JP5831180B2 - Brake unit mounting structure for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake unit mounting structure including a reserve tank and a brake device, and more particularly to a vehicle brake unit mounting structure in which a reserve tank and a brake device are connected by a flexible hose.

  Conventionally, a vehicle brake device includes a master back that amplifies a driver's pedal force by a negative pressure generated from an engine, a master cylinder that generates a brake fluid pressure according to the driver's pedal force amplified by the master back, It is composed of a wheel cylinder on which brake fluid pressure acts, various pipes, and the like. There is also known a brake unit in which a reserve tank for storing brake fluid as hydraulic fluid, and a hydraulic pressure control means including a master back and a master cylinder are integrally formed in a housing.

  This integrated brake unit is transported from the upper part of the engine room to the middle position of the dash panel in the vehicle assembly line, and a plurality of bolts that protrude from the master back are inserted into the plurality of bolt holes provided in the dash panel. After that, the nut is fastened to the vehicle body by fastening the nut to the bolt. Thereafter, a brake pedal is attached to the tip of the operating rod extending from the master back passing through the opening of the dash panel.

In the integrated brake unit, the reserve tank and the master cylinder can be assembled to the vehicle body simultaneously with the assembly of the master back through a single assembly process for assembling the master back. Attaching workability can be increased. When a clutch cylinder (also referred to as a clutch master cylinder) is mounted on the master back, the clutch cylinder can be mounted simultaneously with the assembly of the master back.
On the other hand, in this integrated brake unit, it is necessary to change the structure of the entire brake unit when specifications such as the capacity and shape of the reserve tank are changed. In addition, although the reserve tank has a predetermined capacity, its installation position is defined by the installation position of the master bag. Therefore, the manufacturing tolerance of the master bag, the manufacturing tolerance of the reserve tank, and the assembly of the master bag Tolerances or the like affect the position of the reserve tank, and there is a possibility that the reserve tank cannot be placed at the set installation position or cannot be attached to the fixed bracket on the vehicle body side.

  In the prior art described in Patent Literature 1, a reserve tank, a clutch cylinder, and a brake master cylinder integrated with a master back are formed as separate members, and the reserve tank and each master cylinder are formed into a predetermined shape. A connection structure for a separate brake unit connected by a formed hose is disclosed. Thereby, although the structural change of the whole brake unit accompanying the change in the specifications of the reserve tank can be avoided, problems still remain in terms of securing the reserve tank and piping workability of the molded hose. Therefore, in the connection structure described in Patent Document 1, the reserve tank, the clutch cylinder, and the master cylinder integrated with the master back are formed as separate members, and the reserve tank and each cylinder are formed by a flexible hose. In addition to the connection, each connection port of the reserve tank is provided on the side surface of each master cylinder.

In recent years, hybrid vehicles using an engine and an electric motor as power sources are increasing.
In this hybrid vehicle, when traveling using an electric motor as a drive source, fuel consumption can be improved by stopping the engine. For this reason, when the engine is stopped, no negative intake pressure is generated in the intake passage, so that the driver's pedaling force cannot be amplified and the necessary brake fluid pressure cannot be generated. Thus, a technique has been proposed that can generate the necessary brake fluid pressure even when the engine is stopped.

  The brake system described in Patent Document 2 includes a reserve tank, an electric pump device that pressurizes brake fluid, an accumulator that can accumulate brake fluid pressurized by the electric pump device, and a brake fluid pressure that can be controlled. A hydro unit, which controls the brake fluid pressure supplied from the accumulator to the master cylinder pressure and returns excess brake fluid to the reserve tank, and the brake supplied from the master cylinder. It consists of a plurality of valves for controlling the liquid and supplying it to each wheel cylinder. As a result, even when the intake negative pressure is not generated, the necessary brake fluid pressure can be generated.

Japanese Utility Model Publication No. 58-63162 JP 2001-294146 A

  In the connection structure of the separate brake unit of Patent Document 1, since the reserve tank and each cylinder are connected by a flexible hose, the flexible hose is first assembled by bending it within an allowable bending range. In addition, it is possible to adjust the installation position of the reserve tank with respect to the master cylinder, thereby ensuring the installation of the reserve tank in the engine room and improving the piping workability. However, in this connection structure, the reserve tank and the master cylinder are connected only by a flexible hose, and the reserve tank cannot be held by the master cylinder alone. Therefore, the reserve tank is pre-assembled into the master cylinder. It is difficult to handle as a sub-assembly body. Therefore, when assembling the brake unit to the vehicle body, after assembling the reserve tank and the master cylinder separately to the vehicle body, each connection port is connected to a flexible hose even though the work space is small. Will be connected by. That is, since the two steps of the reserve tank assembly process and the hose connection process are increased as compared with the above-described integrated brake unit, the assembly workability is lowered and the capital investment accompanying the addition of the assembly station is increased. There is a fear.

