JP6214069B2 - Brake device - Google Patents

Description

  The present invention relates to a brake device.

  Conventionally, a brake device for vehicles is known. For example, a brake device (an input device for a vehicle brake system) described in Patent Document 1 includes a master cylinder and a stroke simulator.

JP 2012-106638 A

  In the conventional brake device, there is room for improving the mountability to the vehicle.

  In the brake device of the present invention, preferably, the master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the side when mounted on the vehicle.

  Therefore, vehicle mountability can be improved.

It is a perspective view of brake device 1 of a reference example. It is a perspective view of brake device 1 of a reference example. It is a top view of brake device 1 of a reference example. It is a bottom view of brake device 1 of a reference example. It is a side view of the brake device 1 of a reference example. It is a side view of the brake device 1 of a reference example. It is a front view of the brake device 1 of a reference example. It is a rear view of the brake device 1 of a reference example. It is AA sectional view taken on the line of FIG. It is a perspective view of the actuator 8 of a reference example. 1 is a perspective view of a brake device 1 according to a first embodiment. 1 is a perspective view of a brake device 1 according to a first embodiment. 1 is a top view of a brake device 1 according to a first embodiment. 1 is a bottom view of a brake device 1 according to a first embodiment. 1 is a side view of a brake device 1 according to a first embodiment. 1 is a side view of a brake device 1 according to a first embodiment. 1 is a front view of a brake device 1 according to a first embodiment. 1 is a rear view of a brake device 1 according to a first embodiment.

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

[Reference example]
A vehicle to which the brake device of this reference example is applied includes, for example, a hybrid vehicle including an electric motor (generator) in addition to an engine (internal combustion engine) or a motor (generator) as a prime mover for driving wheels. It is an electric vehicle such as an electric vehicle that can generate a regenerative braking force by an electric motor. The brake system (brake system) of this reference example is a hydraulic brake system that applies a brake hydraulic pressure to each wheel of a vehicle to generate a braking force. A wheel cylinder (caliper) provided on each wheel of the vehicle generates a brake operating fluid pressure (wheel cylinder fluid pressure) in response to a supply of a brake operation fluid pressure or a control fluid pressure. The brake system includes a brake device 1 as an input device to which a driver's brake operation is input, and an electric brake actuator (hereinafter referred to as actuator 8) that can generate a brake fluid pressure based on an electric signal corresponding to the driver's brake operation. And). The brake device 1 operates in accordance with a driver's brake operation, and generates a master cylinder hydraulic pressure as a braking operation hydraulic pressure. The actuator 8 is provided separately from the brake device 1 and controls the wheel cylinder hydraulic pressure (brake hydraulic pressure) according to the brake operation state or the vehicle state.

  FIGS. 1-9 shows the whole brake device 1 of this reference example from each direction. Hereinafter, for convenience of explanation, an orthogonal coordinate system is provided. With the brake device 1 installed in the vehicle, the x-axis is provided in the vehicle front-rear direction (the axial direction in which the master cylinder 4 operates). When the brake device 1 is installed in the vehicle, the axial direction of the master cylinder 4 is substantially parallel to the longitudinal direction of the vehicle, so the x-axis direction is the longitudinal direction of the vehicle. The forward direction of the vehicle (the direction in which the piston 41 of the master cylinder 4 strokes according to the depression operation of the brake pedal) is the x-axis positive direction. The y-axis is provided in the vehicle width direction (left-right direction or lateral direction), and the left side when viewed from the rear of the vehicle (x-axis negative direction side) is defined as the y-axis positive direction. The z axis is provided in the vertical direction (vertical direction) of the vehicle, and the upper side of the vehicle (the side where the reservoir tank 3 is installed with respect to the master cylinder 4) is defined as the positive direction of the z axis. FIG. 1 is a perspective view of the brake device 1 as viewed from the x-axis negative direction side, the y-axis positive direction side, and the z-axis positive direction side. FIG. 2 is a perspective view of the brake device 1 as seen from the x-axis positive direction side, the y-axis negative direction side, and the z-axis positive direction side. FIG. 3 is a top view of the brake device 1 as viewed from the z-axis positive direction side. FIG. 4 is a bottom view of the brake device 1 as seen from the z-axis negative direction side. FIG. 5 is a side view of the brake device 1 as viewed from the y-axis positive direction side. FIG. 6 is a side view of the brake device 1 as seen from the y-axis negative direction side. FIG. 7 is a front view of the brake device 1 as seen from the x-axis positive direction side. FIG. 8 is a rear view of the brake device 1 as seen from the x-axis negative direction side. FIG. 9 is a cross-sectional view of the brake device 1 taken along a plane passing through the axis of the master cylinder 4 and shows a cross section taken along line AA of FIG.

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

  The reservoir tank 3 is a brake fluid source that stores brake fluid, and supplies the brake fluid to the master cylinder 4 and the actuator 8. The reservoir tank 3 has a supply port 30, supply ports 31P and 31S, and supply ports 32a and 32b. The supply port 30 protrudes and opens to the z-axis positive direction side on the x-axis positive direction side of the reservoir tank 3, and is provided so as to be opened and closed by a lid 3a. The supply ports 31P and 31S are provided so as to be aligned in the x-axis direction, and project and open to the negative z-axis direction side of the reservoir tank 3. The supply port 31P is provided on the negative side in the x-axis direction from the supply port 31S. The supply ports 32a and 32b are provided on the x-axis negative direction side of the supply port 31P, and open on both side surfaces of the reservoir tank 3 in the y-axis direction. A fastening portion 35 is provided between the supply ports 31P and 31S on the negative z-axis direction side of the reservoir tank 3. A hole into which a pin for stopping the reservoir tank 3 is inserted is formed in the fastening portion 35 so as to extend in the y-axis direction. The reservoir tank 3 is partitioned into three regions by two partition plates 33a and 33b installed so as to extend in the z-axis positive direction from the bottom surface on the z-axis negative direction side. A supply port 31S opens in the region on the x-axis positive direction side, supply ports 32a and 32b open in the region on the x-axis negative direction side, and a supply port 31P opens in a region sandwiched between these two regions. The partition plate 33 stores brake fluid in each region even when the vehicle is tilted or accelerated / decelerated, for example, thereby enabling the brake fluid to be supplied from each supply port. A pipe attachment portion 320a is connected to the supply port 32a (see FIG. 1). One end of the brake pipe 71 is attached to the pipe attachment portion 320a. The pipe attachment portion 320a is provided so as to protrude from the outer surface of the reservoir tank 3 on the x-axis negative direction side, the y-axis positive direction side, and the z-axis negative direction side to the y-axis positive direction side and bend in the middle on the x-axis positive direction side. It has been. The tip of the pipe attachment portion 320a to which the brake pipe 71 is attached opens to the x-axis positive direction side. A pipe attachment portion 320b is connected to the supply port 32b (see FIG. 2). One end of another brake pipe is attached to the pipe attachment portion 320b. The pipe attachment portion 320b is provided so as to protrude from the outer surface of the reservoir tank 3 on the x-axis negative direction side, the y-axis negative direction side, and the z-axis negative direction side to the y-axis negative direction side and bend in the middle on the x-axis positive direction side. It has been. The tip of the pipe attachment portion 320b to which the brake pipe is attached opens to the x-axis positive direction side.

  The master cylinder 4 is a first brake fluid pressure generation source that generates fluid pressure (master cylinder fluid pressure) in response to a brake pedal operation (brake operation) by the driver. The master cylinder 4 is connected to the wheel cylinder via an oil passage (brake piping) (not shown). The master cylinder hydraulic pressure is supplied to the wheel cylinder via the oil passage, and generates a wheel cylinder hydraulic pressure (brake hydraulic pressure). The master cylinder 4 has a master cylinder housing (cylinder) 40, a piston 41, and a coil spring 42. The master cylinder housing 40 has a main body portion 40a, a flange portion 40b, and a fitting portion 40c. The main body 40a is formed in a bottomed cylindrical shape extending in the x-axis direction with one end side (x-axis positive direction side) closed. The flange portion 40b is provided on the outer periphery of the main body portion 40a on the x-axis negative direction side. Fastening portions 40d and 40e formed with bolt holes extending in the x-axis direction are provided on both sides in the y-axis direction of the flange portion 40b. The fastening portions 40d and 40e are provided at substantially symmetrical positions across the axis of the main body portion 40a. The fitting portion 40c is provided in a substantially cylindrical shape extending in the x-axis direction adjacent to the flange 40b on the x-axis negative direction side. A seal member 402 is installed in a seal groove 401 provided so as to surround the outer periphery of the fitting portion 40c.

  An axial hole 400 extending in the x-axis direction is formed inside the master cylinder housing 40. The hole 400 opens on the x-axis negative direction side of the master cylinder housing 40. The master cylinder 4 is a so-called tandem type, and two pistons 41P and 41S are provided in the hole 400 so as to be operable (reciprocating) in the x-axis direction. A concave spherical receiving portion 410 is formed on the x-axis negative direction side of the P-system piston 41P. An x-axis positive direction end of the push rod 2 (abutting member 22) formed in a convex spherical shape abuts on the receiving portion 410 and is fitted and installed so as to be rotatable. The S-system piston 41S is a free piston and is installed on the x-axis positive direction side of the piston 41P. Each piston 41 is provided with a recess 411 extending in the x-axis direction and opening to the x-axis positive direction side. Each piston 41 is provided with a communication hole 412 that communicates the inner peripheral surface of the recess 411 and the outer peripheral surface of each piston 41 so as to extend in the radial direction.

