JP6650013B2 - Brake equipment - Google Patents

Description

  The present invention relates to a brake device.

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

JP 2012-106638 A

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

  In the brake device according to one embodiment of the present invention, preferably, the master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when mounted on the vehicle when viewed from above and below, and when viewed from the width direction of the vehicle. They are arranged to overlap each other.

  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 the brake device 1 of a reference example. It is a bottom 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 side view of the brake device 1 of a reference example. It is a front view of brake device 1 of a reference example. It is a rear view of the brake device 1 of the reference example. It is AA sectional drawing of FIG. It is a perspective view of actuator 8 of a reference example. FIG. 2 is a perspective view of the brake device 1 according to the first embodiment. FIG. 2 is a perspective view of the brake device 1 according to the first embodiment. FIG. 2 is a top view of the brake device 1 according to the first embodiment. FIG. 2 is a bottom view of the brake device 1 according to the first embodiment. FIG. 2 is a side view of the brake device 1 according to the first embodiment. FIG. 2 is a side view of the brake device 1 according to the first embodiment. FIG. 2 is a front view of the brake device 1 according to the first embodiment. FIG. 2 is a rear view of the brake device 1 according to the first embodiment.

  Hereinafter, embodiments for realizing the brake device of the present invention will be described with reference to the drawings.

[Reference example]
The vehicle to which the brake device of this embodiment is applied includes, for example, a hybrid vehicle having an electric motor (generator) in addition to an engine (internal combustion engine) as a prime mover for driving wheels, or only a motor (generator). 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 embodiment 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 receives a brake operation hydraulic pressure and a control hydraulic pressure and generates a brake operating hydraulic pressure (a wheel cylinder hydraulic 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 an actuator 8) capable of generating a brake fluid pressure based on an electric signal corresponding to the driver's brake operation. ). The brake device 1 operates in response to a driver's brake operation, and generates a master cylinder hydraulic pressure as a brake operation hydraulic pressure. The actuator 8 is provided separately from the brake device 1 and controls a wheel cylinder hydraulic pressure (brake hydraulic pressure) according to a brake operation state or a vehicle state.

  1 to 9 show the entirety of the brake device 1 of the present reference example from each direction. Hereinafter, an orthogonal coordinate system is provided for convenience of explanation. With the brake device 1 installed in the vehicle, the x-axis is provided in the front-back direction of the vehicle (the axial direction in which the master cylinder 4 operates). When the brake device 1 is installed in a vehicle, the axial direction of the master cylinder 4 is substantially parallel to the front-back direction of the vehicle, so that the x-axis direction is the front-back direction of the vehicle. The forward direction of the vehicle (the direction in which the piston 41 of the master cylinder 4 strokes in response to the depression operation of the brake pedal) is defined as the positive direction of the x-axis. The y-axis is provided in the width direction (left-right direction or lateral direction) of the vehicle, and the left side as 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 up-down direction (vertical direction) of the vehicle, and the upper part of the vehicle (the side on which the reservoir tank 3 is installed with respect to the master cylinder 4) is defined as the z-axis positive direction. FIG. 1 is a perspective view of the brake device 1 as viewed from an x-axis negative direction side, a y-axis positive direction side, and a z-axis positive direction side. FIG. 2 is a perspective view of the brake device 1 as viewed 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 positive z-axis direction. FIG. 4 is a bottom view of the brake device 1 as viewed from the negative side of the z-axis. 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 viewed from the y-axis negative direction side. FIG. 7 is a front view of the brake device 1 as viewed from the x-axis positive direction side. FIG. 8 is a rear view of the brake device 1 as viewed 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 including the master cylinder 4. The brake system has two brake pipes (a primary P system and a secondary S system). 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 a driver's brake operation input. The push rod 2 operates in the x-axis direction in conjunction with the brake pedal. For example, a stroke is made in the positive x-axis direction in response to a depression operation of a brake pedal. The positive end of the push rod 2 in the x-axis direction 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. A contact member 22 having a tip on the x-axis positive direction side formed in a convex spherical shape is fixed to the end of the push rod 2 in the x-axis positive direction. The brake device 1 of the present reference example is interposed between a brake pedal and a master cylinder as a booster (brake booster) for reducing a driver's brake operation force, and is an intake pressure generated by a vehicle engine. It does not have a type that operates using (negative pressure) (master bag).

  The reservoir tank 3 is a brake fluid source that stores the 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 in the positive direction of the z-axis on the positive side in the x-axis direction of the reservoir tank 3, and is provided to be openable and closable by the lid 3a. The supply ports 31P and 31S are provided so as to be arranged in the x-axis direction, and project and open toward the negative side of the reservoir tank 3 in the z-axis direction. The supply port 31P is provided on the x-axis negative direction side of the supply port 31S. The supply ports 32a and 32b are provided on the negative side in the x-axis direction with respect to the supply port 31P, and open on both sides in the y-axis direction of the reservoir tank 3. A fastening portion 35 is provided on the negative side in the z-axis direction of the reservoir tank 3 and between the supply ports 31P and 31S. 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 interior of the reservoir tank 3 is partitioned into three regions by two partition plates 33a and 33b installed so as to extend in the positive z-axis direction from the bottom surface in the negative z-axis direction. A supply port 31S opens in the area on the positive side of the x-axis, supply ports 32a and 32b open in the area on the negative side of the x-axis, and a supply port 31P opens in an area between these two areas. The partition plate 33 stores the brake fluid in each area even when the vehicle is tilted or accelerated / decelerated, thereby enabling the supply of the brake fluid from each supply port. A pipe mounting 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 section 320a. The pipe mounting portion 320a is provided so as to protrude from the outer surface of the reservoir tank 3 on the negative side of the x-axis, the positive side of the y-axis, and the negative side of the z-axis toward the positive side of the y-axis, and bend in the positive direction along the x-axis. Have been. The tip of the pipe attachment part 320a to which the brake pipe 71 is attached opens in the positive x-axis direction. A pipe mounting portion 320b is connected to the supply port 32b (see FIG. 2). One end of another brake pipe is mounted on the pipe mounting section 320b. The pipe mounting portion 320b is provided so as to project from the outer surface of the reservoir tank 3 on the negative side of the x-axis, the negative side of the y-axis and the negative side of the z-axis toward the negative side of the y-axis, and bend in the positive direction on the x-axis in the middle. Have been. The tip of the pipe attachment part 320b to which the brake pipe is attached opens in the positive x-axis direction.

  The master cylinder 4 is a first brake hydraulic pressure generation source that generates a hydraulic pressure (master cylinder hydraulic pressure) in accordance with a brake pedal operation (brake operation) performed by a driver. The master cylinder 4 is connected to a wheel cylinder via an oil passage (brake piping) not shown. The master cylinder hydraulic pressure is supplied to the wheel cylinder via the above oil passage, and generates 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 part 40a, a flange part 40b, and a fitting part 40c. The main body 40a is formed in a closed-end cylindrical shape with one end side (x-axis positive direction side) closed and extending in the x-axis direction. The flange portion 40b is provided on the outer periphery of the main body portion 40a on the negative side in the x-axis direction. Fastening portions 40d and 40e having bolt holes extending in the x-axis direction are provided on both sides of the flange portion 40b in the y-axis direction. The fastening portions 40d and 40e are provided at substantially symmetric positions with respect to the axis of the main body portion 40a. The fitting portion 40c is provided in a substantially columnar shape that extends in the x-axis direction adjacent to the flange portion 40b on the x-axis negative direction side. A seal member 402 is provided 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 negative side of the master cylinder housing 40 in the x-axis direction. 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 operate (reciprocate) 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. The positive end of the push rod 2 (contact member 22) in the x-axis positive direction, which is formed in a convex spherical shape, is in contact with the receiving portion 410 and is rotatably fitted and installed. 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 concave portion 411 extending in the x-axis direction and opening on the x-axis positive direction side. Each piston 41 is provided with a communication hole 412 that connects the inner peripheral surface of the concave portion 411 and the outer peripheral surface of each piston 41 so as to extend in the radial direction.

