WO2014189066A1 - ブレーキ装置及びブレーキシステム - Google Patents
ブレーキ装置及びブレーキシステム Download PDFInfo
- Publication number
- WO2014189066A1 WO2014189066A1 PCT/JP2014/063421 JP2014063421W WO2014189066A1 WO 2014189066 A1 WO2014189066 A1 WO 2014189066A1 JP 2014063421 W JP2014063421 W JP 2014063421W WO 2014189066 A1 WO2014189066 A1 WO 2014189066A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- brake
- stroke simulator
- master cylinder
- brake device
- axis
- 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
- B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
- B60T11/20—Tandem, side-by-side, or other multiple master cylinder units
-
- 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
- B60T11/22—Master control, e.g. master cylinders characterised by being integral with reservoir
-
- 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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
- B60T11/228—Pressure-maintaining arrangements, e.g. for replenishing the master cylinder chamber with fluid from a reservoir
-
- 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
-
- 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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/02—Arrangements of pumps or compressors, or control devices therefor
-
- 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
-
- 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
- B60T8/3685—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 characterised by the mounting of the modulator unit onto the vehicle
Definitions
- the present invention relates to a brake device.
- a brake device for a vehicle is known.
- the stroke simulator is arranged so as to be in the horizontal position of the master cylinder when the vehicle is mounted.
- An object of the present invention is to provide a brake device capable of improving the vehicle mountability.
- the master cylinder and the stroke simulator are arranged so as to overlap each other in the vertical direction (as viewed from the vertical direction) when the vehicle is mounted.
- FIG. 1 is a perspective view of a brake device 1 according to a first embodiment.
- 1 is a perspective view of a brake device 1 according to a first embodiment.
- 1 is a top view of a brake device 1 according to a first embodiment.
- 1 is a bottom view of a brake device 1 according to a first embodiment.
- 1 is a side view of a brake device 1 according to a first embodiment.
- 1 is a side view of a brake device 1 according to a first embodiment.
- 1 is a front view of a brake device 1 according to a first embodiment.
- 1 is a rear view of a brake device 1 according to a first embodiment.
- FIG. 8 is a cross-sectional view taken along line AA in FIG. 7.
- 3 is a perspective view of an actuator 8 according to Embodiment 1.
- the vehicle to which the brake device of the present embodiment is applied is an electric vehicle that can generate a regenerative braking force by an electric motor.
- the electric vehicle include a hybrid vehicle provided with an electric motor (generator) in addition to an engine (internal combustion engine) as a prime mover for driving wheels, an electric vehicle provided with only a motor (generator), and the like.
- the braking system (brake system) of the present embodiment is a hydraulic brake system that applies a brake hydraulic pressure to each wheel of the vehicle to generate a braking force.
- a wheel cylinder (caliper) provided on each wheel of the vehicle generates a brake operating fluid pressure (wheel cylinder fluid pressure) in response to a supply of a brake operation fluid pressure or a control fluid pressure.
- the brake system includes a brake device 1 as an input device to which a driver's brake operation is input, and an electric brake actuator (hereinafter referred to as actuator 8) that can generate a brake fluid pressure based on an electric signal corresponding to the driver's brake operation. And).
- the brake device 1 operates in accordance with a driver's brake operation, and generates a master cylinder hydraulic pressure as a braking operation hydraulic pressure.
- the actuator 8 is provided separately from the brake device 1 and controls the wheel cylinder hydraulic pressure (brake hydraulic pressure) according to the brake operation state or the vehicle state.
- the x-axis is provided in the vehicle front-rear direction (the axial direction in which the master cylinder 4 operates).
- the axial direction of the master cylinder 4 is substantially parallel to the longitudinal direction of the vehicle, so the x-axis direction is the longitudinal direction of the vehicle.
- the forward direction of the vehicle is the x-axis positive direction.
- the y-axis is provided in the vehicle width direction (left-right direction or lateral direction), and the left side when viewed from the rear of the vehicle (x-axis negative direction side) is the y-axis positive direction.
- the z axis is provided in the vertical direction (vertical direction) of the vehicle, and the upper side of the vehicle (the side where the reservoir tank 3 is installed with respect to the master cylinder 4) is defined as the positive direction of the z axis.
- FIG. 1 is a perspective view of the brake device 1 as viewed from the x-axis negative direction side, the y-axis positive direction side, and the z-axis positive direction side.
- FIG. 2 is a perspective view of the brake device 1 as seen from the x-axis positive direction side, the y-axis negative direction side, and the z-axis positive direction side.
- FIG. 3 is a top view of the brake device 1 as viewed from the z-axis positive direction side.
- FIG. 4 is a bottom view of the brake device 1 as seen from the z-axis negative direction side.
- FIG. 5 is a side view of the brake device 1 as viewed from the y-axis positive direction side.
- FIG. 6 is a side view of the brake device 1 as seen from the y-axis negative direction side.
- FIG. 7 is a front view of the brake device 1 as seen from the x-axis positive direction side.
- FIG. 3 is a top view of the brake device 1 as viewed from the z-axis positive direction side.
- FIG. 4 is a bottom view of the brake device 1 as seen from the z-axis negative direction side.
- FIG. 5 is a
- FIG. 8 is a rear view of the brake device 1 as seen from the x-axis negative direction side.
- 9 is a cross-sectional view of the brake device 1 taken along a plane passing through the axis of the master cylinder 4.
- FIG. 7 is a cross-sectional view taken along the line AA in FIG.
- the brake device 1 includes a push rod 2, a reservoir tank 3, a master cylinder 4, a stroke simulator 5, and a stroke simulator valve 6. That is, the brake device 1 is a master cylinder unit in which the master cylinder 4 is built.
- the brake system has two systems (primary P system and secondary S system) of brake piping. Hereinafter, members and structures provided corresponding to each system are distinguished by adding suffixes P and S to the end of the reference numerals.
- the push rod 2 is connected to a brake pedal (not shown) via a clevis 20.
- the brake pedal is an input member (brake operation member) that receives an input of a driver's brake operation.
- the push rod 2 operates in the x-axis direction in conjunction with the brake pedal.
- the stroke is performed in the positive x-axis direction in accordance with the depression operation of the brake pedal.
- the x-axis positive direction end of the push rod 2 is in contact with the piston 41P of the master cylinder 4 (see FIG. 9).
- the push rod 2 receives the driver's operation force input to the brake pedal, and transmits this to the master cylinder 4 as thrust in the x-axis direction.
- a flange portion 21 is provided on the outer periphery of the push rod 2 on the x-axis positive direction side.
- An abutting member 22 whose tip on the x-axis positive direction side is formed in a convex spherical shape is fixed to the x-axis positive direction end of the push rod 2.
- the brake device 1 of the present embodiment is a booster device (brake booster) for reducing a driver's brake operation force.
- the brake device 1 is interposed between a brake pedal and a master cylinder, and generates suction from a vehicle engine. It is not necessary to have a type that operates using atmospheric pressure (negative pressure) (master back).
- the reservoir tank 3 is a brake fluid source that stores brake fluid, and supplies the brake fluid to the master cylinder 4 and the actuator 8.
- the reservoir tank 3 has a supply port 30, supply ports 31P and 31S, and supply ports 32a and 32b.
- the supply port 30 protrudes to the z-axis positive direction side on the x-axis positive direction side of the reservoir tank 3 and opens to the outside, and is provided to be opened and closed by a lid 3a.
- the supply ports 31P and 31S are provided so as to be aligned in the x-axis direction, project toward the negative z-axis direction of the reservoir tank 3, and open to the master cylinder 4 side.
- the supply port 31P is provided on the negative side in the x-axis direction from the supply port 31S.
- the supply ports 32a and 32b are provided on the x-axis negative direction side of the supply port 31P, and open on both side surfaces of the reservoir tank 3 in the y-axis direction.
- a fastening portion 35 is provided between the supply ports 31P and 31S on the negative z-axis direction side of the reservoir tank 3.
- a hole for inserting a pin for stopping the reservoir tank 3 to the master cylinder 4 is formed in the fastening portion 35 so as to extend in the y-axis direction.
- two partition plates 33a and 33b are installed so as to extend in the z-axis positive direction from the bottom surface on the z-axis negative direction side.
- the reservoir tank 3 is divided into three regions by two partition plates 33a and 33b.
- a supply port 31S is provided in the region on the x-axis positive direction side, supply ports 32a and 32b are provided in the region on the x-axis negative direction side, and a supply port 31P is provided in a region sandwiched between these two regions. .
- Supply port 31S, supply ports 32a and 32b, and supply port 31P each have an opening.
- the partition plate 33 stores brake fluid in each region even when the vehicle is tilted or accelerated / decelerated, for example, thereby enabling the brake fluid to be supplied from each supply port.
- a pipe attachment portion 320a is connected to the supply port 32a (see FIG. 1). One end of the brake pipe 71 is attached to the pipe attachment portion 320a.
- the pipe attachment portion 320a is provided so as to protrude from the outer surface of the reservoir tank 3 on the x-axis negative direction side, the y-axis positive direction side, and the z-axis negative direction side to the y-axis positive direction side and bend in the middle on the x-axis positive direction side. It has been.
- the tip of the pipe attachment portion 320a to which the brake pipe 71 is attached opens to the x-axis positive direction side.
- a pipe attachment portion 320b is connected to the supply port 32b (see FIG. 2). One end of another brake pipe is attached to the pipe attachment portion 320b.
- the pipe attachment portion 320b is provided so as to protrude from the outer surface of the reservoir tank 3 on the x-axis negative direction side, the y-axis negative direction side, and the z-axis negative direction side to the y-axis negative direction side and bend in the middle on the x-axis positive direction side. It has been.
- the tip of the pipe attachment portion 320b to which the brake pipe is attached opens to the x-axis positive direction side.
- the master cylinder 4 is a first brake fluid pressure generation source that generates fluid pressure (master cylinder fluid pressure) in response to a brake pedal operation (brake operation) by the driver.
- the master cylinder 4 is connected to the wheel cylinder via an oil passage (brake piping) (not shown).
- the master cylinder hydraulic pressure is supplied to the wheel cylinder via the oil passage, and generates a wheel cylinder hydraulic pressure (brake hydraulic pressure).
- the master cylinder 4 has a master cylinder housing (cylinder) 40, a piston 41, and a coil spring 42.
- the master cylinder housing 40 has a main body portion 40a, a flange portion 40b, and a fitting portion 40c.
- the main body 40a is formed in a bottomed cylindrical shape extending in the x-axis direction with one end side (x-axis positive direction side) closed.
- the flange portion 40b is provided on the outer periphery of the main body portion 40a on the x-axis negative direction side.
- Fastening portions 40d and 40e formed with bolt holes extending in the x-axis direction are provided on both sides in the y-axis direction of the flange portion 40b.
- the fastening portions 40d and 40e are provided at substantially symmetrical positions across the axis of the main body portion 40a.
- the fitting portion 40c is adjacent to the flange 40b on the x-axis negative direction side, and is provided in a substantially columnar shape extending from the flange 40b in the x-axis direction.
- a seal member 402 is installed in a seal groove 401 provided so as to surround the outer periphery of the fitting portion 40c.
- an axial hole 400 extending in the x-axis direction is formed in the master cylinder housing 40.
- the hole 400 opens on the x-axis negative direction side of the master cylinder housing 40.
- the master cylinder 4 is a so-called tandem type, and two pistons 41P and 41S are provided in the hole 400 so as to be operable (reciprocating) in the x-axis direction.
- a concave spherical receiving portion 410 is formed on the x-axis negative direction side of the P-system piston 41P.
- the x-axis positive direction end formed in the convex spherical shape of the push rod 2 (contact member 22) is in contact with the receiving portion 410.
- the S-system piston 41S is a free piston and is installed on the x-axis positive direction side of the piston 41P.
- the pistons 41p and 41s are provided with recesses 411p and 411s that extend in the x-axis direction and open to the x-axis positive direction side.
- the pistons 41p and 41s are provided with communication holes 412p and 412s that communicate the inner peripheral surfaces of the recesses 411p and 411s and the outer peripheral surfaces of the pistons 41p and 41s so as to extend in the radial direction.
- the master cylinder housing 40 has discharge ports 44p and 44s and supply ports 45p and 45s.
- the discharge ports 44p and 44s and the supply ports 45p and 45s open on the inner peripheral surface of the hole 400.
- the discharge ports 44p and 44s extend in the y-axis direction and open on the side surface of the master cylinder housing 40 on the y-axis negative direction side (see FIG. 2), and the actuator 8 (see FIG. 10) through a brake pipe (not shown). ) Is connected.
- the discharge ports 44p and 44s are provided so as to communicate with a wheel cylinder (not shown) via the actuator 8.
- Two P-system discharge ports 44P are provided, and other discharge ports 44P (see FIG.
- the discharge port 44P that opens in the y-axis positive direction side is connected to the stroke simulator 5 via the brake pipe 70, and is provided so as to be able to communicate with the stroke simulator 5 (main chamber 54).
- the supply ports 45p and 45s extend in the z-axis direction, open on the upper surface of the master cylinder housing 40 on the positive z-axis direction, and connect to and communicate with the reservoir tank 3.
