WO2018198816A1 - Brake device - Google Patents

Abstract

Provided is a brake device which enables restraint over size increase. A control unit 90 is disposed on a rear face (first face) 502 on the left of the vehicle, and is provided with a control board 90a which, when viewed from a direction perpendicular to a front face (second face) 501 located on the right of the vehicle, has an extension part 90b which is disposed on the side with a mounting bracket 1000 and extends from the rear face (first face) 502, said mounting bracket being used for affixing, to a vehicle body, a housing 5, which is disposed on a bottom face (fourth face) 503 under the vehicle.

Description

Brake device

The present invention relates to a brake device.

Patent Document 1 discloses a brake device in which a control board is disposed on one surface of a housing.

JP 2013-193663 A

However, in the related technology as shown in Patent Document 1, when the mounting area of the control board is insufficient, the control device may not fit within one surface of the housing, and the brake device may be increased in size.
One of the objects of the present invention is to provide a brake device capable of suppressing an increase in size.

The brake device according to an embodiment of the present invention has a control board having an extension portion extending from one surface of the hydraulic unit on the side of the bracket for fixing to the vehicle body.

Therefore, in the brake device according to the embodiment of the present invention, the increase in size can be suppressed.

It is a perspective view of the brake device of a 1st embodiment. It is a schematic block diagram of the brake device of 1st Embodiment. It is a disassembled perspective view of the 1st unit of 1st Embodiment. It is a perspective view of the separated 1st unit and 2nd unit of a 1st embodiment. It is a perspective view of the 2nd unit with which the 1st unit of 1st Embodiment was attached. It is a front view of the 2nd unit with which the 1st unit of 1st Embodiment was attached. It is a rear view of the 2nd unit with which the 1st unit of 1st Embodiment was attached. It is a top view of the 2nd unit to which the 1st unit of a 1st embodiment was attached. It is a bottom view of the 2nd unit to which the 1st unit of a 1st embodiment was attached. It is a left view of the 2nd unit with which the 1st unit of 1st Embodiment was attached. It is a right view of the 2nd unit with which the 1st unit of 1st Embodiment was attached. FIG. 2 is a sectional view taken along line XII-XII in FIG. FIG. 3 is a sectional view taken along line XIII-XIII in FIG. It is a front view of the 1st unit and the 2nd unit to which the mount bracket of a 1st embodiment was attached. It is a right view of the 1st unit with which the mount bracket of 1st Embodiment was attached, and a 2nd unit. It is the rear view which removed the cover part of the case of the 1st unit to which the mount bracket of 1st Embodiment was attached, and the 2nd unit. It is a front view of the 2nd unit with which the mounting bracket of 2nd Embodiment was attached. It is a perspective view of the 2nd unit with which the mounting bracket of 2nd Embodiment was attached. It is a front view of the 2nd unit with which the mounting bracket of 3rd Embodiment was attached. It is a perspective view of the 2nd unit with which the mounting bracket of 3rd Embodiment was attached.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
[First Embodiment]
First, the configuration will be described. FIG. 1 is a perspective view of a brake device 1 according to the present embodiment. The brake device 1 includes a first unit 1A, a second unit 1B, and a third unit 1C. FIG. 2 shows a schematic configuration of the brake device 1 together with a hydraulic circuit. The cross section which passes along the axial center of 1st unit 1A and 3rd unit 1C is shown. The brake device 1 includes a general vehicle having only an internal combustion engine (engine) as a prime mover for driving wheels, a hybrid vehicle having an electric motor (generator) in addition to the internal combustion engine, and an electric motor. It can be used with an electric vehicle equipped only with a vehicle. The brake device 1 is a hydraulic braking device that applies friction braking force by hydraulic pressure to each wheel W (front left wheel FL, front right wheel FR, rear left wheel RL, rear right wheel RR) of the vehicle. Each wheel W is provided with a brake operation unit. The brake operation unit is, for example, a disk type and has a wheel cylinder W / C and a caliper. The caliper is operated by the hydraulic pressure of the wheel cylinder W / C and generates friction braking force.

Brake device 1 has two systems (primary P system and secondary S system) of brake piping. The brake device 1 supplies a brake fluid as a working fluid (working fluid) to each brake actuation unit via a pipe (brake pipe), and generates a hydraulic pressure (brake hydraulic pressure) of the wheel cylinder W / C. Thereby, a hydraulic braking force is applied to each wheel W. The piping format is, for example, the X piping format. In addition, you may employ | adopt other piping formats, such as front and rear piping. In the following, when distinguishing between members provided corresponding to the P system and members corresponding to the S system, the suffixes P and S are added to the end of each symbol. The units 1A to 1C are installed in an engine room or the like isolated from the cab of the vehicle, and are connected to each other by a master cylinder pipe 10M (primary pipe 10MP, secondary pipe 10MS) and a suction pipe 10R. The wheel cylinder W / C of the second unit 1B and each wheel W is connected by a wheel cylinder pipe 10W. The pipes 10M and 10W are metal brake pipes (metal pipes). The pipe 10R is a brake hose (hose pipe) formed flexibly by a material such as rubber. Hereinafter, for convenience of explanation, a three-dimensional orthogonal coordinate system having an X axis, a Y axis, and a Z axis is provided. With the units 1A to 1C being mounted on the vehicle, the Z-axis direction is the vertical direction, and the positive Z-axis direction is the upper vertical direction. The X-axis direction is the vehicle front-rear direction, and the X-axis positive direction side is the vehicle front side. The Y-axis direction is the lateral direction of the vehicle.

The first unit 1A is a stroke simulator unit having a stroke simulator 4. The second unit 1B is a hydraulic pressure control device provided between the master cylinder 7 and the brake operation unit of each wheel W. The first unit 1A and the second unit 1B are provided integrally, and are installed in the vehicle as one unit. The third unit 1 </ b> C is a brake operation unit mechanically connected to the brake pedal BP, and is a master cylinder unit having a master cylinder 7. The brake pedal BP is a brake operation member that receives a brake operation input from the driver (driver). The third unit 1C is provided separately from the first unit 1A and the second unit 1B, and is installed in the vehicle spatially separated from the first unit 1A and the second unit 1B. FIG. 3 is a perspective view in which the first unit 1A is disassembled for each part and arranged on the same axis. For convenience of explanation, a coordinate system similar to that in FIG. 1 is provided. FIG. 4 shows the first unit 1A and the second unit 1B separated from each other obliquely (from the X-axis positive direction side, the Y-axis positive direction side, and the Z-axis positive direction side). 5 to 11 show the appearance of the second unit 1B to which the first unit 1A is attached from various directions. 5 is a perspective view similar to FIG. 4, FIG. 6 is a front view seen from the Y axis positive direction side, FIG. 7 is a rear view seen from the Y axis negative direction side, and FIG. 8 is seen from the Z axis positive direction side. 9 is a bottom view seen from the Z-axis negative direction side, FIG. 10 is a left-side view seen from the X-axis negative direction side, and FIG. 11 is a right-side view seen from the X-axis positive direction side. 12 shows a cross section taken along line XII-XII of FIG. 11, and FIG. 13 shows a cross section taken along line XIII-XIII of FIG.

First, the configuration of the first unit 1A will be described with reference to FIGS. The first unit 1A has a housing 3 and a stroke simulator 4. The housing 3 accommodates (built in) the stroke simulator 4 therein. The stroke simulator 4 operates in accordance with the driver's braking operation, and applies a reaction force and a stroke to the brake pedal BP. In the housing 3, for example, after a base material is formed by casting using an aluminum alloy as a material, each part is formed by machining. The housing 3 has a stepped cylindrical shape, and has a small diameter part 31, an intermediate part 32, a large diameter part 33, and an end part 34 in order from the Z axis positive direction side to the Z axis negative direction side. The small diameter part 31, the intermediate part 32, the large diameter part 33, and the end part 34 have a large outer diameter in this order. The housing 3 includes a first flange part 351, a second flange part 352, a first liquid path part 361, a second liquid path part 362, a first bleeder part 371, and a second bleeder part 372. These first flange portions 351 and the like protrude outward from the outer surface of the housing 3. The first liquid path portion 361 is at the positive end of the Z axis of the small diameter portion 31, the second liquid path portion 362 is at the positive end of the Z axis of the large diameter portion 33, and the first flange portion 351 is negative at the Z axis of the small diameter portion 31. On the direction side and the intermediate portion 32 (between the first liquid passage portion 361 and the second liquid passage portion 362 in the Z-axis direction), and the second flange portion 352 straddles the large-diameter portion 33 and the end portion 34 in the Z-axis direction. Placed. The first liquid path portion 361 includes a first portion 361A extending from the X-axis negative direction end of the small diameter portion 31 in the Y-axis negative direction, and a second portion extending from the Y-axis negative direction end of the first portion 361A in the X-axis negative direction. 361B. When viewed from the X-axis positive direction side, both ends of the first portion 361A in the Z-axis direction are linear, and the Y-axis negative direction end is semicircular. When viewed from the X-axis negative direction side, both ends of the second portion 361B in the Y-axis direction are linear, and the Z-axis positive direction end is semicircular. That is, the second portion 361B is semicircular when viewed from the X-axis direction. When viewed from the Y-axis direction, the X-axis negative direction end of the second portion 361B is linear, and the X-axis positive direction end is semicircular. That is, the first portion 361A is semicircular when viewed from the Y-axis direction. The first liquid path portion 361 (second portion 361B) has a surface 381 substantially parallel to the YZ plane at the X-axis negative direction end. The second liquid passage portion 362 includes a first portion 362A extending in the Y-axis negative direction from the X-axis negative direction end of the large-diameter portion 33, and a second portion extending in the X-axis direction from the Y-axis negative direction end of the first portion 362A. 362B. As viewed from the X-axis direction, both ends of the first portion 362A in the Z-axis direction are linear, and the Y-axis negative direction end is semicircular. That is, the second portion 362B is semicircular when viewed from the X-axis direction. When viewed from the Y-axis direction, both ends of the second portion 362B in the X-axis direction are linear. The second liquid passage portion 362 (second portion 362B) has a surface 382 substantially parallel to the YZ plane at the X-axis negative direction end.

The first flange portion 351 extends in the X-axis negative direction and the Y-axis negative direction from the X-axis negative direction ends of the small diameter portion 31 and the intermediate portion 32. When viewed from the X-axis direction, the Y-axis negative direction end of the first flange portion 351 is linear. When viewed from the Y-axis direction, both ends of the first flange portion 351 in the X-axis direction are linear. The first flange portion 351 has a surface 383 substantially parallel to the YZ plane at its X-axis negative direction end, and a surface 384 substantially parallel to the YZ plane at its X-axis positive direction end. A bolt hole 391 extending in the X-axis direction passes through substantially the center of the first flange portion 351 in the Z-axis direction. The bolt hole 391 opens on the surfaces 383 and 384. The second flange portion 352 extends in the Y-axis negative direction from the X-axis negative direction end between the large-diameter portion 33 and the end portion 34. When viewed from the X-axis direction, the second flange portion 352 (the Y-axis negative direction end) is semicircular. When viewed from the Y-axis direction, both ends of the first flange portion 351 in the X-axis direction are linear. The second flange portion 352 has a surface 385 substantially parallel to the YZ plane at its X-axis negative direction end and a surface 386 substantially parallel to the YZ plane at its X-axis positive direction end. A bolt hole 392 extending in the X-axis direction passes through the second flange portion 352 with the center of the semicircle as an axis. Bolt holes 392 open on surfaces 385,386. Each bleeder portion 371,372 is cylindrical. The first bleeder part 371 is located on the Y axis positive direction side from the Z axis direction position (Z axis positive direction end of the small diameter part 31), which is the X axis negative direction end of the small diameter part 31 and substantially the same as the first liquid path part 361. It extends to. The second bleeder portion 372 is the end of the large-diameter portion 33 in the X-axis negative direction and is substantially the same as the second liquid passage portion 362 in the Z-axis direction position (the large-diameter portion 33 in the Z-axis positive direction end). Extends to the direction side. The Y-axis positive direction ends of the bleeder portions 371 and 372 are substantially parallel to the XZ plane and are located between the Y-axis positive direction end of the large diameter portion 33 and the Y-axis positive direction end of the end portion 34. The outer diameters of the bleeder portions 371 and 372, the semicircular first portion 361A, the second portions 361B and 362B, and the semicircular diameter of the second flange portion 352 are substantially equal to each other.

The first flange part 351, the first liquid path part 361, and the second liquid path part 362 are integrally continuous. The Z-axis positive direction end of the first flange part 351 is continuous with the first liquid path part 361, and the Z-axis negative direction end of the first flange part 351 is continuous with the second liquid path part 362. The Y-axis negative direction end of the first liquid path part 361 substantially coincides with the Y-axis negative direction end of the first flange part 351. The Y-axis negative direction end of the second liquid passage portion 362 is slightly on the Y-axis negative direction side of the first flange portion 351 on the Y-axis negative direction side, and is substantially the same as the Y-axis negative direction end of the second flange portion 352. Match. The X-axis negative direction ends of the first flange part 351, the first liquid path part 361, and the second liquid path part 362 substantially coincide. That is, the surfaces 381, 382, and 383 are substantially on the same surface. The surfaces 381, 382, and 383 are located slightly on the X axis negative direction side (the X axis negative direction end of the end portion 34) from the X axis negative direction end of the large diameter portion 33. The X-axis positive direction ends of the first flange portion 351 and the second flange portion 352 substantially coincide. That is, the surfaces 384 and 386 are substantially on the same surface. The X-axis positive direction end of the first liquid path portion 361 is slightly closer to the X-axis positive direction side than the X-axis positive direction end of the first flange portion 351. The X-axis positive direction end of the second liquid path part 362 is closer to the X-axis positive direction side than the X-axis positive direction end of the first liquid path part 361, and slightly larger than the X-axis positive direction end of the large-diameter part 33 Located on the negative side.

In the housing 3, a cylinder 30, a plurality of liquid passages, and a plurality of ports are formed. The cylinder 30 has a bottomed cylindrical shape extending in the Z-axis direction, the Z-axis positive direction side (the small diameter portion 31 side) is closed, and the Z-axis negative direction side (the end portion 34 side) is opened. The cylinder 30 has a small-diameter portion 301 on the Z-axis positive direction side (inner peripheral side of the small-diameter portion 31), and a large-diameter portion 302 on the Z-axis negative direction side (inner peripheral side of the large-diameter portion 33). A first seal groove 303A is provided at the approximate center of the small-diameter portion 301 in the Z-axis direction, and a second seal groove 303B is provided on the Z-axis negative direction side. The seal groove 303 has an annular shape extending in the direction around the axis of the cylinder 30. As shown in FIGS. 12 to 13, the plurality of liquid paths are a first connection liquid path 304 and a second connection liquid path 305 as simulator connection liquid paths, a first bleeder liquid path 307A, and a second bleeder liquid path 307B. And have. The plurality of ports include a simulator first connection port 306A and a simulator second connection port 306B as simulator connection ports, and a first bleeder port 308A and a second bleeder port 308B.

The simulator first connection port 306A has a cylindrical shape extending in the X-axis direction inside the second portion 361B, and opens on the surface 381. The first connection liquid path 304 has a first portion 304A and a second portion 304B. One end of the first portion 304A is connected (opened) to the Z-axis positive direction side, the X-axis negative direction side, and the Y-axis negative direction side of the small-diameter portion 301, and the first liquid path portion 361 (first portion 361A) is connected from this one end. ) Extends in the negative Y-axis direction. The first portion 304A extends on the center of the semicircle of the first portion 361A that is semicircular when viewed from the Y-axis direction. One end of the second part 304B is connected to the Y-axis negative direction end of the first part, and the inside of the second part 361B extends from the one end (bent substantially perpendicular to the first part) toward the X-axis negative direction side. The X-axis negative direction end is connected (opened) to the port 306A. The second portion 304B and the port 306A extend on the center of the semicircle of the second portion 361B that is semicircular when viewed from the X-axis direction. The simulator second connection port 306B has a cylindrical shape extending in the X-axis direction inside the second portion 362B and opens to the surface 382. The second connection liquid path 305 has a first portion 305A and a second portion 305B. The first portion 305A of the second connection liquid path 305 has one end connected (opened) to the Z-axis positive direction side, the X-axis negative direction side, and the Y-axis negative direction side of the large-diameter portion 302. The inside of the path portion 362 (first portion 362A) extends in the Y-axis negative direction. One end of the second part 305B of the second connection liquid path 305 is connected to the Y-axis negative direction end of the first part 305A of the second connection liquid path 305, and from this one end (the first of the second connection liquid path 305 The second portion 362B extends in the X-axis negative direction side and the X-axis negative direction end is connected (opened) to the port 306B. The second portion 305B and the port 306B of the second connection liquid path 305 extend on the center of the semicircle of the second portion 362B that is semicircular when viewed from the X-axis direction.

