JP6245634B2 - Hydraulic pressure generator - Google Patents

Description

  The present invention relates to a hydraulic pressure generator used in a vehicle brake system.

  The hydraulic pressure generating device that generates the brake hydraulic pressure according to the amount of operation of the brake operator includes a master cylinder device that generates the brake hydraulic pressure with the piston connected to the brake operator, and the brake operation with the biased piston. Some include a stroke simulator that applies a pseudo operation reaction force to a child and a motor cylinder device that generates a brake fluid pressure by a piston that uses a motor as a drive source (see, for example, Patent Document 1).

JP 2012-210879 A

  In the conventional hydraulic pressure generator described above, since the master cylinder device, the stroke simulator, and the motor cylinder device are separate units, it is necessary to secure a space for mounting in the vehicle for each unit. Further, in the conventional hydraulic pressure generator, since each unit is connected by a plurality of external pipes, it is difficult to secure a space for mounting on the vehicle, and the number of assembly steps for mounting on the vehicle increases. ing.

  It is an object of the present invention to provide a hydraulic pressure generating device that makes it easy to secure a space for mounting on a vehicle and can reduce the number of assembly steps to the vehicle.

In order to solve the above-described problems, the present invention provides a hydraulic pressure generating device, comprising a base, a master cylinder that generates brake hydraulic pressure by a first piston connected to a brake operator, a motor as a drive source, And a motor cylinder for generating brake fluid pressure by the second piston. The main body portion of the base has a bottomed first cylinder hole into which the first piston is inserted and a bottomed second cylinder hole into which the second piston is inserted. In a state where the axes of the first cylinder hole and the second cylinder hole are arranged in parallel and the base is mounted on a vehicle, the motor is attached to the main body portion below in the vertical direction.

In this structure, each cylinder hole of a master cylinder and a motor cylinder is provided in one base | substrate, and the above-mentioned two apparatuses are comprised as one unit. Furthermore, by arranging the axis of each cylinder hole in parallel, each cylinder hole can be compactly accommodated in the radial direction of each cylinder hole with respect to the substantially rectangular parallelepiped base. Moreover, the workability and assembly property of each cylinder hole can be improved. Thus, in the present invention, each device of the hydraulic pressure generating device is configured as one unit, and further, the unit can be miniaturized, so that a space for mounting the hydraulic pressure generating device on the vehicle is secured. It is easy to do.
In addition, by making each device of the hydraulic pressure generating device into one unit, each device can be connected by a hydraulic pressure path in the base body, and no external piping is required, so the hydraulic pressure generating device is mounted on the vehicle In addition to reducing the number of assembly steps, the number of parts can be reduced to reduce the manufacturing cost.
In addition, since the motor is a heavy component, the stability of the hydraulic pressure generator can be effectively increased by attaching it to the lower part of the base.

  The hydraulic pressure generator described above includes a stroke simulator that applies a pseudo operation reaction force to the brake operation element by a biased third piston, and the base has a bottomed bottom into which the third piston is inserted. When it has a third cylinder hole, it is desirable to arrange the axes of the first cylinder hole, the second cylinder hole, and the third cylinder hole in parallel.

In this configuration, the three devices of the master cylinder, stroke simulator and motor cylinder are configured as one unit, and the three cylinder holes can be compactly accommodated in the base by aligning the axes of the three cylinder holes. Can do. In this way, the three devices of the hydraulic pressure generator can be configured as one unit, and the unit can be reduced in size, so that it is easy to secure a space for mounting the hydraulic pressure generator on the vehicle. ing.
In addition, since the three devices of the hydraulic pressure generating device are combined into one unit, each device can be connected by the hydraulic pressure path in the base, so that the assembly man-hour when mounting the hydraulic pressure generating device on the vehicle is reduced. In addition, the manufacturing cost can be reduced by reducing the number of parts.

