JP6794561B2 - Brake device - Google Patents

Description

The present invention relates to a braking device.

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

Japanese Unexamined Patent Publication No. 2012-106638

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

In the brake device according to the embodiment of the present invention, preferably, in the brake device according to the embodiment of the present invention, the master cylinder housing is a member different from the stroke simulator housing, and the stroke simulator housing. The master cylinder housing and stroke simulator housing are arranged so as to overlap each other when viewed from the vertical direction of the vehicle, and to overlap each other when viewed from the width direction of the vehicle. The bolts are provided at positions where the master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the vertical direction of the vehicle.

Therefore, it is possible to suppress the dimensions in the vehicle width direction and the dimensions in the vehicle vertical direction at the same time, and it is possible to improve the vehicle mountability.

It is a perspective view of the brake device 1 of a reference example. It is a perspective view of the 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 the brake device 1 of a reference example. It is a rear view of the brake device 1 of a reference example. FIG. 7 is a sectional view taken along the line AA of FIG. It is a perspective view of the actuator 8 of a reference example. It is a perspective view of the brake device 1 of Example 1. FIG. It is a perspective view of the brake device 1 of Example 1. FIG. It is a top view of the brake device 1 of the first embodiment. It is a bottom view of the brake device 1 of the first embodiment. It is a side view of the brake device 1 of Example 1. FIG. It is a side view of the brake device 1 of Example 1. FIG. It is a front view of the brake device 1 of the first embodiment. It is a rear view of the brake device 1 of the first embodiment.

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

[Reference example]
Vehicles to which the braking device of this reference example is applied include, for example, a hybrid vehicle equipped with an engine (internal engine) as a prime mover for driving wheels, an electric motor (generator), and a motor (generator) only. It is an electric vehicle such as an electric vehicle that can generate regenerative braking force by an electric motor. The braking system (brake system) of this reference example is a hydraulic braking system that applies brake hydraulic pressure to each wheel of the vehicle to generate braking force. The wheel cylinders (calipers) provided on each wheel of the vehicle generate brake operating hydraulic pressure (wheel cylinder hydraulic pressure) by being supplied with braking operation hydraulic pressure and control hydraulic pressure. The brake system includes a brake device 1 as an input device for inputting a driver's brake operation, and an electric brake actuator (hereinafter, actuator 8) capable of generating a brake hydraulic pressure based on an electric signal corresponding to the driver's brake operation. It has.). The brake device 1 operates in response to the driver's brake operation and generates a master cylinder hydraulic pressure as the braking operation hydraulic pressure. The actuator 8 is provided separately from the brake device 1 and controls the wheel cylinder hydraulic pressure (brake hydraulic pressure) according to the brake operating state or the vehicle state.

1 to 9 show the entire brake device 1 of this reference example from each direction. Hereinafter, a Cartesian coordinate system will be provided for convenience of explanation. With the brake device 1 installed in the vehicle, the x-axis is provided in the front-rear direction of the vehicle (the axial direction in which the master cylinder 4 operates). When the braking device 1 is installed in the vehicle, the axial direction of the master cylinder 4 is substantially parallel to the front-rear direction of the vehicle, so that the x-axis direction is the front-rear direction of the vehicle. The front 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 set to the positive x-axis direction. The y-axis is provided in the width direction (horizontal direction or lateral direction) of the vehicle, and the left side when viewed from the rear of the vehicle (x-axis negative direction side) is the y-axis positive direction. The z-axis is provided in the vertical direction (vertical direction) of the vehicle, and the upper side of the vehicle (the side where the reservoir tank 3 is installed with respect to the master cylinder 4) is the positive z-axis direction. FIG. 1 is a perspective view of the brake device 1 as viewed from the x-axis negative direction side, the y-axis positive direction side, and the z-axis positive direction side. FIG. 2 is a perspective view of the brake device 1 as 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 direction side of the z-axis. FIG. 4 is a bottom view of the brake device 1 as viewed from the negative direction side of the z-axis. FIG. 5 is a side view of the brake device 1 as viewed from the positive direction side of the y-axis. 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 positive direction side of the x-axis. FIG. 8 is a rear view of the brake device 1 as viewed from the negative side of the x-axis. FIG. 9 is a cross-sectional view of the brake device 1 cut along a plane passing through the axial center of the master cylinder 4, and shows a cross-sectional view taken along the 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 having a built-in master cylinder 4. The brake system has two systems (primary P system and secondary S system) of brake piping. Hereinafter, the members and structures provided corresponding to each system are distinguished by adding the subscripts P and S at the end of the code. The push rod 2 is connected to the brake pedal via the clevis 20. The brake pedal is an input member (brake operation member) that receives an input of the driver's brake operation. The push rod 2 operates in the x-axis direction in conjunction with the brake pedal. For example, the stroke is made in the positive direction of the x-axis according to the depression operation of the brake pedal. The x-axis positive end of the push rod 2 is in contact with the piston 41P of the master cylinder 4 (see FIG. 9). The push rod 2 receives the driver's operating force input to the brake pedal and transmits this as a thrust in the x-axis direction to the master cylinder 4. A flange portion 21 is provided on the outer periphery of the push rod 2 on the positive direction side of the x-axis. At the end of the push rod 2 in the positive direction of the x-axis, a contact member 22 having a convex spherical tip on the positive direction of the x-axis is fixed. The brake device 1 of this reference example is interposed between the brake pedal and the master cylinder as a booster (brake booster) for reducing the driver's brake operating force, and the intake pressure generated by the vehicle engine. It does not have a type (master back) that operates using (negative pressure).

The reservoir tank 3 is a brake fluid source for storing 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, a supply port 31P, 31S, and a supply port 32a, 32b. The supply port 30 projects on the x-axis positive direction side of the reservoir tank 3 and opens on the z-axis positive direction side, and is provided to be openable and closable by the lid 3a. The replenishment ports 31P and 31S are provided so as to line up in the x-axis direction, and project and open in the z-axis negative direction side of the reservoir tank 3. The supply port 31P is provided on the negative side of the x-axis with respect to the supply port 31S. The replenishment ports 32a and 32b are provided on the side in the negative direction of the x-axis with respect to the replenishment port 31P, and open on both sides of the reservoir tank 3 in the y-axis direction. A fastening portion 35 is provided between the supply ports 31P and 31S on the z-axis negative direction side of the reservoir tank 3. The fastening portion 35 is formed so that a hole into which a pin for stopping the reservoir tank 3 is inserted extends in the y-axis direction. The inside of the reservoir tank 3 is divided into three regions by two partition plates 33a and 33b installed so as to extend from the bottom surface on the negative side of the z-axis in the positive direction of the z-axis. The supply port 31S opens in the region on the positive direction side of the x-axis, the supply ports 32a and 32b open in the region on the negative direction side of the x-axis, and the supply port 31P opens in the region sandwiched between these two regions. The partition plate 33 stores the brake fluid in each region even if the vehicle tilts or accelerates / decelerates, for example, so that the brake fluid can be replenished 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 mounting portion 320a. The pipe mounting portion 320a is provided so as to project from the outer surface of the reservoir tank 3 on the x-axis negative direction side, the y-axis positive direction side, and the z-axis negative direction side to the y-axis positive direction side, and to bend in the x-axis positive direction side in the middle. Has been done. The tip of the pipe mounting portion 320a to which the brake pipe 71 is mounted opens in the positive direction of the x-axis. A pipe mounting portion 320b is connected to the supply port 32b (see FIG. 2). One end of another brake pipe is attached to the pipe attachment portion 320b. The pipe mounting portion 320b is provided so as to project from the outer surface of the reservoir tank 3 on the x-axis negative direction side, the y-axis negative direction side, and the z-axis negative direction side to the y-axis negative direction side and bend in the x-axis positive direction side in the middle. Has been done. The tip of the pipe mounting portion 320b to which the brake pipe is mounted opens in the positive direction of the x-axis.

