JP2956411B2 - Vehicle braking system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art When a vehicle is turning, for example, a brake pressure is generated for one of the left and right wheels and the yaw moment is actively controlled to improve the turning performance of the vehicle. Can be. Conventionally,
The control of the brake pressures of the left and right wheels is performed by a brake device. The brake device applies a difference in operating force to each master cylinder between each master cylinder and an operation rod connected to the brake pedal. A brake force distribution control circuit (brake force distribution control means) that can be distributed by being attached to the vehicle.

[0003] According to this brake device, when the driver operates the brake pedal, the brake force distribution control circuit distributes the operation force of the operation rod to the operation force of each master cylinder with a difference. The braking force can be changed between the left and right wheels. Further, even when the driver does not operate the brake pedal, the braking force distribution control circuit can similarly change the braking force between the left and right wheels.

[0004]

In the case of the above-mentioned brake device, the transmission of the operating force from the brake force distribution control circuit to each master cylinder and the transmission of the operation force from the operating rod to the brake force distribution control device are performed by a mechanical device. It is being done.
Therefore, the arrangement of each device from the brake pedal side to the operation rod, the brake distribution control circuit and the master cylinder is simplified when considering the mechanical structure and reducing cost.
Since they are inevitably connected in series, there is a problem that the degree of freedom of layout of each component in the engine room is limited.

The present invention has been made in consideration of the above-mentioned circumstances, and has as its object to reduce the cost by reducing the number of parts without reducing the degree of freedom of the layout of each component. To provide a vehicle brake device.

[0006]

According to the present invention, there is provided a brake apparatus for a vehicle, comprising: a master cylinder for generating brake pressure for a left wheel and a brake pressure for a right wheel; and a master cylinder and a brake pedal. Brake force distribution control means provided between the operation rod connected to the side and the operation force to each master cylinder, and the operation force applied to each master cylinder from the brake force distribution control means. In a vehicle brake device including an operating force transmitting unit that transmits an operating force and an operating force transmitting unit that transmits an operating force from an operating rod to a brake force distribution controlling unit, one of the operating force transmitting unit and the operating force transmitting unit is It is composed of a fluid circuit.

[0007] Preferably, both the operating force transmitting means and the operating force transmitting means are constituted by fluid circuits.

[0008]

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

[0009]

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

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

As specifically shown in FIG.
6 is divided into a pair of master cylinders 12 and a pair of control cylinders 14 and 15. Each master cylinder 12 is arranged outside the pair of control cylinders 14 and 15 with the pair of control cylinders 14 and 15 inside. Therefore, each cylinder is arranged in parallel in the plane.

Each of the control cylinders 14 and 15 is opened at the base end side of the casing 16 and each of the master cylinders 1 and 15 is opened.
Reference numeral 2 denotes an opening at the tip end of the casing 16. At the tip end side of each of the control cylinders 14 and 15, a pressure feeding cylinder 22 having a smaller diameter is formed in the casing 16 respectively. These pressure cylinders 22 are provided with each control cylinder 14,
15 and extends to near the tip of the casing 16. The tip side of the pressure cylinder 22 and the master cylinder 12
Are communicated with each other by oil passages 24.

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

A pair of control pistons 36 and 37 are slidably fitted to the control cylinders 14 and 15, respectively. Piston rods 40 and 41 are formed on the control pistons 36 and 37, respectively.
Reference numerals 0 and 41 extend from both end surfaces of the control pistons 36 and 37 in the distal and proximal directions. The piston rods 40 and 41 extending in the distal direction are inserted and guided in the pressure-feeding cylinders 21 and 22, respectively. Each of the piston rods 40, 41 extending in the proximal direction is guided by a guide hole 39 of a ring member 38 attached to the opening of the control cylinder 14, 15. The space between each of the piston rods 40 and 41 and each of the pressure-feeding cylinders and each of the ring members 38 is sealed oil-tight by an O-ring.

In the state shown in FIG. 1, that is, when the brake pedal 34 is not operated, the base ends of the piston rods 40 and 41 are connected to the guide holes 3 of the ring member 38.
9, a conical receiving hole 54 is provided on the base end side. The working rod 32 of the balance mechanism 18 is inserted into each of the receiving holes 54. In addition, each piston rod 40, 41
A spring hole 46 is formed on the distal end side of the piston rod 40.
From the front end surface to the center of the inside.