  In the above-described hydraulic pressure generator, when the first cylinder hole is opened on one side surface of the base, and the second cylinder hole is opened on the other side of the base opposite to the one side, The brake operator is arranged on one side of the base, and the drive transmission mechanism for connecting the second piston and the motor is arranged on the other side of the base. As a result, the space on the opposite side of the brake operator in the space around the base can be effectively used to lay out the motor drive transmission mechanism and the like, so the space for mounting the hydraulic pressure generator on the vehicle is reduced. It is easy to secure.

In the above-described hydraulic pressure generating device, it is desirable that the second cylinder hole is disposed below the first cylinder hole in the vertical direction in a state where the hydraulic pressure generating device is mounted on a vehicle .
Thus, by arranging the motor cylinder below the base body, the center of gravity of the hydraulic pressure generating device is lowered, so that the stability of the hydraulic pressure generating device can be enhanced .

  In the above-described hydraulic pressure generating device, a control device for controlling the motor may be attached to a side surface of the base body in a state where the hydraulic pressure generating device is mounted on a vehicle. Furthermore, by arranging the lower part of the control device at a position facing the side surface of the motor, the motor and the control device can be easily electrically connected.

  In the above-described hydraulic pressure generator, when the third cylinder hole is disposed on the side of the first cylinder hole, the master cylinder can be easily connected to the stroke simulator.

  In the present invention, each device of the hydraulic pressure generator is configured as one unit, and the unit can be reduced in size, so that it is easy to secure a space for mounting in the vehicle. Moreover, by making each device of the hydraulic pressure generator into one unit, it is possible to reduce the number of assembling steps for mounting on the vehicle and to reduce the manufacturing cost.

It is the whole lineblock diagram showing the brake system for vehicles using the fluid pressure generating device of this embodiment. It is the sectional side view which showed the hydraulic-pressure generator of this embodiment. It is the side view which looked at the hydraulic pressure generator of this embodiment from back.

Embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
In the present embodiment, a case where the hydraulic pressure generating device of the present invention is applied to the vehicle brake system A shown in FIG. 1 will be described as an example.

  As shown in Fig. 1, the vehicle brake system A operates by a by-wire brake system that operates when a prime mover (engine, electric motor, etc.) is started, and when an emergency occurs or when the prime mover stops. It is equipped with both hydraulic brake systems.

The vehicle brake system A includes a hydraulic pressure generator 1 that generates a brake hydraulic pressure in accordance with an operation amount of a brake pedal P (“brake operator” in the claims), and a liquid that supports stabilization of vehicle behavior. A pressure control device 2.
The vehicle brake system A can be mounted not only on a vehicle that uses only an engine (internal combustion engine) as a power source, but also on a hybrid vehicle that uses a motor together, an electric vehicle that uses only a motor as a power source, and a fuel cell vehicle. .

  The hydraulic pressure generating device 1 drives a base body 10, a master cylinder 20 that generates brake hydraulic pressure by the depression force of the brake pedal P, a stroke simulator 30 that applies a pseudo operation reaction force to the brake pedal P, and a motor 46. A motor cylinder 40 that generates brake fluid pressure as a source and an electronic control unit 50 (“control unit” in claims) are provided.

  In addition, each direction in the following description is set for convenience in describing the hydraulic pressure generating device 1, but generally coincides with a direction when the hydraulic pressure generating device 1 is mounted on a vehicle. That is, the movement direction of the rod P1 when the brake pedal P is depressed is the front (front end side), and the movement direction of the rod P1 when the brake pedal P returns is the rear (rear end side) (see FIG. 2). . Furthermore, the direction perpendicular to the moving direction (front-rear direction) of the rod P1 is defined as the left-right direction (see FIG. 3).

  The base body 10 is a metal part mounted on a vehicle (see FIG. 2), and three cylinder holes 21, 31, 41 and a plurality of hydraulic pressure paths 11a, 11b, 12 are provided inside a substantially rectangular parallelepiped body portion 10a. , 14a, 14b are formed. Further, as shown in FIG. 2, components such as a reservoir 26 and a motor 46 are attached to the base 10.

