a master cylinder that is fixed to the dashboard through a part of the dashboard, and between the dashboard and the power unit. And a simulator housing to be arranged.
According to this vehicle brake system, since the simulator housing is provided between the dashboard portion to which the master cylinder is fixed and the power unit, the simulator housing (simulator) is provided in the dashboard portion to which the master cylinder is fixed. The collision load can be input via Therefore, according to this vehicle brake system, the collision load input to the dashboard can be distributed and reduced.

Moreover, in such a vehicle brake system, the input device may be configured to include a fragile portion between the dashboard and the power unit.
According to this vehicle brake system, the load input to the input device can be absorbed by the fragile portion preferentially breaking or crushing. Therefore, according to this vehicle brake system, even when the power unit (engine or the like) moves backward and comes into contact with the input device at the time of the collision of the vehicle, the power unit (engine or the like) while absorbing the load. Can be brought close to the dashboard, so that the safety of collision for the operator (driver) is further improved.

Further, in such a vehicle brake system, wherein the input device includes a master cylinder to be fixed to the dashboard by penetrating a part of the dashboard, and a sensor unit which is arranged in the master cylinder The weak portion can be provided between the master cylinder and the sensor unit.

  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.

It is a figure showing the arrangement composition in vehicles of the brake system for vehicles concerning an embodiment. It is the figure which showed typically the arrangement configuration of the brake system for vehicles which concerns on embodiment, (a) is the state seen from the side of a vehicle, (b) is the state seen from the front of the vehicle. It is a schematic structure figure showing a brake system for vehicles concerning an embodiment. 1 is an overall perspective view of an input device according to an embodiment of the present invention. It is a schematic diagram which shows arrangement | positioning of the master cylinder and stroke simulator which comprise an input device.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
The vehicular brake system according to the embodiment of the present invention is mainly characterized in that an input device and an electric brake actuator as components thereof are arranged separately from each other, and a configuration peculiar to the input device is adopted. Has feature points.
Hereinafter, after describing the overall configuration of the vehicle brake system according to the embodiment of the present invention applied to a right-hand drive vehicle, the input device will be described in more detail.

<Overall configuration of vehicle brake system>
In the vehicle brake system according to the present embodiment, a by-wire type brake system that transmits an electric signal to operate the brake, and a hydraulic pressure is transmitted to operate the brake for fail-safe operation. A description will be given by taking as an example a configuration including both of the conventional hydraulic brake systems. In the following description, the front-rear, up-down, left-right directions are based on the front-rear, up-down, left-right directions shown in FIG.

  As shown in FIG. 1, a vehicle brake system 10 basically includes an input device 14 to which a brake operation is input by an operator, and a motor that generates brake fluid pressure based on at least an electric signal corresponding to the brake operation. Cylinder device (electric brake actuator) 16 and vehicle stability assist device 18 (vehicle behavior stabilization device, hereinafter referred to as VSA device 18) that assists in stabilizing vehicle behavior based on the brake fluid pressure generated by motor cylinder device 16. The input device 14, the motor cylinder device 16, and the VSA device 18 are arranged in the engine room R of the vehicle V.

  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 extending along the front-rear direction of the vehicle body at a predetermined interval above the front side frames 1a, 1b and a front end 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 that support struts (not shown) behind the pair of upper members 1c and 1d in the front-rear direction. Yes. 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.

  Incidentally, when the vehicle V collides, the body frame such as the bulkhead connector 1e, the front side frames 1a and 1b, and the upper members 1c and 1d crashes in order from the front side to the rear side, so that a sufficient crash stroke can be obtained. And has a structure that efficiently absorbs collision energy.

  In the engine room R, a structure such as the power unit 3 is mounted together with the vehicle brake system 10. 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 10 described later, an electric system including a low-voltage battery for supplying power to lamps (not shown), an intake system, an exhaust system Various structures (auxiliary machines) such as systems and cooling systems are installed.