The master cylinder 4 is a first brake hydraulic pressure generating source that generates hydraulic pressure (master cylinder hydraulic pressure) in response to an operation of the brake pedal (brake operation) by the driver. The master cylinder 4 is connected to the wheel cylinder via an oil passage (brake pipe) (not shown). The master cylinder hydraulic pressure is supplied to the wheel cylinder via the above oil passage to generate the wheel cylinder hydraulic pressure (brake hydraulic pressure). The master cylinder 4 has a master cylinder housing (cylinder) 40, a piston 41, and a coil spring 42. The master cylinder housing 40 has a main body portion 40a, a flange portion 40b, and a fitting portion 40c. The main body 40a is formed in a bottomed cylindrical shape in which one end side (the x-axis positive direction side) is closed and extends 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 of the x-axis. 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 symmetrical positions with the axial center of the main body portion 40a interposed therebetween. The fitting portion 40c is provided in a substantially cylindrical shape extending in the x-axis direction adjacent to the x-axis negative direction side of the flange portion 40b. The seal member 402 is installed in the seal groove 401 provided so as to surround the outer circumference of the fitting portion 40c.

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

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

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

A hydraulic chamber 43 is defined inside the master cylinder housing 40 (hole 400). A hydraulic chamber 43P of the P system is defined between both pistons 41P and 41S (the area sealed by the sealing members 47P and 46S). The hydraulic chamber 43S of the S system is defined between the piston 41S and the bottom of the master cylinder housing 40 (the region sealed by the sealing member 47S). A coil spring 42 as a return spring of the piston 41 is installed in each hydraulic chamber 43 in a compressed state. A discharge port 44 opens in each hydraulic chamber 43. As shown in FIG. 9, each piston 41 is on the most negative side of the x-axis 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). 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 recess 411 of each piston 41, that is, the hydraulic chamber 43 through the communication hole 412. Brake fluid pressure is generated by operating the piston 41 in the x-axis direction in the hole 400. Specifically, the thrust of the push rod 2 in the positive x-axis direction is transmitted to the piston 41P by the driver's braking operation. When each piston 41 strokes in the positive direction of the x-axis, the volume of each hydraulic chamber 43 is reduced. When the communication hole 412 is located on the x-axis positive direction side of the seal member 47, the communication between each hydraulic chamber 43 and the replenishment port 45 (reservoir tank 3) is cut off, and a brake is applied in each hydraulic chamber 43. A hydraulic pressure (master cylinder hydraulic pressure) is generated according to the operation. It should be noted that substantially the same hydraulic pressure is generated in both hydraulic chambers 43. Brake fluid (master cylinder hydraulic pressure) is supplied from each hydraulic chamber 43 to the actuator 8 (foil cylinder) via the discharge port 44.

The stroke simulator 5 is an operation reaction force generation source that is provided so that the brake fluid that has flowed out from the master cylinder 4 can flow in and generates a pseudo operation reaction force of the brake pedal. The stroke simulator 5 is connected to the master cylinder 4 via the oil passage (brake pipe 70) and is connected to the reservoir tank 3 via the oil passage (brake pipe 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 includes a main body portion 50a, a connecting portion 50b, and a flange portion 50c.

The main body portion 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 substantially coaxially with the cylindrical portion 50d. The flange portion 50f is provided on the x-axis positive direction side of the small-diameter cylindrical portion 50e substantially coaxially with the cylindrical portion 50e. The cylindrical portion 50e is provided with an air bleeder 57 for bleeding air in the stroke simulator 5. The air bleeder 57 is provided so as to project from the outer peripheral surface of the cylindrical portion 50e on the x-axis positive direction side and the z-axis positive direction side to the y-axis negative direction side. The outer diameter of the flange portion 50f (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 symmetrical positions with the axial center of the main body portion 50a in between. 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 so as to extend in the x-axis direction on the inner peripheral side of the large-diameter cylindrical portion 50d. The second axial hole 502 has a smaller diameter than the first axial hole 501, and extends in the x-axis direction continuously to the first axial hole 501 on the inner peripheral side of the small-diameter cylindrical portion 50e. It is formed so as to open at the bottom of the cylindrical portion 50d on the positive side of the x-axis. An oil passage for an air bleeder 57 opens at the x-axis positive direction end and the z-axis positive direction end of the second axial hole 502. One end (the x-axis positive end of the second axial hole 502) side of the main body 50a is closed, and the other end (the x-axis negative 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 in which the diameter decreases from the positive direction side of the x-axis toward the negative direction side of the x-axis. The negative x-axis end of the valve mounting hole 503 and the positive x-axis end of the second axial hole 502 are connected via an oil passage 55 extending in the x-axis direction. The axial holes 501 and 502, the valve mounting holes 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 z-axis positive direction side of the cylindrical portion 50d and on the y-axis positive direction side. A pipe mounting portion 580 is connected to the connection port 58. The other end of the brake pipe 71 is attached to the pipe mounting portion 580. The pipe mounting portion 580 projects from the outer surface of the cylindrical portion 50d on the positive side of the x-axis, the positive side of the y-axis, and the positive side of the z-axis to the positive side of the y-axis, and bends to the positive side of the x-axis in the middle. It is provided. The tip of the pipe mounting portion 580 to which the brake pipe 71 is mounted opens in the positive direction of the x-axis.

The brake pipe 71 is not a steel pipe but is configured as a flexible pipe made of a material such as rubber. As shown in FIG. 5, the brake pipe 71 is installed in a U shape when viewed from the y-axis positive direction side. The brake pipe 71 extends from the pipe mounting portion 320a of the reservoir tank 3 in the positive direction of the x-axis, and extends to the negative side of the z-axis so as to wrap the discharge port 44P (opening protruding in the positive direction of the y-axis) on the inner peripheral side. After bending, it is folded back in the negative direction of the x-axis and attached to the pipe attachment portion 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 portion between the cylindrical portion 50e and the flange portion 50f. The connection port 59 communicates with the valve mounting hole 503 and is connected to the discharge port 44P which opens in the positive direction of the y-axis of the master cylinder 4 via the brake pipe 70 to the master cylinder 4 (hydraulic 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 that opens on the y-axis positive direction side of the master cylinder 4 by bending in the y-axis positive direction side and the z-axis negative direction side, and y-axis negative so as to wrap the brake pipe 71 on the inner peripheral side. It folds back in the direction and is connected to the connection port 59.

The connecting portion 50b is provided on the z-axis positive direction side of the main body portion 50a (cylindrical portion 50d). The connecting portion 50b has a bottomed cylindrical shape extending in the x-axis direction. Fastening portions 50i and 50j having bolt holes extending in the x-axis direction are provided on both sides of the connecting portion 50b in the y-axis direction. The outer peripheral surface of the connecting portion 50b (including the fastening portions 50i and 50j) is approximately 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. It is provided in the same way. The pipe mounting portion 320a of the reservoir tank 3 is located on the y-axis negative direction side of the y-axis positive end edge of the connecting portion 50b (fastening portion 50i) (does not protrude from the fastening portion 50i to the y-axis positive direction side). .. 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 edge of the connecting portion 50b (fastening portion 50j) (does not protrude from the fastening portion 50j to the y-axis negative direction side). .. The tip of the air bleeder 57 on the negative side of the y-axis is located on the positive side of the y-axis of the connecting portion 50b (fastening portion 50j) with respect to the negative end edge of the y-axis (negative direction of the y-axis with respect to 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 connecting portion 50b. The first axial hole 504 is formed in a substantially cylindrical shape extending in the x-axis direction, and opens on the x-axis positive direction side of the connecting portion 50b. The diameter of the first axial hole 504 is 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 continuously in the x-axis direction to 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 continuously in the x-axis direction to the second axial hole 505, and the stroke simulator housing 50. It opens on the x-axis negative direction side (the side of the vehicle mounting surface 508). Axial holes 504 to 506 are formed substantially coaxially. The fastening portions 50i and 50j are provided at substantially symmetrical positions with the axial centers of the holes 504 to 506 in between. A stopper portion 507 is formed at the bottom of the connecting portion 50b on the negative side of the x-axis so as to surround the third axial hole 506. The surface of the stopper portion 507 on the positive direction side of the x-axis is formed in a tapered shape substantially parallel to the surface of the flange portion 21 of the push rod 2 on the negative direction side of the x-axis, and is formed on the negative side of the x-axis of the flange portion 21. It is provided so that it can come into contact with the surface.