  An accommodation groove 10h is formed on the front surface 10b of the main body 10a. A drive gear 46b and a driven gear 47c described later are housed in the housing groove 10h. Further, a motor mounting portion 10i protruding downward is formed at the front portion of the lower surface 10e of the main body portion 10a. Further, an insertion hole 10j penetrates in the front-rear direction from the bottom surface of the housing groove 10h to the rear surface of the motor mounting portion 10i.

The first cylinder hole 21 is a bottomed cylindrical hole, and the axis L1 of the first cylinder hole 21 extends in the front-rear direction. The first cylinder hole 21 opens at the end surface of the protruding portion 10g formed on the rear surface 10c of the main body portion 10a.
The second cylinder hole 41 is a bottomed cylindrical hole disposed below the first cylinder hole 21 in the vertical direction (see FIG. 3), and the axis L3 of the second cylinder hole 41 is the first cylinder hole. 21 is parallel to the axis L1. The second cylinder hole 41 opens at the bottom surface of the receiving groove 10h.
The third cylinder hole 31 is a bottomed cylindrical hole disposed on the left side of the first cylinder hole 21 (see FIG. 3), and the axis L2 of the third cylinder hole 31 is the axis L1 of the first cylinder hole 21. Parallel to The third cylinder hole 31 opens in the rear surface 10c of the main body 10a.

  The master cylinder 20 includes two first pistons 22 and 23 (secondary piston and primary piston) inserted into the first cylinder hole 21 and two elastic members 24 and 25 accommodated in the first cylinder hole 21. And a reservoir 26.

  A bottom-side pressure chamber 21c is formed between the bottom surface 21a of the first cylinder hole 21 and the first piston 22 (secondary piston) on the bottom surface 21a side. A first elastic member 24 that is a coil spring is interposed in the bottom-side pressure chamber 21c.

  An opening-side pressure chamber 21d is formed between the first piston 22 on the bottom surface 21a side and the first piston 23 (primary piston) on the opening 21b side. A second elastic member 25 that is a coil spring is interposed in the opening-side pressure chamber 21d.

  The rear end portion of the first piston 23 on the opening 21b side is connected to a brake pedal P (see FIG. 1) via a rod P1. Both the first pistons 22 and 23 receive the depression force of the brake pedal P, slide in the first cylinder hole 21, and pressurize the brake fluid in the bottom side pressure chamber 21c and the opening side pressure chamber 21d.

The reservoir 26 is a container that stores brake fluid, and is attached to the upper surface 10 d of the main body 10 a of the base body 10. Two liquid supply portions 26 a protruding from the lower surface of the reservoir 26 are inserted into two reservoir union ports 17 formed on the upper surface 10 d of the base 10.
A communication hole 17 a communicating with the inner peripheral surface of the first cylinder hole 21 is opened on the bottom surface of the reservoir union port 17.
A hose 26c (see FIG. 1) extending from a main reservoir (not shown) is connected to the liquid supply pipe 26b of the reservoir 26.

  As shown in FIG. 1, the stroke simulator 30 includes a third piston 32 inserted into the third cylinder hole 31, a lid member 33 that closes the opening 31 b of the third cylinder hole 31, a third piston 32 and a lid. And an elastic member 34 which is a coil spring interposed between the member 33 and the member 33.

  A pressure chamber 31 c is formed between the bottom surface 31 a of the third cylinder hole 31 and the third piston 32. The pressure chamber 31c in the third cylinder hole 31 communicates with the second pressure chamber 21d in the first cylinder hole 21 via a branch hydraulic pressure path 12 and a second main hydraulic pressure path 11b described later. Accordingly, the third piston 32 of the stroke simulator 30 moves against the urging force of the elastic member 34 by the brake hydraulic pressure generated in the second pressure chamber 21d of the master cylinder 20, and is urged by the urged third piston 32. A pseudo operation reaction force is applied to the brake pedal P.

  As shown in FIG. 2, the motor cylinder 40 includes two second pistons 42 and 43 (secondary piston and primary piston) inserted into the second cylinder hole 41, and two second pistons accommodated in the second cylinder hole 41. Two elastic members 44, 45, a motor 46, and a drive transmission unit 47 are provided.