The input device 14 according to this embodiment is applied to the right-hand drive vehicle described above, and is fixed to the right side of the dashboard 2 in the vehicle width direction via a stud bolt 303 (see FIG. 4) which will be described later. A push rod 42 (see FIG. 4) connected to the (brake operator) 12 (see FIG. 4) is configured to pass through the dashboard 2 and protrude toward the passenger compartment C. As will be described later, a part of the master cylinder 34 (see FIG. 4) constituting the input device 14 extends toward the passenger compartment C side.
As shown in FIG. 1, the input device 14 is attached to the dashboard 2 having a roughly uneven structure in the front-rear direction of the vehicle V. The front end position of the input device 14 is the frontmost end position of the dashboard 2. Positioned in the front-rear direction so as to be substantially the same as 2a.

  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.

As shown in FIG. 2A, the input device 14 is positioned behind the engine 3a (power device) and above the front side frame 1a (1b).
As shown in FIG. 2B, the input device 14 is arranged behind the engine 3a so as to at least partially overlap the engine 3a in the front-rear direction.
2A, the engine room is aligned in the front-rear direction so that the front end position of the input device 14 is substantially the same as the frontmost end position 2a of the dashboard 2 (see FIG. 1). It shows a state of being arranged in R, and does not show that the input device 14 is arranged in the passenger compartment C.

Further, the motor cylinder device 16 is disposed below the input device 14 as shown in FIGS. 2 (a) and 2 (b). More specifically, a later-described second reservoir 84 (see FIG. 3) provided in the motor cylinder device 16 is provided below a later-described first reservoir 36 (see FIG. 3) provided in the input device 14. Yes. At this time, the piping tube 86 (see FIG. 3) connecting the first reservoir 36 and the second reservoir 84 is, for example, below the second reservoir 84 between the first reservoir 36 and the second reservoir 84. It arrange | positions so that it may not be located in.
As shown in FIG. 2B, the motor cylinder device 16 is disposed between the power unit 5 and the front side frame 1a.

Further, the motor cylinder device 16 is disposed behind the VSA device 18. However, the position of the motor cylinder device 16 is not limited to this embodiment, and may be arranged in front of the VSA device 18. Further, the VSA device 18 may be disposed at the same height as the motor cylinder device 16 in the vertical direction (vertical direction), or may be disposed below the motor cylinder device 16, and may be disposed in the engine room R. It can be appropriately changed according to the empty space. Also, the VSA device 18 may be disposed at the same height as the input device 14 in the vertical direction (vertical direction), or may be disposed below the input device 14. It can be changed appropriately according to the empty space.
The detailed configuration of the input device 14, the motor cylinder device 16, and the VSA device 18 will be described later.

  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 22a, the joint (three-way branching tube) 23a, and the piping tube 22c as the first hydraulic system 70a (see FIG. 3). The two hydraulic systems 70b (see FIG. 3) are connected to each other via a pipe tube 22d, a joint (three-way branch pipe) 23b, and a pipe tube 22f.

  The motor cylinder device 16 is connected to the joint 23a via the piping tube 22b as the first hydraulic system 70a (see FIG. 3), and the piping tube as the second hydraulic system 70b (see FIG. 3). 22e is connected to the joint 23b.

  The hydraulic path will be described with reference to FIG. 3. The connection port 20a of the input device 14 and the connection point A1 are connected by the piping tube 22a with reference to the connection point A1 (joint 23a) in FIG. The output port 24a of the motor cylinder device 16 and the connection point A1 are connected by a piping tube 22b, and the introduction port 26a of the VSA device 18 and the connection point A1 are connected by a piping tube 22c.

  Further, the other connection port 20b of the input device 14 and the connection point A2 are connected by the piping tube 22d with reference to another connection point A2 (joint 23b) in FIG. The output port 24b and the connection point A2 are connected by a piping tube 22e, and the other introduction port 26b of the VSA device 18 and the connection point A2 are 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 10 is used for various vehicles including, for example, a vehicle driven only by an engine (internal combustion engine), an electric vehicle, a fuel cell vehicle, and the like. 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 that generate brake fluid pressure corresponding to the pedaling force by which 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 port 20a via the first hydraulic pressure path 58a, and the second pressure chamber 56b communicates with the other connection port 20b via the second hydraulic pressure path 58b. To be provided.

  A pressure sensor Pm is disposed between the master cylinder 34 and the connection port 20a upstream of the first hydraulic pressure path 58a, and a normally 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.