  A discharge port 44 and a supply port 45 are formed in the master cylinder housing 40, 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 on the y-axis negative direction side of the master cylinder housing 40, 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 P-system discharge ports 44P are provided, and the other discharge ports 44P other than those described above extend in the y-axis direction and open to the side surface of the master cylinder housing 40 on the y-axis positive direction side. The discharge port 44P that opens on 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 supply port 45 extends in the z-axis direction, opens on the upper surface of the master cylinder housing 40 on the positive side in the z-axis direction, and connects to the reservoir tank 3 to communicate therewith. The supply ports 31P and 31S of the reservoir tank 3 are fitted into recesses 48 (opening of the supply port 45) on the upper surface of the master cylinder housing 40 via the seal member 34, and communicate with the supply 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, 31S and supply ports 45P, 45S. A fastening portion 49 is provided between the concave portions 48P and 48S at the positive end in the z-axis direction of the master cylinder housing 40 when viewed from the y-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 into the fastening part 49 and the fastening part 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 sides (lip portions) of the seal members 46 and 47 abut on the outer peripheral surfaces of the pistons 41. The seal members 46 and 47 regulate the flow of the brake fluid passing through the gap between the inner periphery of the hole 400 and the outer periphery of the piston 41 in one direction. The P-system seal member 46P regulates the flow of the brake fluid from the supply port 45P toward the negative side of the x-axis (outside the master cylinder housing 40). The S-system seal member 46S allows only the flow of the brake fluid from the supply port 45S toward the negative side of the x-axis. The seal member 47 allows only the flow of the brake fluid from the supply port 45 toward the positive x-axis direction.

  A hydraulic chamber 43 is defined inside the master cylinder housing 40 (hole 400). A P-type hydraulic chamber 43P is defined between the pistons 41P and 41S (the area 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 (the area sealed by the seal member 47S). In each of the hydraulic chambers 43, a coil spring 42 as a return spring of the piston 41 is installed in a compressed state. A discharge port 44 opens in each hydraulic chamber 43. As shown in FIG. 9, in a state where the brake pedal is not depressed (a state in which 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 at the most negative side in the x-axis direction. And the communication hole 412 of each piston 41 is located on the x-axis negative direction side of the seal member 47. Therefore, the supply port 45 communicates with the inner peripheral side of the concave portion 411 of each piston 41, that is, the hydraulic pressure chamber 43 via the communication hole 412. When the piston 41 operates in the x-axis direction in the hole 400, a brake fluid pressure is generated. Specifically, the thrust of the push rod 2 in the positive x-axis direction is transmitted to the piston 41P by the driver's brake operation. As each piston 41 strokes in the positive x-axis direction, the volume of each hydraulic chamber 43 decreases. When the communication hole 412 is located on the x-axis positive direction side with respect to the seal member 47, the communication between each hydraulic pressure chamber 43 and the supply port 45 (reservoir tank 3) is cut off, and the brake is provided in each hydraulic pressure chamber 43. A hydraulic pressure (master cylinder hydraulic pressure) is generated according to the operation. Note that substantially the same hydraulic pressure is generated in both the hydraulic 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 provided so that the brake fluid flowing out of the master cylinder 4 can flow in, and is an operation reaction force generation source that 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 has a stroke simulator housing 50, a reaction force piston 51, and a coil spring 52. The stroke simulator housing 50 integrally has a main body 50a, a connecting part 50b, and a flange part 50c.

  The main body 50a has a stepped bottomed cylindrical shape, and integrally has 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 on the x-axis positive direction side of the large-diameter cylindrical portion 50d and substantially coaxially with the cylindrical portion 50d. The flange portion 50f is provided substantially coaxially with the cylindrical portion 50e on the x-axis positive direction side of the small-diameter cylindrical portion 50e. An air bleeder 57 for bleeding air from the stroke simulator 5 is provided in the cylindrical portion 50e. The air-bleeding bleeder 57 is provided so as to protrude from the outer peripheral surface of the cylindrical portion 50e on the positive side in the x-axis direction and on the positive side in the z-axis direction toward the negative side in the y-axis direction. 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. A fastening portion 50g having a bolt hole extending in the x-axis direction is provided on the y-axis positive direction side and the z-axis negative direction side of the flange portion 50f. A fastening portion 50h having a bolt hole extending in the x-axis direction is provided on the y-axis negative direction side and the z-axis positive direction side of the flange portion 50f. The fastening portions 50g and 50h are provided at substantially symmetric positions with respect to the axis of the main body 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 on the inner peripheral side of the large-diameter cylindrical portion 50d so as to extend in the x-axis direction. The second axial hole 502 has a smaller diameter than the first axial hole 501, and extends in the x-axis direction on the inner peripheral side of the small-diameter cylindrical portion 50e so as to be continuous with the first axial hole 501. And is opened at the bottom on the x-axis positive direction side of the cylindrical portion 50d. An oil passage of the air bleeder bleeder 57 is opened at the x-axis positive direction end and the z-axis positive direction end of the second axial hole 502. One end (the positive x-axis end of the second axial hole 502) of the main body 50a is closed, and the other end (the negative x-axis end of the first axial hole 501) is open.

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

  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 in the positive x-axis direction from the pipe mounting portion 320a of the reservoir tank 3 and moves in the negative z-axis direction so as to wrap the discharge port 44P (which protrudes and opens in the positive y-axis direction) on the inner peripheral side. After bending, it is folded back in the negative x-axis direction and attached to the pipe attachment section 580. The first axial hole 501 is connected to the supply port 32a 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 y-axis positive direction side of the boundary between the cylindrical portion 50e and the flange portion 50f. The connection port 59 communicates with the valve mounting hole 503, and is connected to a discharge port 44P that opens on the positive side in the y-axis direction of the master cylinder 4 via the brake pipe 70, and is connected to the master cylinder 4 (the 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 opening to the positive y-axis side of the master cylinder 4 in the positive y-axis direction and the negative z-axis direction, and extends in the y-axis negative direction so as to surround the brake pipe 71 on the inner peripheral side. It is turned back to the direction side and connected to the connection port 59.

  The connection portion 50b is provided on the positive side in the z-axis direction of the main body portion 50a (the cylindrical portion 50d). The connecting portion 50b is a bottomed cylindrical shape extending in the x-axis direction. Fastening portions 50i, 50j having bolt holes extending in the x-axis direction are provided on both sides of the connection portion 50b in the y-axis direction. The outer peripheral surface of the connecting portion 50b (including the fastening portions 50i and 50j) is substantially the same 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. Provided the same. 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 end edge of the connection portion 50b (fastening portion 50i) (does not project in the y axis positive direction side than the fastening portion 50i). . The pipe mounting portion 320b of the reservoir tank 3 is located on the y-axis positive direction side of the y-axis negative direction end edge of the connection portion 50b (fastening portion 50j) (does not project in the y-axis negative direction side than the fastening portion 50j). . The tip of the air-bleeding bleeder 57 on the negative side in the y-axis direction is located closer to the positive side in the y-axis direction than the edge of the connecting portion 50b (fastening portion 50j) in the negative y-axis direction (in the negative y-axis direction than the 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 connection portion 50b. The first axial hole 504 is formed in a substantially cylindrical shape extending in the x-axis direction, and opens on the positive side in the x-axis direction of the connecting portion 50b. The diameter of the first axial hole 504 is provided slightly larger than the diameter of the fitting portion 40c 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 from the first axial hole 504. The third axial hole 506 has a smaller diameter than the second axial hole 505, and is formed so as to extend in the x-axis direction continuously with the second axial hole 505. In the negative x-axis direction (on the vehicle mounting surface 508 side). The axial holes 504 to 506 are formed substantially coaxially. The fastening portions 50i and 50j are provided at substantially symmetric positions with respect to the axes of the holes 504 to 506. A stopper 507 is formed at the bottom of the connection portion 50b on the negative side in the x-axis direction so as to surround the third axial hole 506. The surface of the stopper portion 507 on the positive side in the x-axis direction is formed in a tapered shape substantially parallel to the surface of the flange portion 21 of the push rod 2 on the negative side in the x-axis direction. It is provided so as to be able to contact the surface.