- Replenishing ports 31P and 31S of the reservoir tank 3 are fitted into recesses 48P and 48S on the upper surface of the master cylinder housing 40 (where the replenishing port 45 is opened) via seal members 34P and 34S, respectively, and replenishing ports 45P and 45S, respectively.
- the reservoir tank 3 is provided integrally with the master cylinder 4.
- the master cylinder 4 is supplied with brake fluid from the reservoir tank 3 through the supply ports 31P and 31S and the supply ports 45P and 45S.
- a fastening portion 49 is provided between the concave portions 48P and 48S at the positive end in the z-axis direction of the master cylinder housing 40 when viewed from the y-axis direction.
- the fastening portion 49 is formed with a hole for inserting a pin for stopping the reservoir tank 3 so as to extend in the y-axis direction.
- a pin (not shown) is inserted into the fastening portion 49 and the fastening portion 35 of the reservoir tank 3, and the fastening portion 35 of the reservoir tank 3 is fastened to the fastening portion 49 of the master cylinder housing via the pin.
- the tank 3 is fixed with respect to the master cylinder housing 40.
- Seal members 46P, 46S, 47P, 47S having a cup-shaped cross section are fixedly installed on the inner peripheral surface of the hole 400.
- the seal members 46P and 47P are arranged so as to sandwich the opening of the supply port 45P in the x-axis direction.
- the seal members 46S and 47S are arranged so as to sandwich the opening of the supply port 45S in the x-axis direction.
- the inner peripheral sides (lip portions) of the seal members 46P, 46S, 47P, 47S are in contact with the outer peripheral surfaces of the pistons 41P, S. Seal members 46P, 46S, 47P, and 47S restrict the flow of brake fluid through the gap between the inner periphery of hole 400 and the outer periphery of pistons 41P and S in one direction.
- the P-system seal member 46P restricts the flow of brake fluid from the supply port 45P toward the x-axis negative direction side (outside of the master cylinder housing 40).
- the S-system seal member 46S allows only the flow of brake fluid from the supply port 45S toward the negative x-axis direction.
- the seal members 47P and 47S allow only the flow of the brake fluid from the supply ports 45P and 45S toward the positive x-axis direction.
- a hydraulic chamber 43 including a P-system hydraulic chamber 43P and an S-system hydraulic chamber 43S is defined in the master cylinder housing 40 (hole 400). Between the pistons 41P and 41S (region sealed by the seal members 47P and 46S), a P-system hydraulic chamber 43P is defined. An S-system hydraulic chamber 43S is defined between the piston 41S and the bottom of the master cylinder housing 40 (an area sealed by the seal member 47S). Coil springs 42P and 42S as return springs of the pistons 41P and 41S are installed in the hydraulic pressure chambers 43P and 43S in a compressed state, respectively. Discharge ports 44P and 44S open in the hydraulic chambers 43P and 43S, respectively. As shown in FIG.
- the pistons 41P and 41S are most negative in the x-axis.
- the communication holes 412P and 412S of the pistons 41P and 41S are located on the x-axis negative direction side of the seal members 47P and 47S, respectively. Accordingly, the replenishment ports 45P and 45S communicate with the inner peripheral side of the recesses 411P and 411S of the pistons 41P and 41S, that is, the hydraulic chambers 43P and 43S, respectively, through the communication holes 412P and 412S.
- Brake fluid pressure is generated by the pistons 41P and 41S operating in the x-axis direction in the hole 400. Specifically, the thrust in the x-axis positive direction of the push rod 2 is transmitted to the piston 41P by the driver's brake operation. When the pistons 41P and 41S make strokes in the positive x-axis direction, the volumes of the hydraulic chambers 43P and 43S are reduced. When the communication holes 412P and 412S are positioned on the positive side in the x-axis direction with respect to the seal members 47P and 47S, replenishment is made from the hydraulic chambers 43P and 43S via the communication holes 412P and 412S by the seal members 47P and 47S.
- the stroke simulator 5 is provided so that the brake fluid that flows out from the master cylinder 4 can flow in, and is an operation reaction force generation source that generates a pseudo operation reaction force of the brake pedal.
- the stroke simulator 5 is connected to the master cylinder 4 via an oil passage (brake piping 70) and is connected to the reservoir tank 3 via an oil passage (brake piping 71).
- the stroke simulator 5 includes a stroke simulator housing 50, a reaction force piston 51, and a coil spring 52.
- the stroke simulator housing 50 integrally includes a main body portion 50a, a connection portion 50b, and a flange portion 50c.
- the main body 50a has a stepped bottomed cylindrical shape, and integrally includes a large-diameter cylindrical portion 50d, a small-diameter cylindrical portion 50e, and a flange portion 50f.
- the small-diameter cylindrical portion 50e is provided substantially coaxially with the cylindrical portion 50d on the positive x-axis direction side of the large-diameter cylindrical portion 50d.
- the flange portion 50f is provided substantially coaxially with the cylindrical portion 50e on the positive x-axis direction side of the small diameter cylindrical portion 50e.
- the cylindrical portion 50e is provided with an air bleeding bleeder 57 for extracting air from the stroke simulator 5.
- the air bleeding bleeder 57 is provided so as to protrude from the outer peripheral surface of the cylindrical portion 50e on the x-axis positive direction side and the z-axis positive direction side to the y-axis negative direction side.
- the outer diameter of the flange portion 50f (the main body excluding the following fastening portions 50g and 50h) is larger than the outer diameter of the cylindrical portion 50e and smaller than the outer diameter of the cylindrical portion 50d.
- Fastening portions 50g having bolt holes extending in the x-axis direction are provided on the y-axis positive direction side and z-axis negative direction side of the flange portion 50f.
- a fastening part 50h in which a bolt hole extending in the x-axis direction is formed is provided on the y-axis negative direction side and the z-axis positive direction side of the flange part 50f.
- the fastening portions 50g and 50h are provided at substantially symmetrical positions across the axis of the main body portion 50a.
- the stroke simulator 5 and the stroke simulator valve 6 are connected by passing a bolt through the bolt hole of the fastening portion 50g and the bolt hole of the fastening portion 50h.
- a first axial hole 501 Inside the main body 50a, a first axial hole 501, a second axial hole 502, a valve mounting hole 503, an oil passage 55, and the like are formed.
- the first axial hole 501 is formed to extend in the x-axis direction on the inner peripheral side of the large-diameter cylindrical portion 50d.
- the second axial hole 502 has a smaller diameter than the first axial hole 501, and extends in the x-axis direction continuously to the first axial hole 501 on the inner peripheral side of the small-diameter cylindrical portion 50e.
- the cylindrical portion 50d is open at the bottom on the x-axis positive direction side.
- the oil passage of the air bleeding bleeder 57 is opened at the x-axis positive end and the z-axis positive end of the second axial hole 502.
- One end (the x-axis positive direction end of the second axial hole 502) side of the main body 50a is closed, and the other end (the x-axis negative direction end of the first axial hole 501) side is open.
- the valve mounting hole 503 is formed on the inner peripheral side of the flange portion 50f and the cylindrical portion 50e so as to extend in the x-axis direction and opens to the x-axis positive direction side of the flange portion 50f.
- the valve mounting hole 503 has a stepped shape that decreases in diameter from the x-axis positive direction side toward the x-axis negative direction side.
- the x-axis negative direction end of the valve mounting hole 503 and the x-axis positive direction end of the second axial hole 502 are connected via an oil passage 55 extending in the x-axis direction.
- the axial holes 501, 502, the valve mounting hole 503, and the oil passage 55 are formed substantially coaxially.
- a connection port 58 that communicates with the first axial hole 501 is provided on the positive z-axis direction side and the y-axis positive direction side of the cylindrical portion 50d.
- a pipe mounting portion 580 is connected to the connection port 58.
- the other end of the brake pipe 71 is attached to the pipe attachment portion 580.
- the pipe mounting portion 580 protrudes from the outer surface of the cylindrical portion 50d slightly on the x-axis positive direction side, the y-axis positive direction side and the z-axis positive direction side to the y-axis positive direction side, and bends to the x-axis positive direction side in the middle. Is provided.
- the tip of the pipe attachment portion 580 to which the brake pipe 71 is attached opens to the x axis positive direction side.
- the brake pipe 71 is not a steel pipe but a flexible pipe made of a material such as rubber. As shown in FIG. 5, the brake pipe 71 is installed in a U shape when viewed from the y-axis positive direction side.
- the brake pipe 71 extends from the pipe mounting portion 320a of the reservoir tank 3 to the x-axis positive direction side, and extends to the y-axis positive direction side so as to wrap the discharge port 44P on the inner peripheral side thereof. After being bent, it is folded back to the x-axis negative direction side and attached to the pipe attachment portion 580.
- the first axial hole 501 is connected to the supply port 32 a of the reservoir tank 3 via the brake pipe 71 and communicates with the reservoir tank 3.
- a connection port 59 is provided on the positive side in the y-axis direction of the boundary portion between the cylindrical portion 50e and the flange portion 50f.
- the connection port 59 communicates with the valve mounting hole 503 and is connected via the brake pipe 70 to a discharge port 44P opened to the y-axis positive direction side of the master cylinder 4 to the master cylinder 4 (hydraulic pressure chamber 43P).
- the brake pipe 70 is configured as a pipe (for example, a steel pipe) having a smaller diameter and higher rigidity than the brake pipe 71. As shown in FIG. 7, the brake pipe 70 is installed in a U shape when viewed from the x-axis direction.
- the brake pipe 70 extends from the discharge port 44P opened to the y-axis positive direction side of the master cylinder 4 so as to bend to the y-axis positive direction side and the z-axis negative direction side, and the y-axis negative so as to wrap the brake pipe 71 on the inner peripheral side. It turns back in the direction and is connected to the connection port 59.
- the connecting portion 50b is provided on the z axis positive direction side of the main body portion 50a (cylindrical portion 50d).
- the connecting portion 50b has a bottomed cylindrical shape extending in the x-axis direction.
- Fastening portions 50i and 50j formed with bolt holes extending in the x-axis direction are provided on both sides of the connecting portion 50b in the y-axis direction.
- the outer peripheral surface of the connection portion 50b (including the fastening portions 50i and 50j) is substantially the same in shape and size as the outer peripheral surface of the flange portion 40b (including the fastening portions 40d and 40e) of the master cylinder housing 40 when viewed from the x-axis direction. It is provided in the same way.
- the pipe mounting portion 320a of the reservoir tank 3 is located on the y-axis negative direction side with respect to the y-axis positive direction edge of the connection portion 50b (fastening portion 50i) (does not protrude to the y-axis positive direction side with respect to the fastening portion 50i).
- the pipe mounting portion 320b of the reservoir tank 3 is located on the y-axis positive direction side with respect to the edge in the y-axis negative direction of the connection portion 50b (fastening portion 50j) (does not protrude to the y-axis negative direction side from the fastening portion 50j).
- the tip of the air bleeding bleeder 57 on the negative side in the y-axis direction is located on the positive side in the positive y-axis direction with respect to the edge in the negative y-axis direction of the connecting portion 50b (fastening portion 50j). Does not protrude to the side).
- a first axial hole 504, a second axial hole 505, and a third axial hole 506 are formed inside the connecting portion 50b.
- the first axial hole 504 is formed in a substantially cylindrical shape extending in the x-axis direction, and opens to the positive side of the connecting part 50b in the x-axis direction.
- the diameter of the first axial hole 504 is slightly larger than the diameter of the fitting portion 40 c of the master cylinder housing 40.
- the second axial hole 505 has a smaller diameter than the first axial hole 504 and is formed so as to extend in the x-axis direction continuously to the first axial hole 504.
- the third axial hole 506 is smaller in diameter than the second axial hole 505 and is formed so as to extend in the x-axis direction continuously to the second axial hole 505. Is opened on the x-axis negative direction side (vehicle attachment surface 508 side).
- the axial holes 504 to 506 are formed substantially coaxially.
- the fastening portions 50i and 50j are provided at substantially symmetrical positions with the shaft centers of the holes 504 to 506 interposed therebetween.
- a stopper portion 507 is formed at the bottom of the connecting portion 50b on the x-axis negative direction side so as to surround the third axial hole 506.
- the surface on the x-axis positive direction side of the stopper portion 507 is formed in a taper shape substantially parallel to the surface on the x-axis negative direction side of the flange portion 21 of the push rod 2, and on the x-axis negative direction side of the flange portion 21. It is provided so as to be able to contact the surface.
- the flange portion 50c is provided on the x-axis negative direction side of the stroke simulator housing 50 in a plate shape that extends substantially parallel to the yz plane.
- the flange portion 50c is a fixing flange for fixing the stroke simulator housing 50 to the vehicle.
- the flange portion 50c is a substantially rectangular shape having sides extending in the y-axis direction and sides extending in the z-axis direction when viewed from the x-axis direction, and stud shafts (stud bolts as fixing tools) 509 are respectively provided at four corners thereof. It is fixed so as to protrude in the negative x-axis direction.
- the axial center of the main body 50a (axial hole 501 etc.) and the axial center of the connecting part 50b (axial bore 504 etc.) are located at the approximate center in the y-axis direction of the flange 50c.
