WO2013147243A1 - ストロークシミュレータ - Google Patents
ストロークシミュレータ Download PDFInfo
- Publication number
- WO2013147243A1 WO2013147243A1 PCT/JP2013/059710 JP2013059710W WO2013147243A1 WO 2013147243 A1 WO2013147243 A1 WO 2013147243A1 JP 2013059710 W JP2013059710 W JP 2013059710W WO 2013147243 A1 WO2013147243 A1 WO 2013147243A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cylinder
- piston
- simulator
- return spring
- brake
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
- B60T13/145—Master cylinder integrated or hydraulically coupled with booster
- B60T13/146—Part of the system directly actuated by booster pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/36—Other control devices or valves characterised by definite functions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
- B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
Definitions
- the present invention relates to a stroke simulator that generates a brake reaction force to be applied to a brake pedal of a brake device.
- Such an electric brake device includes a stroke simulator that artificially generates a brake reaction force on a brake pedal that is depressed by a driver (see Patent Document 1).
- the stroke simulator is required to give the driver a feeling of operation (operation feeling) similar to that of a conventional brake pedal that operates with brake fluid (brake fluid). Therefore, the elastic force (reaction force) generated by elastic deformation of two elastic members having different elastic coefficients is applied to the brake pedal as a brake reaction force, and the two elastic members are set according to the depression amount of the brake pedal.
- a stroke simulator in which a reaction force is applied to a brake pedal from each of the above is disclosed (see Patent Document 2).
- a first spring (first return spring) is accommodated in a retainer (second spring seat member) formed in a cup shape, and the first spring is an opening of the retainer. Compressed by a piston (simulator piston) that is displaced so as to enter the inside. In addition, the piston compresses the first spring until the tip of a cushion material (rubber bush) attached to the tip is in contact with the opposing wall of the retainer.
- the cushion material which is an elastic member, is deformed when it comes into contact with the opposing wall of the retainer, it is not possible to accurately regulate the amount (displacement) of the piston entering the retainer.
- a configuration in which the piston, which is a rigid body, abuts the retainer is required.
- This configuration can be easily realized by, for example, a configuration in which the piston is brought into contact with the opening of the cup-shaped retainer.
- the opening of the retainer is closed by the piston, and a closed space is formed inside the retainer.
- negative pressure is generated in the closed space when the piston separates from the retainer.
- This negative pressure inhibits the piston from separating from the retainer, and the displacement of the stroke simulator is inhibited. . Therefore, the present invention prevents the displacement of the piston by the negative pressure generated in the closed space even if the piston is displaced so as to close the space in which the elastic member is stored and the elastic member is elastically deformed.
- An object of the present invention is to provide a stroke simulator in which a piston operates smoothly without being moved.
- the present invention provides a simulator piston that displaces in a cylinder filled with brake fluid at a hydraulic pressure generated by a hydraulic pressure generating means when a driver operates a brake operator, and is housed in the cylinder. And a reaction force generating means for applying a reaction force corresponding to the displacement of the simulator piston to the simulator piston, and generating a reaction force applied to the simulator piston as a brake reaction force against the brake operator.
- the reaction force generating means includes a first elastic member that is elastically deformed by pressing due to displacement of the simulator piston, a guide member that is housed in the cylinder and guides elastic deformation of the first elastic member, A second elastic member that is arranged in series with the first elastic member via the guide member and elastically deforms by pressing due to the displacement of the simulator piston, and the guide member of the simulator piston It has the bottomed cylinder part opened to the side, and the flow path which the outer side and inner side of the said cylinder part connect.
- the brake fluid filled in the cylinder can be caused to flow into the inside of the cylindrical portion of the guide member whose opening is closed by the simulator piston through the flow passage. Therefore, when the simulator piston tries to move away from the opening of the guide member by the reaction force of the first elastic member, it is possible to suppress the generation of negative pressure by suitably flowing the brake fluid into the inside of the cylindrical portion.
- the simulator piston can be moved away from the opening.
- the said flow path which concerns on this invention is formed so that the side wall part of the said cylinder part may be penetrated.
- a flow path can be formed in the side wall part of a cylinder part. Since punching or the like can be used for processing to form the through hole in the side wall portion of the cylindrical portion, the flow passage can be easily formed.
- the said flow path which concerns on this invention is formed so that the top wall part of the said cylinder part formed in the said guide member may be penetrated.
- a flow path can be formed in the top wall part of a cylinder part, without limiting to the side wall part of a cylinder part.
- the flow passage according to the present invention is formed in the simulator piston. According to the present invention, the flow passage can be formed in the simulator piston without being limited to the cylindrical portion of the guide member.
- the displacement of the piston is hindered by the negative pressure generated in the closed space. Therefore, it is possible to provide a stroke simulator in which the piston operates smoothly.
- FIG. 1 It is a schematic structure figure of a brake system for vehicles provided with a stroke simulator concerning an embodiment of the present invention.
- (A) is a side view of the master cylinder device, and (b) is a front view of the same. It is a disassembled perspective view of a housing. It is sectional drawing which shows schematic structure of a stroke simulator.
- (A) is sectional drawing which shows the state by which the opening part of the 2nd spring seat member was obstruct
- (b) is a perspective view of a 2nd spring seat member.
- FIG. 1 is a schematic configuration diagram of a vehicle brake system according to an embodiment of the present invention.
- the vehicle brake system A shown in FIG. 1 is a by-wire type brake system that operates when a prime mover (engine, motor, etc.) is operated, and a hydraulic type that is activated in an emergency or when the prime mover is stopped.
- the brake system includes both a brake system and a master cylinder device A1 that generates brake fluid pressure by a pedaling force when a brake pedal (brake operator) P is depressed, and an electric motor (not shown).
- a motor cylinder device A2 that generates hydraulic pressure, and a vehicle stability assist device A3 (hereinafter referred to as “hydraulic pressure control device A3”) that supports stabilization of vehicle behavior are provided.
- the master cylinder device A1, the motor cylinder device A2, and the fluid pressure control device A3 are configured as separate units and communicate with each other via an external pipe.
- the vehicle brake system A can be mounted not only on an automobile that uses only an engine (internal combustion engine) as a power source, but also on a hybrid car that uses a motor together, an electric car that uses only a motor as a power source, and a fuel cell car. .
- the master cylinder device (input device) A1 includes a tandem master cylinder 1, a stroke simulator 2, a reservoir 3, normally open shutoff valves (solenoid valves) 4 and 5, and a normally closed shutoff valve (solenoid valve). 6, pressure sensors 7 and 8, main hydraulic pressure paths 9 a and 9 b, communication hydraulic pressure paths 9 c and 9 d, and a branch hydraulic pressure path 9 e.
- the master cylinder 1 is a hydraulic pressure generating means for generating a hydraulic pressure by converting a pedaling force when the brake pedal P is depressed into a brake hydraulic pressure, and is disposed on the bottom wall side of the first cylinder hole 11a.
- the second piston 1b is connected to the brake pedal P via the push rod R. Both pistons 1a and 1b slide (displace) under the depression force of the brake pedal P, and pressurize the brake fluid in the pressure chambers 1e and 1f.
- the pressure chambers 1e and 1f communicate with the main hydraulic pressure paths 9a and 9b.
- the stroke simulator 2 is a device that generates a pseudo operation reaction force (brake reaction force) and applies it to the brake pedal P.
- the stroke piston 2 slides and displaces in the second cylinder hole 11b, and the simulator piston.
- Two return springs (first return spring 2b and second return spring 2c) for urging 2a are provided.
- the stroke simulator 2 communicates with the pressure chamber 1e via the main hydraulic pressure passage 9a and the branch hydraulic pressure passage 9e, and is operated by the brake hydraulic pressure generated in the pressure chamber 1e. Details of the stroke simulator 2 will be described later.
- the reservoir 3 is a container for storing brake fluid, and includes oil supply ports 3a and 3b connected to the master cylinder 1 and a pipe connection port 3c to which a hose extending from a main reservoir (not shown) is connected.
- the normally open shut-off valves 4 and 5 open and close the main hydraulic pressure passages 9a and 9b, and both are normally open type solenoid valves.
- One normally open type shutoff valve 4 opens and closes the main hydraulic pressure path 9a in a section from the intersection of the main hydraulic pressure path 9a and the branch hydraulic pressure path 9e to the intersection of the main hydraulic pressure path 9a and the communication hydraulic pressure path 9c. To do.