  The flange portion 50c is provided on the negative side in the x-axis direction of the stroke simulator housing 50 in a plate shape extending substantially parallel to the yz plane. The flange portion 50c is a fixing flange for fixing the stroke simulator housing 50 to a vehicle. The flange portion 50c is a substantially rectangular shape having a side extending in the y-axis direction and a side extending in the z-axis direction when viewed from the x-axis direction, and has stud shafts (stud bolts 509 as fixing tools) 509 at four corners thereof. It is fixed so as to protrude in the negative direction of the x-axis. The axis of the main body 50a (such as the axial hole 501) and the axis of the connecting portion 50b (such as the axial hole 504) are located substantially at the center of the flange 50c in the y-axis direction. The axis of the connection portion 50b is located substantially at the center of the flange portion 50c in the z-axis direction. The axis of the main body 50a is located slightly below (on the negative side of the z-axis) the side of the flange 50c on the negative side of the z-axis. The width (dimension in the y-axis direction) of the flange portion 50c is larger than the width (dimension in the y-axis direction) of the main body portion 50a, larger than the width (dimension in the y-axis direction) of the main body portion 40a of the master cylinder housing 40, and It is provided larger than the width (dimension in the y-axis direction) of the tank 3. The width (dimension in the y-axis direction) of the flange portion 50c is substantially the same as the width (dimension in the y-axis direction) of the connecting 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 to the fastening portions 40d, 40e constituting the y-axis direction both edges of the connecting portion 50b to the flange portion 40b are connected to the flange portion 50c. (In substantially the same y-axis direction position). The height (dimension in the z-axis direction) of the flange portion 50c is greater than the height (dimension in the z-axis direction) of the connection 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 50a of the stroke simulator housing 50 so as to be operable in the x-axis direction. The reaction force piston 51 is provided so as to protrude into the first axial hole 501 from the negative end of the second axial hole 502 in the x-axis direction. A spring retainer 512 is provided at the negative end in the x-axis direction of the reaction force piston 51 protruding into the first axial hole 501. The spring retainer 512 is provided so as to move 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 provided 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-shaped spring retainer 53 that closes the opening in the negative x-axis direction of the first axial hole 501 is fixedly installed. A seal member 532 is provided on the outer periphery of the spring retainer 53. When the seal member 532 contacts the inner peripheral surface of the first axial hole 501, the opening of the first axial hole 501 is liquid-tightly sealed. Inside the stroke simulator housing 50, a main chamber 54 and a sub-chamber 56 are defined by a reaction force piston 51. The main chamber 54 is defined in the second axial hole 502 on the x-axis positive direction side of the reaction force piston 51. A sub-chamber 56 is defined in the first axial hole 501 and on the x-axis negative direction side of the reaction force piston 51. The communication between the main chamber 54 and the sub chamber 56 is suppressed by the seal member 511. In the main chamber 54, an oil passage 55 and an oil passage of an air release bleeder 57 are always open.

  In the sub chamber 56, a coil spring 52 as a return spring of the reaction force piston 51 is installed in a compressed state. The coil spring 52 is an elastic member that constantly biases the reaction piston 51 toward the main chamber 54 (in a direction in which the volume of the main chamber 54 is reduced and the volume of the sub chamber 56 is expanded). 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 recess 530 that opens in the positive x-axis direction is formed in a portion of the spring retainer 53 closer to the inner periphery than the coil spring 52. An elastic member 531 is provided in the concave portion 530. The elastic member 531 protrudes in the positive x-axis direction from the spring retainer 53. The elastic member 531 faces 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 direction of the x-axis exceeds a predetermined value, the elastic member 531 comes into contact with the above-described inner peripheral side portion of the spring retainer 512 and is elastically deformed. This restricts the movement of the reaction force piston 51 in the negative direction of the x-axis, and also functions as a damper that absorbs an impact at the time of the restriction.

  The brake device 1 as a master cylinder unit is also a valve unit in which the stroke simulator valve 6 is built. The stroke simulator valve 6 is a normally-closed (closed valve in a non-energized state) simulator shutoff valve provided so as to restrict the flow of brake fluid into the stroke simulator 5. The stroke simulator valve 6 is mounted in a valve mounting hole 503 formed in the stroke simulator housing 50 (the main body 50a). The surface on the x-axis positive direction side of the main body 50a (flange 50f) where the valve mounting hole 503 is opened 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 via 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 path components. are doing. The solenoid 61 is bolted to the flange portion 50f (fastening portions 50g, 50h) at the x-axis positive direction end of the main body 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. At the end of the solenoid 61 in the positive x-axis direction, there is provided a connector portion 610 that opens toward the positive x-axis direction. Wiring (harness) for supplying a drive current to the solenoid 61 is connected to the connector section 610. The valve body 62 is a hollow cylinder made of a non-magnetic material, is fixedly installed so as to fit around the armature 63, and extends in the x-axis negative direction side of the armature 63. The plunger 64 is accommodated in the valve body 62 so as to be able to reciprocate in the x-axis direction. A spherical valve body 640 is provided at the tip of the plunger 64 on the negative side in the x-axis direction. 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 provided on the inner peripheral side of the valve mounting hole 503 of the main body 50a. The valve seat member 66 is cylindrical with a bottom, and a valve seat is provided at the bottom on the x-axis positive direction side. An orifice 660 extending in the x-axis direction is provided through the bottom, and opens at the center of the valve seat. The plunger 64 is driven by the electromagnetic force of the armature 63 (attraction force in the positive direction of the x-axis), and the valve body 640 opens and closes the orifice 660, so that the oil path including the orifice 660 (simulator oil path described below) communicates. Is controlled.

  The oil passage component has 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 fixed by a flange to an opening of the valve mounting hole 503 on the x-axis positive direction side. 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 fixed on the x-axis negative direction side of the first member 67. A valve seat member 66 is provided 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 (a retainer for the seal member 60) installed at the bottom of the valve mounting hole 503 on the x-axis negative direction side, and the valve seat member 66 is installed on the inner peripheral side thereof. You. The seal member 60 is a cup-shaped seal member similar to the seal member 46 and the like, and is provided 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. No oil passage is formed between the inner periphery of the seal member 60 and the outer periphery of the valve seat member 66. The lip on the outer peripheral side of the seal member 60 contacts 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 negative side of the x-axis to the positive side of the x-axis is permitted, and the flow in the reverse direction 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 communicating with the main chamber 54 of the stroke simulator 5 is opened at the bottom of the valve mounting hole 503 on the negative side in the x-axis direction. The connection port 59 is provided via an oil passage between the outer circumference of the valve seat member 66 and the inner circumferences of the first and second members 67 and 68, and a concave portion provided at the x-axis positive direction end of the first member 67. And communicates 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. With the above-described path, a simulator oil passage is formed in which the stroke simulator valve 6 switches between communication and cutoff while connecting the hydraulic chamber 43P and the main chamber 54.

