JPH06286589A - Brake device for vehicle - Google Patents

Abstract

PURPOSE:To provide a brake device for a vehicle in which the degree of freedom for layout of respective components is not limited, and small size of the device and decrease of the cost due to curtailment of the number of parts can be attained. CONSTITUTION:This brake device is provided with respective master cylinders 12 respectively generating brake pressure for left side wheels and right side wheels, and a braking force distribution control circuit 8 (containing respective control pistons 36, 37) which is provided between the master cylinders 12 and an operation rod 35 connected to the brake pedal 34 side, and can discriminately distribute working force to the respective master cylinders 12. In the brake device provided with a working force transmitting mechanism to transmit working force from the braking force distribution control circuit 8 to the respective master cylinders 12, and a balance mechanism 18 to transmit operating force from the operation rod 35 to the braking force distribution control circuit 8, the working force transmitting mechanism is constituted out of a hydraulic circuit. Further the balance mechanism 18 can be constituted out of a hydraulic circuit.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device capable of changing the braking force of left and right wheels.

[0002]

2. Description of the Related Art When a vehicle is turning, it is possible to improve the turning performance of the vehicle by generating a brake pressure for one of the left and right wheels and actively controlling the yaw moment. You can Conventionally,
The control of each brake pressure of the left and right wheels is performed by a brake device, and this brake device applies a difference in operating force to each master cylinder between each master cylinder and the operation rod connected to the brake pedal side. It is provided with a braking force distribution control circuit (brake force distribution control means) which is attached and can be distributed.

According to this brake device, when the driver operates the brake pedal, the brake force distribution control circuit distributes the operation force of the operation rod with a difference between the operation forces of the master cylinders. The braking force can be changed between the left and right wheels. Further, even when the driver is not operating the brake pedal, the braking force distribution control circuit can change the braking force between the left and right wheels in the same manner.

[0004]

In the case of the above-described brake device, the transmission of the operating force from the brake force distribution control circuit to each master cylinder and the transmission of the operating force from the operation rod to the brake force distribution control device are performed by the mechanical system. Is done in a regular manner.
Therefore, the arrangement of each device from the brake pedal side to the operation rod, the brake distribution control circuit, and the master cylinder has a simple mechanical structure and is considered to be low cost.
Since they are in series inevitably, there is a problem that the degree of freedom in layout of each component in the engine room is limited.

The present invention has been made in consideration of the above-mentioned circumstances, and the object thereof is not to limit the layout freedom of each component, to be small, and to reduce the cost by reducing the number of components. Another object of the present invention is to provide a vehicle brake device.

[0006]

In order to achieve the above object, according to the vehicle brake device of the present invention, each master cylinder for generating a brake pressure for the left wheel and a brake pressure for the right wheel, and the master cylinder and the brake pedal, respectively. The brake force distribution control means that is provided between the master rod and the operating rod that is connected to the master cylinder to distribute the operating force to each master cylinder, and the braking force distribution control means that distributes the operating force to each master cylinder. In a vehicle brake device comprising an operating force transmitting means for transmitting and an operating force transmitting means for transmitting an operating force from an operating rod to a braking force distribution control means, one of the operating force transmitting means and the operating force transmitting means is provided. It is composed of a fluid circuit.

Preferably, both the actuating force transmitting means and the operating force transmitting means are composed of fluid circuits.

[0008]

According to the vehicle brake device of the present invention configured as described above, when the operating force transmitting means is a fluid circuit, the operating force from the braking force distribution control means to each master cylinder is a fluid circuit. Transmitted by. Further, if the operating force transmitting means is a fluid circuit, the operating force from the operating rod to the braking force distribution control means is transmitted by the fluid circuit.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described in detail below with reference to FIGS. A schematic diagram of the brake device of the present invention is shown in FIG. The brake device 1 includes a master cylinder unit 4, a brake pressure circuit 6, a braking force distribution control circuit 8, a controller 10, and the like.

The master cylinder unit 4 is composed of a casing block 16 (hereinafter simply referred to as a casing 16) and a housing 20. Inside the casing 16, a pair of master cylinders 12 and a pair of control cylinders 1 are provided.
4, 15 are formed. The balance mechanism 18 is accommodated in the housing 20. Of the pair of master cylinders 12, one master cylinder 12 generates a brake pressure on the right wheel side and the other master cylinder 12
Generates brake pressure on the left wheel side. Further, of the pair of control cylinders 14 and 15, one related to one master cylinder 12 side is referred to as a first control cylinder 14, and one related to the other master cylinder 12 side is referred to as a second control cylinder 15.

As specifically shown in FIG. 2, the casing 1
The inside of 6 is divided into a pair of master cylinders 12 and a pair of control cylinders 14 and 15 to be formed. The master cylinders 12 are arranged outside the pair of control cylinders 14 and 15 with the pair of control cylinders 14 and 15 inside. Therefore, the cylinders are arranged in parallel in the plane.

