Vehicle brake system

Abstract

The vehicle braking device (10) includes a first electric motor (11A), a first electric cylinder device (12A), a first solenoid valve (V3), and a first pressure sensor (S3) as first components; a second electric motor (11B), a second electric cylinder device (12B), a second solenoid valve (V4), and a second pressure sensor (S4) as second components; and a circuit board (16A) in which a first section (K1) for controlling the first component (C1) and a second section (K2) for controlling the second component (C2) are arranged. Furthermore, in the vehicle braking device (10), the first component controlled only by the first circuit (C1) is configured to face the first section (K1), and the second component controlled only by the second circuit (C2) is configured to face the second section (K2).

Description

Technical Field

[0001] This invention relates to a braking device for vehicles. Background Technology

[0002] Conventional vehicle braking devices, such as those disclosed in Patent Document 1, are known. These conventional vehicle braking devices have two electronic control units (ECUs), each equipped with an electric motor, an electric cylinder device, and various solenoid valves controlled by its respective ECU.

[0003] Patent Document 1: German Patent Application Publication No. 102010020002

[0004] The aforementioned conventional vehicle braking system, along with its two corresponding ECUs, includes an electric motor, an electric cylinder, and various solenoid valves. In other words, the conventional vehicle braking system is redundant, with each ECU controlling its respective electric motor, electric cylinder, and solenoid valves.

[0005] However, in conventional vehicle braking systems, where independent electric motors, electric cylinders, and various solenoid valves are installed corresponding to two ECUs for redundancy, the size of the vehicle braking system increases with the number of components. Furthermore, within the limited space of the vehicle braking system, it is necessary to configure the various solenoid valves controlled by each ECU to perform their respective functions. Therefore, there are cases where the various solenoid valves are located far from their corresponding ECUs. In this case, there are concerns about the complexity or size of the circuit board housing the ECUs and circuitry, for example, in order to electrically connect the two ECUs to the various solenoid valves, resulting in an increased size of the vehicle braking system. Summary of the Invention

[0006] The present invention was made to solve the above-mentioned problems, and its object is to provide a vehicle braking device that can be miniaturized.

[0007] The vehicle braking device of the present invention comprises: an electrically powered first element for adjusting the braking force applied to a first wheel of a vehicle; an electrically powered second element for adjusting the braking force applied to a second wheel of a vehicle; and a circuit board forming a circuit for controlling the first element and the second element, and having a first partition and a second partition configured, wherein a first circuit for controlling the first element is formed in the first partition, and a second circuit for controlling the second element is formed in the second partition, wherein the first element controlled only by the first circuit is configured to be opposite to the first partition, and the second element controlled only by the second circuit is configured to be opposite to the second partition.

[0008] According to the vehicle braking device of the present invention, a first element is configured opposite to a first section forming a first circuit, and a second element is configured opposite to a second section forming a second circuit. This allows the first element, which is electrically connected to and controlled by the first circuit, to be configured close to the first circuit, and the second element, which is electrically connected to and controlled by the second circuit, to be configured close to the second circuit. That is, the distance between the first circuit and the first element can be shortened in the first section, and the distance between the second circuit and the second element can be shortened in the second section. Attached Figure Description

[0009] Figure 1 This is a perspective view showing the configuration of a vehicle braking device according to an embodiment of the present invention.

[0010] Figure 2 It is a sectional view used to illustrate in detail the structure of a vehicle braking system.

[0011] Figure 3 The diagram shows the composition of the hydraulic block that forms the braking device for a vehicle. It is a perspective view of the braking device for a vehicle viewed from the side where the electric motor is assembled.

[0012] Figure 4 The diagram shows the structure of the hydraulic block that forms the braking system for a vehicle. It is a perspective view of the braking system for a vehicle viewed from the side where the control unit is assembled.

[0013] Figure 5 This is a three-dimensional diagram used to illustrate the structure of the control unit.

[0014] Figure 6 This is a diagram illustrating the structure of the circuit board that forms the control unit. Detailed Implementation

[0015] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Furthermore, the drawings used in the following description of the embodiments are schematic diagrams, and the shapes of the parts may not always be precise.

[0016] (1. Composition of vehicle braking device 10)

[0017] The configuration of the vehicle braking device 10 according to this embodiment will be described in detail. Figure 1 As shown, the vehicle braking system 10 includes two electric motors 11, two electric cylinder units 12, a hydraulic block 13, a control unit 16, a master cylinder 17, and a stroke simulator 18. Additionally, as... Figure 2As shown, the vehicle braking device 10 of this embodiment includes a direct-drive conversion mechanism 14 and a power transmission unit 15. Furthermore, in the following description, when the two electric motors 11 and the two electric cylinder devices 12 are respectively referred to as "first elements" and "second elements," the electric motors 11 are referred to as "first electric motor 11A" of the first element and "second electric motor 11B" of the second element, and the electric cylinder devices 12 are referred to as "first electric cylinder device 12A" of the first element and "second electric cylinder device 12B" of the second element.