The flange portion 50c is provided on the x-axis negative direction side of the stroke simulator housing 50 in a plate shape extending substantially parallel to the yz plane. The flange portion 50c is a fixing flange for fixing the stroke simulator housing 50 to the vehicle. The flange portion 50c is a substantially rectangular shape having 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 stud shafts (stud bolts as fixtures) 509 are provided at each of the four corners. It is fixed so as to project in the negative direction of the x-axis. The axial center of the main body 50a (axial hole 501, etc.) and the axial center of the connecting portion 50b (axial hole 504, etc.) are located substantially at the center of the flange portion 50c in the y-axis direction. The axial center of the connecting 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 the side of the flange 50c on the negative side of the z-axis (on the negative side of the z-axis). The width of the flange portion 50c (dimension in the y-axis direction) is larger than the width of the main body portion 50a (dimension in the y-axis direction), larger than the width of the main body portion 40a of the master cylinder housing 40 (dimension in the y-axis direction), and the reservoir. It is provided larger than the width of the tank 3 (dimension in the y-axis direction). Further, the width of the flange portion 50c (dimension in the y-axis direction) is provided to be substantially the same as the width (dimension in the y-axis direction) of the flange portion 40b of the connection portion 50b or the master cylinder housing 40. Specifically, as shown in FIGS. 3 and 7, the outer peripheral edges of the fastening portions 50i, 50j or the fastening portions 40d, 40e forming the y-axis direction both end edges of the connecting portion 50b to the flange portion 40b are flange portions 50c. Approximately coincides with both ends of the y-axis direction (at approximately the same y-axis direction position). The height of the flange portion 50c (dimension in the z-axis direction) is larger 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 operably installed in the second axial hole 502 of the main body 50a of the stroke simulator housing 50 in the x-axis direction. The reaction force piston 51 is installed so as to project into the first axial hole 501 from the x-axis negative end of the second axial hole 502. A spring retainer 512 is provided at the x-axis negative end of the reaction force piston 51 projecting into the first axial hole 501. The spring retainer 512 is provided so as to be integrally movable with the reaction force piston 51 in the first axial hole 501. A seal groove 510 is provided on the outer periphery of the reaction force piston 51, and a seal member 511 is installed in the seal groove 510. The sealing 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 on the negative side of the x-axis of the first axial hole 501 is fixedly installed. A seal member 532 is installed on the outer circumference of the spring retainer 53. When the sealing member 532 comes into contact with 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 on the negative side of the x-axis with respect to the reaction force piston 51. The communication between the main chamber 54 and the sub chamber 56 is suppressed by the seal member 511. An oil passage 55 and an oil passage for an air bleeder 57 are always open in the main chamber 54.

A coil spring 52 as a return spring of the reaction force piston 51 is installed in the auxiliary chamber 56 in a compressed state. The coil spring 52 is an elastic member that constantly urges the reaction force piston 51 toward the main chamber 54 (in the direction of reducing the volume of the main chamber 54 and increasing the volume of the sub chamber 56). The x-axis positive end of the coil spring 52 is in contact with and held on the outer peripheral side of the spring retainer 512, and the x-axis negative end of the coil spring 52 is in contact with and held on the outer peripheral side of the spring retainer 53. A recess 530 that opens in the positive direction of the x-axis is formed in a portion of the spring retainer 53 on the inner peripheral side of the coil spring 52. An elastic member 531 is installed in the recess 530. The elastic member 531 projects from the spring retainer 53 in the positive direction of the x-axis. The elastic member 531 faces a 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 becomes a predetermined value or more, the elastic member 531 abuts on the inner peripheral side portion of the spring retainer 512 and elastically deforms. As a result, the movement of the reaction force piston 51 in the negative direction of the x-axis is restricted, and the reaction force piston 51 functions as a damper for absorbing the impact at the time of regulation.

The brake device 1 as a master cylinder unit is also a valve unit incorporating a stroke simulator valve 6. The stroke simulator valve 6 is a normally closed simulator shut-off valve (closed in a non-energized state) provided so as to restrict the inflow of brake fluid into the stroke simulator 5. The stroke simulator valve 6 is mounted in the valve mounting hole 503 formed in the stroke simulator housing 50 (main body 50a). The surface of the main body 50a (flange 50f) through which the valve mounting hole 503 opens on the positive side of the x-axis constitutes the 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 passage components. doing. The solenoid 61 is bolted to the flange portion 50f (fastening portion 50g, 50h) at the x-axis positive direction end of the main body portion 50a of the stroke simulator housing 50. The armature 63 is fixedly installed on the inner peripheral side of the solenoid 61, and generates an electromagnetic force (magnetic attraction force) when the solenoid 61 is energized. At the x-axis positive direction end of the solenoid 61, a connector portion 610 that opens in the x-axis positive direction side is provided. A wiring (harness) that supplies a drive current to the solenoid 61 is connected to the connector portion 610. The valve body 62 is a hollow cylinder made of a non-magnetic material, is fixedly installed so as to fit on the outer circumference of the armature 63, and extends in the negative direction of the x-axis of the armature 63. The plunger 64 is housed in the valve body 62 so as to be reciprocally movable in the x-axis direction. A spherical valve body 640 is provided at the tip of the plunger 64 on the negative side of the x-axis. The valve body 640 operates in the x-axis direction. The coil spring 65 is installed between the armature 63 and the plunger 64 in a compressed state, and always urges the plunger 64 in the negative direction of the x-axis. The valve seat member 66 is installed on the inner peripheral side of the valve mounting hole 503 of the main body 50a. The valve seat member 66 has a bottomed tubular shape, and a valve seat is provided at the bottom portion on the positive direction side of the x-axis. An orifice 660 extending in the x-axis direction is provided through the bottom portion thereof, and opens at the central portion of the valve seat. The plunger 64 is driven by the electromagnetic force of the armature 63 (the attractive force in the positive direction of the x-axis), and the valve body 640 opens and closes the orifice 660, so that the oil passage including the orifice 660 (the simulator oil passage below) is in a communicating state. Is controlled.

The oil passage constituent member includes a first member 67 as a body, second and third members 68 and 69 as a filter, and a seal member 60. The first member 67 is a hollow member fixed by a flange to the opening on the x-axis positive direction side of the valve mounting hole 503. 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 circumference of the first member 67 and the outer circumference 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 installed on the inner peripheral side of the second member 68, and an oil passage is formed between the inner circumference of the second member 68 and the outer circumference of the valve seat member 66. The third member 69 is a disk-shaped filter member (retainer of the seal member 60) installed at the bottom of the valve mounting hole 503 on the negative direction side of the x-axis, and a valve seat member 66 is installed on the inner peripheral side thereof. To. The seal member 60 is a seal member having a cup-shaped cross section similar to the seal member 46 and the like, and is installed between the second member 68 and the third member 69. A valve seat member 66 is fixedly installed on the inner peripheral side of the seal member 60. No oil passage is formed between the inner circumference of the seal member 60 and the outer circumference of the valve seat member 66. The lip portion on the outer peripheral side of the seal member 60 is in contact with the inner peripheral surface of the valve mounting hole 503 so as to open in the positive direction of the x-axis. The flow of brake fluid between the seal member 60 (lip portion) and the inner peripheral surface of the valve mounting hole 503 is allowed only from the negative side of the x-axis to the positive side of the x-axis, and the flow in the reverse direction is suppressed. Will be done.