- the axial center of the connecting portion 50b is located approximately at the center in the z-axis direction of the flange portion 50c.
- the shaft center of the main body 50a is located slightly below the end of the flange 50c on the z-axis negative direction side (z-axis negative direction side) (see FIG. 7).
- the width (y-axis direction dimension) of the flange part 50c is larger than the width (y-axis direction dimension) of the main body part 50a, larger than the width (y-axis direction dimension) of the main body part 40a of the master cylinder housing 40, and the reservoir
- the tank 3 is provided larger than the width (dimension in the y-axis direction).
- the width (y-axis direction dimension) of the flange portion 50c is provided substantially the same as the width (y-axis direction dimension) of the connection portion 50b or the flange portion 40b of the master cylinder housing 40. Specifically, as shown in FIGS.
- the outer peripheral edges of the portions 40d and 40e substantially coincide with both end edges in the y-axis direction of the flange portion 50c (at substantially the same y-axis direction position).
- the height (z-axis direction dimension) of the flange portion 50c is greater than the height (z-axis direction dimension) of the connection portion 50b, and the master cylinder housing 40 (flange portion). 40b) is larger than the height (dimension in the z-axis direction).
- a reaction force piston 51 is installed in the second axial hole 502 of the main body 50a of the stroke simulator housing 50 so as to be operable in the x-axis direction.
- the reaction force piston 51 is installed so as to protrude from the x-axis negative direction end of the second axial hole 502 into the first axial hole 501.
- a spring retainer 512 is provided at the negative end of the reaction force piston 51 protruding into the first axial hole 501 in the x-axis negative direction.
- the spring retainer 512 is provided so as to be movable integrally with the reaction force piston 51 in the first axial hole 501.
- a seal groove 510 is provided on the outer periphery of the reaction force piston 51, and a seal member 511 is installed in the seal groove 510.
- the seal member 511 is in contact with the inner peripheral surface of the second axial hole 502.
- a plate-like spring retainer 53 that closes the opening is fixedly installed in the opening of the first axial hole 501 on the x-axis negative direction side.
- a seal member 532 is installed on the outer periphery of the spring retainer 53.
- the opening of the first axial hole 501 is liquid-tightly sealed by the seal member 532 coming into contact with the inner peripheral surface of the first axial hole 501.
- a main chamber 54 and a sub chamber 56 are defined by a reaction force piston 51.
- a main chamber 54 is defined in the second axial hole 502 and closer to the x-axis positive direction side than the reaction force piston 51.
- a sub chamber 56 is defined in the first axial hole 501 and closer to the x-axis negative direction side than the reaction force piston 51. Communication between the main chamber 54 and the sub chamber 56 is suppressed by the seal member 511. The oil passage 55 and the oil passage of the air bleeding bleeder 57 are always open in the main chamber 54.
- a coil spring 52 as a return spring of the reaction force piston 51 is installed in a compressed state.
- the coil spring 52 is an elastic member that constantly urges the reaction force piston 51 toward the main chamber 54 (direction in which the volume of the main chamber 54 is reduced and the volume of the sub chamber 56 is increased).
- the x-axis positive direction end of the coil spring 52 is held in contact with the outer peripheral side of the spring retainer 512, and the x-axis negative direction end of the coil spring 52 is held in contact with the outer peripheral side of the spring retainer 53.
- a concave portion 530 that opens to the positive side in the x-axis direction is formed in a portion of the spring retainer 53 on the inner peripheral side of the coil spring 52.
- An elastic member 531 is installed in the recess 530.
- the elastic member 531 protrudes further toward the x-axis positive direction side than the spring retainer 53.
- the elastic member 531 is positioned at a portion on the inner peripheral side of the coil spring 52 of the spring retainer 512, and is opposed to a portion on the inner peripheral side of the spring retainer 512 in the x-axis direction.
- the elastic member 531 comes into contact with the inner peripheral portion of the spring retainer 512 and elastically deforms.
- the movement of the reaction force piston 51 in the negative x-axis direction is restricted, and the elastic member 531 functions as a damper that absorbs an impact when the movement is restricted.
- the brake device 1 as a master cylinder unit is also a valve unit with a built-in stroke simulator valve 6.
- the stroke simulator valve 6 is a normally shut-off (closed in a non-energized state) simulator cutoff valve provided to be able to restrict the inflow of brake fluid to the stroke simulator 5.
- the stroke simulator valve 6 is mounted in a valve mounting hole 503 formed in the stroke simulator housing 50 (main body portion 50a).
- the surface on the x-axis positive direction side of the main body portion 50a (flange portion 50f) in which the valve mounting hole 503 opens constitutes a valve mounting surface.
- the main chamber 54 of the stroke simulator 5 is connected to the stroke simulator valve 6 via an oil passage 55.
- the stroke simulator valve 6 is connected to the hydraulic chamber 43P of the master cylinder 4 via an oil passage (brake pipe 70).
- the stroke simulator valve 6 includes a solenoid 61, a valve body 62, an armature 63, a plunger 64, a coil spring 65, a valve seat member 66, and a plurality of oil passage components. is doing.
- the solenoid 61 is fastened with a bolt to the flange portion 50f (fastening portions 50g, 50h) at the end in the x-axis positive direction of the main body portion 50a of the stroke simulator housing 50.
- the armature 63 is fixedly installed on the inner peripheral side of the solenoid 61, and generates an electromagnetic force (magnetic attraction force) when the solenoid 61 is energized.
- a connector portion 610 that opens to the x-axis positive direction side is provided at the x-axis positive direction end of the solenoid 61.
- the connector 610 is connected to wiring (harness) that supplies a drive current to the solenoid 61.
- the valve body 62 is a non-magnetic hollow cylinder, is fixedly installed so as to be fitted to the outer periphery of the armature 63, and extends to the x-axis negative direction side of the armature 63.
- the plunger 64 is accommodated in the valve body 62 so as to reciprocate in the x-axis direction.
- a spherical valve body 640 is provided at the tip of the plunger 64 on the x-axis negative direction side.
- the valve body 640 operates in the x-axis direction.
- the coil spring 65 is installed in a compressed state between the armature 63 and the plunger 64, and constantly urges the plunger 64 in the negative x-axis direction.
- the valve seat member 66 is installed on the inner peripheral side of the valve mounting hole 503 of the main body 50a.
- the valve seat member 66 has a bottomed cylindrical shape, and a valve seat is provided at the bottom of the x-axis positive direction side.
- the bottom portion is provided with an orifice 660 extending in the x-axis direction, and opens to the central portion of the valve seat.
- the plunger 64 is driven by the electromagnetic force of the armature 63 (suction force in the positive direction of the x-axis), and the valve body 640 opens and closes the orifice 660 so that the oil passage including the orifice 660 (the simulator oil passage below) is in communication. Is controlled.
- the oil passage constituent member includes a first member 67 as a body, second and third members 68 and 69 as filters, and a seal member 60.
- the first member 67 is a hollow member that is fixed to the opening on the x-axis positive direction side of the valve mounting hole 503 by a flange.
- a valve seat member 66 is fixedly installed on the inner peripheral side of the first member 67, and an oil passage is formed between the inner periphery of the first member 67 and the outer periphery of the valve seat member 66.
- the second member 68 is a ring-shaped filter member that is fixed to the negative side of the first member 67 in the x-axis direction.
- a valve seat member 66 is installed on the inner peripheral side of the second member 68, and an oil passage is formed between the inner periphery of the second member 68 and the outer periphery of the valve seat member 66.
- the third member 69 is a disk-shaped filter member (retainer of the seal member 60) installed at the bottom of the valve mounting hole 503 on the negative x-axis direction, and a valve seat member 66 is installed on the inner peripheral side thereof.
- the seal member 60 is a cup-shaped seal member similar to the seal member 46 and the like, and is installed between the second member 68 and the third member 69.
- a valve seat member 66 is fixedly installed on the inner peripheral side of the seal member 60.
- An oil passage is not formed between the inner periphery of the seal member 60 and the outer periphery of the valve seat member 66.
- the lip portion on the outer peripheral side of the seal member 60 is in contact with the inner peripheral surface of the valve mounting hole 503 so as to open in the positive x-axis direction.
- the flow of the brake fluid between the seal member 60 (lip portion) and the inner peripheral surface of the valve mounting hole 503 only the flow from the x-axis negative direction side to the x-axis positive direction side is allowed, and the reverse flow is suppressed. Is done.
- a connection port 59 is opened between the second member 68 and the seal member 60 on the inner periphery of the valve mounting hole 503.
- An oil passage 55 that communicates with the main chamber 54 of the stroke simulator 5 opens at the bottom of the valve mounting hole 503 on the x-axis negative direction side.
- the connection port 59 is connected to an oil passage between the outer periphery of the valve seat member 66 and the inner periphery of the first and second members 67 and 68, and a recess provided at the x-axis positive direction end of the first member 67.
- the orifice 660 communicates with the oil passage 55 via an oil passage 661 provided on the inner peripheral side of the valve seat member 66.
- the above-described path forms a simulator oil path that connects the hydraulic chamber 43P and the main chamber 54 while switching between communication and blocking by the stroke simulator valve 6.
- the main chamber 54 of the stroke simulator 5 communicates with the hydraulic chamber 43P through the oil passage 55, the stroke simulator valve 6, and the brake pipe 70.
- the sub chamber 56 of the stroke simulator 5 is connected to the reservoir tank 3 via a brake pipe 71.
- the sub chamber 56 always communicates with the reservoir tank 3 and is released to a low pressure (atmospheric pressure), and constitutes a back pressure chamber of the stroke simulator 5.
- the sub chamber 56 may be directly released to a low pressure (atmospheric pressure) without being connected to the reservoir tank 3.
- the stroke simulator valve 6 is opened, the brake fluid that has flowed out of the master cylinder 4 (hydraulic pressure chamber 43P) by the driver's braking operation flows into the stroke simulator housing 50 (main chamber 54) via the simulator oil passage. .
- the reaction force piston 51 is operated in the axial direction in the hole 502.
- a pseudo reaction force of the brake pedal is generated and applied to the brake pedal.
- the stroke simulator valve 6 is opened when energized to allow the simulator oil passage to communicate.
- the master cylinder hydraulic pressure acts on the main chamber 54 of the stroke simulator 5 through the simulator oil passage.
- a predetermined or higher hydraulic pressure master cylinder hydraulic pressure
- the reaction force piston 51 compresses the coil spring 52 and compresses the coil spring 52 in the axial direction.
- the volume of the main chamber 54 increases, and the brake fluid flows from the master cylinder 5 (hydraulic pressure chamber 43P) into the main chamber 54 via the simulator oil passage. Further, the brake fluid is discharged from the sub chamber 56 to the reservoir tank 3 through the brake pipe 71.
- the stroke simulator 5 creates a pedal stroke by sucking brake fluid from the master cylinder 5 when the driver performs a brake operation (depresses the brake pedal), and simulates the fluid rigidity of the wheel cylinder. And reproduce the feeling of depression of the brake pedal.
- the spring constant is low and the increasing gradient of the pedal reaction force is low.
- the elastic member 531 is being compressed and contracted in addition to the coil spring 52 in the latter half of the depression of the brake pedal, the spring constant is high and the increasing gradient of the pedal reaction force is high.
- the pedal depression feeling is set to be the same as that of an existing master cylinder, for example.
- the third member 69 is formed with an oil passage that communicates the inner circumference with the end surface in the x-axis positive direction, and the oil passage 55 communicates with the negative direction side of the seal member 60 via the oil passage. You may make it do.
- a bypass oil passage that is provided in parallel to the simulator oil passage and whose flow direction is restricted by the seal member 60 is configured.
- the seal member 60 allows only the flow of brake fluid from the main chamber 54 of the stroke simulator 5 toward the hydraulic chamber 43P of the master cylinder 4 in the bypass oil passage. Even if the stroke simulator valve 6 is closed (fixed in a closed state) with the brake fluid flowing into the main chamber 54, the bypass oil passage is connected from the main chamber 54 through the bypass oil passage. The brake fluid can be returned to the master cylinder 4 side.
- Master cylinder housing 40 is fixed to stroke simulator housing 50.
- the housings 40 and 50 are fixed integrally with each other.
- Each housing 40, 50 is provided with a joint surface for fixing together.
- the joint surface includes an outer peripheral surface of the fitting portion 40c of the master cylinder housing 40, an end surface in the negative x-axis direction of the flange portion 40b, and an inner peripheral surface of the first axial hole 504 of the connection portion 50b of the stroke simulator housing 50. And an end surface in the positive x-axis direction of the connecting portion 50b (where the first axial hole 504 opens).
- the joint surface includes a stamping part (an outer peripheral surface of the fitting part 40c and an inner peripheral surface of the first axial hole 504) that functions as a stamping joint. That is, a part of the stroke simulator housing 50 (connecting portion 50b) is recessed, and the projecting portion of the master cylinder housing 40 is fitted into the recessed portion, thereby joining the housings 40 and 50 together. Specifically, the fitting portion 40c of the master cylinder housing 40 is inserted into the first axial hole 504 of the stroke simulator housing 50, and both are fitted.
- the end surface in the negative x-axis direction of the flange portion 40b of the master cylinder housing 40 abuts on the end surface in the positive x-axis direction of the connection portion 50b.