- the other normally open shut-off valve 5 opens and closes the main hydraulic pressure path 9b upstream of the intersection of the main hydraulic pressure path 9b and the communication hydraulic pressure path 9d.
- the normally closed shut-off valve 6 opens and closes the branch hydraulic pressure passage 9e and is a normally closed type solenoid valve.
- the pressure sensors 7 and 8 are for detecting the magnitude of the brake fluid pressure, and are mounted in sensor mounting holes (not shown) communicating with the main hydraulic pressure passages 9a and 9b.
- the brake fluid pressure generated in the motor cylinder device A2 is detected.
- the brake fluid pressure generated in the master cylinder 1 is detected.
- Information acquired by the pressure sensors 7 and 8 is output to an electronic control unit (ECU) (not shown).
- the main hydraulic pressure paths 9a and 9b are hydraulic pressure paths starting from the master cylinder 1. Tubes Ha and Hb reaching the hydraulic pressure control device A3 are connected to the output ports 15a and 15b which are the end points of the main hydraulic pressure paths 9a and 9b.
- the communication hydraulic pressure paths 9c and 9d are hydraulic pressure paths from the input ports 15c and 15d to the main hydraulic pressure paths 9a and 9b.
- Pipe members Hc and Hd reaching the motor cylinder device A2 are connected to the input ports 15c and 15d.
- the branch hydraulic pressure path 9 e is a hydraulic pressure path that branches from one main hydraulic pressure path 9 a and reaches the stroke simulator 2.
- the master cylinder device A1 communicates with the hydraulic pressure control device A3 via the pipes Ha and Hb, and the brake hydraulic pressure generated in the master cylinder 1 when the normally open type shut-off valves 4 and 5 are in the valve open state is The pressure is input to the hydraulic pressure control device A3 via the main hydraulic pressure paths 9a and 9b and the pipe materials Ha and Hb.
- the motor cylinder device A2 includes a slave piston that slides in the slave cylinder, an actuator mechanism that has an electric motor and a driving force transmission unit, and a reservoir that stores brake fluid in the slave cylinder. Yes.
- the electric motor operates based on a signal from an electronic control unit (not shown).
- the driving force transmission unit converts the rotational power of the electric motor into forward / backward movement and transmits it to the slave piston.
- the slave piston slides in the slave cylinder under the driving force of the electric motor, and pressurizes the brake fluid in the slave cylinder.
- the brake hydraulic pressure generated in the motor cylinder device A2 is input to the master cylinder device A1 via the pipe materials Hc and Hd, and is input to the hydraulic pressure control device A3 via the communication hydraulic pressure paths 9c and 9d and the pipe materials Ha and Hb.
- the A hose extending from a main reservoir (not shown) is connected to the reservoir.
- the hydraulic control device A3 has a configuration capable of executing anti-lock brake control (ABS control) for suppressing wheel slip, side slip control for stabilizing vehicle behavior, traction control, and the like.
- ABS control anti-lock brake control
- side slip control for stabilizing vehicle behavior, traction control, and the like.
- W wheel cylinders W, W.
- hydraulic control apparatus A3 is a hydraulic unit provided with a solenoid valve, a pump, etc., a motor for driving a pump, an electronic control unit for controlling a solenoid valve, a motor, etc. It has.
- the electronic control unit (not shown) has brake fluid pressure output from the motor cylinder device A2 (brake fluid pressure detected by the pressure sensor 7) and brake fluid pressure output from the master cylinder 1 (detected by the pressure sensor 8). Brake fluid pressure) and the number of revolutions of the electric motor is controlled based on the comparison result.
- the brake fluid pressure generated in the motor cylinder device A2 is transmitted to the wheel cylinders W, W,... Via the fluid pressure control device A3, and each wheel cylinder W is activated to apply a braking force to each wheel.
- the normally open type shutoff valves 4 and 5 are both opened, and the normally closed type shutoff valve 6 is Since the valve is closed, the brake fluid pressure generated in the master cylinder 1 is transmitted to the wheel cylinders W, W,.
- the master cylinder device A1 of the present embodiment is assembled with the above-mentioned various parts inside or outside the base body 10 shown in FIGS. 2 (a) and 2 (b), and is electrically operated (normally open type shut-off valve 4, 5, the normally closed shut-off valve 6 and the pressure sensors 7, 8 (see FIG. 1) are covered with a housing 20.
- the housing 20 may contain mechanical parts and the like.
- the base body 10 is a cast product made of an aluminum alloy, and includes a cylinder portion 11 (see FIG. 2B, the same hereinafter), a vehicle body fixing portion 12, and a reservoir mounting portion 13 (see FIG. 2B, hereinafter). The same), a housing attachment portion 14, and a pipe connection portion 15. Further, inside the base 10, there are formed main hydraulic pressure passages 9a and 9b (see FIG. 1), holes (not shown) that become branch hydraulic pressure passages 9e (see FIG. 1), and the like.
- the cylinder portion 11 is formed with a first cylinder hole 11a for a master cylinder and a second cylinder hole 11b for a stroke simulator (both shown by broken lines in FIG. 2B). Both the cylinder holes 11 a and 11 b are cylindrical with a bottom, open to the vehicle body fixing portion 12, and extend toward the pipe connection portion 15. Parts (first piston 1a, second piston 1b, first return spring 1c and second return spring 1d) constituting the master cylinder 1 (see FIG. 1) are inserted into the first cylinder hole 11a, and the second cylinder Parts (the simulator piston 2a and the first and second return springs 2b and 2c) constituting the stroke simulator 2 are inserted into the hole 11b.
- the vehicle body fixing portion 12 is fixed to a vehicle body side fixing portion such as a toe board (not shown).
- the vehicle body fixing portion 12 is formed on the rear surface portion of the base body 10 and has a flange shape.
- a bolt insertion hole (not shown) is formed in a peripheral portion of the vehicle body fixing portion 12 (a portion protruding from the cylinder portion 11), and the bolt 12a is fixed.
- the reservoir mounting portion 13 is a portion serving as a mounting seat for the reservoir 3, and two (only one is shown) are formed on the upper surface portion of the base body 10.
- the reservoir mounting portion 13 is provided with a reservoir union port.
- the reservoir 3 is fixed to the base body 10 via a connecting portion (not shown) protruding from the upper surface of the base body 10.
- the reservoir union port has a cylindrical shape and communicates with the first cylinder hole 11a through a hole extending from the bottom surface toward the first cylinder hole 11a.
- the reservoir union port is connected to a liquid supply port (not shown) projecting from the lower portion of the reservoir 3, and the container body of the reservoir 3 is placed on the upper end of the reservoir union port.
- a housing mounting portion 14 is provided on the side surface of the base body 10.
- the housing mounting portion 14 is a portion that serves as a mounting seat for the housing 20.
- the housing attachment portion 14 has a flange shape.
- a female screw (not shown) is formed at the upper end and the lower end of the housing mounting portion 14, and the mounting screw 16 is screwed into the female screw as shown in FIG. 20 is fixed to the housing mounting portion 14 (side surface of the base body 10).
- the housing mounting portion 14 is formed with three valve mounting holes and two sensor mounting holes. Normally open shut-off valves 4 and 5 and normally closed shut-off valve 6 (see FIG. 1) are assembled in the three valve mounting holes, and pressure sensors 7 and 8 (see FIG. 1) are installed in the two sensor mounting holes. Is assembled.
- the pipe connection portion 15 is a portion that becomes a tube mounting seat, and is formed on the front surface portion of the base 10 as shown in FIG. As shown in FIG. 2B, the pipe connection portion 15 is formed with two output ports 15a and 15b and two input ports 15c and 15d. Tubes Ha and Hb (see FIG. 1) reaching the hydraulic pressure control device A3 (see FIG. 1) are connected to the output ports 15a and 15b, and a motor cylinder device A2 (see FIG. 1) is connected to the input ports 15c and 15d. The pipe materials Hc and Hd (see FIG. 1) leading to are connected.
- the housing 20 is a housing body that liquid-tightly covers components (normally open type shutoff valves 4 and 5, normally closed type shutoff valves 6 and pressure sensors 7 and 8, see FIG. 1, hereinafter the same) assembled to the housing mounting portion 14. 21 and a lid member 30 attached to the opening 21a (see FIG. 3) of the housing main body 21.
