WO2015076133A1 - ブレーキ装置 - Google Patents
ブレーキ装置 Download PDFInfo
- Publication number
- WO2015076133A1 WO2015076133A1 PCT/JP2014/079712 JP2014079712W WO2015076133A1 WO 2015076133 A1 WO2015076133 A1 WO 2015076133A1 JP 2014079712 W JP2014079712 W JP 2014079712W WO 2015076133 A1 WO2015076133 A1 WO 2015076133A1
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- WO
- WIPO (PCT)
- Prior art keywords
- brake device
- master cylinder
- pump
- unit
- brake
- Prior art date
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Images
Classifications
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- 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
- 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
- B60T11/18—Connection thereof to initiating means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
- B60T13/145—Master cylinder integrated or hydraulically coupled with booster
- B60T13/146—Part of the system directly actuated by booster pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
-
- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/82—Brake-by-Wire, EHB
Definitions
- the present invention relates to a brake control device that applies a braking force to a vehicle.
- Patent Document 1 Conventionally, the technology described in Patent Document 1 is known as a brake device.
- a sensor for detecting the displacement amount of the piston of the master cylinder is arranged inside the master cylinder as means for detecting the brake operation amount of the driver.
- a piston that strokes through a rod that operates in an axial direction in response to a driver's brake pedal operation, and brake fluid that has flowed out in accordance with the stroke of the piston are contained.
- a master cylinder unit having an oil passage that circulates and a stroke sensor that is attached to the outer wall of the master cylinder unit and detects the stroke amount of the piston in the axial direction are provided.
- the master cylinder unit and the stroke sensor are integrated, the assembly of the brake device to the vehicle body is improved. Further, since the stroke sensor is attached to the outer wall of the master cylinder unit, the degree of layout freedom can be increased, and the detection accuracy of the sensor can be ensured by ensuring a layout that avoids noise.
- FIG. 1 is a system diagram showing the composition of the brake of Example 1. It is a perspective view of the brake device of Example 1. It is a front view showing the brake device of Example 1. It is a left view showing the brake device of Example 1. BRIEF DESCRIPTION OF THE DRAWINGS FIG. It is a top view showing the brake device of Example 1.
- FIG. FIG. 2 is a cross-sectional view of the brake device according to the first embodiment taken along line BB. It is a perspective view showing the state where the brake device of Example 1 was carried in vehicles. It is a perspective view showing the state which mounted the brake device of Example 2 in the vehicle. It is a perspective view showing the state which is a modification of Example 2 and has installed a brake device in vehicles.
- FIG. 1 is a diagram illustrating a schematic configuration of a brake device according to a first embodiment together with a hydraulic circuit.
- the brake device 1 is a brake system for an electric vehicle such as a hybrid vehicle provided with an electric motor (generator) in addition to an engine or an electric vehicle provided only with an electric motor (generator) as a prime mover for driving wheels. It is a hydraulic brake device applied to.
- regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy can be executed by a regenerative braking device including a motor (generator).
- the brake device 1 supplies a brake fluid as a working fluid to a brake operation unit provided on each wheel FL to RR of the vehicle to generate a brake fluid pressure (wheel cylinder fluid pressure). A hydraulic braking force is applied to.
- the brake operating unit including the wheel cylinder 8 is a so-called disc type, and is arranged with a brake disc that is a brake rotor that rotates integrally with the tire, and a predetermined clearance (gap or buzz) with respect to the brake disc, and is moved by the hydraulic pressure of the wheel cylinder.
- a caliper (hydraulic brake caliper) including a brake pad that generates a braking force by contacting the brake disc is provided.
- the brake device 1 has two systems (primary P system and secondary S system) of brake piping, and employs, for example, an X piping format. In addition, you may employ
- the brake device 1 includes a brake pedal 2 as a brake operation member that receives an input of a driver's (driver) brake operation, and a brake operation force (a pedaling force of the brake pedal 2) with respect to an operation amount (pedal stroke) of the brake pedal 2 by the driver.
- a brake pedal 2 as a brake operation member that receives an input of a driver's (driver) brake operation, and a brake operation force (a pedaling force of the brake pedal 2) with respect to an operation amount (pedal stroke) of the brake pedal 2 by the driver.
- a reservoir tank hereinafter referred to as “reservoir” that is a brake fluid source that stores brake fluid and is released to atmospheric pressure
- a master cylinder unit 5 connected to the brake pedal 2 and supplied with brake fluid from the reservoir 4 and activated by operation of the brake pedal 2 by the driver to generate brake fluid pressure (master cylinder pressure);
- a pump unit 7 for generating pressure is provided.
- the master cylinder unit 5 is supplied with a brake fluid from the master cylinder unit 50 that generates a master cylinder pressure by the operation of the brake pedal 2 and the reservoir 4 or the master cylinder unit 50, and is independent of the brake operation by the driver.
- a hydraulic pressure control unit 60 including a plurality of electromagnetic valves that generate the pressure and an electronic control unit (hereinafter referred to as ECU) 100 that controls the operation of the plurality of electromagnetic valves and the pump unit 7 are provided.
- ECU electronice control unit
- the various solenoid valves are collectively referred to as a solenoid valve 20.
- the brake device 1 does not include an engine negative pressure booster that boosts the brake operation force using the intake negative pressure generated by the vehicle engine.