- the bolt 10 is inserted into the fastening portions 40d and 40e of the master cylinder housing 40 (flange portion 40b) and the fastening portions 50i and 50j of the stroke simulator housing 50 (connection portion 50b), and the fastening portions 40d and 40e and the fastening portions 50i and 50j
- the master cylinder housing 40 and the stroke simulator housing 50 are integrally fastened and fixed.
- the opening of the first axial hole 504 is liquid-tightly sealed by the seal member 402 installed in the fitting portion 40c coming into contact with the inner peripheral surface of the first axial hole 504. .
- the master cylinder housing 40 has a portion projecting toward the x-axis negative direction side of the fitting portion 40c on the inner peripheral side of the fitting portion 40c. A portion of the master cylinder housing 40 that protrudes in the negative x-axis direction from the fitting portion 40 c is accommodated in the first axial hole 504.
- the piston 41P protruding from the hole 400 of the master cylinder housing 40 to the x-axis negative direction side is accommodated in the second axial hole 505.
- the brake device 1 includes a vehicle attachment surface 508 for attaching the stroke simulator housing 50 (brake device 1) to the vehicle.
- the vehicle attachment surface 508 includes a surface on the x-axis negative direction side of the stroke simulator housing 50.
- the surface on the x-axis negative direction side of the stroke simulator housing 50 includes the surface on the x-axis negative direction side of the flange portion 50c.
- the stroke simulator housing 50 is fastened and fixed to the x-axis positive direction side of the lower portion (the ground surface side portion) of the dash panel (floor panel) of the vehicle body (not shown) by the stud shaft 509.
- the dash panel is a partition member on the vehicle body side that partitions an engine room (or a motor room in which a power unit such as a traveling motor is installed; hereinafter simply referred to as an engine room) and a vehicle compartment.
- the stroke simulator housing 50 has a dash at four fastening points while a slight gap in the x-axis direction is formed between the flange portion 50c and the dash panel by a spacer (not shown) screwed or inserted into the stud shaft 509. Fixed to the panel.
- the size of the flange portion 50c (the thickness in the x-axis direction, the width in the y-axis direction, and the height in the z-axis direction) is sufficient to ensure that the mounting strength of the brake device 1 to the vehicle is sufficient and does not become unnecessarily large. Set to.
- the master cylinder housing 40 Since the master cylinder housing 40 is fixed to the stroke simulator housing 50 as described above, the master cylinder housing 40 is fixed to the vehicle via the stroke simulator housing 50. With the brake device 1 fixed to the dash panel, the x-axis negative direction side of the push rod 2 penetrates the dash panel and protrudes into the vehicle interior (x-axis negative direction side).
- a master cylinder 4, a reservoir tank 3, a stroke simulator 5, and the like are installed on the vehicle body front side (x-axis positive direction side) in the engine room. A part of the stopper portion 507 of the stroke simulator housing 50 protrudes from the vehicle attachment surface 508 to the x-axis negative direction side to form a locking portion.
- a boot 2 a is attached to the locking portion to cover the push rod 2.
- the stroke simulator housing 50 can be rigidly fixed to the dash panel by the stud shaft 509 (without using an elastic body). Therefore, a favorable reaction force is generated with respect to the brake operation force (stepping force) of the driver input to the brake pedal (push rod 2), and the brake operation force is appropriately transmitted to the piston 41 of the master cylinder 4. A master cylinder hydraulic pressure corresponding to the brake operating force is generated. But you may fix the stroke simulator housing 50 to a dash panel via an elastic body.
- the master cylinder 4 and the stroke simulator 5 are arranged so as to be in the vertical position when mounted on the vehicle. That is, the master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other when viewed from the vertical direction (in the vertical direction) when the vehicle is mounted.
- the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are arranged in this order from the top. That is, the reservoir tank 3 is disposed on the upper side of the master cylinder 4, and the stroke simulator 5 is disposed on the lower side of the master cylinder 4.
- the master cylinder 4 and the stroke simulator 5 are arranged in parallel with each other.
- the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in substantially the same direction.
- the master cylinder 4 and the stroke simulator 5 are positioned up and down with their axial directions aligned.
- the center of the reservoir tank 3 in the y-axis direction, the axis of the master cylinder 4, and the axis of the stroke simulator 5 are substantially the same in parallel to the z-axis when viewed from the x-axis direction. Are arranged on a straight line. Therefore, when the vehicle is mounted, the range in which the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 overlap each other when viewed from the vertical direction is maximized. Thereby, the area which projected the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 in the perpendicular direction becomes the minimum. As shown in FIGS.
- the master cylinder 4 main body portion 40 a of the master cylinder housing 40
- the stroke simulator 5 main body portion 50 a of the stroke simulator housing 50
- the brake pipes 70 and 71 are provided so as to be within the entire height (dimension in the z-axis direction) of the reservoir tank 3, the master cylinder housing 40, and the stroke simulator housing 50.
- the brake pipe 71 does not protrude from the reservoir tank 3 toward the positive z-axis direction.
- the brake pipe 70 does not protrude from the stroke simulator housing 50 toward the negative z-axis direction.
- each member or structure of the brake device 1 is provided so as to be within the width of the flange portion 50c of the stroke simulator housing 50.
- the master cylinder 4 including the flange portion 40b including the fastening portions 40d and 40e of the master cylinder housing 40
- the stroke simulator 5 including the fastening portions 50i and 50j of the stroke simulator housing 50
- the connecting portion 50b and the like are configured to be within the width (dimension in the y-axis direction) of the flange portion 50c.
- the brake pipe 71 is provided so as to be within the width (y-axis direction dimension) of the flange portion 50 c.
- the brake pipe 71 is disposed substantially parallel to the xz plane, and the brake pipe 71 (the y-axis positive direction end) is located on the y-axis negative direction side of the y-axis positive direction edge of the flange portion 50c ( (It does not protrude in the positive y-axis direction from the flange portion 50c).
- the stroke simulator valve 6 is disposed at the axial position of the stroke simulator 5. That is, as shown in FIG. 7, the stroke simulator valves 6 overlap with each other on one side of the stroke simulator 5 in the axial direction (x-axis positive direction side) when viewed from the axial direction (x-axis direction) of the stroke simulator 5. Has been placed. Further, the operation direction of the valve element 640 (plunger 64) of the stroke simulator valve 6 and the operation direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction. More specifically, the stroke simulator valve 6 is disposed substantially coaxially with the stroke simulator 5.
- the central axis of the stroke simulator valve 6 (valve mounting hole 503) is provided on substantially the same straight line as the central axis of the stroke simulator 5 (axial direction holes 501, 502). Therefore, the range where the stroke simulator 5 and the stroke simulator valve 6 overlap each other in the axial direction is the maximum. Thereby, the area which projected the stroke simulator 5 and the stroke simulator valve
- the stroke simulator valve 6 (the flange portion 50f including the fastening portions 50g, 50h of the stroke simulator housing 50, the solenoid 61, etc.) is the width of the stroke simulator 5 (the main body portion 50a of the stroke simulator housing 50). It is provided so as to be within the y-axis direction dimension) and the height (z-axis direction dimension).
- the stroke simulator valve 6 is arranged below the master cylinder 4 so as to overlap the master cylinder 4 when viewed from the vertical direction when mounted on the vehicle.
- the master cylinder 4 and the stroke simulator valve 6 are arranged in parallel to each other (the axial directions are substantially the same as each other). As a result, the master cylinder 4 and the stroke simulator valve 6 are positioned up and down with their axial directions aligned.
- the axis of the master cylinder 4 and the axis of the stroke simulator valve 6 are arranged so as to be aligned on substantially the same straight line parallel to the z axis when viewed from the x-axis direction.
- the range in which the master cylinder 4 and the stroke simulator valve 6 overlap each other when viewed from the vertical direction is maximized.
- the stroke simulator valve 6 (the flange portion 50f including the fastening portions 50g and 50h of the stroke simulator housing 50, the solenoid 61, etc.) is connected to the master cylinder 4 (the main body portion 40a of the master cylinder housing 40). Is provided so as to be within the width (dimension in the y-axis direction).
- the x-axis negative direction end of the stroke simulator 5 specifically, the x-axis negative direction end of the main body portion 50a of the stroke simulator housing 50 is the flange portion 50c. It extends to.
- the x-axis positive direction end of the stroke simulator valve 6, specifically, the x-axis positive direction end of the solenoid 61 excluding the connector portion 610 is located on the x-axis negative direction side with respect to the x-axis positive direction end surface of the master cylinder housing 40. (Does not protrude from the master cylinder housing 40 toward the positive x-axis direction). As shown in FIGS.
- the x-axis positive direction end of the reservoir tank 3, the x-axis positive direction end of the master cylinder 4, and the x-axis positive direction end of the stroke simulator valve 6 (connector portion 610) are substantially the same.
- the brake pipe 71 is provided so as to be within the length (x-axis direction dimension) of the master cylinder housing 40 and the stroke simulator housing 50.
- the brake pipe 71 (of the x-axis positive direction end) is positioned on the x-axis negative direction side of the x-axis positive direction end surface of the master cylinder housing 40 (does not protrude toward the x-axis positive direction side of the master cylinder housing 40).
- the master cylinder 4 when the brake device 1 is viewed from the x-axis negative direction side, the master cylinder 4, the stroke simulator 5, and the brake pipe 71 (most of the z-axis negative direction side) are connected to the flange portion 50c. I can't see it in the shade.
- the master cylinder 4 when the brake device 1 is viewed from the z-axis positive direction side, the master cylinder 4 (excluding a part of the flange portion 40b of the master cylinder housing 40) and the connecting portion 50b of the stroke simulator housing 50 are shown.
- the stroke simulator 5 is hidden behind the reservoir tank 3 and cannot be seen.
- FIG. 10 is a perspective view of the actuator 8 as viewed from the x-axis negative direction side, the y-axis negative direction side, and the z-axis positive direction side.
- the actuator 8 is a second brake fluid pressure generation source that receives supply of brake fluid from the master cylinder 4 and the reservoir tank 3 and can generate brake fluid pressure independently of the brake operation by the driver.
- the actuator 8 is a hydraulic pressure control unit that is provided between the wheel cylinder of each wheel and the master cylinder 4 and can individually supply the master cylinder hydraulic pressure or the control hydraulic pressure generated by itself to each wheel cylinder. .
- the actuator 8 includes a hydraulic unit 8a and a controller (electronic control unit ECU) 8b that controls the operation of the hydraulic unit 8a.
- the hydraulic unit 8a and the controller 8b are configured as an integral unit.
- the hydraulic unit 8a is a hydraulic device for generating a control hydraulic pressure, and a plurality of control valves (solenoid valves) for switching a communication state between a pump that is a hydraulic pressure generation source and an oil passage formed in the housing 80. And have.
- a motor 8c for driving the pump is integrally attached to the hydraulic unit 8a (housing 80). Since the specific hydraulic circuit configuration of the hydraulic unit 8a is the same as that of a known hydraulic unit, description thereof is omitted.
- the hydraulic pressure unit 8a is provided with a hydraulic pressure sensor that detects a hydraulic pressure (master cylinder hydraulic pressure or the like) at a predetermined portion of the oil passage, and the detected value is input to the controller 8b.
- the controller 8b is provided so as to be able to control the hydraulic pressure of each wheel cylinder independently of the driver's brake operation by controlling the operation of each device of the hydraulic pressure unit 8a based on various types of input information. .
- the hydraulic unit 8a is connected to the brake device 1 via a brake pipe.
- the hydraulic unit 8a is disposed on the lower side of the brake device 1 so that the direction of the x axis in FIG. 10 and the like coincide with the direction of the x axis in FIG. As a result, it is possible to reduce the projected area in the vertical direction (vehicle up-down direction) of the entire brake system and improve the vehicle mountability.
- the housing 80 of the hydraulic unit 8a is fixedly installed on the vehicle body side (the floor of the engine room) via a damper 8d and a bracket 8e.
- a master cylinder port 81 for the P system and the S system and four wheel cylinder ports 82 are provided as openings of oil passages formed in the housing 80.
- the P system master cylinder port 81P is connected to the P system (y axis negative direction side) discharge port 44P of the master cylinder 4 via the brake pipe, and communicates with the hydraulic chamber 43P.
- the master cylinder port 81S of the S system is connected to the discharge port 44S of the S system of the master cylinder 4 via another brake pipe, and communicates with the hydraulic pressure chamber 43S.
- Each wheel cylinder port 82 is connected to each wheel cylinder via a brake pipe.
- the other port of the housing 80 is connected to the supply port 32b of the reservoir tank 3 through the brake pipe and communicates with the reservoir tank 3.
- the controller 8b is configured separately from the master cylinder 4, in other words, separate from the brake device 1 (master cylinder unit including the stroke simulator valve 6).
- the controller 8b is provided with a connector 83 to which a harness is connected.
- the stroke simulator valve 6 and the controller 8b are connected via a harness.
- the controller 8b has a detection value sent from a pedal stroke sensor that detects the amount of operation of the brake pedal, a detection value sent from a hydraulic pressure sensor that detects the discharge pressure of the pump and the master cylinder hydraulic pressure, and a travel sent from the vehicle. Information on the state is input.