A bottom surface side pressure chamber 41c is formed between the bottom surface 41a of the second cylinder hole 41 and the second piston 42 (secondary piston) on the bottom surface 41a side. A first elastic member 44, which is a coil spring, is interposed in the bottom side pressure chamber 41c.
The bottom side pressure chamber 41c of the motor cylinder 40 communicates with the second main hydraulic pressure path 11b via a first communication hydraulic pressure path 14a described later.

An opening-side pressure chamber 41d is formed between the second piston 42 on the bottom surface 41a side and the second piston 43 (primary piston) on the opening 41b side. A second elastic member 45 is interposed in the opening-side pressure chamber 41d.
The opening-side pressure chamber 41d of the motor cylinder 40 communicates with the first main hydraulic pressure path 11a via a second communication hydraulic pressure path 14b described later.

The motor 46 is an electric servo motor that is driven and controlled by an electronic control unit 50 described later. An output shaft 46 a protrudes forward from the center of the front end surface of the motor 46.
The front end surface of the motor 46 is attached to the rear surface of the motor attachment portion 10 i of the base 10. The output shaft 46a is inserted into the insertion hole 10j and protrudes into the accommodation groove 10h. A drive gear 46b, which is a spur gear, is attached to the front end portion of the output shaft 46a.
The motor 46 is disposed below the lower surface 10e of the main body 10a in the vertical direction, and is attached to the lowermost part (motor attachment part 10i) of the base 10 (see FIG. 3). Further, the axis L4 of the output shaft 46a is parallel to the axis L3 in a plane including the axis L1 and the axis L3.

The drive transmission unit 47 converts the rotational driving force of the output shaft 46a of the motor 46 into a linear axial force.
The drive transmission unit 47 includes a rod 47a that is in contact with the second piston 43 on the opening 41b side, a cylindrical nut member 47b that surrounds the rod 47a, and a spur gear that is formed on the entire circumference of the nut member 47b. And a driven gear 47c.
A cover member 47 d that covers the drive transmission unit 47 is attached to the front surface 10 b of the main body 10 a of the base body 10.

  The rod 47a is inserted into the second cylinder hole 41 from the opening 41b, and the rear end portion of the rod 47a is in contact with the second piston 43 on the opening 41b side. The front portion of the rod 47a protrudes forward from the bottom surface of the housing groove 10h. The driven gear 47c is housed in the housing groove 10h.

A spiral thread groove is formed on the outer peripheral surface of the front portion of the rod 47a. A plurality of balls (not shown) are rotatably accommodated in the thread groove, and the nut member 47b is screwed to each ball. Thus, the ball screw mechanism is provided between the nut member 47b and the rod 47a.
The nut member 47b is fixed to the inner surface of the cover member 47d and the housing groove 10h of the base body 10 through bearings arranged on both sides of the driven gear 47c.
Further, the driven gear 47c of the nut member 47b meshes with the drive gear 46b of the output shaft 46a.

When the output shaft 46a rotates, the rotational driving force is input to the nut member 47b via the driving gear 46b and the driven gear 47c. A linear screw force is applied to the rod 47a by the ball screw mechanism provided between the nut member 47b and the rod 47a, and the rod 47a moves forward and backward.
When the rod 47a moves rearward, both the second pistons 42 and 43 receive the input from the rod 47a and slide in the second cylinder hole 41, and in the bottom side pressure chamber 41c and the opening side pressure chamber 41d. Pressurize the brake fluid.

Next, each hydraulic pressure path formed in the substrate 10 will be described.
As shown in FIG. 1, the two main hydraulic pressure paths 11 a and 11 b are hydraulic pressure paths starting from the first cylinder hole 21 of the master cylinder 20.
The first main hydraulic pressure passage 11 a communicates with the bottom pressure chamber 21 c of the master cylinder 20. The second main hydraulic pressure passage 11 b communicates with the opening-side pressure chamber 21 d of the master cylinder 20. Pipes Ha and Hb leading to the hydraulic pressure control device 2 are connected to the two output ports 16 which are the end points of both the main hydraulic pressure paths 11a and 11b.