Each of the control cylinders 14 and 15 is opened at the base end side of the casing 16, and each master cylinder 1
2 is open to the tip side of the casing 16. Pressure-feeding cylinders 22 having a smaller diameter than the control cylinders 14 and 15 are formed in the casing 16 at the tip ends thereof. These pressure-feeding cylinders 22 include the control cylinders 14,
The casing 16 communicates with the casing 15 and extends to the vicinity of the tip of the casing 16. The tip side of the pressure feeding cylinder 22 and the master cylinder 12
The oil passages 24 communicate with the respective openings.

A ring member 38 having a guide hole 39 at the center is attached to the base end side openings of the control cylinders 14 and 15, and between the control cylinders 14 and 15 and the ring member 38. , O-rings seal oil tightly. The housing 20 is attached to the base end side of the casing 16 so as to surround the openings of the control cylinders 14 and 15. The housing 20 is provided with a support hole 25 in the central portion on the base end side, and a sleeve 26 is integrally formed at the peripheral edge of the support hole 25 so as to project inside and outside the housing 20. The base end of the support rod 28 of the balance mechanism 18 is inserted into the sleeve 26. A cone-shaped hole 30 is provided on the base end side of the support rod 28 inserted into the sleeve 26.
The tip of the push rod 35 is inserted into the hole 30. The push rod 35 extends from the brake booster, that is, the master back 33, and moves the support rod 28 when the brake pedal 34 (both see FIG. 1) is depressed.

A pair of control pistons 36 and 37 are slidably fitted in the control cylinders 14 and 15, respectively. Piston rods 40 and 41 are formed on the control pistons 36 and 37, respectively.
Numerals 0 and 41 extend from both end faces of the control pistons 36 and 37 in the distal and proximal directions. The piston rods 40 and 41 extending in the distal direction are inserted and guided in the pressure-feed cylinders 21 and 22, respectively. The piston rods 40 and 41 extending in the proximal direction are guided by the guide holes 39 of the ring member 38 attached to the openings of the control cylinders 14 and 15. It should be noted that the piston rods 40, 41 and the pressure feeding cylinders and the ring members 38 are oil-tightly sealed by O-rings.

In the state shown in FIG. 1, that is, in the state where the brake pedal 34 is not operated, the base ends of the piston rods 40 and 41 are connected to the guide hole 3 of the ring member 38.
9 is projected to the base end side, and a cone-shaped receiving hole 54 is provided on the base end side. The working rods 32 of the balance mechanism 18 are inserted into these receiving holes 54, respectively. In addition, each piston rod 40, 41
Spring holes 46 are formed on the tip side of the piston rods 40, 41.
From the front end surface to the inner central portion.

Here, among the control pistons 36, 37, the one in the first control cylinder 14 is the first control piston 36, and the one in the second control cylinder 15 is the second control piston 37. Also, each piston rod 4
Of 0 and 41, the one on the side of the first control piston 36 is the second
The piston rod 40 is used, and the one on the second control piston 37 side is used as the second piston rod 41.

In the first control cylinder 14, a space on the base end side of the first control piston 36 is a first control pressure chamber 42, and a space on the tip end side of the first control piston 36 is a second control pressure chamber 43. Has been done. In addition, the second control cylinder 15
Inside, the space on the proximal end side of the second control piston 37 is the third control pressure chamber 44, and the space on the distal end side of the second control piston 37 is the fourth control pressure chamber 45.

A first control port 17 and a first connection port 51 are provided on the base end side of the first control pressure chamber 42, and a second control port 19 and a second connection are provided on the tip end side of the second control pressure chamber 42. Ports 53 are provided respectively. A third connection port 55 is provided on the proximal end side of the third control pressure chamber 44, and a fourth connection port 57 is provided on the distal end side of the second control pressure chamber 42. The first connection port 51 and the fourth connection port 57 are connected via the first oil passage 23, and
The connection port 53 and the third connection port 55 are connected to the second oil passage 21.
Connected through. That is, the first control pressure chamber 4
The second control pressure chamber 43 is in communication with the fourth control pressure chamber 45, and the second control pressure chamber 43 is in communication with the third control pressure chamber 44. Oil passages 100 and 101 from the brake pressure distribution control circuit 8 side are connected to the first and second control ports 17 and 19, respectively, so that hydraulic pressure can be supplied.