- the controller 8b controls the opening / closing of each electromagnetic valve of the hydraulic unit 8a and the number of rotations of the motor (pump discharge amount) according to a built-in program.
- boost control to reduce brake operating force
- ABS anti-lock brake control
- Brake control vehicle behavior control such as VDC and ESC
- automatic brake control such as preceding vehicle follow-up control
- target deceleration in coordination with regenerative brake
- Regenerative cooperative brake control to achieve the target braking force.
- the boost control the master hydraulic pressure generated in response to the brake operation is driven by the hydraulic pressure unit 8a (using the pump discharge pressure) to increase the assist hydraulic pressure that is formed. Foil cylinder hydraulic pressure higher than cylinder hydraulic pressure is created.
- the hydraulic chamber 43 of the master cylinder 4 and the wheel cylinder of each wheel are in communication.
- the wheel cylinder hydraulic pressure is generated by the master cylinder hydraulic pressure generated using the operating force (depressing force) of the brake pedal by the driver (pressing force brake).
- brake fluid is supplied from each hydraulic chamber 43 of each system of the master cylinder 4 (via an oil passage in the hydraulic unit 8a) to each wheel cylinder (pressure increase). Time). That is, the master cylinder hydraulic pressure generated according to the depression operation of the brake pedal is supplied to the wheel cylinder as it is.
- the wheel cylinder hydraulic pressure is created by the hydraulic pressure generated using the pump while blocking the communication between the hydraulic chamber 43 of the master cylinder 4 and each wheel cylinder. It is possible. Thus, a so-called brake-by-wire system can be configured, and boost control, regenerative cooperative brake control, and the like can be realized.
- the stroke simulator valve 6 is energized and opened. Therefore, the master cylinder 4 (hydraulic pressure chamber 43P) and the stroke simulator 5 (main chamber 54) communicate with each other.
- the stroke simulator 5 sucks and discharges brake fluid from the master cylinder 4 to create a pedal stroke.
- the controller 8b controls the operation (energized state) of the stroke simulator valve 6. That is, the controller 8b integrates a hydraulic pressure controller for controlling the wheel cylinder hydraulic pressure and a controller for controlling the stroke simulator valve 6. In other words, the latter controller is included in the former hydraulic controller.
- the brake device 1 and the actuator 8 are provided separately (separated). Therefore, the versatility of each device (brake device 1 and actuator 8) is high, and the brake system can be easily applied to different vehicle types. Moreover, the brake device 1 can be reduced in size compared with the case where the brake device 1 and the actuator 8 are provided integrally. In general, an installation space in a vehicle of a brake device as an input device to which a brake operation is input is limited. However, by reducing the size of the brake device 1, the layout flexibility of the brake device 1 can be improved.
- the actuator 8 generates a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure so as to execute a boost control that reduces the brake operating force.
- the actuator 8 provided as a wheel cylinder hydraulic pressure control unit provided separately from the brake device 1 can also function as a booster. Therefore, it is possible to omit a conventional booster, for example, a master back that boosts the brake operation force using the intake pressure (negative pressure) generated by the vehicle engine.
- the brake device 1 as the input device may not include a booster that boosts the brake operation force using an accumulator, an electric motor, or the like. Therefore, the whole brake system can be simplified and the applicability to a vehicle is high.
- the space of the vehicle can be saved while reducing the size of the brake device 1.
- the brake device 1 can be installed in a space necessary for installing the master back.
- a link type using a link mechanism or an electric (hydraulic type) booster using an electric motor or the like may be provided.
- the brake device 1 (brake system) of the present embodiment is suitable for a vehicle that can generate a regenerative braking force, but can also be applied to other vehicles (non-electric vehicles that use only an engine as a drive source). is there.
- the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 are provided integrally (assuming one master cylinder unit). Therefore, the oil path connecting the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 can be shortened. Moreover, the brake device 1 as an input device provided with the reservoir tank 3, the master cylinder 4, and the stroke simulator 5 can be reduced in size. By reducing the size of the brake device 1, it is easy to mount the brake device 1 on different vehicle types, and versatility is high. Therefore, manufacturing cost can be reduced.
- the master cylinder has variations depending on the vehicle type of the vehicle to be mounted. If the master cylinder and the stroke simulator are formed using a common housing, it is necessary to set the common housing for each variation of the master cylinder. Therefore, in this case, it is difficult to apply the brake device to different vehicle types (vehicle grades), it is difficult to divert, and there is a possibility of lacking versatility.
- the master cylinder housing 40 is fixed to the stroke simulator housing 50. That is, before assembling the brake device 1, the master cylinder 4 and the stroke simulator 5 are separate bodies (having their own housings 40 and 50) and are separated from each other. The brake device 1 is completed by fixing the housings 40 and 50 integrally at the time of assembly.
- the master cylinder 4 and the stroke simulator 5 are modularized so that the modules 4 and 5 can be appropriately combined according to the type of vehicle (vehicle grade) to be mounted. Therefore, it is easy to use existing products. Specifically, it is suitable for a vehicle by appropriately combining an existing master cylinder 4 (master cylinder housing 40) corresponding to the vehicle grade of the vehicle to be mounted on a predetermined stroke simulator 5 (stroke simulator housing 50). The brake device 1 can be obtained.
- the master cylinder housing 40 and the stroke simulator housing 50 are joined together (sealing joint) by joint surfaces (such as the outer peripheral surface of the fitting portion 40c) having a stamping part, and are fixed integrally with each other. Therefore, the existing (general purpose) master cylinder can be used more easily.
- a concave shape in this embodiment, the first axial direction in this embodiment
- any projection originally fitting portion 40c on the x-axis negative direction side
- the existing master cylinder 4 can be used as it is.
- the stroke simulator housing 50 includes a vehicle attachment surface 508, and is attached to the vehicle by the vehicle attachment surface 508. Therefore, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle via the stroke simulator housing 50. But it is good also as attaching not the stroke simulator housing 50 but the master cylinder housing 40 to a vehicle. However, in this case, if the stroke simulator housing 50 is fixed to the master cylinder housing 40 attached to the vehicle without changing the shape of the existing master cylinder housing 40 as much as possible (for improving versatility), the master cylinder housing At 40, the appropriate locations where the stroke simulator housing 50 can be joined are limited. That is, it is relatively easy to improve the versatility of the master cylinder 4 and attach the stroke simulator 5 to the vehicle via the master cylinder housing 40 (attached to the vehicle).
- the stroke simulator housing 50 is attached to the vehicle as in this embodiment and the master cylinder 4 is attached to the vehicle via the stroke simulator housing 50, the shape of the stroke simulator housing 50 can be set relatively freely. Therefore, it is relatively easy to secure a portion where the master cylinder housing 40 can be joined. That is, the master cylinder 4 and the stroke simulator 5 can be easily attached to the vehicle while improving the versatility of the master cylinder 4. In this embodiment, since the stroke simulator housing 50 is attached to the vehicle, the versatility of the stroke simulator housing 50 can be improved as compared with the case where the master cylinder housing 40 is attached to the vehicle.
- a vehicle mounting portion (a fitting portion in this embodiment) originally provided in the existing master cylinder housing is used as a portion of the master cylinder housing 40 joined to the stroke simulator housing 50.
- 40c can be selected.
- This vehicle attachment part (fitting part 40c) is standardized to some extent. If a concave shape corresponding to the standardized vehicle attachment portion (fitting portion 40c) is provided in the stroke simulator housing 50, this can be used as a general-purpose stroke simulator housing 50. That is, since the general-purpose stroke simulator housing 50 can be combined with an arbitrary master cylinder housing 40, the stroke simulator 5 can be easily used.
- brake pipes 70 and 71 constituting oil passages for connecting them are provided. It is preferable.
- the pipe mounting portion 320a of the reservoir tank 3 and the connection port 58 of the stroke simulator 5 are provided on the same side surface (y-axis positive direction side) of the brake device 1, thereby shortening the brake pipe 71, Connection workability and handling performance of the brake pipe 71 can be improved.
- at least the brake pipe 71 where high pressure does not act is formed of a flexible material (material such as rubber). Therefore, compared with the case where the brake pipe 71 is configured as a steel pipe, the layout and handling characteristics of the brake pipe 71 can be improved.
- the stroke simulator is positioned at the horizontal position of the master cylinder when mounted on the vehicle (adjacent to the horizontal direction or overlapping when viewed from the horizontal direction). Has been placed. Therefore, since the area occupied by the brake device as viewed from above increases, vehicle mountability cannot be improved.
- the master cylinder 4 and the stroke simulator 5 are arranged so as to overlap each other (become up and down positions) when viewed from the vertical direction when mounted on the vehicle. Therefore, the projected area of the brake device 1 from above can be reduced.
- the brake device 1 can be installed over a space necessary for installing the master back (a space generated by excluding the master back). Therefore, it is less necessary to separately provide a space for installing the brake device 1.
- the master cylinder 4 and the stroke simulator 5 overlap each other (both 4, 5 overlap when viewed from the direction orthogonal to the axis of the master cylinder 4).
- positioning both 4 and 5 so that it may overlap in an axial direction (longitudinal direction)
- the increase in the dimension of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed.
- the master cylinder 4 and the stroke simulator 5 can be overlapped when viewed from above. Therefore, the occupied area of the brake device 1 can be reduced.
- the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in the same direction (substantially parallel to each other).
- the axial directions (longitudinal directions) of the master cylinder 4 and the stroke simulator 5 are aligned (aligned). Therefore, it is possible to reduce the area in which the entire master cylinder 4 and the stroke simulator 5 are projected from the axial direction of the master cylinder 4 as compared with the case where both the axial directions are shifted from each other (there is an angle between both axes). is there.
- the brake device 1 (the size of the entire device in the direction perpendicular to the axis of the master cylinder 4) in a plane extending perpendicular to the axis of the master cylinder 4.
- the master cylinder 4 and the stroke simulator 5 are viewed as a whole from the direction perpendicular to the axis of the master cylinder 4, when viewed from a direction in which the axes of the four and the fifth are located on the same straight line, the master cylinder It is possible to minimize the overall size of the device in the direction perpendicular to the four axes.
- the master cylinder 4 and the stroke simulator 5 are arranged in parallel (substantially in parallel with each other) so as to overlap each other in the axial direction (x-axis direction) of the master cylinder 4, both 4, as viewed from the direction perpendicular to the axis of the master cylinder 4. It is possible to increase the area where 5 overlaps (see FIG. 4).
- the axis of the master cylinder 4 and the axis of the stroke simulator 5 are positioned on substantially the same straight line, so that the area where both 4 and 5 overlap can be increased. it can. Therefore, the occupied area of the brake device 1 can be further reduced.
- the above effect can be enhanced by minimizing the overall projected area in the vertical direction.
- the stroke simulator 5 (excluding a part of the connecting portion 50b of the stroke simulator housing 50 and the flange portion 50c) is the contour of the master cylinder 4 (master cylinder housing 40). Fits within.
- the master cylinder 4 (excluding a part of the flange portion 40b) fits within the contour of the reservoir tank 3. Therefore, as shown in FIG.
- the projected area in the vertical direction of the brake device 1 is (the flange portion 40b of the master cylinder housing 40, the connection portion 50b of the stroke simulator housing 50, the pipe mounting portion 320, and the brake pipe 70, Except for 71), the projected area in the vertical direction of the reservoir tank 3 is substantially equal. Therefore, the projected area in the vertical direction of the brake device 1 can be made as small as possible.
- the operating direction of the valve element 640 (plunger 64) of the stroke simulator valve 6 and the operating direction of the reaction force piston 51 of the stroke simulator 5 are arranged in substantially the same direction.
- the axial directions of the stroke simulator valve 6 and the stroke simulator 5 are matched. Therefore, it is possible to reduce the projected area from the axial direction of the entire stroke simulator 5 of the stroke simulator valve 6 and the stroke simulator 5 as compared with the case where both axial directions are shifted from each other (there is an angle between both axes). It is.
- the brake device 1 (the size of the entire device in the direction perpendicular to the axis of the stroke simulator 5) in a plane extending perpendicular to the axis of the stroke simulator 5. Therefore, when the shaft of the stroke simulator 5 is installed so as to extend in the front-rear direction of the vehicle, a region (occupied area) occupied by the brake device 1 in the engine room when viewed from the front-rear direction is reduced. Mountability can be improved. Further, by matching the axial directions of the stroke simulator valve 6 and the stroke simulator 5, as a result, the axial directions of the master cylinder 4 and the stroke simulator valve 6 are matched (substantially parallel to each other). In addition, the occupied area when viewed from above the brake device 1 can be further reduced.
- the stroke simulator valve 6 is disposed at the axial position of the stroke simulator 5. That is, the stroke simulator valve 6 is disposed so as to overlap the stroke simulator 5 when viewed from the axial direction (x-axis direction). Thereby, the projection area from the axial direction of the stroke simulator 5 of the whole stroke simulator valve
- the stroke simulator valve 6 is arranged substantially coaxially with the stroke simulator 5. Therefore, when viewed from the axial direction (x-axis direction), the area where both 5 and 6 overlap can be maximized, and the projected area can be minimized.