The first bleeder port 308A has a cylindrical shape extending in the Y-axis direction on the axial center of the first bleeder part 371, and opens at the end surface of the first bleeder part 371 in the Y-axis positive direction. The second bleeder port 308 </ b> B has a cylindrical shape that extends in the Y-axis direction on the axial center of the second bleeder part 372, and opens at the end surface in the Y-axis positive direction of the second bleeder part 372. A bleeder valve BV is attached to each bleeder port 308A, 308B. The first bleeder liquid passage 307A extends in the Y-axis direction on the axial center of the first bleeder portion 371. One end of the first bleeder liquid passage 307A opens to the Z-axis positive direction side, the X-axis negative direction side, and the Y-axis positive direction side of the small diameter portion 301 (opening), and the other end connects to the first bleeder port 308A ( Open). The first bleeder liquid path 307A extends substantially on the same straight line as the first portion 304A of the first connection liquid path 304. The second bleeder liquid passage 307B extends in the Y-axis direction on the axial center of the second bleeder portion 372. One end of the second bleeder liquid passage 307B opens to the connection (opening) on the Z axis positive direction side, the X axis negative direction side and the Y axis positive direction side of the large diameter portion 302, and the other end connects to the second bleeder port 308B. (Open). The second bleeder liquid path 307B extends on substantially the same straight line as the first portion 305A of the second connection liquid path 305.

As shown in FIGS. 2 to 3, the stroke simulator 4 includes a piston 41, a first seal member 421, a second seal member 422, a first spring 431, a second spring 432, and a first retainer member 44A. A second retainer member 44B, a stopper member 45, a seat member 46, a first damper 471, a second damper 472, and a plug member 48. The piston 41 has a bottomed cylindrical shape and is accommodated in the cylinder 30. The piston 41 has a first recess 411 that opens on the Z-axis positive direction side and a second recess 412 that opens on the Z-axis negative direction side. The concave portions 411 and 412 are separated by the wall portion 410. A cylindrical convex portion 413 projects from the wall portion 410 into the second concave portion 412. The piston 41 is movable in the Z-axis direction along the inner peripheral surface of the small diameter portion 301. The interior of the cylinder 30 is separated into two chambers by a piston 41. A positive pressure chamber (main chamber) 401 as a first chamber is defined between the Z axis positive direction side of the piston 41 (including the inner peripheral side of the first recess 411) and the small diameter portion 301. A back pressure chamber (sub chamber) 402 as a second chamber is defined between the Z axis negative direction side of the piston 41 and the large diameter portion 302. The first connection liquid path 304 is always open in the positive pressure chamber 401, and the second connection liquid path 305 is always open in the back pressure chamber 402. First and second seal members 421 and 422 are installed in the first and second seal grooves 303A and 303B, respectively. The seal members 421 and 422 are cup-shaped, and their lip portions are in sliding contact with the outer peripheral surface of the piston 41. The first seal member 421 suppresses the flow of brake fluid from the Z-axis positive direction side (positive pressure chamber 401) toward the Z-axis negative direction side (back pressure chamber 402). The second seal member 422 suppresses the flow of brake fluid from the Z-axis negative direction side (back pressure chamber 402) toward the Z-axis positive direction side (positive pressure chamber 401). The positive pressure chamber 401 and the back pressure chamber 402 are liquid-tightly separated by the seal members 421 and 422. Each of the seal members 421 and 422 may be an X ring, or two cup-shaped seal members may be arranged so as to suppress the flow of brake fluid to both the positive pressure chamber 401 and the back pressure chamber 402. . Furthermore, as a structure for installing the seal members 421 and 422, in this embodiment, the cylinder 30 is provided with seal grooves 303A and 303B (so-called rod seals), but instead the piston 41 is provided with a seal groove (so-called so-called It may be a piston seal).

The springs 431, 432, the retainer member 44, the stopper member 45, the seat member 46, and the dampers 471, 472 are accommodated in the back pressure chamber 402. The first spring 431, the retainer member 44, and the stopper member 45 constitute one spring unit. The springs 431 and 432 are coil springs as elastic members. The first spring 431 has a small diameter, the second spring 432 has a large diameter, and has a larger spring coefficient than the first spring 431. The retainer member 44 has a cylindrical portion 440. The first flange portion 441 extends radially outward on one axial end side of the cylindrical portion 440, and the second flange portion 442 extends radially inward on the other axial end side of the cylindrical portion 440. The first spring 431 is installed in a state of being compressed between the first retainer member 44A (the first flange portion 441) and the second retainer member 44B (the first flange portion 441. The stopper member 45 is The head portion 451 extends radially outward at one end of the shaft portion 450. The other end of the shaft portion 450 is fixed to the second flange portion 442 of the second retainer member 44B. The head portion 451 is accommodated on the inner peripheral side of the cylindrical portion 440 of the first retainer member 44A so as to be movable along the inner peripheral surface of the cylindrical portion 440. The head portion 451 contacts the second flange portion 442. In the state, the first spring 431 has the maximum length.

The sheet member 46 has a bottomed cylindrical shape having a cylindrical portion 460 and a bottom portion 461, and a flange portion 462 extends outward in the radial direction on the opening side of the cylindrical portion 460. The first damper 471 is an elastic member such as rubber and has a cylindrical shape. The second damper 472 is an elastic member such as rubber and has a cylindrical shape with a constricted central portion in the axial direction. The plug member 48 is fixed to the end portion 34 and liquid-tightly closes the opening of the cylinder 30 (large diameter portion 302). On the Z axis positive direction side of the plug member 48, a bottomed cylindrical first recess 481 is provided, and a bottomed annular second recess 482 is provided so as to surround the first recess 481. A second damper 472 is installed in the first recess 481. The unit of the first spring 431 is installed between the piston 41 and the seat member 46. The first flange portion 441 of the first retainer member 44A is installed on the partition wall 410 of the piston 41. The Z axis positive direction side of the cylindrical portion 440 of the first retainer member 44A is fitted to the convex portion 413. On the inner peripheral side of the cylindrical portion 440, a first damper 471 is installed in contact with the convex portion 413. The second retainer member 44B is installed on the inner peripheral side of the seat member 46 (cylindrical portion 460), and the flange portion 441 contacts the bottom portion 461. The second spring 432 is installed between the seat member 46 and the plug member 48. The Z-axis positive direction side of the second spring 432 is fitted into the cylindrical portion 460 of the sheet member 46 and is held by the sheet member 46. The Z-axis negative direction side of the second spring 432 is accommodated in the second recess 482 of the plug member 48 and is held by the plug member 48. The second spring 432 is installed in a compressed state between the flange portion 462 of the seat member 46 and the plug member 48 (the bottom portion of the second recess 482). The first and second springs 431 and 432 function as a return spring that constantly urges the piston 41 toward the positive pressure chamber 401 (the direction in which the volume of the positive pressure chamber 401 is reduced and the volume of the back pressure chamber 402 is increased). .

Next, the configuration of the second unit 1B will be described with reference to FIGS. 2 and 4 to 6. FIG. The second unit 1B is a hydraulic unit that generates hydraulic pressure in the wheel cylinder W / C via the liquid path. The second unit 1B includes a housing 5, a motor 20, a pump 2, a plurality of solenoid valves 21 and the like, a plurality of hydraulic pressure sensors 91 and the like, and an electronic control unit (control unit; hereinafter referred to as ECU) 90. Have. The housing 5 accommodates (incorporates) valve bodies such as the pump 2 and the electromagnetic valve 21 therein. Inside the housing 5, a P system circuit and an S system circuit (brake hydraulic circuit) through which the brake fluid flows are formed by a plurality of fluid paths 11 and the like. A plurality of ports 51 are formed inside the housing 5, and these ports 51 open on the outer surface of the housing 5. The liquid passage 11 and the port 51 and the port 51 are formed by machining using a drill or the like. The plurality of ports 51 are continuous with the liquid path 11 and the like inside the housing 5 and connect the liquid path 11 and the like to the liquid path (pipe 10M and the like) outside the housing 5. The liquid path 11 and the like include a supply liquid path 11, a suction liquid path 12, a discharge liquid path 13, a pressure adjusting liquid path 14, a pressure reducing liquid path 15, a positive pressure liquid path 16, and a back pressure liquid path 17. The first simulator liquid path 18 and the second simulator liquid path 19 are provided.

The plurality of ports 51 include a master cylinder port 511 (primary port 511P, secondary port 511S), a wheel cylinder port 512, a suction port 513, a unit first connection port (positive pressure port) 514, and a unit second connection port. (Back pressure port) 515. The master cylinder port 511 is connected to the supply liquid path 11 and connects the housing 5 (second unit 1B) to the master cylinder 7 (hydraulic pressure chamber 70) via the master cylinder pipe 10M. Port 511 is a master cylinder connection port. One end of primary pipe 10MP is connected to primary port 511P, and one end of secondary pipe 10MS is connected to secondary port 511S. The wheel cylinder port 512 is connected to the supply liquid path 11 and connects the housing 5 (second unit 1B) to the wheel cylinder W / C via the wheel cylinder pipe 10W. The wheel cylinder port 512 is a wheel cylinder connection port, and one end of a wheel cylinder pipe 10W is connected to the wheel cylinder port 512. The suction port 513 connects to the first liquid reservoir chamber 521 inside the housing 5 and connects the housing 5 to the reservoir tank 8 (second chamber 83R) via the suction pipe 10R. A nipple 10R2 is fixedly installed in the suction port 513, and one end of the suction pipe 10R is connected to the nipple 10R2. The unit first connection port 514 connects to the positive pressure fluid path 16 and connects the housing 5 to the stroke simulator 4 (positive pressure chamber 401). The port 514 is connected to the simulator first connection port 306A of the first unit 1A. The unit second connection port 515 is connected to the back pressure fluid path 17 and connects the housing 5 to the stroke simulator 4 (back pressure chamber 402). The port 515 is connected to the simulator second connection port 306B of the first unit 1A.

The motor 20 is a rotary electric motor and includes a rotating shaft for driving the pump 2. The motor 20 may be a motor with a brush, or may be a brushless motor provided with a resolver that detects the rotation angle or the rotation speed of the rotating shaft. The pump 2 is a first hydraulic pressure source capable of supplying hydraulic fluid pressure to the wheel cylinder W / C, and has a plurality (five) of pump units 2A to 2E driven by one motor 20. The pump 2 is a fixed cylinder type radial plunger pump and is commonly used in the S system and the P system. The electromagnetic valve 21 or the like is an actuator that operates in response to a control signal, and includes a solenoid and a valve body. The valve body strokes in response to energization of the solenoid, and switches between opening and closing of the liquid path 11 and the like (connecting and disconnecting the liquid path 11 and the like). The solenoid valve 21 and the like generate a control hydraulic pressure by controlling the communication state of the circuit and adjusting the flow state of the brake fluid. The solenoid valve 21 and the like include a shut-off valve 21, a pressure increasing valve (hereinafter referred to as SOL / V IN) 22, a communication valve 23, a pressure regulating valve 24, a pressure reducing valve (hereinafter referred to as SOL / V OUT) 25, A stroke simulator in valve (hereinafter referred to as SS / V IN) 28 and a stroke simulator out valve (hereinafter referred to as SS / V OUT) 29 are provided. The valves 21, 22, and 24 are normally open valves that open in a non-energized state, and the valves 23, 25, 28, and 29 are normally closed valves that close in a non-energized state. Valves 21, 22, and 24 are proportional control valves that adjust the opening of the valve according to the current supplied to the solenoid. Valves 23, 25, 28, and 29 are binaryly switched between open and closed. Controlled on / off valve. A proportional control valve may be used for these valves 23, 25, 28, and 29. The hydraulic pressure sensor 91 and the like detect the discharge pressure of the pump 2 and the master cylinder pressure. The hydraulic pressure sensor 91 and the like include a master cylinder pressure sensor 91, a wheel cylinder pressure sensor 92 (primary pressure sensor 92P and secondary pressure sensor 92S), and a discharge pressure sensor 93.

Hereinafter, the brake hydraulic circuit of the second unit 1B will be described in detail with reference to FIG. Members corresponding to the wheels W (FL), W (FR), W (RL), and W (RR) are appropriately distinguished by adding suffixes a to d at the end of the reference numerals. One end side of the supply liquid path 11P is connected to the primary port 511P. The other end of the liquid path 11P branches into a liquid path 11a for the front left wheel and a liquid path 11d for the rear right wheel. One end of the liquid path 11S is connected to the secondary port 511S. The other end of the liquid path 11S branches into a liquid path 11b for the front right wheel and a liquid path 11c for the rear left wheel. The liquid passages 11a to 11d are connected to the corresponding wheel cylinder ports 512a to 512d, respectively. A shutoff valve 21 is provided on the one end side of the liquid path 11. SOL / V IN22 is provided in each of the liquid passages 11a to 11d. A bypass liquid path 110 is provided in parallel with each liquid path 11 by bypassing SOL / V IN22, and a check valve 220 is provided in the liquid path 110. The valve 220 allows only the flow of brake fluid from the wheel cylinder port 512 side toward the master cylinder port 511 side. The positive pressure liquid path 16 branches from between the secondary port 511S and the shutoff valve 21S in the liquid path 11S. One end side of the positive pressure liquid path 16 is connected to the liquid path 11S, and the other end side is connected to the positive pressure port 514.

The suction liquid path 12 connects the first liquid reservoir chamber 521 and the suction part of the pump 2. One end side of the discharge liquid passage 13 is connected to the discharge portion of the pump 2. The other end side of the discharge liquid path 13 branches into a liquid path 13P for the P system and a liquid path 13S for the S system. Each liquid path 13P, 13S is connected between the shutoff valve 21 and the SOL / V IN22 in the supply liquid path 11. A communication valve 23 is provided in each of the liquid passages 13P and 13S. Each of the liquid paths 13P and 13S functions as a communication path that connects the supply liquid path 11P of the P system and the supply liquid path 11S of the S system. The pump 2 is connected to each wheel cylinder port 512 via the communication path (discharge liquid paths 13P, 13S) and the supply liquid paths 11P, 11S. The pressure adjusting liquid path 14 connects the pump 2 and the communication valve 23 in the discharge liquid path 13 to the first liquid reservoir chamber 521. The liquid passage 14 is provided with a pressure regulating valve 24 as a first pressure reducing valve. The decompression liquid path 15 connects between the SOL / V IN 22 and the wheel cylinder port 512 in each of the liquid paths 11a to 11d and the first liquid reservoir chamber 521. The liquid passage 15 is provided with SOL / V OUT25 as a second pressure reducing valve.

一端 One end of the back pressure liquid passage 17 is connected to the back pressure port 515. The other end side of the liquid passage 17 branches into a first simulator liquid passage 18 and a second simulator liquid passage 19. The first simulator liquid path 18 is connected between the shutoff valve 21S and the SOL / V IN22b, 22c in the supply liquid path 11S. The liquid path 18 is provided with SS / V IN28. A bypass liquid path 180 is provided in parallel with the liquid path 18 by bypassing SS / V IN 28, and a check valve 280 is provided in the liquid path 180. The valve 280 allows only the flow of brake fluid from the back pressure fluid passage 17 side to the supply fluid passage 11S side. The second simulator liquid path 19 is connected to the first liquid reservoir chamber 521. The liquid passage 19 is provided with SS / V OUT29. Bypassing SS / V OUT29, a bypass liquid path 190 is provided in parallel with the liquid path 19, and a check valve 290 is provided in the liquid path 190. The valve 290 allows only the flow of brake fluid from the first fluid reservoir chamber 521 side toward the back pressure fluid passage 17 side. Between the shutoff valve 21S and the secondary port 511S in the supply fluid path 11S, a fluid pressure sensor 91 that detects the fluid pressure at this location (the fluid pressure in the positive pressure chamber 401 of the stroke simulator 4 and the master cylinder pressure) is provided. Provided. Between the shutoff valve 21 and the SOL / V IN22 in the supply fluid path 11, a fluid pressure sensor 92 that detects the fluid pressure at this location (corresponding to the wheel cylinder fluid pressure) is provided. Between the pump 2 and the communication valve 23 in the discharge fluid passage 13, a fluid pressure sensor 93 for detecting the fluid pressure (pump discharge pressure) at this location is provided.

The external configuration of the second unit 1B will be described with reference to FIGS.
The housing 5 of the second unit 1B is a substantially rectangular parallelepiped block formed of aluminum alloy. The outer surface of the housing 5 includes a front surface 501 as a second surface, a back surface 502 as a first surface, a bottom surface 503 as a fourth surface that faces downward when mounted on the vehicle, and a vehicle when mounted on the vehicle. An upper surface 504 serving as a third surface, a left side surface 505 serving as a fifth surface, and a sixth surface including a wheel cylinder connection port 512 to which piping connected to the wheel cylinder W / C is connected. Right side surface 506. The front 501 is a plane having a relatively large area. The back surface 502 is a plane substantially parallel to the front surface 501 and is on the opposite side of the front surface 501 (with the housing 5 in between). The lower surface 503 is a plane that continues to the front surface 501 and the rear surface 502. The upper surface 504 is a plane substantially parallel to the lower surface 503 and is on the opposite side of the lower surface 503 (with the housing 5 in between). The left side surface 505 is a plane that is continuous with the front surface 501, the back surface 502, the lower surface 503, and the upper surface 504. The right side surface 506 is a plane substantially parallel to the left side surface 505 and is on the opposite side of the left side surface 505 (with the housing 5 in between). The right side surface 506 is continuous with the front surface 501, the back surface 502, the lower surface 503, and the upper surface 504. In a state where the housing 5 is mounted on the vehicle, the front surface 501 is disposed on the Y axis positive direction side and extends substantially parallel to the XZ plane. The back surface 502 is disposed on the Y axis negative direction side and extends substantially parallel to the XZ plane. The upper surface 504 is disposed on the positive side of the Z axis and extends substantially parallel to the XY plane. The lower surface 503 is disposed on the Z axis negative direction side and extends substantially parallel to the XY plane. The right side surface 506 is arranged on the X axis positive direction side and extends substantially parallel to the YZ plane. The left side surface 505 is disposed on the X axis negative direction side and extends substantially parallel to the YZ plane. In actual use, the arrangement of the housing 5 in the XY plane is not restricted at all, and the housing 5 can be arranged in the XY plane at any position and orientation according to the vehicle layout and the like. .