- the link mechanism 3 is a pedaling force amplifying mechanism provided between the brake pedal 2 and the master cylinder unit 5, and an input side link member is rotatably connected to the brake pedal 2 and an output side link member. Is rotatably connected to the push rod 30.
- the master cylinder unit 50 is a tandem type, and serves as a master cylinder piston that moves in the axial direction in response to a driver's brake operation, a primary piston 54P connected to the push rod 30, a free piston type secondary piston 54S, Is provided.
- the primary piston 54P is provided with a stroke sensor 90 that detects a pedal stroke. Details of the stroke sensor 90 will be described later.
- the hydraulic pressure control unit 60 is provided between the wheel cylinder 8 and the master cylinder unit 50 and can individually supply the master cylinder pressure or the control hydraulic pressure to each wheel cylinder 8.
- the hydraulic pressure control unit 60 has a plurality of control valves as actuators for generating a control hydraulic pressure.
- a solenoid valve or the like opens and closes in response to a control signal to control the flow of brake fluid.
- the hydraulic pressure control unit 60 is provided so that the wheel cylinder 8 can be increased by the hydraulic pressure generated by the pump unit 7 in a state where the communication between the master cylinder unit 50 and the wheel cylinder 8 is cut off.
- a stroke simulator 27 is provided that creates a pedal stroke when the brake fluid flows from the master cylinder unit 50 in response to a brake operation.
- the master cylinder unit 5 is provided with hydraulic pressure sensors 91 to 93 for detecting the discharge pressure of the pump unit 7 and the master cylinder pressure.
- the pump unit 7 is configured separately from the master cylinder unit 5 and is connected to the master cylinder unit 5 and the reservoir 4 by piping (connection piping 10R, suction piping 12a, discharge piping 13a).
- the pump unit 7 sucks the brake fluid in the reservoir 4 by the rotational drive of the motor M and discharges it toward the wheel cylinder 8.
- an external gear pump (hereinafter, gear pump 70) excellent in sound vibration performance and the like is employed.
- the pump unit 7 is used in common in both systems and is driven by the same motor M.
- the motor M for example, a brush motor can be used.
- the ECU 100 receives detection values sent from the stroke sensor 90 and the hydraulic pressure sensors 91 to 93 and information on the running state sent from the vehicle, and controls each actuator of the hydraulic pressure control unit 60 based on a built-in program. . Specifically, the opening / closing operation of an electromagnetic valve that switches the communication state of the oil passage and the rotation speed of the motor M that drives the pump unit 7 (that is, the discharge amount of the pump unit 7) are controlled.
- boost control to reduce brake operation force anti-lock brake control (hereinafter referred to as ABS) for suppressing wheel slip due to braking, and vehicle motion control (side slip prevention and other vehicle behavior stabilization)
- ABS anti-lock brake control
- vehicle motion control side slip prevention and other vehicle behavior stabilization
- automatic brake control such as preceding vehicle following control
- regenerative braking Realizes regenerative cooperative brake control.
- the boost control when the driver operates the brake, the discharge pressure of the pump unit 7 is used as a hydraulic pressure source, and the hydraulic pressure control unit 60 is driven to create a wheel cylinder hydraulic pressure higher than the master cylinder pressure. A hydraulic braking force that is insufficient for the driver's braking force is generated.
- the boost function which assists brake operation is exhibited. That is, instead of not including the engine negative pressure booster, the hydraulic pressure control unit 60 and the pump unit 7 are operated so that the brake operation force can be assisted.
- the regenerative cooperative brake control for example, a hydraulic braking force that is insufficient for the regenerative braking force by the regenerative braking device is generated to generate the braking force requested by the driver.
- the master cylinder unit 50 is a first hydraulic pressure source that is connected to the wheel cylinder 8 via a first oil passage 11 to be described later and can increase the hydraulic pressure of the wheel cylinder, and is a master generated in the first liquid chamber 51P.
- the cylinder cylinder pressure can pressurize the wheel cylinders 8a and 8d via the P system oil passage (first oil passage 11P), and the master cylinder pressure generated by the second liquid chamber 51S can cause the first oil passage of the S system.
- the wheel cylinders 8b and 8c can be pressurized via 11S.
- the pistons 54P and 54S of the master cylinder portion 50 are inserted so as to be movable in the axial direction along the inner peripheral surface of the bottomed cylindrical cylinder.
- the cylinder includes a discharge port (supply port) 501 that is connected to the hydraulic pressure control unit 60 so as to be able to communicate with the wheel cylinder 8, and a replenishment port 502 that is connected to the reservoir 4 and communicates therewith.
- a coil spring 56P as a return spring is installed in a compressed state in the first liquid chamber 51P between the pistons 54P and 54S.
- a coil spring 56S is installed in a compressed state in the second liquid chamber 51S between the piston 54S and the axial end of the cylinder.
- a discharge port 501 is always open in the first and second liquid chambers 51P and 51S.
- the hydraulic pressure control unit 60 is provided in the first oil passage 11 and the first oil passage 11 that connect the discharge port 501 (first and second fluid chambers 51P and 51S) of the master cylinder portion 50 and the wheel cylinder 8.
- the normally open shutoff valve 21 and the normally open pressure increasing valve provided on the wheel cylinder 8 side of the first oil passage 11 corresponding to the wheels FL to RR (in the oil passages 11a to 11d).