- the master cylinder 4 and the stroke simulator valve 6 are arranged so as to overlap each other in the x-axis direction.
- positioning both 4 and 6 so that it may overlap in an axial direction (longitudinal direction)
- the increase in the dimension of the brake device 1 in the axial direction of the master cylinder 4 can be suppressed.
- the master cylinder 4 and the stroke simulator valve 6 can be overlapped when viewed from the vertical direction. Therefore, the occupation area when viewed from above the brake device 1 can be reduced. It should be noted that there is a range where the master cylinder 4 and the stroke simulator valve 6 partially overlap when projected in the vertical direction, but it is preferable that at least half of the stroke simulator valve 6 overlaps the master cylinder 4. In the present embodiment, the above-described effect can be enhanced by maximizing the area where both 4 and 6 overlap in the vertical direction and minimizing the projected area in the vertical direction.
- the stroke simulator valve 6 when viewed from the z-axis direction, fits within the contour of the master cylinder 4 (master cylinder housing 40).
- the x-axis positive direction end of the stroke simulator valve 6 (connector portion 610) is at substantially the same position as the x-axis positive direction ends of the reservoir tank 3 and the master cylinder 4 in the x-axis direction. Therefore, the projected area in the vertical direction of the brake device 1 can be made as small as possible.
- the entire brake device 1 can be further miniaturized and the vehicle mountability can be improved. Moreover, since the structure and brake piping for connecting both 5 and 6 become unnecessary, it is possible to improve the fail-safe property while simplifying the configuration and improving the mounting workability.
- the controller 8b that controls the stroke simulator valve 6 is configured separately from the brake device 1 and is connected to the stroke simulator valve 6 via a harness. Therefore, compared with the case where the brake device 1 and the controller 8b are provided integrally, the brake device 1 can be downsized and the layout flexibility of the brake device 1 can be improved. In other words, the layout performance of the brake device 1 can be improved by integrating the hydraulic pressure controller for controlling the wheel cylinder hydraulic pressure and the controller for controlling the stroke simulator valve 6 as the controller 8b.
- the master cylinder 4, the stroke simulator 5, and the stroke simulator valve 6 are configured to fit within the width (y-axis direction dimension) of the flange portion 50c for mounting the brake device 1 (stroke simulator housing 50) to the vehicle. Therefore, it is possible to reduce the size of the brake device 1 in the lateral direction of the vehicle (in other words, the direction perpendicular to the axes of the master cylinder 4 and the stroke simulator valve 6 when viewed from above). Thereby, the vehicle mountability of the brake device 1 can be further improved, and the space in the engine room can be saved. For example, when viewed from the front-rear direction of the vehicle, it is possible to install the brake device 1 so as to be approximately within the space necessary for installing the master back (the space generated by excluding the master back). . Therefore, it is less necessary to separately provide a space for installing the brake device 1.
- the brake pipe 71 connecting the reservoir tank 3 and the stroke simulator 5 is provided so as to be within the width (y-axis direction dimension) of the flange portion 50c. Therefore, the size of the brake device 1 in the lateral direction of the vehicle can be reduced, and the vehicle mountability of the brake device 1 can be further improved.
- the fastening portion 40d of the master cylinder housing 40 and the fastening portion 50i of the stroke simulator housing 50 are within the width (y-axis direction dimension) of the flange portion 50c while protruding in the y-axis positive direction side.
- Pipe mounting portions 320a and 580 are arranged in the space above and below the fastening portions 40d and 50i, respectively.
- the pipe mounting portions 320a and 580 are both bent so as to open to the x-axis positive direction side (not the y-axis positive direction side) and are provided so as to be within the width (dimension in the y-axis direction) of the flange portion 50c. .
- the brake pipe 71 attached to the pipe attachment parts 320a and 580 is installed in a U shape that bypasses the fastening parts 40d and 50i and the discharge port 44P.
- the brake pipe 71 fits within the width (dimension in the y-axis direction) of the flange portion 50c while eliminating interference with the fastening portion 40d and the like.
- interference between the brake pipe 71 and other members in the engine room can be avoided. Therefore, the vehicle mountability of the brake device 1 can be improved while suppressing damage to the brake pipe 71.
- the brake pipe 71 is formed of a flexible material (a material such as rubber), the damage can be effectively suppressed.
- the stroke simulator 5 is arranged on the lower side of the master cylinder 4 and the reservoir tank 3 is arranged on the upper side of the master cylinder 4 (when the vehicle is mounted, the reservoir tank 3, the master cylinder 4 and the stroke simulator 5 are arranged in this order). For this reason, the air bleeding property of the brake device 1 can be improved. In other words, when the brake device 1 is attached to the vehicle or maintenance (brake fluid replacement), an operation of removing air from the brake device 1 is performed. In the simulator oil passage, the air can be easily extracted by the air bleeding bleeder 57 on the side of the stroke simulator 5 (including the main chamber 54) from the stroke simulator valve 6.
- the bleeder 57 is provided so as to open to the z-axis positive direction side of the main chamber 54 (cylindrical portion 50e) of the stroke simulator 5, that is, an upper portion where air easily collects. Therefore, the air bleeding property can be improved.
- the air passes through the brake pipe 70 to the master cylinder 4 (hydraulic pressure chamber 43 ⁇ / b> P) and the reservoir tank 3 (supply port 30). Can be pulled out.
- the stroke simulator 5 is disposed below the master cylinder 4, and the reservoir tank 3 is disposed above the master cylinder 4. Therefore, since air (bubbles) rises due to buoyancy and is easily removed from the reservoir tank 3 via the brake pipe 70 and the like, the air venting performance can be improved.
- a master cylinder 4 that generates brake fluid pressure by a driver's brake operation
- a stroke simulator 5 for generating the pseudo operation reaction force of the brake operation member by receiving the brake fluid flowing out from the master cylinder 4
- the master cylinder 4 and the stroke simulator 5 provide a brake device that is integrally arranged so as to overlap each other in the vertical direction (viewed from the vertical direction) when the vehicle is mounted. Therefore, the projected area of the brake device 1 from above can be reduced, and the vehicle mountability can be improved.
- a reservoir tank 3 capable of supplying brake fluid to the master cylinder 4;
- the stroke simulator 5 is disposed below the master cylinder 4, and the reservoir tank 3 is disposed above the master cylinder 4. Therefore, the air bleeding property can be improved.
- the stroke simulator 5 includes a reaction force piston 51 (piston) that operates in the axial direction when brake fluid flows in,
- the axial direction of the master cylinder 4 and the axial direction of the stroke simulator 5 are arranged in the same direction. Therefore, the projected area of the brake device 1 from above can be further reduced by aligning both axial directions.
- a stroke simulator valve 6 for restricting the inflow of brake fluid into the stroke simulator;
- the stroke simulator valve is arranged coaxially with the stroke simulator.
- the stroke simulator valve 6 is arranged so as to overlap the master cylinder 4 in the vertical direction (viewed from the vertical direction).
- It has a flange part 50c (flange) for fixing to the vehicle,
- the master cylinder 4 and the stroke simulator 5 are configured to fit within the width of the flange portion 50c. Therefore, it is possible to reduce the size of the brake device 1 in the lateral direction of the vehicle and further improve the vehicle mountability.
- a reservoir tank 3 disposed above the master cylinder for storing brake fluid;
- a brake pipe 71 for connecting the reservoir tank and the stroke simulator is provided, The brake pipe is provided to fit within the width of the flange.
- the master cylinder 4 includes a master cylinder housing 40 in which a piston is accommodated.
- the stroke simulator includes a stroke simulator housing 50 that houses a piston that operates in the axial direction when brake fluid flows therein, Each housing is fixed integrally with each other.
- a master cylinder 4 capable of generating brake fluid pressure by operating the piston in the axial direction;
- a brake simulator 5 that generates a pseudo operation reaction force by injecting a brake fluid that flows out of the master cylinder when the driver performs a brake operation, and operating a reaction force piston in an axial direction by the inflow brake fluid;
- a brake device in which the master cylinder and the stroke simulator are arranged so as to be in a vertical position in a state where the axial directions are aligned when mounted on a vehicle.
- a reservoir tank 3 for supplying brake fluid into the master cylinder; When the vehicle is mounted, the reservoir tank, the master cylinder, and the stroke simulator are arranged in this order from the top.
- the stroke simulator valve is disposed at an axial position of the stroke simulator.
- the stroke simulator valve has a valve body 640 that operates in the axial direction, The operating direction of the valve body and the operating direction of the reaction force piston are arranged in the same direction.
- the master cylinder has a master cylinder housing that houses a piston inside,
- the stroke simulator includes a stroke simulator housing in which a reaction force piston is accommodated.
- the master cylinder housing and the stroke simulator housing have joint surfaces for fixing them together, The joining surface includes a stamping part.
- the stroke simulator housing has a fixing flange for fixing to the vehicle, The master cylinder and the stroke simulator are configured to fit within the width of the fixed flange.
- Brake piping that connects the reservoir tank that stores brake fluid and the stroke simulator, The brake piping is provided to fit within the width of the fixed flange.
- an actuator 8 for controlling a wheel cylinder hydraulic pressure in accordance with a brake operation state or a vehicle state;
- a brake system provided with a brake device 1 that is provided separately from the actuator 8 and that operates according to a driver's brake operation,
- the brake device 1 includes a master cylinder 4 that generates brake fluid pressure by a driver's brake operation, A stroke simulator 5 in which the brake fluid flowing out from the master cylinder 4 flows and generates a pseudo operation reaction force of the brake operation member;
- a stroke simulator valve 6 for restricting the flow of brake fluid into the stroke simulator 5;
- a controller 8b for controlling the stroke simulator valve 6;
- the master cylinder 4 and the stroke simulator 5 are integrally arranged so as to overlap each other in the vertical direction (viewed from the vertical direction) when mounted on the vehicle,
- the controller 8b is configured separately from the master cylinder 4, and the stroke simulator valve 6 and the controller 8b provide a brake system connected via a harness.
- the actuator has a hydraulic pressure controller to control the wheel cylinder hydraulic pressure, The controller is included in the hydraulic controller.
- the master cylinder has a master cylinder housing that houses a piston inside,
- the stroke simulator includes a stroke simulator housing in which a reaction force piston is accommodated.
- the stroke simulator includes a piston that operates in the axial direction when brake fluid flows in, The axial direction of the master cylinder and the axial direction of the stroke simulator are arranged in the same direction.
- the concrete structure of this invention is not limited to an Example,
- the design change of the range which does not deviate from the summary of invention are included in the present invention.
- the master cylinder and the stroke simulator may be formed using a common housing.
- the master cylinder and the stroke simulator may be arranged separately (for example, separated from each other while being spatially close) instead of being integrated.
- the vehicle mountability can be improved by arranging the master cylinder and the stroke simulator so as to overlap each other when viewed from the vertical direction. Further, as shown in FIG.
- a spring (dish) serving as a damper is provided between the x-axis negative direction end of the master cylinder housing 40 (fitting portion 40c) and the flange portion 21 of the push rod 2 (the outer periphery of the piston 41P). It is good also as installing 23, such as a spring.
- the flange portion 21 comes into contact with the end of the spring 23 in the x-axis negative direction, and the spring 23 is pressed and contracted by the flange portion 21 from the x-axis negative direction side.
- the spring 23 that compresses and deforms adjusts the operating force of the brake pedal by applying a reaction force to the brake pedal via the push rod 2.
- preferable characteristics can be exhibited in the entire range of the brake pedal operation amount.
- a link type booster using a link mechanism is installed between the brake pedal and the clevis 20 instead of causing the actuator 8 to function as a booster.
- Desirable braking characteristics such as excessive increase in lever ratio in the pedal stroke area at the later stage of brake operation, if the characteristics of the link mechanism are designed so that a predetermined boosting performance can be obtained under the constraint conditions when the vehicle is mounted. There is a possibility that (the relationship between the pedaling force, the stroke, and the deceleration) cannot be obtained.