A recess 50 is formed at a corner between the front surface 501 and the upper surface 504 in the housing 5. That is, the apex formed by the front 501, the upper surface 504, and the right side 506, and the apex formed by the front 501, the upper surface 504, and the left side 505 are notched shapes, and are respectively first and first. Two recesses 50A and 50B are provided. The first recess 50A is opened (opened) to the front surface 501, the upper surface 504, and the left side surface 505. The second recess 50B is opened (opened) to the front surface 501, the upper surface 504, and the right side surface 506. The first recess 50A has a first flat surface portion 507, a second flat surface portion 508, and a third flat surface portion 509. The first plane portion 507 is substantially orthogonal to the Y axis and is substantially parallel to the XZ plane. The second plane portion 508 is substantially orthogonal to the X axis and is substantially parallel to the YZ plane. The third plane portion 509 extends in the Y-axis direction and forms an angle of approximately 50 degrees counterclockwise with respect to the right side surface 506 when viewed from the Y-axis positive direction side. The second plane part 508 and the third plane part 509 are smoothly continuous via a concave curved surface extending in the Y-axis direction. The configuration of the second recess 50B is the same as that of the first recess 50A. The first and second recesses 50A and 50B are substantially symmetric with respect to the YZ plane at the center of the housing 5 in the X-axis direction. The housing 5 includes a first liquid reservoir chamber 521, a second liquid reservoir chamber 522, a cam accommodation hole, a plurality (five) of cylinder accommodation holes 53A to 53E, and a plurality of valve accommodation holes 54 (FIGS. 12 and 13). Reference), a plurality of sensor receiving holes, a power supply hole 55, and a plurality of fixing holes 56 (see FIGS. 12 and 13). These holes and chambers are also formed by a drill or the like.

As shown in FIGS. 4, 5, and 8, the first liquid reservoir chamber 521 (suction port 513) has a bottomed cylindrical shape that extends in the Z-axis direction, and is substantially in the X-axis direction on the upper surface 504 and in the Y-axis direction. It opens toward the positive direction and is arranged from the upper surface 504 into the housing 5. As shown in FIGS. 9 and 12, the second liquid reservoir chamber 522 has a bottomed cylindrical shape whose axial center extends in the Z-axis direction, and is closer to the X-axis negative direction side and the Y-axis positive direction on the lower surface 503. And is arranged from the lower surface 503 to the inside of the housing 5. The cam housing hole has a bottomed cylindrical shape extending in the Y-axis direction, and opens to the front surface 501. The shaft center O of the cam housing hole is substantially the center in the X-axis direction on the front surface 501, and is disposed slightly on the Z-axis negative direction side from the center in the Z-axis direction. The cylinder accommodation hole 53 has a stepped cylindrical shape and has an axis extending in the radial direction of the cam accommodation hole (radial direction centered on the axis O). Part of the cylinder housing holes 53A to 53E near the cam housing hole (axial center O) functions as a suction portion for the pump portions 2A to 2E, and is connected to each other by the first communication liquid passage. Part of the cylinder accommodation holes 53A to 53E on the side far from the cam accommodation hole functions as a discharge part of the pump parts 2A to 2E, and is connected to each other by the second communication liquid path. The plurality of holes 53A to 53E are arranged substantially evenly (substantially at equal intervals) in the direction around the axis O. The holes 53A to 53E are in a single row along the Y-axis direction and are arranged on the Y-axis positive direction side of the housing 5. That is, the axial centers of the holes 53A to 53E are in substantially the same plane that is substantially orthogonal to the axial center O. This plane is substantially parallel to the front surface 501 and the back surface 502, and is closer to the front surface 501 than the back surface 502.

As shown in FIGS. 4 to 13, the holes 53A to 53E are arranged inside the housing 5 as follows. The hole 53A extends from the lower surface 503 to the Z axis positive direction side. The hole 53B extends from the Z axis negative direction side to the X axis positive direction side and the Z axis positive direction side from the axis O on the left side surface 505. The hole 53C extends from the first recess 50A to the X-axis positive direction side and the Z-axis negative direction side. The hole 53D extends from the second recess 50B to the X-axis negative direction side and the Z-axis negative direction side. The hole 53E extends from the Z axis negative direction side to the X axis negative direction side and the Z axis positive direction side from the axis O on the right side 506. On the negative side of the Z axis with respect to the shaft center O, the hole 53A is at the same position in the X axis direction as the shaft center O, and the holes 53B and 53E are arranged on both sides in the X axis direction with the shaft center O (hole 53A) in between. Is done. The holes 53C and 53D are disposed on both sides in the X-axis direction with the axis O in between on the Z-axis positive direction side with respect to the axis O. One end of each of the holes 53A to 53E opens to the inner peripheral surface of the cam accommodation hole. The other end of the hole 53A opens to the approximate center of the lower surface 503 in the X-axis direction and the Y-axis positive direction. The other end of the hole 53B opens to the Y axis positive direction side and the Z axis negative direction side of the left side surface 505. The other end of the hole 53E opens to the Y axis positive direction side and the Z axis negative direction side of the right side surface 506. The other ends of the holes 53C and 53D open to the first and second recesses 50A and 50B, respectively. Specifically, the majority of the other ends of the holes 53C and 53D open to the third plane part 509, and the remaining part opens to the second plane part 508. The first liquid reservoir chamber 521 is formed in a region between the holes 53C and 53D in the direction around the axis O on the Z axis positive direction side from the cam housing hole. In the Y-axis direction (viewed from the X-axis direction), the chamber 521 and the holes 53C and 53D partially overlap. The second liquid reservoir chamber 522 is formed in a region between the holes 53A and 53B in the direction around the axis O on the Z axis negative direction side of the axis O of the cam housing hole. The cam housing hole and the second liquid reservoir chamber 522 are connected by a drain liquid path.

As shown in FIG. 2, the cam accommodation hole accommodates a rotation drive shaft that is a rotation shaft and a drive shaft of the pump 2, and a cam unit 2U. The rotation drive shaft is coupled and fixed to the rotation shaft of the motor 20 so that the axis of the rotation drive shaft extends on the extension of the axis of the rotation shaft of the motor 20, and is rotated by the motor 20. The cam unit 2U is provided on the rotation drive shaft. The pump units 2A to 2E are plunger pumps (piston pumps) as reciprocating pumps that are operated by rotation of the rotary drive shaft, and perform suction and discharge of brake fluid as hydraulic fluids as the plunger (piston) reciprocates. . The cam unit 2U converts the rotary motion of the rotary drive shaft into the reciprocating motion of the plunger. Each plunger is arranged around the cam unit 2U and is accommodated in the cylinder accommodation hole 53, respectively. The axis of the plunger substantially coincides with the axis of the cylinder accommodation hole 53 and extends in the radial direction of the rotary drive shaft. In other words, as shown in FIGS. 8 to 10, as many plungers as the number of cylinder accommodation holes 53 (five) are provided, and the plungers extend in the radial direction with respect to the axis O. These plungers are driven by the same rotation drive shaft and the same cam unit 2U. The brake fluid discharged from each pump unit 2A to 2E to the second communication fluid passage is collected in one discharge fluid passage 13, and is used in common in two systems of hydraulic circuits.

As shown in FIGS. 12 to 13, the plurality of valve accommodating holes 54 are bottomed cylindrical, and extend in the Y-axis direction and open to the back surface 502. The plurality of valve accommodating holes 54 are arranged in a single row along the Y-axis direction and are arranged on the Y-axis negative direction side of the housing 5. A cylinder accommodation hole 53 and a valve accommodation hole 54 are arranged along the Y-axis direction. As viewed from the Y-axis direction, the valve accommodation hole 54 at least partially overlaps the cylinder accommodation hole 53. Each valve accommodation hole 54 is fitted with a valve portion such as the electromagnetic valve 21 to accommodate the valve element. The plurality of sensor receiving holes have a bottomed cylindrical shape whose axis extends in the Y-axis direction, and opens in the back surface 502. Each sensor accommodation hole accommodates a pressure sensitive part such as the hydraulic pressure sensor 91. The power supply hole 55 has a cylindrical shape and penetrates the housing 5 (between the front surface 501 and the rear surface 502) in the Y-axis direction. The hole 55 is disposed substantially at the center in the X-axis direction of the housing 5 and on the Z-axis positive direction side. The hole 55 is formed in a region between the cylinder accommodation holes 53C and 53D.

As shown in FIGS. 4 to 6, the master cylinder port 511 has a bottomed cylindrical shape whose axial center extends in the Y-axis direction, and is an end portion on the Z-axis positive direction side of the front surface 501 and has recesses 50A and 50B. Open in the area between. The primary port 511P is disposed on the X axis positive direction side, and the secondary port 511S is disposed on the X axis negative direction side. Both ports 511P and 511S are aligned in the X-axis direction and sandwich the first liquid reservoir chamber 521 in the X-axis direction (as viewed from the Y-axis direction). The ports 511P and 511S are sandwiched between the first liquid reservoir chamber 521 and the cylinder accommodation holes 53C and 53D in the direction around the axis O (as viewed from the Y-axis direction). As shown in FIG. 8, the wheel cylinder port 512 has a bottomed cylindrical shape whose axial center extends in the Z-axis direction, and is on the Y-axis negative direction side of the upper surface 504 (position closer to the rear surface 502 than the front surface 501). Open. The wheel cylinder ports 512a to 512d are arranged in a line in the X-axis direction. The wheel cylinder ports 512a and 512d of the P system are arranged on the X axis positive direction side, and the wheel cylinder ports 512b and 512c of the S system are arranged on the X axis negative direction side. The wheel cylinder port 512a is disposed on the X axis positive direction side from the wheel cylinder port 512d, and the wheel cylinder port 512b is disposed on the X axis negative direction side from the wheel cylinder port 512c. The wheel cylinder ports 512c and 512d sandwich the suction port 513 (first liquid reservoir chamber 521) when viewed from the Y-axis direction. The wheel cylinder port 512 and the first liquid reservoir chamber 521 partially overlap in the Z-axis direction. The first liquid reservoir chamber 521 is disposed in a region surrounded by the master cylinder ports 511P and 511S and the wheel cylinder ports 512c and 512d. When viewed from the Z-axis direction, the suction port 513 (first liquid reservoir chamber 521) is located inside a quadrilateral that connects the wheel cylinder ports 511P, 511S, 512c, and 512d (centers) with line segments. The suction port 513 is an opening of the first liquid reservoir chamber 521 on the upper surface 504 and opens upward in the vertical direction. The port 513 opens on the upper surface 504 on the center side in the X-axis direction and closer to the Y-axis positive direction (position closer to the front surface 501 than the wheel cylinder port 512). The port 513 is arranged on the positive side of the Z axis with respect to the suction parts of the pump parts 2A to 2E. The cylinder housing holes 53C and 53D sandwich the port 513 when viewed from the Y-axis direction. In the Y-axis direction (viewed from the X-axis direction), the openings of the cylinder accommodation holes 53C and 53D and the port 513 partially overlap. The unit first connection port 514 has a bottomed cylindrical shape whose axial center extends in the X-axis direction, and opens slightly to the Y-axis negative direction side and the Z-axis positive direction side from the Y-axis direction center of the right side surface 506. . The port 514 opens slightly adjacent to the master cylinder port 511 on the negative Z-axis direction side and adjacent to the negative Y-axis side of the second recess 50B (first flat surface portion 507). The unit second connection port 515 has a bottomed cylindrical shape whose axial center extends in the X-axis direction, and opens slightly to the Y-axis negative direction side of the right side surface 506 from the Y-axis direction center and substantially in the Z-axis direction center. . The port 515 opens to the Z axis negative direction side from the second recess 50B, slightly from the axis O to the Z axis positive direction side, and slightly from the port 514 to the Y axis negative direction side. The plurality of liquid passages 11 and the like connect the port 51, the liquid reservoir chambers 521 and 522, the cylinder accommodation hole 53, the valve accommodation hole 54, and the hydraulic pressure sensor accommodation hole.

As shown in FIGS. 9 and 12, the plurality of fixing holes 56 are a motor fixing bolt hole, ECU fixing bolt holes 561 to 564, first unit fixing bolt holes 565 and 566, and housing fixing. Bolt holes 567,569. The motor fixing bolt hole has a bottomed cylindrical shape whose axial center extends in the Y-axis direction, and opens to the front surface 501. The bolt holes 561 to 564 for fixing the ECU have a cylindrical shape whose axial center extends in the Y-axis direction, and penetrates the housing 5. The holes 561 and 562 are located on the Z axis negative direction side, and the holes 563 and 564 are located on the Z axis positive direction side. The holes 561 and 562 are located at both corners sandwiched between the lower surface 503 and the side surfaces 505 and 506, respectively, and open to the front surface 501 and the rear surface 502. The holes 563 and 564 are located at corners sandwiched between the upper surface 504 and the second flat portion 508 of the recess 50 when viewed from the Y-axis direction, and open to the first flat portion 507 and the back surface 502. In the X-axis direction, the hole 563 is sandwiched between the wheel cylinder ports 512b and 512c, and the hole 564 is sandwiched between the wheel cylinder ports 512a and 512d. As shown in FIGS. 4 and 5, the bolt holes 565 and 566 for fixing the first unit have a bottomed cylindrical shape whose axial center extends in the X-axis direction and opens on the right side surface 506. The first hole 565 opens slightly on the Y axis negative direction side and the Z axis positive direction side of the right side surface 506. The first hole 565 is opened adjacent to a corner portion sandwiched between the first plane portion 507 and the third plane portion 509 of the second recess 50B when viewed from the X-axis direction. The position of the first hole 565 in the Z-axis direction is a substantially intermediate position between the unit connection ports 514 and 515. The position of the first hole 565 in the Y-axis direction is substantially the same as the position of the port 514 in the Y-axis direction. The second hole 566 opens slightly to the Y axis negative direction side and the Z axis negative direction side of the right side surface 506. The Z-axis direction position of the second hole 566 is on the Z-axis negative direction side from the opening of the cylinder accommodation hole 53E, and the Y-axis direction position of the second hole 566 is substantially the same as the Y-axis direction position of the port 515. . The bolt holes 567, 568, 569 for fixing the housing have a bottomed cylindrical shape whose axial centers extend in the Y-axis direction and the Z-axis direction, respectively. The bolt hole 567 opens to the X-axis negative direction end and the Z-axis negative direction side of the front 501, and as shown in FIGS. 4 and 5, the bolt hole 568 is arranged on the right side 506 side of the first unit 1A. The housing 3 (for example, the second portion 362B of the second liquid passage portion 362) has an X-axis positive direction end face that is perpendicular to the axis O and opens to the X-axis positive direction side. Open on the negative side. The X-axis negative direction side hole 567 is adjacent to the left side surface 505 in the X-axis direction, is sandwiched between the left side surface 505 and the second liquid reservoir chamber 522, and is sandwiched between the cylinder accommodation hole 53B and the bolt hole 561 in the Z-axis direction. .

As shown in FIG. 4 to FIG. 9, the first unit 1A is arranged and attached to the right side 506 of the housing 5. The right side surface 506 functions as a first unit mounting surface. The Z-axis positive direction end of the housing 3 of the first unit 1A is located slightly on the Z-axis negative direction side with respect to the Z-axis positive direction end (upper surface 504) of the housing 5 of the second unit 1B. The Z-axis negative direction end of the housing 3 is located slightly closer to the Z-axis negative direction side than the Z-axis negative direction end (lower surface 503) of the housing 5, and is slightly more than the Z-axis negative direction end of the second unit 1B (ECU90). Located on the positive side of the Z axis. The Y-axis positive direction end of the first unit 1A (including the bleeder valve BV) is located on the Y-axis positive direction side of the Y-axis positive direction end (front surface 501) of the housing 5, and the second unit 1B (motor housing) 200) on the Y axis negative direction side from the Y axis positive direction end (bottom 202). The Y-axis negative direction end of the housing 3 is located slightly on the Y-axis positive direction side with respect to the Y-axis negative direction end (back surface 502) of the housing 5.