A connection port 59 is opened between the second member 68 and the seal member 60 on the inner circumference 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 of the x-axis. The connection port 59 is provided through 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 recess provided at the x-axis positive end of the first member 67. It 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. Through the above path, a simulator oil passage is configured in which the hydraulic pressure chamber 43P and the main chamber 54 are connected and the communication / shutoff can be switched by the stroke simulator valve 6.

That is, the main chamber 54 of the stroke simulator 5 communicates with the hydraulic chamber 43P via the oil passage 55, the stroke simulator valve 6, and the brake pipe 70. The sub chamber 56 of the stroke simulator 5 is connected to the reservoir tank 3 via the brake pipe 71. The sub chamber 56 always communicates with the reservoir tank 3 and is released to a low pressure (atmospheric pressure), and constitutes a back pressure chamber of the stroke simulator 5. The sub chamber 56 may not be connected to the reservoir tank 3 and may be directly released to a low pressure (atmospheric pressure). When the stroke simulator valve 6 is opened, the brake fluid that has flowed out of the master cylinder 4 (hydraulic chamber 43P) due to the driver's braking operation flows into the inside of the stroke simulator housing 50 (main chamber 54) through the simulator oil passage. .. With this brake fluid, the reaction force piston 51 operates in the hole 502 in the axial direction. As a result, the operating reaction force of the brake pedal is generated in a pseudo manner, and this is applied to the brake pedal. Specifically, the stroke simulator valve 6 is energized to open the valve to communicate with 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 oil 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 presses and contracts the coil spring 52 due to this pressure and axially toward the sub chamber 56. Moving. The volume of the main chamber 54 is expanded, and the brake fluid flows from the master cylinder 5 (hydraulic chamber 43P) into the main chamber 54 via the simulator oil passage. Further, the brake fluid is discharged from the sub chamber 56 to the reservoir tank 3 via the brake pipe 71.

In this way, the stroke simulator 5 creates a pedal stroke by sucking the brake fluid from the master cylinder 5 when the driver operates the brake (depresses the brake pedal), and simulates the fluid rigidity of the wheel cylinder. Then, the feeling of stepping on the brake pedal is reproduced. Here, while only the coil spring 52 is compressed before the brake pedal is depressed, the spring constant is low and the increasing gradient of the pedal reaction force is low. While the elastic member 531 is compressed in addition to the coil spring 52 in the later stage of stepping on 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 feeling of pedal depression is set to be the same as that of an existing master cylinder, for example. When the driver finishes the brake operation (returns the brake pedal) and the pressure in the main chamber 54 decreases below a predetermined value, the reaction force piston 51 is moved to the initial position by the urging force (elastic force) of the coil spring 52. Return.

An oil passage is formed in the third member 69 to communicate the inner circumference thereof and the end face in the positive direction of the x-axis, and the oil passage 55 communicates with the negative side of the seal member 60 in the negative direction of the x-axis through the oil passage. You may try to do it. In this case, a bypass oil passage which is provided in parallel with the simulator oil passage and whose flow direction is regulated by the seal member 60 is configured. The seal member 60 allows only the flow of brake fluid from the main chamber 54 of the stroke simulator 5 to the hydraulic chamber 43P of the master cylinder 4 in the bypass oil passage. Even if the stroke simulator valve 6 fails to close (sticks in the closed state) while the brake fluid has flowed into the main chamber 54, the bypass oil passage is provided from the main chamber 54 via the bypass oil passage. It is possible to return the brake fluid to the master cylinder 4 side.

Hereinafter, the mounting structure of the brake device 1 will be described. The master cylinder housing 40 is fixed to the stroke simulator housing 50. The housings 40 and 50 are integrally fixed to each other. Each housing 40, 50 is provided with a joint surface for integrally fixing to 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, and the inner peripheral surface of the first axial hole 504 of the connecting portion 50b of the stroke simulator housing 50 and (the first shaft). The x-axis positive end face of the connecting portion 50b (where the direction hole 504 opens) constitutes the joint surface. This joint surface includes an inro portion (the outer peripheral surface of the fitting portion 40c and the inner peripheral surface of the first axial hole 504) that functions as an inro joint. That is, both housings 40 and 50 are joined by recessing a part of the stroke simulator housing 50 (connecting portion 50b) and fitting the protruding portion of the master cylinder housing 40 into the recess. Specifically, the fitting portion 40c of the master cylinder housing 40 is inserted into the first axial hole 504 of the stroke simulator housing 50, and both are fitted. By sliding both of them in the x-axis direction, the x-axis negative end face of the flange portion 40b of the master cylinder housing 40 comes into contact with the x-axis positive end face of the connecting portion 50b. The bolt 10 is 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 (connecting portion 50b), thereby fastening the master cylinder housing 40 and the stroke simulator. The housing 50 is integrally fastened and fixed. When the sealing member 402 installed in the fitting portion 40c comes into contact with the inner peripheral surface of the first axial hole 504, the opening of the first axial hole 504 is liquid-tightly sealed. A portion of the master cylinder housing 40 that projects on the inner peripheral side of the fitting portion 40c on the negative side of the x-axis from the fitting portion 40c is housed in the first axial hole 504. The piston 41P protruding from the hole 400 of the master cylinder housing 40 in the negative direction on the x-axis is housed 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) on the vehicle. To do. The stroke simulator housing 50 is fastened and fixed to the lower part of the dash panel (floor panel) of the vehicle body on the x-axis positive direction side by the stud shaft 509. The dash panel is a partition member on the vehicle body side that separates the engine room (or the motor room in which a power unit such as a traveling motor is installed; hereinafter simply referred to as the engine room) and the vehicle interior. The stroke simulator housing 50 is fixed to the dash panel at four fastening points while a slight x-axis direction gap is formed between the flange portion 50c and the dash panel by the spacer of the stud shaft 509. The size of the flange portion 50c (thickness in the x-axis direction, width in the y-axis direction, height in the z-axis direction) is such that the mounting strength of the braking device 1 to the vehicle can be sufficiently secured and the flange portion 50c does not become unnecessarily large. Set to.

Since the master cylinder housing 40 is fixed to the stroke simulator housing 50 as described above, the master cylinder housing 40 is fixed to the vehicle via the stroke simulator housing 50. With the brake device 1 fixed to the dash panel, the x-axis negative direction side of the push rod 2 penetrates the dash panel and projects 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 direction side of the x-axis). A part of the stopper portion 507 of the stroke simulator housing 50 projects in the negative direction of the x-axis from the vehicle mounting surface 508 to form a locking portion. Boots 2a are attached to the locking portion to cover 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 good reaction force is generated with respect to the driver's brake operating force (treading force) input to the brake pedal (push rod 2), and the brake operating force is appropriately transmitted to the piston 41 of the master cylinder 4. , 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 in the vertical position when mounted on the vehicle. That is, the master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other when viewed from the vertical direction when mounted on the vehicle. When mounted on a 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. Further, the master cylinder 4 and the stroke simulator 5 are arranged in parallel with each other. In other words, the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged so as to be substantially the same as each other. As a result, when the master cylinder 4 and the stroke simulator 5 are mounted on the vehicle, they are positioned vertically in the same axial direction.