  Between the master cylinder 34 and the other connection port 20b, on the upstream side of the second hydraulic pressure path 58b, a second shutoff valve 60b composed of a normally open type (normally open type) solenoid valve is provided. A pressure sensor Pp is provided on the downstream side of the second hydraulic 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. 3, the first shut-off valve 60a and the second shut-off valve 60b show the state when energized (during excitation) (the same applies to the 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.

  The first hydraulic system 70a includes a first hydraulic path 58a that connects the output port 54a of the master cylinder 34 (cylinder tube 38) and the connection port 20a in the input device 14, and the connection port 20a of the input device 14 and the motor cylinder. Piping tubes 22a and 22b connecting the output port 24a of the device 16, piping tubes 22b and 22c connecting the output port 24a of the motor cylinder device 16 and the introduction port 26a of the VSA device 18, and a lead-out port of the VSA device 18 The pipe tubes 22g and 22h connect the 28a and 28b and the wheel cylinders 32FR and 32RL, respectively.

  The second hydraulic system 70b includes a 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 other connection port 20b, and another connection port of the input device 14. Piping tubes 22d and 22e that connect 20b and the output port 24b of the motor cylinder device 16, piping tubes 22e and 22f that connect the output port 24b of the motor cylinder device 16 and the introduction port 26b of the VSA device 18, and a VSA device 18 outlet ports 28c and 28d and pipe tubes 22i and 22j for connecting the wheel cylinders 32RR and 32RL, 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 type 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 blocks 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 is shared by the second common hydraulic pressure path 114. A pump 136 for supplying brake fluid from the 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 for driving the pump 136, a first And a suction valve 142 disposed between the two common hydraulic pressure paths 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).

<Input device>
Next, the input device 14 of the vehicle brake system 10 according to the present embodiment will be described in more detail. Next, FIG. 4 referred to is an overall perspective view of the input device according to the embodiment of the present invention.

  As shown in FIG. 4, the master cylinder 34 constituting the input device 14 extends in the front-rear direction of the vehicle V (see FIG. 1), and the stroke simulator 64 is arranged so as to be integrated with the master cylinder 34. It is installed. More specifically, the stroke simulator 64 in the present embodiment is arranged side by side on the right side (outside in the vehicle width direction) of the master cylinder 34. And the master cylinder 34 and the stroke simulator 64 in this embodiment are formed by the metal integrally molded body with the stud plate 304 which supports these on the rear end side. As a result, the simulator housing 64a that is the exterior of the stroke simulator 64 and the master cylinder housing 34a that is the exterior of the master cylinder 34 are continuously formed.

  Above the master cylinder 34 and the stroke simulator 64, the first reservoir 36 having an elongated outer shape is disposed so as to extend in the front-rear direction between the master cylinder 34 and the stroke simulator 64. The first reservoir 36 and the master cylinder 34 communicate with the first and second pressure chambers 56a and 56b and the back chambers 48a and 48b via relief ports 52a and 52b shown in FIG. In FIG. 4, reference numeral 36 a is a connector to which the proximal end of a piping tube 86 that connects the first reservoir 36 and the second reservoir 84 shown in FIG. 3 is connected. The connector 36 a is formed of a tubular member that protrudes forward of the input device 14.

  Further, as shown in FIG. 4, a first connection port 20a to which a proximal end of a piping tube 22a extending toward the joint 23a shown in FIG. 1 is connected to the front side of the master cylinder housing 34a, and FIG. And a second connection port 20b to which a proximal end of a piping tube 22d extending toward the joint 23b is connected.

  As shown in FIG. 4, an air bleeding bleeder 301 and a sensor unit 300, which will be described in detail later, are provided on the right and left sides of the input device 14.

  As shown in FIG. 4, on the rear side of the input device 14, the rear end portion of the master cylinder 34 extends further rearward from the stud plate 304. As described above, the rear end portion of the master cylinder 34 is configured to receive the other end side of the push rod 42 that connects the brake pedal 12 to one end side thereof (see FIG. 3). In FIG. 4, reference numeral 306 denotes a boot arranged across the master cylinder 34 and the push rod 42.

Further, as described above, the input device 14 is fixed to the dashboard 2 (see FIG. 1) via the stud bolt 303 extending rearward from the stud plate 304. A part of the master cylinder 34 extending rearward extends through the dashboard 2 and into the passenger compartment C (see FIG. 1).
Incidentally, the input device 14 in the present embodiment is attached so as to be inclined so that the axial direction of the master cylinder 34 becomes an upward gradient toward the front of the vehicle in accordance with the inclination of the dashboard 2 at the attachment position. Yes.