  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 is always in communication with the reservoir tank 3 and is released to a low pressure (atmospheric pressure), and forms a back pressure chamber of the stroke simulator 5. The sub-chamber 56 may be directly connected to the low pressure (atmospheric pressure) without being connected to the reservoir tank 3. When the stroke simulator valve 6 is opened, the brake fluid flowing out of the master cylinder 4 (the hydraulic chamber 43P) by the driver's brake operation flows into the interior of the stroke simulator housing 50 (the main chamber 54) through the simulator oil passage. . By this brake fluid, the reaction force piston 51 operates in the hole 502 in the axial direction. As a result, an operation reaction force of the brake pedal is artificially generated and applied to the brake pedal. Specifically, the stroke simulator valve 6 is opened by being energized to open the simulator oil passage. The master cylinder hydraulic pressure acts on the main chamber 54 of the stroke simulator 5 via 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 by this pressure and moves in the axial direction toward the sub chamber 56. Moving. The volume of the main chamber 54 increases, and the brake fluid flows into the main chamber 54 from the master cylinder 5 (the hydraulic chamber 43P) via the simulator oil passage. Further, the brake fluid is discharged from the sub chamber 56 to the reservoir tank 3 via the brake pipe 71.

  As described above, when the driver performs a brake operation (depresses the brake pedal), the stroke simulator 5 creates a pedal stroke by sucking the brake fluid from the master cylinder 5 to simulate the fluid rigidity of the wheel cylinder. Then, reproduce the feeling of depressing the brake pedal. Here, while only the coil spring 52 is being compressed and contracted 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 in addition to the coil spring 52 is being compressed and contracted 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, for example, to be the same as that of an existing master cylinder. When the driver finishes the brake operation (depresses the brake pedal) and the pressure in the main chamber 54 decreases to less than a predetermined value, the biasing force (elastic force) of the coil spring 52 moves the reaction force piston 51 to the initial position. Return.

  An oil passage is formed in the third member 69 to communicate the inner periphery thereof with the end surface in the positive x-axis direction. Through this oil passage, the oil passage 55 communicates with the seal member 60 in the negative x-axis direction. You may make it. In this case, a bypass oil passage is provided in parallel with the simulator oil passage and the flow direction is regulated by the seal member 60. The seal member 60 allows only the flow of the brake fluid from the main chamber 54 of the stroke simulator 5 to the hydraulic chamber 43P of the master cylinder 4 in the bypass oil passage. Even if the stroke simulator valve 6 closes (or becomes stuck in the closed state) while the brake fluid flows into the main chamber 54, the bypass oil passage is provided from the main chamber 54 via 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. Master cylinder housing 40 is fixed to stroke simulator housing 50. The housings 40 and 50 are integrally fixed to each other. Each of the housings 40 and 50 has a joint surface for integrally fixing each other. The outer peripheral surface of the fitting portion 40c of the master cylinder housing 40, the x-axis negative end surface of the flange portion 40b, the inner peripheral surface of the first axial hole 504 of the connection portion 50b of the stroke simulator housing 50, and the (first shaft) The x-axis positive direction end face of the connection portion 50b (opening the direction hole 504) constitutes the joining surface. The joint surface includes an ingot portion (an outer peripheral surface of the fitting portion 40c and an inner peripheral surface of the first axial hole 504) functioning as an inro joint. That is, a part of the stroke simulator housing 50 (connection portion 50b) is recessed, and the protrusion of the master cylinder housing 40 is fitted to the recess, whereby the housings 40 and 50 are joined. 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 them together in the x-axis direction, the x-axis negative end surface of the flange portion 40b of the master cylinder housing 40 comes into contact with the x-axis positive end surface of the connection portion 50b. The bolts 10 are inserted into 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). The housing 50 is integrally fastened and fixed. Note that the opening of the first axial hole 504 is liquid-tightly sealed by the seal member 402 provided in the fitting portion 40c abutting on the inner peripheral surface of the first axial hole 504. A portion of the inner peripheral side of the fitting portion 40c of the master cylinder housing 40 that protrudes in the negative x-axis direction beyond the fitting portion 40c is accommodated in the first axial hole 504. The piston 41P protruding from the hole 400 of the master cylinder housing 40 in the negative x-axis direction 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 mounting surface 508 for mounting the stroke simulator housing 50 (brake device 1) to the vehicle. I do. The stroke simulator housing 50 is fastened and fixed to the lower part of the dash panel (floor panel) of the vehicle body in the positive x-axis direction by the stud shaft 509. The dash panel is a partition member on the vehicle body side that separates an engine room (or a motor room in which a power unit such as a driving motor is installed; hereinafter simply referred to as an engine room) from 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 (thickness in the x-axis direction, width in the y-axis direction, and height in the z-axis direction) of the flange portion 50c is such that the mounting strength of the brake device 1 to the vehicle can be sufficiently secured 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 through 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, and the like are installed in the engine room (on the positive side of the x-axis). Note that a part of the stopper portion 507 of the stroke simulator housing 50 projects from the vehicle mounting surface 508 in the negative x-axis direction to form a locking portion. A boot 2a is attached to the locking portion and covers the push rod 2. As described above, the stroke simulator housing 50 is rigidly fixed (without an elastic body) to the dash panel by the stud shaft 509. Therefore, a favorable reaction force is generated with respect to the driver's brake operation force (pedal force) 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. Then, a master cylinder hydraulic pressure is generated according to the brake operating force.

  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 vertically positioned when mounted on the vehicle. That is, 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 mounted on the vehicle. When mounted on the vehicle, 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 arranged above the master cylinder 4, and the stroke simulator 5 is arranged below the master cylinder 4. The master cylinder 4 and the stroke simulator 5 are arranged in parallel with each other. In other words, they are arranged so that the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are substantially the same. As a result, when the vehicle is mounted on the vehicle, the master cylinder 4 and the stroke simulator 5 are positioned vertically with their axial directions aligned.

  As shown in FIG. 7, when mounted on a 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 as viewed in the x-axis direction and parallel to the z-axis. Are arranged so as to be aligned on a straight line. Therefore, when mounted on the vehicle, 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 projected in the vertical direction of the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 is minimized. As shown in FIGS. 3 and 4, the master cylinder 4 (the main body 40 a of the master cylinder housing 40) and the stroke simulator 5 (the main body 50 a of the stroke simulator housing 50) have the width (dimension in the y-axis direction) of the reservoir tank 3. It is provided to fit within. Further, as shown in FIG. 5, the brake pipes 70 and 71 are provided so as to fit 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 project beyond the reservoir tank 3 in the positive z-axis direction. The brake pipe 70 does not project beyond the stroke simulator housing 50 in the negative z-axis direction.