12 and 13, the surfaces 381 to 383 of the housing 3 are in contact with the right side surface 506 of the housing 5. The axial center of the bolt hole 391 of the first flange portion 351 and the axial center of the bolt hole 565 of the housing 5 substantially coincide with each other, and the axial center of the bolt hole 392 of the second flange portion 352 and the axis of the bolt hole 566 of the housing 5 In a state where the centers substantially coincide with each other, the unit first connection port 514 overlaps the simulator first connection port 306A and the unit second connection port 515 is the second simulator port when viewed from the X-axis direction (the axial direction of the connection port 306). It overlaps with the connection port 306B. Due to the overlap of the former, the port 306A is connected to the positive pressure liquid passage 16 (port 514) that opens to the outer surface of the housing 5. Due to the overlap of the latter, the port 306B is connected to the back pressure liquid passage 17 (port 515) that opens to the outer surface of the housing 5. In this state, the housing 3 is fixed to the right side surface 506 of the housing 5. The first and second flange portions 351 and 352 are fixed to the housing 5 by bolts b3. The head of the bolt b3 is disposed on the X axis positive direction side of the first and second flange portions 351 and 352. The shaft portion of the bolt b3 passes through the bolt holes 391 and 392, and the male screw on the tip side of the shaft portion is screwed into the female screws of the bolt holes 565 and 566 of the housing 5. The flange portions 351 and 352 are fastened and fixed to the right side surface 506 between the head of the bolt b3 and the right side surface 506 of the housing 5 by the axial force of the bolt b3. The bolt holes 565 and 566 function as a fixing portion for fixing the first unit 1A (housing 3) to the second unit 1B (housing 5). Leakage of brake fluid from the openings of the ports 306, 514, 515 through the gap between the surfaces 381, 382 and the right side 506 is suppressed by the surfaces 381, 382, 506 coming into close contact with each other by the axial force of the bolt b3. The first flange portion 351 is provided integrally with the liquid passage portions 361 and 362. Therefore, by fixing the first flange portion 351 to the housing 5, the connection between the ports 306A and 306B and the ports 514 and 515 can be strengthened more efficiently. A second flange portion 352 is provided at a position away from the first flange portion 351 in the axial direction of the housing 3 (stroke simulator 4). Therefore, the strength of attaching the housing 3 that is long in the axial direction to the housing 5 can be improved. There may be a gap between the surface 383 of the first flange portion 351 and the right side surface 506. Further, a gasket (seal member) may be provided between the surfaces 381,382 and the right side surface 506. For example, an O-ring may be installed on the surface 381,382 or the right side 506 so as to surround the openings of the ports 306,514,515. In addition, a sheet-like gasket may be interposed between the surfaces 381, 382 and the right side surface 506, and not only the gasket but also a member having a liquid path connecting the ports 306, 514 (515) may be interposed.

As shown in FIG. 4, the motor 20 has a motor housing 200. The motor 20 is disposed on the front surface 501 of the housing 5, and the motor housing 200 is attached. The front surface 501 functions as a motor mounting surface. The master cylinder port 511 (511S, 511P) is located on the positive side of the Z axis with respect to the motor housing 200. The motor housing 200 has a bottomed cylindrical shape, and includes a cylindrical portion 201, a bottom portion 202, and a flange portion 203. Taking the DC brush motor as an example, the cylindrical portion 201 accommodates a magnet, a rotor, and the like as a stator on the inner peripheral side. The rotation axis of the motor 20 extends on the axis O of the cylindrical portion 201. The bottom portion 202 closes one side of the cylindrical portion 201 in the axial direction. The flange portion 203 is provided at an end portion on the other side (opening side) in the axial direction of the cylindrical portion 201 and spreads radially outward from the outer peripheral surface of the cylindrical portion 201. A bolt hole passes through the flange portion 203. A bolt b1 is inserted into each bolt hole, and the bolt b1 is fastened to a motor fixing bolt hole of the housing 5 (front surface 501). An electrically conductive member (power connector) is connected to the rotor via a brush. This conductive member is accommodated (attached) in the power supply hole 55 shown in FIG. 13 and protrudes from the back surface 502 to the Y axis negative direction side.

FIG. 14 is a front view of the second unit 1B to which the first unit 1A is attached as viewed from the Y axis positive direction side in a state where the mount bracket 1000 for fixing the second unit 1B to the vehicle body is attached. FIG. 16 is a right side view of the second unit 1B to which the unit 1A is attached, as viewed from the X-axis positive direction, with the mount bracket 1000 for fixing the second unit 1B to the vehicle body, and FIG. 16 shows the first unit 1A being attached. FIG. 7 is a rear view of the case 901 viewed from the negative Y-axis side with the cover 902a removed, with a mount bracket 1000 for fixing the second unit 1B to the vehicle body attached.
The configuration of the ECU 90 will be described based on FIGS. 6 to 11 and FIGS. 14 to 16. The ECU 90 is provided integrally with the housing 5. An ECU 90 is disposed and attached to the back surface 502 of the housing 5. The ECU 90 includes a control board 90a and a case 901. The control board 90a controls the energization state of solenoids such as the motor 20 and the solenoid valve 21. The control board 90a is accommodated in the case 901. The case 901 is attached to the back surface 502 (bolt holes 561 to 564) of the housing 5 with bolts b2. The back surface 502 functions as a case mounting surface. The bolt holes 561 to 564 function as a fixing portion for fixing the ECU 90 to the housing 5. The head of the bolt b2 is disposed on the front 501 side. The shaft portion of the bolt b2 passes through the bolt holes 561 to 564, and the male screw on the tip side of the shaft portion is screwed into the female screw on the case 901 side. The case 901 is fastened and fixed to the back surface 502 of the housing 5 by the axial force of the bolt b2. The heads of the bolts b2 protrude from the first recess 50A and the second recess 50B, respectively. The head is accommodated in the recess 50. The case 901 is a cover member formed of a resin material, and includes a substrate housing portion 902 and a connector portion 903. The board accommodating portion 902 accommodates a part of the solenoid such as the control board 90a and the electromagnetic valve 21 (hereinafter referred to as a control board or the like). The substrate housing part 902 has a lid part 902a. The lid 902a covers the control board and the like and is isolated from the outside. The control board 90a is mounted on the board housing part 902 substantially parallel to the back surface 502. From the back surface 502, a solenoid terminal such as the electromagnetic valve 21, a terminal such as the hydraulic pressure sensor 91, and a conductive member from the motor 20 protrude. The terminal and the conductive member extend to the Y axis negative direction side and are connected to the control board. The connector portion 903 is disposed on the X-axis negative direction side of the terminal and the conductive member in the substrate housing portion 902 and protrudes toward the Y-axis positive direction side of the substrate housing portion 902. When viewed from the Y-axis direction, the connector portion 903 is disposed slightly outside the left side surface 505 of the housing 5 (X-axis negative direction side). The terminals of the connector portion 903 are exposed toward the Y axis positive direction side and extend toward the Y axis negative direction side and are connected to the control board. Each terminal (exposed toward the Y axis positive direction side) of the connector unit 903 can be connected to an external device including the stroke sensor 94 and the liquid level sensor of the reservoir tank 8. Another connector connected to these external devices is inserted into the connector portion 903 from the Y axis positive direction side, thereby realizing electrical connection between the external device and the control board 90a (ECU 90). In addition, power is supplied from the external power source (battery) to the control board 90a via the connector unit 903. The conductive member functions as a connecting portion that electrically connects the control board 90a and the motor 20 (rotor thereof), and power is supplied from the control board to the motor 20 through the conductive member.

Further, the control board 90a has an extending portion 90b extending between the lower surface 503 and the mount bracket 1000 from the back surface 502 of the housing 5 toward the mount bracket 1000 positioned on the negative Z-axis direction side.
Correspondingly, the case 901 also extends toward the mount bracket 1000 in order to accommodate the extended portion 90b of the control board 90a.
A plurality of ribs 900a are formed on the surface of the portion corresponding to the extended portion 90b of the case 901 when viewed from the positive direction of the Y axis.
In addition, as shown in FIG. 9, a breathing hole 901 b configured in a labyrinth shape is formed in the case 901 viewed from the negative Z-axis direction so as to face the mount bracket 1000.
A mount bracket 1000 which is a base formed by bending a metal plate is bolted to the first unit 1A and the second unit 1B at three positions.
The mount bracket 1000 that supports the first unit 1A and the second unit 1B is fixed to the vehicle body side (usually a mounting member provided on the bottom or side wall in the engine room) with bolts or the like.
The mount bracket 1000 includes a first support portion 1000a disposed substantially parallel to the lower surface 503 of the housing 5, a second support portion 1000b disposed substantially parallel to the front surface 501, and a first support portion 1000b disposed substantially parallel to the right side surface 506. The first support unit 1A and the second unit 1B are supported by the three support portions 1000c.
As the first support part 1000a, a bolt hole 569 for fixing to the mount bracket 1000 is provided on the lower surface 503 of the housing 5. The hole 569 opens in the lower surface 503 and extends in the vertical direction (Z-axis direction). The bolt b4 fixed to the hole 569 and the insulator S attached to the bolt b4 also extend in the vertical direction. The insulator S is an elastic member for suppressing (insulating) vibration, and is formed in a substantially cylindrical shape from a rubber material. The insulator S receives the weight of the second unit 1B in the axial direction (the load due to gravity acting downward in the vertical direction) and efficiently supports the vertical load so that the second unit 1B is supported with respect to the vehicle body side. Can be stably supported.

As the second support portion 1000b, a bolt hole 567 for fixing to the mount bracket 1000 is provided on the front surface 501 of the housing 5 below the axis O in the vertical direction. Bolt hole 567 opens to front 501 and extends in the horizontal direction. The bolt b4 fixed to the bolt hole 567 and the insulator S attached to the bolt b4 also extend in the horizontal direction.
As the third support portion 1000c, there is a bolt hole 568 on the X axis positive end surface of the housing 3 of the first unit 1A located on the right side 506 side of the housing 5 (for example, the second portion 362B of the second liquid passage portion 362). The first unit 1A and the second unit 1B are fixed to the vehicle body via the horizontally extending bolt b4 inserted into the bolt hole 568 and the insulator S.
The first unit 1A fixed to the first support part 1000a provided on the lower surface 503 of the housing 5, the second support part 1000b provided on the front surface 501 and the second unit 1B located on the right side 506 side is third. By supporting the support unit 1000c, the first unit 1A and the second unit 1B can be stably held. Since the support direction of the housing 5 is different between the first support portion 1000a on the lower surface 503, the second support portion 1000b on the front surface 501, and the third support portion 1000c on the right side surface 506, the load that can act on the housing 5 in multiple directions , Support strength can be improved.
Further, as shown in FIG. 16, a power supply circuit 91a is mounted at the position of the extending portion 90b of the control board 90a. That is, since a plurality of ribs 900a are formed on the surface of the extended portion 90b of the case 901, the surface area is increased, so that the heat dissipation of the power supply circuit 91a can be improved.
Further, the vehicle behavior detection sensor 91b is mounted on the control board 90a in a region connecting the first support portion 1000a, the second support portion 1000b, and the third support portion 1000c. As a result, the vehicle behavior detection sensor 91b can be mounted closer to the three first to third support parts 1000a, 1000b, 1000c and less susceptible to the swing of the second unit 1B, and each support part 1000a, The installation position can be freely determined without being restricted by 1000b and 1000c.

Next, the configuration of the third unit 1C will be described. As shown in FIG. 2, the third unit 1 </ b> C includes a housing 6, a master cylinder 7, a reservoir tank 8, and a stroke sensor 94. Hereinafter, for convenience of explanation, an x-axis extending in the axial direction of the master cylinder 7 is provided, and the master cylinder 7 side is defined as a positive direction with respect to the brake pedal BP. The housing 6 accommodates the master cylinder 7 therein. Inside the housing 6, a cylinder 60, a supply port 62, and a supply port 63 are formed. The cylinder 60 has a bottomed cylindrical shape extending in the x-axis direction, and is closed on the x-axis positive direction side and opened on the x-axis negative direction side. The cylinder 60 has a small-diameter portion 601 on the x-axis positive direction side and a large-diameter portion 602 on the x-axis negative direction side. The small-diameter portion 601 has two seal grooves 603 and 604 and one port 605 for each of the P and S systems. The seal grooves 603 and 604 and the port 605 are annular extending in the direction around the axis of the cylinder 60. The port 605 is disposed between the grooves 603 and 604. The replenishment port 62 extends from the port 605 and opens to the outer surface of the housing 6. The supply port 63 extends from the small diameter portion 601 of the cylinder 60 and opens on the outer surface of the housing 6. The other end of the primary pipe 10MP is connected to the supply port 63P, and the other end of the secondary pipe 10MS is connected to the supply port 63S. As shown in FIG. 1, a plate-like flange portion 64 is provided on the outer periphery of the housing 6 at a position between the small diameter portion 601 and the large diameter portion 602. The flange portion 64 is fixed to the dash panel on the vehicle body side with bolts.

The master cylinder 7 is a second hydraulic pressure source that can supply hydraulic fluid pressure to the wheel cylinder W / C. The master cylinder 7 is connected to the brake pedal BP via the push rod PR so that the driver can operate the brake pedal BP. Acts accordingly. The master cylinder 7 has a piston 71 and a spring 72. The master cylinder 7 is a tandem type, and has, as a piston 71, a primary piston 71P connected to the push rod PR and a free piston type secondary piston 71S in series. The piston 71 is accommodated in the cylinder 60 and defines a hydraulic pressure chamber 70. The pistons 71P and 71S have a bottomed cylindrical shape, and can move in the x-axis direction along the inner peripheral surface of the small diameter portion 601 in accordance with the operation of the brake pedal BP. The piston 71 has a first recess 711 and a second recess 712 with the partition wall 710 as a bottom. The first recess 711 is disposed on the x-axis positive direction side, and the second recess 712 is disposed on the x-axis negative direction side. A hole 713 passes through the peripheral wall of the first recess 711. In the small diameter portion 601, a primary chamber 70P is defined between the primary piston 71P (first recess 711P) and the secondary piston 71S (second recess 712S), and the secondary piston 71S (first recess 711S) and the small diameter portion 601 are defined. A secondary chamber 70S is defined between the X-axis positive direction end portion of the second chamber 70S. Supply ports 63P and 63S are always open in the chambers 70P and 70S, respectively. Looking at the primary piston 71P, the end of the push rod PR in the x-axis positive direction is housed in the second recess 712P and abuts against the partition 710P. The stroke sensor 94 has a magnet and a sensor body (such as a Hall element). The primary piston 71P is provided with a magnet, and the sensor body is attached to the outer surface of the housing 6. The push rod PR is provided with a flange portion PR1. The movement of the push rod PR in the negative x-axis direction is restricted by the contact between the stopper portion 600 provided at the opening of the cylinder 60 (large diameter portion 602) and the flange portion PR1.

The springs 72P and 72S are coil springs as elastic members. In the primary chamber 70P and the secondary chamber 70S, similarly to the spring unit in the stroke simulator 4, units of springs 72P and 72S including a retainer member and a stopper member are respectively installed. The unit of the spring 72P is installed between the partition wall 710P and the partition wall 710S. The unit of the spring 72S is installed between the x-axis positive direction end of the small diameter portion 601 and the partition 710S. The spring 72 functions as a return spring that constantly biases the piston 71 in the negative x-axis direction. Cup-shaped seal members 731 and 732 are installed in the seal grooves 603 and 604, respectively. The lip portions of the seal members 731 and 732 are in sliding contact with the outer peripheral surface of the piston 71. On the primary side, the x-axis negative direction side seal member 731P suppresses the flow of brake fluid from the x-axis positive direction side (port 605P) toward the x-axis negative direction side (large diameter portion 602). The seal member 732P on the x-axis positive direction side suppresses the flow of brake fluid toward the x-axis negative direction side (port 605P) and permits the brake fluid to flow toward the x-axis positive direction side (primary chamber 70P). On the secondary side, the seal member 731S on the x-axis negative direction side suppresses the flow of brake fluid from the x-axis negative direction side (primary chamber 70P) toward the x-axis positive direction side (port 605S). The seal member 732S on the x-axis positive direction side suppresses the flow of brake fluid toward the x-axis negative direction side (port 605S) and permits the flow of brake fluid toward the x-axis positive direction side (secondary chamber 70S). In an initial state in which both pistons 71P and 71S are displaced to the maximum in the x-axis negative direction, the hole 713 is between the portions where both seal members 731 and 732 (lip portion) and the outer peripheral surface of the piston 71 are in contact (close to the seal member 732) Located on the side).
The reservoir tank 8 is a brake fluid source that stores brake fluid, and is a low pressure portion that is released to atmospheric pressure. The reservoir tank 8 is installed on the positive side of the housing 6 in the Z-axis direction. The bottom side (Z-axis negative direction side) of the reservoir tank 8 is partitioned into three chambers 83 by a first partition 821 and a second partition 822. The first chambers 83P and 83S are connected to supply ports 62P and 62S of the housing 6, respectively. A supply port 81 opens in the second chamber 83R. The other end of the suction pipe 10R is connected to the supply port 81 via a nipple 10R1.

Next, the control configuration will be described with reference to FIG. The ECU 90 of the second unit 1B receives detection values of the stroke sensor 94 and the hydraulic pressure sensor 91 and information on the running state from the vehicle side, and opens and closes the solenoid valve 21 and the motor 20 based on the built-in program. The wheel cylinder hydraulic pressure (hydraulic braking force) of each wheel W is controlled by controlling the rotation speed (that is, the discharge amount of the pump 2). As a result, the ECU 90 can be used for various brake controls (anti-lock brake control for suppressing the slip of the wheel W due to braking, boost control for reducing the brake operation force of the driver, and vehicle motion control). Brake control, automatic brake control such as preceding vehicle follow-up control, regenerative cooperative brake control, etc.). Vehicle motion control includes vehicle behavior stabilization control such as skidding prevention. In regenerative cooperative brake control, the wheel cylinder hydraulic pressure is controlled so as to achieve the target deceleration (target braking force) in cooperation with the regenerative brake.