Next, the internal structure of the input device 14 will be described in more detail.
As shown in FIG. 5, the port 65 a communicating with the hydraulic pressure chamber 65 of the stroke simulator 64 is connected to the port 54 b communicating with the second pressure chamber 56 b of the master cylinder 34. That is, as shown in FIG. 3, the port 65a of the stroke simulator 64 is connected to the port 54b formed near the front end of the second pressure chamber 56b disposed on the front side of the first pressure chamber 56a. Yes.

Further, as shown in FIG. 5, the ports 54b and 65a of the master cylinder 34 and the stroke simulator 64 are arranged so that their positions in the front-rear direction are substantially coincided with each other, in other words, their front end positions are substantially coincided with each other. Is formed.
And as above-mentioned, these ports 54b and 65a are connected via the 2nd hydraulic pressure path 58b (refer FIG. 3) and the branch hydraulic pressure path 58c (refer FIG. 3).
In FIG. 5, reference numerals 40a and 40b are the pistons of the master cylinder 34, reference numeral 62 is the third shut-off valve, and reference numerals 66a and 66b are the return of the stroke simulator 64, respectively. Reference numeral 68 denotes the above-described simulator piston.

  In such an input device 14, in addition to the second hydraulic pressure path 58b, the branch hydraulic pressure path 58c and the third shut-off valve 62 described above, the master cylinder housing 34a and the simulator housing 64a shown in FIG. As shown in FIG. 1, the first hydraulic pressure path 58a that connects the output port 54a of the master cylinder 34 and the first connection port 20a, the first shut-off valve 60a provided in the first hydraulic pressure path 58a, and the second hydraulic pressure The first shutoff valve 60b provided in the path 58b will be arranged.

  Returning to FIG. 4 again, the input device 14 includes a sensor unit 300 on the left side of the master cylinder 34. The sensor unit 300 includes a first hydraulic pressure sensor Pm and a second hydraulic pressure sensor Pp shown in FIG. 3 and pressures from these in a resin casing 300a attached to the master cylinder housing 34a with bolts or the like. An electronic circuit board (not shown) for processing the detection signal, and further, a first cutoff valve 60a, a second cutoff valve 60b, and a third cutoff valve 62 (all of which are controlled by the electronic circuit board) shown in FIG. Is arranged.

  The first hydraulic pressure sensor Pm and the second hydraulic pressure sensor Pp communicate with the first hydraulic pressure path 58a (see FIG. 3) and the second hydraulic pressure path 58b (see FIG. 3), respectively, so as to communicate with the master cylinder housing. By arranging so as to face a monitor hole (not shown) provided in 34a, the respective fluid pressures described above are detected. Incidentally, examples of the monitor hole include those formed in the master cylinder housing 34a from the sensor unit 300 side shown in FIG. 4, but are not limited thereto.

And in such a sensor unit 300, the weak part 300b is formed near the master cylinder 34 to which this is attached.
The fragile portion 300b is configured to break or crush preferentially over other portions when a predetermined load or more is applied to the sensor unit 300 from the outside.
And although the weak part 300b in this embodiment forms the housing | casing 300a thinly linearly, it is not limited to this.

  The air bleeding bleeder 301 shown in FIG. 4 is used to remove air remaining in the master cylinder 34, the stroke simulator 64, the hydraulic pressure path, and the like when the master cylinder 34 and the stroke simulator 64 are filled with brake fluid. It is. The bleeder 301 is constituted by, for example, a plug that branches off from a branch hydraulic pressure path 58 c that connects between the stroke simulator 64 and the third shut-off valve 62 shown in FIG. 3 and closes the opening of the passage facing the outside of the stroke simulator 64. However, the present invention is not limited to this as long as the air remaining in the master cylinder 34 or the like is removed.

The vehicle brake system 10 according to the present embodiment is basically configured as described above. Next, the operation and effect will be described.
When the vehicle brake system 10 is functioning normally, the first shut-off valve 60a and the second shut-off valve 60b, which are normally open type 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. 3 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 10 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, according to the vehicle brake system 10, the input device 14, the motor cylinder device (electric brake actuator) 16, and the VSA device (vehicle behavior stabilization device) 18 are connected to the engine room (structure mounting chamber). Since they are configured separately from each other in R, the sizes of the input device 14, the motor cylinder device 16, and the VSA device 18 can be reduced, and the degree of layout freedom can be increased.