- the spring 23 when the spring 23 is installed, the spring 23 is compressed in the latter half of the brake operation, thereby increasing the pedal reaction force and attenuating the pedal force, thereby obtaining a preferable brake characteristic in the entire range of the brake pedal operation amount. It becomes possible.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Electromagnetism (AREA)
- Regulating Braking Force (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Abstract
Description
本実施例のブレーキ装置が適用される車両は、電動機により回生制動力を発生可能な電動車両である。電動車両としては、例えば、車輪を駆動する原動機としてエンジン(内燃機関)のほか電動式のモータ(ジェネレータ)を備えたハイブリッド車や、モータ(ジェネレータ)のみを備えた電気自動車等が挙げられる。本実施例の制動系(ブレーキシステム)は、車両の各車輪にブレーキ液圧を付与して制動力を発生させる液圧式ブレーキシステムである。車両の各車輪に設けられたホイルシリンダ(キャリパ)は、制動操作液圧や制御液圧の供給を受けてブレーキ作動液圧(ホイルシリンダ液圧)を発生する。ブレーキシステムは、運転者のブレーキ操作が入力される入力装置としてのブレーキ装置1と、運転者のブレーキ操作に応じた電気信号に基づいてブレーキ液圧を発生可能な電動ブレーキアクチュエータ(以下、アクチュエータ8という。)とを備えている。ブレーキ装置1は、運転者のブレーキ操作に応じて作動し、制動操作液圧としてのマスタシリンダ液圧を発生する。アクチュエータ8は、ブレーキ装置1とは別体に設けられ、ブレーキ操作状態又は車両の状態に応じてホイルシリンダ液圧(ブレーキ液圧)を制御する。
次に、作用を説明する。本実施例のブレーキシステムでは、ブレーキ装置1とアクチュエータ8は別体に(分離して)設けられている。よって、各装置(ブレーキ装置1、アクチュエータ8)の汎用性が高く、ブレーキシステムを異なる車種にも適用しやすい。また、ブレーキ装置1とアクチュエータ8を一体に設けた場合に比べて、ブレーキ装置1を小型化することができる。一般にブレーキ操作が入力される入力装置としてのブレーキ装置の車両における設置スペースは限られているところ、ブレーキ装置1を小型化することで、ブレーキ装置1のレイアウト自由度を向上することができる。
以下、実施例1から把握される発明とその効果を列挙する。
(1)運転者のブレーキ操作によってブレーキ液圧を発生するマスタシリンダ4と、
マスタシリンダ4から流出したブレーキ液が流入しブレーキ操作部材の擬似操作反力を生成するストロークシミュレータ5とを備え、
マスタシリンダ4とストロークシミュレータ5は車両搭載時に鉛直方向に(鉛直方向から見て)互いに重なり合うよう一体的に配置されているブレーキ装置を提供する。
よって、上方からのブレーキ装置1の投影面積を低減し、車両搭載性を向上することができる。
(2)前記ブレーキ装置において、
マスタシリンダ4へブレーキ液を供給可能なリザーバタンク3を備え、
ストロークシミュレータ5はマスタシリンダ4の下側に配置され、リザーバタンク3はマスタシリンダ4の上側に配置されている。
よって、エア抜き性を向上することができる。
(3)前記ブレーキ装置において、
ストロークシミュレータ5はブレーキ液が流入すると軸方向に作動する反力ピストン51(ピストン)を備え、
マスタシリンダ4の軸方向とストロークシミュレータ5の軸方向とが互いに同方向になるよう配置されている。
よって、両軸方向を合わせることで、上方からのブレーキ装置1の投影面積を更に低減することができる。
(4)前記ブレーキ装置において、
ストロークシミュレータへのブレーキ液の流入を制限するためのストロークシミュレータバルブ6を備え、
ストロークシミュレータバルブはストロークシミュレータと同軸に配置されている。
(5)前記ブレーキ装置において、
ストロークシミュレータバルブ6は鉛直方向に(鉛直方向から見て)、マスタシリンダ4と重なり合うよう配置されている。
(6)前記ブレーキ装置において、
車両に固定するためのフランジ部50c(フランジ)を備え、
マスタシリンダ4及びストロークシミュレータ5はフランジ部50cの幅内に収まるよう構成されている。
よって、車両の横方向におけるブレーキ装置1の小型化を図り、車両搭載性を更に向上することができる。
(7)前記ブレーキ装置において、
マスタシリンダの上側に配置されブレーキ液を貯留するリザーバタンク3と、
リザーバタンクとストロークシミュレータを接続するブレーキ配管71を備え、
ブレーキ配管はフランジの幅内に収まるよう設けられている。
(8)前記ブレーキ装置において、
マスタシリンダ4は内部にピストンを収容したマスタシリンダハウジング40を備え、
ストロークシミュレータは内部にブレーキ液が流入すると軸方向に作動するピストンを収容したストロークシミュレータハウジング50を備え、
各ハウジングは互いに一体的に固定されている。
(9)ピストンが軸方向に作動することでブレーキ液圧を発生可能なマスタシリンダ4と、
運転者のブレーキ操作時にマスタシリンダから流出したブレーキ液が流入し、流入したブレーキ液によって反力ピストンが軸方向に作動することで擬似操作反力を生成するストロークシミュレータ5とを備え、
車両搭載時に前記マスタシリンダと前記ストロークシミュレータが前記軸方向を合わせた状態で上下の位置になるよう配置されているブレーキ装置を提供する。
(10)前記ブレーキ装置において、
マスタシリンダ内へブレーキ液を供給するリザーバタンク3を備え、
車両搭載時に上からリザーバタンク、マスタシリンダ、ストロークシミュレータの順になるよう配置されている。
(11)前記ブレーキ装置において、
ストロークシミュレータへのブレーキ液の流入を制限するためのストロークシミュレータバルブ6を備え、
ストロークシミュレータバルブは前記ストロークシミュレータの軸方向位置に配置されている。
(12)前記ブレーキ装置において、
ストロークシミュレータバルブは軸方向に作動する弁体640を有し、
記弁体の作動方向と反力ピストンの作動方向とが同一方向になるよう配置されている。
(13)前記ブレーキ装置において、
マスタシリンダは内部にピストンを収容したマスタシリンダハウジングを備え、
ストロークシミュレータは内部に反力ピストンを収容したストロークシミュレータハウジングを備える。
(14)前記ブレーキ装置において、
マスタシリンダハウジングとストロークシミュレータハウジングは互いに一体的に固定するための接合面を備え、
接合面は印籠部を備える。
(15)前記のブレーキ装置において、
ストロークシミュレータハウジングは車両に固定するための固定フランジを備え、
マスタシリンダ及びストロークシミュレータは固定フランジの幅内に収まるよう構成されている。
(16)前記ブレーキ装置において、
ブレーキ液を貯留するリザーバタンクとストロークシミュレータとを接続するブレーキ配管を備え、
ブレーキ配管は固定フランジの幅内に収まるよう設けられている。
(17)ブレーキ操作状態または車両の状態に応じてホイルシリンダ液圧を制御するアクチュエータ8と、
アクチュエータ8とは別体に設けられ、運転者のブレーキ操作に応じて作動するブレーキ装置1とを備えたブレーキシステムであって、
ブレーキ装置1は、運転者のブレーキ操作によってブレーキ液圧を発生するマスタシリンダ4と、
マスタシリンダ4から流出したブレーキ液が流入しブレーキ操作部材の擬似操作反力を生成するストロークシミュレータ5と、
ストロークシミュレータ5へのブレーキ液の流入を制限するためのストロークシミュレータバルブ6と、
ストロークシミュレータバルブ6を制御するコントローラ8bとを備え、
マスタシリンダ4とストロークシミュレータ5は車両搭載時に鉛直方向に(鉛直方向から見て)互いに重なり合うよう一体的に配置され、
コントローラ8bはマスタシリンダ4とは別体で構成され、ストロークシミュレータバルブ6とコントローラ8bはハーネスを介して接続されているブレーキシステムを提供する。
よって、上記(1)と同様の効果を得る。また、コントローラ8bをマスタシリンダ4とは別体にしたことで、ブレーキ装置1を小型化し、レイアウト自由度を向上することができる。
(18)前記ブレーキシステムにおいて、
アクチュエータはホイルシリンダ液圧を制御するための液圧コントローラを備え、
コントローラは前記液圧コントローラに含まれている。
(19)前記ブレーキシステムにおいて、
マスタシリンダは内部にピストンを収容したマスタシリンダハウジングを備え、
ストロークシミュレータは内部に反力ピストンを収容したストロークシミュレータハウジングを備えている。
(20)前記ブレーキシステムにおいて、
前記ストロークシミュレータはブレーキ液が流入すると軸方向に作動するピストンを備え、
前記マスタシリンダの軸方向と前記ストロークシミュレータの軸方向とが互いに同方向になるよう配置されている。
以上、本発明を実現するための形態を、実施例に基づいて説明してきたが、本発明の具体的な構成は実施例に限定されるものではなく、発明の要旨を逸脱しない範囲の設計変更等があっても、本発明に含まれる。例えば、マスタシリンダとストロークシミュレータとを共通のハウジングを用いて形成することとしてもよい。また、マスタシリンダとストロークシミュレータを一体的ではなく別体に(例えば空間的に近接しつつ分離して)配置することとしてもよい。これらの場合も、車両搭載時にマスタシリンダとストロークシミュレータを鉛直方向から見て互いに重なり合うように配置することで、車両搭載性を向上することができる。また、図9に示すように、マスタシリンダハウジング40(嵌合部40c)のx軸負方向端とプッシュロッド2のフランジ部21との間(ピストン41Pの外周)に、ダンパとしてのばね(皿ばね等)23を設置することとしてもよい。ブレーキペダルの操作量が所定量以上になると、ばね23のx軸負方向端にフランジ部21が当接するようになり、ばね23は、フランジ部21によりx軸負方向側から押し縮められる。圧縮変形するばね23は、プッシュロッド2を介してブレーキペダルに反力を付与することで、ブレーキペダルの操作力を調整する。よって、ブレーキペダル操作量の全領域で好ましい特性を発揮することが可能となる。例えば、アクチュエータ8を倍力装置として機能させる代わりに、リンク機構を用いたリンク式倍力装置をブレーキペダルとクレビス20との間に設置した場合を想定する。リンク機構の特性を、車両搭載時の制約条件下で所定の倍力性能を得ることができるものにしようとすると、ブレーキ操作後期のペダルストローク領域でレバー比が過度に上昇する等、好ましいブレーキ特性(踏力とストロークと減速度の関係)を得ることができないおそれがある。これに対し、ばね23を設置すれば、ばね23がブレーキ操作後期に押し縮められることでペダル反力を増加させ、踏力を減衰させることで、ブレーキペダル操作量の全領域で好ましいブレーキ特性を得ることが可能となる。
3 リザーバタンク
4 マスタシリンダ
5 ストロークシミュレータ
50c フランジ部(フランジ)
51 反力ピストン(ピストン)
6 ストロークシミュレータバルブ
8 アクチュエータ
8b コントローラ
Claims (21)
- 運転者のブレーキ操作によってブレーキ液圧を発生するマスタシリンダと、
前記マスタシリンダから流出したブレーキ液が流入しブレーキ操作部材の擬似操作反力を生成するストロークシミュレータとを備え、
前記マスタシリンダと前記ストロークシミュレータは車両搭載時に鉛直方向に互いに重なり合うよう一体的に配置されていることを特徴とするブレーキ装置。 - 請求項1に記載のブレーキ装置において、
前記マスタシリンダへブレーキ液を供給可能なリザーバタンクを備え、
前記ストロークシミュレータは前記マスタシリンダの下側に配置され、前記リザーバタンクは前記マスタシリンダの上側に配置されていることを特徴とするブレーキ装置。 - 請求項1に記載のブレーキ装置において、
前記ストロークシミュレータはブレーキ液が流入すると軸方向に作動するピストンを備え、
前記マスタシリンダの軸方向と前記ストロークシミュレータの軸方向とが互いに同方向になるよう配置されていることを特徴とするブレーキ装置。 - 請求項3に記載のブレーキ装置において、
前記ストロークシミュレータへのブレーキ液の流入を制限するためのストロークシミュレータバルブを備え、
前記ストロークシミュレータバルブは前記ストロークシミュレータと同軸に配置されていることを特徴とするブレーキ装置。 - 請求項4に記載のブレーキ装置において、
前記ストロークシミュレータバルブは鉛直方向に前記マスタシリンダと重なり合うよう配置されていることを特徴とするブレーキ装置。 - 請求項1に記載のブレーキ装置において、
車両に固定するためのフランジを備え、
前記マスタシリンダ及び前記ストロークシミュレータは前記フランジの幅内に収まるよう構成されていることを特徴とするブレーキ装置。 - 請求項4に記載のブレーキ装置において、
前記マスタシリンダの上側に配置されブレーキ液を貯留するリザーバタンクと、
前記リザーバタンクと前記ストロークシミュレータを接続するブレーキ配管を備え、
前記ブレーキ配管は前記フランジの幅内に収まるよう設けられていることを特徴とするブレーキ装置。 - 請求項1に記載のブレーキ装置において、
前記マスタシリンダは内部にピストンを収容したマスタシリンダハウジングを備え、
前記ストロークシミュレータは内部にブレーキ液が流入すると軸方向に作動するピストンを収容したストロークシミュレータハウジングを備え、
前記各ハウジングは互いに一体的に固定されていることを特徴とするブレーキ装置。 - ピストンが軸方向に作動することでブレーキ液圧を発生可能なマスタシリンダと、
運転者のブレーキ操作時に前記マスタシリンダから流出したブレーキ液が流入し、流入したブレーキ液によって反力ピストンが軸方向に作動することで擬似操作反力を生成するストロークシミュレータとを備え、
車両搭載時に前記マスタシリンダと前記ストロークシミュレータが前記軸方向を合わせた状態で上下の位置になるよう配置されていることを特徴とするブレーキ装置。 - 請求項9に記載のブレーキ装置において、
前記マスタシリンダ内へブレーキ液を供給するリザーバタンクを備え、
車両搭載時に上から前記リザーバタンク、前記マスタシリンダ、前記ストロークシミュレータの順になるよう配置されていることを特徴とするブレーキ装置。 - 請求項9に記載のブレーキ装置において、
前記ストロークシミュレータへのブレーキ液の流入を制限するためのストロークシミュレータバルブを備え、
前記ストロークシミュレータバルブは前記ストロークシミュレータの軸方向位置に配置されていることを特徴とするブレーキ装置。 - 請求項11に記載のブレーキ装置において、
前記ストロークシミュレータバルブは軸方向に作動する弁体を有し、
前記弁体の作動方向と前記反力ピストンの作動方向とが同一方向になるよう配置されていることを特徴とするブレーキ装置。 - 請求項12に記載のブレーキ装置において、
前記マスタシリンダは内部に前記ピストンを収容したマスタシリンダハウジングを備え、
前記ストロークシミュレータは内部に前記反力ピストンを収容したストロークシミュレータハウジングを備えたことを特徴とするブレーキ装置。 - 請求項13に記載のブレーキ装置において、
前記マスタシリンダハウジングと前記ストロークシミュレータハウジングは互いに一体的に固定するための接合面を備え、
前記接合面は印籠部を備えたことを特徴とするブレーキ装置。 - 請求項9に記載のブレーキ装置において、
前記ストロークシミュレータハウジングは車両に固定するための固定フランジを備え、
前記マスタシリンダ及びストロークシミュレータは前記固定フランジの幅内に収まるよう構成されていることを特徴とするブレーキ装置。 - 請求項15に記載のブレーキ装置において、
ブレーキ液を貯留するリザーバタンクとストロークシミュレータとを接続するブレーキ配管を備え、
ブレーキ配管は固定フランジの幅内に収まるよう設けられていることを特徴とするブレーキ装置。 - ブレーキ操作状態または車両の状態に応じてホイルシリンダ液圧を制御するアクチュエータと、
前記アクチュエータとは別体に設けられ、運転者のブレーキ操作に応じて作動するブレーキ装置とを備えたブレーキシステムであって、
前記ブレーキ装置は、運転者のブレーキ操作によってブレーキ液圧を発生するマスタシリンダと、
前記マスタシリンダから流出したブレーキ液が流入しブレーキ操作部材の擬似操作反力を生成するストロークシミュレータと、
前記ストロークシミュレータへのブレーキ液の流入を制限するためのストロークシミュレータバルブと、