- SOL / V IN suction oil passage 12 connecting a liquid reservoir 12 a provided in the suction portion of the pump unit 7 and a decompression oil passage 15 described later, and a shut-off valve 21 in the first oil passage 11.
- SOL / V ⁇ IN22 and the discharge oil passage 13 connecting the discharge portion 71 of the pump unit 7 and the discharge oil passage 13, and the brake fluid from the discharge portion 71 side to the first oil passage 11 side is provided.
- Discharge oil that connects the check valve 130 that allows only the flow, the downstream side of the check valve 130, and the first oil passage 11P of the P system.
- the sub-chamber (back pressure chamber) R2 of the stroke simulator 27, the suction oil passage 12, and the discharge oil passage It includes 3 and the second simulator oil passage 17 that connects via a stroke simulator in valve 31 and the stroke simulator out valve 32, the.
- a liquid reservoir 12 a is provided at a portion where the connection pipe 10 R from the reservoir 4 is connected to the suction oil passage 12 of the pump unit 7.
- the discharge oil passages 13P and 13S constitute a communication passage that connects the first oil passage 11P of the P system and the first oil passage 11S of the S system.
- the pump unit 7 is connected to the wheel cylinders 8a to 8d via the communication passages (discharge oil passages 13P, 13S) and the first oil passages 11P, 11S, and is connected to the communication passages (discharge oil passages 13P, 13S).
- This is a second hydraulic pressure source capable of increasing the wheel cylinder hydraulic pressure by discharging brake fluid.
- At least one of the shutoff valve 21, SOL / V IN22, communication valve 23P, pressure regulating valve 24, and pressure reducing valve 25 of each system is a current supplied to the solenoid. It is a proportional control valve in which the opening degree of the valve is adjusted according to.
- the other valve is an on / off valve in which opening and closing of the valve is controlled to be switched in a binary manner.
- a proportional control valve can also be used as the other valve.
- the shut-off valve 21 is provided on the first oil passages 11P and 11S and between the wheel cylinder 8 and the stroke simulator valve 26. Further, a bypass oil passage 120 is provided in parallel with the first oil passage 11 so as to bypass the SOL / V IN 22 and only a brake fluid flow from the wheel cylinder 8 side to the master cylinder 5 side is allowed. Is provided in the bypass oil passage 120. ⁇
- the first simulator oil passage 16 is provided with a hydraulic pressure sensor 91 for detecting the hydraulic pressure at this location (the hydraulic pressure in the stroke simulator 27 and the master cylinder pressure). Between the shut-off valve 21 and the SOL / V IN 22 in the first oil passage 11, a hydraulic pressure sensor 92 that detects the hydraulic pressure (foil cylinder hydraulic pressure) at this location is provided. Between the check valve 130 and the communication valve 23 in the discharge oil passage 13P, a hydraulic pressure sensor 93 that detects the hydraulic pressure (pump discharge pressure) at this location is provided.
- the stroke simulator 27 is divided into two chambers (main chamber R1 and sub chamber R2) and a piston 27a provided in the chamber R so as to be movable in the axial direction, and the stroke simulator 27 is compressed into the sub chamber R2.
- a spring 27b that is an elastic member that constantly urges the piston 27a toward the main chamber R1 (the direction in which the volume of the main chamber R1 is reduced and the volume of the sub chamber R2 is increased).
- the system (suction oil path 12, discharge oil path 13 and the like) is a so-called brake-by-wire system that creates wheel cylinder hydraulic pressure by the hydraulic pressure generated by the pump unit 7 and realizes boost control, regenerative cooperative control, and the like. Configure the system.
- the stroke simulator 27 performs at least the first oil passage 11P from the master cylinder portion 50 (first liquid chamber 51P).
- the brake fluid flowing out into the main chamber R1 flows through the first simulator oil passage 16 to create a pedal stroke.
- the shut-off valve 21P is closed so that the communication between the master cylinder 50 and the wheel cylinder 8 is shut off, and the stroke simulator out valve 32 is opened so that the master cylinder 50 and the stroke simulator 27 communicate with each other.
- the brake fluid is discharged to the suction oil passage 12 through the passage 17.
- the piston 27a returns to the initial position by the urging force (elastic force) of the spring 27b.
- the stroke simulator 27 simulates the fluid rigidity of the wheel cylinder 8 by sucking the brake fluid from the master cylinder 5 in this way, and reproduces the pedal depression feeling.
- the ECU 100 constitutes a hydraulic pressure control unit that controls the hydraulic pressure of the wheel cylinder 8 by operating the pump unit 7 and the electromagnetic valve based on various information.
- the ECU 100 includes a brake operation amount detection unit 101, a target wheel cylinder hydraulic pressure calculation unit 102, a pedal force brake generation unit 103, a boost control unit 104, a boost control switching unit 105, and an auxiliary pressure increase unit 106. And a brake fluid reservoir 107.
- the brake operation amount detection unit 101 receives the detection value of the stroke sensor 90 and detects the displacement amount (pedal stroke) of the brake pedal 2 as the brake operation amount.
- a target foil cylinder hydraulic pressure calculation unit 102 calculates a target foil cylinder hydraulic pressure.
- a predetermined boost ratio that is, an ideal relationship characteristic between the pedal stroke and the driver's required brake hydraulic pressure (vehicle deceleration G requested by the driver) is obtained.
- the target wheel cylinder hydraulic pressure is calculated in relation to the regenerative braking force.