- the housing body 21 includes a flange portion 22, a peripheral wall portion 23 erected on the flange portion 22, and two connectors 24 as connector portions protruding from the peripheral wall surface of the peripheral wall portion 23. 25.
- An electromagnetic coil for driving the normally open type shut-off valves 4 and 5 (see FIG. 1) and the normally closed type shut-off valve 6 (see FIG. 1) is shown inside the peripheral wall portion 23 of the housing body 21 although illustration is omitted. Are accommodated, as well as an electromagnetic coil and a bus bar leading to the pressure sensors 7, 8 (see FIG. 1).
- the flange part 22 is a site
- the flange portion 22 is formed so as to extend to the outside of the housing main body 21 so as to be continuous with the boss portions 22a to 22d as mounting screw portions.
- the boss portions 22a to 22d are provided at the four corners of the housing body 21 in accordance with the position of the female screw of the housing mounting portion 14.
- a metal collar is embedded in each of the boss portions 22a to 22d, and screw insertion holes 27 (screw holes) functioning as insertion holes are formed inside thereof.
- a mounting screw 16 (see FIG. 2A, the same applies hereinafter) as a fastening member is inserted through the screw insertion hole 27.
- the flange portion 22 b 1 that is continuous with the boss portion 22 b of the flange portion 22 has an inclined bottom surface.
- the inclination of the flange portion 22b1 corresponds to the inclination of the first inclined edge portion 232 described later on the peripheral wall portion 23. This saves space.
- a circumferential groove (not shown) is formed on the surface of the flange portion 22 facing the housing mounting portion 14, and a synthetic rubber seal member is attached to the circumferential groove.
- the seal member serves to maintain the liquid tightness of the housing body 21 by being in close contact with the housing mounting portion 14 by tightening the mounting screw 16.
- ribs 23a are provided at appropriate positions. As shown in FIG. 3, the rib 23 a is formed from the peripheral wall portion 23 to the flange portion 22.
- a partition wall 26 is formed inside the peripheral wall portion 23 as shown in FIG.
- a sensor connection hole 261 and a coil connection hole 263 to which pressure sensors 7 and 8 (see FIG. 1) are connected are connected to the partition wall 26, and further, an electromagnetic valve insertion hole (normally open type shutoff valves 4 and 5 or a normally closed type shutoff valve). 6 insertion holes) 265 are formed. Terminals 262 and 264 are arranged in the sensor connection hole 261 and the coil connection hole 263.
- the lid member 30 is attached to the opening edge 234 of the peripheral wall portion 23.
- the lid member 30 is fixed to the opening edge 234 by an adhesive means such as an adhesive or ultrasonic welding.
- the opening edge 234 has a shape corresponding to the outer shape of the lid member 30.
- the lid member 30 has an octagonal outer shape, and is formed in a point-symmetric shape with respect to the center corresponding to the center of the opening 21 a of the peripheral wall portion 23.
- the lid member 30 has an outer shape that is inscribed in a quadrangle (a rectangle illustrated by a two-dot chain line) formed by two opposing two sides.
- the lid member 30 has a pair of first missing portions 32 and 32 formed by missing one of the two diagonals of the quadrangle with the same size, and the other diagonal with the same size. It has a pair of 2nd defect
- the first defect portions 32 and 32 and the second defect portions 33 and 33 both have a triangular shape.
- the lid member 30 has a straight edge 301 along the side of the quadrangle, first inclined edges 302 and 302 facing the first defect parts 32 and 32, and first edges facing the second defect parts 33 and 33. 2 inclined edges 303 and 303.
- straight edges 301 are formed corresponding to the four sides of the square, and the lengths thereof are both equal. As for the straight edge 301, two opposing sides are parallel.
- the first inclined edges 302, 302 connect adjacent linear edges 301, 301 to each other and are parallel to each other.
- the second inclined edges 303 and 303 connect the adjacent straight edges 301 and 301 to each other and are parallel to each other.
- the first defect portions 32, 32 have a larger area (defect amount) than the second defect portions 33, 33, and as shown in FIG.
- the first defect portion 32 is disposed at the front lower portion of the base body 10, and the other first defect portion 32 is disposed at the rear upper portion of the base body 10.
- the master cylinder device A1 is mounted in the engine room with the front side of the base body 10 facing the front side of the vehicle, whereby one of the first inclined edges 302 is formed on the lower front side of the base body 10. To be formed. That is, one first inclined edge 302 is arranged toward a space where the structure and the peripheral device M are likely to exist in the engine room.
- the second defect portions 33 and 33 have an area (defect amount) smaller than that of the first defect portions 32 and 32, and as shown in FIG.
- the two missing portions 33 are located at the upper front side of the base body 10 and the other second missing portion 33 is located at the lower rear side of the base body 10.
- a part of the screw insertion hole 27 of the boss portion 22a is located in the second defect portion 33 on the upper front side in a side view. That is, the screw insertion hole 27 is formed so as to be close to the second inclined edge 303 (the peripheral wall portion 23) by using one second defect portion 33.
- the center of the screw insertion hole 27 is preferably located in the second defect portion 33 on the upper front side, and more preferably, the entire screw insertion hole 27 is located in the second defect portion 33.
- a plurality of recesses 30b are formed on the peripheral edge of the surface of the lid member 30 at intervals in the circumferential direction.
- the number of the concave portions 30b formed on one first inclined edge 302 is two, and the number of the concave portions 30b formed on one second inclined edge 303 is one. That is, the number of recesses 30 b provided on the periphery facing the first defect part 32 is larger than the number of recesses 30 b provided on the periphery facing the second defect part 33.
- Each of the four straight edges 301 is provided with four recesses 30b.
- a circumferential groove 30 c is formed inside the peripheral edge of the lid member 30.
- channel communicates with the circumferential groove 30c and each recessed part 30b.
- the opening edge 234 of the peripheral wall portion 23 of the housing main body 21 has a shape corresponding to the outer shape of the lid member 30 described above, and includes four straight edge portions 231 and adjacent straight edge portions 231. , 231 are connected to each other, and first inclined edges 232 and 232 and second inclined edges 233 and 233 are connected to each other.
- the four straight edge portions 231 respectively correspond to the straight edge 301 of the lid member 30, the first inclined edge portions 232 and 232 correspond to the first inclined edges 302 and 302 of the lid member 30, and
- the second inclined edges 233 and 233 correspond to the second inclined edges 303 and 303 of the lid member 30.
- the opening edge 234 is a flat surface, and a welded portion formed on the back surface of the lid member 30 contacts and is welded.
- a peripheral rib 235 is formed on the outer peripheral edge of the opening edge 234.
- Such a peripheral wall portion 23 is erected on the inner side of the flange portion 22 in a side view.
- the peripheral wall portion 23 has a step portion 23c on the side close to the opening 21a, and the lower portion of the peripheral wall portion 23 is offset inward from the step portion 23c.
- a relatively large-diameter component such as a coil can be suitably accommodated inside the peripheral wall portion 23.
- the lower part of the surrounding wall part 23 is offset inside by the side close
- two connectors 24 and 25 are juxtaposed in the circumferential direction of the peripheral wall portion 23.
- the connectors 24 and 25 are both cylindrical and project integrally from the peripheral wall portion 23.
- the connectors 24 and 25 are connected to a cable (not shown) that leads to the electromagnetic coil and a cable (not shown) that leads to the pressure sensors 7 and 8 (see FIG. 1).
- the central axes X ⁇ b> 1 and X ⁇ b> 2 of the two connectors 24 and 25 are arranged so as to intersect with the straight edge portion 231 of the peripheral wall portion 23.
- One connector 25 provided on the side close to the first missing portion 32 (the lower side in the vertical direction) has a smaller protruding amount from the peripheral wall portion 23 than the other connector 24.
- the connector 25 is also smaller than the connector 24 in the shape viewed from the side to which the cable is connected.
- the reservoir 3 includes a pipe connection port 3c and a connection flange (not shown) in addition to the oil supply ports 3a and 3b (see FIG. 1).
- the pipe connection port 3c protrudes from the container body 3e that stores the brake fluid.
- a hose extending from a main reservoir (not shown) is connected to the pipe connection port 3c.