Here, of the control pistons 36 and 37, the one in the first control cylinder 14 is referred to as a first control piston 36, and the one in the second control cylinder 15 is referred to as a second control piston 37. In addition, each piston rod 4
0, 41, the one on the first control piston 36 side is the second
The piston rod 40 and the one on the second control piston 37 side are referred to as a second piston rod 41.

In the first control cylinder 14, a space on the base end side of the first control piston 36 is defined as a first control pressure chamber 42, and a space on the distal end side of the first control piston 36 is defined as a second control pressure chamber 43. Have been. Also, the second control cylinder 15
Inside, a space on the base end side of the second control piston 37 is defined as a third control pressure chamber 44, and a space on the distal end side of the second control piston 37 is defined as a fourth control pressure chamber 45.

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

The space between the first control pressure chamber 42 and the second control pressure chamber 43 is oil-tightly sealed by an oil seal provided around the first control piston 36. The fourth control pressure chamber 45 is also oil-tightly sealed by an oil seal provided around the second control piston 37. In each of the pressure feeding cylinders 21 and 22, a return spring 48 is accommodated in a spring hole 46 of each of the piston rods 40 and 41. The spring seat 50 holding each return spring 48 is accommodated in the spring hole 46 of each piston rod 36, 37, and guides the pin 52 extending from the distal end side of each pressure feeding cylinder 21, 22. Therefore, the control pistons 36, 3
7 and the piston rods 40 and 41
When the volumes of the control pressure chambers 42 to 45 change by reciprocating in the insides 4 and 15, each return spring 48 can smoothly expand and contract. In addition, each pressure sending cylinder 21,
A space surrounded by the end 22 of the piston rods 40 and 41 (including the spring holes 46) is a pressure sending chamber 29.

When the brake device is not operated, the control pistons 36 and 37 are pushed by the return spring 48 and are positioned closer to the base ends of the control cylinders 14 and 15. At this time, the first and third control pressure chambers 42, 44 have a minimum volume. The balance mechanism 18 includes a support rod 28, a balance bar 31, a pair of action rods 32, and the like. These components are housed in a housing 20. Support rod 28
Is inserted into the sleeve 26 of the housing 20 as described above. A guide hole 58 is provided between the control cylinders 14 and 15 on the base end surface of the casing 16, and the distal end of the support rod 28 is inserted into the guide hole 58. In addition, both ends of the support rod 41
The bearings 60, 61 are inserted into the sleeve 26 and the guide hole 58, respectively.
And is slidably supported through.

A hole having a cone-shaped inner peripheral surface is provided in the base end surface of the support rod 28, and the distal end of the push rod 35 is inserted into this hole. Therefore, the support rod 28 can be moved by the push rod 35 in the axial direction of the casing 16. The balance bar 31 is provided at its center position with the support rod 2.
6 and extend perpendicular to the support rod 28 when the brake device 1 is not operated (solid lines in FIGS. 1 and 2). Therefore, both ends of the balance bar 31 are arranged at the same distance from the support rod 28. The base end of each operation rod 32 is rotatably connected to both ends of the balance bar 31. The distal ends of these operation rods 32 are connected to the piston rods 40,
41 is inserted into the receiving hole 54 on the base end side. The distal end surface of the sleeve 22 of the housing 20 is
It functions as a stopper that regulates the swing angle of 1.

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

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

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

The opening on the distal end side of each master cylinder 12 is
The lid member 63 is hermetically sealed.
The space between the piston 62 and the distal end surface is a pressure receiving chamber 65.
It has been. The pressure receiving chamber 65 and the pressure transmitting cylinder 22
The oil passage 24 communicates with the pressure transmitting chamber 29. Therefore, the change in the oil pressure in the pressure sending chamber 29 is
The pressure is transmitted to the pressure receiving chamber 65 and changes in the hydraulic pressure in the pressure receiving chamber 65. That is, the movement of each piston rod 40, 41 is transmitted to each P piston 62 via the oil passage 24,
The P piston 62 moves.

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

Referring again to FIG. 1, the brake pressure circuit 4
Is a reservoir tank capable of storing brake oil, and disc brake mechanisms 91 disposed on each of the wheels FR (right front wheel), RR (right rear wheel), FL (left front wheel), RL (left rear wheel), Brake hoses 92 that can supply brake pressure from the brake pressure chambers 70 and 72 to the disc brake mechanisms 91, and brake pressure chambers 70 and 7;
2 and an oil passage 93 communicating the inside of the reservoir tank attached to the casing 16. In FIG. 1, the illustration of the reservoir tank is omitted, and an oil passage 93 extends to a reservoir tank 90 related to an oil pump 95 described later.