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

  The stroke simulator valve 6 is arranged at an axial position of the stroke simulator 5. That is, as shown in FIG. 7, the stroke simulator valves 6 are arranged on one side in the axial direction of the stroke simulator 5 (the positive side in the x-axis direction) so as to overlap each other when viewed from the axial direction of the stroke simulator 5 (the x-axis direction). Are located. The operation direction of the valve body 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 to be substantially the same. More specifically, the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5. The center axis of the stroke simulator valve 6 (valve mounting hole 503) is provided on substantially the same straight line as the center axis of the stroke simulator 5 (axial holes 501 and 502). Therefore, the range in which the stroke simulator 5 and the stroke simulator valve 6 overlap each other in the axial direction is maximized. This minimizes the area projected by the stroke simulator 5 and the stroke simulator valve 6 in the x-axis direction. As shown in FIG. 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, and the like) has a width (the main body portion 50a of the stroke simulator housing 50) of the stroke simulator 5 (the body 50a). It is provided so as to fit 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 with the master cylinder 4 when viewed from the vertical direction when mounted on a vehicle. The master cylinder 4 and the stroke simulator valve 6 are arranged in parallel with each other (so that the axial directions are substantially the same as each other). As a result, the master cylinder 4 and the stroke simulator valve 6 are in the upper and lower positions in the state where they are aligned in the axial direction. When mounted on a vehicle, when viewed from the x-axis direction, the axis of the master cylinder 4 and the axis of the stroke simulator valve 6 are arranged on substantially the same straight line parallel to the z-axis. Therefore, the range where the master cylinder 4 and the stroke simulator valve 6 overlap with 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 fit 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 50 a of the stroke simulator housing 50 is a flange 50 c. 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 further in the positive x-axis direction than the master cylinder housing 40). As shown in FIGS. 3 to 6, the x-axis positive direction end of the reservoir tank 3, the x-axis positive direction end of the master cylinder 4, and the x-axis positive direction end of the stroke simulator valve 6 (connector section 610) are substantially mutually defined. They are 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 fit within the length (dimension in the x-axis direction) of the master cylinder housing 40 and the stroke simulator housing 50. For example, (the x-axis positive direction end) of the brake pipe 71 is located on the x-axis negative direction side of the x-axis positive direction end surface of the master cylinder housing 40 (does not project in the x-axis positive direction side than 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) I can't see it in the shade. As shown in FIG. 3, when the brake device 1 is viewed from the positive side of the z-axis, the master cylinder 4 (excluding a part of the flange portion 40 b of the master cylinder housing 40) and the connection portion 50 b of the stroke simulator housing 50. The stroke simulator 5 is hidden behind the reservoir tank 3 and cannot be seen. As shown in FIG. 6, when the brake device 1 is viewed from the negative side of the y-axis, (a part of the brake pipe 71 on the negative side of the z-axis and a part of the brake pipe 70 The brake pipes 70 and 71 are not visible 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 negative side of the x-axis, the negative side of the y-axis, and the positive side of the z-axis. The actuator 8 is a second brake fluid pressure generation source that can receive brake fluid from the master cylinder 4 and the reservoir tank 3 and can generate brake fluid pressure independently of a brake operation by a driver. The actuator 8 is provided between the wheel cylinder of each wheel and the master cylinder 4, and is a hydraulic pressure control unit that 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 integrated unit.

  The hydraulic unit 8a serves as a hydraulic device for generating a control hydraulic pressure, such as a pump as a hydraulic pressure generation source and a plurality of control valves (electromagnetic valves) for switching the communication state of an oil passage formed in the housing 80. have. A motor 8c for driving a pump is integrally attached to the hydraulic unit 8a (housing 80). The specific hydraulic circuit configuration of the hydraulic unit 8a is the same as that of a known hydraulic unit, and a description thereof will be omitted. The hydraulic pressure unit 8a is provided with a hydraulic pressure sensor for detecting a hydraulic pressure (a master cylinder hydraulic pressure or the like) of 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. The hydraulic unit 8a is arranged, for example, on the lower side of the brake device 1 such that the direction such as the x-axis in FIG. 10 matches the direction such as the x-axis in FIG. This makes it possible to reduce the projected area of the entire brake system in the vertical direction (vertical direction of the vehicle) and improve the mountability of the vehicle. 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 of the P system and the S system and four wheel cylinder ports 82 are provided as openings of an oil passage formed in the housing 80. The master cylinder port 81P of the P system is connected to the discharge port 44P (on the y-axis negative direction side) of the P system of the master cylinder 4 via a brake pipe, and communicates with the hydraulic pressure chamber 43P. The S system master cylinder port 81S is connected to the S system discharge port 44S 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. Another port of the housing 80 is connected to a supply port 32b of the reservoir tank 3 through a 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 as input a detection value sent from a pedal stroke sensor that detects an operation amount of a brake pedal, a hydraulic pressure sensor that detects a discharge pressure of a pump and a master cylinder hydraulic pressure, and information about a traveling state sent from a vehicle. You. The controller 8b controls the opening and closing of each solenoid valve of the hydraulic unit 8a and the number of rotations of the motor (discharge amount of the pump) according to a built-in program based on these detected values and information. By controlling the wheel cylinder fluid pressure in this way, boost control to reduce the brake operating force, anti-lock brake control (ABS) to suppress wheel slip due to braking (to reduce the tendency to lock), Brake control (vehicle behavior control such as VDC and ESC) to suppress vehicle skidding and stabilize vehicle behavior, automatic brake control such as following vehicle follow-up control, and target deceleration ( A regenerative cooperative brake control for achieving the target braking force) is realized. For example, in the boost control, the hydraulic pressure unit 8a is driven (using the discharge pressure of the pump) to increase the assist hydraulic pressure formed by driving the hydraulic pressure unit 8a with respect to the master cylinder hydraulic pressure generated in response to the brake operation. Create wheel cylinder hydraulic pressure higher than hydraulic pressure.

  When 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 by using the brake pedal operating force (pedal force) by the driver (pedal force brake). In response to the depression operation of the brake pedal, the brake fluid is supplied from the hydraulic chamber 43 of each system of the master cylinder 4 to each wheel cylinder (via an oil passage in the hydraulic unit 8a) (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 depressed, 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 de-energized and closed. Accordingly, communication between the master cylinder 4 (the hydraulic chamber 43P) and the stroke simulator 5 (the main chamber 54) is cut off.

  On the other hand, when the hydraulic unit 8a is operated, the communication between the hydraulic chamber 43 of the master cylinder 4 and each wheel cylinder is cut off, and the wheel cylinder hydraulic pressure is generated by the hydraulic pressure generated by using the pump. It is possible. As a result, a so-called brake-by-wire system can be configured to realize boost control, regenerative cooperative brake control, and the like. At this time, the stroke simulator valve 6 is energized and opens. Therefore, the master cylinder 4 (the hydraulic chamber 43P) and the stroke simulator 5 (the main chamber 54) communicate with each other. When the driver performs a brake operation (depresses or depresses 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 is an integrated one of a hydraulic controller for controlling the wheel cylinder hydraulic pressure and a controller for controlling the stroke simulator valve 6. In other words, the former hydraulic controller includes the latter controller.

[Operation of Reference Example]
Next, the operation will be described. In the brake system of the present reference example, the brake device 1 and the actuator 8 are provided separately (separately). Therefore, the versatility of each device (the brake device 1 and the actuator 8) is high, and the brake system can be easily applied to different types of vehicles. Further, the size of the brake device 1 can be reduced as compared with the case where the brake device 1 and the actuator 8 are provided integrally. In general, the 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 able to execute boosting control for reducing the brake operation force by generating a wheel cylinder fluid pressure higher than the master cylinder fluid pressure. In other words, the actuator 8 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 operating force using the intake pressure (negative pressure) generated by the vehicle engine. Further, the brake device 1 as the input device does not need to include a booster that boosts the brake operating force by using a pressure accumulating means (accumulator), an electric motor, or the like. Therefore, the entire brake system can be simplified, and the applicability to a vehicle is high. In addition, it is possible to save the space of the vehicle while reducing the size of the brake device 1. For example, the brake device 1 can be installed in a space required for installing a master bag. Instead of causing the actuator 8 to also function as a booster, a negative pressure type, a link type using a link mechanism, or an electric (hydraulic) type booster using an electric motor or the like may be provided. . Further, the brake device 1 (brake system) of the present reference example is suitable for a vehicle that can generate 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 (as constituting one master cylinder unit). Therefore, the oil passage 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 downsized. By reducing the size of the brake device 1, the brake device 1 can be easily mounted on different types of vehicles and has high versatility. Therefore, manufacturing costs can be reduced.