The ECU 90 includes a brake operation amount detection unit 90A, a target wheel cylinder hydraulic pressure calculation unit 90B, a pedal force brake generation unit 90C, a boost control unit 90D, and a control switching unit 90E. The stroke sensor 94 detects the stroke (pedal stroke) of the primary piston 71P. The brake operation amount detection unit 90A receives the detection value of the stroke sensor 94 and detects the displacement amount (pedal stroke) of the brake pedal BP as the brake operation amount. The target wheel cylinder hydraulic pressure calculation unit 90B calculates a target foil cylinder hydraulic pressure. Specifically, based on the detected pedal stroke, a desired boost ratio, that is, the ideal relationship between the pedal stroke and the driver's required brake fluid pressure (vehicle deceleration requested by the driver) is achieved. The target wheel cylinder hydraulic pressure is calculated. Further, during regenerative cooperative brake control, the target wheel cylinder hydraulic pressure is calculated in relation to the regenerative braking force. For example, the target wheel cylinder in which the sum of the regenerative braking force input from the control unit of the regenerative braking device of the vehicle and the hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure satisfies the vehicle deceleration required by the driver. Calculate fluid pressure. At the time of motion control, for example, the target wheel cylinder hydraulic pressure of each wheel W is calculated so as to realize a desired vehicle motion state based on the detected vehicle motion state amount (lateral acceleration or the like). The pedal force brake generating section 90C deactivates the pump 2, and controls the shut-off valve 21 in the opening direction, SS / V IN28 in the closing direction, and SS / V OUT29 in the closing direction. The boost control unit 90D operates the pump 2 to control the shut-off valve 21 in the closing direction and the communication valve 23 in the opening direction when the driver operates the brake.

Further, the ECU 90 has a sudden brake operation state determination unit 90F and a second pedal force brake creation unit 90G. The sudden brake operation state determination unit 90F detects a brake operation state based on an input from the brake operation amount detection unit 90A and the like, and determines whether or not the brake operation state is a predetermined sudden brake operation state. For example, it is determined whether or not the change amount per hour of the pedal stroke exceeds a predetermined threshold value. When it is determined that the sudden braking operation state is in effect, the control switching unit 90E switches the control so that the wheel cylinder hydraulic pressure is generated by the second pedal force brake generating unit 90G. The second pedal force brake generating section 90G operates the pump 2 and controls the shut-off valve 21 in the closing direction, SS / V IN28 in the opening direction, and SS / V OUT29 in the closing direction. Thereafter, when it is no longer determined that the brake is suddenly operated and / or when a predetermined condition indicating that the discharge capacity of the pump 2 is sufficient is satisfied, the control switching unit 90E is controlled by the boost control unit 90D. Switch control to create cylinder hydraulic pressure. That is, SS / V IN28 is controlled in the closing direction and SS / V OUT29 is controlled in the opening direction.

Next, the operation will be described with reference to FIG.
(Hydraulic pressure control function)
The second unit 1B can supply the master cylinder pressure to each wheel cylinder W / C. A fluid passage system (supply fluid passage 11 and the like) that connects the hydraulic chamber 70 of the master cylinder 7 and the wheel cylinder W / C with the shut-off valve 21 controlled in the opening direction by the first pedal force brake generating section 90C Realizes a pedal force brake (non-boosting control) that creates a wheel cylinder hydraulic pressure by a master cylinder pressure generated using a pedal depression force. The hydraulic chambers 70P and 70S are supplied with brake fluid from the reservoir tank 8 and generate hydraulic pressure (master cylinder pressure) by the movement of the piston 71. The brake fluid that has flowed out of the master cylinder 7 in response to the driver's braking operation flows into the master cylinder piping 10M and is taken into the supply fluid passage 11 of the second unit 1B via the master cylinder port 511. The wheel cylinders W / C (FL) and W / C (RR) are pressurized via the P system fluid passage (supply fluid passage 11P) by the master cylinder pressure generated in the primary chamber 70P. Further, the wheel cylinders W / C (FR) and W / C (RL) are pressurized through the S system liquid passage (supply liquid passage 11S) by the master cylinder pressure generated in the secondary chamber 70S. Note that the third unit 1C does not include a negative pressure booster that boosts the driver's brake operation force by using negative pressure generated by a vehicle engine or a negative pressure pump provided separately. Stroke simulator 4 does not function because SS / V OUT29 is controlled in the closing direction. That is, since the operation of the piston 41 is suppressed, the inflow of brake fluid from the hydraulic pressure chamber 70 (secondary chamber 70S) to the positive pressure chamber 401 is suppressed. As a result, the wheel cylinder hydraulic pressure can be increased more efficiently. SS / V IN 28 may be controlled in the opening direction.

The second unit 1B can individually control the hydraulic pressure of each wheel cylinder W / C using the hydraulic pressure generated by the pump 2 independently of the brake operation by the driver. When the shut-off valve 21 is controlled in the closing direction, the communication between the master cylinder 7 and the wheel cylinder W / C is shut off, and the second unit 1B can generate the wheel cylinder hydraulic pressure by the pump 2. It becomes a state. The second unit 1B supplies the brake fluid boosted by the pump 2 to the brake operation unit via the wheel cylinder pipe 10W, and generates brake fluid pressure (wheel cylinder fluid pressure). The brake system (suction fluid passage 12, discharge fluid passage 13, etc.) that connects the first fluid reservoir 521 and the wheel cylinder W / C creates the wheel cylinder fluid pressure by the fluid pressure generated by the pump 2. It functions as a so-called brake-by-wire system that realizes boost control, regenerative cooperative control, and the like. The boost control unit 90D executes boost control for generating a hydraulic braking force that is insufficient with the driver's braking operation force. Specifically, the target wheel cylinder hydraulic pressure is adjusted by controlling the pressure regulating valve 24 while operating the pump 2 at a predetermined rotational speed and adjusting the amount of brake fluid supplied from the pump 2 to the wheel cylinder W / C. Realize. That is, the brake device 1 exhibits a boost function that assists the brake operation force by operating the pump 2 of the second unit 1B instead of the engine negative pressure booster. The boost control unit 90D controls SS / VSSIN28 in the closing direction and SS / V OUT29 in the opening direction. Thereby, the stroke simulator 4 is caused to function.

When the brake fluid flows from the master cylinder 7 into the positive pressure chamber 401 of the stroke simulator 4 according to the driver's brake operation, a pedal stroke is generated and the driver's braking operation reaction force ( Pedal reaction force) is generated. The brake fluid that has flowed out of the secondary chamber 70S due to the driver's braking operation flows into the secondary pipe 10MS, and is taken into the positive pressure fluid passage 16 through the supply fluid passage 11S of the second unit 1B. The positive pressure liquid path 16 is connected to the positive pressure chamber 401 via the unit first connection port 514, the simulator first connection port 306A of the first unit 1A, and the first connection liquid path 304. The positive pressure chamber 401 has a cylindrical shape, and its radial cross-sectional area is larger than the flow path cross-sectional area of the first connection liquid channel 304 that opens to the positive pressure chamber 401. The positive pressure chamber 401 is a volume chamber on the first connection liquid path 304. When a predetermined or higher hydraulic pressure (master cylinder pressure) acts on the pressure receiving surface of the piston 41 in the positive pressure chamber 401, the piston 41 moves in the axial direction toward the back pressure chamber 402 while compressing the spring 431 and the like. At this time, the volume of the positive pressure chamber 401 is increased, and at the same time, the volume of the back pressure chamber 402 is reduced. As a result, the brake fluid flowing out from the secondary chamber 70S flows into the positive pressure chamber 401. At the same time, the brake fluid flows out from the back pressure chamber 402 and the brake fluid in the back pressure chamber 402 is discharged. The back pressure chamber 402 has a cylindrical shape, and its radial cross-sectional area is larger than the flow path cross-sectional area of the second connection liquid passage 305 that opens to the back pressure chamber 402. The back pressure chamber 402 is a volume chamber on the second connection liquid path 305. The back pressure chamber 402 is connected to the back pressure liquid path 17 via the second connection liquid path 305, the simulator second connection port 306B, and the unit second connection port 515 of the second unit 1B. The brake fluid that has flowed out of the back pressure chamber 402 due to the driver's braking operation is taken into the fluid path 17. The stroke simulator 4 simulates the fluid rigidity of the wheel cylinder W / C by sucking the brake fluid from the master cylinder 7 in this way, and reproduces the pedal depression feeling. When the pressure in the positive pressure chamber 401 decreases below a predetermined value, the piston 41 returns to the initial position by the biasing force (elastic force) of the spring 431 and the like. When the piston 41 is in the initial position, there is a first Z-axis direction gap between the first damper 471 and the head 451 of the stopper member 45, and between the second damper 472 and the bottom 461 of the seat member 46. Has a second gap in the Z-axis direction. When the first spring 431 is compressed more than the first gap in the Z-axis direction along with the stroke of the piston 41 in the negative Z-axis direction, the first damper 471 is sandwiched between the convex portion 413 and the head 451. Begins to elastically deform. When the second spring 432 is compressed more than the second gap in the Z-axis direction, the second damper 472 comes into contact with the bottom portion 461 and starts to be elastically deformed. As a result, the impact is alleviated and the relationship between the pedal effort (pedal reaction force) and the pedal stroke can be adjusted. Therefore, pedal feeling is improved.

SS / V OUT29, SS / V IN28 and check valve 280 adjust the flow of the brake fluid flowing into the back pressure fluid passage 17 from the back pressure chamber 402. These valves allow or prohibit the brake fluid that has flowed into the fluid passage 17 from flowing toward the low pressure part (the first fluid reservoir 521 or the wheel cylinder W / C) from the master cylinder 7. Allow or prohibit the inflow of brake fluid into the stroke simulator 4 (positive pressure chamber 401). Thereby, the operation of the stroke simulator 4 is adjusted. The valves 29 and 28 function as switching electromagnetic valves that switch the presence or absence of inflow of hydraulic fluid into the stroke simulator 4. The valves 29, 28, and 280 function as a switching unit that switches the supply destination (outflow destination) of the brake fluid that has flowed into the fluid passage 17 between the first liquid reservoir chamber 521 and the wheel cylinder W / C.

The second pedal force brake generating unit 90G generates the wheel cylinder hydraulic pressure using the brake fluid flowing out from the back pressure chamber 402 until the pump 2 can generate a sufficiently high wheel cylinder hydraulic pressure. A second pedal force brake is realized. Specifically, SS / V OUT29 is controlled in the closing direction. As a result, the brake fluid flowing from the back pressure chamber 402 into the back pressure fluid passage 17 passes through the SS / V IN 28 (first simulator fluid passage 18) and the check valve 280 (bypass fluid passage 180) to the supply fluid passage 11. It flows in the direction. That is, the supply destination of the brake fluid flowing into the fluid path 17 is the wheel cylinder W / C. Therefore, it is possible to ensure the pressure response of the wheel cylinder hydraulic pressure. When the pressure on the wheel cylinder W / C side becomes higher than that on the back pressure chamber 402 side, the check valve 280 automatically closes, so that the brake from the wheel cylinder W / C side to the back pressure chamber 402 side Liquid backflow is suppressed. The shut-off valve 21 may be controlled in the opening direction. SS / V IN28 may be controlled in the closing direction. In this case, the brake fluid from the back pressure chamber 402 is opened (because the wheel cylinder W / C side is still at a lower pressure than the back pressure chamber 402 side). It is supplied to the wheel cylinder W / C through the check valve 280. In the present embodiment, the brake fluid can be efficiently supplied from the back pressure chamber 402 side to the wheel cylinder W / C side by controlling SS / V IN28 in the opening direction.

The control switching unit 90E controls SS / V OUT29 in the closing direction and switches the brake fluid supply destination to the wheel cylinder W / C when it is determined that the brake is suddenly operated. Therefore, the second pedal force brake can be accurately realized in a scene where the pressure response of the wheel cylinder hydraulic pressure is required. Since the pump 2 is a reciprocating pump, the response is relatively high. Therefore, the time from when the pump 2 starts to operate until a sufficient wheel cylinder hydraulic pressure can be generated is relatively short, and the time for operating the second pedal force brake can be shortened. A gear pump may be used. The control switching unit 90E controls SS / V OUT29 in the opening direction when a predetermined condition indicating that the discharge capacity of the pump 2 is sufficient is satisfied. As a result, the brake fluid flowing from the back pressure chamber 402 into the back pressure fluid passage 17 flows toward the first fluid reservoir chamber 521 through SS / V OUT29 (second simulator fluid passage 19). That is, the supply destination of the brake fluid flowing out from the back pressure chamber 402 is the first fluid reservoir chamber 521. Therefore, the stroke simulator 4 operates and a good pedal feeling can be secured. Even when a failure occurs in which SS / V 固 着 OUT29 is stuck in the closed state during operation of the stroke simulator 4, the brake fluid from the first fluid reservoir chamber 521 side passes through the check valve 290 to the back pressure chamber 402. By being supplied, the piston 41 can return to the initial position.

(Reservoir function)
The first liquid reservoir chamber 521 is supplied with brake fluid from the reservoir tank 8 via the suction pipe 10R and functions as a reservoir (internal reservoir) to supply brake fluid to the suction portions of the pump portions 2A to 2E. . Each pump unit 2A to 2E sucks and discharges the brake fluid through the first liquid reservoir chamber 521. If the piping 10R comes off from the nipples 10R1 and 10R2 or the brake fluid leaks from the piping 10R due to loosening of the band that tightens the piping 10R to the nipples 10R1 and 10R2, the first fluid reservoir chamber 521 It functions as a reservoir that stores water. The pump 2 can generate the wheel cylinder hydraulic pressure by sucking and discharging the brake fluid in the first liquid reservoir chamber 521, and can generate the braking torque in the vehicle on which the brake device 1 is mounted. Note that when fluid leaks from the pipe 10R, the brake fluid in the second chamber 83R of the reservoir tank 8 decreases, but the brake fluid in the first chamber 83P, 83s is secured, so the pedal force braking is continued. It is feasible. If the first liquid reservoir chamber 521 is arranged vertically above the suction portions of the pump portions 2A to 2E, the first fluid reservoir chamber 521 is connected to each suction portion via the suction liquid passage 12 by the weight of the brake fluid. Brake fluid can be easily supplied. Further, the retention of air inside the suction liquid passage 12 is suppressed, and the pump 2 is suppressed from sucking air (bubbles). Note that the suction port 513 may open to a surface 501 other than the upper surface 504. In the present embodiment, the suction port 513 opens on the upper surface 504. Therefore, since the first liquid reservoir chamber 521 is arranged on the upper side in the vertical direction of the housing 5, it is easy to arrange the first liquid reservoir chamber 521 on the upper side in the vertical direction with respect to the suction portions of the pump units 2A to 2E. .

(Pump function)
There are a plurality of pump units 2A to 2E. The shaft centers of the two pump parts 2A, 2C, etc. facing each other with the shaft center O interposed therebetween are not on the same straight line and form an angle larger than 0 degrees. Therefore, the phases of the suction and discharge strokes of the pump units 2A to 2E are not synchronized and are shifted from each other. As a result, it is possible to reduce the periodic fluctuations (pulse pressure) of the discharge pressures of the respective pump units 2A to 2E, and to reduce the pulse pressure of the pump 2 as a whole. The plurality of pump parts 2A to 2E are arranged at substantially equal intervals in the circumferential direction. Therefore, the pump 2 as a whole can vary the magnitude of the superposition of the discharge pressures of the pump parts 2A to 2E by making the phase difference of the suction and discharge strokes between the pump parts 2A to 2E substantially equal. Can be as small as possible. Therefore, a greater pulse pressure reduction effect can be obtained. The number of pump units 2A to 2E may be an even number. In the present embodiment, the number is an odd number of 3 or more. Therefore, compared with the case where the above number is an even number, the pulse pressure of the pump 2 as a whole (width of fluctuation) is shifted by shifting the phase while arranging a plurality of pump parts 2A to 2E at substantially equal intervals in the circumferential direction. Can be easily reduced, and the effect of reducing the pulse pressure can be remarkably obtained. Note that the number of the pump units 2A to 2E is not limited to five, and may be three, for example. In the present embodiment, the number is 5. Therefore, compared to the case where the number is 3, it is possible to improve the effect of reducing the pulse pressure and obtain a sufficient silence, and to reduce the size of each of the pump units 2A to 2E and reduce the size of the second unit 1B. It is possible to secure a sufficient discharge amount as the whole pump 2 while suppressing an increase in size. Further, since the increase in the number of pump units 2A to 2E is suppressed as compared with the case where the number is 6 or more, it is advantageous from the viewpoint of layout and the like, and the second unit 1B can be easily downsized. .