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

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

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

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

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

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

First, the normal brake control will be described with reference to the schematic diagram shown in FIG. When the driver steps on the brake pedal 34, the push rod 35 of the master back 33 is moved to the support rod 28 and the balance bar 31.
To move. At both ends of the balance bar 31, control rods 32 are rotatably balanced, and these control rods 32 are arranged at the same distance from the support rod 28.
Move without swinging with respect to. Therefore, the control rods 32 move to the same position with each other, and push the control pistons 36 and 37 by the same distance. As a result, the hydraulic pressure is transmitted from the pressure transmitting chamber 29 of the pressure transmitting cylinder 22 to the pressure receiving chamber on the master cylinder 12 side, and the P pistons 62 and the like move forward to the same position with each other, and the right wheel side and the left wheel side are the same. Brake pressures P _R and P _L are generated. The moving distance of the balance bar 31 changes according to the amount of depression of the brake pedal 34. Thus, the brake pressure P _R, the magnitude of the P _L to be generated in the brake pressure chamber 70, 72 is proportional to the amount of depression of the brake pedal 34. Therefore, in FIG.
As shown at 20, the left and right brake pressure P _R, P _L is equal to rise.

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

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

[0037] When the first control piston 36 moves forward, feed is supplied oil through the oil passage 24 to the pressure receiving chamber 65 from the chamber 29, P piston 62 or the like is pushed out, the right wheel brake pressure P _R Occurs. On the other hand, since the second control piston 37 is stopped, there is no movement of the brake oil from the pressure transmitting chamber 22 to the pressure receiving chamber 65. Accordingly, no effect on the left wheel brake pressure P _L.

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

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

In this case, the first control piston 36
Position corresponding to the amount of depression of the brake pedal 34 (solid line in FIG. 3).
), And the second control piston 37
Returns from a position corresponding to the amount of depression of the brake pedal 34
I do. Therefore, as shown by the solid line in FIG.
The forward distance of the P piston 62 etc. increases and the right wheel side brake
Ki pressure P_RRises and the forward movement distance of the P piston 62 etc. on the left wheel side
As the separation decreases, the brake pressure P on the left wheel side_LDescends. Each system
Pistons 36 and 37 are balanced by balance bar 31
The brake pressure P on the left wheel side_LChange and right
Wheel side brake pressure P _RAre equal.

[0041] Thus, the brake pressure characteristic in this case, in FIG. 6, as shown by characteristics 122, first, the brake pressure P _R of the left and right wheel side by the brake pedal 34 is operated, P _L is equal to rise I do. Then, this characteristic changes from the time when the automatic braking control on the right wheel side is performed,
While elevated continue right wheel brake pressure P _R, Hidariwagawa brake pressure P _L starts to fall. In this case, the left and right brake pressure P _R, the sum of P _L, is the same as the sum of the left and right brake pressure P _R, P _L of the case shown by the characteristic 120.

Next, from the state in which the controller 10 is performing the automatic braking on the right wheel side (solid state in FIG. 4),
A case where the driver operates the brake pedal 34 will be described. In this case, the support rod 28 and the balance bar 31 move by being pushed by the push rod 35. Since the balance bar 31 is balanced with the support rod 28 at its center position, and since the respective working rods 32 are arranged at the same distance from each other with respect to the support rod 28,
When the action rod 32 is inserted into the receiving hole 54 on the base end side of each of the control pistons 36 and 37 and is brought into contact therewith, the balance bar 31 is swung with respect to the support rod 28. Then, the balance bar 31 moves while maintaining the swing angle, and moves the action rods 32 by the same distance from each other. Accordingly, the control piston 37 is moved forward from the position were the automatic brake control (solid line position of FIG. 4), the brake pressure P _R of the left and right by an amount corresponding to the forward movement distance, the P _L increases .