前記ストロークシミュレータバルブを制御するコントローラとを備え、
前記マスタシリンダと前記ストロークシミュレータは車両搭載時に鉛直方向に互いに重なり合うよう一体的に配置され、
前記コントローラは前記マスタシリンダとは別体で構成され、前記ストロークシミュレータバルブと前記コントローラはハーネスを介して接続されていることを特徴とするブレーキシステム。 - 請求項17に記載のブレーキシステムにおいて、
前記アクチュエータはホイルシリンダ液圧を制御するための液圧コントローラを備え、
前記コントローラは前記液圧コントローラに含まれていることを特徴とするブレーキシ
ステム。 - 請求項17に記載のブレーキシステムにおいて、
前記マスタシリンダは内部にピストンを収容したマスタシリンダハウジングを備え、
前記ストロークシミュレータは内部に反力ピストンを収容したストロークシミュレータハウジングを備えたことを特徴とするブレーキシステム。 - 請求項18に記載のブレーキシステムにおいて、
前記ストロークシミュレータはブレーキ液が流入すると軸方向に作動するピストンを備え、
前記マスタシリンダの軸方向と前記ストロークシミュレータの軸方向とが互いに同方向になるよう配置されていることを特徴とするブレーキシステム。 - 運転者のブレーキ操作によって、リザーバタンクからのブレーキ液を圧送するマスタシリンダと、
前記マスタシリンダから圧送されたブレーキ液が流入しブレーキ操作部材の擬似操作反力を生成するストロークシミュレータとを備え、
前記ストロークシミュレータと前記リザーバタンクの間に、前記マスタシリンダの長手方向の軸線と前記ストロークシミュレータの長手方向の軸線が実質的に平行となるように、前記マスタシリンダが配置されていることを特徴とするブレーキ装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480013262.XA CN105073525B (zh) | 2013-05-24 | 2014-05-21 | 制动装置及制动系统 |
KR1020157023337A KR101719443B1 (ko) | 2013-05-24 | 2014-05-21 | 브레이크 장치 및 브레이크 시스템 |
DE112014002556.9T DE112014002556T5 (de) | 2013-05-24 | 2014-05-21 | Bremsvorrichtung und Bremssystem |
US14/774,553 US10202108B2 (en) | 2013-05-24 | 2014-05-21 | Brake apparatus and brake system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013109634A JP6115943B2 (ja) | 2013-05-24 | 2013-05-24 | ブレーキ装置及びブレーキシステム |
JP2013-109634 | 2013-05-24 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014189066A1 true WO2014189066A1 (ja) | 2014-11-27 |
Family
ID=51933619
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2014/063421 WO2014189066A1 (ja) | 2013-05-24 | 2014-05-21 | ブレーキ装置及びブレーキシステム |
Country Status (6)
Country | Link |
---|---|
US (1) | US10202108B2 (ja) |
JP (1) | JP6115943B2 (ja) |
KR (1) | KR101719443B1 (ja) |
CN (3) | CN105073525B (ja) |
DE (1) | DE112014002556T5 (ja) |
WO (1) | WO2014189066A1 (ja) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6535952B2 (ja) * | 2015-11-20 | 2019-07-03 | 日立オートモティブシステムズ株式会社 | 液圧制御装置およびブレーキシステム |
JP6575025B2 (ja) * | 2016-06-17 | 2019-09-18 | 日立オートモティブシステムズ株式会社 | 液圧制御装置およびブレーキシステム |
US10668908B2 (en) * | 2017-11-14 | 2020-06-02 | Robert Bosch Gmbh | Brake fluid reservoir |
USD870618S1 (en) * | 2017-11-17 | 2019-12-24 | Global Horizons Enterprises Llc | Canister |
JP7143806B2 (ja) * | 2019-04-03 | 2022-09-29 | トヨタ自動車株式会社 | 車両 |
CN112277906B (zh) * | 2019-12-31 | 2022-06-10 | 京西重工(上海)有限公司 | 踏板制动组件 |
DE102021202553A1 (de) * | 2021-03-10 | 2022-09-15 | Continental Teves Ag & Co. Ohg | Bremsgerät mit einer Simulatoreinheit |
USD973105S1 (en) | 2022-06-02 | 2022-12-20 | Joe R. Granatelli | Automobile vacuum pump canister |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6436554A (en) * | 1987-07-31 | 1989-02-07 | Nissin Kogyo Kk | Tandem-type master cylinder |
WO1999039956A1 (de) * | 1998-02-07 | 1999-08-12 | Continental Teves Ag & Co. Ohg | Betätigungseinrichtung für ein elektronisch regelbares bremsbetätigungssystem |
JP2001213295A (ja) * | 1999-11-24 | 2001-08-07 | Sumitomo Denko Brake Systems Kk | 車両用液圧ブレーキ装置 |
JP2005104334A (ja) * | 2003-09-30 | 2005-04-21 | Hitachi Ltd | マスタシリンダ装置 |
JP2007203891A (ja) * | 2006-02-02 | 2007-08-16 | Hitachi Ltd | ソレノイドバルブおよびブレーキ液圧制御装置 |
JP2008238834A (ja) * | 2007-03-24 | 2008-10-09 | Hitachi Ltd | ブレーキ制御装置 |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4326379A (en) | 1979-11-06 | 1982-04-27 | Societe Anonyme Francaise Du Ferodo | Hydraulic control device for a motor vehicle braking circuit |
DE4430168B4 (de) * | 1994-08-25 | 2004-12-02 | Robert Bosch Gmbh | Fahrzeugbremsanlage |
GB2305478B (en) * | 1995-09-26 | 1999-05-12 | Delphi France Automotive Sys | Brake system |
DE19822411A1 (de) * | 1998-02-07 | 1999-08-12 | Itt Mfg Enterprises Inc | Betätigungseinrichtung für ein elektronisch regelbares Bremsbetätigungssystem |
US6464307B1 (en) * | 1999-11-24 | 2002-10-15 | Sumitomo (Sei) Brake Systems, Inc. | Automotive hydraulic pressure brake system |
JP2005104333A (ja) * | 2003-09-30 | 2005-04-21 | Hitachi Ltd | マスタシリンダ装置 |
JP4589015B2 (ja) * | 2004-02-26 | 2010-12-01 | 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 |
JP4380512B2 (ja) | 2004-11-30 | 2009-12-09 | 日産自動車株式会社 | 車両用ブレーキ装置 |
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 |
JP4563931B2 (ja) * | 2005-12-27 | 2010-10-20 | 日立オートモティブシステムズ株式会社 | タンデム型マスタシリンダ装置 |
WO2010137059A1 (ja) * | 2009-05-25 | 2010-12-02 | トヨタ自動車株式会社 | 制動操作装置 |
KR101327205B1 (ko) * | 2009-12-01 | 2013-11-11 | 주식회사 만도 | 하이브리드 제동장치 |
CN201597497U (zh) * | 2010-02-12 | 2010-10-06 | 陕西同力重工股份有限公司 | 一种工程桥梁运输车 |
CN201777241U (zh) * | 2010-08-19 | 2011-03-30 | 上海通用汽车有限公司 | 一种机动车制动液储液罐 |
EP2641793B1 (en) | 2010-11-17 | 2015-08-19 | Honda Motor Co., Ltd. | Input device of vehicle brake system |
JP5364077B2 (ja) | 2010-11-17 | 2013-12-11 | 本田技研工業株式会社 | 車両用ブレーキシステムの入力装置 |
-
2013
- 2013-05-24 JP JP2013109634A patent/JP6115943B2/ja active Active
-
2014
- 2014-05-21 CN CN201480013262.XA patent/CN105073525B/zh active Active
- 2014-05-21 CN CN201810326173.0A patent/CN108515953A/zh active Pending
- 2014-05-21 DE DE112014002556.9T patent/DE112014002556T5/de not_active Ceased
- 2014-05-21 KR KR1020157023337A patent/KR101719443B1/ko active IP Right Grant
- 2014-05-21 US US14/774,553 patent/US10202108B2/en active Active
- 2014-05-21 WO PCT/JP2014/063421 patent/WO2014189066A1/ja active Application Filing
- 2014-05-21 CN CN201810326648.6A patent/CN108340897A/zh active Pending
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6436554A (en) * | 1987-07-31 | 1989-02-07 | Nissin Kogyo Kk | Tandem-type master cylinder |
WO1999039956A1 (de) * | 1998-02-07 | 1999-08-12 | Continental Teves Ag & Co. Ohg | Betätigungseinrichtung für ein elektronisch regelbares bremsbetätigungssystem |
JP2001213295A (ja) * | 1999-11-24 | 2001-08-07 | Sumitomo Denko Brake Systems Kk | 車両用液圧ブレーキ装置 |
JP2005104334A (ja) * | 2003-09-30 | 2005-04-21 | Hitachi Ltd | マスタシリンダ装置 |
JP2007203891A (ja) * | 2006-02-02 | 2007-08-16 | Hitachi Ltd | ソレノイドバルブおよびブレーキ液圧制御装置 |
JP2008238834A (ja) * | 2007-03-24 | 2008-10-09 | Hitachi Ltd | ブレーキ制御装置 |
Also Published As
Publication number | Publication date |
---|---|
CN105073525A (zh) | 2015-11-18 |
KR101719443B1 (ko) | 2017-03-23 |
KR20150112009A (ko) | 2015-10-06 |
US20160031425A1 (en) | 2016-02-04 |
US10202108B2 (en) | 2019-02-12 |
DE112014002556T5 (de) | 2016-02-11 |
JP2014227097A (ja) | 2014-12-08 |
JP6115943B2 (ja) | 2017-04-19 |
CN105073525B (zh) | 2018-06-29 |
CN108515953A (zh) | 2018-09-11 |
CN108340897A (zh) | 2018-07-31 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6115944B2 (ja) | ブレーキ装置及びブレーキシステム | |
JP6115943B2 (ja) | ブレーキ装置及びブレーキシステム | |
US20170349155A1 (en) | Brake unit | |
WO2015016302A1 (ja) | ブレーキ装置 | |
CN108349463B (zh) | 液压控制装置以及制动系统 | |
JP6616487B2 (ja) | ブレーキ装置 | |
JP6461388B2 (ja) | ブレーキ装置 | |
JP6288881B2 (ja) | ブレーキ装置 | |
JP6437068B2 (ja) | ブレーキ装置 | |
JP6214069B2 (ja) | ブレーキ装置 | |
JP7112467B2 (ja) | ブレーキ装置 | |
JP7526325B2 (ja) | ブレーキ装置 | |
JP7112462B2 (ja) | ブレーキ装置 | |
JP6650013B2 (ja) | ブレーキ装置 | |
JP6794561B2 (ja) | ブレーキ装置 | |
JP2012106639A (ja) | 車両用ブレーキシステムの入力装置 | |
JP6770628B2 (ja) | ブレーキ装置 | |
WO2017217488A1 (ja) | 液圧制御装置およびブレーキシステム |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201480013262.X Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 14801320 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 20157023337 Country of ref document: KR Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14774553 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112014002556 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 14801320 Country of ref document: EP Kind code of ref document: A1 |