  In a hybrid vehicle such as Patent Document 2, although a master back is omitted, an electric pump device is provided instead of the master back, and an electric motor, a motor drive unit, various electric wires, and the like are used in addition to the engine running member. It is installed in the room. In addition to the master cylinder, the hydro unit, which is the main component of the brake unit, has an anti-lock brake (ABS) mechanism that controls the brake fluid pressure of the wheel cylinder and suppresses slippage during braking, and slippage during acceleration. It has a traction control (TRC) mechanism that suppresses noise, a regenerative brake mechanism, etc., and the unit itself is upsized. Therefore, the engine room is overcrowded more than before, the installation space for placing the brake unit (reserve tank), the assembly work space for assembling the reserve tank to the vehicle body, the connection port of the reserve tank There is a possibility that a connection work space for connecting the connection port of the hydro unit and the hydro unit with the flexible hose cannot be sufficiently secured.

  An object of the present invention is to provide a brake unit mounting structure and a brake unit for a vehicle in which a reserve tank can be assembled in a sub-assembled state with a brake device, and a plurality of specification brake units can be mixedly produced in a single vehicle assembly line. It is to provide a vehicle brake unit mounting structure and the like that can improve the assembly workability of the vehicle.

  The vehicle brake unit mounting structure according to claim 1 is a vehicle brake unit mounting structure including a reserve tank that stores hydraulic fluid and a brake device that includes a hydraulic pressure control unit that controls hydraulic pressure of the hydraulic fluid. A first tank-side return port formed on a vertical wall on the brake device side facing the brake device, and a second tank-side return facing the brake device from a portion separated from the first tank-side return port. And a hydraulic fluid supply port formed at the bottom of the reserve tank, and is connected to the brake device via the first tank-side return port and a flexible first hose member. A side recirculation port, a second unit side recirculation port connected to the second tank side recirculation port via a flexible second hose member, and the hydraulic fluid supply port supported by the brake device. The hydraulic fluid supply port is connected to the pipe member via a flexible third hose member, and the third hose member connects the reserve tank from below. It has a hose rigidity that can be held.

  In this vehicle brake unit mounting structure, since the reserve tank and the brake device are connected via flexible first to third hose members, the capacity, shape, etc. of the reserve tank can be adjusted while sharing the brake device. The specification can be easily changed, and the installation position of the reserve tank can be adjusted with respect to the brake device assembled in advance by bending the flexible hose member within the allowable bending range. it can.

  According to a second aspect of the present invention, in the first aspect of the invention, the hydraulic pressure control means operates on valves and the reserve tank that control the hydraulic pressure of the hydraulic fluid supplied from a pump means capable of pressurizing the hydraulic fluid. A hydro unit including a cylinder member that circulates the liquid, and a first tank side reflux port that is formed in a vertical wall on the hydro unit side and faces the hydro unit, and is separated from the first tank side reflux port. A second tank-side reflux port facing the hydro unit from the portion formed, and a hydraulic fluid supply port that is formed at the bottom of the reserve tank and supplies the hydraulic fluid to the pump means via a supply pipe. A first unit-side return port connected to the first tank-side return port via a flexible first hose member; a second tank-side return port; and a flexible second ho A second unit-side reflux port connected via a member; and a hydraulic fluid inlet for introducing hydraulic fluid supplied from the pump means, wherein the hydraulic fluid supply port is supported by the hydro unit. It is characterized by being connected to a pipe via a flexible third hose member.

The invention of claim 3 is characterized in that, in the invention of claim 2, the reserve tank is fixed to a cowl member extending in the vehicle width direction which is assembled after the hydro unit is mounted on the dash panel.
According to a fourth aspect of the present invention, in the second or third aspect of the present invention, an introduction pipe for connecting the brake fluid introduction port and the pump means is provided, and a bent portion is formed in the middle of the supply pipe and the introduction pipe. The bent portion upstream of the supply pipe and the introduction pipe is bundled using a clip member, and the downstream portion of the supply pipe and the introduction pipe is bent using a clip member.

According to a fifth aspect of the present invention, in the first aspect of the invention, the hydraulic pressure control means includes a master back, a master cylinder mounted on the master back, and a clutch cylinder mounted on the master back, A pipe member is formed on the clutch cylinder.
According to a sixth aspect of the present invention, in the first aspect of the invention, the hydraulic pressure control unit includes a master back, a master cylinder mounted on the master back, a pipe connected to the master cylinder, and a clutch cylinder. And the pipe member is connected to the pipe via a clip and is connectable to the clutch cylinder via a connection hose.

According to the first aspect of the present invention, the specification of the reserve tank can be easily changed while the brake device is made common. Therefore, including a conventional integrated brake unit, a plurality of specifications can be achieved in a single vehicle assembly line. Brake units can be produced in mixed flow.
Since the reserve tank is supported by the brake device at three points via the first to third hose members, the reserve tank is integrated with the brake device while maintaining the reserve tank so that the position of the reserve tank can be adjusted. The reserve tank can be assembled to the vehicle body simultaneously with the assembly of the brake device, and the assembly workability of the brake unit can be enhanced without increasing the work process.