(Drain function)
The brake fluid leaking from each cylinder accommodation hole to the cam accommodation hole flows into the second liquid reservoir chamber 522 through the drain liquid passage and is stored in the chamber 522. Therefore, since the brake fluid in the cam housing hole can be prevented from entering the motor 20, the operability of the motor 20 can be improved. Note that the opening of the chamber 522 is closed by a lid member.
(Air bleeding function)
A second bleeder portion 372 and a bleeder valve BV are provided on the back pressure chamber 402 side. The liquid passages 17 and 18 connected to the back pressure chamber 402 are also connected to the pump 2 (discharge section), and the second unit 1B switches the communication state between the pump 2 (discharge section) and the back pressure chamber 402. It is possible to be provided. In a state where the valve BV is opened, the pump 2 (the discharge portion thereof) and the back pressure chamber 402 are communicated. Then, by operating the pump 2, the brake fluid from the pump 2 is supplied to the back pressure chamber 402. Therefore, the brake fluid discharged from the pump 2 pushes out the air in the liquid passage 17 and the air in the back pressure chamber 402 and is discharged from the valve BV together with the air. Since this operation is performed continuously and a large amount of air can be discharged, the air is effectively extracted.

(Miniaturization, improved layout)
As shown in FIG. 1, the brake device 1 includes a first unit 1A, a second unit 1B, and a third unit 1C. Therefore, the mountability of the brake device 1 to the vehicle can be improved. The stroke simulator 4 (first unit 1A) is disposed integrally with the second unit 1B. Therefore, the enlargement of the third unit 1C can be suppressed as compared with the case where the stroke simulator 4 is arranged on the third unit 1C (master cylinder 7) side. Since the stroke simulator 4 is provided separately from the master cylinder 7, the parts around the brake pedal BP (third unit 1C) can be reduced in size. Therefore, even when the master cylinder 7 protrudes toward the driver's seat when the vehicle collides, the protrusion amount can be shortened. For this reason, collision safety can be improved. This is particularly effective in small cars where the space around the driver's seat is limited. The stroke simulator 4 (first unit 1A) is disposed integrally with the second unit 1B. Therefore, piping for connecting the stroke simulator 4 and the second unit 1B (positive pressure liquid path 16) is not necessary. That is, a pipe for connecting the positive pressure chamber 401 and the second unit 1B is not necessary. In addition, in the configuration in which the brake fluid flows out from the back pressure chamber 402 as the piston 41 moves due to the driver's braking operation, piping that connects the back pressure chamber 402 and the second unit 1B (back pressure fluid path 17) is unnecessary. It becomes. Therefore, since the number of piping as the whole brake device 1 can be reduced, the complexity of the brake device 1 can be suppressed, and the cost increase accompanying an increase in piping can be suppressed.

The electromagnetic valve 21 and the like and the hydraulic pressure sensor 91 and the like (hereinafter referred to as electromagnetic valve and the like) are arranged in the second unit 1B. By providing the main electronic products on the second unit 1B side, the first unit 1A and the third unit 1C can be simplified. As for the third unit 1C, no solenoid valve or the like is arranged in the third unit 1C, and no ECU for driving the solenoid valve is required in the third unit 1C. The degree of freedom can be improved. Further, no wiring (harness) is required between the third unit 1C and the ECU 90 (second unit 1B) for electromagnetic valve control or hydraulic pressure sensor signal transmission. Therefore, the complexity of the brake device 1 can be suppressed, and the cost increase accompanying the increase in wiring can be suppressed. The same applies to the first unit 1A. For example, the second unit 1B includes a switching electromagnetic valve that switches whether or not the hydraulic fluid flows into the stroke simulator 4. That is, SS / V IN28 and SS / V OUT29 are arranged in the second unit 1B. Since the electrical equipment related to the stroke simulator 4 is provided on the second unit 1B side, the first unit 1A can be simplified. The first unit 1A does not require an ECU for switching the operation of the stroke simulator 4, and wiring for controlling SS / V / IN28 etc. between the first unit 1A and ECU90 (second unit 1B) ( No harness is required.

The ECU 90 is attached to the housing 5, and the ECU 90 and the housing 5 (accommodating a solenoid valve or the like) are integrated as the second unit 1B. Therefore, wiring (harness) for connecting the solenoid valve or the like and the ECU 90 can be omitted. Specifically, a solenoid terminal such as the electromagnetic valve 21 and a terminal such as the hydraulic pressure sensor 91 are directly connected to the control board (not via a harness or a connector outside the housing 5). Therefore, for example, a harness for connecting the ECU 90 and SS / V IN28 can be omitted. The motor 20 is disposed in the second unit 1B, and the housing 5 (accommodating the pump 2) and the motor 20 are integrated as the second unit 1B. The second unit 1B functions as a pump device. Therefore, wiring (harness) for connecting the motor 20 and the ECU 90 can be omitted. Specifically, the conductive member for energizing and transmitting the motor 20 is accommodated in the power supply hole 55 of the housing 5, and is directly connected to the control board 90a (without a harness or a connector outside the housing 5). The The conductive member functions as a connection member that connects the control board 90a and the motor 20. The housing 5 is sandwiched between the motor 20 and the ECU 90. That is, the motor 20, the housing 5, and the ECU 90 are arranged in this order along the axial direction (Y-axis direction) of the motor 20. Specifically, the ECU 90 is attached to the back surface 502 opposite to the front surface 501 to which the motor 20 is attached. Therefore, it is possible to arrange the motor 20 and the ECU 90 so as to overlap each other when viewed from the motor 20 side or the ECU 90 side (viewed from the Y-axis direction). As a result, the area of the second unit 1B viewed from the motor 20 side or the ECU 90 side can be reduced, so that the second unit 1B can be downsized. By reducing the size of the second unit 1B, the weight of the second unit 1B can be reduced.

As shown in FIG. 6, the connector portion 903 of the ECU 90 is adjacent to a surface 505 that is continuous with the front surface 501 and the rear surface 502 of the housing 5. In other words, when viewed from the motor 20 side (Y-axis positive direction side), the connector portion 903 is not covered by the housing 5 and protrudes from the surface 505. Therefore, the control board 90a of the ECU 90 can be widened not only to a region overlapping the housing 5 when viewed from the motor 20 side, but also to a region overlapping the connector portion 903 (a region adjacent to the left side surface 505). The bolt b2 for attaching the ECU 90 to the rear surface 502 does not penetrate the ECU 90 from the rear surface 502 (ECU 90) side and is fixed to the housing 5, but penetrates the housing 5 from the front surface 501 side to the ECU 90. Fixed. When the bolt b2 penetrates the ECU 90 (control board 90a), the control board 90a cannot be arranged at the penetration part of the bolt b2. Further, when the control board 90a is also arranged behind the connector portion 903, the control board 90a cannot be arranged in the vicinity of the penetration part of the bolt b2. If the control board 90a cannot be arranged, a wiring pattern cannot be drawn at that portion, and elements cannot be mounted. In other words, the mounting area of the control board 90a is reduced. Since the bolt b2 is provided so as to penetrate the housing 5 instead of the ECU 90, a portion where the bolt b2 and the control board 90a interfere with each other can be eliminated. Therefore, it is possible to secure a large mounting area of the control board 90a and easily cope with the multi-functionalization of the ECU 90.

The terminal of the connector part 903 extends in the Y-axis direction. Therefore, it is possible to suppress an increase in the dimension of the second unit 1B (in the X-axis direction) viewed from the Y-axis direction. The terminal of the connector part 903 is exposed toward the motor 20 side (Y-axis positive direction side). Accordingly, since the connector (harness) connected to the connector portion 903 overlaps the housing 5 and the like in the axial direction (Y-axis direction) of the motor 20, the Y-axis direction (motor) of the second unit 1B including this connector (harness) Dimensional increase in 20 axial directions) can be suppressed. The connector part 903 extends in the horizontal direction when mounted on the vehicle. Thereby, the penetration of moisture into the connector portion 903 can be suppressed while facilitating the connection of the harness to the connector portion 903. The connector portion 903 is adjacent to the left side surface 505 of the housing 5. Therefore, compared with the case where the connector part 903 is adjacent to the upper surface 504, interference between the connector (harness) connected to the connector part 903 and the pipes 10W, 10R connected to the wheel cylinder ports 512, 513 on the upper surface 504 can be suppressed. Further, compared with the case where the connector portion 903 is adjacent to the lower surface 503, interference between the connector (harness) and the vehicle body side member (mount) facing the lower surface 503 can be suppressed. In other words, the connection of the connector (harness) to the connector portion 903 can be facilitated. Therefore, the workability of mounting the brake device 1 on the vehicle can be improved.

1st unit 1A is attached to right side 506 different from front 501 in which motor 20 is attached in housing 5. Therefore, compared with the case where the first unit 1A is attached to the front surface 501, the area of the front surface 501 can be reduced and the housing 5 can be reduced in size while suppressing interference between the first unit 1A and the motor 20. Therefore, it is possible to reduce the size of the second unit 1B including the first unit 1A, and to prevent the layout from being restricted when mounted on the vehicle. The first unit 1A is attached to a surface 506 in the housing 5 different from the back surface 502 to which the ECU 90 is attached. Therefore, it is possible to reduce the area of the back surface 502 and reduce the size of the housing 5 while suppressing interference between the first unit 1A and the ECU 90. The first unit 1A is attached to a surface 506 of the housing 5 different from the lower surface 503 facing the vehicle body side member (mount). Therefore, it is possible to reduce the area of the lower surface 503 and reduce the size of the housing 5 while suppressing interference between the first unit 1A and the vehicle body side member (mount). The first unit 1A is attached to a surface 506 in the housing 5 which is different from the upper surface 504 where the wheel cylinder ports 512 and 513 are opened. Therefore, it is possible to reduce the area of the upper surface 504 and reduce the size of the housing 5 while suppressing interference between the first unit 1A and the pipes 10W and 10R connected to the ports 512 and 513. The first unit 1A is attached to a surface 506 different from the left side surface 505 of the housing 5 where the connector portion 903 faces (adjacent). Therefore, it is possible to reduce the area of the left side surface 505 and reduce the size of the housing 5 while suppressing interference between the first unit 1A and the connector (harness) connected to the connector portion 903.

As shown in FIGS. 12 and 13, the first unit 1A (housing 3) is provided with connecting liquid paths 304 and 305. Therefore, the position and direction of attaching the stroke simulator 4 (first unit 1A) to the second unit 1B can be changed relatively freely. That is, the chambers 401 and 402 and the liquid path of the housing 5 can be connected by the liquid paths 304 and 305 regardless of the position and orientation (posture) of the stroke simulator 4 (chamber 401 and 402) with respect to the second unit 1B (housing 5). For this reason, the layout property of the stroke simulator 4 with respect to the second unit 1B can be improved. Thereby, when mounting the 2nd unit 1B including the stroke simulator 4 (1st unit 1A) to a vehicle, it can suppress that the restrictions arise in the layout. Specifically, one end side of the first connection liquid path 304 is connected to the positive pressure chamber 401. The other end side (simulator first connection port 306 </ b> A) of the liquid passage 304 opens on the outer surface of the housing 3. If the port 306A is connected to the unit first connection port 514 of the second unit 1B (housing 5), the positive pressure chamber 401 and the positive pressure liquid path 16 of the second unit 1B are connected. At this time, since the position of the port 306A on the outer surface of the housing 3 can be arbitrarily set, the position and orientation of the positive pressure chamber 401 (housing 3) with respect to the port 514 (housing 5) are not restricted. Thus, the degree of freedom in the position and orientation of attaching the first unit 1A to the second unit 1B is improved. Further, since the position of the port 306A on the outer surface of the housing 3 can be arbitrarily set, there is little need to change the position of the port 514 (positive pressure fluid path 16) of the second unit 1B connected to the port 306 A in the housing 5. . In other words, the layout of each hole (port, liquid channel, etc.) inside the housing 5 can be improved. As a result, the housing 5 (second unit 1B) can be reduced in size and weight.

The axis of the port 306A has an angle (greater than 0 degrees) with respect to the axis of the stroke simulator 4 (positive pressure chamber 401) (not parallel) and is bent with respect to the axis of the stroke simulator 4. It extends in the direction. Therefore, it can be avoided that the first unit 1A is installed in the housing 5 so that the axis of the stroke simulator 4 extends in the normal direction of the surface 506 of the housing 5 where the port 514 opens. Thereby, since the increase in the dimension of the 2nd unit 1B including the 1st unit 1A in the said normal line direction can be suppressed, it can suppress that a restriction | limiting arises in the layout at the time of mounting to a vehicle. Specifically, the axis of the port 306A is substantially orthogonal to the axis of the stroke simulator 4. Therefore, since the axis of the stroke simulator 4 is disposed substantially parallel to the surface 506, it is possible to suppress the increase in dimension in the normal direction to the maximum. One end side of the second connection liquid path 305 is connected to the back pressure chamber 402. The other end side (simulator second connection port 306B) of the liquid passage 305 opens at an arbitrary position on the outer surface of the housing 3. If the port 306B is connected to the unit second connection port 515 of the second unit 1B (housing 5), the back pressure chamber 402 and the back pressure liquid path 17 of the second unit 1B are connected. Further, the axis of the port 306B has an angle (greater than 0 degrees) with respect to the axis of the stroke simulator 4 (back pressure chamber 402). Therefore, in the configuration in which the brake fluid flows out from the back pressure chamber 402 as the piston 41 moves due to the driver's brake operation, the same effects as described above can be obtained.

The positive pressure chamber 401 (small-diameter portion 31) of the stroke simulator 4 (housing 3) is on the side where the master cylinder port 511 is located (Z-axis) in the longitudinal direction of the surface 506 (Z-axis direction) with respect to the surface 506 of the housing 5 (Positive direction side) Specifically, at least a part of the positive pressure chamber 401 is located closer to the Z-axis positive direction side than the center of the surface 506 in the Z-axis direction. Therefore, since the distance between the master cylinder port 511 and the positive pressure chamber 401 can be shortened, the total of the positive pressure liquid path 16 connected to the secondary port 511S and the first connection liquid path 304 connected to the positive pressure chamber 401 is obtained. Can be shortened. As a result, the liquid path 304 in the housing 3 can be simplified and the layout inside the housing 3 can be improved. Alternatively, the liquid path 16 in the housing 5 can be simplified, and the layout inside the housing 5 can be improved. Therefore, the housing 3 (first unit 1A) or the housing 5 (second unit 1B) can be reduced in size and weight, that is, the second unit 1B including the first unit 1A can be reduced in size and weight. Even when the piston 41 is displaced to the maximum in the Z-axis positive direction, the fluid path 304 is opened to the positive Z-axis direction side of the positive pressure chamber 401 in order to smoothly supply brake fluid from the liquid path 304 to the positive pressure chamber 401. It is preferable to do. In the present embodiment, at least part of the positive pressure chamber 401 on the Z axis positive direction side is located on the Z axis positive direction side of the surface 506. Therefore, the distance between the port 511 and the chamber 401 can be shortened more efficiently.

The stroke simulator 4 (housing 3) extends along the longitudinal direction (Z-axis direction) of the surface 506. Specifically, when viewed from the X-axis direction, both ends (at least a part thereof) of the housing 3 in the axial direction overlap the surface 506. Thereby, a range where the housing 3 and the surface 506 overlap with each other when viewed from the X-axis direction is increased. The range of the outer surface of the housing 3 facing the surface 506 in the X-axis direction and the range of the surface 506 facing the outer surface of the housing 3 in the X-axis direction are increased in the Z-axis direction. Accordingly, the range in the Z-axis direction in which the ports 306A and 306B opening on the outer surface of the housing 3 can be arranged is widened. That is, the layout of the port 306 is improved. Therefore, the liquid paths 304 and 305 connected to the port 306 can be simplified. One end of the liquid path 304 is connected to the positive pressure chamber 401, and one end of the liquid path 305 is connected to the back pressure chamber 402. The one ends of the liquid paths 304 and 305 are separated from each other in the Z-axis direction. Since the range in which the ports 306A and 306B can be arranged is wide, for example, the one end and the other end (ports 306A and 306B) of the liquid passages 304 and 305 can be set to substantially the same Z-axis direction position. As a result, the bent portions of the liquid paths 304 and 305 can be reduced, and the liquid paths 304 and 305 can be simplified. In the housing 3, a base material is formed by casting, and the liquid paths 304, 305 and the like are formed by machining. By reducing the locations where the liquid passages 304 and 305 are bent, the openings of the liquid passages 304 and 305 on the outer surface of the housing 3 are reduced, and the number of times of sealing is reduced by press-fitting balls into the openings. By reducing the sealing by the ball (press-fit), the stress acting on the housing 3 can be reduced, and the durability of the housing 3 can be improved. Further, the range in the Z-axis direction in which the ports 514 and 515 opening on the surface 506 can be arranged is widened. That is, the layout of the ports 514 and 515 is improved. Therefore, simplification of the liquid paths 16 and 17 connected to the ports 514 and 515 can be achieved. As a result, the housing 5 (second unit 1B) can be reduced in size and weight.