Here, in general, there are variations of the master cylinder according to the size of the vehicle to be 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 models), it is difficult to divert the brake device, and there is a possibility that the versatility may be lacking.
On the other hand, 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 integrally fixing the housings 40 and 50 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 for different vehicle types (vehicle models) is high. In other words, by modularizing the master cylinder 4 and the stroke simulator 5, it is possible to appropriately combine the modules 4 and 5 according to the type of vehicle (vehicle model) to be mounted. Therefore, it is easy to divert an existing product. More specifically, a predetermined stroke simulator 5 (stroke simulator housing 50) is appropriately combined with an existing master cylinder 4 (master cylinder housing 40) according to the size of the vehicle to be mounted, so that the vehicle is adapted to the vehicle. The brake device 1 can be obtained.

  The master cylinder housing 40 and the stroke simulator housing 50 are joined (ink-joined) by a joint surface having an ingot portion (the outer peripheral surface of the fitting portion 40c, etc.), and are integrally fixed to each other. Therefore, the existing (general-purpose) master cylinder can be easily reused. For example, a concave shape (a first axial direction in the present embodiment) in which a certain protrusion (an engaging portion 40c on the x-axis negative direction side in the present embodiment) originally provided in the housing of the existing master cylinder is fitted. If the hole 504) is provided in the stroke simulator housing 50 and the two are joined together, the existing master cylinder 4 can be used as it is.

  The stroke simulator housing 50 has a vehicle mounting surface 508, and is attached to the vehicle by the vehicle mounting surface 508. Therefore, master cylinder 4 and stroke simulator 5 can be easily attached to the vehicle via stroke simulator housing 50. That is, the master cylinder housing 40 may be attached to the vehicle instead of the stroke simulator housing 50. However, in this case, if the stroke simulator housing 50 is to be 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 parts to which the stroke simulator housing 50 can be joined are limited. That is, it is relatively difficult to attach the stroke simulator 5 to the vehicle via the master cylinder housing 40 (attached to the vehicle) while improving the versatility of the master cylinder 4. 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 and the master cylinder 4 is attached to the vehicle via the stroke simulator housing 50 as in the present embodiment, the shape of the stroke simulator housing 50 can be set relatively freely. Therefore, a portion to which the master cylinder housing 40 can be joined can be relatively easily secured. 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 the present embodiment, the stroke simulator housing 50 is attached to the vehicle, so that 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. That is, when the stroke simulator housing 50 is mounted on the vehicle, the vehicle mounting portion originally provided in the existing master cylinder housing (the fitting portion in the present 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. The vehicle mounting portion (fitting portion 40c) is standardized to some extent. If a concave shape corresponding to the standardized vehicle mounting 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.

  Before assembly, the master cylinder 4 (master cylinder housing 40) and the stroke simulator 5 (stroke simulator housing 50) are separated from each other, and brake pipes 70 and 71 forming an oil path connecting the two are provided. Is preferred. In the present reference example, by providing the pipe mounting portion 320a of the reservoir tank 3 and the connection port 58 of the stroke simulator 5 on the same side surface (positive y-axis side) of the brake device 1, the brake pipe 71 can be shortened. Connection workability and maneuverability of the brake pipe 71 can be improved. The same applies to the brake pipe 70. Further, among the brake pipes, at least the brake pipe 71 to which high pressure does not act is formed of a flexible material (a material such as rubber). Therefore, the layout and the maneuverability of the brake pipe 71 can be improved as compared with the case where the brake pipe 71 is configured as a steel pipe.

  When the vehicle is mounted on the vehicle, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap with each other (become vertically positioned) when viewed from the vertical direction. Thus, the projected area of the brake device 1 from above can be reduced. Thereby, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from above can be reduced, and the mountability of the brake device 1 in a vehicle (the layout in the engine room) 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. It is sufficient that 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 the master cylinder 4. In the present reference example, by disposing the stroke simulator 5 directly below the master cylinder 4, the area where both overlap in the up-down direction is increased, so that 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 and 5 overlap when viewed from the direction perpendicular to the axis of the master cylinder 4). Are located in By arranging the two 4 and 5 so as to overlap in the axial direction (longitudinal direction), it is possible to suppress an increase in the size of the brake device 1 in the axial direction of the master cylinder 4. When the axis of the master cylinder 4 is installed so as to extend in the front-rear 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 directions of the master cylinder 4 and 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 of the master cylinder 4 and the entire stroke simulator 5 projected from the axial direction of the master cylinder 4 as compared with the case where the directions of both axes 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 that extends perpendicular to the axis of the master cylinder 4. Further, when the entire master cylinder 4 and the stroke simulator 5 are viewed from the direction perpendicular to the axis of the master cylinder 4 and the axes of the master cylinder 4 and the axis of the stroke simulator 5 are located on the same straight line, the master cylinder 4 It is possible to minimize the size of the entire device in the direction perpendicular to the axis 4.

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

  In this embodiment, since the area where the master cylinder 4 and the stroke simulator 5 overlap in the vertical direction is maximized, the overall projected area in the vertical direction can be minimized, and the above effect can be enhanced. As shown in FIG. 4, when viewed from the z-axis direction, the stroke simulator 5 (excluding a part of the connection part 50b and the flange part 50c of the stroke simulator housing 50) has a contour of the master cylinder 4 (master cylinder housing 40). Fits within. The master cylinder 4 (except for a part of the flange portion 40b) fits within the outline of the reservoir tank 3. Therefore, as shown in FIG. 3, the projected area of the brake device 1 in the vertical direction is as follows: (the flange portion 40 b of the master cylinder housing 40, the connection portion 50 b of the stroke simulator housing 50, the pipe mounting portion 320, and the brake pipe 70, Except for (71), it is substantially equal to the projected area of the reservoir tank 3 in the vertical direction. Therefore, the projected area of the brake device 1 in the vertical direction can be reduced as much as possible.

  Further, the operation direction of the valve body 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 to be substantially the same. In other words, the axial directions of the stroke simulator valve 6 and the stroke simulator 5 are aligned. Therefore, the projected area of the entire stroke simulator 5 from the axial direction of the stroke simulator valve 6 and the stroke simulator 5 can be reduced as compared with the case where the directions of both axes 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 that extends perpendicular to the axis of the stroke simulator 5. Therefore, when the axis of the stroke simulator 5 is installed so as to extend in the front-rear direction of the vehicle, the area occupied by the brake device 1 (occupied area) in the engine room when viewed from the front-rear direction is reduced. The mountability can be improved. Also, by aligning the axial directions of the stroke simulator valve 6 and the stroke simulator 5, the axial directions of the master cylinder 4 and the stroke simulator valve 6 are aligned (substantially parallel to each other). Furthermore, the area occupied when viewed from above the brake device 1 can be further reduced.