- the connection flange protrudes from the lower surface of the container body 3e, is overlaid on the reservoir mounting portion 13 (see FIG. 2B), and is fixed to the connection portion of the base body 10 by a spring pin (not shown).
- the stroke simulator 2 incorporated in the master cylinder device A1 (see FIG. 1) configured as described above is formed on the base body 10 (see FIG. 2A) as shown in FIG. 4 in the present embodiment.
- the main body 220a is configured by incorporating components.
- the stroke simulator 2 according to the present embodiment includes a liquid introduction port 220 b connected to the branch hydraulic pressure passage 9 e (see FIG. 1) via a normally closed shut-off valve 6 (see FIG. 1). , A cylinder part 200 that forms a substantially cylindrical second cylinder hole 11b, a simulator piston 2a that can be moved forward and backward in the cylinder part 200, and a coil-like member having a first elastic coefficient K 1 (spring constant).
- the second cylinder hole 11b communicates with the branch hydraulic pressure passage 9e through the liquid guide port 220b. Then, when the valve body of the normally closed shut-off valve 6 (see FIG. 1) that is normally closed is switched to the open position, the brake fluid enters and exits the second cylinder hole 11b through the liquid guide port 220b. .
- the cylinder portion 200 includes a first cylinder 201 disposed on the side of the retraction direction of the simulator piston 2a (left direction in FIG. 4; hereinafter, this direction is defined as “rear”), and the simulator piston 2a advances.
- a second cylinder 202 disposed on the side of the direction (right direction in FIG. 4, hereinafter this direction is defined as “front”) is coaxially connected.
- the simulator piston 2a is configured to displace (slide) in the first cylinder 201 in the front-rear direction.
- the circumferential inner diameter of the first cylinder 201 is smaller than the circumferential inner diameter of the second cylinder 202.
- the cylinder part 200 (first cylinder 201, second cylinder 202) is filled with brake fluid.
- An annular groove 201 a is formed on the inner wall of the first cylinder 201.
- a cup seal 201b made of, for example, silicone rubber is fitted into the annular groove 201a to seal a gap formed between the inner wall of the first cylinder 201 and the simulator piston 2a.
- the second cylinder hole 11b is partitioned into the liquid guide port 220b side and the second cylinder 202 by the liquid tightness exhibited by the cup seal 201b, and flows into the second cylinder hole 11b through the liquid guide port 220b.
- the brake fluid is not leaked to the front side (second cylinder 202 side) of the cup seal 201b. With this configuration, the hydraulic pressure of the brake fluid flowing from the liquid guide port 220b can be effectively applied to the pressing of the simulator piston 2a.
- the simulator piston 2a is formed with a hollow portion 2a1 having a substantially cylindrical shape that opens in the rear direction (retracting direction).
- the thinned portion 2a1 contributes to the weight reduction of the simulator piston 2a and has a function of increasing the volume of the brake fluid by increasing the volume of the second cylinder hole 11b.
- a protrusion is formed on the front end wall 2a2 of the simulator piston 2a.
- a first spring seat member 222 is externally fitted to the protruding portion, and is fixed by a joining means such as welding or press fitting.
- a plurality of through holes 2a3 are formed in the lightening portion 2a1.
- the brake fluid taken into the first cylinder 201 from the liquid introduction port 220b is configured to flow through the through hole 2a3 and flow into the lightening portion 2a1.
- the first spring seat member 222 is formed to have a bottomed cylindrical portion (cylindrical portion 222d) whose front side is closed, and has a substantially cup shape.
- the first spring seat member 222 is fixed to the simulator piston 2a in a state where the opening of the cylindrical portion 222d is closed by the front end wall 2a2.
- the first spring seat member 222 includes a donut disk-shaped flange portion 222a with a hollowed center portion, a side wall portion 222b that rises forward from the inner peripheral portion of the flange portion 222a, and a top portion of the side wall portion 222b. And a top wall portion 222c covering the surface.
- Reference numeral 222d1 is a through hole penetrating the cylindrical portion 222d.
- the through hole 222d1 is formed to discharge unnecessary air and brake fluid that accumulates inside the cylindrical portion 222d.
- a second spring seat member 224 having a bottomed cylindrical portion (cylindrical portion 224d) is disposed on the front side facing the first spring seat member 222.
- the second spring seat member 224 is a guide member that arranges the first return spring 2b and the second return spring 2c in series and guides elastic deformation of the first return spring 2b accommodated therein, and has a central portion.
- a hollow donut disk-shaped flange portion 224a, a side wall portion 224b that rises forward from the inner peripheral portion of the flange portion 224a, and a top wall portion 224c that covers the top portion of the side wall portion 224b are provided.
- the front end side of the flange portion 224a receives the rear end side of the second return spring 2c.
- a bottomed cylindrical portion 224d is formed by the side wall portion 224b and the top wall portion 224c of the second spring seat member 224, and the first return spring 2b is accommodated inside the cylindrical portion 224d. That is, the top wall part 224c forms the closed end of the cylindrical part 224d.
- the first return spring 2b and the second return spring 2c are arranged in series via the second spring seat member 224 that is a guide member.
- the first return spring 2b, the second return spring 2c, and the second spring seat member 224 constitute reaction force generating means.
- the size of the second spring seat member 224 is larger than the size of the first spring seat member 222 as a whole. Specifically, the outer diameter of the cylindrical portion 222d of the first spring seat member 222 is smaller than the inner diameter of the cylindrical portion 224d of the second spring seat member 224, and the cylindrical portion 222d of the first spring seat member 222 is One return spring 2b is formed so as to enter inside. The rear end side of the top wall portion 224c of the second spring seat member 224 receives the front end side of the first return spring 2b.
- a rubber bushing 226 that functions as a third elastic member is provided on the front end side of the top wall portion 222c of the first spring seat member 222.
- the rubber bush 226 is housed inside the first return spring 2b. Thereby, the limited space can be effectively used, and the rubber bushing 226 can be arranged in parallel to the first return spring 2b.
- a first section 11 is set between the front end side of the flange portion 222a of the first spring seat member 222 and the rear end side of the flange portion 224a of the second spring seat member 224.
- the rear end of the rubber bushing 226 moves to the top wall portion 224c side of the second spring seat member 224 and the front end portion (second end portion 226c2) is in contact with the top wall portion 224c.
- the first section l 1 is set larger than the third section l 3 .
- a rubber bushing 226 is collapsed such that the elastic compression Composed.
- the rubber bush 226 is caused by the reaction force applied to the simulator piston 2a from the reaction force (first reaction force F1) generated by the first return spring 2b.
- a suitable reaction force (third reaction force F3) is generated so as to smoothly switch at a switching point where the reaction force is switched to the reaction force (second reaction force F2) generated by the second return spring 2c.
- the first spring seat member 222 is longer than the second spring seat member 224 by a length corresponding to the first section l 1.
- first return spring 2b only moved (displaced) in the advancing direction is, first return spring 2b, only the length corresponding to the first interval l 1 is elastically deformed (elastic compression). That is, the first return spring 2b is configured to elastically deform a length corresponding to the first interval l 1 as a predetermined specified amount.
- the first section l 1 , the second section l 2 , and the third section l 3 are, for example, the stroke simulator 2 based on the operation feeling required for the vehicle brake system A (see FIG. 1). What is necessary is just to set it as the value determined suitably as a design value.
- the second return spring 2c is elastically compressed by ⁇ St2 from the natural length.
- a second reaction force F2 corresponding to the “second elastic coefficient K 2 ⁇ ⁇ St2” is generated.
- the first spring until the front end side of the flange portion 222a of the first spring seat member 222 comes into contact with the rear end side of the flange portion 224a of the second spring seat member 224 by the depression operation of the brake pedal P by the driver.
- the first return spring 2b When the seat member 222 is displaced in the advancing direction, that is, when the first return spring 2b is elastically deformed (elastically compressed) by a predetermined specified amount, the first return spring 2b is elastically compressed by ⁇ St1 from the natural length. If there is, a first reaction force F1 corresponding to “first elastic coefficient K 1 ⁇ ⁇ St1” is generated in the first return spring 2b. Then, if the first elastic coefficient K 1 is set to be smaller than the second elasticity coefficient K 2, and previously to the first return spring 2b is a predetermined specified amount by the elastic deformation (elastic compression), the second return spring 2c thereafter Can start elastic deformation (elastic compression).