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

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

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

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

  The main body portion 50a has a stepped cylindrical shape with a step, and integrally includes a large-diameter cylindrical portion 50d, a small-diameter cylindrical portion 50e, and a flange portion 50f. The small-diameter cylindrical portion 50e is provided substantially coaxially with the cylindrical portion 50d on the positive x-axis direction side of the large-diameter cylindrical portion 50d. The flange portion 50f is provided substantially coaxially with the cylindrical portion 50e on the positive x-axis direction side of the small diameter cylindrical portion 50e. The cylindrical portion 50e is provided with an air bleeding bleeder 57 for extracting air from the stroke simulator 5. The air bleeding bleeder 57 is provided so as to protrude from the outer peripheral surface of the cylindrical portion 50e on the x-axis positive direction side and the z-axis positive direction side to the y-axis negative direction side. The outer diameter of the flange portion 50f (the main body excluding the following fastening portions 50g and 50h) is larger than the outer diameter of the cylindrical portion 50e and smaller than the outer diameter of the cylindrical portion 50d. Fastening portions 50g having bolt holes extending in the x-axis direction are provided on the y-axis positive direction side and z-axis negative direction side of the flange portion 50f. On the y-axis negative direction side and the z-axis positive direction side of the flange part 50f, a fastening part 50h in which a bolt hole extending in the x-axis direction is formed is provided. The fastening portions 50g and 50h are provided at substantially symmetrical positions across the axis of the main body portion 50a. Inside the main body 50a, a first axial hole 501, a second axial hole 502, a valve mounting hole 503, an oil passage 55, and the like are formed. The first axial hole 501 is formed to extend in the x-axis direction on the inner peripheral side of the large-diameter cylindrical portion 50d. The second axial hole 502 has a smaller diameter than the first axial hole 501, and extends in the x-axis direction continuously to the first axial hole 501 on the inner peripheral side of the small-diameter cylindrical portion 50e. The cylindrical portion 50d is open at the bottom on the x-axis positive direction side. The oil passage of the air bleeding bleeder 57 is opened at the x-axis positive end and the z-axis positive end of the second axial hole 502. One end (the x-axis positive direction end of the second axial hole 502) side of the main body 50a is closed, and the other end (the x-axis negative direction end of the first axial hole 501) side is open.

  The valve mounting hole 503 is formed on the inner peripheral side of the flange portion 50f and the cylindrical portion 50e so as to extend in the x-axis direction, and opens to the x-axis positive direction side of the flange portion 50f. The valve mounting hole 503 has a stepped shape that decreases in diameter from the x-axis positive direction side toward the x-axis negative direction side. The x-axis negative direction end of the valve mounting hole 503 and the x-axis positive direction end of the second axial hole 502 are connected via an oil passage 55 extending in the x-axis direction. The axial holes 501, 502, the valve mounting hole 503, and the oil passage 55 are formed substantially coaxially. A connection port 58 that communicates with the first axial hole 501 is provided on the positive z-axis direction side and the y-axis positive direction side of the cylindrical portion 50d. A pipe mounting portion 580 is connected to the connection port 58. The other end of the brake pipe 71 is attached to the pipe attachment portion 580. The pipe mounting portion 580 protrudes from the outer surface of the cylindrical portion 50d slightly on the x-axis positive direction side, the y-axis positive direction side and the z-axis positive direction side to the y-axis positive direction side, and bends to the x-axis positive direction side in the middle. Is provided. The tip of the pipe attachment portion 580 to which the brake pipe 71 is attached opens to the x axis positive direction side.

  The brake pipe 71 is not a steel pipe but a flexible pipe made of a material such as rubber. As shown in FIG. 5, the brake pipe 71 is installed in a U shape when viewed from the y-axis positive direction side. The brake pipe 71 extends from the pipe attachment portion 320a of the reservoir tank 3 to the x-axis positive direction side, and extends to the z-axis negative direction side so as to wrap the discharge port 44P (opening and projecting to the y-axis positive direction side) on the inner peripheral side. After bending, it is folded back in the negative x-axis direction and attached to the pipe attachment portion 580. The first axial hole 501 is connected to the supply port 32 a of the reservoir tank 3 via the brake pipe 71 and communicates with the reservoir tank 3. A connection port 59 is provided on the positive side in the y-axis direction of the boundary portion between the cylindrical portion 50e and the flange portion 50f. The connection port 59 communicates with the valve mounting hole 503 and is connected via the brake pipe 70 to a discharge port 44P opened to the y-axis positive direction side of the master cylinder 4 to the master cylinder 4 (hydraulic pressure chamber 43P). Communicate. The brake pipe 70 is configured as a pipe (for example, a steel pipe) having a smaller diameter and higher rigidity than the brake pipe 71. As shown in FIG. 7, the brake pipe 70 is installed in a U shape when viewed from the x-axis direction. The brake pipe 70 extends from the discharge port 44P opened to the y-axis positive direction side of the master cylinder 4 so as to bend to the y-axis positive direction side and the z-axis negative direction side, and the y-axis negative so as to wrap the brake pipe 71 on the inner peripheral side. It turns back in the direction and is connected to the connection port 59.

  The connection part 50b is provided on the z axis positive direction side of the main body part 50a (cylindrical part 50d). The connecting portion 50b has a bottomed cylindrical shape extending in the x-axis direction. Fastening portions 50i and 50j formed with bolt holes extending in the x-axis direction are provided on both sides of the connecting portion 50b in the y-axis direction. The outer peripheral surface of the connection portion 50b (including the fastening portions 50i and 50j) is substantially the same in shape and size as the outer peripheral surface of the flange portion 40b (including the fastening portions 40d and 40e) of the master cylinder housing 40 when viewed from the x-axis direction. It is provided in the same way. The pipe mounting portion 320a of the reservoir tank 3 is located on the y-axis negative direction side with respect to the y-axis positive direction edge of the connection portion 50b (fastening portion 50i) (does not protrude to the y-axis positive direction side with respect to the fastening portion 50i). . The pipe mounting portion 320b of the reservoir tank 3 is located on the y-axis positive direction side with respect to the edge in the y-axis negative direction of the connection portion 50b (fastening portion 50j) (does not protrude to the y-axis negative direction side from the fastening portion 50j). . The tip of the air bleeding bleeder 57 on the negative side in the y-axis direction is located on the positive side in the positive y-axis direction with respect to the edge in the negative y-axis direction of the connecting portion 50b (fastening portion 50j). Does not protrude to the side).

  As shown in FIG. 9, a first axial hole 504, a second axial hole 505, and a third axial hole 506 are formed inside the connecting portion 50b. The first axial hole 504 is formed in a substantially cylindrical shape extending in the x-axis direction, and opens to the positive side of the connecting part 50b in the x-axis direction. The diameter of the first axial hole 504 is slightly larger than the diameter of the fitting portion 40 c of the master cylinder housing 40. The second axial hole 505 has a smaller diameter than the first axial hole 504 and is formed so as to extend in the x-axis direction continuously to the first axial hole 504. The third axial hole 506 is smaller in diameter than the second axial hole 505 and is formed so as to extend in the x-axis direction continuously to the second axial hole 505. Is opened on the x-axis negative direction side (vehicle attachment surface 508 side). The axial holes 504 to 506 are formed substantially coaxially. The fastening portions 50i and 50j are provided at substantially symmetrical positions with the shaft centers of the holes 504 to 506 interposed therebetween. A stopper portion 507 is formed at the bottom of the connecting portion 50b on the x-axis negative direction side so as to surround the third axial hole 506. The surface on the x-axis positive direction side of the stopper portion 507 is formed in a taper shape substantially parallel to the surface on the x-axis negative direction side of the flange portion 21 of the push rod 2, and on the x-axis negative direction side of the flange portion 21. It is provided so as to be able to contact the surface.

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

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

  A coil spring 52 as a return spring for the reaction force piston 51 is installed in the sub chamber 56 in a compressed state. The coil spring 52 is an elastic member that constantly urges the reaction force piston 51 toward the main chamber 54 (direction in which the volume of the main chamber 54 is reduced and the volume of the sub chamber 56 is increased). The x-axis positive direction end of the coil spring 52 is held in contact with the outer peripheral side of the spring retainer 512, and the x-axis negative direction end of the coil spring 52 is held in contact with the outer peripheral side of the spring retainer 53. A concave portion 530 that opens to the positive side in the x-axis direction is formed in a portion of the spring retainer 53 on the inner peripheral side of the coil spring 52. An elastic member 531 is installed in the recess 530. The elastic member 531 protrudes further toward the x-axis positive direction side than the spring retainer 53. The elastic member 531 is opposed to the portion of the spring retainer 512 on the inner peripheral side of the coil spring 52 in the x-axis direction. When the amount of movement of the reaction force piston 51 (spring retainer 512) in the negative x-axis direction exceeds a predetermined value, the elastic member 531 comes into contact with the inner peripheral portion of the spring retainer 512 and elastically deforms. This restricts the movement of the reaction force piston 51 in the negative x-axis direction and functions as a damper that absorbs an impact when the reaction force piston 51 is restricted.