  The stroke simulator valve 6 is arranged 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 projected area of the entire stroke simulator 5 and the stroke simulator 5 from the axial direction of the stroke simulator 5 can be reduced. In this embodiment, the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5. Therefore, when viewed from the axial direction (x-axis direction), the area where the 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. By arranging the two 4 and 6 so as to overlap in the axial direction (longitudinal direction), it is possible to suppress an increase in the size of the brake device 1 in the axial direction of the master cylinder 4. Further, when the axis of the master cylinder 4 is installed so as to extend in the front-rear 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 occupied area when viewed from above the brake device 1 can be reduced. It is sufficient that there is a range where the master cylinder 4 and the stroke simulator valve 6 partially overlap when projected in the vertical direction. However, it is preferable that at least half of the stroke simulator valve 6 overlap the master cylinder 4. In the present reference example, the above effect can be enhanced by setting the area where the two 4 and 6 overlap in the vertical direction to be the maximum 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 falls within the contour of the master cylinder 4 (master cylinder housing 40). The x-axis positive direction ends of the stroke simulator valve 6 (connector section 610) are located at substantially the same x-axis direction positions as the x-axis positive direction ends of the reservoir tank 3 and the master cylinder 4. Therefore, the projected area of the brake device 1 in the vertical direction can be reduced as much 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, it is possible to further reduce the size of the entire brake device 1 and improve the mountability on a vehicle. In addition, since a structure for connecting the two 5 and 6 and a brake pipe are not required, the configuration can be simplified and the fail-safe property can be improved while the mounting workability is improved. The controller 8b for controlling the stroke simulator valve 6 is formed separately from the brake device 1, and is connected to the stroke simulator valve 6 via a harness. Therefore, as 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 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 fit within the width (dimension in the y-axis direction) of the flange portion 50c for attaching the brake device 1 (stroke simulator housing 50) to the vehicle. . Therefore, the size of the brake device 1 in the lateral direction of the vehicle (in other words, the direction orthogonal to the axes of the master cylinder 4 and the stroke simulator valve 6 when viewed from above) can be reduced. Thereby, the mountability of the brake device 1 on the vehicle can be further improved.

  The brake pipe 71 connecting the reservoir tank 3 and the stroke simulator 5 is provided so as to fit within the width (dimension in the y-axis direction) of the flange portion 50c. Accordingly, the size of the brake device 1 in the lateral direction of the vehicle can be reduced, and the mountability of the brake device 1 on the vehicle 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 fit within the width (dimension in the y-axis direction) of the flange portion 50c while protruding in the positive y-axis direction. Pipe mounting portions 320a and 580 are arranged in spaces above and below the fastening portions 40d and 50i, respectively. Both the pipe mounting portions 320a and 580 are bent so as to open in the positive x-axis direction (not the positive y-axis direction), and are provided so as to fit within the width (dimension in the y-axis direction) of the flange portion 50c. . The brake pipe 71 attached to the pipe attachment sections 320a, 580 is installed in a U-shape bypassing the fastening sections 40d, 50i and the discharge port 44P. This allows the brake pipe 71 to fit within the width (dimension in the y-axis direction) of the flange portion 50c while eliminating interference with the fastening portions 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, it is possible to improve the vehicle mountability of the brake device 1 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 arranged below the master cylinder 4, and the reservoir tank 3 is arranged above the master cylinder 4 (when mounted on a vehicle, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are arranged in this order). For this reason, the air release property of the brake device 1 can be improved. That is, when the brake device 1 is attached to a vehicle or when maintenance (replacement of brake fluid) is performed, an operation of bleeding air (air) from the brake device 1 is performed. In the simulator oil passage, the air from the stroke simulator 5 side (including the main chamber 54) with respect to the stroke simulator valve 6 can be easily evacuated by the air bleeder 57. Here, the bleeder 57 is provided so as to open on the positive side in the z-axis direction of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, on an upper portion where air easily accumulates. Therefore, the air bleeding property can be improved. On the other hand, on the master cylinder 4 side with respect to the stroke simulator valve 6 in the simulator oil passage, air flows through the master cylinder 4 (hydraulic chamber 43P) and the reservoir tank 3 (supply port 30) via the brake pipe 70. Can be pulled out through. Here, the stroke simulator 5 is arranged below the master cylinder 4, and the reservoir tank 3 is arranged above the master cylinder 4. Therefore, since air (bubbles) rises due to buoyancy and is easily pulled out of the reservoir tank 3 via the brake pipe 70 or the like, the air bleeding property can be improved.

[Effect of Reference Example]
Hereinafter, the inventions and their effects obtained from the reference examples will be listed.
(1) a master cylinder 4 in which a piston 41 is provided inside a master cylinder housing 40 so as to be operable in an axial direction;
A stroke simulator 5 provided with a reaction force piston 51 that operates in the axial direction by the brake fluid flowing into the interior of the stroke simulator housing 50;
Master cylinder housing 40 is fixed to stroke simulator housing 50.
As described above, by forming the master cylinder housing 40 separately 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 has a vehicle mounting surface 508 for mounting on a 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 are provided with a joint surface (such as the outer peripheral surface of the fitting portion 40c) for integrally fixing each other, and the joint surface is provided with an intaglio portion.
Therefore, a general-purpose master cylinder can be used by inro joining.
(4) The master cylinder 4 and the stroke simulator 5 are integrally disposed so as to overlap each other when mounted on the vehicle when viewed from the vertical direction.
Therefore, the area occupied by the brake device 1 as viewed from above can be reduced, thereby improving vehicle mountability.
(19) an actuator 8 for controlling the wheel cylinder fluid pressure according to a brake operation state or a vehicle state;
A brake system that is provided separately from the actuator 8 and includes the brake device 1 that operates according to a brake operation performed by a driver;
The brake device 1 includes a master cylinder 4 that generates brake fluid pressure by a driver's brake operation,
A stroke simulator 5 in which the brake fluid flowing out of the master cylinder 4 flows in to generate a pseudo operation reaction force of the brake operation member,
The master cylinder 4 has a master cylinder housing 40 in which a piston 41 is provided so as to be able to operate 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 that has flowed therein.
A master cylinder housing (40) is fixed to a stroke simulator housing (50).
Therefore, the same effect as the above (1) can be obtained.

[Example 1]
The brake device 1 of the first embodiment is arranged such that the stroke simulator 5 is located on the side of the master cylinder 4 when mounted on a vehicle. First, the configuration will be described. Hereinafter, the same components as those of the reference example will be denoted by the same reference numerals, and the description thereof will be omitted. 11 to 18 show the entire brake device 1 of the first embodiment from the same directions as in FIGS. 1 to 8.

  The supply port 32a (pipe mounting 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 replenishment port 32b (pipe mounting portion 320b) is on the x-axis positive direction side and the y-axis positive direction side. It is provided in. 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 those described above open on the side surface on the z-axis negative direction side. As shown in FIG. 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. It is provided in. The air release bleeder 57 of the stroke simulator housing 50 projects from the outer peripheral surface of the cylindrical portion 50e in the negative y-axis direction and in the positive z-axis direction.