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 parallel to the z-axis when viewed from the x-axis direction. Arranged so as to line up on the straight line of. Therefore, when mounted on a 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. As a result, the area of the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 projected in the vertical direction is minimized. As shown in FIGS. 3 and 4, the master cylinder 4 (main body 40a of the master cylinder housing 40) and the stroke simulator 5 (main body 50a of the stroke simulator housing 50) have the width (y-axis direction dimension) of the reservoir tank 3. It is provided so that it fits inside. 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 protrude from the reservoir tank 3 in the positive direction of the z-axis. The brake pipe 70 does not protrude from the stroke simulator housing 50 in the negative direction of the z-axis.

When viewed in the y-axis direction, each member and 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 (flange portion 40b including the fastening portions 40d and 40e of the master cylinder housing 40) and the stroke simulator 5 (including the fastening portions 50i and 50j of the stroke simulator housing 50) are included. The connection portion 50b, etc.) is configured to fit within the width (y-axis direction dimension) of the flange portion 50c. Further, 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 arranged substantially parallel to the xz plane, and the brake pipe 71 (the end in the positive direction of the y-axis) is located on the negative side of the y-axis with respect to the positive end edge of the flange portion 50c in the y-axis ( Does not protrude in the positive direction of the y-axis from the flange portion 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 overlap each other on one side (x-axis positive direction side) of the stroke simulator 5 in the axial direction when viewed from the axial direction (x-axis direction) of the stroke simulator 5. Have been placed. Further, the operating direction of the valve body 640 (plunger 64) of the stroke simulator valve 6 and the operating direction of the reaction force piston 51 of the stroke simulator 5 are arranged so as to be substantially the same direction. More specifically, the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5. The central axis of the stroke simulator valve 6 (valve mounting hole 503) is provided on substantially the same straight line as the central axis of the stroke simulator 5 (axial holes 501, 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. As a result, the area projected by the stroke simulator 5 and the stroke simulator valve 6 in the x-axis direction is minimized. As shown in FIG. 7, the stroke simulator valve 6 (flange portion 50f including the fastening portions 50g and 50h of the stroke simulator housing 50, the solenoid 61, etc.) has the width (the main body portion 50a of the stroke simulator housing 50) (the stroke simulator housing 50). 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 arranged below the master cylinder 4 so as to overlap the master cylinder 4 when mounted on a vehicle when viewed from the vertical direction. Further, 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 vertical positions with their axial directions aligned. When mounted on a vehicle, the axis of the master cylinder 4 and the axis of the stroke simulator valve 6 are arranged so as to be aligned on substantially the same straight line parallel to the z axis when viewed from the x-axis direction. Therefore, the range in which the master cylinder 4 and the stroke simulator valve 6 overlap each other when viewed from the vertical direction is maximized. As shown in FIGS. 4 and 7, the stroke simulator valve 6 (flange portion 50f including the fastening portions 50g and 50h of the stroke simulator housing 50, solenoid 61, etc.) is the master cylinder 4 (main body portion 40a of the master cylinder housing 40). It is provided so as to fit within the width (dimension in the y-axis direction) of.

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

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

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

The hydraulic unit 8a is a hydraulic device for generating a control hydraulic pressure, and is a plurality of control valves (solenoid valves) that switch the communication state of the pump that is the hydraulic pressure generation source and the oil passage formed in the housing 80. have. A motor 8c for driving the pump is integrally attached to the hydraulic unit 8a (housing 80). Since the specific hydraulic circuit configuration of the hydraulic unit 8a is the same as that of the known hydraulic unit, the description thereof will be omitted. The hydraulic pressure unit 8a is provided with a hydraulic pressure sensor that detects the hydraulic pressure (master cylinder hydraulic pressure, etc.) at a predetermined portion of the oil passage, and the detected value is input to the controller 8b. The controller 8b is provided so as to be able to control the hydraulic pressure of each wheel cylinder independently of the driver's brake operation by controlling the operation of each device of the hydraulic pressure unit 8a based on various 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 so that the direction of the x-axis or the like in FIG. 10 coincides with the direction of the x-axis or the like in FIG. As a result, it is possible to reduce the projected area of the entire braking system in the vertical direction (vertical direction of the vehicle) and improve the vehicle mountability. The housing 80 of the hydraulic unit 8a is fixedly installed on the vehicle body side (floor of the engine room) via the damper 8d and the bracket 8e. On the upper side of the housing 80, master cylinder ports 81 of P system and S system and four wheel cylinder ports 82 are provided as openings of oil passages formed in the housing 80. The master cylinder port 81P of the P system is connected to the discharge port 44P (on the negative side of the y-axis) of the P system of the master cylinder 4 via the brake pipe, and communicates with the hydraulic chamber 43P. The master cylinder port 81S of the S system is connected to the discharge port 44S of the S system of the master cylinder 4 via another brake pipe, and communicates with the hydraulic chamber 43S. Each wheel cylinder port 82 is connected to each wheel cylinder via a brake pipe. Further, the other port of the housing 80 is connected to the supply port 32b of the reservoir tank 3 via the brake pipe and communicates with the reservoir tank 3.

The controller 8b is configured separately from the master cylinder 4, in other words, a separate body 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 is input with the detection value sent from the pedal stroke sensor that detects the operation amount of the brake pedal, the hydraulic pressure sensor that detects the discharge pressure of the pump and the hydraulic pressure of the master cylinder, and the information on the running state sent from the vehicle. To. Based on these detected values and information, the controller 8b controls the opening and closing of each solenoid valve of the hydraulic pressure unit 8a and the rotation speed of the motor (pump discharge amount) according to the built-in program. By controlling the hydraulic pressure of the wheel cylinder, boost control to reduce the brake operating force, anti-lock brake control (ABS) to suppress wheel slippage due to braking (alleviate the locking tendency), and Brake control (vehicle behavior control such as VDC and ESC) to suppress side slip of the vehicle and stabilize vehicle behavior, automatic brake control such as preceding vehicle follow-up control, and target deceleration in cooperation with regenerative braking ( Realize regenerative cooperative braking control, etc. to achieve the target braking force). For example, in booster control, the master cylinder hydraulic pressure generated in response to a brake operation is pressurized to the assist hydraulic pressure formed by driving the hydraulic pressure unit 8a (using the discharge pressure of the pump). Creates a foil cylinder hydraulic pressure higher than the hydraulic pressure.

When the hydraulic unit 8a is inactive, the hydraulic chamber 43 of the master cylinder 4 and the wheel cylinders of each wheel are in communication with each other. At this time, the wheel cylinder hydraulic pressure is generated by the master cylinder hydraulic pressure generated by using the operating force (treading force) of the brake pedal by the driver (treading 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 (via the oil passage in the hydraulic pressure unit 8a) to each wheel cylinder (increased pressure). Time). That is, the master cylinder hydraulic pressure generated in response to the depression operation of the brake pedal is directly supplied to the wheel cylinder. When the brake pedal is depressed, the brake fluid is returned from each wheel cylinder (via the oil passage in the hydraulic pressure unit 8a) toward the master cylinder 4 (during decompression). At this time, the stroke simulator valve 6 provided on the simulator oil passage is de-energized and closed. Therefore, the communication between the master cylinder 4 (hydraulic chamber 43P) and the stroke simulator 5 (main chamber 54) is cut off.