- the target wheel is such that the sum of the regenerative braking force input from the control unit of the regenerative braking device and the hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure satisfies the vehicle deceleration required by the driver.
- the target wheel cylinder hydraulic pressure of each wheel FL to RR is calculated so as to realize a desired vehicle motion state based on, for example, the detected vehicle motion state amount (lateral acceleration or the like).
- the pedal force brake generating unit 103 is configured so that the stroke simulator 27 does not function by controlling the shut-off valve 21 in the opening direction, the stroke simulator in valve 31 in the opening direction, and the stroke simulator out valve 32 in the closing direction. Realizes a pedal brake that creates wheel cylinder hydraulic pressure using the master cylinder pressure.
- the boost control unit 104 controls the shut-off valve 21 in the closing direction so that the state of the hydraulic pressure control unit 60 becomes a state in which the wheel cylinder hydraulic pressure can be generated by the pump unit 7 and executes the boost control. .
- the target wheel cylinder hydraulic pressure is realized by controlling each actuator of the hydraulic pressure control unit 60.
- the stroke simulator 27 is caused to function by closing the stroke simulator in valve 31 and controlling the stroke simulator out valve 32 in the opening direction.
- the boost control switching unit 105 controls the operation of the master cylinder unit 5 based on the calculated target wheel cylinder hydraulic pressure, and switches between the pedal brake and the boost control. Specifically, when the brake operation amount detection unit 101 detects the start of the brake operation, the calculated target wheel cylinder hydraulic pressure is a predetermined value (for example, equivalent to the maximum value of the vehicle deceleration G that occurs during normal braking other than during sudden braking). In the following cases, the wheel cylinder hydraulic pressure is generated by the pedal force brake generating unit 103. On the other hand, when the target wheel cylinder hydraulic pressure calculated at the time of the brake depression operation becomes higher than the predetermined value, the boost control unit 104 generates the wheel cylinder hydraulic pressure.
- FIG. 2 is a perspective view showing the brake device of the first embodiment
- FIG. 3 is a front view showing the brake device of the first embodiment
- FIG. 4 is a left side view showing the brake device of the first embodiment
- FIG. FIG. 6 is a plan view showing the brake device according to the first embodiment
- FIG. 7 is a cross-sectional view along the line BB of the brake device according to the first embodiment.
- the master cylinder unit 5 of the brake device 1 houses a first unit housing 5a that houses the master cylinder portion 50 and the stroke simulator 27, various solenoid valves 20, a hydraulic pressure sensor, and the like, and a plurality of oil passages are provided.
- the second unit housing 5b includes an ECU 100 for outputting control command signals calculated based on various sensor signals and the like to various electromagnetic valves 20.
- the first unit housing 5a has a flat first side surface 5a6 that faces the second unit housing 5b.
- a master cylinder housing portion 5a2 that swells in a substantially cylindrical shape on the side opposite to the second unit housing 5b side and accommodates the master cylinder portion 50 inside, and a stroke inside.
- a stroke simulator accommodating portion 5a3 for accommodating the simulator 27 is formed. As shown in the AA cross-sectional view of FIG.
- the stroke simulator 27 is housed in a cylinder portion drilled in the first unit housing 5a, and this cylinder portion is sealed by a plug member 27c.
- flange portions 5a4 for attaching the brake device 1 to the vehicle instrument panel 200 are formed, and formed at the four corners of the flange portion 5a4. It is attached to the instrument panel 200 by the attached mounting bolt 5a41.
- a rubber boot 5a5 is attached to the outer periphery of the push rod 30 to prevent dust from entering.
- a reservoir 4 is attached above the first unit housing 5a.
- a sensor mounting surface 5a21 is formed on the flange portion 5a4 side of the master cylinder housing portion 5a2 in which a substantially cylindrical bulge portion is cut off flatly.
- a stroke sensor 90 is attached to the sensor attachment surface 5a21.
- a holder member 90a is attached to a primary piston 54P connected to the push rod 30.
- a permanent magnet 90b is held on the outer periphery of the holder member 90a. The permanent magnet 90b strokes with a predetermined correlation with the pedal stroke amount of the brake pedal 2.
- a hall element is accommodated in the stroke sensor 90, and a stroke amount is detected by detecting a change in magnetic flux due to the stroke of the permanent magnet 90b with the hall element.
- the stroke sensor 90 and the permanent magnet 90b are arranged as close as possible. Therefore, the outer surface of the master cylinder housing portion 5a2 is scraped to form the sensor mounting surface 5a21 so that the distance between the stroke sensor 90 and the permanent magnet 90b is reduced.
- the stroke sensor 90 detects the magnetic flux emitted from the permanent magnet 90b, another magnetic flux (for example, leakage magnetic flux from the motor M that drives the pump unit 7, If there is a leakage magnetic flux from the coil of the valve 20 or the like, the detection accuracy may be reduced.
- the brake device 1 is configured in which the positional relationship between the stroke sensor 90 and an actuator that affects other magnetic fluxes is sufficiently considered.
- the second unit housing 5b is configured by a substantially rectangular parallelepiped aluminum block, and a first mounting surface 5b1 to which the first unit housing 5a is mounted by a bolt 5a1 and a second surface formed at a position facing the first mounting surface 5b1. It has an attachment surface 5b2, and an oil passage connection surface 5b3 formed between the first attachment surface 5b1 and the second attachment surface 5b2 and on the reservoir 4 side. A plurality of oil passages are drilled inside the second unit housing 5b, and mounting holes for mounting various electromagnetic valves 20 and hydraulic pressure sensors 91, 92, 93 are formed on the second mounting surface 5b2. (See FIG. 7). A plurality of oil passages are formed in the oil passage connection surface 5b3, and pipes to the respective wheel cylinders 8 are connected.