  By the way, in the engine room R, in addition to the power unit 3, 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) is necessarily secured. It 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.

  Further, according to the vehicle brake system 10, 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) is configured. It becomes easy to divert the conventional product to this part.

  Further, according to the vehicle brake system 10, the motor cylinder device 16 is fixed to the dashboard, and the motor cylinder device 16 is disposed away from the input device 14, so that the motor cylinder may be a source of noise and vibration. Since the device 16 can be arranged away from the driver, it is possible to prevent the driver from feeling uncomfortable (uncomfortable) due to sound or vibration.

  Further, according to the vehicle brake system 10, since the empty space is rarely formed in the engine room R to the right or left side in the vehicle width direction, the motor cylinder device 16 and the VSA device 18 are arranged in the vehicle width direction. By arranging them on the sides opposite to each other, 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.

  Moreover, according to the vehicle brake system 10, the input device 14 arranged separately from the motor cylinder device 16 is a conventional electric booster device (for example, a booster piston arranged coaxially with the main piston). Compared to Patent Document 1), the length in the front-rear direction when arranged in the engine room R can be shortened, so that at least a portion overlaps in the front-rear direction behind the power unit 3 (engine or the like). Thus, when the input device 14 is arrange | positioned, sufficient crash stroke can be ensured rather than the conventional electric booster.

  Further, according to the vehicle brake system 10, even if the power unit 3 moves backward and reaches the position of the dashboard 2 at the time of the collision of the vehicle V, the power unit 3 is simultaneously connected to the input device 14 and the dashboard 2. It abuts on the dashboard 2 before the input device 14. Therefore, according to this vehicle brake system 10, even if the power unit 3 moves backward and reaches the position of the dashboard 2, it is avoided that only the input device 14 moves backward alone. As a result, the collision safety for the operator (driver) when the power unit 3 moves backward and reaches the position of the dashboard 2 is further improved.

  Further, in the vehicle brake system 10, the input device 14 includes the simulator housing 64 a between the dashboard 2 portion to which the master cylinder 34 is fixed and the power unit 3, and thus the dash to which the master cylinder 34 is fixed. A collision load can be input to the board 2 via the simulator housing 64a (simulator 64). Therefore, according to the vehicle brake system 10, the collision load input to the dashboard 2 can be dispersed and reduced. As a result, the collision safety for the operator (driver) is further improved.

  Further, in the vehicle brake system 10, the input device 14 includes a fragile portion 300 b between the dashboard 2 and the power unit 3. For this reason, according to the brake system 10 for vehicles, the weak part 300b can fracture | rupture preferentially or can absorb the load input into the input device 14, and can absorb it. Therefore, according to the vehicle brake system 10, even when the power unit 3 moves backward and comes into contact with the input unit 14 when the vehicle V collides, the power unit 3 can be connected to the dashboard while absorbing the load. 2 can be close. As a result, the collision safety for the operator (driver) is further improved.

Next, the effect of the input device 14 which comprises the vehicle brake system 10 is demonstrated.
According to this input device 14, as shown in FIGS. 4A and 4B, the stroke simulator 64 is integrated with the master cylinder 34 extending in the front-rear direction of the vehicle V (see FIG. 1). And the front end position of the port 54b of the master cylinder 34 and the port 65a of the stroke simulator 64 substantially coincide with each other, so that both the width and the length are reduced, and the miniaturized input device 14 is realized. be able to.

  Further, in such an input device 14, the second hydraulic pressure path 58 b and the branch hydraulic pressure path 58 c that connect the ports 54 b and 65 a of the master cylinder 34 and the stroke simulator 64 are respectively connected from the master cylinder 34 and the stroke simulator 64. Therefore, the second hydraulic pressure path 58b and the branch hydraulic pressure path 58c can be designed to be short. Therefore, according to the input device 14, it is possible to realize the input device 14 that is further downsized.