- the first return spring 2b is elastically compressed in accordance with the depression operation of the brake pedal P (see FIG. 1) by the driver, and the top wall portion 222c of the first spring seat member 222 and the second spring seat.
- the member 224 is elastically compressed in the axial direction.
- the third reaction force F3 is generated according to the elastic coefficient (third elastic coefficient K 3 ).
- a locking member 228 attached so as to enter the inside of the second return spring 2c is disposed on the front side facing the second spring seat member 224.
- the locking member 228 has a flange 228a formed in a radial direction on the front side, and the flange 228a is fitted into the second cylinder 202 and fixed.
- An engagement groove 228b is formed around the flange portion 228a, and an annular seal member 228c attached to the engagement groove 228b seals between the flange portion 228a and the second cylinder 202 in a liquid-tight manner.
- an annular groove 225a into which the locking ring 225 is fitted is formed so as to go around the inside of the second cylinder 202.
- the locking member 228 is arranged such that the front end side of the flange portion 228a is located on the rear end side of the annular groove 225a, and is moved in the forward direction (advance direction) by the locking ring 225 fitted in the annular groove 225a. Is regulated. With this configuration, the locking member 228 is prevented from falling off the second cylinder 202. Further, the locking member 228 is urged forward by the second return spring 2c from the rear end side of the flange portion 228a, and the front end side of the flange portion 228a is pressed against the locking ring 225 and fixed.
- through holes 222e and 224e are formed in the center portions thereof.
- the rubber bush 226 is substantially formed by a cylindrical main body portion 226c having a cylindrical hollow portion 226b.
- a rod member 221 is provided so as to penetrate each of the through holes 222e and 224e and the hollow portion 226b of the rubber bush 226.
- the diameter of the through hole 224e is smaller than the diameter of the through hole 222e.
- the rod member 221 has a stepped outer diameter that is large enough to insert the through hole 222e and the hollow portion 226b of the rubber bushing 226 on the rear end side, and a stepped outer diameter on the front end side to pass the through hole 224e.
- the rear end side of the rod member 221 has a diameter that is larger than that of the through hole 222e on the rear end side of the top wall portion 222c of the first spring seat member 222, thereby constituting a retaining member.
- the end of the rod member 221 on the front end side is expanded in diameter on the front side of the through hole 224e to constitute a retaining member.
- the front end side of the rod member 221 can be easily prevented by, for example, expanding the diameter of the front end side of the rod member 221 inserted through the through hole 224e from the rear side by caulking or the like.
- the top portion 228d of the locking member 228 faces the top wall portion 224c of the second spring seat member 224, and serves as a stopper that regulates the displacement of the simulator piston 2a in the advance direction.
- the second spring seat member 224 that moves in the advance direction with the displacement of the simulator piston 2a in the advance direction (forward direction) moves until the top wall portion 224c contacts the top portion 228d of the locking member 228. That is, the simulator piston 2a is configured to be displaceable until the top wall portion 224c of the second spring seat member 224 comes into contact with the top portion 228d of the locking member 228.
- the displacement of the simulator piston 2a when the top wall portion 224c contacts the top portion 228d is the maximum displacement in the advance direction of the simulator piston 2a.
- the top portion 228d is formed with a recess that accommodates the end portion of the rod member 221 that protrudes from the top wall portion 224c of the second spring seat member 224.
- the front end side of the second return spring 2c is abutted and supported by the main body 220a of the stroke simulator 2 via the locking member 228, and the rear end side is abutted by the flange portion 224a of the second spring seat member 224. It is supported.
- the front end side of the first return spring 2b is abutted and supported by the top wall portion 224c inside the cylindrical portion 224d of the second spring seat member 224, and the rear end side thereof is the flange portion 222a of the first spring seat member 222. Is supported by contact.
- the first spring seat member 222 is fixed to the front end wall 2a2 of the simulator piston 2a. As a result, the simulator piston 2a is urged backward (withdrawal direction) by the first and second return springs 2b and 2c.
- the first and second return springs 2b and 2c are mechanically arranged in series.
- the first and second elastic coefficients K 1 and K 2 reduce the increasing gradient of the reaction force (brake reaction force) applied to the simulator piston 2a when the brake pedal P (see FIG. 1) is initially depressed, It is set to increase the increasing gradient of the reaction force applied to the simulator piston 2a. This is because the brake reaction force with respect to the depressing operation amount of the brake pedal P is made equal to the brake reaction force in the conventional brake system that operates with the brake fluid, so that the conventional brake system is mounted, or Based on a design philosophy that does not make the driver aware of whether a by-wire brake system is installed.
- the cylindrical portion 224d of the second spring seat member 224 that is a guide member enters the inside of the second return spring 2c formed in a coil shape
- the first return spring 2b is housed inside the cylindrical portion 224d.
- the rubber bush 226 is housed inside the first return spring 2b, and is configured to press the rubber bush 226 on the front end side of the first spring seat member 222.
- the first spring seat member 222 presses the first return spring 2b at the front end side of the flange portion 222a and presses the rubber bushing 226 at the top wall portion 222c.
- the rubber bush 226 can be provided in parallel with the first return spring 2b in the space where the first return spring 2b is disposed. Therefore, even if the second return spring 2c is arranged in series with the first return spring 2b and the rubber bush 226 is provided in parallel with the first return spring 2b, the space resource of the cylinder part 200 in the stroke simulator 2 is effectively used. It can be used, and the enlargement of the base body 10 (see FIG. 2A) can be suppressed.
- the cylindrical portion 222d of the first spring seat member 222 has a second spring seat member until the front end side of the flange portion 222a contacts the rear end side of the flange portion 224a of the second spring seat member 224. It enters the cylindrical portion 224d of 224. At this time, the opening 224d2 of the cylindrical portion 224d is closed by the simulator piston 2a (more specifically, the first spring seat member 222), and the cylindrical portion 222d of the first spring seat member 222 and the second spring seat member 224 are closed. A closed space Area1 is formed between the cylindrical portions 224d.
- the closed space Area1 is also filled with the brake fluid. If the closed space Area1 is a sealed space, the brake fluid filling the cylinder portion 200 does not preferably flow into the closed space Area1, and the first spring seat member 222 is separated from the second spring seat member 224. It becomes difficult. For example, when the brake pedal P (see FIG. 1) is released and the brake fluid pressure acting on the simulator piston 2a decreases, the first spring seat member 222 is pushed in the retracting direction by the reaction force of the first return spring 2b.
- the flow passage 224d1 communicating from the outside (second cylinder 202) to the inside of the cylindrical portion 224d is, for example, the cylindrical portion of the second spring seat member 224. 224d is formed.
- the brake fluid circulates in the flow passage 224d1.
- the cylinder portion 200 Brake fluid flows from the second cylinder 202) into the closed space Area1 via the flow passage 224d1. Accordingly, no negative pressure is generated in the closed space Area1, and the first spring seat member 222 is quickly displaced in the retracting direction by the reaction force generated in the first return spring 2b.
- the stroke simulator 2 operates smoothly.
- the position where the flow path 224d1 is formed is not particularly limited.
- the flange portion 224a is configured to receive the rear end side of the second return spring 2c on the front end side, and the rear end side of the second return spring 2c is locked in the vicinity of the flange portion 224a. Therefore, a configuration in which the flow path 224d1 is formed avoiding the vicinity of the flange portion 224a is preferable. With such a configuration, the brake fluid can be effectively allowed to flow into the closed space Area1 without hindering the flow of the brake fluid into the closed space Area1 on the rear end side of the second return spring 2c.
- the first return spring 2b is housed inside the cylindrical portion 224d of the second spring seat member 224, and the rear end side of the top wall portion 224c inside the cylindrical portion 224d is the front end side of the first return spring 2b. Take it. Therefore, a configuration in which the flow path 224d1 is formed avoiding the vicinity of the top wall portion 224c is preferable. With such a configuration, the brake fluid can be effectively allowed to flow into the closed space Area1 without hindering the flow of the brake fluid into the closed space Area1 on the front end side of the first return spring 2b.