  The branch hydraulic pressure path 12 is a hydraulic pressure path from the pressure chamber 31c of the stroke simulator 30 to the second main hydraulic pressure path 11b. A normally closed electromagnetic valve 13 is provided in the branch hydraulic pressure path 12. The normally closed solenoid valve 13 opens and closes the branch hydraulic pressure path 12.

  The two communication hydraulic pressure paths 14 a and 14 b are hydraulic pressure paths starting from the second cylinder hole 41 of the motor cylinder 40. The first communication hydraulic pressure passage 14a communicates with the second main hydraulic pressure passage 11b from the bottom side pressure chamber 41c. Further, the second communication hydraulic pressure path 14b communicates from the opening side pressure chamber 41d to the first main hydraulic pressure path 11a.

  The bottom side pressure chamber 21 c of the master cylinder 20 is disposed on the front surface 10 b side of the base body 10 in the first cylinder hole 21. In addition, the opening-side pressure chamber 41 d of the motor cylinder 40 is disposed on the front surface 10 b side of the base body 10 in the second cylinder hole 41. The bottom side pressure chamber 21c of the master cylinder 20 and the opening side pressure chamber 41d of the motor cylinder 40 communicate with each other via the second main hydraulic pressure path 11b and the first communication hydraulic pressure path 14a.

  The opening-side pressure chamber 21 d of the master cylinder 20 is disposed on the rear surface 10 c side of the base body 10 in the first cylinder hole 21. Further, the bottom pressure chamber 41 c of the motor cylinder 40 is disposed on the rear surface 10 c side of the base body 10 in the second cylinder hole 41. The opening-side pressure chamber 21d of the master cylinder 20 and the bottom-side pressure chamber 41c of the motor cylinder 40 communicate with each other via the first main hydraulic pressure path 11a and the second communication hydraulic pressure path 14b.

As described above, the bottom-side pressure chamber 21c of the master cylinder 20 on the front surface 10b side and the opening-side pressure chamber 41d of the motor cylinder 40 communicate with each other, and the opening-side pressure chamber 21d and the motor cylinder 40 of the master cylinder 20 on the rear surface 10c side. Are communicated with each other.
In this configuration, a hydraulic pressure path for communicating the bottom side pressure chamber 21c of the master cylinder 20 and the opening side pressure chamber 41d of the motor cylinder 40, the opening side pressure chamber 21d of the master cylinder 20 and the bottom side pressure chamber of the motor cylinder 40. The hydraulic pressure path communicating with 41c does not intersect.
Therefore, each hydraulic pressure path 11a, 11b, 14a, 14b between the master cylinder 20 and the motor cylinder 40 can be compactly arranged.

In the first main hydraulic pressure path 11a, a first normally open electromagnetic valve 15a is provided on the upstream side (master cylinder 20 side) of the connection portion with the second communication hydraulic pressure path 14b.
In the second main hydraulic pressure path 11b, a second normally open electromagnetic valve 15b is provided on the upstream side (master cylinder 20 side) of the connection portion with the first communication hydraulic pressure path 14a.

  The two pressure sensors 18a and 18b detect the magnitude of the brake hydraulic pressure, and are installed in sensor mounting holes (not shown) that lead to the main hydraulic pressure paths 11a and 11b. Information acquired by both pressure sensors 18 a and 18 b is output to the electronic control unit 50.

The first pressure sensor 18 a is disposed upstream of the first normally open electromagnetic valve 15 a and detects the brake fluid pressure generated in the master cylinder 20.
The second pressure sensor 18b is disposed downstream of the second normally open solenoid valve 15b, and the brake fluid pressure generated in the motor cylinder 40 when the second normally open solenoid valve 15b is closed. Is detected.

As shown in FIG. 3, the electronic control unit 50 includes a housing 51 that is a resin box attached to the right side surface 10 f of the main body 10 a of the base body 10, and a control board ( (Not shown) is accommodated.
As shown in FIG. 1, the electronic control unit 50 operates the motor 46 based on information obtained from various sensors such as the pressure sensors 18a and 18b and the stroke sensor, a program stored in advance, and the like. The opening and closing of the closed electromagnetic valve 13 and the opening and closing of both normally open electromagnetic valves 15a and 15b are controlled.