  According to the invention of claim 2, the hydraulic pressure control means includes valves for controlling the hydraulic pressure of the hydraulic fluid supplied from the pump means capable of pressurizing the hydraulic fluid, and a cylinder member for returning the hydraulic fluid to the reserve tank. Can be assembled in a state where the reserve tank is sub-assembled to the hydro unit, and multiple brake units with multiple specifications can be produced in a single vehicle assembly line. Workability can be improved.

According to the invention of claim 3, before assembling the cowl member, the reserve tank can be held by the hydro unit without using other support members, and after assembling the cowl member, the reserve tank is attached to the vehicle body. On the other hand, it can be firmly fixed.
According to the invention of claim 4, the holding posture of the reserve tank relative to the hydro unit can be stabilized without increasing the number of parts.

According to the invention of claim 5, even if the hydraulic pressure control means includes a master back, a master cylinder mounted on the master back, and a clutch cylinder mounted on the master back, the reserve tank is controlled by the master tank. A sub-assembly body integrated with a bag or the like can be formed, and the same effect as that of the invention of claim 1 can be obtained.
According to the sixth aspect of the present invention, the reserve tank is integrated with the master back or the like even in the hydraulic pressure control means including the master back, the master cylinder mounted on the master back, and the clutch cylinder. The sub-assembly body can be configured, and the same effect as that of the invention of claim 1 can be obtained.

1 is an overall perspective view of a brake unit mounting structure for a vehicle according to Embodiment 1 of the present invention. It is a side view of a brake unit. It is a top view of a brake unit. It is the figure which looked at the brake unit from diagonally downward. It is a circuit diagram of a brake unit. It is a perspective view of a clip member. It is a step figure showing an assembly process of a brake unit. It is an exploded view of a brake unit. It is a perspective view of the engine room before a hydro unit mounting | wearing. It is a perspective view of the engine room after fastening with a reserve tank and a cowl member. FIG. 6 is an exploded view of a brake unit according to a second embodiment. FIG. 6 is an exploded view of a brake unit according to a third embodiment.

  Hereinafter, modes for carrying out the present invention will be described based on examples. In this embodiment, in the state where the brake unit is assembled to the vehicle body, the front-rear direction is defined as the front-rear direction and the left-right direction is defined as the left-right direction with respect to the traveling direction of the vehicle.

A first embodiment of the present invention will be described with reference to FIGS.
As shown in FIGS. 1 and 5, a vehicle V on which the brake unit 1 of this embodiment is mounted has a pair of left and right front wheels 4 a and 4 b by a traveling electric motor (not shown) and a gasoline engine (not shown). Is a hybrid vehicle that can be switched. The electric motor for traveling and the gasoline engine are arranged in an engine room 2 that is separated from the vehicle compartment by a dash panel 3 in the front-rear direction. In the engine room 2, a transmission mechanism, a generator, an inverter, a radiator, an electric pump 6 (pump means), and the like are installed in addition to the electric motor for traveling, the gasoline engine, and the brake unit 1. The electric pump 6 is disposed in front of the brake unit 1.

The brake unit 1 will be described with reference to FIGS.
The brake unit 1 is installed at the lower left position of the dash panel 3 and at the lower side of the bowl-shaped cowl member 7 provided over the entire width of the engine room 2. The brake unit 1 includes a synthetic resin reserve tank 10, a hydro unit 20 as hydraulic pressure control means, first to third hose members 31 to 33, a brake fluid supply pipe 41 (pipe member), a brake A liquid introduction pipe 42 and the like are provided.

  As shown in FIGS. 2 to 5 and 8, the reserve tank 10 is fixed to a cowl member 7 that is disposed at an upper position on the front side of the hydro unit 20 and extends in the vehicle width direction when the brake unit 1 is assembled to the vehicle body. Has been. The reserve tank 10 is provided at a position where the hydro unit 2 and the cowl member 7 are interposed between the dash panel 3 and is configured by a tank that stores brake fluid as hydraulic fluid and is capable of gas-liquid separation. Yes.

The reserve tank 10 includes six wall portions 10a to 10f on the front, rear, left, right, and top, respectively.
A first tank side return port 11 and a second tank side return port 12 are provided in the rear wall portion 10b. The first tank-side reflux port 11 is formed so as to protrude from the lower left position of the rear wall portion 10b so as to face the hydro unit 20. The first tank side reflux port 11 extends substantially horizontally to the rear side. The second tank side reflux port 12 is formed so as to protrude from the middle right position of the rear wall portion 10b so as to face the hydro unit 20. The second tank side recirculation port 12 is spaced apart from the first tank side recirculation port 11 on the right side and extends substantially horizontally to the rear side.

  A flange 14a is formed on the left wall portion 10c so as to extend to the left side, and a bolt portion 15a extending upward from the flange 14a is provided. At the upper end of the right wall 10d, a flange 14b is formed so as to extend to the right, and a bolt 15b that extends upward from the flange 14b is provided. The upper wall portion 10e is provided with an inlet for injecting brake fluid and a lid member 16 capable of opening and closing the inlet.