- the flow passage 224d1 has a top wall portion provided with a through hole 224e (see FIG. 4) in the vicinity of the flange portion 224a for receiving the rear end side of the second return spring 2c and through which the rod member 221 passes. It is preferable to form the cylindrical portion 224d that avoids a portion that requires a certain degree of rigidity such as the vicinity of 224c. For example, a configuration in which the flow path 224d1 is formed in the side wall portion 224b that avoids the vicinity of the flange portion 224a and the vicinity of the top wall portion 224c is preferable. Such a flow path 224d1 can be easily formed by punching from the inside or the outside of the cylindrical portion 224d.
- the flow path 224d1 is formed in the top wall part 224c may be sufficient. Also in this case, it is preferable that the flow path 224d1 is formed avoiding the position where the front end side of the first return spring 2b is locked and the position where the front end side is closed by the rubber bush 226.
- the number of the flow paths 224d1 is not limited. A configuration in which one flow passage 224d1 is formed may be employed, or a configuration in which two or more flow passages 224d1 are formed may be employed. Moreover, the structure by which the 1 or more flow path 224d1 is formed in each of the cylindrical part 224d and the top wall part 224c may be sufficient. Further, the shape of the flow passage 224d1 is not limited. For example, a circular or elliptical flow path 224d1 may be used, or a square or rectangular flow path 224d1 may be used.
- the opening area of one flow passage 224d1 or the total opening area of the plurality of flow passages 224d1 is larger than the opening area of one through-hole 222d1 or the total opening area of the plurality of through-holes 222d1.
- the simulator piston 2a (see FIG. 4) according to the present embodiment has an integrated structure to which the first spring seat member 222 is attached, but the simulator has a configuration in which the first spring seat member 222 is not attached. Piston 2a may be sufficient.
- the front wall 2a2 (see FIG. 4) of the simulator piston 2a presses the first return spring 2b (see FIG. 4) and the rubber bush 226 (see FIG. 4).
- the opening part 224d2 (refer (a) of FIG. 5) of the front wall part 2a2 2nd spring seat member 224 of the simulator piston 2a may be obstruct
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Electromagnetism (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
ストロークシミュレータには、ブレーキフルード(ブレーキ液)で作動する従来型のブレーキペダルと同様の操作感(操作フィーリング)を運転者に付与することが要求される。そこで、弾性係数の異なる2つの弾性部材が弾性変形して発生する弾性力(反力)をブレーキ反力としてブレーキペダルに付与する構成とし、ブレーキペダルの踏み込み操作量に応じて、2つの弾性部材のそれぞれから反力がブレーキペダルに付与されるストロークシミュレータが開示されている(特許文献2参照)。
しかしながら、弾性部材であるクッション材はリテーナの対向壁に当接したときに変形するため、ピストンのリテーナへの進入量(変位)を正確に規制することはできない。
ピストンのリテーナへの進入量(変位)を正確に規制するためには、例えば、ともに剛体であるピストンがリテーナに当接する構成が必要となる。
そこで、本発明は、弾性部材が収納された空間を閉塞するようにピストンが変位して弾性部材を弾性変形する構成であっても、閉塞された空間に発生する負圧でピストンの変位が阻害されずにピストンが滑らかに動作するストロークシミュレータを提供することを課題とする。
この発明によると、筒部の側壁部に流通路を形成できる。筒部の側壁部に貫通孔を形成する加工にはパンチ加工などを利用することができるため、流通路を容易に形成できる。
この発明によると、筒部の側壁部に限定することなく、筒部の頂壁部に流通路を形成できる。
この発明によると、ガイド部材の筒部に限定することなく、シミュレータピストンに流通路を形成できる。
図1に示す車両用ブレーキシステムAは、原動機(エンジンやモータ等)の動作時に作動するバイ・ワイヤ(By Wire)式のブレーキシステムと、非常時や原動機の停止時などに作動する油圧式のブレーキシステムの双方を備えるものであり、ブレーキペダル(ブレーキ操作子)Pが踏み込み操作されるときの踏力によってブレーキ液圧を発生させるマスタシリンダ装置A1と、電動モータ(図示略)を利用してブレーキ液圧を発生させるモータシリンダ装置A2と、車両挙動の安定化を支援するビークルスタビリティアシスト装置A3(以下「液圧制御装置A3」という。)と、を備えている。マスタシリンダ装置A1、モータシリンダ装置A2および液圧制御装置A3は、別ユニットとして構成されており、外部配管を介して連通している。
電動モータは、図示せぬ電子制御ユニットからの信号に基づいて作動する。駆動力伝達部は、電動モータの回転動力を進退運動に変換したうえでスレーブピストンに伝達する。スレーブピストンは、電動モータの駆動力を受けてスレーブシリンダ内を摺動し、スレーブシリンダ内のブレーキ液を加圧する。
モータシリンダ装置A2で発生したブレーキ液圧は、管材Hc,Hdを介してマスタシリンダ装置A1に入力され、連絡液圧路9c,9dおよび管材Ha,Hbを介して液圧制御装置A3に入力される。リザーバには、メインリザーバ(図示略)から延びるホースが接続される。
車両用ブレーキシステムAが正常に機能する正常時には、常開型遮断弁4,5が弁閉状態となり、常閉型遮断弁6が弁開状態となる。かかる状態で運転者がブレーキペダルPを踏み込み操作すると、マスタシリンダ1で発生したブレーキ液圧は、ホイールシリンダWに伝達されずにストロークシミュレータ2に伝達される。そして、シミュレータピストン2aが変位することにより、ブレーキペダルPの踏み込み操作が許容されるとともに、シミュレータピストン2aの変位で弾性変形する弾性部材からシミュレータピストン2aに付与される反力が擬似的なブレーキ反力として発生し、ブレーキペダルPに付与される。
図示せぬ電子制御ユニットは、モータシリンダ装置A2から出力されたブレーキ液圧(圧力センサ7で検知されたブレーキ液圧)とマスタシリンダ1から出力されたブレーキ液圧(圧力センサ8で検知されたブレーキ液圧)とを対比し、その対比結果に基づいて電動モータの回転数等を制御する。
本実施形態のマスタシリンダ装置A1は、図2の(a)、(b)の基体10の内部あるいは外部に前記の各種部品を組み付けるとともに、電気によって作動する電気部品(常開型遮断弁4,5、常閉型遮断弁6および圧力センサ7,8(図1参照)をハウジング20で覆うことによって形成されている。なお、ハウジング20内には、機械部品等が収納されてもよい。
リザーバユニオンポートは、円筒状を呈しており、その底面から第一シリンダ穴11aに向かって延びる孔を介して第一シリンダ穴11aと連通している。リザーバユニオンポートには、リザーバ3の下部に突設された図示しない給液口が接続され、リザーバユニオンポートの上端には、リザーバ3の容器本体が載置される。
ハウジング本体21は、図3に示すように、フランジ部22と、フランジ部22に立設された周壁部23と、周壁部23の周壁面から突設されたコネクタ部としての2つのコネクタ24,25と、を有している。
開口縁234は、蓋部材30の外形に対応した形状とされている。
蓋部材30は、2組の対向する2辺で形成される四角形(二点鎖線で図示した長方形)に内接する外形を有している。蓋部材30は、この四角形の2組の対角のうちの一方の対角を同じ大きさで欠損させてなる一対の第1欠損部32,32、および他方の対角を同じ大きさで欠損させてなる一対の第2欠損部33,33を有している。第1欠損部32,32および第2欠損部33,33は、ともに三角形状を呈している。
第1傾斜縁302,302は、隣接する直線縁301,301同士を繋いでおり、互いに平行である。第2傾斜縁303,303は、隣接する直線縁301,301同士を繋いでおり、互いに平行である。