- the second mounting surface 5b2 is mounted with an ECU 100 including a control board 105 that calculates a control amount based on the coil of the solenoid valve 20 and various sensor signals and outputs a control command.
- the ECU 100 includes a first connector unit 101 to which a control board 105 housed in a case formed of a resin material and equipped with a microcomputer and the like and a wiring L2 for outputting a drive signal from the control board 105 to the motor M are connected. And a second connector portion 102 connected to the control board 105 and the stroke sensor 90 via the wiring L2 and connected to a CAN communication line L1 (see FIG. 8) for transmitting and receiving information to and from other controllers. .
- the stroke sensor 90 and the various solenoid valves 20 are disposed at positions facing each other via the second unit housing 5b. Therefore, even if magnetic flux leakage occurs with energization of the coil of the electromagnetic valve 20, the influence on the stroke sensor 90 is suppressed.
- FIG. 8 is a perspective view showing a state in which the brake device of the first embodiment is mounted on a vehicle.
- the instrument panel 200 is formed with a brake device attachment portion 201 that is bulged to attach the brake device 1.
- the brake device attaching portion 201 is provided at a position close to the body side member 401 and the tire housing 402 to which the strut mount is attached.
- a master cylinder unit 5 is attached to the brake device attachment portion 201.
- the master cylinder unit 5 is further provided below the master cylinder unit 5 and on the inner side in the vehicle width direction, and includes a first bracket 300 and a second bracket 301.
- a pump unit 7 is attached via a support member. That is, the master cylinder unit 5 is laid out at a position outside the vehicle body with respect to the pump unit 7.
- the position of the brake pedal is basically determined in front of the driver's seat, and there is almost no layout freedom of the master cylinder unit 5. Since the outer side of the vehicle body than the master cylinder unit 5 is limited by the tire housing 402, the layout of the pump unit 7 on the inner side of the vehicle body relative to the master cylinder unit 5 ensures a degree of freedom in layout. Yes.
- the first bracket 300 extends from the lower curved surface of the instrument panel 200 toward the front and upper side of the vehicle.
- the second bracket 301 is a substantially vertical surface of the instrument panel 200, one end is fixed above the first bracket 300 and below the master cylinder unit 5, and the other end is connected to the first bracket 300.
- the pump unit 7 is fixed to the second bracket 301 with a bolt, and thus the pump unit 7 is fixedly supported by both the first bracket 300 and the second bracket 301.
- the master cylinder unit 5 and the pump unit 7 are arranged apart from each other, and the control board 105 and the motor M are electrically connected by the wiring L ⁇ b> 2 connected to the first connector portion 101.
- the master cylinder unit 5, the pump unit 7, and the reservoir 4 are connected to each other by piping (connection piping 10R, suction piping 12a, discharge piping 13a) so as to be able to send and receive brake fluid.
- the pump unit 7 has a block-shaped pump housing 75.
- the motor M is fixed to the first side surface 75a of the pump housing 75
- the gear pump 70 is fixed to the second side surface 75b opposite to the first side surface 75a.
- Various pipes and bolts for fixing to the second bracket 301 are attached to the outer periphery of the trunk portion connecting the first side surface 75a and the second side surface 75b of the pump housing 75.
- the pump unit 7 is arranged so that the rotational axis direction of the motor M and the stroke direction of the push rod 30 of the master cylinder unit 5 are substantially parallel. In other words, the rotation axis direction of the piston 54 and the rotation axis direction of the motor M are arranged so as to be substantially parallel.
- the motor M is attached to the vehicle front side of the pump housing 75 and the gear pump 70 is attached to the instrument panel 200 side of the pump housing 75, so that the stroke sensor disposed on the instrument panel 200 side of the master cylinder unit 5 is provided.
- 90 and the motor M are arrange
- a brake device comprising: a master cylinder unit 5 having an oil passage; and a stroke sensor 90 that is attached to an outer wall of the master cylinder unit 5 and detects an axial stroke amount of a piston 54. Therefore, since the master cylinder unit 5 and the stroke sensor 90 are integrated, the assembling property of the brake device 1 to the vehicle body is improved. Further, since the stroke sensor 90 is attached to the outer wall of the master cylinder unit 5, the degree of freedom in layout can be increased, and the detection accuracy of the sensor can be ensured by ensuring a layout that avoids noise.
- the master cylinder unit 5 includes an electromagnetic valve 20 that connects and disconnects an oil passage, and an ECU 100 (control unit) that drives the electromagnetic valve 20;
- the stroke sensor 90 is attached to the master cylinder housing portion 5a2 side (one side surface) of the master cylinder unit 5, and the ECU 100 is disposed at a position facing the master cylinder housing portion 5a2 of the master cylinder unit 5.
- (1-3) The brake device according to (1-2) described above, including a gear pump 70 that sucks brake fluid from the master cylinder unit 5 and a motor M (electric motor) that drives the gear pump 70, and a stroke sensor 90 is a magnetic sensor that detects the stroke of the piston 54 based on a magnetic change, and the motor M is arranged farther from the stroke sensor 90 than the ECU 100. Therefore, the influence of noise due to magnetic flux leakage from the motor M can be avoided and the detection accuracy of the stroke sensor 90 can be improved.