  The brake device 1 as a master cylinder unit is also a valve unit incorporating a stroke simulator valve 6. The stroke simulator valve 6 is a normally shut-off (closed in a non-energized state) simulator cutoff valve provided to be able to restrict the inflow of brake fluid to the stroke simulator 5. The stroke simulator valve 6 is mounted in a valve mounting hole 503 formed in the stroke simulator housing 50 (main body portion 50a). The surface on the x-axis positive direction side of the main body portion 50a (flange portion 50f) in which the valve mounting hole 503 opens constitutes a valve mounting surface. The main chamber 54 of the stroke simulator 5 is connected to the stroke simulator valve 6 via an oil passage 55. The stroke simulator valve 6 is connected to the hydraulic chamber 43P of the master cylinder 4 through an oil passage (brake pipe 70).

  As shown in FIG. 9, the stroke simulator valve 6 includes a solenoid 61, a valve body 62, an armature 63, a plunger 64, a coil spring 65, a valve seat member 66, and a plurality of oil passage components. doing. The solenoid 61 is fastened with a bolt to the flange portion 50f (fastening portions 50g, 50h) at the end in the x-axis positive direction of the main body portion 50a of the stroke simulator housing 50. The armature 63 is fixedly installed on the inner peripheral side of the solenoid 61, and generates an electromagnetic force (magnetic attraction force) when the solenoid 61 is energized. A connector portion 610 that opens to the x-axis positive direction side is provided at the x-axis positive direction end of the solenoid 61. A wiring (harness) for supplying a drive current to the solenoid 61 is connected to the connector portion 610. The valve body 62 is a non-magnetic hollow cylinder, is fixedly installed so as to be fitted to the outer periphery of the armature 63, and extends to the x-axis negative direction side of the armature 63. The plunger 64 is accommodated in the valve body 62 so as to reciprocate in the x-axis direction. A spherical valve body 640 is provided at the tip of the plunger 64 on the x-axis negative direction side. The valve body 640 operates in the x-axis direction. The coil spring 65 is installed in a compressed state between the armature 63 and the plunger 64, and constantly urges the plunger 64 in the negative x-axis direction. The valve seat member 66 is installed on the inner peripheral side of the valve mounting hole 503 of the main body 50a. The valve seat member 66 has a bottomed cylindrical shape, and a valve seat is provided at the bottom of the x-axis positive direction side. The bottom portion is provided with an orifice 660 extending in the x-axis direction, and opens to the central portion of the valve seat. The plunger 64 is driven by the electromagnetic force of the armature 63 (suction force in the positive direction of the x-axis), and the valve body 640 opens and closes the orifice 660 so that the oil passage including the orifice 660 (the simulator oil passage below) is in communication. Is controlled.

  The oil passage component member includes a first member 67 as a body, second and third members 68 and 69 as filters, and a seal member 60. The first member 67 is a hollow member that is fixed to the opening on the x-axis positive direction side of the valve mounting hole 503 by a flange. A valve seat member 66 is fixedly installed on the inner peripheral side of the first member 67, and an oil passage is formed between the inner periphery of the first member 67 and the outer periphery of the valve seat member 66. The second member 68 is a ring-shaped filter member that is fixed to the negative side of the first member 67 in the x-axis direction. A valve seat member 66 is installed on the inner peripheral side of the second member 68, and an oil passage is formed between the inner periphery of the second member 68 and the outer periphery of the valve seat member 66. The third member 69 is a disk-shaped filter member (retainer of the seal member 60) installed at the bottom of the valve mounting hole 503 on the negative x-axis direction, and a valve seat member 66 is installed on the inner peripheral side thereof. The The seal member 60 is a cup-shaped seal member similar to the seal member 46 and the like, and is installed between the second member 68 and the third member 69. A valve seat member 66 is fixedly installed on the inner peripheral side of the seal member 60. An oil passage is not formed between the inner periphery of the seal member 60 and the outer periphery of the valve seat member 66. The lip portion on the outer peripheral side of the seal member 60 is in contact with the inner peripheral surface of the valve mounting hole 503 so as to open in the positive x-axis direction. As for the flow of the brake fluid between the seal member 60 (lip portion) and the inner peripheral surface of the valve mounting hole 503, only the flow from the x-axis negative direction side to the x-axis positive direction side is allowed, and the reverse flow is suppressed. Is done.

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

  That is, the main chamber 54 of the stroke simulator 5 communicates with the hydraulic chamber 43P via the oil passage 55, the stroke simulator valve 6, and the brake pipe 70. The sub chamber 56 of the stroke simulator 5 is connected to the reservoir tank 3 via a brake pipe 71. The sub chamber 56 always communicates with the reservoir tank 3 and is released to a low pressure (atmospheric pressure), and constitutes a back pressure chamber of the stroke simulator 5. The sub chamber 56 may be directly released to a low pressure (atmospheric pressure) without being connected to the reservoir tank 3. When the stroke simulator valve 6 is opened, the brake fluid that has flowed out of the master cylinder 4 (hydraulic pressure chamber 43P) by the driver's braking operation flows into the stroke simulator housing 50 (main chamber 54) via the simulator oil passage. . By this brake fluid, the reaction force piston 51 is operated in the axial direction in the hole 502. As a result, a pseudo reaction force of the brake pedal is generated and applied to the brake pedal. Specifically, the stroke simulator valve 6 is opened when energized to allow the simulator oil passage to communicate. The master cylinder hydraulic pressure acts on the main chamber 54 of the stroke simulator 5 through the simulator oil passage. When a predetermined or higher hydraulic pressure (master cylinder hydraulic pressure) acts on the pressure receiving surface of the reaction force piston 51 in the main chamber 54, the reaction force piston 51 compresses the coil spring 52 and compresses the coil spring 52 in the axial direction. Moving. The volume of the main chamber 54 increases, and the brake fluid flows from the master cylinder 5 (hydraulic pressure chamber 43P) into the main chamber 54 via the simulator oil passage. Further, the brake fluid is discharged from the sub chamber 56 to the reservoir tank 3 through the brake pipe 71.

  Thus, the stroke simulator 5 creates a pedal stroke by sucking brake fluid from the master cylinder 5 when the driver performs a brake operation (depresses the brake pedal), and simulates the fluid rigidity of the wheel cylinder. And reproduce the feeling of depression of the brake pedal. Here, while only the coil spring 52 is compressed in the first half of the depression of the brake pedal, the spring constant is low and the increasing gradient of the pedal reaction force is low. While the elastic member 531 is being compressed and contracted in addition to the coil spring 52 in the latter half of the depression of the brake pedal, the spring constant is high and the increasing gradient of the pedal reaction force is high. By adjusting these spring constants, the pedal depression feeling is set to be the same as that of an existing master cylinder, for example. When the driver finishes the brake operation (steps back on the brake pedal) and the pressure in the main chamber 54 decreases below a predetermined value, the reaction force piston 51 is moved to the initial position by the urging force (elastic force) of the coil spring 52. Return.

  The third member 69 is formed with an oil passage that communicates the inner circumference with the end surface in the x-axis positive direction, and the oil passage 55 communicates with the negative direction side of the seal member 60 via the oil passage. You may make it do. In this case, a bypass oil passage that is provided in parallel to the simulator oil passage and whose flow direction is restricted by the seal member 60 is configured. The seal member 60 allows only the flow of brake fluid from the main chamber 54 of the stroke simulator 5 toward the hydraulic chamber 43P of the master cylinder 4 in the bypass oil passage. Even if the stroke simulator valve 6 is closed (fixed in a closed state) with the brake fluid flowing into the main chamber 54, the bypass oil passage is connected from the main chamber 54 through the bypass oil passage. The brake fluid can be returned to the master cylinder 4 side.

  Hereinafter, the mounting structure of the brake device 1 will be described. The master cylinder housing 40 is fixed to the stroke simulator housing 50. The housings 40 and 50 are fixed integrally with each other. Each housing 40, 50 is provided with a joint surface for fixing together. The outer peripheral surface of the fitting portion 40c of the master cylinder housing 40 and the end surface in the negative x-axis direction of the flange portion 40b, the inner peripheral surface of the first axial hole 504 of the connecting portion 50b of the stroke simulator housing 50, and (first shaft The end surface in the x-axis positive direction of the connecting portion 50b (where the direction hole 504 opens) constitutes the joint surface. The joint surface includes a stamping part (an outer peripheral surface of the fitting part 40c and an inner peripheral surface of the first axial hole 504) that functions as a stamping joint. That is, a part of the stroke simulator housing 50 (connecting portion 50b) is recessed, and the projecting portion of the master cylinder housing 40 is fitted into the recessed portion, thereby joining the housings 40 and 50 together. Specifically, the fitting portion 40c of the master cylinder housing 40 is inserted into the first axial hole 504 of the stroke simulator housing 50, and both are fitted. By sliding both of them in the x-axis direction, the end surface in the negative x-axis direction of the flange portion 40b of the master cylinder housing 40 abuts on the end surface in the positive x-axis direction of the connection portion 50b. The bolt 10 is inserted and fastened to the fastening portions 40d, 40e of the master cylinder housing 40 (flange portion 40b) and the fastening portions 50i, 50j of the stroke simulator housing 50 (connection portion 50b), whereby the master cylinder housing 40 and the stroke simulator are connected. The housing 50 is fastened and fixed integrally. Note that the opening of the first axial hole 504 is liquid-tightly sealed by the seal member 402 installed in the fitting portion 40c coming into contact with the inner peripheral surface of the first axial hole 504. A portion of the master cylinder housing 40 that protrudes on the inner peripheral side of the fitting portion 40 c and on the negative side in the x-axis direction from the fitting portion 40 c is accommodated in the first axial hole 504. The piston 41P protruding from the hole 400 of the master cylinder housing 40 to the x-axis negative direction side is accommodated in the second axial hole 505.