At least a part of the liquid passage 304 (first portion 304A) extends substantially on the same straight line as the first bleeder liquid passage 307A. Therefore, since both the liquid paths 304A and 307A can be formed by the same processing process, productivity can be improved. Similarly, at least a part of the liquid passage 305 (first portion 305A) extends substantially on the same straight line as the second bleeder liquid passage 307B, so that productivity can be improved.
The Z-axis positive direction end of the first unit 1A (housing 3) is closer to the Z-axis negative direction side than the Z-axis positive direction end (upper surface 504) of the second unit 1B (housing 5). Therefore, it can suppress that the 1st unit 1A protrudes to the Z-axis positive direction side with respect to the 2nd unit 1B, and can suppress the increase in the Z-axis direction dimension of the 2nd unit 1B including the 1st unit 1A. The Z-axis negative direction end of the first unit 1A (housing 3) is closer to the Z-axis positive direction side than the Z-axis negative direction end of the second unit 1B (ECU90). Therefore, it can suppress that the 1st unit 1A protrudes to the Z-axis negative direction side with respect to the 2nd unit 1B, and can suppress the increase in the Z-axis direction dimension of the 2nd unit 1B including the 1st unit 1A.

The stroke simulator 4 is mounted on the vehicle and extends along the direction of gravity (the direction in which gravity acts, ie, the vertical direction). Therefore, when the first unit 1A is viewed from the direction of gravity (Z-axis direction), the stroke simulator 4 is viewed from substantially its axial direction. For this reason, the area of the first unit 1A viewed from the direction of gravity (Z-axis direction), in other words, the projected area in the direction of gravity is reduced. Therefore, it is possible to reduce the projected area of the second unit 1B including the first unit 1A and improve the vehicle mountability. Even if the axis of the stroke simulator 4 is slightly inclined with respect to the direction of gravity, the projected area of the stroke simulator 4 is smaller than the projected area of the stroke simulator 4 in the direction orthogonal to the axis of the stroke simulator 4 As long as the above effects can be obtained. In the present embodiment, the axis of the stroke simulator 4 extends in the Z-axis direction. Therefore, the projection area can be reduced to the maximum while mounted on the vehicle, and an increase in the size of the first unit 1A in the horizontal direction (X-axis direction or Y-axis direction) can be suppressed.

The axis of the bleeder parts 371 and 372 (bleeder liquid passages 307A and 307B) extends substantially parallel to the surface 506. Therefore, it is possible to prevent the bleeder portions 371 and 372 from extending in the normal direction (X-axis direction) of the surface 506 and the bleeder valve BV from protruding. Thereby, since the increase in the dimension of the 2nd unit 1B including the 1st unit 1A in the said normal line direction can be suppressed, it can suppress that a layout restriction arises at the time of mounting to a vehicle. The axial centers (bleeder liquid passages 307A and 307B) of the bleeder portions 371 and 372 extend substantially parallel to the axial direction of the motor housing 200 (Y-axis direction) toward the front surface 501 side. Therefore, the bleeder portions 371 and 372 and the bleeder valve BV are arranged in the space between the first unit 1A (stroke simulator 4) and the motor housing 200 (cylindrical portion 201). As a result, the second unit 1B including the first unit 1A can be made compact, and the air bleeding operation by opening and closing the bleeder valve BV can be facilitated.

¡The cylinder housing holes 53A to 53E are in a single row along the axial direction of the motor 20. The plurality of pump units 2A to 2E overlap each other in the Y-axis direction. Therefore, since the cam unit 2U can be used in common by the plurality of pump units 2A to 2E, an increase in the number of parts and cost can be suppressed. Further, the rotational drive shaft of the pump 2 can be shortened, and an increase in the size of the housing 5 in the Y-axis direction can be suppressed. In addition, since the plurality of pump parts 2A to 2E overlap each other in the axial direction of the rotary drive shaft, the layout of the liquid path can be simplified, and the enlargement of the housing 5 can be suppressed. The cylinder accommodation hole 53 is arranged on the front surface 501 side (side on which the motor 20 is attached) of the housing 5. Therefore, since the rotational drive shaft can be made shorter, the layout inside the housing 5 can be improved. The plurality of valve housing holes are in a single row along the axial direction of the motor 20. Therefore, an increase in the dimension of the housing 5 in the Y-axis direction can be suppressed. The valve accommodation hole is arranged on the back surface 502 side (side on which the ECU 90 is attached) of the housing 5. Therefore, electrical connectivity between the ECU 90 and the solenoid such as the solenoid valve 21 can be improved. Specifically, the shaft centers of the plurality of valve housing holes are substantially parallel to the shaft center of the motor 20, and all the valve housing holes open to the back surface 502. Therefore, solenoids such as the solenoid valve 21 can be concentrated on the back surface 502 of the housing 5, and the electrical connection between the ECU 90 and the solenoid can be simplified. Similarly, the plurality of sensor housing holes are arranged on the back surface 502 side. Therefore, electrical connectivity between the ECU 90 and the hydraulic pressure sensor 91 can be improved. The control board of the ECU 90 is disposed substantially parallel to the back surface 502. Therefore, the electrical connection between the ECU 90 and the solenoid (and sensor) can be simplified.

When viewed from the Y-axis direction, the plurality of cylinder accommodation holes 53 and the valve accommodation holes overlap at least partially. Therefore, the area of the second unit 1B as viewed from the motor 20 side can be reduced. The housing 5 includes a pump region (pump portion) and a solenoid valve region (solenoid valve portion) in order from the front 501 side to the back surface 502 side along the axial direction of the motor 20. Along the axial direction of the motor 20, the area where the cylinder accommodation hole 53 is located is a pump area, and the area where the valve accommodation hole is located is an electromagnetic valve area. As described above, the cylinder housing hole 53 and the valve housing hole are concentrated and arranged for each region in the axial direction of the motor 20, so that it is easy to suppress an increase in the size of the housing 5 in the axial direction of the motor 20. Further, the layout of each element in the housing 5 can be improved, and the housing 5 can be downsized. That is, in each region, the degree of freedom in layout of the plurality of holes in a plane orthogonal to the axis of the motor 20 is increased. For example, in the electromagnetic valve region, it is easy to arrange a plurality of valve accommodation holes so as to suppress an increase in the size of the housing 5 in the plane. Note that both regions may partially overlap in the axial direction of the motor 20.

The wheel cylinder port 512 opens in the upper surface 504. Therefore, compared with the case where the wheel cylinder port 512 opens to the front surface 501, it is easy to save the space of the front surface 501 and form the recesses 50A and the flanges 50B at the corners of the housing 5. The wheel cylinder port 512 is disposed on the Y axis negative direction side of the upper surface 504. Therefore, by disposing the wheel cylinder port 512 in the solenoid valve region, it is easy to connect the wheel cylinder port 512 and the SOL / V IN receiving hole, etc. while avoiding interference between the wheel cylinder port 512 and the cylinder receiving hole 53. The liquid path can be simplified. Four wheel cylinder ports 512 are arranged side by side in the X axis direction on the Y axis negative direction side of the upper surface 504. Therefore, an increase in the dimension of the housing 5 in the Y-axis direction can be suppressed by forming the wheel cylinder ports 512 in a single row in the Y-axis direction.

The master cylinder port 511 opens to the front 501. Therefore, compared with the case where the port 511 opens to the upper surface 504, it is easy to save the space of the upper surface 504 and form the wheel cylinder port 512 and the like on the upper surface 504. The port 511 overlaps the motor housing 200 in the X-axis direction (viewed from the Z-axis direction). Therefore, an increase in the dimension of the front surface 501 in the X-axis direction can be suppressed. The ports 511P and 511S sandwich the first liquid reservoir chamber 521 in the X-axis direction (viewed from the Y-axis direction). In other words, the first liquid reservoir chamber 521 is disposed between the ports 511P and 511S in the X-axis direction. Thus, by forming the first liquid reservoir chamber 521 using the space between the ports 511P and 511S, the layout of the interior of the housing 5 is improved and the area of the front 501 is reduced. Can be miniaturized. The ports 511P and 511S are sandwiched between the chamber 521 and the cylinder accommodation holes 53C and 53D in the direction around the axis O (as viewed from the Y-axis direction). Therefore, an increase in dimension from the axis O to the outer surface (upper surface 504) of the housing 5 can be suppressed, and the housing 5 can be downsized. In addition, since the opening of the port 511 in the front 501 can be disposed on the center side in the X-axis direction, it is easy to form the recesses 50A and the flange 50B on the outer side in the X-axis direction from the ports 511P and 511S. The volume on the front 501 side and the upper surface 504 side of the housing 5 is reduced by the amount of the recesses 50A and the flange 50B, and the weight is reduced. The suction port 513 is on the Y axis positive direction side (pump region). Therefore, it is easy to connect the port 513 (first liquid reservoir chamber 521) to the cylinder accommodation hole 53 (the suction part of the pump parts 2C and 2D), and the liquid path can be simplified. The port 513 is on the center side in the X-axis direction. Therefore, in the case where one chamber 521 is commonly used in both the P and S systems, it is easy to connect the port 513 (chamber 521) to the valve accommodating holes of both systems, and the liquid path can be simplified. In the X-axis direction (viewed from the Y-axis direction), the wheel cylinder ports 512c and 512d sandwich the suction port 513 (chamber 521), and the opening of the wheel cylinder ports 512c and 512d and the port 513 (chamber 521) are partially Overlapping. Therefore, an increase in the dimension of the housing 5 in the X-axis direction can be suppressed and downsizing can be achieved. The axial center of the first liquid reservoir chamber 521 extends in a direction perpendicular to the axial center O and intersects with this direction (expands along the direction around the axial center O) on the outer surface (upper surface 504) of the housing 5. Is opened, and this opening functions as a suction port 513. Therefore, an increase in dimension from the axis O to the outer surface of the housing 5 (upper surface 504 where the chamber 521 opens) extending along the direction around the axis O can be suppressed, and the housing 5 can be downsized. .

The first liquid reservoir chamber 521, the power supply hole 55, and the second liquid reservoir chamber 522 are formed in a region between the adjacent cylinder accommodation holes 53 in the direction around the axis O. Therefore, the suction liquid path 12 connecting the chamber 521 and the suction parts of the pump parts 2C and 2D can be shortened. Further, by forming the chambers 521, 522 and the hole 55 by utilizing the space between the adjacent holes 53, the layout property (volume efficiency) inside the housing 5 is improved and the area of the front 501 is reduced, and the housing 5 can be miniaturized. The chamber 521 is disposed in an area surrounded by the master cylinder ports 511P and 511S and the wheel cylinder ports 512c and 512d. Specifically, the chamber 521 overlaps with each of the ports 511P in the Z-axis direction and is inside a quadrilateral connecting the ports 511P and the like with line segments when viewed from the Z-axis direction. Thus, by forming the chamber 521 using the space between the ports 511P and the like, the layout inside the housing 5 can be improved and the housing 5 can be downsized. The axial center of the second liquid reservoir chamber 522 extends in a direction perpendicular to the axial center O, and intersects with this direction (expands along the direction around the axial center O) on the outer surface (lower surface 503) of the chamber 522. Opens. Therefore, an increase in the dimension from the axis O to the outer surface of the housing 5 that extends along the direction around the axis O (the lower surface 503 where the chamber 522 opens) can be suppressed, and the housing 5 can be downsized. . In the Y-axis direction (viewed from the X-axis direction), the holes 53A to 53E and the chamber 522 partially overlap. Therefore, an increase in the dimension of the housing 5 in the Y-axis direction can be suppressed and downsizing can be achieved. The chamber 522 opens in the Y axis positive direction side on the lower surface 503. Therefore, it is easy to connect the chamber 522 to the region where the holes 53A to 53E in the cam accommodation hole are opened, and the drain liquid path can be simplified.
The first recess 50A and the second recess 50B are opened to the upper surface 504. The weight of the upper surface 504 side of the housing 5 is reduced by the amount of the recesses 50A and 50B. For this reason, it is easy to position the center of gravity of the second unit 1B on the lower side in the vertical direction. Moreover, the installation stability of the 2nd unit 1B including the 1st unit 1A can be improved by positioning the gravity center of the 1st unit 1A in the perpendicular direction lower side. The positive pressure chamber 401 (small diameter portion 31) is disposed on the Z axis positive direction side with respect to the back pressure chamber 402 (large diameter portion 33). It is easier to reduce the weight of the small diameter portion 31 side than the large diameter portion 33 side. For this reason, it is easy to position the center of gravity of the first unit 1A on the lower side in the vertical direction.

(Improved workability)
The master cylinder port 511 and the wheel cylinder port 512 are arranged on the upper side of the housing 5 in the vertical direction. Therefore, it is possible to improve the workability when the pipes 10MP, 10MS, 10W are respectively attached to the ports 511, 512 of the housing 5 installed on the vehicle body side. The wheel cylinder port 512 opens in the upper surface 504. Therefore, the workability can be further improved. The master cylinder port 511 opens at the upper end of the front surface 501 in the vertical direction. Therefore, the workability can be further improved. In addition, since the suction port 513 communicating with the first liquid reservoir chamber 521 is disposed on the upper surface 504, the piping connected to the suction port 513 can be easily routed. Further, it is easy to work from above when mounted on a vehicle.
When fixing the pipe 10M to the port 511 on the front 501, a nut is tightened with a tool. The tool approaches the front 501. If a part of the bolt b2 for attaching the ECU 90 to the back surface 502 protrudes from the front surface 501, it is difficult to tighten the nut with a tool. In the present embodiment, a part (head) of the bolt b2 protrudes from the first recess 50A and the second recess 50B. In other words, a part of the bolt b2 does not protrude from the front surface 501 excluding the recesses 50A and 50B. Therefore, since interference between a part of the bolt b2 and the tool is suppressed, the work of fixing the pipe 10M to the port 511 using the tool becomes easy. Cylinder housing holes 53C and 53D are opened in the recesses 50A and 50B, respectively. Therefore, an increase in the axial dimension of the holes 53C and 53D can be suppressed, and the ease of assembly of the pump components into the holes 53C and 53D can be improved.

¡A space for air bleeding work is required near the bleeder valve BV. At least one of the valves BV is disposed above the housing 3 in the vertical direction (Z-axis positive direction side). By having the valve BV on the upper side in the vertical direction, the air venting operation by opening and closing the valve BV can be facilitated. Valve BV (port 308) faces the Y-axis direction. Therefore, the space adjacent to the X-axis direction of the second unit 1B including the first unit 1A can be reduced. Valve BV (port 308) faces the front 501 side (Y-axis positive direction side). The Y axis positive direction end of the housing 3 is closer to the Y axis negative direction side than the Y axis positive direction end of the motor housing 200 (see FIG. 8). Therefore, by utilizing the space between the housings 3 and 200 and disposing the valve BV here, the second unit 1B including the first unit 1A can be reduced in size and size.

(Both reduction in size and securing necessary board area)
On the rear surface 502 of the housing 5, a plurality of solenoid valves 21, etc., a hydraulic pressure sensor 91, etc. are arranged. For this reason, each element mounted on the control board 90a must be arranged avoiding interference with a large number of solenoid valves 21, etc., and the projection of the housing 5 when the area of the control board 90a is viewed from the Y-axis direction. If it falls within the area, the mounting area is insufficient. Therefore, in order to secure the required mounting area, it is necessary to extend a part of the control board 90a outside the projected area of the housing 5 as viewed from the Y-axis direction, which may increase the size of the brake device 1. .
Therefore, in the brake device 1 of the first embodiment, paying attention to the fact that the space between the housing 5 and the mount bracket 1000 is a dead space, the extending portion 90b of the control board 90a is disposed in the dead space. Thereby, the necessary mounting area of the control board 90a can be secured without enlarging the projected area of the second unit 1B as viewed from the Y-axis direction. Further, the extending portion 90b does not affect the projected area of the second unit 1B viewed from the Z-axis direction. That is, by extending the control board 90a to the mount bracket 1000 side, it is possible to achieve both suppression of an increase in size of the brake device 1 and securing of a necessary board area.

The effects of Embodiment 1 are listed below.
(1) The control unit 90 is disposed on the rear surface (first surface) 502 in the left direction of the vehicle, and viewed from the direction perpendicular to the front surface (second surface) 501 in the right direction of the vehicle. The control board 90a which has the extension part 90b extended from the said back surface (1st surface) 502 is provided in the side of the mount bracket 1000 for fixing the housing 5 arrange | positioned on the (4th surface) 503 to a vehicle body. It was.
Therefore, since the dead space between the housing 5 and the mounting bracket 1000 is effectively utilized and the control board 90a is enlarged, the second unit 1B including the first unit 1A can be prevented from being enlarged, and the second The elements can be mounted on the control board 90a while avoiding the numerous solenoid valves and pressure sensors of the unit 1B. Further, since the control board 90a does not protrude from the upper surface 504 side where the wheel cylinder port 521 of the second unit 1B is formed, it does not interfere with the piping. Furthermore, the projection area in the top view of the second unit 1B can be reduced, and the in-vehicle mountability is good.
(2) On the left side (fifth surface) 505 side in the vehicle rear direction, a connector portion 903 that electrically connects the ECU 90 is disposed.
Therefore, it is easier to route the pattern on the control board 90a than when the control board 90a protrudes to the opposite side of the connector portion 903. Further, compared to the case where the control board 90a extends to the connector portion 903 side where the pattern is concentrated, the element arrangement and the pattern routing are facilitated.