The first control pressure chamber 42 and the second control pressure chamber 43 are oil-tightly sealed by an oil seal provided around the first control piston 36, and the third control pressure chamber 44 and the third control pressure chamber 44 are connected to each other. The fourth control pressure chamber 45 is also oil-tightly sealed by an oil seal provided around the second control piston 37. A return spring 48 is housed in each of the pressure-feeding cylinders 21 and 22 so as to extend into the spring hole 46 of each of the piston rods 40 and 41. A spring seat 50 holding each return spring 48 is housed in the spring hole 46 of each piston rod 36, 37 and guides a pin 52 extending from the tip side of each pressure feeding cylinder 21, 22. Therefore, the control pistons 36, 3
7 and piston rods 40 and 41 are control cylinders 1
When the capacities of the control pressure chambers 42 to 45 change due to the reciprocating movement in the pressure chambers 4 and 15, the return springs 48 can be smoothly expanded and contracted. In addition, each pressure feeding cylinder 21,
A space surrounded by 22 and the tip ends of the piston rods 40 and 41 (including the spring hole 46) is a pressure feeding chamber 29.

The control pistons 36 and 37 are pushed by the return spring 48 when the brake device is not operated, and are positioned near the base ends of the control cylinders 14 and 15. At this time, the first and third control pressure chambers 42 and 44 have the smallest volumes. The balance mechanism 18 includes a support rod 28, a balance bar 31, a pair of action rods 32, and the like, and these components are housed in a housing 20. Support rod 28
The proximal end of is inserted into the sleeve 26 of the housing 20 as described above. A guide hole 58 is provided between the control cylinders 14 and 15 on the base end surface of the casing 16, and the tip of the support rod 28 is inserted into the guide hole 58. Both ends of the support rod 41 are
Bearings 60 and 61 are provided in the sleeve 26 and the guide hole 58, respectively.
It is slidably supported via.

A hole having a cone-shaped inner peripheral surface is formed in the base end surface of the support rod 28, and the tip of the push rod 35 is inserted into this hole. Therefore, the support rod 28 can be pushed by the push rod 35 to move in the axial direction of the casing 16. The balance bar 31 has the support rod 2 at its center position.
It is rotatably connected to 6 and extends so as to be orthogonal to the support rod 28 when the brake device 1 is not operating (solid line in FIGS. 1 and 2). Therefore, both ends of the balance bar 31 are arranged at positions equidistant from the support rod 28. The base ends of the working rods 32 are rotatably connected to both ends of the balance bar 31, and the tips of the working rods 32 are respectively connected to the piston rods 40,
It is inserted in the receiving hole 54 on the base end side of 41. In addition, the tip end surface of the sleeve 22 of the housing 20 is formed by the balance bar 3
It functions as a stopper that regulates the swing angle of 1.

On the other hand, the master cylinder 12 is of a so-called tandem type and is composed of a primary piston 62, a secondary piston 64 and the like. One master cylinder 12 generates a braking force to the right wheel, and the other master cylinder 12 generates a braking force to the left wheel. Both master cylinders 12 have the same structure. Therefore, only one master cylinder 12 will be described, and description of the other master cylinder 12 will be omitted.

A primary piston (hereinafter referred to as P piston) 62 is housed in the tip portion of the master cylinder 12. The secondary piston (hereinafter, referred to as S piston) 64 is arranged at a substantially central position of a space in the master cylinder 12 on the base end side of the P piston 62. This S
A hole 66 is formed in the tip surface of the piston 64.

The space between the P piston 62 and the S piston 64 is a first brake pressure chamber 70, and
The space on the base end side of the S piston 64 is the second brake pressure chamber 72. Return springs 74 and 75 are housed in the brake pressure chambers 70 and 72, respectively.
Spring seats 76, 77 holding the return springs 74, 75 guide pins 78, 79 extending from the pistons 62, 64 in the proximal direction. Therefore,
Each piston 62, 64 reciprocates to move each brake pressure chamber 7
When the volumes of 0 and 72 change, the return springs 74 and 75 can smoothly expand and contract. Further, in this case, the hole 66 at the tip end surface of the S piston 64 has a pin 78 and an S
Avoiding interference with the piston 64.

The tip side opening of each master cylinder 12 is
The lid member 63 is hermetically sealed, and the lid member 63 and P
The space between the piston 62 and the tip surface is the pressure receiving chamber 65.
It is said that. The pressure receiving chamber 65 and the pressure sending cylinder 22
An oil passage 24 communicates with the pressure feeding chamber 29. Therefore, the change in hydraulic pressure in the pressure supply chamber 29 is
Is transmitted to the pressure receiving chamber 65 through the pressure change and changes in hydraulic pressure in the pressure receiving chamber 65. That is, the movement of each piston rod 40, 41 is transmitted to each P piston 62 via the oil passage 24,
The P piston 62 moves.

When the pistons 62 and 64 are not moving (solid lines in FIGS. 1 and 2), the casing 16 is provided with a first port 80 and a second port 82 facing the first brake pressure chamber 70, respectively. It is also the third
A port 84 and a fourth port 86 are provided so as to face the second brake pressure chamber 72, respectively. The rear brake pressure is generated in the first brake pressure chamber 70, and the front brake pressure is generated in the second brake pressure chamber 72.