  On the other hand, the surface on the x-axis negative direction side of the stroke simulator housing 50 including the surface on the x-axis negative direction side of the flange portion 50c constitutes a vehicle attachment surface 508 for attaching the stroke simulator housing 50 (brake device 1) to the vehicle. To do. The stroke simulator housing 50 is fastened and fixed to the x-axis positive direction side of the lower part of the dash panel (floor panel) of the vehicle body by the stud shaft 509. The dash panel is a partition member on the vehicle body side that partitions an engine room (or a motor room in which a power unit such as a traveling motor is installed; hereinafter simply referred to as an engine room) and a vehicle compartment. The stroke simulator housing 50 is fixed to the dash panel at four fastening points while a slight gap in the x-axis direction is formed between the flange portion 50c and the dash panel by the spacer of the stud shaft 509. The size of the flange portion 50c (the thickness in the x-axis direction, the width in the y-axis direction, and the height in the z-axis direction) is sufficient to ensure that the mounting strength of the brake device 1 to the vehicle is sufficient and does not become unnecessarily large. Set to.

  Since the master cylinder housing 40 is fixed to the stroke simulator housing 50 as described above, the master cylinder housing 40 is fixed to the vehicle via the stroke simulator housing 50. With the brake device 1 fixed to the dash panel, the x-axis negative direction side of the push rod 2 penetrates the dash panel and protrudes into the vehicle interior (x-axis negative direction side). The master cylinder 4, the reservoir tank 3, the stroke simulator 5, etc. are installed in the engine room (x-axis positive direction side). A part of the stopper portion 507 of the stroke simulator housing 50 protrudes from the vehicle attachment surface 508 to the x-axis negative direction side to form a locking portion. A boot 2 a is attached to the locking portion to cover the push rod 2. As described above, the stroke simulator housing 50 is rigidly fixed to the dash panel by the stud shaft 509 (without using an elastic body). Therefore, a favorable reaction force is generated with respect to the brake operation force (stepping force) of the driver input to the brake pedal (push rod 2), and the brake operation force is appropriately transmitted to the piston 41 of the master cylinder 4. A master cylinder hydraulic pressure corresponding to the brake operating force is generated.

  Next, the arrangement of the brake device 1 will be described. When viewed in the z-axis direction, the master cylinder 4 and the stroke simulator 5 are arranged so as to be in the vertical position when mounted on the vehicle. That is, the master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other when viewed from the vertical direction when the vehicle is mounted. When the vehicle is mounted, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are arranged in this order from the top. That is, the reservoir tank 3 is disposed on the upper side of the master cylinder 4, and the stroke simulator 5 is disposed on the lower side of the master cylinder 4. The master cylinder 4 and the stroke simulator 5 are arranged in parallel with each other. In other words, the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in substantially the same direction. As a result, when the vehicle is mounted, the master cylinder 4 and the stroke simulator 5 are positioned up and down with their axial directions aligned.

  As shown in FIG. 7, when mounted on the vehicle, the center of the reservoir tank 3 in the y-axis direction, the axis of the master cylinder 4, and the axis of the stroke simulator 5 are substantially the same in parallel to the z-axis when viewed from the x-axis direction. Are arranged on a straight line. Therefore, when the vehicle is mounted, the range in which the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 overlap each other when viewed from the vertical direction is maximized. Thereby, the area which projected the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 in the perpendicular direction becomes the minimum. As shown in FIGS. 3 and 4, the master cylinder 4 (main body portion 40 a of the master cylinder housing 40) and the stroke simulator 5 (main body portion 50 a of the stroke simulator housing 50) have a width (dimension in the y-axis direction) of the reservoir tank 3. It is provided to fit inside. Further, as shown in FIG. 5, the brake pipes 70 and 71 are provided so as to be within the entire height (dimension in the z-axis direction) of the reservoir tank 3, the master cylinder housing 40, and the stroke simulator housing 50. For example, the brake pipe 71 does not protrude from the reservoir tank 3 toward the positive z-axis direction. The brake pipe 70 does not protrude from the stroke simulator housing 50 toward the negative z-axis direction.

  When viewed in the y-axis direction, each member and structure of the brake device 1 are provided so as to be within the width of the flange portion 50c of the stroke simulator housing 50. For example, as shown in FIG. 3 and FIG. 4, the master cylinder 4 (including the flange portion 40b including the fastening portions 40d and 40e of the master cylinder housing 40) and the stroke simulator 5 (including the fastening portions 50i and 50j of the stroke simulator housing 50) are included. The connecting portion 50b and the like are configured to be within the width (dimension in the y-axis direction) of the flange portion 50c. As shown in FIGS. 3 and 7, the brake pipe 71 is provided so as to be within the width (y-axis direction dimension) of the flange portion 50 c. In other words, the brake pipe 71 is disposed substantially parallel to the xz plane, and the brake pipe 71 (the y-axis positive direction end) is located on the y-axis negative direction side of the y-axis positive direction edge of the flange portion 50c ( (It does not protrude in the positive y-axis direction from the flange portion 50c).

  The stroke simulator valve 6 is disposed at an axial position of the stroke simulator 5. That is, as shown in FIG. 7, the stroke simulator valves 6 overlap with each other on one side of the stroke simulator 5 in the axial direction (x-axis positive direction side) when viewed from the axial direction (x-axis direction) of the stroke simulator 5. Has been placed. Further, the operation direction of the valve element 640 (plunger 64) of the stroke simulator valve 6 and the operation direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction. More specifically, the stroke simulator valve 6 is disposed substantially coaxially with the stroke simulator 5. The central axis of the stroke simulator valve 6 (valve mounting hole 503) is provided on substantially the same straight line as the central axis of the stroke simulator 5 (axial direction holes 501, 502). Therefore, the range where the stroke simulator 5 and the stroke simulator valve 6 overlap each other in the axial direction is the maximum. Thereby, the area which projected the stroke simulator 5 and the stroke simulator valve | bulb 6 in the x-axis direction becomes the minimum. As shown in FIG. 7, the stroke simulator valve 6 (the flange portion 50f including the fastening portions 50g, 50h of the stroke simulator housing 50, the solenoid 61, etc.) is the width of the stroke simulator 5 (the main body portion 50a of the stroke simulator housing 50). It is provided so as to be within the y-axis direction dimension) and the height (z-axis direction dimension).

  The stroke simulator valve 6 is disposed below the master cylinder 4 so as to overlap the master cylinder 4 when viewed from the vertical direction when the vehicle is mounted. The master cylinder 4 and the stroke simulator valve 6 are arranged in parallel to each other (the axial directions are substantially the same as each other). As a result, the master cylinder 4 and the stroke simulator valve 6 are positioned up and down with their axial directions aligned. When mounted on the vehicle, the axis of the master cylinder 4 and the axis of the stroke simulator valve 6 are arranged so as to be aligned on substantially the same straight line parallel to the z axis when viewed from the x-axis direction. Therefore, the range in which the master cylinder 4 and the stroke simulator valve 6 overlap each other when viewed from the vertical direction is maximized. As shown in FIGS. 4 and 7, the stroke simulator valve 6 (the flange portion 50f including the fastening portions 50g and 50h of the stroke simulator housing 50, the solenoid 61, etc.) is connected to the master cylinder 4 (the main body portion 40a of the master cylinder housing 40). Is provided so as to be within the width (dimension in the y-axis direction).

  When viewed in the x-axis direction, as shown in FIGS. 3 and 4, the x-axis negative direction end of the stroke simulator 5, specifically, the x-axis negative direction end of the main body portion 50a of the stroke simulator housing 50 is the flange portion 50c. Is provided. The x-axis positive direction end of the stroke simulator valve 6, specifically, the x-axis positive direction end of the solenoid 61 excluding the connector portion 610 is located on the x-axis negative direction side with respect to the x-axis positive direction end surface of the master cylinder housing 40. (Does not protrude from the master cylinder housing 40 toward the positive x-axis direction). As shown in FIGS. 3 to 6, the x-axis positive direction end of the reservoir tank 3, the master cylinder 4 x-axis positive direction end, and the stroke simulator valve 6 (connector portion 610) x-axis positive direction end are substantially the same. At the same position in the x-axis direction. As shown in FIGS. 4 and 5, the brake pipe 71 is provided so as to be within the length (x-axis direction dimension) of the master cylinder housing 40 and the stroke simulator housing 50. For example, the brake pipe 71 (of the x-axis positive direction end) is positioned on the x-axis negative direction side of the master cylinder housing 40 on the x-axis positive direction end surface (does not protrude toward the x-axis positive direction side of the master cylinder housing 40). .