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

[Action of reference example]
Next, the action will be described. In the brake system of this reference example, the brake device 1 and the actuator 8 are provided separately (separately). Therefore, the versatility of each device (brake device 1, actuator 8) is high, and it is easy to apply the brake system to different vehicle models. Further, the brake device 1 can be downsized as compared with the case where the brake device 1 and the actuator 8 are integrally provided. Generally, the installation space of the brake device as an input device into which the brake operation is input in the vehicle is limited. However, by downsizing the brake device 1, the degree of freedom in layout 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 booster control that generates a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure to reduce the brake operating force. In other words, the actuator 8 as the wheel cylinder hydraulic pressure control means provided separately from the brake device 1 can also function as a booster. Therefore, it is possible to omit the master back that boosts the brake operating force by using a conventional booster, for example, the intake pressure (negative pressure) generated by the engine of the vehicle. Further, the brake device 1 as an input device does not have to be provided with a booster that doubles the brake operating force by using an accumulator, an electric motor, or the like. Therefore, the entire braking system can be simplified, and the applicability to the vehicle is high. In addition, it is possible to save space in the vehicle while reducing the size of the brake device 1. For example, the brake device 1 can be installed in the space required for installing the master back. Instead of making the actuator 8 also function as a booster, a negative pressure type, a link type using a link mechanism, an electric type (hydraulic pressure type) booster using an electric motor or the like may be provided. .. Further, the brake device 1 (brake system) of this reference example is suitable for a vehicle capable of generating regenerative braking force, but can also be applied to other vehicles (non-electric vehicles whose drive source is only an engine). is there.

In the brake device 1, the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are integrally provided (assuming that one master cylinder unit is formed). 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 miniaturized. By downsizing the brake device 1, it is easy to mount it on different vehicle models, and it is highly versatile. Therefore, the manufacturing cost can be reduced.

Here, in general, the master cylinder has variations depending on the vehicle class of the vehicle to be mounted. If the master cylinder and the stroke simulator are formed by 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 a different vehicle type (vehicle class), it is difficult to divert it, and there is a risk that it lacks versatility.
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 the assembly of the brake device 1, the master cylinder 4 and the stroke simulator 5 are separate bodies (they have 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 to each other 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, it is highly versatile for different vehicle types (vehicle class). So to speak, the master cylinder 4 and the stroke simulator 5 are modularized, and it is possible to appropriately combine the modules 4 and 5 according to the vehicle type (vehicle class) to be mounted. Therefore, it is easy to divert existing products. Specifically, the predetermined stroke simulator 5 (stroke simulator housing 50) is adapted to the vehicle by appropriately combining the existing master cylinder 4 (master cylinder housing 40) according to the vehicle class of the vehicle to be mounted. The brake device 1 can be obtained.

The master cylinder housing 40 and the stroke simulator housing 50 are joined (inro joint) by a joint surface provided with an inro portion (such as the outer peripheral surface of the fitting portion 40c), and are integrally fixed to each other. Therefore, it becomes easier to divert the existing (general purpose) master cylinder. For example, a concave shape (in this reference example, the first axial direction) in which some protrusion (the fitting portion 40c on the negative side of the x-axis in this reference example) 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 to each other in an inro, the existing master cylinder 4 can be used as it is.

The stroke simulator housing 50 includes a vehicle mounting surface 508 and is mounted on the vehicle by the vehicle mounting surface 508. Therefore, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle via the stroke simulator housing 50. That is, 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 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 (to improve versatility), the master cylinder housing At 40, a suitable portion to which the stroke simulator housing 50 can be joined is limited. That is, it is relatively not easy 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, the stroke simulator housing 50 has less restrictions on changing the shape than 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 this reference example, the shape of the stroke simulator housing 50 can be set relatively freely. Therefore, it is relatively easy to secure a portion to which the master cylinder housing 40 can be joined. That is, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle while improving the versatility of the master cylinder 4. Further, in this reference example, since the stroke simulator housing 50 is attached to the vehicle, the versatility of the stroke simulator housing 50 can be improved as compared with the case where the master cylinder housing 40 is attached to the vehicle. That is, when the stroke simulator housing 50 is attached to the vehicle, the vehicle attachment portion originally provided in the existing master cylinder housing as a portion of the master cylinder housing 40 to be joined to the stroke simulator housing 50 (fitting portion in this reference example). 40c) can be selected. This vehicle mounting portion (fitting portion 40c) is standardized to some extent. If the stroke simulator housing 50 is provided with a concave shape corresponding to the standardized vehicle mounting portion (fitting portion 40c), 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 any master cylinder housing 40, the stroke simulator 5 can be easily diverted.

Since the master cylinder 4 (master cylinder housing 40) and the stroke simulator 5 (stroke simulator housing 50) are separated from each other before assembly, brake pipes 70 and 71 forming an oil passage connecting the two are provided. Is preferable. In this reference example, the pipe mounting portion 320a of the reservoir tank 3 and the connection port 58 of the stroke simulator 5 are provided on the same side surface (y-axis positive direction side) of the brake device 1, so that the brake pipe 71 is shortened while being shortened. The connection workability and maneuverability of the brake pipe 71 can be improved. The same applies to the brake pipe 70. Further, of the brake pipes, at least the brake pipe 71 on which high pressure does not act is formed of a flexible material (material such as rubber). Therefore, the layout and 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 mounted on a vehicle, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (up and down positions) when viewed from the vertical direction. Therefore, the projected area of the brake device 1 from above can be reduced. As a result, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from above can be reduced, and the vehicle mountability (layout in the engine room) of the brake device 1 can be improved. Further, it is possible to save space in the engine room and improve workability when installing the brake device 1 in the engine room. It is sufficient that the master cylinder 4 and the stroke simulator 5 partially overlap when projected in the vertical direction, but it is preferable that more than half of the stroke simulator 5 overlaps the master cylinder 4. In this reference example, by arranging the stroke simulator 5 directly under the master cylinder 4, the area where the two overlap in the vertical 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 orthogonal to the axis of the master cylinder 4). Is located in. By arranging both 4 and 5 so as to overlap in the axial direction (longitudinal direction) in this way, 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 shaft 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.

Further, the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged so as to be in the same direction (substantially parallel to each other). In other words, the axial direction (longitudinal direction) of the master cylinder 4 and the stroke simulator 5 is aligned (aligned). Therefore, it is possible to reduce the area projected from the axial direction of the master cylinder 4 as a whole of the master cylinder 4 and the stroke simulator 5 as compared with the case where both axial directions are deviated from each other (there is an angle between the two axes). is there. In other words, it is possible to suppress an increase in the size of the brake device 1 (the size of the entire device in the direction perpendicular to the axis of the master cylinder 4) in a plane extending orthogonal to the axis of the master cylinder 4. Further, when the entire master cylinder 4 and stroke simulator 5 are viewed from the direction perpendicular to the axis of the master cylinder 4, and when viewed from a direction in which the axes of both 4 and 5 are located on the same straight line, the master cylinder It is possible to minimize the dimensions of the entire device in the axial direction of 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, both 4 and 4 are viewed from the axial direction of the master cylinder 4. It is possible to increase the area where 5 overlaps (see FIG. 4). In this reference example, 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, so that the area where both 4 and 5 overlap can be increased. it can. Therefore, the occupied area of the brake device 1 can be further reduced.