- the control apparatus for an electric vehicle described in (1-1) above includes a gear pump 70 that sucks in brake fluid from the master cylinder unit 5 and a motor M (electric motor) that drives the gear pump 70.
- the motor M and the gear pump 70 are integrally formed as a pump unit 7 via a pump housing 75, and the pump unit 7 is connected to a master cylinder unit via a suction pipe 12a (suction hose) for sucking brake fluid from the master cylinder unit 5.
- 5 is a brake device.
- the master cylinder unit 5 is laid out at a position outside the vehicle body relative to the pump unit 7, in other words, the pump unit 7 is laid out inside the vehicle body relative to the master cylinder unit 5, the degree of layout freedom can be increased, and the stroke sensor The noise resistance of 90 can be improved.
- a piston 54 that strokes through a push rod 30 that operates in an axial direction in response to a driver's operation of a brake pedal in a cylinder formed inside, and flows out in accordance with the stroke of the piston 54
- the first unit housing 5a and the second unit housing 5b housing
- the valve 20 is provided on the second mounting surface 5b2 side of the second unit housing 5b, and is provided on the master cylinder unit 5 having the ECU 100 for driving the electromagnetic valve 20, and the first mounting surface 5b1 of the second unit housing 5b.
- a brake device comprising a troke sensor 90. Therefore, since the master cylinder unit 5 and the stroke sensor 90 are integrated, the assembling property of the brake device 1 to the vehicle body is improved. Further, since the stroke sensor 90 is attached to the outer wall of the master cylinder unit 5, the degree of freedom in layout can be increased, and the detection accuracy of the sensor can be ensured by ensuring a layout that avoids noise.
- the stroke sensor 90 is provided on the sensor mounting surface 5a21 of the first unit housing 5a that is separated from the second mounting surface 5b2 of the second unit housing 5b on which the electromagnetic valve 20 is provided, noise due to leakage magnetic flux from the electromagnetic valve 20 is provided. The detection accuracy of the sensor can be ensured by avoiding the influence.
- the gear pump 70 that sucks in brake fluid from the master cylinder unit 5 the motor M that drives the gear pump 70, and the stroke sensor 90 indicate the stroke of the piston 54.
- the master cylinder unit 5 is laid out at a position outside the vehicle body relative to the pump unit 7, in other words, the pump unit 7 is laid out inside the vehicle body relative to the master cylinder unit 5, the degree of layout freedom can be increased, and the stroke sensor The noise resistance of 90 can be improved.
- a piston 54 that strokes through a push rod 30 that operates in an axial direction in accordance with a driver's operation of a brake pedal in a cylinder formed inside, and flows out in accordance with the stroke of the piston 54
- First and second unit housings 5a and 5b having oil passages through which brake fluid flows, a solenoid valve 20 provided on the second mounting surface 5b2 of the second unit housing 5b and connected to the oil passages, and a second unit
- a master cylinder unit 5 that is provided on the second mounting surface 5b2 side of the housing 5b and includes an ECU 100 for driving the solenoid valve 20, and a first unit housing 5a that faces the first mounting surface 5b1 of the second unit housing 5b.
- a stroke sensor 90 which is attached to the outer wall of the sensor mounting surface 5a21 (other side surface) and detects the stroke of the piston 54 based on a magnetic change;
- a brake device including a gear pump 70 for sucking brake fluid from the motor unit 5 and a motor M for driving the gear pump 70. Therefore, since the master cylinder unit 5 and the stroke sensor 90 are integrated, the assembling property of the brake device 1 to the vehicle body is improved. Further, since the stroke sensor 90 is attached to the outer wall of the master cylinder unit 5, the degree of freedom in layout can be increased, and the detection accuracy of the sensor can be ensured by ensuring a layout that avoids noise.
- the stroke sensor 90 is provided on the sensor mounting surface 5a21 of the first unit housing 5a that is separated from the second mounting surface 5b2 of the second unit housing 5b on which the electromagnetic valve 20 is provided, noise due to leakage magnetic flux from the electromagnetic valve 20 is provided. The detection accuracy of the sensor can be ensured by avoiding the influence.
- the stroke sensor 90 is disposed at a position closer to the ECU 100 than the motor M. Therefore, the influence of noise due to magnetic flux leakage from the motor M can be avoided and the detection accuracy of the stroke sensor 90 can be improved.
- the motor M and the gear pump 70 are integrally configured as a pump unit 7 via a pump housing 75, and the pump unit 7 is braked from the master cylinder unit 5
- a brake device characterized by being connected to the master cylinder unit 5 via a suction pipe 12a (suction hose) for sucking liquid.
- FIG. 9 is a perspective view illustrating a state in which the brake device according to the second embodiment is mounted on a vehicle.
- the pump unit 7 is instructed to the instrument panel 200 via the first and second brackets 300 and 301.
- the second embodiment is different in that a bracket portion 751 is formed in the pump housing 75 and is fixed directly to the master cylinder housing portion 5a2 side by a bolt, below the master cylinder unit 5.
- the pump unit 7 is arranged on the inner side of the master cylinder unit 5 by fixing the master cylinder unit 5 to the master cylinder housing 5a2 side which is the first unit housing 5a of the master cylinder unit 5.