Referring again to FIG. 1, the brake pressure circuit 4
Is a reservoir tank capable of storing brake oil, and a disc brake mechanism 91 disposed on each wheel FR (right front wheel), RR (right rear wheel), FL (left front wheel), RL (left rear wheel), Each brake hose 92 capable of supplying brake pressure from each brake pressure chamber 70, 72 to each disc brake mechanism 91, and each brake pressure chamber 70, 7
2 and the inside of the reservoir tank attached to the casing 16 are constituted by an oil passage 93 and the like. In FIG. 1, the reservoir tank is not shown, and an oil passage 93 is extended to a reservoir tank 90 of an oil pump 95 described later.

Each brake hose 92 has a second port 82.
And the fourth port 86. Also, oil passage 9
3 is connected to the first port 80 and the third port 84. A proportioning valve 94 is inserted in the middle of the brake hose 92 on the rear wheel side.
The braking force distribution control circuit 8 includes a reservoir tank 90, an oil pump 95, an electromagnetic proportional pressure reducing valve 96, an electromagnetic switching valve 97, etc., which are connected by oil passages 98 to 102, respectively. The oil pump 95 is rotationally driven by the electric motor 110, and the reservoir tank 90.
The brake oil sucked from is sent under pressure to the electromagnetic proportional pressure reducing valve 96 via the oil passage 98. An accumulator 104 is connected in the middle of the oil passage 98.

The electromagnetic proportional pressure reducing valve 96 is a solenoid 10
5, a spool 106, a return spring 107 and the like. The spool 106 is provided with an oil hole. When the solenoid 105 is excited, the spool 106 moves in the axial direction, and depending on the moving distance,
The brake oil pressure-fed from the oil pump 95 is supplied to the electromagnetic switching valve 97.

That is, when the spool 106 is not moving, from the positional relationship of the oil holes of the spool 106,
The port to which the oil passage 98 is connected is closed. Then, when the spool 106 moves, the oil passage 98 moves to the oil passage 9
Brake oil begins to flow into the oil passage 9 and the oil passage 102.
In this case, in proportion to the increase in the moving distance of the spool 106, the amount of brake oil flowing from the oil passage 98 into the oil passage 99 decreases and the brake flowing into the oil passage 102 decreases in proportion to the positional relationship of the oil holes. The amount of oil increases. The moving distance of the spool 106 increases in proportion to the amount of electricity supplied to the solenoid 105.

The electromagnetic switching valve 97 is a two-position switching valve.
This electromagnetic switching valve 97 is provided with a first switching position 108 shown in FIG.
In the oil passage 102 extending from the electromagnetic proportional pressure reducing valve 96.
And the left wheel side oil passage 100 are connected to the right wheel side oil passage 101 and the oil passage 103 extending to the reserve tank 90, respectively. From this state, when the solenoid 111 of the electromagnetic switching valve 97 is excited, the electromagnetic switching valve 97 is switched to the second switching position 109. At the second switching position 109, the oil passage 102 and the right wheel side oil passage 101 are connected, and the left wheel side oil passage 100 and the oil passage 103 are respectively connected.

The left wheel side oil passage 100 can supply the brake oil to the second control pressure chamber 43 through the second control port 19, and the right wheel side oil passage 101 through the first control port 17. Brake oil can be supplied to the first control pressure chamber 42. The controller 10 is a central processing unit (C
PU), ROM, storage devices such as RAM, input / output devices, etc. are incorporated. On the input side of the input / output device, various sensors 112, for example, a steering wheel steering angle sensor that detects the steering angle of a steering wheel (not shown), a vehicle speed sensor that detects the vehicle speed, and an acceleration in the vehicle width direction are detected. A horizontal G sensor, a brake switch that detects a depression operation of the brake pedal 34, and the like are electrically connected.

The output side of the input / output device of the controller 10 is electrically connected to the electric motor 110, the solenoid proportional pressure reducing valve 96, and the solenoids 105 and 111 of the electromagnetic switching valve 97. Therefore, the controller 10
Can operate the electric motor 110 to control the discharge amount of the brake oil from the oil pump 95. Further, the solenoid 105 of the electromagnetic proportional pressure reducing valve 96 can be excited to control the amount of brake oil supplied to the electromagnetic switching valve 97. Further, the first and second switching positions 108 and 109 of the electromagnetic switching valve 97 can be switch-controlled.