A part of the lower part of the first tank side reflux port 11 and a working fluid supply port 13 are provided in the bottom wall portion (bottom portion) 10f. The bottom wall portion 10f is formed with a bulging portion that bulges downward in a dome shape, and forms a part of the first tank side reflux port 11 in cooperation with the rear wall portion 10b.
The hydraulic fluid supply port 13 protrudes from the position corresponding to the center portion of the bottom wall portion 10f corresponding to the center of gravity of the reserve tank 10 in plan view so as to face the hydro unit 20. The hydraulic fluid supply port 13 is disposed substantially parallel to both the reflux ports 11 and 12 at a substantially intermediate position between the first tank side reflux port 11 and the second tank side reflux port 12 in plan view, It extends so as to incline downward.

  As shown in FIG. 2 to FIG. 5 and FIG. 8, the hydro unit 20 is arranged so that the upper part partially overlaps the rear side of the reserve tank 10 and the front view when the brake unit 1 is assembled to the vehicle body. It is fixed to the dash panel 3. The hydro unit 20 includes a master cylinder (not shown), a brake actuator (not shown), and the like, and adjusts the hydraulic pressure of the brake fluid to a master cylinder pressure corresponding to the pedaling force of the driver acting on the brake pedal 8, The adjusted brake fluid is supplied to the wheel cylinders 5a to 5d of the front, rear, left and right wheels 4a to 4d via a brake actuator.

The functions of the master cylinder and brake actuator will be briefly described.
The master cylinder has an introduction passage (not shown) for introducing brake fluid pressurized by the electric pump 6, a piston (not shown) that operates in accordance with the pedaling force of the driver, and the brake fluid in cooperation with the piston. Are provided with a pressurizing chamber (not shown) capable of pressurizing the hydraulic pressure up to the master cylinder pressure, and two passages (not shown) for returning excess brake fluid to the reserve tank 10.
The brake actuator has a plurality of valves, adjusts the master cylinder pressure and supplies it to the wheel cylinders 5a to 5d, as well as anti-lock brake (ABS) control and traction control (TRC) by a brake control device (not shown). The hydraulic pressures of the wheel cylinders 5a to 5d can be adjusted independently of the driver's pedaling force so as to execute the control and the regenerative braking control.

The hydro unit 20 includes six wall portions 20a to 20f on the front, rear, left, right, and top, respectively.
The front wall portion 20a is installed so that the upper portion thereof is partly opposed to the rear wall portion 10b of the reserve tank 10, and the hydraulic fluid introduction port 23 and brake fluid are supplied to the wheel cylinders 5a to 5d in the middle portion in the vehicle width direction. Brake pipe connection ports 24a to 24d and the like are provided.

  The hydraulic fluid introduction port 23 is formed so as to protrude forward from the middle in the vehicle width direction of the front wall portion 20a and substantially the same height as the bottom wall portion 10f of the reserve tank 10, and to be bent and extend to the right side. The brake fluid pressurized by 6 is introduced into the master cylinder via the introduction pipe 42. The brake pipe connection ports 24a to 24d are provided so as to be arranged in the vertical direction and to protrude forward at an intermediate position in the vehicle width direction. These brake pipe connection ports 24a to 24d are connected to the wheel cylinders 5a to 5d via the brake pipes 25a to 25d, respectively.

  The rear wall portion 20b is provided with an operating rod 26 that extends straight rearward from a valve plunger (not shown), four bolt portions 27 that extend rearward from the outer peripheral portion of the operating rod 26, and the like. The operating rod 26 extends from the central portion of the rear wall portion 20b, and the brake pedal 8 is attached to the tip thereof.

  A first unit side reflux port 21 and a second unit side reflux port 22 are provided in the upper wall portion 20e. The first unit-side reflux port 21 is formed so as to protrude upward from the intermediate position in the vehicle width direction of the upper wall portion 20e and bend in a substantially horizontal shape toward the left diagonally forward so as to face the first tank-side reflux port 11. Has been. The second unit-side return port 22 is formed to project from the intermediate position in the vehicle width direction of the upper wall portion 20e so as to face the second tank-side return port 12 and to the left front side so as to face the second tank-side return port 12 Is bent substantially horizontally. The second unit side reflux port 22 is spaced apart from the first unit side reflux port 21 in the front side.

  As shown in FIGS. 2 to 4 and 8, each of the first to third hose members 31 to 33 is configured by a flexible rubber hose of the same standard. The first hose member 31 connects the first tank side reflux port 11 and the first unit side reflux port 21 in a straight shape. The first hose member 31 is arranged substantially horizontally toward the left front side. The second hose member 32 is formed to be shorter than the first hose member 31, and is formed in a substantially S shape between the second tank side reflux port 12 and the second unit side reflux port 22 in a substantially horizontal shape and in plan view. Connected. The third hose member 33 connects the working fluid supply port 13 and the upstream end of the supply pipe 41 in a straight shape. The material, hose length, hose thickness, inner diameter, and the like of the third hose member 33 are set so that the third hose member 33 has hose rigidity capable of maintaining the posture of the reserve tank 10 into which brake fluid has been injected from below.