[0043] Thus, the brake pressure characteristic in this case, in FIG. 6, as shown by characteristics 123, first, only the right wheel brake pressure P _R is increased by being automatic brake control. Then, the characteristic changes from the time when the brake pedal 28 is depressed, the left and right brake pressure P _R, P _L
Rise at an equal rate to each other. In the case of the first embodiment described above, since the operation force is transmitted from the control pistons 36 and 37 to the master cylinder 12 by the hydraulic circuit (fluid circuit), the operation force is transmitted mechanically. , The degree of freedom in the layout of each master cylinder 12 with respect to the control pistons 36 and 37 is increased. Accordingly, as shown in FIG. 2, the cylinders can be arranged in the casing 16 in parallel. In addition, if the transmission of the operating force is a hydraulic circuit, it is arranged in parallel as shown in FIG.
It is also possible to arrange each independently.

Hereinafter, a brake device according to a second embodiment will be described. FIG. 7 shows a schematic diagram of the brake device 2. The description of the same components as those in the first embodiment is omitted, and the same members as those in the first embodiment are denoted by the same reference numerals. In the brake device 1 of the first embodiment, the control pistons 36, 3
Although the operating force to the side 7 is transmitted evenly by the balance mechanism 18, in the brake device 2 of the second embodiment, the operating force is transmitted by the balance hydraulic circuit 11 instead of the balance mechanism 18. did.

The balance hydraulic circuit (fluid circuit) 5 is shown in FIG.
As shown in FIG. 5, an input cylinder 131 receiving an operation force from the brake pedal side, a pair of output cylinders 133, 134 for outputting the operation force input to the input cylinder 131 side to the respective control pistons 36, 37, Cylinder 13
1 is provided with an oil passage 137 that transmits an operating force to each of the output cylinders 133 and 134.

The master cylinder unit 4 of the second embodiment
Is composed of a cubic casing block 130 (hereinafter simply referred to as a casing 130).
Inside, there are a pair of master cylinders 12, a pair of control cylinders 14, 15, and an input cylinder 1 of the balance hydraulic circuit 11.
31 and the balance cylinders 133 and 134 are formed integrally. Therefore, unlike the first embodiment, the housing 20 for accommodating the balance mechanism 18 is not required.
The master cylinder unit 4 including the master cylinder 12 and the like,
0.

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

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

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

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

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

As shown in FIG. 10, the first control cylinder 1
Numeral 4 is located on the lower side of the casing 130, opens at the tip end side, and extends substantially to the center of the casing 130. On the base end side of the first control cylinder 14, a pressure feeding cylinder 22 having a smaller diameter than the first control cylinder 14 is formed, and is communicated with the first control cylinder 14.
30 extend to near the base end.

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

A spring hole 150 is provided on the distal end side of the first piston rod 40 from the distal end surface toward the proximal end side, and a return spring 151 is disposed in the spring hole 150. The spring seat 152 of the return spring 151 is
8 is disposed on the tip side of the first balance cylinder 133,
The spring seat 152 is connected to the first piston rod 4
A pin 153 extending from the bottom of the 0 spring hole 150 is guided. A space formed by the first balance cylinder 133 of the lid member 148 and the spring hole 150 of the first piston rod 40 is a first balance pressure chamber 141. In addition, on the second control piston side,
Similarly, a second balance pressure chamber 142 is formed.

At the distal end of the first balance pressure chamber 141, that is, at the distal end of the first balance cylinder 133 of the lid member 148, the casing 1 extends through the lid member 148.
An oil hole 154 is provided in 30. Similarly, an oil hole 155 is provided on the second balance pressure chamber 142 side, and these oil holes 154 and 155 are connected to an oil passage 156 (FIG. 8).
(See FIG. 2) through the oil hole 146 on the input pressure chamber 140 side.

Therefore, the input pressure chamber 140 and the first and second balance pressure chambers 141 and 142 are communicated with each other, and the total volume of these pressure chambers is kept constant. For example, if the volume of the input pressure chamber 140 decreases, this reduced volume will be equal to the sum of the increased volumes of the first and second balance pressure chambers 141,142.
Further, when the volume of the input pressure chamber 140 is constant,
If the volume of the first balance pressure 141 increases, this increased volume becomes equal to the reduced volume of the first balance pressure chamber 142.

The base end of the first piston rod 40 is slidably inserted into the pressure-feeding cylinder 22. From the base end surface of the first piston rod 40, the first piston rod 40
A projection 157 having a smaller diameter protrudes in the proximal direction, and a hole 158 is provided in the proximal surface of the projection 157. A return spring 48 is housed in the pressure sending cylinder 22. The spring seat 50 holding the return spring 48 is provided with the projection 15 of the first piston rod 40.
7 and guides a pin 52 extending from the proximal end side of the pressure-feed cylinder 22. The hole 1 provided in the projection 157
58 prevents the pin 52 and the first piston rod 40 from interfering with each other.