First, the normal brake control will be described with reference to the schematic diagram shown in FIG. When the driver depresses the brake pedal 34, the push rod 35 of the master back 33 moves the support rod 28 and the balance bar 31.
To move. The control rods 32 are rotatably balanced at both ends of the balance bar 31, and the control rods 32 are arranged equidistant from the support rods 28.
It moves without rocking against. Therefore, the control rods 32 move to the same position and push out the control pistons 36 and 37 by the same distance. As a result, the hydraulic pressure is transmitted from the pressure feeding chamber 29 of the pressure feeding cylinder 22 to the pressure receiving chamber on the master cylinder 12 side, the P pistons 62 and the like move forward to the same position, and the right wheel side and the left wheel side are the same. To generate the brake pressures P _R and P _L. The moving distance of the balance bar 31 changes according to the depression amount of the brake pedal 34. Therefore, the magnitudes of the brake pressures P _R and P _L generated in the brake pressure chambers 70 and 72 are proportional to the depression amount of the brake pedal 34. Therefore, in FIG. 6, characteristic 1
As shown at 20, the left and right brake pressure P _R, P _L is equal to rise.

Next, the automatic brake control will be described with reference to FIG.
It will be described based on. The controller 10 is, for example,
When the vehicle is turning, the automatic brake control is performed when the brake pedal 34 is not operated.
For example, when activating only the disc brake mechanism 91 on the right wheel side, the controller 10 switches the electromagnetic switching valve 97 to the second switching position 109 and sets the spool 106 of the electromagnetic proportional pressure reducing valve 96 to the required braking force. Move only the distance. Therefore, this spool 106
The amount of oil corresponding to the moving distance of the first control pressure chamber 4 is supplied to the right wheel side oil passage 101 through the first control port 17.
It flows into 2.

The oil flowing into the first control pressure chamber 42 causes the first control piston 36 to move forward and
The oil in the second control pressure chamber 43 is discharged to the left wheel side oil passage 100. At this time, the working rod 3 of the balance bar 31
2 is separated from the receiving hole 54 on the base end side of the first control piston 36, the forward movement of the first control piston 36 does not affect the second control piston 37, and the second control piston 37
Keeps stopped. Therefore, the support rod 28 does not move.

When the first control piston 36 moves forward, oil is supplied from the pressure feeding chamber 29 to the pressure receiving chamber 65 via the oil passage 24, the P piston 62 and the like are pushed out, and the brake pressure P _R on the right wheel side. Occurs. On the other hand, since the second control piston 37 is stopped, the brake oil does not move from the pressure feeding chamber 22 to the pressure receiving chamber 65. Therefore, it does not affect the brake pressure P _L on the left wheel side.

The controller 10 includes an electromagnetic proportional pressure reducing valve 96.
The amount of energization of the solenoid 105 is adjusted, and the amount of movement of each control piston 36, 37 is manipulated to generate the brake pressure P.
The size of _R can be changed. Therefore, as shown by the characteristic 121 in FIG. 6, the brake pressure P on the right wheel side is
Only _R increases. When operating only the disc brake mechanism 91 on the left wheel side, the electromagnetic switching valve 97 is switched to the first switching position 108, and the second control port 19 to the second control pressure chamber 43 via the left wheel side oil passage 100. Is supplied to the second oil passage 2 from the second control pressure chamber 43.
It suffices to supply the oil into the third control pressure chamber 44 via 1.

Next, the braking force distribution control will be described. In the braking force distribution control, there are cases where automatic braking is performed during execution of normal braking and cases where normal braking is performed during execution of automatic braking. First, a case will be described in which the controller 10 performs automatic braking on the right wheel side from the state in which the driver operates the brake pedal 34 (the position indicated by the solid line in FIG. 3).

In this case, the first control piston 36 is
Position corresponding to the amount of depression of the brake pedal 34 (solid line position in FIG. 3)
From the position) while the second control piston 37
Returns from the position corresponding to the depression amount of the brake pedal 34.
To do. Therefore, as shown by the solid line in FIG.
The forward distance of the P-piston 62, etc. increases and the right wheel side break
Pressure P_RGoes up, and the forward travel distance of the P-piston 62, etc. on the left wheel side
The separation decreases and the brake pressure P on the left wheel side_LGoes down. Each system
Balance the control pistons 36 and 37 with the balance bar 31.
Therefore, the brake pressure P on the left wheel side is_LChange amount and right
Brake pressure P on the wheel side _RChange is equal.

Therefore, as shown by the characteristic 122 in FIG. 6, the brake pressure characteristic in this case is that the brake pressures P _R and P _L on the left and right wheels are increased by operating the brake pedal 34 first. To do. And this characteristic changes from the time when the automatic braking control on the right wheel side is implemented,
The right wheel side brake pressure P _R continues to rise, while the left wheel side brake pressure P _L begins to fall. In this case, the left and right brake pressure P _R, the sum of P _L, is the same as the sum of the left and right brake pressure P _R, P _L of the case shown by the characteristic 120.