  The supply pipe 41 is formed of a metal pipe, the upstream end is connected to the hydraulic fluid supply port 13 via the third hose member 33, and the downstream end is connected to the suction port of the electric pump 6. The upstream end of the supply pipe 41 is disposed below and behind the hydraulic fluid supply port 13. Therefore, the third hose member 33 is extended in an upwardly inclined manner so as to be higher toward the front side. The supply pipe 41 includes a pipe portion 41a extending rightward along the front wall portion 20a from the upstream end to the right end portion of the front wall portion 20a, and from the downstream end of the pipe portion 41a to the middle portion along the right wall portion 20d. It is formed in the crank shape comprised from the pipe part 41b extended to the rear side, and the pipe part 41c extended to the vehicle width direction right side along the dash panel 3 from the downstream end of the pipe part 41b.

  The introduction pipe 42 is formed of a metal pipe, and has an upstream end connected to the discharge port of the electric pump 6 and a downstream end connected to the hydraulic fluid introduction port 23. The introduction pipe 42 is disposed at a position below the reserve tank 10. The introduction pipe 42 extends from the downstream end to the right end portion of the front wall portion 20a along the front wall portion 20a and extends downward to the right side, and from the upstream end of the pipe portion 42a to the middle portion along the right wall portion 20d. It is formed in the crank shape comprised from the pipe part 42b extended to the rear side, and the pipe part 42c extended to the vehicle width direction right side along the dash panel 3 from the upstream end of the pipe part 42b.

As shown in FIGS. 1 to 4 and 8, the pipe parts 41 b and 41 c of the supply pipe 41 are arranged in parallel and close to the pipe parts 42 b and 42 c of the introduction pipe 42.
The pipe part 41b and the pipe part 42b are bundled by the clip member 43, and the pipe part 41c and the pipe part 42c are bundled by the clip member 44, whereby the supply pipe 41 and the introduction pipe 42 are connected. The clip member 43 is disposed in the upstream portion of the bent portion of the pipe portion 41b and the pipe portion 41c (the downstream portion of the bent portion of the pipe portion 42b and the pipe portion 42c), and the clip member 44 is connected to the pipe portion 41b. It arrange | positions in the downstream part (upstream part of the bending part of the pipe part 42b and the pipe part 42c) of the bending part with the pipe part 41c.

  As shown in FIG. 6, the clip member 43 is formed in a rectangular parallelepiped shape, and a pair of engagement openings 43a capable of engaging the pipe portions 41b and 42b from the same direction, and corresponding to these engagement openings 43a. It is formed by a pair of engaging claws 43b that are provided and elastically deformable in the axial direction of the pipe portions 41b, 42b. The clip member 44 is provided with a wedge-shaped screw portion 44a (see FIG. 8) that can be inserted into and fixed to the mounting opening of the dash panel 3 on the bottom portion opposite to the portion where the engagement opening is formed. Since it is the same structure as the clip member 43, description is abbreviate | omitted.

  Thereby, in the vehicle body assembled state of the brake unit 1, the clip member 43 connects the pipe portion 41 b to the left pipe portion 42 b, so that the hydraulic fluid introduction port 23 passes through the pipe portion 42 b in the vehicle width direction of the supply pipe 41. The movement of is suppressed. Further, in the vehicle body assembled state of the brake unit 1, since the clip member 44 connects the pipe portion 41c to the upper pipe portion 42c, the hydraulic fluid introduction port 23 moves in the vertical direction of the supply pipe 41 via the pipe portion 42c. Is suppressed.

Next, the procedure of the assembly process of the brake unit 1 will be described based on the step diagram of FIG. Si (i = 1, 2,...) Indicates each step.
First, a subassembly process is performed (S1).
As shown in FIG. 8, after connecting the supply pipe 41 to the hydraulic fluid supply port 13 of the reserve tank 10 via the third hose member 33 and connecting the introduction pipe 42 to the hydraulic fluid introduction port 23 of the hydro unit 20, The tank-side reflux ports 11 and 12 and the unit-side reflux ports 21 and 22 are connected by the first and second hose members 31 and 32, and the supply pipe 41 and the introduction pipe 42 are bundled by the clip members 43 and 44. The brake unit 1 is sub-assembled at a dedicated assembly station separate from the vehicle assembly line.

Next, an assembly process of the hydro unit 20 is performed on the vehicle body (S2).
As shown in FIG. 9, the dash panel 3 is formed with a brake mounting portion 3a that can also be used as an integrated brake unit (not shown) in which a reserve tank, a master back, a master cylinder, and the like are integrally formed in a housing. Yes. The brake mounting portion 3a is provided with an opening 3b and four bolt holes 3c formed on the outer periphery of the opening 3b.

With the reserve tank 10 held by the hydro unit 20 by the first to third hose members 31 to 33, the operating rod 26 and the four bolt portions 27 are inserted into the opening 3b and the four bolt holes 3c, and the four The bolt portions 27 are fastened with nuts (not shown). After assembling the hydro unit 20, the clip member 44 is fixed to the dash panel 3, the supply pipe 41 and the introduction pipe 42 are connected to the electric pump 6, and the brake pedal 8 is attached to the tip of the operating rod 26.
As shown in FIG. 10, the reserve tank 10 is held from below by the third hose member 33 and is held from the rear side by the first and second hose members 31 and 32, so that the reserve tank 10 is assembled to the dash panel 3. The posture is maintained in an independent state with respect to the hydro unit 20.