The space surrounded by the pressure cylinder 22 and the first piston rod 40 is a pressure chamber 29 as in the first embodiment.
An oil passage 24 communicating with the second side is opened. The space between the base end of the first piston rod 40 and the pressure-feeding cylinder 22 is oil-tightly sealed by an O-ring. In the case of the second embodiment, when the brake device 2 is not operated, the first control piston 36 is pushed by the return springs 48 and 151 from both sides thereof, and is positioned substantially at the center in the first control cylinder 14. . Also, the first control cylinder 14
The first and second control pressure chambers 42 and 43 are provided in the second control cylinder 15, and the third and fourth control pressure chambers 44 and 43 are provided in the second control cylinder 15.
45 are provided similarly to the first embodiment. These pressure chambers are similarly connected via the first and second oil passages 23 and 21.

The portion on the master cylinder 12 side from the oil passage 24 in the pressure transmitting cylinder 22 is the same as in the first embodiment. Therefore,
Description of the master cylinder 12 will be omitted. The brake pressure circuit 4, the braking force distribution control circuit 8, and the controller 10 are the same as in the first embodiment. Therefore, description of these constituent members is also omitted. In the second embodiment described above, the balance mechanism 18 is used as the balance hydraulic circuit 11 so that the operation force is transmitted from the brake pedal 34 to the control pistons 36 and 37 by the hydraulic circuit. Therefore, the number of components can be reduced without requiring a complicated mechanism component such as the balance mechanism 18, and the manufacturing cost can be reduced. Further, there is an effect that the degree of freedom of arrangement of the cylinders can be increased. The present invention is not limited to the embodiments described above, and various modifications are possible.

For example, transmission of an operating force from the brake pedal 34 to each of the control pistons 36 and 37 is a hydraulic circuit, and transmission of an operating force from each of the control pistons 36 and 37 to each master cylinder 12 is performed mechanically. May be performed.

[0061]

As described above, according to the present invention,
Provided between each master cylinder that generates brake pressure for the left wheel and right wheel, respectively, and an operating rod connected to the master cylinder and the brake pedal side, with a difference in the operating force applied to each master cylinder Braking force distribution control means for enabling, operating force transmission means for transmitting an operating force from the brake force distribution control means to each master cylinder,
In a vehicle brake device having an operating force transmitting means for transmitting an operating force from an operating rod to a braking force distribution controlling means, one of the operating force transmitting means and the operating force transmitting means is constituted by a fluid circuit. In the case of transmitting the force by the fluid circuit, the arrangement of each master cylinder and the operation rod side with respect to the braking force distribution control means can be freely set as compared with the case of transmitting the force by the dynamic means. That is, the degree of freedom of the layout in the vehicle increases. Further, the fluid circuit can be reduced in size as compared with mechanical means, the number of mechanical components can be reduced, and the manufacturing cost can be reduced. Furthermore, if both the operating force transmitting means and the operating force transmitting means are formed of a fluid circuit, the degree of freedom of layout in the vehicle can be increased, and the number of parts and the manufacturing cost can be further improved. It works.

[Brief description of the drawings]

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

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

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

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

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

[6] the left and right brake pressure P _R, which is a diagram showing characteristics of a P _L.

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

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

FIG. 9 is a sectional view of the master cylinder unit taken along line XX of FIG. 8;

FIG. 10 is a sectional view of the master cylinder unit taken along line IX-IX in FIG. 8;

[Explanation of symbols]

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

Claims (2)

(57) [Claims] 1. A master cylinder for generating brake pressure for a left wheel and a brake wheel for a right wheel, and an operating rod connected to the master cylinder and a brake pedal side. Brake force distribution control means for allowing distribution with a difference, operating force transmission means for transmitting an operating force from the brake force distribution control means to each master cylinder, and transmitting operating force from the operating rod to the brake force distribution control means A vehicle brake device comprising an operating force transmitting means, wherein one of the operating force transmitting means and the operating force transmitting means comprises a fluid circuit. 2. The brake device for a vehicle according to claim 1, wherein both the operating force transmitting unit and the operating force transmitting unit are configured by a fluid circuit.