  The connection port 58 (pipe mounting portion 580) is provided on the positive side in the z-axis direction of the cylindrical portion 50d. The pipe mounting portion 580 protrudes from the outer surface of the cylindrical portion 50d slightly in the negative x-axis direction and the positive z-axis direction in the positive z-axis direction, bends in the positive x-axis direction on the way, and opens in the positive x-axis direction. It is provided to be. 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 in the positive x-axis direction, then skews to offset in the negative y-axis direction (away from the reservoir tank 3), and then returns to the positive x-axis direction. It extends in the direction side and is attached to the pipe attachment part 580. The connection port 59 is provided so as to open in the negative z-axis direction. As shown in FIG. 17, the brake pipe 70 extends from the discharge port 44P on the negative side of the z-axis of the master cylinder 4 to the negative side of the z-axis, bends toward the negative side of the y-axis, and extends substantially parallel to the y-axis. Then, it is turned back again in the positive z-axis direction 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 portion 50i is provided on the y-axis positive direction side and the z-axis negative direction side of the connection portion 50b, and the fastening portion 50j is provided on the y-axis negative direction side and the z-axis positive direction side of the connection portion 50b. The axis of the main body 50a and the axis of the connecting portion 50b are located substantially at the center of the flange portion 50c in the z-axis direction, and the axis of the connecting portion 50b is located substantially at the center of the flange portion 50c in the y-axis direction. The main body 50a is provided such that the axis of the main body 50a is located near the side of the portion 50c on the y-axis negative direction side. The height (dimension in the z-axis direction) of the flange portion 50c is greater than the height (dimension in the z-axis direction) of the main body portion 50a and the main body portion 40a of the master cylinder housing 40, and the connection portion 50b or the flange of the master cylinder housing 40 is formed. The height is substantially the same as the height (dimension in the z-axis direction) of the portion 40b. Further, the width (dimension in the y-axis direction) of the flange portion 50c is larger than the width (dimension in the y-axis direction) of the reservoir tank 3 and the width (dimension in the y-axis direction) of the connection portion 50b or the flange portion 40b of the master cylinder housing 40. ). 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 edges of the flange portion 50c (y At substantially the same position in the axial direction and the z-axis direction).

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

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

  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 connection portion 50b of the stroke simulator housing 50) are connected to the flange portion 50c. (The dimension in the z-axis direction). The brake pipes 70 and 71 are provided so as to fit within the heights (dimensions 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 project beyond the reservoir tank 3 in the positive z-axis direction. The brake pipe 70 is provided so as to fit within the height (dimension in the z-axis direction) of the flange portion 50c. That is, the brake pipe 70 is disposed so as to extend substantially parallel to the y-axis (substantially parallel to the side of the flange portion 50c on the negative side of the z-axis). It is located near the z-axis negative direction edge of 50c (does not protrude further in the z-axis negative direction than the flange portion 50c).

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

  Next, the operation will be described. When the vehicle is mounted on the vehicle, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap with each other (become at left and right positions) when viewed from the lateral direction. Therefore, the projected area of the brake device 1 from the lateral direction can be reduced. Thereby, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from the side can be reduced, and the mountability of the brake device 1 in a vehicle 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 reduced. Therefore, for example, application to a small car is easy. It is sufficient that the master cylinder 4 and the stroke simulator 5 partially overlap each other when projected in the horizontal direction, but it is preferable that at least half of the stroke simulator 5 overlap the master cylinder 4. In this embodiment, the stroke simulator 5 is arranged right 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, when viewed from the y-axis direction, the stroke simulator 5 and the stroke simulator valve 6 (excluding the connection portion 50 b and the flange portion 50 c of the stroke simulator housing 50) are within the contour of the master cylinder 4. Fits in. Therefore, the projected area of the brake device 1 in the lateral direction is substantially equal to the projected area of the master cylinder 4 and the reservoir tank 3 in the lateral direction (excluding the connection 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 fit within the height (dimension in the z-axis direction) 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 mountability of the brake device 1 on the vehicle can be further improved. The brake pipes 70 and 71 are provided so as to fit within the 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 70 connecting the master cylinder 4 and the stroke simulator 5 is provided so as to fit within the height (dimension in the z-axis direction) 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 mountability of the brake device 1 on the vehicle can be further improved. As shown in FIG. 17, a brake pipe 71 connecting the reservoir tank 3 and the stroke simulator 5 is provided with a concave portion (dead) formed on the y-axis negative direction side of the reservoir tank 3 and the z-axis positive direction side of the stroke simulator 5. (Space). Therefore, it is possible to improve the vehicle mountability of the brake device 1 while avoiding interference between the brake pipe 71 and other members in the engine room.

  In addition, with the same configuration as the reference example, the same operation and effect as the reference example can be obtained.

[Other Examples]
As described above, the embodiments for realizing the present invention have been described based on the embodiments. However, the specific configuration of the present invention is not limited to the embodiments, and the design changes may be made without departing from the gist of the invention. And the like are included in the present invention. For example, the stroke simulator 5 (main body 50a) may be arranged so as to overlap the master cylinder 4 in the vehicle front-rear direction when mounted on the vehicle. For example, the stroke simulator 5 (main body 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, the versatility can be improved by forming the master cylinder housing 40 separately from the stroke simulator housing 50. As shown in FIG. 9, a spring (disc) as a damper is provided between the negative end in the x-axis direction of the master cylinder housing 40 (fitting portion 40c) and the flange portion 21 of the push rod 2 (outer periphery of the piston 41P). Spring 23) may be provided. When the operation amount of the brake pedal exceeds a predetermined amount, the flange portion 21 comes into contact with the end of the spring 23 in the negative x-axis direction, and the spring 23 is compressed by the flange portion 21 from the negative side in the x-axis direction. The compression-deformed spring 23 adjusts the operation 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. If the characteristics of the link mechanism are to be able to obtain a predetermined boosting performance under the constraint conditions when mounted on the vehicle, favorable brake characteristics such as an excessive increase in the lever ratio in the pedal stroke region in the latter half of the brake operation (Relationship between pedaling force, stroke and deceleration) may not be obtained. On the other hand, if the spring 23 is installed, the spring 23 is compressed and contracted in the later stage of the brake operation to increase the pedal reaction force and attenuate the pedaling force, so that favorable braking characteristics can be obtained in the entire range of the brake pedal operation amount. It becomes possible.

Reference Signs List 1 brake device 3 reservoir tank 4 master cylinder 40 master cylinder housing 41 piston 5 stroke simulator 50 stroke simulator housing 51 reaction piston 57 bleeder

Claims (5)

A master cylinder in which a piston is provided in the cylinder of the master cylinder housing so that the piston can operate in the axial direction;
A stroke simulator in which a reaction force piston is provided in the cylinder of the stroke simulator housing so as to be able to operate in the axial direction;
A reservoir tank capable of supplying brake fluid to the master cylinder,
The master cylinder housing is a separate member from the stroke simulator housing, and is fixed to the stroke simulator housing,
A straight line between the reservoir tank and the master cylinder housing extending heavy Do that direction as the first axis, a straight line perpendicular to the axis of the cylinder of the orthogonal and the master cylinder housing with respect to the first axis and the second axis and when,
The master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the first axis direction, and are arranged so as to overlap each other when viewed from the second axis direction ,
The stroke simulator housing is fixed to the master cylinder housing by bolts,
The bolt, the first axis along the plane orthogonal are al provided for a brake device, characterized in that. The brake device according to claim 1, wherein
A brake device wherein a fixed portion between the stroke simulator housing and the master cylinder housing is provided at a position where the master cylinder housing and the stroke simulator housing overlap with each other when viewed from the first axis direction . A master cylinder in which a piston is provided in the master cylinder housing so that the piston can operate in the axial direction;
A stroke simulator provided with a reaction force piston which operates in the axial direction by the brake fluid flowing into the interior of the stroke simulator housing;
With
The master cylinder housing is a separate member from the stroke simulator housing, and is fixed to the stroke simulator housing. A brake device, which is arranged so as to overlap with each other and is arranged so as to overlap with each other when viewed from a width direction of the vehicle . The brake device according to claim 3, wherein
The stroke simulator housing is fixed to the master cylinder housing by bolts,
The brake device is characterized in that the bolt is provided along a plane orthogonal to the vertical direction . The brake device according to claim 3, wherein
A brake device, wherein a fixed portion between the stroke simulator housing and the master cylinder housing is provided at a position where the master cylinder housing and the stroke simulator housing overlap with each other when viewed from the up-down direction.

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