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

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

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

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

  The controller 8b is configured separately from the master cylinder 4, in other words, separate from the brake device 1 (master cylinder unit including the stroke simulator valve 6). The controller 8b is provided with a connector 83 to which a harness is connected. The stroke simulator valve 6 and the controller 8b are connected via a harness. The controller 8b receives a pedal stroke sensor for detecting the operation amount of the brake pedal, a detection value sent from the hydraulic pressure sensor for detecting the discharge pressure of the pump and the master cylinder hydraulic pressure, and information on the running state sent from the vehicle. The Based on these detection values and information, the controller 8b controls the opening / closing of each electromagnetic valve of the hydraulic unit 8a and the number of rotations of the motor (pump discharge amount) according to a built-in program. By controlling the wheel cylinder hydraulic pressure by this, boost control to reduce brake operating force, anti-lock brake control (ABS) to suppress wheel slip due to braking (relaxing the locking tendency), Brake control (vehicle behavior control such as VDC and ESC) to stabilize vehicle behavior by suppressing side slip of the vehicle, automatic brake control such as preceding vehicle follow-up control, and target deceleration (in coordination with regenerative brake) Regenerative cooperative brake control to achieve the target braking force). For example, in boost control, the master cylinder hydraulic pressure generated in response to a brake operation is driven by the hydraulic pressure unit 8a (using the pump discharge pressure) to pressurize the assist hydraulic pressure that is formed. Create wheel cylinder hydraulic pressure higher than hydraulic pressure.

  In a state where the hydraulic unit 8a is inactive, the hydraulic chamber 43 of the master cylinder 4 and the wheel cylinder of each wheel are in communication. At this time, the wheel cylinder hydraulic pressure is generated by the master cylinder hydraulic pressure generated using the operating force (depressing force) of the brake pedal by the driver (pressing force brake). In response to the depression of the brake pedal, brake fluid is supplied from each hydraulic chamber 43 of each system of the master cylinder 4 (via an oil passage in the hydraulic unit 8a) to each wheel cylinder (pressure increase). Time). That is, the master cylinder hydraulic pressure generated according to the depression operation of the brake pedal is supplied to the wheel cylinder as it is. When the brake pedal is stepped back, the brake fluid is returned from each wheel cylinder (via the oil passage in the hydraulic unit 8a) toward the master cylinder 4 (during pressure reduction). At this time, the stroke simulator valve 6 provided on the simulator oil passage is in a non-energized state and is closed. Therefore, the communication between the master cylinder 4 (hydraulic pressure chamber 43P) and the stroke simulator 5 (main chamber 54) is blocked.

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

[Operation of Reference Example]
Next, the operation will be described. In the brake system of this reference example, the brake device 1 and the actuator 8 are provided separately (separated). Therefore, the versatility of each device (brake device 1 and actuator 8) is high, and the brake system can be easily applied to different vehicle types. Moreover, the brake device 1 can be reduced in size compared with the case where the brake device 1 and the actuator 8 are provided integrally. In general, an installation space in a vehicle of a brake device as an input device to which a brake operation is input is limited. However, by reducing the size of the brake device 1, the layout flexibility of the brake device 1 can be improved.

  In the brake system of this reference example, the actuator 8 is provided so as to be capable of executing boost control that reduces the brake operation force by generating a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure. In other words, the actuator 8 provided as a wheel cylinder hydraulic pressure control unit provided separately from the brake device 1 can also function as a booster. Therefore, it is possible to omit a conventional booster, for example, a master back that boosts the brake operation force using the intake pressure (negative pressure) generated by the vehicle engine. In addition, the brake device 1 as the input device may not include a booster that boosts the brake operation force using an accumulator, an electric motor, or the like. Therefore, the whole brake system can be simplified and the applicability to a vehicle is high. In addition, the space of the vehicle can be saved while reducing the size of the brake device 1. For example, the brake device 1 can be installed in a space necessary for installing the master back. Instead of functioning the actuator 8 also as a booster, the negative pressure type, the link type using a link mechanism, or the electric (hydraulic type) booster using an electric motor or the like may be provided. . The brake device 1 (brake system) of this reference example is suitable for a vehicle that can generate a regenerative braking force, but can also be applied to other vehicles (non-electric vehicles that use only an engine as a drive source). is there.

  In the brake device 1, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are provided integrally (assuming that one master cylinder unit is configured). Therefore, the oil path connecting the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 can be shortened. Further, the brake device 1 as an input device including the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 can be reduced in size. By reducing the size of the brake device 1, it is easy to mount the brake device 1 on different vehicle types, and versatility is high. Therefore, manufacturing cost can be reduced.

Here, in general, the master cylinder varies depending on the vehicle type of the vehicle on which it is mounted. If the master cylinder and the stroke simulator are formed using a common housing, it is necessary to set the common housing for each variation of the master cylinder. Therefore, in this case, it is difficult to apply the brake device to different vehicle types (vehicle grades), diversion is difficult, and there is a possibility that the versatility may be lacking.
In contrast, in the brake device 1, the master cylinder housing 40 is fixed to the stroke simulator housing 50. That is, before assembling the brake device 1, the master cylinder 4 and the stroke simulator 5 are separate bodies (having their own housings 40 and 50) and are separated from each other. The brake device 1 is completed by fixing the housings 40 and 50 integrally at the time of assembly. Therefore, it is not necessary to newly provide a housing for the entire brake device 1 for each variation of the master cylinder 4. Therefore, since the existing master cylinder 4 can be used, versatility with respect to different vehicle types (vehicle grades) is high. In other words, the master cylinder 4 and the stroke simulator 5 are modularized so that the modules 4 and 5 can be appropriately combined according to the type of vehicle (vehicle grade) to be mounted. Therefore, it is easy to use existing products. Specifically, it is suitable for a vehicle by appropriately combining an existing master cylinder 4 (master cylinder housing 40) corresponding to the vehicle grade of the vehicle to be mounted on a predetermined stroke simulator 5 (stroke simulator housing 50). The brake device 1 can be obtained.

  The master cylinder housing 40 and the stroke simulator housing 50 are joined (printed joint) by a joint surface (such as an outer peripheral surface of the fitting portion 40c) provided with a stamping part, and are fixed integrally with each other. Therefore, the existing (general purpose) master cylinder can be used more easily. For example, a concave shape (the first axial direction in this reference example) that fits in any protrusion (originally fitting part 40c on the x-axis negative direction side) provided in the housing of the existing master cylinder. If the hole 504) is provided in the stroke simulator housing 50 and both are stamped and joined, the existing master cylinder 4 can be used as it is.

  The stroke simulator housing 50 includes a vehicle attachment surface 508 and is attached to the vehicle by the vehicle attachment surface 508. Therefore, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle via the stroke simulator housing 50. That is, not the stroke simulator housing 50 but the master cylinder housing 40 may be attached to the vehicle. However, in this case, if the stroke simulator housing 50 is fixed to the master cylinder housing 40 attached to the vehicle without changing the shape of the existing master cylinder housing 40 as much as possible (for improving versatility), the master cylinder housing At 40, the appropriate locations where the stroke simulator housing 50 can be joined are limited. That is, it is relatively easy to improve the versatility of the master cylinder 4 and attach the stroke simulator 5 to the vehicle via the master cylinder housing 40 (attached to the vehicle). On the other hand, there are fewer restrictions on changing the shape in the stroke simulator housing 50 than in the master cylinder housing 40. Therefore, if the stroke simulator housing 50 is attached to the vehicle as in this reference example and the master cylinder 4 is attached to the vehicle via the stroke simulator housing 50, the shape of the stroke simulator housing 50 can be set relatively freely. Therefore, it is relatively easy to secure a portion where the master cylinder housing 40 can be joined. That is, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle while improving the versatility of the master cylinder 4. Further, in this reference example, since the stroke simulator housing 50 is attached to the vehicle, the versatility of the stroke simulator housing 50 can be improved as compared with the case where the master cylinder housing 40 is attached to the vehicle. In other words, when the stroke simulator housing 50 is attached to the vehicle, the vehicle mounting portion originally provided in the existing master cylinder housing (a fitting portion in this reference example) is used as a portion of the master cylinder housing 40 to be joined to the stroke simulator housing 50. 40c) can be selected. This vehicle attachment part (fitting part 40c) is standardized to some extent. If a concave shape corresponding to the standardized vehicle attachment portion (fitting portion 40c) is provided in the stroke simulator housing 50, this can be used as a general-purpose stroke simulator housing 50. That is, since the general-purpose stroke simulator housing 50 can be combined with an arbitrary master cylinder housing 40, the stroke simulator 5 can be easily used.