Next, from the state where the controller 10 is performing the automatic braking on the right wheel side (the solid line state in FIG. 4),
A case where the driver operates the brake pedal 34 will be described. In this case, the support rod 28 and the balance bar 31 are pushed by the push rod 35 to move. The balance bar 31 is balanced by the support rod 28 at its central position, and since the respective working rods 32 are arranged equidistant from each other with respect to the support rod 28,
When the action rod 32 is inserted into the receiving holes 54 on the base end side of the control pistons 36, 37 and abutted, the balance bar 31 is swung with respect to the support rod 28. Then, the balance bar 31 moves while maintaining this swing angle, and moves the respective working rods 32 by an equal distance from each other. Therefore, the control pistons 36 and 37 move forward from the position where the automatic brake control is performed (the position indicated by the solid line in FIG. 4), and the left and right brake pressures P _R and P _L increase by a magnitude corresponding to the forward movement distance. .

Therefore, as for the brake pressure characteristic in this case, as shown by the characteristic 123 in FIG. 6, first, only the right wheel side brake pressure P _R is increased by the automatic brake control. This characteristic changes from the time when the brake pedal 28 is depressed, and the left and right brake pressures P _R , P _L
Rise at the same rate as each other. In the case of the first embodiment described above, the operating force is transmitted mechanically from the control pistons 36, 37 to the master cylinder 12 by the hydraulic circuit (fluid circuit). Compared with the above, the degree of freedom in layout of each master cylinder 12 with respect to each control piston 36, 37 side is increased. Therefore, as shown in FIG. 2, the cylinders can be arranged in parallel in the casing 16. Also, if the transmission of the operating force is a hydraulic circuit, it is arranged in parallel as shown in FIG.
It is also possible to arrange each independently.

The brake system of the second embodiment will be described below. FIG. 7 shows a schematic diagram of the brake device 2. It should be noted that the description of the components that are the same as those in the first embodiment will be omitted, and the same members as those in the first embodiment will be denoted by the same reference numerals. In the brake device 1 of the first embodiment, the control pedals 36, 3 are connected to the brake pedal 34.
The operating force to the 7 side was evenly transmitted by the balance mechanism 18, but in the brake device 2 of the second embodiment, the operating force is transmitted by the balance hydraulic circuit 11 instead of the balance mechanism 18. did.

The balance hydraulic circuit (fluid circuit) 5 is shown in FIG.
As shown in FIG. 2, an input cylinder 131 that receives an operation force from the brake pedal side, a pair of output cylinders 133 and 134 that outputs the operation force input to the input cylinder 131 side to the control pistons 36 and 37 side, Cylinder 13
It is constituted by an oil passage 137 for transmitting an operation force from 1 to each output cylinder 133, 134.

Master cylinder unit 4 of the second embodiment
Is a cube-shaped casing block 130 (hereinafter simply referred to as the casing 130).
Inside, a pair of master cylinders 12, a pair of control cylinders 14 and 15, and an input cylinder 1 of the balance hydraulic circuit 11.
31 and balance cylinders 133 and 134 are integrally formed. Therefore, unlike the first embodiment, the housing 20 for housing the balance mechanism 18 is not required,
The balance hydraulic circuit 11 includes the master cylinder 12, the master cylinder unit 4, and the casing 13.
Can be embedded within 0.

FIG. 8 is a sectional view of the casing 130. According to this sectional view, a pair of master cylinders 1
2 are disposed on the upper side of the casing 130 so as to be separated from each other in the left and right sides as viewed in FIG. Each control cylinder 14, 15
Are provided so as to communicate with the respective balance cylinders 133 and 134, and these cylinders are arranged on the lower stage side of the casing 130 so as to be separated from each other in the left and right directions in FIG. The input cylinder 131 is the master cylinder 12
Further, the casing 130 is surrounded by the control cylinders 14 and 15 and is arranged at substantially the center of the casing 130.

Here, each balance cylinder 133, 13
Among the four, the one on the first control cylinder 14 side is the first balance cylinder 133, and the one on the second control cylinder 15 side is the second balance cylinder 134. Input cylinder 1
As shown in FIG. 9, the reference numeral 31 is open at both ends of the casing 130, and the opening on the front end side is closed by a lid member 147. A sleeve 137 is provided at the periphery of the opening at the base end side, and the sleeve 137 projects toward the base end side.

An input piston 132 is slidably fitted in the input cylinder 131 at the base end side.
The guide hole 13 is provided in the opening on the base end side of the input cylinder 131.
9 is formed, and the base end side of the input piston 132 is guided to the guide hole 139 via the receiving shaft 136. A hole 138 having a cone-shaped inner peripheral surface is provided in the base end surface of the input piston 132, and in this hole 138,
Similar to the support rod 28 of the first embodiment, the tip of the push rod 35 that is moved by operating the brake pedal 34 is inserted. Therefore, the input piston 132
Can be pushed by the push rod 35 and moved in the axial direction of the casing 130.