Next, an assembly process of the cowl member 7 is performed on the vehicle body (S3).
As shown in FIG. 1, the cowl member 7 is assembled over the entire width of the engine room 2. A pair of left and right brackets 45a and 45b extending to the front side are fixed to the cowl member 7 in advance on the front vertical wall. Each of the brackets 45a and 45b is formed with an opening that can penetrate in the vertical direction.

Finally, the reserve tank 10 is fixed to the cowl member 7 (S4).
Bolt portion 15a of the reserve tank 10, 15b were respectively inserted from below the bracket 45a, 45b opening, more fastened to nuts.
Since the reserve tank 10 is maintained in posture with respect to the hydro unit 20 by the flexible first to third hose members 31 to 33, fine adjustment of the assembly position can be easily performed.

Next, operations and effects of the brake unit mounting structure for the vehicle V according to the embodiment will be described.
In the brake unit mounting structure of the vehicle V, the reserve tank 10 and the hydro unit 20 are connected via the flexible first to third hose members 31 to 33. The specifications such as the capacity and shape of the tank 10 can be easily changed, and the flexible hose members 31 to 33 are bent within the allowable bending range, so that the hydro unit 20 in a previously assembled state can be obtained. On the other hand, the installation position of the reserve tank 10 can be adjusted, and the brake units 1 having a plurality of specifications can be mixedly produced in a single vehicle assembly line including the conventional integrated brake unit.
Since the reserve tank 10 is supported by the hydro unit 20 at three points via the first to third hose members 31 to 33, the reserve tank 10 and the hydro unit 20 are held while the position of the reserve tank 10 can be adjusted with respect to the hydro unit 20. It can be constructed as an integrated sub-assembly body, the reserve tank 10 can be assembled to the vehicle body simultaneously with the assembly of the hydro unit 20, and the assembly workability of the brake unit 1 can be improved without increasing the work process. Can do.

  Since the reserve tank 10 is fixed to the cowl member 7 extending in the vehicle width direction that is assembled after the hydro unit 20 is mounted on the dash panel 3, the reserve tank 10 is used with another support member before the cowl member 7 is assembled. Without being attached to the hydro unit 20, and after the cowl member 7 is assembled, the reserve tank 10 can be firmly fixed to the vehicle body.

  An introduction pipe 42 for connecting the hydraulic fluid introduction port 23 and the electric pump 6 is provided, a bent portion is formed in the middle of the supply pipe 41 and the introduction pipe 42, and the supply pipe 41 and the introduction pipe 42 upstream of the bent portion. Since the parts are bundled using the clip member 43 and the bent portion downstream side of the supply pipe 41 and the introduction pipe 42 are bundled using the clip member 44, the holding posture of the reserve tank 10 with respect to the hydro unit 20 is increased. It can be stabilized without doing.

Next, the brake unit 1A according to the second embodiment will be described with reference to FIG. The same main components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different components are described. In the first embodiment, the hydraulic pressure control means is configured by the hydro unit 20, but in the second embodiment, the master back 50, the master cylinder 51 mounted on the master back 50, and the clutch cylinder mounted on the master back 50 are used. The hydraulic pressure control means is constituted by 52 and the like.

  The reserve tank 10 </ b> A is configured by a tank that stores hydraulic fluid shared by the master cylinder 51 and the clutch cylinder 52 and can be separated into gas and liquid. The reserve tank 10A includes a first tank-side return port 11A that faces the master cylinder 51, a second tank-side return port 12A that faces the master cylinder 51 from a portion separated from the first tank-side return port 11A, and a lower portion at the bottom. The hydraulic fluid supply port 13A and the like formed toward the The structure of the reserve tank 10A is substantially the same as the structure of the reserve tank 10 of the first embodiment.

  The master back 50 includes a diaphragm, a power piston, a push rod, and the like, and is configured to amplify the pedaling force applied by the brake pedal 8 using an intake negative pressure or a vacuum pump (not shown). On the rear wall of the master back 50, there are provided an operating rod 26A that extends rearward straight from the valve plunger and four bolt portions 27A that extend rearward from the outer peripheral portion of the operating rod 26A.

  The master cylinder 51 is formed in a substantially cylindrical shape having a flange at the rear end, and is attached to the center portion of the front wall of the master back 50. The master cylinder 51 is configured to adjust the hydraulic fluid boosted by the pedaling force amplified by the master back 50 and to operate the wheel cylinders 5a to 5d. In the upper part of the peripheral wall of the master cylinder 51, a first unit side reflux port 61 and a second unit side reflux port 62 are formed so as to protrude, and the end portions thereof are bent so as to be directed forward. For convenience of explanation, connection piping for connecting the master cylinder 51 and the wheel cylinders 5a to 5d is omitted.