- This increases the flexibility of layout.
- an oil passage that connects the oil passage in the pump unit 7 and the oil passage in the master cylinder unit 5 is formed inside the bracket portion 751, whereby the bracket can be removed and various pipes can be removed. (Connection pipe 10R, suction pipe 12a, discharge pipe 13a) can also be eliminated, and assembling can be improved.
- Example 2 since the master cylinder unit 5 and the pump unit 7 are integrated, the brake device 1 is fixedly supported by the brake device mounting portion 201. Thereby, the assembly property to the vehicle is improved. Further, since the pump unit 7 serving as a source of earthquake is not directly attached to the instrument panel 200 when the motor M is driven, but is indirectly attached to the instrument panel 200 via the master cylinder unit 5, vibration is attenuated. This improves sound vibration performance.
- the stroke sensor 90 is disposed on the brake pedal side so as to detect the stroke of the push rod 30, and the motor M is a rotating machine.
- the rotation axis direction of the gear pump 70 and the rotation axis direction of the piston 54 are the same direction, and the pump unit 7 and the master cylinder unit 5 are integrally fixed so that the gear pump 70 is closer to the stroke sensor 90 than the motor M.
- the motor M is a rotating machine so that the rotation axis direction of the motor M and the gear pump 70 and the rotation axis direction of the piston 54 are the same direction.
- the master cylinder unit 5 is laid out at a position outside the vehicle body relative to the pump unit 7, in other words, the pump unit 7 is laid out inside the vehicle body relative to the master cylinder unit 5, the degree of layout freedom can be increased, and the stroke sensor The noise resistance of 90 can be improved.
- FIG. 10 shows a modification of the second embodiment.
- the motor M is fixed to the first side surface 75a of the pump housing 75, and the gear pump 70 is fixed to the second side surface 75b opposite to the first side surface 75a.
- the motor M may be attached to the first side surface 75a, and the motor M may be fixed to the second side surface 75b facing the first side surface 75a.
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Abstract
Description
図1は、実施例1のブレーキ装置の概略構成を油圧回路と共に示す図である。ブレーキ装置1は、車輪を駆動する原動機として、エンジン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、電動式のモータ(ジェネレータ)のみを備えた電気自動車等の、電動車両のブレーキシステムに適用される液圧式ブレーキ装置である。このような電動車両においては、モータ(ジェネレータ)を含む回生制動装置により、車両の運動エネルギを電気エネルギに回生することで車両を制動する回生制動を実行可能である。ブレーキ装置1は、車両の各車輪FL~RRに設けられたブレーキ作動ユニットに作動流体としてのブレーキ液を供給してブレーキ液圧(ホイルシリンダ液圧)を発生させることで、各車輪FL~RRに液圧制動力を付与する。
以下、実施例1に記載のブレーキ装置の作用効果を列挙する。
Claims (19)
- ブレーキ装置であって、
内部に運転者のブレーキペダル操作に応じて軸方向に作動するロッドを介してストロークするピストンと、前記ピストンのストロークに応じて流出したブレーキ液が流通する油路を備えたマスタシリンダユニットと、
前記マスタシリンダユニットの外壁に取り付けられ前記ピストンの軸方向のストローク量を検出するストロークセンサを備えたブレーキ装置。 - 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ユニットは、前記油路を断接する電磁弁と、前記電磁弁を駆動するためのコントロールユニットを備え、
前記ストロークセンサは前記マスタシリンダユニットの一側面側に取り付けられ、前記コントロールユニットは前記マスタシリンダユニットの前記一側面に対向する位置に配置されているブレーキ装置。 - 請求項2に記載のブレーキ装置において、
前記マスタシリンダユニットからブレーキ液を吸入するポンプと、
前記ポンプを駆動する電動機と、を有し、
前記ストロークセンサは前記ピストンのストロークを磁気的変化に基づき検出する磁気センサであって、
前記電動機を前記コントロールユニットよりも前記ストロークセンサから離れて配置したブレーキ装置。 - 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ユニットからブレーキ液を吸入するポンプと、
前記ポンプを駆動する電動機と、を有し、
前記電動機と前記ポンプはポンプハウジングを介して一体的にポンプユニットとして構成し、
前記ポンプユニットは前記マスタシリンダユニットからブレーキ液を吸入するサクションホースを介して前記マスタシリンダユニットと接続しているブレーキ装置。 - 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ユニットは、前記ポンプユニットよりも車体外側の位置にレイアウトされるよう構成されているブレーキ装置。 - 請求項4に記載のブレーキ装置において、