A return spring 145 is housed in the input cylinder 131 in a space on the tip side of the input piston 132. The spring seat 143 holding the return spring 145 is positioned on the tip side of the input cylinder 131 and guides the pin 144 extending from the tip surface of the input piston 132. In the input cylinder 131, the space on the tip side of the input piston 132 is the input pressure chamber 140.
An oil hole 146 communicating with the balance cylinders 133, 134 is provided on the tip side of the input pressure chamber 140.

Each control cylinder 1 in the casing 130
4, 15, the master cylinder 12, and the balance cylinders 133, 134 have the same structure on one side and the other side, respectively. Therefore, one of the first control cylinder 14, the right wheel side master cylinder 12 and the first
The balance cylinder 133 will be described, and description of the other second control cylinder 15, the master cylinder 12 on the left wheel side, and the second balance cylinder 134 will be omitted.

As shown in FIG. 10, the first control cylinder 1
4 is located on the lower side of the casing 130, is open to the tip side, and is formed so as to extend to substantially the center of the casing 130. A pressure-feeding cylinder 22 having a diameter smaller than that of the first control cylinder 14 is formed on the base end side of the first control cylinder 14 and communicates with the first control cylinder 14 so that the casing 1
It extends to the vicinity of the base end of 30.

The front end side opening of the first control cylinder 14 is
This lid member 14 is closed by the lid member 148.
A guide hole, that is, a first balance cylinder 133 is formed on the base end side of 8. The tip end side of the first piston rod 40 of the first control piston 36 is inserted into the first balance cylinder 133 and is slidably guided. It should be noted that an O-ring is oil-tightly sealed between the tip end side of the first piston rod 40 and the first balance cylinder 133 of the lid member 148.

A spring hole 150 is provided on the front end side of the first piston rod 40 from its front end surface toward the base end side, and a return spring 151 is arranged in this spring hole 150. The spring seat 152 of the return spring 151 includes the lid member 14
8 is arranged on the tip side of the first balance cylinder 133,
The spring seat 152 is provided on the first piston rod 4
A pin 153 extending from the bottom of the 0 spring hole 150 is guided. The space formed by the first balance cylinder 133 of the lid member 148 and the spring hole 150 of the first piston rod 40 serves as a first balance pressure chamber 141. In addition, on the second control piston side,
Similarly, the second balance pressure chamber 142 is formed.

The front end side of the first balance pressure chamber 141, that is, the front end side of the first balance cylinder 133 of the cover member 148, penetrates through the cover member 148 and the casing 1
An oil hole 154 is provided in 30. Similarly, oil holes 155 are also provided on the side of the second balance pressure chamber 142, and these oil holes 154 and 155 are connected to the oil passage 156 (see FIG. 8).
(See) and communicates with the oil hole 146 on the input pressure chamber 140 side.

Therefore, the input pressure chamber 140 and the first and second balance pressure chambers 141 and 142 are in communication with each other, and the total volume of these pressure chambers is kept constant. For example, when the volume of the input pressure chamber 140 is reduced, this reduced volume is equal to the sum of the increased volumes of the first and second balance pressure chambers 141 and 142.
When the volume of the input pressure chamber 140 is constant,
As the volume of the first balance pressure 141 increases, this increased volume becomes equal to the reduced volume of the first balance pressure chamber 142.

The base end side of the first piston rod 40 is slidably inserted into the pressure feeding cylinder 22. From the base end surface of the first piston rod 40, the first piston rod 40
A projection 157 having a smaller diameter projects in the proximal direction, and a hole 158 is provided in the proximal surface of the projection 157. A return spring 48 is housed in the pressure feeding cylinder 22. The spring seat 50 holding the return spring 48 is provided with the projection 15 of the first piston rod 40.
A pin 52 that is fitted into the pressure feeding cylinder 7 and extends from the base end side of the pressure feeding cylinder 22 is guided. In addition, the hole 1 provided in the protrusion 157
58 prevents the pin 52 and the first piston rod 40 from interfering with each other.

A space surrounded by the pressure-feeding cylinder 22 and the first piston rod 40 is a pressure-feeding chamber 29 as in the first embodiment. The pressure-feeding chamber 29 contains the master cylinder 1
An oil passage 24 communicating with the second side is opened. An O-ring is oil-tightly sealed between the base end side of the first piston rod 40 and the pressure-feeding cylinder 22. In the case of the second embodiment, the first control piston 36 is pushed by the return springs 48 and 151 from both sides thereof when the brake device 2 is not operated, and is positioned substantially in the center of the first control cylinder 14. . In addition, the first control cylinder 14
Has first and second control pressure chambers 42 and 43, and second control cylinder 15 has third and fourth control pressure chambers 44 and 43.
45 is provided as in the first embodiment. Similarly, these pressure chambers also communicate with each other via the first and second oil passages 23 and 21.