The clutch cylinder 52 is configured to be able to operate a clutch mechanism (not shown) by adjusting the hydraulic fluid boosted by a pedaling force applied to a clutch pedal (not shown). The clutch cylinder 52 is formed in a substantially cylindrical shape having a flange at the rear end, and is connected to the rear portion of the master back 50 via a base plate. This base plate is integrally formed with the four bolt portions 27A, extends to the lower side of the master back 50, and a pair of left and right clutch cylinders 52 are provided on the base plate below or below the master back 50. The bolt hole 50a is fastened by a pair of left and right bolts 53.
A clutch connection port 63 (pipe member) is formed on the upper portion of the peripheral wall of the clutch cylinder 52 so as to protrude, and the end thereof is configured to be inclined forward so as to face the hydraulic fluid supply port 13A. For convenience of explanation, connection piping for connecting the clutch cylinder 52 and the clutch mechanism is omitted.

  The first to third hose members 31A to 33A are constituted by flexible rubber hoses, and connect the reserve tank 10A to the master cylinder 51 and the clutch cylinder 52 that are disposed below the reserve tank 10A. The first hose member 31A connects between the first tank side reflux port 11A and the first unit side reflux port 61, and the second hose member 32A includes the second tank side reflux port 12A and the second unit side reflux port. The third hose member 33A connects the hydraulic fluid supply port 13A and the clutch connection port 63 in a straight line. The material, hose length, hose thickness, inner diameter, and the like of the third hose member 33A are set so that the third hose member 33A has hose rigidity that can hold the posture of the reserve tank 10A into which the hydraulic fluid has been injected from below.

  Thus, the operating rod 26A and the four bolt portions 27A are inserted into the opening 3b and the four bolt holes 3c in a state where the reserve tank 10A is held by the master back 50 by the first to third hose members 31A to 33A. The four bolt portions 27A can be fastened by nuts (not shown). Therefore, even if the hydraulic pressure control means includes the master back 50, the master cylinder 51 attached to the master back 50, and the clutch cylinder 52 attached to the master back 50, the reserve tank 10A can be 50 can be constructed as a sub-assembly body integrated with 50 etc., and the workability of assembling the brake unit 1A can be improved.

  Next, the brake unit 1B of Example 3 will be described with reference to FIG. Main components similar to those in the first and second embodiments are shown with the same reference numerals, description thereof will be omitted, and only different components will be described. In the second embodiment, the clutch cylinder 52 is configured as a sub-assembly body integrated with the master back 50. However, in the third embodiment, the clutch cylinder 52A is separated from the master back 50A.

  The master cylinder 51 is attached to the center portion of the front wall of the master back 50A. A first unit side recirculation port 61 and a second unit side recirculation port 62 are provided in the upper part of the peripheral wall of the master cylinder 51, and a metal pipe 54 for sending hydraulic fluid to the wheel cylinders 5a to 5d is provided in the lower part. Are connected. The pipe 54 extends to one side (for example, the left side) in the vehicle width direction and is formed in a crank shape in the middle.

The clutch cylinder 52A is formed in a substantially cylindrical shape having a flange at the rear end, and is fixed to the brake mounting portion 3a. A clutch connection port 63 projects from the upper part of the peripheral wall of the clutch cylinder 52A, and the clutch connection port 63 is connected to one end of a connection pipe 55 as a pipe member via a connection hose 34. The connecting pipe 55 is disposed adjacent to the crank part of the pipe 54, and is connected to the pipe 54 by a clip 56 bundled in the vehicle width direction at a part where the axis extends in the front-rear direction. The extending portion is connected to the pipe 54 by a clip 57 that is bundled in the front-rear direction.
At the other end of the connecting pipe 55, a pipe part 64 is formed that is configured to be inclined forward and to face the hydraulic fluid supply port 13A.

  The first to third hose members 31A, 32A, and 33B are configured by flexible rubber hoses, and connect the reserve tank 10A to the master cylinder 51 and the connecting pipe 55 that are disposed below the reserve tank 10A. . The first hose member 31A connects between the first tank side reflux port 11A and the first unit side reflux port 61, and the second hose member 32A includes the second tank side reflux port 12A and the second unit side reflux port. The third hose member 33B connects the hydraulic fluid supply port 13A and the pipe portion 64 of the connection pipe 55 in a straight shape. The third hose member 33B is set to have a hose rigidity that can hold the posture of the reserve tank 10A into which the hydraulic fluid has been injected from below.

  As a result, the operating rod 26A and the four bolt portions 27A are moved into the opening 3b and the four bolt holes 3c in a state where the reserve tank 10A is held on the master back 50A by the first to third hose members 31A, 32A and 33B. The four bolts 27 are inserted and fastened with nuts, and the clutch cylinder 52A can be separately fixed to the dash panel 3. Therefore, even if the hydraulic pressure control means includes the master back 50A, the master cylinder 51 mounted on the master back 50A, and the clutch cylinder 52A separated from the master back 50A, the reserve tank 10A is It can be configured as a sub-assembly body integrated with 50A, and the assembly workability of the brake unit 1B can be improved.