前記ポンプユニットは前記マスタシリンダユニットと一体的に固定しているブレーキ装置。 - 請求項6に記載のブレーキ装置において、
前記マスタシリンダユニットは前記ポンプユニットよりも車体外側の位置にレイアウトされるよう構成されているブレーキ装置。 - 請求項6に記載のブレーキ装置において、
前記ストロークセンサは前記ロッドのストロークを検出するよう前記ブレーキペダル側に配置され、
前記電動機は回転機であって、前記電動機とポンプの回転軸方向と前記ピストンの回転軸方向とを同一方向とすると共に、前記ポンプが前記電動機よりも前記ストロークセンサに近接するよう前記ポンプユニットとマスタシリンダユニットを一体的に固定したブレーキ装置。 - 請求項6に記載のブレーキ装置において、
前記マスタシリンダユニットの取り付け面が車体のフロアパネルに取り付けられているブレーキ装置。 - 請求項9に記載のブレーキ装置において、
前記電動機は回転機であって、前記電動機とポンプの回転軸方向と前記ピストンの軸方向とが同一方向となるように一体的に固定したブレーキ装置。 - ブレーキ装置であって、
内部に形成されたシリンダ内を運転者のブレーキペダル操作に応じて軸方向に作動するロッドを介してストロークするピストンと、内部に前記ピストンのストロークに応じて流出したブレーキ液が流通する油路を備えたハウジングと、
前記ハウジングの一側面に設けられ、前記油路を断接する電磁弁と、
前記ハウジングの一側面側に設けられ、前記電磁弁を駆動するためのコントロールユニットを備えたマスタシリンダユニットと、
前記ハウジングの前記一側面に対向する他側面の外壁に取り付けられ前記ピストンの軸方向のストローク量を検出するストロークセンサを備えたブレーキ装置。 - 請求項11に記載のブレーキ装置において、
前記マスタシリンダユニットからブレーキ液を吸入するポンプと、
前記ポンプを駆動する電動機と、を有し、
前記ストロークセンサは前記ピストンのストロークを磁気的変化に基づき検出する磁気センサであって、
前記電動機と前記ストロークセンサの距離が前記コントロールユニットとストロークセンサの距離よりも長くなるよう配置したブレーキ装置。 - 請求項11に記載のブレーキ装置に記載のブレーキ装置において、
前記電動機と前記ポンプはポンプハウジングを介して一体的に構成されたポンプユニットであって、前記ポンプユニットは前記マスタシリンダユニットと一体的に固定しているブレーキ装置。 - 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ユニットは前記ポンプユニットよりも車体外側の位置にレイアウトされるよう構成されているブレーキ装置。 - 請求項11に記載のブレーキ装置において、
前記ストロークセンサは前記ロッドのストロークを検出するようブレーキペダル側に配置され、前記電動機は回転機であって、前記電動機と前記ポンプの回転軸方向と前記ピストンの軸方向とを同一方向とすると共に、前記ポンプが前記電動機よりも前記ストロークセンサに近接するよう前記ポンプユニットと前記マスタシリンダユニットを一体的に固定したブレーキ装置。 - 請求項11に記載のブレーキ装置において、
前記マスタシリンダユニットの取り付け面が車体のインストルメントパネルに取り付けられているブレーキ装置。 - 請求項16に記載のブレーキ装置において、
前記電動機は回転機であって、前記電動機と前記ポンプの回転軸方向と前記ピストンの軸方向とが同一方向となるように一体的に固定したブレーキ装置。 - ブレーキ装置であって、
内部に形成されたシリンダ内を運転者のブレーキペダル操作に応じて軸方向に作動するロッドを介してストロークするピストンと、内部に前記ピストンのストロークに応じて流出したブレーキ液が流通する油路を備えたハウジングと、
前記ハウジングの一側面に設けられ、前記油路を断接する電磁弁と、
前記ハウジングの一側面側に設けられ、前記電磁弁を駆動するためのコントロールユニットを備えたマスタシリンダユニットと、
前記マスタシリンダユニットの前記一側面に対向する他側面の外壁に取り付けられ前記ピストンのストロークを磁気的変化に基づき検出するストロークセンサと、
前記マスタシリンダユニットからブレーキ液を吸入するポンプと、
前記ポンプを駆動する電動機を備えたブレーキ装置。 - 請求項18に記載のブレーキ装置において、
前記ストロークセンサは、前記電動機よりも前記コントロールユニットに近い位置に配置したブレーキ装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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EP14863806.7A EP3072760B1 (en) | 2013-11-20 | 2014-11-10 | Brake apparatus |
US15/035,591 US20160264114A1 (en) | 2013-11-20 | 2014-11-10 | Brake Apparatus |
KR1020167009607A KR101898354B1 (ko) | 2013-11-20 | 2014-11-10 | 브레이크 장치 |
CN201480060698.4A CN105722736B (zh) | 2013-11-20 | 2014-11-10 | 制动装置 |
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JP2013239478A JP6213730B2 (ja) | 2013-11-20 | 2013-11-20 | ブレーキ装置 |
JP2013-239478 | 2013-11-20 |
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WO2015076133A1 true WO2015076133A1 (ja) | 2015-05-28 |
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US (1) | US20160264114A1 (ja) |
EP (1) | EP3072760B1 (ja) |
JP (1) | JP6213730B2 (ja) |
KR (1) | KR101898354B1 (ja) |
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JP6217027B2 (ja) | 2014-05-08 | 2017-10-25 | 日立オートモティブシステムズ株式会社 | ブレーキ装置 |
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Also Published As
Publication number | Publication date |
---|---|
US20160264114A1 (en) | 2016-09-15 |
JP2015098289A (ja) | 2015-05-28 |
KR101898354B1 (ko) | 2018-10-31 |
EP3072760B1 (en) | 2020-02-19 |
KR20160057429A (ko) | 2016-05-23 |
CN105722736A (zh) | 2016-06-29 |
JP6213730B2 (ja) | 2017-10-18 |
CN105722736B (zh) | 2019-04-26 |
EP3072760A1 (en) | 2016-09-28 |
EP3072760A4 (en) | 2016-11-02 |
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