The master cylinder 12 side from the oil passage 24 in the pressure feeding cylinder 22 is the same as in the first embodiment. Therefore,
A description of the master cylinder 12 side is omitted. The brake pressure circuit 4, the braking force distribution control circuit 8, and the controller 10 are also the same as those in the first embodiment. Therefore, description of these constituent members is also omitted. In the case of the second embodiment described above, the balance mechanism 18 is used as the balance hydraulic circuit 11, and the hydraulic circuit transmits the operating force from the brake pedal 34 side to the control pistons 36, 37 side. Therefore, the number of parts can be reduced without the need for complicated mechanical parts such as the balance mechanism 18, and the manufacturing cost can be reduced. In addition, the degree of freedom in arranging the cylinders can be increased. The present invention is not limited to the above-mentioned embodiments, and various modifications can be made.

For example, the hydraulic circuit is used to transmit the operating force from the brake pedal 34 side to the control pistons 36 and 37 side, and the mechanical force is transmitted from the control pistons 36 and 37 side to the master cylinder 12 sides. You may make it to.

[0061]

As described above, according to the present invention,
It is provided between each master cylinder that generates brake pressure for the left and right wheels and the operating rod connected to the master cylinder and the brake pedal, and distributes the operating force to each master cylinder with a difference. Braking force distribution control means that enables, and an operating force transmission means that transmits the operating force from the braking force distribution control means to each master cylinder,
In a vehicle brake device having an operating force transmitting means for transmitting an operating force from an operating rod to a braking force distribution control means, one of the operating force transmitting means and the operating force transmitting means is constituted by a fluid circuit, so As compared with the case where the force is transmitted by the mechanical means, the case where the force is transmitted by the fluid circuit can freely set the arrangement of each master cylinder and the operating rod with respect to the braking force distribution control means. That is, the degree of freedom of layout in the vehicle is increased. Further, the fluid circuit can be downsized as compared with mechanical means, the number of mechanical components can be reduced, and the manufacturing cost can be reduced. Further, if both the operating force transmitting means and the operating force transmitting means are fluid circuits, the degree of freedom of layout in the vehicle can be further increased, and the number of parts and the manufacturing cost can be further reduced, which is excellent. Produce an effect.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of a brake device to which the present invention is applied.

FIG. 2 is a sectional view of the master cylinder unit of FIG.

FIG. 3 is a schematic configuration diagram showing an operating state of a master cylinder unit when normal brake control is performed.

FIG. 4 is a schematic configuration diagram showing an operating state of a master cylinder unit when automatic brake control is performed.

FIG. 5 is a schematic configuration diagram showing an operating state of a master cylinder unit when normal brake control and automatic brake control are simultaneously performed.

FIG. 6 is a diagram showing characteristics of left and right brake pressures P _R and P _L.

FIG. 7 is a schematic configuration diagram showing a second embodiment of a brake device to which the present invention has been applied.

FIG. 8 is a sectional view of a master cylinder unit according to a second embodiment.

9 is a cross-sectional view of the master cylinder unit taken along line XX of FIG.

10 is a cross-sectional view of the master cylinder unit taken along the line IX-IX in FIG.

[Explanation of symbols]

 1, 2 Brake device 4 Master cylinder unit 6 Brake pressure circuit 8 Brake force distribution control circuit 10 Controller 11 Balance hydraulic circuit 12 Master cylinder 14 First control cylinder 15 Second control cylinder 18 Balance mechanism 23 First oil passage 21 Second oil Line 22 Pressure-feeding cylinder 29 Pressure-feeding chamber 31 Balance bar 34 Brake pedal 36 First control piston 37 Second control piston 42 First control pressure chamber 43 Second control pressure chamber 44 Third control pressure chamber 45 Fourth control pressure chamber 62 Primary piston (P piston) 64 Secondary piston (S piston) 65 Pressure receiving chamber 100 Left wheel side oil passage 101 Right wheel side oil passage 130 Casing 131 Input cylinder 132 Input piston 133 First balance cylinder 134 Second balance cylinder 140 First balun The pressure chamber 141 second balancing pressure chamber 24,156 oil passage

Claims (2)

[Claims] 1. A master cylinder that generates brake pressure for the left wheel and a master cylinder that generates brake pressure for the right wheel, and an operating rod connected to the master cylinder and the brake pedal side. Brake force distribution control means for enabling distribution with a difference, operating force transmission means for transmitting operating force from the brake force distribution control means to each master cylinder, and operating force for transmission from the operating rod to the brake force distribution control means. A braking device for a vehicle, comprising: an operating force transmitting means, wherein one of the operating force transmitting means and the operating force transmitting means comprises a fluid circuit. 2. The brake device for a vehicle according to claim 1, wherein both the actuating force transmitting means and the operating force transmitting means are constituted by a fluid circuit.