In this reference example, since the area where the master cylinder 4 and the stroke simulator 5 overlap in the vertical direction is maximized, the projected area of the entire master cylinder 4 and the stroke simulator 5 in the vertical direction can be minimized to enhance the above effect. As shown in FIG. 4, when viewed from the z-axis direction, the stroke simulator 5 (excluding a part of the connection portion 50b of the stroke simulator housing 50 and the flange portion 50c, etc.) has the contour of the master cylinder 4 (master cylinder housing 40). It fits inside. The master cylinder 4 (excluding a part of the flange portion 40b) fits within the contour of the reservoir tank 3. Therefore, as shown in FIG. 3, the projected area of the brake device 1 in the vertical direction is (the flange portion 40b of the master cylinder housing 40, the connection portion 50b of the stroke simulator housing 50, the pipe mounting portion 320, and the brake pipe 70, Except for 71), 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 so as to be substantially the same direction. In other words, the axial directions of the stroke simulator valve 6 and the stroke simulator 5 are aligned. Therefore, it is possible to reduce the projected area of the stroke simulator valve 6 and the entire stroke simulator 5 from the axial direction as compared with the case where both axial directions are deviated from each other (there is an angle between the two axes). Is. In other words, it is possible to suppress an increase in the size of the brake device 1 (the size of the entire device in the direction perpendicular to the axis of the stroke simulator 5) in a plane extending orthogonal 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 area) occupied by the brake device 1 in the engine room when viewed from the front-rear direction is reduced, and the vehicle of the brake device 1 The mountability can be improved. Further, by aligning the axial directions of the stroke simulator valve 6 and the stroke simulator 5, as a result, the axial directions of the master cylinder 4 and the stroke simulator valve 6 are aligned (substantially parallel to each other). In addition, the occupied area of the brake device 1 when viewed from above 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 arranged so as to overlap the stroke simulator 5 when viewed from the axial direction (x-axis direction). As a result, the projected area of the stroke simulator valve 6 and the stroke simulator 5 as a whole from the axial direction of the stroke simulator 5 can be reduced. In this reference example, the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5. Therefore, the area where the two 5 and 6 overlap when viewed from the axial direction (x-axis direction) 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) in this way, 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 shaft 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 with each other 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 the master cylinder 4 and the stroke simulator valve 6 partially overlap when projected in the vertical direction, but it is preferable that more than half of the stroke simulator valve 6 overlaps the master cylinder 4. In this reference example, the above effect can be enhanced by maximizing the area where both 4 and 6 overlap in the vertical direction and minimizing the projected area in the vertical direction. As shown in FIG. 4, the stroke simulator valve 6 fits within the contour of the master cylinder 4 (master cylinder housing 40) when viewed from the z-axis direction. The x-axis positive end of the stroke simulator valve 6 (connector portion 610) is located at substantially the same x-axis direction as the x-axis positive end 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, the entire brake device 1 can be made smaller and the vehicle mountability can be improved. Further, since the structure for connecting the two 5 and 6 and the brake piping are not required, the configuration can be simplified, the installation workability can be improved, and the fail-safe property can be improved. The controller 8b that controls the stroke simulator valve 6 is configured separately from the brake device 1 and is connected to the stroke simulator valve 6 via a harness. Therefore, as compared with the case where the brake device 1 and the controller 8b are integrally provided, the brake device 1 can be miniaturized and the degree of freedom in layout 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 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 (y-axis direction dimension) of the flange portion 50c for attaching the brake device 1 (stroke simulator housing 50) to the vehicle. .. Therefore, it is possible to reduce the size of the brake device 1 in the lateral direction of the vehicle (in other words, the direction orthogonal to the axes of the master cylinder 4 and the stroke simulator valve 6 when viewed from above). As a result, the vehicle mountability of the brake device 1 can be further improved.

Further, 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. Therefore, the size of the brake device 1 in the lateral direction of the vehicle can be reduced, and the vehicle mountability of the brake device 1 can be further improved. Specifically, the fastening portion 40d of the master cylinder housing 40 and the fastening portion 50i of the stroke simulator housing 50 are contained within the width (dimension in the y-axis direction) of the flange portion 50c while protruding in the positive direction of the y-axis. Piping mounting parts 320a and 580 are arranged in the spaces above and below the fastening parts 40d and 50i, respectively. Both the pipe mounting portions 320a and 580 are provided so as to be bent so as to open on the x-axis positive direction side (not on the y-axis positive direction side) and to fit within the width (y-axis direction dimension) of the flange portion 50c. .. The brake pipe 71 attached to the pipe mounting portions 320a and 580 is installed in a U shape that bypasses the fastening portions 40d and 50i and the discharge port 44P. As a result, the brake pipe 71 fits within the width (y-axis direction dimension) of the flange portion 50c while eliminating interference with these 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, it is possible to avoid interference between the brake pipe 71 and other members in the engine room. 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 made of a flexible material (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 (the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are arranged in this order from the top when the vehicle is mounted). Therefore, the air bleeding property of the brake device 1 can be improved. That is, when the brake device 1 is attached to the vehicle or during maintenance (brake fluid replacement), the air (air) in the brake device 1 is evacuated. Of the simulator oil passages, air can be easily evacuated from the stroke simulator 5 side (including the main chamber 54) of the stroke simulator valve 6 by the air bleeder 57. Here, the bleeder 57 is provided so as to open in the z-axis positive direction side of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, the upper portion where air tends to collect. Therefore, the air bleeding property can be improved. On the other hand, in the simulator oil passage, on the master cylinder 4 side of the stroke simulator valve 6, air passes 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, the air (foam) rises due to buoyancy and can be easily evacuated from the reservoir tank 3 via the brake pipe 70 or the like, so that the air bleeding property can be improved.

[Effect of reference example]
The inventions grasped from the reference examples and their effects are listed below.
(1) A master cylinder 4 in which a piston 41 is operably operated in the axial direction inside the master cylinder housing 40, and
A stroke simulator 5 provided with a reaction force piston 51 that operates in the axial direction by the brake fluid flowing into the stroke simulator housing 50 is provided.
The master cylinder housing 40 is fixed to the stroke simulator housing 50.
By making the master cylinder housing 40 separate from the stroke simulator housing 50 in this way, 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 is provided with a vehicle mounting surface 508 for mounting on the vehicle.
Therefore, the master cylinder 4 and the stroke simulator 5 can be attached to the vehicle relatively easily via the stroke simulator housing.
(3) The master cylinder housing 40 and the stroke simulator housing 50 are provided with a joint surface (outer peripheral surface of the fitting portion 40c, etc.) for integrally fixing each other, and the joint surface is provided with an inro portion.
Therefore, a general-purpose master cylinder can be used by joining the inro.
(4) The master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other when viewed from the vertical direction when mounted on a vehicle.
Therefore, the occupied area of the brake device 1 when viewed from above can be reduced, thereby improving the vehicle mountability.
(19) An actuator 8 that controls the wheel cylinder hydraulic pressure according to the brake operation state or the vehicle state,
It is a brake system provided separately from the actuator 8 and provided with a brake device 1 that operates in response to a driver's brake operation.
The brake device 1 includes a master cylinder 4 that generates brake fluid pressure by the driver's brake operation.
It is equipped with a stroke simulator 5 in which the brake fluid flowing out from the master cylinder 4 flows in and generates a simulated operation reaction force of the brake operating member.
The master cylinder 4 has a master cylinder housing 40 internally provided with a piston 41 operable in the axial direction.
The stroke simulator 5 has a stroke simulator housing 50 provided with a reaction force piston 51 that operates in the axial direction by the brake fluid that has flowed into the stroke simulator 5.
A brake system characterized in that the master cylinder housing 40 is fixed to the stroke simulator housing 50.
Therefore, the same effect as in (1) above can be obtained.

[Example 1]
The brake device 1 of the first embodiment is arranged so that the stroke simulator 5 is on the side of the master cylinder 4 when mounted on a vehicle. First, the configuration will be described. Hereinafter, the configurations common to the reference examples are designated by the same reference numerals and the description thereof will be omitted, and only the different parts will be described. 11 to 18 show the entire brake device 1 of the first embodiment from the same directions as those of FIGS. 1 to 8.

The replenishment 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 (piping mounting portion 320b) is provided 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 are opened on the side surface on the positive direction side of the y-axis, and the other discharge ports 44P other than the above are open on the side surface on the negative direction side of the z-axis. 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 bleeder 57 of the stroke simulator housing 50 projects from the outer peripheral surface of the cylindrical portion 50e to the y-axis negative direction side and the z-axis positive direction side.