  In addition, since the master cylinder 4 (master cylinder housing 40) and the stroke simulator 5 (stroke simulator housing 50) are separated from each other before assembly, brake pipes 70 and 71 constituting oil passages for connecting them are provided. It is preferable. In this reference example, the pipe mounting portion 320a of the reservoir tank 3 and the connection port 58 of the stroke simulator 5 are provided on the same side surface (y-axis positive direction side) of the brake device 1, thereby shortening the brake pipe 71, Connection workability and handling performance of the brake pipe 71 can be improved. The same applies to the brake pipe 70. In addition, among the brake pipes, at least the brake pipe 71 where high pressure does not act is formed of a flexible material (material such as rubber). Therefore, compared with the case where the brake pipe 71 is configured as a steel pipe, the layout and handling characteristics of the brake pipe 71 can be improved.

  When the vehicle is mounted, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (become up and down positions) when viewed from the vertical direction. Therefore, the projected area of the brake device 1 from above can be reduced. Thereby, when it sees from upper direction, the area | region (occupied area) which the brake device 1 occupies in an engine room can be reduced, and the vehicle mounting property (layout property in an engine room) of the brake device 1 can be improved. In addition, space saving in the engine room can be achieved, and workability when installing the brake device 1 in the engine room can be improved. Note that it is sufficient if there is a range where the master cylinder 4 and the stroke simulator 5 partially overlap when projected in the vertical direction, but it is preferable that at least half of the stroke simulator 5 overlap with the master cylinder 4. In the present reference example, by arranging the stroke simulator 5 directly below the master cylinder 4, the area where both overlap in the vertical direction is increased, and thus the above effect can be enhanced.

  Specifically, the master cylinder 4 and the stroke simulator 5 overlap each other in the axial direction (x-axis direction) of the master cylinder 4 (both 4, 5 overlap when viewed from the direction orthogonal to the axis of the master cylinder 4). Is arranged. Thus, by arrange | positioning both 4 and 5 so that it may overlap in an axial direction (longitudinal direction), the increase in the dimension of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed. Further, when the axis of the master cylinder 4 is installed so as to extend in the longitudinal direction of the vehicle, the master cylinder 4 and the stroke simulator 5 can be overlapped when viewed from above. Therefore, the occupied area of the brake device 1 can be reduced.

  The axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in the same direction (substantially parallel to each other). In other words, the axial directions (longitudinal directions) of the master cylinder 4 and the stroke simulator 5 are aligned (aligned). Therefore, it is possible to reduce the area in which the entire master cylinder 4 and the stroke simulator 5 are projected from the axial direction of the master cylinder 4 as compared with the case where both the axial directions are shifted from each other (there is an angle between both axes). is there. In other words, it is possible to suppress an increase in the size of the brake device 1 (the size of the entire device in the direction perpendicular to the axis of the master cylinder 4) in a plane extending perpendicular to the axis of the master cylinder 4. Further, when the master cylinder 4 and the stroke simulator 5 are viewed as a whole from the direction perpendicular to the axis of the master cylinder 4, when viewed from a direction in which the axes of the four and the fifth are located on the same straight line, the master cylinder It is possible to minimize the overall size of the device in the direction perpendicular to the four axes.

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

  In the present reference example, since the area where the master cylinder 4 and the stroke simulator 5 overlap in the vertical direction is maximized, the above effect can be enhanced by minimizing the overall projected area in the vertical direction. As shown in FIG. 4, when viewed from the z-axis direction, the stroke simulator 5 (excluding a part of the connecting portion 50b of the stroke simulator housing 50 and the flange portion 50c) is the contour of the master cylinder 4 (master cylinder housing 40). Fits within. The master cylinder 4 (excluding a part of the flange portion 40b) fits within the contour of the reservoir tank 3. Therefore, as shown in FIG. 3, the projected area in the vertical direction of the brake device 1 is (the flange portion 40b of the master cylinder housing 40, the connection portion 50b of the stroke simulator housing 50, the pipe mounting portion 320, and the brake pipe 70, Except for 71), the projected area in the vertical direction of the reservoir tank 3 is substantially equal. Therefore, the projected area in the vertical direction of the brake device 1 can be made as small as possible.

  Further, the operation direction of the valve element 640 (plunger 64) of the stroke simulator valve 6 and the operation direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction. In other words, the axial directions of the stroke simulator valve 6 and the stroke simulator 5 are matched. Therefore, it is possible to reduce the projected area from the axial direction of the entire stroke simulator 5 of the stroke simulator valve 6 and the stroke simulator 5 as compared with the case where both axial directions are shifted from each other (there is an angle between both axes). It is. In other words, it is possible to suppress an increase in the size of the brake device 1 (the size of the entire device in the direction perpendicular to the axis of the stroke simulator 5) in a plane extending perpendicular to the axis of the stroke simulator 5. Therefore, when the shaft of the stroke simulator 5 is installed so as to extend in the front-rear direction of the vehicle, a region (occupied area) occupied by the brake device 1 in the engine room when viewed from the front-rear direction is reduced. Mountability can be improved. Further, by matching the axial directions of the stroke simulator valve 6 and the stroke simulator 5, as a result, the axial directions of the master cylinder 4 and the stroke simulator valve 6 are matched (substantially parallel to each other). In addition, the occupied area when viewed from above the brake device 1 can be further reduced.

  The stroke simulator valve 6 is disposed at an axial position of the stroke simulator 5. That is, the stroke simulator valve 6 is disposed so as to overlap the stroke simulator 5 when viewed from the axial direction (x-axis direction). Thereby, the projection area from the axial direction of the stroke simulator 5 of the whole stroke simulator valve | bulb 6 and the stroke simulator 5 can be made small. In this reference example, the stroke simulator valve 6 is disposed substantially coaxially with the stroke simulator 5. Therefore, when viewed from the axial direction (x-axis direction), the area where both 5 and 6 overlap can be maximized, and the projected area can be minimized. Further, the master cylinder 4 and the stroke simulator valve 6 are arranged so as to overlap each other in the x-axis direction. Thus, by arrange | positioning both 4 and 6 so that it may overlap in an axial direction (longitudinal direction), the increase in the dimension of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed. When the axis of the master cylinder 4 is installed so as to extend in the longitudinal direction of the vehicle, the master cylinder 4 and the stroke simulator valve 6 can be overlapped when viewed from the vertical direction. Therefore, the occupation area when viewed from above the brake device 1 can be reduced. It should be noted that there is a range where the master cylinder 4 and the stroke simulator valve 6 partially overlap when projected in the vertical direction, but it is preferable that at least half of the stroke simulator valve 6 overlaps the master cylinder 4. In the present reference example, the above effect can be enhanced by maximizing the area in which both 4 and 6 overlap in the vertical direction and minimizing the projected area in the vertical direction. As shown in FIG. 4, when viewed from the z-axis direction, the stroke simulator valve 6 fits within the contour of the master cylinder 4 (master cylinder housing 40). The x-axis positive direction end of the stroke simulator valve 6 (connector portion 610) is substantially at the same x-axis position as the x-axis positive direction ends of the reservoir tank 3 and the master cylinder 4. Therefore, the projected area in the vertical direction of the brake device 1 can be made as small as possible.

  By integrating the housing of the stroke simulator valve 6 and the housing of the stroke simulator 5 in the stroke simulator housing 50, the entire brake device 1 can be further miniaturized and the vehicle mountability can be improved. Moreover, since the structure and brake piping for connecting both 5 and 6 become unnecessary, it is possible to improve the fail-safe property while simplifying the configuration and improving the mounting workability. The controller 8b that controls the stroke simulator valve 6 is configured separately from the brake device 1 and is connected to the stroke simulator valve 6 via a harness. Therefore, compared with the case where the brake device 1 and the controller 8b are provided integrally, the brake device 1 can be downsized and the layout flexibility of the brake device 1 can be improved. In other words, the layout performance of the brake device 1 can be improved by integrating the hydraulic pressure controller for controlling the wheel cylinder hydraulic pressure and the controller for controlling the stroke simulator valve 6 as the controller 8b.

  The master cylinder 4 and the stroke simulator 5 (and the stroke simulator valve 6) are configured to be within the width (y-axis direction dimension) of the flange portion 50c for mounting the brake device 1 (stroke simulator housing 50) to the vehicle. . Therefore, it is possible to reduce the size of the brake device 1 in the lateral direction of the vehicle (in other words, the direction perpendicular to the axis of the master cylinder 4 and the stroke simulator valve 6 when viewed from above). Thereby, the vehicle mountability of the brake device 1 can be further improved.

  The brake pipe 71 that connects the reservoir tank 3 and the stroke simulator 5 is provided so as to be within the width (y-axis direction dimension) of the flange portion 50c. Therefore, the size of the brake device 1 in the lateral direction of the vehicle can be reduced, and the vehicle mountability of the brake device 1 can be further improved. Specifically, the fastening portion 40d of the master cylinder housing 40 and the fastening portion 50i of the stroke simulator housing 50 are accommodated within the width (y-axis direction dimension) of the flange portion 50c while protruding in the y-axis positive direction side. Pipe mounting portions 320a and 580 are arranged in the space above and below the fastening portions 40d and 50i, respectively. The pipe mounting portions 320a and 580 are both bent so as to open to the x-axis positive direction side (not the y-axis positive direction side) and are provided so as to be within the width (dimension in the y-axis direction) of the flange portion 50c. . The brake pipe 71 attached to the pipe attachment parts 320a and 580 is installed in a U shape that bypasses the fastening parts 40d and 50i and the discharge port 44P. As a result, the brake pipe 71 fits within the width (dimension in the y-axis direction) of the flange portion 50c while eliminating interference with the fastening portion 40d and the like. By providing the brake pipe 71 so as not to protrude outward in the width direction from the flange portion 50c, interference between the brake pipe 71 and other members in the engine room can be avoided. Therefore, the vehicle mountability of the brake device 1 can be improved while suppressing damage to the brake pipe 71. In particular, when the brake pipe 71 is formed of a flexible material (a material such as rubber), the damage can be effectively suppressed.