(3) A stroke simulator 4 that generates an operation reaction force of the brake pedal is disposed on the right side surface (sixth surface) 506 side in the vehicle front direction.
When the stroke simulator 4 is installed in the second unit 1B, the configuration arranged on each surface of the housing 5 is determined, and the control board 90a is extended to the dead space from the lower surface (fourth surface) 503 of the housing 5 Since it is highly likely that it is essential, the arrangement of the second unit 1B is particularly appropriate.
(4) The ECU 90 includes a case 901 that accommodates the control board 90a, and the case 901 includes a rib 901a at a position that overlaps the extending portion 90b when viewed from a direction perpendicular to the front surface (second surface) 501.
Therefore, the rib 901a improves the rigidity of the case 901 and increases the surface area of the case 901, so that heat dissipation can be improved. Further, it is possible to suppress the intrusion of water into the breathing hole 901b provided on the bottom surface of the case 901 on the mount bracket 1000 side and opening downward in the vehicle.
(5) The power supply circuit 91a that receives power supply is mounted on the control board 90a at a position overlapping the rib 901a when viewed from the direction perpendicular to the front surface (second surface) 501.
Therefore, by providing the rib 901a at a position close to the power supply circuit 91a, heat dissipation due to an increase in surface area can be improved.

(6) The housing 5 includes a first support portion 1000a that supports the housing 5 between the lower surface (fourth surface) 503 and the mount bracket 1000, a surface other than the lower surface (fourth surface) 503, and the mount bracket 1000. Fixed to the mount bracket 1000 by a second support portion 1000b that supports the housing 5 between the first bracket 503 and a third support portion 1000c that supports the housing 5 between the surface other than the fourth surface 503 and the mount bracket 1000. The vehicle behavior detection sensor 91b is mounted on the control board 90a in a region connecting the first, second, and third support portions 1000a, 1000b, and 1000c when viewed from the direction perpendicular to the front surface (second surface) 501. Has been.
Therefore, the vehicle behavior detection sensor 91b mounted on the control board 90a can be disposed close to the mount support point and below the influence of the swing of the second unit 1B. Further, it can be mounted freely without being restricted by the mount support position.
(7) The region connecting the first, second, and third support portions 1000a, 1000b, and 1000c is on the fourth surface 503 side in the direction perpendicular to the fourth surface 503 of the housing 5.
Therefore, the vehicle behavior detection sensor 91b mounted on the control board 90a can be disposed close to the mount support point and below the influence of the swing of the second unit 1B. Further, it can be mounted freely without being restricted by the mount support position.

[Second Embodiment]
First, the configuration will be described. Hereinafter, the same reference numerals as those in the first embodiment are assigned to configurations common to those in the first embodiment, and description thereof is omitted.
FIG. 17 is a front view of a second unit 1B of the present embodiment that does not include the first unit 1A as viewed from the Y-axis negative direction side, and FIG. 18 illustrates the X-axis positive direction side, the Y-axis positive direction side, and It is the perspective view seen from the Z-axis positive direction side.
Since the first unit 1A is not provided, the bolt b4 of the third support portion 1000c is fixed to the mount bracket 1000 by being inserted and screwed into a bolt hole formed in the right side surface 506 of the housing 5. Other configurations are the same as those of the first embodiment.
Therefore, the effect of the second embodiment is the same as that of the first embodiment.

[Third Embodiment]
First, the configuration will be described. Hereinafter, the same reference numerals as those of the second embodiment are assigned to configurations common to those of the second embodiment, and description thereof is omitted.
FIG. 19 is a front view of a second unit 1B of the present embodiment that does not include the first unit 1A, as viewed from the Y-axis negative direction side, and FIG. 20 illustrates the X-axis positive direction side, the Y-axis positive direction side, and It is the perspective view seen from the Z-axis positive direction side.
The control unit 90 is disposed on the back surface (first surface) 502 and the housing 5 disposed on the right side surface (sixth surface) 506 when viewed from the direction perpendicular to the front surface (second surface) 501 is the vehicle body. A control board 90a having an extended portion 90b extending from the back surface (first surface) 502 is provided on the side of the mounting bracket 1000 for fixing to the mounting bracket 1000.
That is, the dead space between the right side surface 506 of the housing 5 and the mount bracket 1000 can be effectively utilized.
Other configurations are the same as those of the second embodiment.
Therefore, the effect of the third embodiment is the same as that of the second embodiment.

[Other Embodiments]
As mentioned above, although the form for implementing this invention was demonstrated based on drawing, the specific structure of this invention is not limited to embodiment, The design change etc. of the range which does not deviate from the summary of invention are included. Even if it exists, it is included in this invention.
For example, the case 901 may be made of metal.
Further, the specific shapes of the housings 3 and 5 are not limited to those of the embodiment. Furthermore, when the housing 5 is mounted on the vehicle, the upper surface 504 on which the wheel cylinder port 521 is formed is arranged on the vehicle upper side, but can be freely arranged depending on the mounting layout of the vehicle. The specific structure of the stroke simulator 4 (number of springs, arrangement of dampers, etc.) is not limited to that of the embodiment.
In addition, although the extended portion 90b has been described on the lower surface 503 side or the right side 506 side, it may be provided on the left side 505 side.

The technical ideas that can be grasped from the embodiment described above will be described below.
In one aspect thereof, the brake device includes a housing and a control unit, and the housing is positioned on a side opposite to the first surface, a first surface on which a plurality of electromagnetic valves are disposed, A second surface on which a motor is mounted; a third surface on which a wheel cylinder connection port is connected to a pipe connected to the wheel cylinder; the third surface being connected to the first surface and the second surface; A fourth surface located on the opposite side of the first surface, a fifth surface continuous with the first, second, third and fourth surfaces, and a sixth surface located on the opposite side of the fifth surface. The control unit is disposed on the first surface, and when viewed from a direction perpendicular to the second surface, at least one of the fourth, fifth, and sixth surfaces On the side of the bracket for fixing the housing arranged on the surface to the vehicle body A control board having an extending portion extending from the first surface is provided.
In a more preferred aspect, in the above aspect, the bracket is disposed on the fourth surface, and the extending portion extends toward the fourth surface.
In another preferred aspect, in any one of the above aspects, the extension portion has the bracket and the fourth surface in the direction perpendicular to the fourth surface when viewed from the direction perpendicular to the second surface. It extends between the faces.
In another preferred aspect, in any of the above aspects, a connector portion that electrically connects the control unit is disposed on the fifth surface side.

In another preferable aspect, in any one of the above aspects, a stroke simulator that generates an operation reaction force of a brake pedal is disposed on the sixth surface side.
In another preferred aspect, in any one of the above aspects, the control unit includes a case that accommodates the control board, and the case includes the extension portion when viewed from a direction perpendicular to the second surface. Ribs are provided at overlapping positions.
In another preferred aspect, in any one of the above aspects, the power supply circuit that receives power supply is disposed on the control board at a position that overlaps with the rib when viewed from a direction perpendicular to the second surface.
In another preferred aspect, in any one of the above aspects, the control unit includes a vehicle behavior detection sensor that detects a behavior of the vehicle mounted on the control board, and the housing includes the fourth surface and the bracket. A first support portion that supports the housing between the first support portion, a second support portion that supports the housing between the surface other than the fourth surface and the bracket, and a surface other than the fourth surface The vehicle behavior detection sensor is fixed to the bracket by a third support portion that supports the housing with the bracket, and the vehicle behavior detection sensor is the first and second when viewed from a direction perpendicular to the second surface. , And mounted on the control board in a region connecting the third support portions.
In another preferred aspect, in any one of the above aspects, the region connecting the first, second, and third support portions may be formed on the fourth surface in a direction perpendicular to the fourth surface of the housing. On the side.
In another preferable aspect, the extension portion extends between the fourth surface, the fifth surface, or the sixth surface and the bracket.

In another aspect, the brake device includes a housing and a control unit. The housing includes a first surface on which a plurality of electromagnetic valves are disposed, and the first surface. A second surface on which the motor is mounted, a third surface that is continuous with the first surface and the second surface, and is on the upper side in the vertical direction when the housing is mounted on the vehicle, A fourth surface located on the opposite side of the third surface, a fifth surface continuous with the first, second, third and fourth surfaces, and located on the opposite side of the fifth surface. The control unit is disposed on the first surface, and is on the fourth surface side, the fifth surface side, or the sixth surface side, A control board having an extending portion extending from the first surface;
In another preferred aspect, in the above aspect, the extension portion extends toward the fourth surface.
In another preferred aspect, in the above aspect, a bracket for fixing the housing to the vehicle body is disposed on the fourth surface, and the extension portion is viewed from a direction perpendicular to the second surface. And extending between the bracket and the fourth surface in a direction perpendicular to the fourth surface.
In another preferred aspect, in any one of the above aspects, a connector portion for electrically connecting the control unit is disposed on the fifth surface side, and a brake pedal operation is disposed on the sixth surface side. A stroke simulator that generates a reaction force is arranged.
In another preferred aspect, in any one of the above aspects, the control unit includes a vehicle behavior detection sensor that detects a behavior of the vehicle mounted on the control board, and the housing includes the fourth surface and the bracket. A first support portion that supports the housing between the first support portion, a second support portion that supports the housing between the surface other than the fourth surface and the bracket, and a surface other than the fourth surface The vehicle behavior detection sensor is fixed to the bracket by a third support portion that supports the housing with the bracket, and the vehicle behavior detection sensor is the first and second when viewed from a direction perpendicular to the second surface. , And mounted on the control board in a region connecting the third support portions.
In another preferred aspect, in any one of the above aspects, the region connecting the first, second, and third support portions is the fourth portion of the housing as viewed from a direction perpendicular to the second surface. The fourth surface side in the direction perpendicular to the surface.

In another aspect, the brake device includes a housing and a control unit. The housing includes a first surface on which a plurality of electromagnetic valves are disposed, and the first surface. On the opposite side, a second surface on which the motor is mounted, and a third surface on which the wheel cylinder connection port is connected to the first surface and the second surface, to which a pipe connected to the wheel cylinder is connected. A fourth surface located on the opposite side of the third surface, a fifth surface continuous with the first, second, third, and fourth surfaces, and an opposite side of the fifth surface The control unit is disposed on the first surface and viewed from a direction perpendicular to the second surface, or on the fourth surface side or the fifth surface. An extension portion extending from the first surface on the side of the first surface or on the sixth surface side A control board.
In a more preferred aspect, in the above aspect, the extending portion extends toward the fourth surface when viewed from a direction perpendicular to the second surface.
In another preferred aspect, the extension portion includes the fourth surface, the fifth surface, or the sixth surface, and the fourth, fifth, and fifth surfaces when viewed from a direction perpendicular to the second surface. The housing 5 arranged on at least one of the six surfaces extends between a bracket for fixing the housing 5 to the vehicle body.

In addition, this invention is not limited to above-described embodiment, Various modifications are included. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

This application claims priority based on Japanese Patent Application No. 2017-086394 filed on Apr. 25, 2017. The entire disclosure including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2017-086394 filed on Apr. 25, 2017 is incorporated herein by reference in its entirety.

1 brake device 1A 1st unit (stroke simulator unit) 1B 2nd unit (hydraulic unit) 4 stroke simulator 5 housing 7 master cylinder 90 ECU (control unit) 90a control board 90b extension 91a power supply circuit 91b vehicle behavior detection sensor 501 front (second surface) 502 back surface (first surface) 503 bottom surface (fourth surface) 504 top surface (third surface) 505 left side surface (fifth surface) 506 right side surface (sixth surface) 512 wheel cylinder port 901 case 901a, rib 903 connector part 1000, mounting bracket (bracket) 1000a first support part 1000b second support part 1000c third support part W / C foil series Da

Claims (19)

Brake device,
The brake device includes a housing and a control unit,
The housing is
A first surface on which a plurality of solenoid valves are disposed;
A second surface on the opposite side of the first surface to which the motor is mounted;
A third surface on which a wheel cylinder connection port is arranged, which is continuous with the first surface and the second surface and to which a pipe connected to the wheel cylinder is connected;
A fourth surface located on the opposite side of the third surface;
A fifth surface continuous with the first, second, third and fourth surfaces;
A sixth surface located on the opposite side of the fifth surface;
With
The control unit is disposed on the first surface;
A bracket for fixing the housing to the vehicle body is disposed on at least one of the fourth, fifth, and sixth surfaces when viewed from a direction perpendicular to the second surface. ,
The control unit also includes a control board,
The control board has an extending portion extending from the first surface toward the bracket side,
Brake device characterized by that. The brake device according to claim 1, wherein
The bracket is disposed on the fourth surface side,
The extension portion extends toward the bracket side,
Brake device characterized by that. The brake device according to claim 2,
The extension portion extends between the bracket and the fourth surface along a direction perpendicular to the fourth surface when viewed from a direction perpendicular to the second surface. Brake device characterized. The brake device according to claim 3,
A connector portion for electrically connecting the control unit is disposed on the fifth surface side.
Brake device characterized by that. The brake device according to claim 4,
On the side of the sixth surface, a stroke simulator for generating an operation reaction force of the brake pedal is disposed.
Brake device characterized by that. The brake device according to claim 4,
The control unit includes a case for accommodating the control board,
The case includes a rib at a position overlapping the extension portion when viewed from a direction perpendicular to the second surface.
Brake device characterized by that. The brake device according to claim 6,
The power supply circuit that receives power supply is mounted on the control board at a position that overlaps the rib as viewed from the direction perpendicular to the second surface.
Brake device characterized by that. The brake device according to claim 3,
The control unit includes a vehicle behavior detection sensor that detects the behavior of the vehicle mounted on the control board,
The housing is
A first support for supporting the housing between the fourth surface and the bracket;
A second support portion for supporting the housing between a surface other than the fourth surface and the bracket;
A third support for supporting the housing between a surface other than the fourth surface and the bracket;
Fixed to the bracket by
The vehicle behavior detection sensor is mounted on the control board in a region connecting the first, second, and third support portions when viewed from a direction perpendicular to the second surface.
Brake device characterized by that. The brake device according to claim 8,
The region connecting the first, second, and third support portions is on the side of the fourth surface in a direction perpendicular to the fourth surface of the housing.
Brake device characterized by that. The brake device according to claim 1, wherein
The extending portion extends between any one of the fourth surface, the fifth surface, and the sixth surface, and the bracket.
Brake device characterized by that. Brake device,
A housing and a control unit;
The housing is
A first surface on which a plurality of solenoid valves are disposed;
A second surface on the opposite side of the first surface to which the motor is mounted;
A third surface that is continuous with the first surface and the second surface, and that is vertically upward with the housing mounted on a vehicle;
A fourth surface located on the opposite side of the third surface;
A fifth surface continuous with the first, second, third and fourth surfaces;
A sixth surface located on the opposite side of the fifth surface;
With
The control unit is disposed on the first surface;
The control unit also includes a control board,
The control board extends from the first surface toward one of the fourth surface, the fifth surface, and the sixth surface. have,
Brake device characterized by that. The brake device according to claim 11,
The extension portion extends toward the fourth surface side,
Brake device characterized by that. The brake device according to claim 12,
A bracket for fixing the housing to the vehicle body is disposed on the fourth surface,
The extension portion extends between the bracket and the fourth surface along a direction perpendicular to the fourth surface when viewed from a direction perpendicular to the second surface.
Brake device characterized by that. The brake device according to claim 13,
On the fifth surface side, a connector portion for electrically connecting the control unit is disposed,
A stroke simulator that generates an operation reaction force of the brake pedal is disposed on the sixth surface side.
Brake device characterized by that. The brake device according to claim 13,
The control unit includes a vehicle behavior detection sensor that detects the behavior of the vehicle mounted on the control board,
The housing is
A first support for supporting the housing between the fourth surface and the bracket;
A second support portion for supporting the housing between a surface other than the fourth surface and the bracket;
A third support for supporting the housing between a surface other than the fourth surface and the bracket;
Fixed to the bracket by
The vehicle behavior detection sensor is mounted on the control board in a region connecting the first, second, and third support portions when viewed from a direction perpendicular to the second surface.
Brake device characterized by that. The brake device according to claim 15,
The region connecting the first, second, and third support portions is the fourth surface side in the direction perpendicular to the fourth surface of the housing as viewed from the direction perpendicular to the second surface. Is,
Brake device characterized by that. Brake device,
A housing and a control unit;
The housing is
A first surface on which a plurality of solenoid valves are disposed;
A second surface on the opposite side of the first surface to which the motor is mounted;
A third surface on which a wheel cylinder port is arranged, which is continuous with the first surface and the second surface and to which a pipe connected to the wheel cylinder is connected;
A fourth surface located on the opposite side of the third surface;
A fifth surface continuous with the first, second, third and fourth surfaces;
A sixth surface located on the opposite side of the fifth surface;
With
The control unit is disposed on the first surface;
The control unit also includes a control board,
The control board has the first surface facing one of the fourth surface, the fifth surface, and the sixth surface when viewed from a direction perpendicular to the second surface. A control board having an extending portion extending from the surface of
Brake device characterized by that. The brake device according to claim 17,
The extending portion extends toward the fourth surface as viewed from a direction perpendicular to the second surface.
Brake device characterized by that. The brake device according to claim 17,
Arranged on at least one of the fourth surface, the fifth surface, or the sixth surface and the fourth, fifth, and sixth surfaces when viewed from the direction perpendicular to the second surface. The extension portion extends between a bracket for fixing the housing to a vehicle body,
Brake device characterized by that.

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