  In such an input device 14, the ports 54 b and 65 a of the master cylinder 34 and the stroke simulator 64 are formed in the upper portions of the master cylinder 34 and the stroke simulator 64, respectively. Therefore, according to the input device 14, when the brake fluid is filled in the master cylinder 34 and the stroke simulator 64 and the air in the master cylinder 34 and the stroke simulator 64 is removed, the bleeder 301 (FIG. 4B). The air can be easily removed from the air.

  In addition, the input device 14 includes a third shut-off valve 62 disposed in the middle of the second hydraulic pressure path 58b that connects the ports 54b and 65a of the master cylinder 34 and the stroke simulator 64 to each other. For this reason, according to this input device 14, compared with vehicle brake system 10 provided with what has the 3rd shut-off valve 62 on the outside of input device 14, for example, the simplified vehicle brake system 10 is constructed. be able to.

  In such an input device 14, as shown in FIG. 3A, the connector 36 a, the first connection port 20 a, and the second connection port 20 b are formed toward the front thereof, so that the dashboard 2 ( The connector 36a, the first connection port 20a, and the second connection port 20b of the input device 14 fixed to the input device 14 are connected to the pipe tube 86 (see FIG. 3), the pipe tube 22a (see FIG. 3), and the pipe tube. The process of attaching 22d (see FIG. 3) becomes easy.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It can implement with a various form.
In the above embodiment, the vehicle brake system 10 in which the VSA device 18 disposed in front of the input device 14 is disposed in the power unit 3 has been described. However, in the present invention, the motor cylinder device 16 is replaced by the input device 14. The VSA device 18 and the motor cylinder device 16 may both be disposed in the power unit 3 in front of the input device 14. Good. In this case, the VSA device 18 and the motor cylinder device 16 may be close to each other or separated from each other.
According to such a vehicle brake system 10, the VSA device 18 and the motor cylinder device 16 do not interfere with the power unit 3 even when the power unit 3 moves backward during the collision of the vehicle V. A sufficient crash stroke can be ensured while having a high degree of freedom in the layout.
In the embodiment, the fragile portion 300b is provided in the housing 300a of the sensor unit 300. However, the fragile portion 300b may be provided between the master cylinder 34 and the sensor unit 300 in the present invention.

2 Dashboard 3 Power Device 10 Brake System for Vehicle 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 23b Joint 24a Output port 24b Output port 26a Introducing port 26b Introducing port 34 Master cylinder 34a Master cylinder housing 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 Third shutoff valve 64 Stroke simulator 64a Simulator housing 65 Hydraulic chamber 65a Port 70a First Hydraulic system 70b Second hydraulic system 72 Electric motor 84 Second reservoir 300 Sensor unit 300b Weak part Pm Pressure sensor Pp Pressure sensor R D Engine room (power equipment mounting room)

Claims (5)

An input device for inputting a brake operation via a brake operator;
A vehicle brake in which an electric brake actuator that generates brake hydraulic pressure based on at least an electric signal corresponding to the brake operation is arranged separately from each other in a mounting chamber of a power unit partitioned in front of the dashboard A system,
The input device is disposed at the rear of the power unit, and is disposed so as to at least partially overlap the power unit as viewed from the front of the vehicle .
The dashboard having a concavo-convex structure in the vehicle front-rear direction is attached to a position recessed on the mounting chamber side, and the front end position of the input device is substantially the same as the frontmost end position of the dashboard, or A vehicle brake system, wherein the vehicle brake system is aligned in the front-rear direction so as to shift rearward from the foremost end position. A vehicle behavior stabilization device that assists in stabilizing the behavior of the vehicle based on the brake fluid pressure generated by the electric brake actuator;
2. The vehicle according to claim 1, wherein at least one of the electric brake actuator and the vehicle behavior stabilization device is disposed in front of the input device and on a side of the power unit. For brake system. The input device has a master cylinder that is fixed to the dashboard through a part of the dashboard.
A simulator housing disposed between the dashboard and the power unit;
The vehicle brake system according to claim 1 or 2, further comprising:   The vehicular brake system according to any one of claims 1 to 3, wherein the input device includes a fragile portion between the dashboard and the power unit.   The input device includes a master cylinder that is partially passed through the dashboard and fixed to the dashboard, and a sensor unit that is arranged in parallel with the master cylinder, and the weakened portion includes the master cylinder and The vehicle brake system according to claim 4, wherein the vehicle brake system is provided between the sensor unit and the sensor unit.

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