  As shown in FIG. 3, the lower portion of the housing 51 protrudes downward from the lower surface 10 e of the main body portion 10 a and is located on the right side of the motor 46. That is, the lower portion of the housing 51 is disposed at a position facing the side surface of the motor 46. The lower surface of the housing 51 is located below the axis L4 of the output shaft 46a. A motor bus bar 53 for powering the motor 46 from a control board (not shown) is bridged between the lower portion of the housing 51 and the motor 46.

As shown in FIG. 1, the hydraulic pressure control device 2 controls various hydraulic pressure controls such as antilock brake control and behavior stabilization control by appropriately controlling the brake hydraulic pressure applied to each wheel cylinder W of the wheel brake. The structure which can be performed is provided and is connected to each wheel cylinder W via piping.
In addition, although illustration is abbreviate | omitted, the hydraulic control apparatus 2 is a hydraulic unit provided with an electromagnetic valve, a pump, etc., a motor for driving the pump, an electronic control device for controlling the electromagnetic valve, the motor, etc. It has.

Next, an outline of the operation of the vehicle brake system A will be described.
In the vehicle brake system A, as shown in FIG. 1, when the ignition switch of the vehicle is turned on or the stroke sensor detects that the brake pedal P is slightly operated, the first normally open solenoid valve 15a and the second normally open solenoid valve 15b are closed. As a result, the downstream side of the first main hydraulic pressure passage 11a communicates with the second communication hydraulic pressure passage 14b, and the downstream side of the second main hydraulic pressure passage 11b communicates with the first communication hydraulic pressure passage 14a. Further, the normally closed solenoid valve 13 is opened.

  In this state, the brake hydraulic pressure generated in the master cylinder 20 by the operation of the brake pedal P is transmitted to the stroke simulator 30 without being transmitted to the wheel cylinder W. Then, the brake fluid pressure in the pressure chamber 31c increases and the third piston 32 moves toward the lid member 33 against the urging force of the elastic member 34, so that the stroke of the brake pedal P is allowed. At this time, a pseudo operation reaction force is applied to the brake pedal P by the third piston 32 biased by the elastic member 34.

Further, when depression of the brake pedal P is detected by a stroke sensor (not shown) or the like, the motor 46 of the motor cylinder 40 is driven, and both the second pistons 43 and 44 move to the bottom surface 41a side. The brake fluid in 41c and 41d is pressurized.
The electronic control unit 50 detects the brake fluid pressure output from the motor cylinder 40 (the brake fluid pressure detected by the second pressure sensor 18b) and the brake fluid pressure output from the master cylinder 20 (detected by the first pressure sensor 18a). And the number of revolutions of the motor 46 is controlled based on the comparison result. In this way, the hydraulic pressure generator 1 generates the brake hydraulic pressure according to the amount of operation of the brake pedal P.

  The brake hydraulic pressure generated by the hydraulic pressure generating device 1 is transmitted to each wheel cylinder W via the hydraulic pressure control device 2, and the braking force is applied to each wheel by the operation of each wheel cylinder W.

  In a state where the motor cylinder 40 does not operate (for example, when electric power cannot be obtained or in an emergency), the first normally open solenoid valve 15a and the second normally open solenoid valve 15b are opened. Accordingly, the downstream side and the upstream side of the first main hydraulic pressure path 11a communicate with each other, and the downstream side and the upstream side of the second main hydraulic pressure path 11b communicate with each other. Further, the normally closed solenoid valve 13 is closed. In this state, the brake fluid pressure generated in the master cylinder 20 is transmitted to each wheel cylinder W.