ここで、マスタシリンダ装置A1は、エンジンルーム内において基体10の前側を車両の前側へ向けて搭載されるようになっており、これにより、一方の第1傾斜縁302は、基体10の前側下部に形成されるようになっている。つまり、一方の第1傾斜縁302は、エンジンルーム内において、構造物や周辺機器Mが存在し易いスペースに向けて配置されるようになっている。
なお、前側上部の第2欠損部33にネジ挿通孔27の中心が位置することが望ましく、さらに望ましくは、ネジ挿通孔27の全体が第2欠損部33に位置するとよい。
ここで、1つの第1傾斜縁302に形成されている凹部30bの数は2個であり、また、1つの第2傾斜縁303に形成されている凹部30bの数は1個である。つまり、第1欠損部32に面する周縁に設けられる凹部30bの数は、第2欠損部33に面する周縁に設けられる凹部30bの数よりも多くなっている。
なお、4つの直線縁301には、それぞれ4個の凹部30bが設けられている。
4つの直線縁部231は、蓋部材30の直線縁301にそれぞれ対応しており、第1傾斜縁部232,232は、蓋部材30の第1傾斜縁302,302に対応しており、また、第2傾斜縁部233,233は、蓋部材30の第2傾斜縁303,303に対応している。
開口縁234は平らな面とされており、蓋部材30の裏面に形成される溶着部が当接して溶着される。なお、開口縁234の外周縁には、周リブ235が形成されている。
これにより、フランジ部22に近い側において、コイル等の比較的大径の部品も周壁部23の内側に好適に収容することが可能となっている。また、開口21aに近い側において、周壁部23の下部が内側にオフセットされているので、周壁部23の下部周りの省スペース化を図ることができる。
そして、第1欠損部32に近い側(上下方向下側)に設けられる一方のコネクタ25は、他方のコネクタ24よりも周壁部23からの突出量が小さくなっている。
また、コネクタ25は、ケーブルが接続される側から見た形状においても、コネクタ24より小さくなっている。
本実施形態に係るストロークシミュレータ2は、図4に示すように、分岐液圧路9e(図1参照)に常閉型遮断弁6(図1参照)を介して接続される液導ポート220bと、略円筒形状の第二シリンダ穴11bを形成するシリンダ部200と、このシリンダ部200内を進退自在に変位可能なシミュレータピストン2aと、第一弾性係数K1(ばね定数)を有するコイル状の第一リターンスプリング(第一の弾性部材)2bと、第一弾性係数K1よりも大きい第二弾性係数K2(ばね定数)を有するコイル状の第二リターンスプリング(第二の弾性部材)2cとを備える。第二シリンダ穴11bは、液導ポート220bを介して分岐液圧路9eに連通している。そして、常時閉弁している常閉型遮断弁6(図1参照)の弁体が開位置に切り替えられた場合に、液導ポート220bを介してブレーキ液が第二シリンダ穴11bに出入りする。
なお、シリンダ部200(第一のシリンダ201、第二のシリンダ202)にはブレーキ液が充満している。
また、肉抜き部2a1には複数の貫通孔2a3が形成されている。液導ポート220bから第一のシリンダ201に取り込まれたブレーキ液が貫通孔2a3を流通して肉抜き部2a1に流れ込むように構成されている。
なお、符号222d1は、円筒部222dを貫通する貫通孔である。貫通孔222d1は、円筒部222dの内側に溜まる不要な空気やブレーキ液を排出するために形成される。
この第一の区間l1、第二の区間l2、および第三の区間l3は、例えば、車両用ブレーキシステムA(図1参照)に要求される操作フィーリング等に基づいてストロークシミュレータ2の設計値として適宜決定される値とすればよい。
そして、第一弾性係数K1が第二弾性係数K2より小さく設定されれば、先に第一リターンスプリング2bが所定の規定量だけ弾性変形(弾性圧縮)し、その後で第二リターンスプリング2cが弾性変形(弾性圧縮)を開始する構成とすることができる。
また、フランジ部228aは後端側で第二リターンスプリング2cの前端側を受止める。
本実施形態において通孔224eの径は通孔222eの径より小さい。また、ロッド部材221は、後端側が通孔222eおよびゴムブッシュ226の中空部226bを挿通する程度に外径が大きく、前端側は通孔224eを挿通する程度に外径が小さくなって段付形状を呈する。そして、ロッド部材221の後端側は、第一のばね座部材222の頂壁部222cの後端側において通孔222eより拡径して抜け止めを構成している。一方、ロッド部材221の前端側の端部は通孔224eより前側で拡径して抜け止めを構成している。
ロッド部材221の前端側の抜け止めは、例えば、通孔224eを後側から挿通したロッド部材221の前端側をカシメ等で拡径して容易に形成できる。
つまり、第二のばね座部材224の頂壁部224cが係止部材228の頂部228dに当接するまでシミュレータピストン2aが変位可能に構成される。
したがって、頂壁部224cが頂部228dに当接したときのシミュレータピストン2aの変位が、シミュレータピストン2aの進出方向の最大変位となる。
なお、頂部228dには、第二のばね座部材224の頂壁部224cから突出するロッド部材221の端部を収容する凹部が形成される。
また、係止部材228の前側が軽量化のために適宜肉抜きされる構成としてもよい。
この構成によって、直列に配置される第一リターンスプリング2bと第二リターンスプリング2cを備えるストロークシミュレータ2の長さ(前側から後側に向かう長さ)を短くできる。
また、ゴムブッシュ226が第一リターンスプリング2bの内側に収納され、第一のばね座部材222の前端側でゴムブッシュ226を押圧するように構成される。第一のばね座部材222は、フランジ部222aの前端側で第一リターンスプリング2bを押圧するとともに頂壁部222cでゴムブッシュ226を押圧する。
この構成によって、第一リターンスプリング2bを配置するスペースに、第一リターンスプリング2bと並列にゴムブッシュ226を備えることができる。
したがって、第一リターンスプリング2bと直列に第二リターンスプリング2cを配置し、さらに、第一リターンスプリング2bと並列にゴムブッシュ226を備える構成としてもストロークシミュレータ2におけるシリンダ部200の空間資源を有効に利用でき、基体10(図2の(a)参照)の肥大化を抑制できる。
この閉塞空間Area1が密閉された空間であると、シリンダ部200に充満するブレーキ液が好適に閉塞空間Area1へ流入せず、第一のばね座部材222が第二のばね座部材224から離反しにくくなる。例えばブレーキペダルP(図1参照)が解放されてシミュレータピストン2aに作用するブレーキ液圧が低下すると、第一リターンスプリング2bの反力によって第一のばね座部材222は退避方向に押される。このときに閉塞空間Area1にシリンダ部200からブレーキ液が供給されないと閉塞空間Area1に負圧が発生して第一のばね座部材222の退避方向への変位が阻害され、ひいては、シミュレータピストン2aの退避方向への変位が阻害されることになり、ストロークシミュレータ2の滑らかな動作が阻害される。
このような流通路224d1は、円筒部224dの内側または外側からのパンチ加工によって容易に形成できる。
また、流通路224d1の形状も限定されない。例えば、円形や楕円形の流通路224d1であってもよいし、正方形や長方形の流通路224d1であってもよい。
流通路224d1の数を貫通孔222d1の数よりも少なくすることで弾性力の大きな第二リターンスプリング2cを受止める第二のばね座部材224の剛性の低下を防止できる。
また、1つ形成される流通路224d1の開口面積または複数の流通路224d1の開口面積の合計を、1つ形成される貫通孔222d1の開口面積または複数の貫通孔222d1の開口面積の合計よりも大きくすることで、シミュレータピストン2aの変位が阻害されることを防止できる。
2 ストロークシミュレータ
2a シミュレータピストン
2b 第一リターンスプリング(第一の弾性部材、反力発生手段)
2c 第二リターンスプリング(第二の弾性部材、反力発生手段)
200 シリンダ部
201 第一のシリンダ
202 第二のシリンダ
222d1 貫通孔(流通路)
224 第二のばね座部材(ガイド部材、反力発生手段)
224b 側壁部
224c 頂壁部
224d 円筒部(筒部)
224d1 流通路
224d2 開口部
226 ゴムブッシュ(第三の弾性部材)
P ブレーキペダル(ブレーキ操作子)
Claims (4)
- 運転者によるブレーキ操作子の操作によって液圧発生手段が発生する液圧で、ブレーキ液が充満するシリンダ内を変位するシミュレータピストンと、
前記シリンダ内に収納されて前記シミュレータピストンの変位に応じた反力を当該シミュレータピストンに付与する反力発生手段と、を備え、
前記シミュレータピストンに付与された反力を前記ブレーキ操作子に対するブレーキ反力として発生するストロークシミュレータであって、
前記反力発生手段は、
前記シミュレータピストンの変位による押圧で弾性変形する第一の弾性部材と、
前記シリンダ内に収納されて前記第一の弾性部材の弾性変形をガイドするガイド部材と、
前記ガイド部材を介して前記第一の弾性部材と直列に配置され、前記シミュレータピストンの変位による押圧で弾性変形する第二の弾性部材と、を含んでなり、
前記ガイド部材は、前記シミュレータピストンの側に開口する有底の筒部と、前記筒部の外側と内側が通じる流通路を有することを特徴とするストロークシミュレータ。 - 前記流通路は、前記筒部の側壁部を貫通するように形成されていることを特徴とする請求項1に記載のストロークシミュレータ。
- 前記流通路は、前記ガイド部材に形成される前記筒部の頂壁部を貫通するように形成されていることを特徴とする請求項1または請求項2に記載のストロークシミュレータ。
- 前記流通路は、前記シミュレータピストンに形成されていることを特徴とする請求項1乃至請求項3のいずれか1項に記載のストロークシミュレータ。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/388,845 US9592806B2 (en) | 2012-03-30 | 2013-03-29 | Stroke simulator |
JP2014508219A JP6046698B2 (ja) | 2012-03-30 | 2013-03-29 | ストロークシミュレータ |
EP13770360.9A EP2835295B8 (en) | 2012-03-30 | 2013-03-29 | Stroke simulator |
CN201380016941.8A CN104245446B (zh) | 2012-03-30 | 2013-03-29 | 行程模拟器 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2012083319 | 2012-03-30 | ||
JP2012-083319 | 2012-03-30 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013147243A1 true WO2013147243A1 (ja) | 2013-10-03 |
Family
ID=49260482
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2013/059710 WO2013147243A1 (ja) | 2012-03-30 | 2013-03-29 | ストロークシミュレータ |