  The stroke simulator 5 is disposed on the lower side of the master cylinder 4, and the reservoir tank 3 is disposed on the upper side of the master cylinder 4 (in order of the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 from the top when the vehicle is mounted). For this reason, the air bleeding property of the brake device 1 can be improved. In other words, when the brake device 1 is attached to the vehicle or maintenance (brake fluid replacement), an operation of removing air from the brake device 1 is performed. In the simulator oil passage, the air can be easily extracted by the air bleeding bleeder 57 on the side of the stroke simulator 5 (including the main chamber 54) from the stroke simulator valve 6. Here, the bleeder 57 is provided so as to open to the z-axis positive direction side of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, an upper portion where air easily collects. Therefore, the air bleeding property can be improved. On the other hand, in the simulator oil passage, on the master cylinder 4 side of the stroke simulator valve 6, the air passes through the brake pipe 70 to the master cylinder 4 (hydraulic pressure chamber 43 </ b> P) and the reservoir tank 3 (supply port 30). Can be pulled out. Here, the stroke simulator 5 is disposed below the master cylinder 4, and the reservoir tank 3 is disposed above the master cylinder 4. Therefore, since air (bubbles) rises due to buoyancy and is easily removed from the reservoir tank 3 via the brake pipe 70 and the like, the air venting performance can be improved.

[Effect of reference example]
The inventions and effects obtained from the reference examples are listed below.
(1) a master cylinder 4 in which a piston 41 is provided so as to be operable in the axial direction inside the master cylinder housing 40;
A stroke simulator 5 provided with a reaction force piston 51 that is actuated in the axial direction by the brake fluid flowing into the stroke simulator housing 50;
The master cylinder housing 40 is fixed to the stroke simulator housing 50.
Thus, by making the master cylinder housing 40 separate from the stroke simulator housing 50, it is not necessary to set the housing of the entire brake device 1 for each variation of the master cylinder 4. Therefore, versatility can be improved.
(2) The stroke simulator housing 50 includes a vehicle attachment surface 508 for attaching to the vehicle.
Therefore, the master cylinder 4 and the stroke simulator 5 can be attached to the vehicle relatively easily via the stroke simulator housing.
(3) The master cylinder housing 40 and the stroke simulator housing 50 have a joint surface (such as an outer peripheral surface of the fitting portion 40c) for fixing them together, and the joint surface has a stamping part.
Therefore, a general-purpose master cylinder can be used by stamping joining.
(4) The master cylinder 4 and the stroke simulator 5 are integrally disposed so as to overlap each other when viewed from the vertical direction when the vehicle is mounted.
Therefore, the area occupied by the brake device 1 as viewed from above can be reduced, thereby improving the vehicle mountability.
(19) an actuator 8 for controlling a wheel cylinder hydraulic pressure in accordance with a brake operation state or a vehicle state;
A brake system provided with a brake device 1 that is provided separately from the actuator 8 and that operates according to a driver's brake operation,
The brake device 1 includes a master cylinder 4 that generates brake fluid pressure by a driver's brake operation,
A stroke simulator 5 for generating the pseudo operation reaction force of the brake operation member by receiving the brake fluid flowing out from the master cylinder 4;
The master cylinder 4 has a master cylinder housing 40 in which a piston 41 is provided so as to be operable in the axial direction.
The stroke simulator 5 has a stroke simulator housing 50 provided with a reaction force piston 51 that operates in the axial direction by the brake fluid flowing into the inside,
The brake system, wherein the master cylinder housing 40 is fixed to the stroke simulator housing 50.
Therefore, the same effect as the above (1) can be obtained.

[Example 1]
The brake device 1 according to the first embodiment is arranged such that the stroke simulator 5 is on the side of the master cylinder 4 when the vehicle is mounted. First, the configuration will be described. Hereinafter, the same reference numerals are given to configurations common to the reference example, description thereof is omitted, and only different portions will be described. FIGS. 11-18 shows the whole brake device 1 of Example 1 from each direction similar to FIGS. 1-8.

  The supply port 32a (pipe attachment portion 320a) of the reservoir tank 3 is provided on the x-axis positive direction side and the y-axis negative direction side, and the supply port 32b (pipe attachment portion 320b) is provided on the x-axis positive direction side and the y-axis positive direction side. Is provided. The discharge ports 44P and 44S of the master cylinder housing 40 open on the side surface on the y-axis positive direction side, and the other discharge ports 44P other than the above open on the side surface on the z-axis negative direction side. 17, the fastening portion 40d of the flange portion 40b of the master cylinder housing 40 is provided on the y-axis positive direction side and the z-axis negative direction side, and the fastening portion 40e is provided on the y-axis negative direction side and the z-axis positive direction side. Is provided. The air bleeding bleeder 57 of the stroke simulator housing 50 protrudes from the outer peripheral surface of the cylindrical portion 50e to the y-axis negative direction side and the z-axis positive direction side.

  The connection port 58 (pipe attachment portion 580) is provided on the z axis positive direction side of the cylindrical portion 50d. The pipe mounting portion 580 protrudes from the outer surface of the cylindrical portion 50d slightly on the x-axis negative direction side and z-axis positive direction side to the z-axis positive direction side, bends to the x-axis positive direction side, and opens to the x-axis positive direction side. It is provided to do. As shown in FIGS. 13 and 16, the brake pipe 71 extends in the x-axis direction and is installed in an S shape when viewed from the z-axis positive direction side. The brake pipe 71 extends from the pipe mounting portion 320a of the reservoir tank 3 to the x-axis positive direction side, and then skews so as to be offset to the y-axis negative direction side (away from the reservoir tank 3), and then the x-axis positive line again. It extends in the direction side and is attached to the pipe attachment portion 580. The connection port 59 is provided so as to open in the z-axis negative direction side. As shown in FIG. 17, the brake pipe 70 extends from the discharge port 44P on the negative z-axis direction side of the master cylinder 4 to the negative z-axis direction side, bends to the negative y-axis side, and extends substantially parallel to the y-axis. Then, it is folded back to the z-axis positive direction side again and connected to the connection port 59.

  The connection part 50b of the stroke simulator housing 50 is provided on the y axis positive direction side of the main body part 50a. The fastening part 50i is provided on the y-axis positive direction side and the z-axis negative direction side of the connection part 50b, and the fastening part 50j is provided on the y-axis negative direction side and the z-axis positive direction side of the connection part 50b. The axis of the main body 50a and the axis of the connecting part 50b are located approximately at the center in the z-axis direction of the flange part 50c, and the axis of the connecting part 50b is located approximately at the center of the flange part 50c in the y-axis direction. It is provided so that the axis of the main body 50a is positioned in the vicinity of the side of the portion 50c on the y-axis negative direction side. The height (z-axis direction dimension) of the flange portion 50c is larger than the height (z-axis direction dimension) of the main body portion 50a and the main body portion 40a of the master cylinder housing 40, and the flange portion of the connection portion 50b or the master cylinder housing 40 is used. The height is approximately the same as the height (z-axis direction dimension) of the portion 40b. The width of the flange portion 50c (dimension in the y-axis direction) is larger than the width of the reservoir tank 3 (dimension in the y-axis direction), and the width of the flange portion 40b of the connecting portion 50b or the master cylinder housing 40 (dimension in the y-axis direction). ) And approximately the same. Specifically, as shown in FIG. 17, the outer peripheral edges of the fastening portions 50i, 50j of the connecting portion 50b or the fastening portions 40d, 40e of the flange portion 40b substantially coincide with the outer peripheral edge of the flange portion 50c (y In the axial direction and the z-axis direction, respectively).

  The master cylinder 4 and the stroke simulator 5 are arranged so as to be in a horizontal position when mounted on the vehicle. That is, the master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other when viewed from the side when the vehicle is mounted. When the vehicle is mounted, the reservoir tank 3 is disposed above the master cylinder 4. With the master cylinder 4 and the stroke simulator 5 (including the stroke simulator valve 6; hereinafter the same) aligned in the axial direction, the stroke simulator 5 is arranged on the lateral side (y-axis negative direction side) of the master cylinder 4. . As shown in FIG. 17, when mounted on the vehicle, the axis of the master cylinder 4 and the axis of the stroke simulator 5 are arranged so as to be aligned on substantially the same straight line parallel to the y axis when viewed from the x-axis direction. . Therefore, when the vehicle is mounted, the range in which the master cylinder 4 and the stroke simulator 5 overlap each other when viewed from the side is maximized. Thereby, the area which projected the master cylinder 4 and the stroke simulator 5 in the horizontal direction becomes the minimum.