In the hydraulic pressure generator 1 as described above, as shown in FIG. 1, the cylinder holes 21, 31, 41 of the master cylinder 20, the stroke simulator 30, and the motor cylinder 40 are provided in one base body 10. These three devices are configured as one unit. Further, as shown in FIG. 2, the cylinder holes 21, 31, 41 are made to correspond to the substantially rectangular parallelepiped base body 10 by arranging the axis lines L 1, L 2, L 3 of the cylinder holes 21, 31, 41 in parallel. It can be compactly accommodated in the radial direction of 21, 31, 41. Moreover, the workability and assembly property of each cylinder hole 21, 31, 41 can be improved.
As described above, each device of the hydraulic pressure generator 1 can be configured as one unit, and the unit can be further downsized, so that it is easy to secure a space for mounting the hydraulic pressure generator 1 on the vehicle. It has become.

  Further, by making each device of the hydraulic pressure generating device 1 into one unit, as shown in FIG. 1, each device can be connected by a hydraulic pressure path in the base 10, and no external piping is required. In addition to reducing the number of assembling steps when mounting the hydraulic pressure generating device 1 on a vehicle, the number of parts can be reduced to reduce the manufacturing cost.

  Further, as shown in FIG. 3, since the third cylinder hole 31 is disposed on the side of the first cylinder hole 21, the pressure chamber 31 c of the stroke simulator 30 and the opening-side pressure chamber 21 d of the master cylinder 20 are liquidated. The pressure paths 11b and 12 facilitate connection.

As shown in FIG. 2, the second cylinder hole 41 is disposed below the first cylinder hole 21, and the motor 46 is attached to the lower part of the base body 10. Is arranged.
Thereby, since the gravity center of the hydraulic pressure generator 1 is low, the stability of the hydraulic pressure generator 1 can be improved. In particular, since the motor 46 is a heavy component, it is possible to effectively increase the stability of the hydraulic pressure generating device 1 by being attached to the lowermost portion of the base body 10.

The axis L4 of the output shaft 46a of the motor 46 is disposed in parallel with the axes L1, L2, L3 of the cylinder holes 21, 31, 41, and the motor 46 is directly below the lower surface 10e of the main body 10a of the base body 10. Therefore, the hydraulic pressure generator 1 can be configured compactly.
Further, as shown in FIG. 3, since the lower part of the electronic control device 50 is disposed at a position facing the side surface of the motor 46, the motor 46 and the electronic control device 50 are easily electrically connected.

  Further, in the hydraulic pressure generating device 1, as shown in FIG. 2, the first cylinder hole 21 of the master cylinder 20 opens in the rear surface 10c of the base body 10, and the second cylinder hole 41 of the motor cylinder 40 is connected to the front surface 10b of the base body 10. Is open. In this configuration, the brake pedal P is disposed on the rear side of the base body 10, and the drive transmission unit 47 that connects the second pistons 43 and 44 and the output shaft 46 a of the motor 46 is disposed on the front side of the base body 10. As a result, the space on the opposite side of the brake pedal P can be used effectively in the space around the base body 10 so that the drive transmission portion 47 of the motor 46 can be laid out. It is easy to secure a space for mounting.

The embodiment of the present invention has been described above, but the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit of the present invention.
In the present embodiment, as shown in FIG. 3, the third cylinder hole 31 is disposed on the side of the first cylinder hole 21, and the second cylinder hole 41 is disposed below the first cylinder hole 21. The arrangement of the three cylinder holes 21, 31, 41 is not limited.
The arrangement of the reservoir 2 6 Contact and the electronic control unit 50 not to be limited, can be set according to the arrangement of the cylinder bores 21, 31 and 41.

  In the present embodiment, as shown in FIG. 2, the first cylinder hole 21 opens in the rear surface 10 c of the base body 10 and the second cylinder hole 41 opens in the front face 10 b. You may open to the rear surface 10c. Further, the third cylinder hole 31 may be opened in the front surface 10 b of the base body 10.