Next, a modification in which the above embodiment is partially changed will be described.
1] In the above embodiment, an example in which the same standard rubber hose is used for the first to third hose members has been described. However, at least the hose member may be flexible, and only the third hose member has a different standard. The rubber hose or the first to third hose members may be different standard rubber hoses.

2] In the first embodiment, the example of the sub-assembly body in which the supply pipe and the introduction pipe are assembled to the reserve tank and the hydro unit in advance has been described. However, the supply pipe and the introduction pipe are separated from the sub-assembly body and assembled later. An assembling procedure may be used. In this case, the same effect can be produced by fixing the position of the third hose member connected to the brake fluid supply port to the hydro unit using the clip member.

3] In the first embodiment, an example in which the introduction pipe directly connects the brake fluid introduction port and the discharge port of the electric pump has been described. However, an accumulator capable of accumulating fluid pressure is installed in the middle of the introduction pipe. You may do it. Thereby, the supply delay of brake fluid pressure can be suppressed.
4) In addition, those skilled in the art can implement the present invention in various forms added with various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention provides a vehicle brake unit mounting structure in which a reserve tank and a brake device are connected by a flexible hose, and a connection port formed at the bottom of the reserve tank is flexibly provided to a pipe member supported by the brake device. By connecting through the third hose member, the reserve tank can be assembled in a sub-assembled state with the brake device, and the assembly workability can be improved.

1, 1A, 1B Brake unit 3 Dash panel 6 Electric pump 7 Cowl member 10 Reserve tank 10b Rear wall portion 10f Bottom wall portion 11, 11A First tank side return port 12, 12A Second tank side return port 13, 13A Hydraulic fluid Supply port 20 Hydro unit 21 First unit side reflux port 22 Second unit side reflux port 23 Hydraulic fluid inlet port 31, 31A First hose member 32, 32A Second hose member 33, 33A Third hose member, 33B
34 connection hose 41 supply pipe 42 introduction pipes 43 and 44 clip members 50 and 50A master bag 51 master cylinder 52 and 52A clutch cylinder 55 connection pipe 61 first unit side return port 62 second unit side return port 63 clutch connection port V vehicle

Claims (6)

In a vehicle brake unit mounting structure comprising a reserve tank for storing hydraulic fluid and a brake device including hydraulic pressure control means for controlling hydraulic pressure of the hydraulic fluid,
A first tank-side return port formed on a vertical wall on the brake device side facing the brake device and a second tank-side return port facing the brake device from a portion separated from the first tank-side return port in the reserve tank And a hydraulic fluid supply port formed at the bottom of the reserve tank,
A first unit-side return port connected to the brake device via the first tank-side return port via a flexible first hose member, a second tank-side return port, and a flexible second hose A second unit-side reflux port connected via the member, and a pipe member supported by the brake device and extending to face the hydraulic fluid supply port,
The hydraulic fluid supply port is connected to the pipe member via a flexible third hose member;
The brake unit mounting structure for a vehicle, wherein the third hose member has a hose rigidity capable of holding the reserve tank from below. The hydraulic pressure control means includes a hydro unit including valves for controlling the hydraulic pressure of the hydraulic fluid supplied from the pump means capable of pressurizing the hydraulic fluid, and a cylinder member for returning the hydraulic fluid to the reserve tank,
The reserve tank has a first tank-side reflux port formed on a vertical wall on the hydro unit side and facing the hydro unit, and a second tank-side reflux port facing the hydro unit from a portion separated from the first tank-side reflux port. And a hydraulic fluid supply port that is formed at the bottom of the reserve tank and supplies hydraulic fluid to the pump means via a supply pipe,
A first unit-side return port connected to the hydro unit via the first tank-side return port and a flexible first hose member, the second tank-side return port, and a flexible second hose A second unit-side reflux port connected via a member, and a hydraulic fluid inlet for introducing the hydraulic fluid supplied from the pump means,
The brake unit mounting structure for a vehicle according to claim 1, wherein the hydraulic fluid supply port is connected to the supply pipe supported by the hydro unit via a flexible third hose member.   3. The brake unit mounting structure for a vehicle according to claim 2, wherein the reserve tank is fixed to a cowl member extending in a vehicle width direction that is assembled after the hydro unit is mounted on the dash panel. An introduction pipe for connecting the hydraulic fluid inlet and the pump means is provided,
Forming bent portions in the middle of the supply pipe and the introduction pipe,
4. The bent portion upstream portion of the supply pipe and the introduction pipe is bundled using a clip member, and the bent portion downstream portion of the supply pipe and the introduction pipe is bundled using a clip member. A brake unit mounting structure for a vehicle as described in 1. The hydraulic pressure control means includes a master back, a master cylinder mounted on the master back, and a clutch cylinder mounted on the master back.
The vehicle brake unit mounting structure according to claim 1, wherein the pipe member is formed on the clutch cylinder. The fluid pressure control means includes a master back, a master cylinder mounted on the master back, a pipe connected to the master cylinder, and a clutch cylinder.
2. The brake unit mounting structure for a vehicle according to claim 1, wherein the pipe member is connected to the pipe via a clip and is connectable to the clutch cylinder via a connection hose.