The connection port 58 (piping attachment portion 580) is provided on the z-axis positive direction side of the cylindrical portion 50d. The pipe mounting portion 580 protrudes from the outer surface of the cylindrical portion 50d on the negative side of the x-axis and the positive side of the z-axis to the positive side of the z-axis, bends in the positive direction of the x-axis, and opens in the positive direction of the x-axis. It is provided to do so. 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 direction of the x-axis, is oblique to the negative side of the y-axis (away from the reservoir tank 3), and then is positive in the x-axis again. It extends in the direction and is attached to the pipe attachment part 580. The connection port 59 is provided so as to open on the negative side of the z-axis. 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 in the negative direction of the z-axis, bends in the negative direction of the y-axis, and extends substantially parallel to the y-axis. Then, it is folded back again in the positive direction of the z-axis and connected to the connection port 59.

The connecting portion 50b of the stroke simulator housing 50 is provided on the y-axis positive direction side of the main body portion 50a. The fastening portion 50i is provided on the y-axis positive direction side and the z-axis negative direction side of the connecting 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 connecting portion 50b. The axis of the main body 50a and the axis of the connection 50b are located approximately in the center of the flange 50c in the z-axis direction, and the axis of the connection 50b is located approximately in the center of the flange 50c in the y-axis direction. The axis of the main body 50a is provided so as to be located near the side of the portion 50c on the negative side of the y-axis. The height of the flange portion 50c (dimension in the z-axis direction) is larger than the height of the main body portion 40a (dimension in the z-axis direction) of the main body portion 50a and the master cylinder housing 40, and the flange of the connection portion 50b to the master cylinder housing 40. It is provided substantially the same as the height (dimension in the z-axis direction) of the portion 40b. Further, the width of the flange portion 50c (dimension in the y-axis direction) is larger than the width of the reservoir tank 3 (dimension in the y-axis direction), and the width of the flange portion 40b of the connection portion 50b or the master cylinder housing 40 (dimension in the y-axis direction). ) Is provided in almost the same way. 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). Approximately the same position in the axial direction and the z-axis direction).

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

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

As shown in FIGS. 16 and 17, the master cylinder 4 (main body 40a and flange 40b of the master cylinder housing 40) and the stroke simulator 5 (main body 50a and connection 50b of the stroke simulator housing 50) have a flange 50c. It is configured to fit within the height (dimension in the z-axis direction) of. 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 71 does not protrude from the reservoir tank 3 in the positive direction of the z-axis. Further, 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 arranged so as to extend substantially parallel to the y-axis (nearly parallel to the side of the flange portion 50c on the negative direction side of the z-axis), and the brake pipe 70 (the end in the negative direction of the z-axis) is the flange portion. It is located near the edge of the 50c in the negative direction of the z-axis (it does not protrude toward the negative direction of the z-axis from 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 (excluding the connection portion 50b and the flange portion 50c of the stroke simulator housing 50) is behind the master cylinder 4. can not see. The brake pipe 71 cannot be seen behind the reservoir tank 3. As shown in FIG. 18, when the brake device 1 is viewed from the negative side of the x-axis, the master cylinder 4, approximately half of the stroke simulator 5 (main body 50a of the stroke simulator housing 50), and most of the brake pipe 70 are , Behind the flange 50c, cannot be seen.

Next, the action will be described. When mounted on a vehicle, the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (left and right positions) when viewed from the side. Therefore, the projected area of the brake device 1 from the lateral direction can be reduced. As a result, the area (occupied area) occupied by the brake device 1 in the engine room when viewed from the lateral direction can be reduced, and the vehicle mountability of the brake device 1 can be improved. In addition, space can be saved in the engine room. In other words, the vertical dimension of the brake device 1 can be kept low. Therefore, for example, it is easy to apply to a small car. It is sufficient that the master cylinder 4 and the stroke simulator 5 partially overlap when projected in the lateral direction, but it is preferable that more than half of the stroke simulator 5 overlaps the master cylinder 4. In this embodiment, by arranging the stroke simulator 5 directly beside the master cylinder 4, the area where the stroke simulator 5 overlaps in the lateral 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 50b and the flange portion 50c 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. As a result, the vehicle mountability of the brake device 1 can be further improved. Further, 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 vehicle mountability of the brake device 1 can be further improved. Further, as shown in FIG. 17, the brake pipe 71 connecting the reservoir tank 3 and the stroke simulator 5 has a recess (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. It is arranged so that it fits within the 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, the same operation and effect as the reference example can be obtained by the same configuration as the reference example.

[Other Examples]
Although the embodiments for realizing the present invention have been described above based on the examples, the specific configuration of the present invention is not limited to the examples, and the design changes within the range not deviating from the gist of the invention. Etc. 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 the vehicle is mounted. 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. In this case as well, the versatility can be improved by separating the master cylinder housing 40 from the stroke simulator housing 50. Further, as shown in FIG. 9, a spring (belleville washer) as a damper is provided between the x-axis negative direction end of the master cylinder housing 40 (fitting portion 40c) and the flange portion 21 of the push rod 2 (outer circumference of the piston 41P). (Spring, etc.) 23 may be installed. When the operating amount of the brake pedal becomes a predetermined amount or more, the flange portion 21 comes into contact with the x-axis negative direction end of the spring 23, and the spring 23 is compressed by the flange portion 21 from the x-axis negative direction side. The compression-deformable spring 23 adjusts the operating force of the brake pedal by applying a reaction force to the brake pedal via the push rod 2. Therefore, it is possible to exhibit preferable characteristics in the entire range of the brake pedal operation amount. For example, suppose that instead of making the actuator 8 function as a booster, a link type booster using a link mechanism is installed between the brake pedal and the clevis 20. If the characteristics of the link mechanism are to be able to obtain a predetermined boosting performance under the constraint conditions when mounted on a vehicle, the lever ratio is excessively increased in the pedal stroke region in the latter stage of the brake operation, which is preferable braking characteristics. (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 in the latter stage of the brake operation to increase the pedal reaction force and attenuate the pedaling force, thereby obtaining preferable braking characteristics in the entire range of the brake pedal operation amount. It becomes possible.

1 Brake device 3 Reservoir tank 4 Master cylinder 10 Bolt 40 Master cylinder housing 41 Piston 5 Stroke simulator 50 Stroke simulator housing 51 Reaction force piston 57 Breeder

Claims (4)

A master cylinder with a piston inside the cylinder of the master cylinder housing,
Stroke simulator A stroke simulator with a reaction force piston inside the cylinder of the housing,
A reservoir tank capable of supplying brake fluid to the master cylinder,
With
The master cylinder housing is a member different from the stroke simulator housing, and is fixed to the stroke simulator housing by bolts.
When the straight line extending in the direction in which the reservoir tank and the master cylinder housing overlap is defined as the first axis, and the straight line orthogonal to the first axis and orthogonal to the axis of the cylinder of the master cylinder housing is defined as the second axis. ,
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 brake device is characterized in that the bolt is provided at a position where the master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the first axis direction. The brake device according to claim 1.
The brake device is characterized in that the bolt is provided at a position other than a position where the reservoir tank and the bolt are arranged so as to overlap each other when viewed from the first axis direction. The brake device according to claim 1.
The cylinder of the stroke simulator housing is provided at a position other than a position where the reservoir tank and the cylinder of the stroke simulator housing are arranged so as to overlap each other when viewed from the first axis direction. A braking device characterized by. A master cylinder with a piston inside the cylinder of the master cylinder housing,
Stroke simulator A stroke simulator equipped with a reaction force piston that operates in the axial direction by the brake fluid that has flowed into the housing.
With
The master cylinder housing is a member different from the stroke simulator housing, and is fixed to the stroke simulator housing by bolts.
The master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the vertical direction of the vehicle when mounted on the vehicle, and are arranged so as to overlap each other when viewed from the width direction of the vehicle.
The brake device is characterized in that the bolt is provided at a position where the master cylinder housing and the stroke simulator housing are arranged so as to overlap each other when viewed from the vertical direction.

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