  In the present embodiment, as shown in FIG. 1, the bottom pressure chamber 21c of the master cylinder 20 and the opening pressure chamber 41d of the motor cylinder 40 communicate with each other, and the opening pressure chamber 21d of the master cylinder 20 and the motor cylinder 40 is connected to the bottom pressure chamber 41c. However, the bottom-side pressure chamber 21c of the master cylinder 20 and the bottom-side pressure chamber 41c of the motor cylinder 40 communicate with each other, and the opening-side pressure chamber 21d of the master cylinder 20 and the opening-side pressure chamber 41d of the motor cylinder 40 communicate with each other. The hydraulic path may be configured as described above.

  In the present embodiment, as shown in FIG. 2, the master cylinder 20 and the motor cylinder 40 are tandem cylinders having two pistons, but the master cylinder and the motor cylinder are configured by a cylinder using one piston. May be.

  As shown in FIG. 1, the hydraulic pressure generating device 1 according to the present embodiment includes three devices, ie, a master cylinder 20, a stroke simulator 30, and a motor cylinder 40. Only the device may be provided.

DESCRIPTION OF SYMBOLS 1 Hydraulic pressure generator 2 Hydraulic pressure control apparatus 10 Base 10i Motor mounting part 11a First main hydraulic pressure path 11b Second main hydraulic pressure path 12 Branch hydraulic pressure path 13 Normally closed solenoid valve 14a First communication hydraulic pressure path 14b First Two communication fluid pressure paths 15a First normally open solenoid valve 15b Second normally open solenoid valve 16 Output port 17 Reservoir union port 18a First pressure sensor 18b Second pressure sensor 20 Master cylinder 21 First cylinder hole 21a Bottom surface 21c Bottom surface Side pressure chamber 21d Open side pressure chamber 22 Bottom side first piston 23 Open side first piston 24 First elastic member 25 Second elastic member 26 Reservoir 26a Liquid supply part 30 Stroke simulator 31 Third cylinder hole 31a Bottom face 31c Pressure chamber 32 Third piston 34 Elastic member 40 Motor cylinder 41 Second cylinder hole 41a Bottom 41c Bottom-side pressure chamber 41d Open-side pressure chamber 42 Bottom-side second piston 43 Open-side second piston 44 Elastic member 44 First elastic member 45 Second elastic member 46 Motor 46a Output shaft 46b Drive gear 47 Drive transmission unit 47a rod 47b nut member 47c driven gear 50 electronic control unit 51 housing A vehicle brake system P brake pedal P1 rod W wheel cylinder

Claims (7)

One substrate,
A master cylinder that generates brake fluid pressure by a first piston coupled to the brake operator;
A motor cylinder that generates a brake fluid pressure by a second piston having a motor as a drive source,
The main body of the base is
A bottomed first cylinder hole into which the first piston is inserted;
A bottomed second cylinder hole into which the second piston is inserted,
The axes of the first cylinder hole and the second cylinder hole are arranged in parallel ,
In a state where the base is mounted on a vehicle, the motor is attached vertically below the main body portion . A stroke simulator for applying a pseudo operation reaction force to the brake operator by the biased third piston;
The base has a bottomed third cylinder hole into which the third piston is inserted;
2. The hydraulic pressure generator according to claim 1, wherein axes of the first cylinder hole, the second cylinder hole, and the third cylinder hole are arranged in parallel. The first cylinder hole opens on one side of the base body,
3. The hydraulic pressure generating device according to claim 1, wherein the second cylinder hole is opened to the other side surface that is the side surface opposite to the one side surface of the base body.   The said 2nd cylinder hole is arrange | positioned in the downward direction of the perpendicular direction with respect to the said 1st cylinder hole in the state which mounted the said hydraulic pressure generator in the vehicle, The Claim 1- Claim 3 characterized by the above-mentioned. The hydraulic pressure generator according to any one of the above. 5. The controller according to claim 1 , wherein a control device for controlling the motor is attached to a side surface of the base body in a state where the hydraulic pressure generating device is mounted on a vehicle. The fluid pressure generator described. The hydraulic pressure generator according to claim 5 , wherein a lower portion of the control device is disposed at a position facing a side surface of the motor. The hydraulic pressure generator according to claim 2 , wherein the third cylinder hole is disposed on a side of the first cylinder hole.

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