Country Status (5)
Country | Link |
---|---|
US (1) | US9592806B2 (ja) |
EP (1) | EP2835295B8 (ja) |
JP (1) | JP6046698B2 (ja) |
CN (1) | CN104245446B (ja) |
WO (1) | WO2013147243A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150091371A1 (en) * | 2012-03-30 | 2015-04-02 | Honda Motor Co., Ltd. | Stroke simulator and bush for stroke simulator |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101855289B1 (ko) * | 2013-06-10 | 2018-05-08 | 주식회사 만도 | 가변 페달감 조절 장치 |
GB201519671D0 (en) * | 2015-11-06 | 2015-12-23 | Vision Tech Uk Ltd | Vehicle safety braking system |
CN112287498B (zh) * | 2020-10-27 | 2022-05-20 | 哈尔滨工程大学 | 一种三通弹簧阀阀芯开度数值模拟研究方法 |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH05193490A (ja) * | 1992-01-20 | 1993-08-03 | Honda Motor Co Ltd | 流体圧制御装置 |
JP2003528768A (ja) * | 2000-03-27 | 2003-09-30 | コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト | 電気油圧式ブレーキ装置用の操作ユニット |
JP2005104334A (ja) * | 2003-09-30 | 2005-04-21 | Hitachi Ltd | マスタシリンダ装置 |
JP2007210372A (ja) | 2006-02-07 | 2007-08-23 | Toyota Motor Corp | ブレーキ制御装置 |
JP2009227172A (ja) | 2008-03-24 | 2009-10-08 | Advics Co Ltd | ストロークシミュレータ |
JP2009279966A (ja) * | 2008-05-19 | 2009-12-03 | Honda Motor Co Ltd | ブレーキ装置 |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5291675A (en) | 1991-11-12 | 1994-03-08 | Honda Giken Kogyo Kabushiki Kaisha | Fluid pressure control system with an accumulator responsive to a loss of system pressure |
DE19546647B4 (de) * | 1995-12-14 | 2006-07-06 | Robert Bosch Gmbh | Hydraulische Bremsanlage für Straßenfahrzeuge, insbesondere Personenkraftwagen |
JP4000430B2 (ja) | 1998-05-29 | 2007-10-31 | 株式会社日立製作所 | アキュムレータ |
JP4385001B2 (ja) | 2005-03-31 | 2009-12-16 | 日信工業株式会社 | 液圧ブースタ |
JP4758225B2 (ja) * | 2005-12-27 | 2011-08-24 | 日立オートモティブシステムズ株式会社 | マスタシリンダ装置 |
JP2010047039A (ja) | 2008-08-19 | 2010-03-04 | Advics Co Ltd | 液圧ブレーキ装置 |
WO2010137059A1 (ja) | 2009-05-25 | 2010-12-02 | トヨタ自動車株式会社 | 制動操作装置 |
JP5161327B2 (ja) * | 2011-02-21 | 2013-03-13 | 日立オートモティブシステムズ株式会社 | ブレーキ制御装置 |
-
2013
- 2013-03-29 US US14/388,845 patent/US9592806B2/en active Active
- 2013-03-29 CN CN201380016941.8A patent/CN104245446B/zh active Active
- 2013-03-29 WO PCT/JP2013/059710 patent/WO2013147243A1/ja active Application Filing
- 2013-03-29 JP JP2014508219A patent/JP6046698B2/ja active Active
- 2013-03-29 EP EP13770360.9A patent/EP2835295B8/en active Active
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH05193490A (ja) * | 1992-01-20 | 1993-08-03 | Honda Motor Co Ltd | 流体圧制御装置 |
JP2003528768A (ja) * | 2000-03-27 | 2003-09-30 | コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト | 電気油圧式ブレーキ装置用の操作ユニット |
JP2005104334A (ja) * | 2003-09-30 | 2005-04-21 | Hitachi Ltd | マスタシリンダ装置 |
JP2007210372A (ja) | 2006-02-07 | 2007-08-23 | Toyota Motor Corp | ブレーキ制御装置 |
JP2009227172A (ja) | 2008-03-24 | 2009-10-08 | Advics Co Ltd | ストロークシミュレータ |
JP2009279966A (ja) * | 2008-05-19 | 2009-12-03 | Honda Motor Co Ltd | ブレーキ装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2835295A4 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150091371A1 (en) * | 2012-03-30 | 2015-04-02 | Honda Motor Co., Ltd. | Stroke simulator and bush for stroke simulator |
US9878694B2 (en) * | 2012-03-30 | 2018-01-30 | Honda Motor Co., Ltd. | Stroke simulator and bush for stroke simulator |
Also Published As
Publication number | Publication date |
---|---|
JPWO2013147243A1 (ja) | 2015-12-14 |
EP2835295B8 (en) | 2017-01-04 |
EP2835295A1 (en) | 2015-02-11 |
US20150059335A1 (en) | 2015-03-05 |
JP6046698B2 (ja) | 2016-12-21 |
US9592806B2 (en) | 2017-03-14 |
CN104245446A (zh) | 2014-12-24 |
CN104245446B (zh) | 2017-09-26 |
EP2835295A4 (en) | 2015-10-28 |
EP2835295B1 (en) | 2016-11-16 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9522664B2 (en) | Electric brake actuator, and vehicle brake system | |
JP6046698B2 (ja) | ストロークシミュレータ | |
JP5796554B2 (ja) | 車両用制動装置 | |
CN114206696B (zh) | 用于液压的车辆制动系统的液压机组的液压块 | |
JP6156916B2 (ja) | 車両用ブレーキ液圧制御装置 | |
JP6049697B2 (ja) | ストロークシミュレータ | |
JP6192059B2 (ja) | ストロークシミュレータおよびストロークシミュレータ用のブッシュ | |
JP6275636B2 (ja) | ボディリザーバ組立体 | |
JP6485861B2 (ja) | 液圧発生装置 | |
JP5892697B2 (ja) | シミュレータピストン | |
JP2015093557A (ja) | ブレーキ制御装置 | |
JP5719281B2 (ja) | ハウジング | |
JP6485860B2 (ja) | ストロークシミュレータおよび液圧発生装置 | |
JP4520852B2 (ja) | 電気液圧式の車両ブレーキ装置のための主ブレーキシリンダユニット | |
JP6241207B2 (ja) | 制動制御装置 | |
WO2017047312A1 (ja) | ブレーキ装置及びブレーキシステム | |
JP4604376B2 (ja) | 液圧ブレーキ装置 | |
JP6497735B2 (ja) | 車両用シリンダ装置および車両用ブレーキシステム | |
JP2000085560A (ja) | ブレーキ液圧制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13770360 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2014508219 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14388845 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REEP | Request for entry into the european phase |
Ref document number: 2013770360 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2013770360 Country of ref document: EP |