  The connection port 58 of the stroke simulator housing 50 is provided so as to protrude toward the z-axis positive direction side on the y-axis negative direction side of the brake device 1, and the y-axis negative direction end of the connection port 58 is connected to the cylindrical portion 50d. It is located in the vicinity of the y-axis negative direction edge (does not protrude to the y-axis negative direction side from the cylindrical portion 50d). The y-axis negative direction end of the brake pipe 71 attached to the pipe attachment part 580 does not protrude further toward the y-axis negative direction side than the cylindrical part 50d. On the y-axis positive direction side of the brake device 1, the y-axis positive direction end of the pipe mounting portion 320b is located in the vicinity of the edge of the flange portion 50c in the y-axis positive direction. The amount of protrusion of the pipe mounting portion 320b (to the y-axis positive direction side) from the side on the y-axis positive direction side of the flange portion 50c is slight.

  As shown in FIGS. 16 and 17, the master cylinder 4 (the main body portion 40a and the flange portion 40b of the master cylinder housing 40) and the stroke simulator 5 (the main body portion 50a and the connecting portion 50b of the stroke simulator housing 50) have a flange portion 50c. It is comprised so that it may be settled in the height (z-axis direction dimension). The brake pipes 70 and 71 are provided so as to be within the height (z-axis direction dimension) of the reservoir tank 3, the master cylinder housing 40, and the stroke simulator housing 50. For example, the brake pipe 71 does not protrude from the reservoir tank 3 toward the positive z-axis direction. Further, the brake pipe 70 is provided so as to be within the height (z-axis direction dimension) of the flange portion 50c. That is, the brake pipe 70 is arranged so as to extend substantially parallel to the y-axis (substantially parallel to the side of the flange part 50c on the z-axis negative direction side), and the brake pipe 70 (the end of the z-axis negative direction) is the flange part. It is located in the vicinity of the z-axis negative direction edge of 50c (it does not protrude to the z-axis negative direction side from the flange portion 50c).

  As shown in FIG. 15, when the brake device 1 is viewed from the positive side of the y-axis, the stroke simulator 5 (except for the connecting portion 50 b and the flange portion 50 c of the stroke simulator housing 50) is behind the master cylinder 4. can not see. The brake pipe 71 is hidden behind the reservoir tank 3 and cannot be seen. As shown in FIG. 18, when the brake device 1 is viewed from the x-axis negative direction side, the master cylinder 4, approximately half of the stroke simulator 5 (main body portion 50 a of the stroke simulator housing 50), and most of the brake pipe 70 are It is not visible behind the flange 50c.

  Next, the operation will be described. When the vehicle is mounted, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (become left and right positions) when viewed from the side. Therefore, the projected area of the brake device 1 from the lateral direction can be reduced. Thereby, when it sees from a horizontal direction, the area | region (occupation area) which the brake device 1 occupies in an engine room can be reduced, and the vehicle mounting property of the brake device 1 can be improved. Further, space saving in the engine room can be achieved. In other words, the vertical dimension of the brake device 1 can be kept low. For this reason, for example, application to a small car is easy. It should be noted that there may be a range where the master cylinder 4 and the stroke simulator 5 partially overlap when projected in the lateral direction, but it is preferable that at least half of the stroke simulator 5 overlap with the master cylinder 4. In this embodiment, the stroke simulator 5 is arranged directly beside the master cylinder 4 so that the area where the two overlap in the horizontal direction is maximized, so that the above effect can be enhanced. As shown in FIGS. 15 and 16, the stroke simulator 5 and the stroke simulator valve 6 (with the exception of the connecting portion 50 b and the flange portion 50 c of the stroke simulator housing 50) are within the contour of the master cylinder 4 when viewed from the y-axis direction. Fits in. Therefore, the projected area in the lateral direction of the brake device 1 is substantially equal to the projected area in the lateral direction of the master cylinder 4 and the reservoir tank 3 (except for the connecting portion 50b of the stroke simulator housing 50 and the brake pipe 70).

  The master cylinder 4 and the stroke simulator 5 (and the stroke simulator valve 6) are configured to be within the height (z-axis direction dimension) of the flange portion 50c. Therefore, the size of the brake device 1 in the vertical direction of the vehicle can be reduced. Thereby, the vehicle mountability of the brake device 1 can be further improved. The brake pipes 70 and 71 are provided so as to be within the height (z-axis direction dimension) of the reservoir tank 3, the master cylinder housing 40, and the stroke simulator housing 50. For example, the brake pipe 70 connecting the master cylinder 4 and the stroke simulator 5 is provided so as to be within the height (z-axis direction dimension) of the flange portion 50c. Therefore, the size of the brake device 1 in the vertical direction of the vehicle can be reduced, and the vehicle mountability of the brake device 1 can be further improved. As shown in FIG. 17, the brake pipe 71 connecting the reservoir tank 3 and the stroke simulator 5 is a recess (dead) formed on the negative y-axis side of the reservoir tank 3 and the positive z-axis side of the stroke simulator 5. (Space). Therefore, the vehicle mountability of the brake device 1 can be improved while avoiding interference between the brake pipe 71 and other members in the engine room.

  In addition, the same effect as the reference example can be obtained by the same configuration as the reference example.

[Other embodiments]
As mentioned above, although the form for implement | achieving this invention has been demonstrated based on the Example, the concrete structure of this invention is not limited to an Example, The design change of the range which does not deviate from the summary of invention Are included in the present invention. For example, it is good also as arrange | positioning so that the stroke simulator 5 (main-body part 50a) may overlap with the master cylinder 4 in the vehicle front-back direction at the time of vehicle mounting. For example, the stroke simulator 5 (main body portion 50a) may be arranged on the x-axis positive direction side of the master cylinder 4 in the horizontal position of the master cylinder 4. Also in this case, versatility can be improved by making the master cylinder housing 40 separate from the stroke simulator housing 50. Further, as shown in FIG. 9, a spring (dish) serving as a damper is provided between the x-axis negative direction end of the master cylinder housing 40 (fitting portion 40c) and the flange portion 21 of the push rod 2 (the outer periphery of the piston 41P). It is good also as installing 23, such as a spring. When the operation amount of the brake pedal becomes equal to or larger than a predetermined amount, the flange portion 21 comes into contact with the end of the spring 23 in the x-axis negative direction, and the spring 23 is pressed and contracted by the flange portion 21 from the x-axis negative direction side. The spring 23 that compresses and deforms adjusts the operating force of the brake pedal by applying a reaction force to the brake pedal via the push rod 2. Therefore, preferable characteristics can be exhibited in the entire range of the brake pedal operation amount. For example, it is assumed that a link type booster using a link mechanism is installed between the brake pedal and the clevis 20 instead of causing the actuator 8 to function as a booster. Desirable braking characteristics, such as excessive increase in lever ratio in the pedal stroke area at the later stage of brake operation, if the characteristics of the link mechanism are designed so that a predetermined boosting performance can be obtained under the constraint conditions when the vehicle is mounted. There is a possibility that (the relationship between the pedaling force, the stroke, and the deceleration) cannot be obtained. On the other hand, when the spring 23 is installed, the spring 23 is compressed in the latter half of the brake operation, thereby increasing the pedal reaction force and attenuating the pedal force, thereby obtaining a preferable brake characteristic in the entire range of the brake pedal operation amount. It becomes possible.

DESCRIPTION OF SYMBOLS 1 Brake device 3 Reservoir tank 4 Master cylinder 40 Master cylinder housing 41 Piston 5 Stroke simulator 50 Stroke simulator housing 51 Reaction force piston

Claims (2)

A master cylinder in which a piston is axially operable in a cylinder of a master cylinder housing;
A stroke simulator provided with a reaction force piston that operates in the axial direction by the brake fluid flowing into the cylinder of the stroke simulator housing;
The master cylinder housing is a member different from the stroke simulator housing, and is fixed to the stroke simulator housing,
The master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the width direction of the vehicle when mounted on the vehicle ,
The fixed portion of the master cylinder housing and the stroke simulator housing is between the axis of the cylinder of the master cylinder housing and the axis of the cylinder of the stroke simulator housing in the width direction of the vehicle, A brake device, wherein the brake device is located above or below the cylinder of the master cylinder housing in a vertical direction of a vehicle . A master cylinder in which a piston is axially operable in a cylinder of a master cylinder housing;
A stroke simulator provided with a reaction force piston that operates in the axial direction by brake fluid flowing into the cylinder of the stroke simulator housing;
A reservoir tank capable of supplying brake fluid to the master cylinder,
The master cylinder housing is a member different from the stroke simulator housing, and is fixed to the stroke simulator housing,
When the direction in which the reservoir tank overlaps with the master cylinder housing is defined as the vertical direction, the master cylinder housing and the stroke simulator housing are disposed so as to overlap each other when viewed from a direction orthogonal to the vertical direction .
A portion of the master cylinder housing that is fixed to the stroke simulator housing, the axis of the cylinder of the master cylinder housing and the axis of the cylinder of the stroke simulator housing in a direction orthogonal to the vertical direction. A brake device characterized in that a portion in between does not overlap the cylinder of the master cylinder housing when viewed from a direction orthogonal to the vertical direction .

Images