[0018] Here, as Figure 1 As shown, the vehicle braking device 10 of this embodiment includes a first electric motor 11A and a second electric motor 11B, and a first electric cylinder device 12A and a second electric cylinder device 12B driven by each of the first electric motor 11A and the second electric motor 11B. That is, the vehicle braking device 10 includes a first electric cylinder device 12A driven by the first electric motor 11A and a second electric cylinder device 12B driven by the second electric motor 11B. In this way, in the vehicle braking device 10, the first electric motor 11A and the first electric cylinder device 12A, and the second electric motor 11B and the second electric cylinder device 12B are respectively arranged in pairs, with redundancy that each pair can independently generate brake fluid.

[0019] like Figure 2 As shown, two electric motors 11 (first electric motor 11A and second electric motor 11B) and two electric cylinder devices 12 (first electric cylinder device 12A and second electric cylinder device 12B) are mounted on the hydraulic block 13 in a manner parallel to the rotation shaft 111 of the electric motor 11 and the axis of the cylinder 121 (electric cylinder device 12). Here, as... Figure 3 As shown, when the vehicle braking device 10 is mounted on the vehicle, the electric motor 11 is positioned on the rear side in the vehicle's longitudinal direction, specifically on the side of the hydraulic block 13 opposite to the vehicle's partition (also known as the dashboard, front bulkhead, or dashboard cover). Furthermore, the electric cylinder device 12 is housed inside the hydraulic block 13 in a manner that is also rearward in the vehicle's longitudinal direction.

[0020] Electric motor 11 generates rotational driving force and drives electric cylinder device 12, such as Figure 2 As shown, it has a rotation axis 111. Figure 4 As shown, the rotating shaft 111 enters the interior of the rotating shaft receiving portion 13A formed in the hydraulic block 13, which will be described later, and supplies rotational motion (rotational driving force) to the electric cylinder device 12.

[0021] like Figure 2As shown, the electric cylinder device 12 mainly includes a cylinder 121, a piston 122, and a hydraulic chamber 123. The cylinder 121 is assembled inside the hydraulic block 13. Each cylinder 121 is connected to a reservoir (not shown) via hydraulic passages T1 and T2, and internally accommodates the piston 122 in a slidable manner. Here, the cylinders 121 (electric cylinder device 12) are arranged radially so that their axes J are parallel to each other (e.g., see reference...). Figure 1 The piston 122 is coaxially connected to the direct-acting conversion mechanism 14 and moves axially in the cylinder 121 together with the ball screw 141 (described later as the direct-acting part). The hydraulic chamber 123 is formed by the inner circumferential surface of the cylinder 121 and the piston 122.

[0022] Therefore, in the hydraulic chamber 123, as the piston 122 moves in the compression direction ( Figure 2 The movement of the piston (in the left direction) pressurizes the brake fluid, generating brake hydraulic pressure corresponding to the position of the piston 122. Furthermore, the brake hydraulic pressure generated in the hydraulic chamber 123 is supplied to the wheel cylinders of the first wheel (e.g., the left front wheel of the vehicle) and the second wheel (e.g., the right front wheel of the vehicle) via a fluid passage (not shown) formed in the hydraulic block 13.

[0023] like Figure 3 as well as Figure 4 As shown, the hydraulic block 13 has two rotating shaft receiving portions 13A corresponding one-to-one with the two electric motors 11 (first electric motor 11A and second electric motor 11B). The rotating shaft receiving portions 13A are for inserting and receiving the rotating shaft 111 of the corresponding electric motor 11. Here, the rotating shaft receiving portions 13A are configured such that the rotating shaft 111 is parallel to the axis J of the electric cylinder device 12, and the first electric motor 11A and the second electric motor 11B are arranged radially. Furthermore, in the following description, when distinguishing the rotating shaft receiving portions 13A, the rotating shaft receiving portion 13A that receives the rotating shaft 111 of the first electric motor 11A is referred to as "first rotating shaft receiving portion 13A1", and the rotating shaft receiving portion 13A that receives the rotating shaft 111 of the second electric motor 11B is referred to as "second rotating shaft receiving portion 13A2".

[0024] Furthermore, the hydraulic block 13 has two cylinder receiving portions 13B that correspond one-to-one with the two electric cylinder devices 12 (more specifically, cylinder 121 of the first electric cylinder device 12A and cylinder 121 of the second electric cylinder device 12B). The cylinder receiving portion 13B houses the corresponding electric cylinder device 12. In the following description, when distinguishing the cylinder receiving portions 13B, the cylinder receiving portion 13B that houses the cylinder 121 of the first electric cylinder device 12A will be referred to as "first cylinder receiving portion 13B1", and the cylinder receiving portion 13B that houses the cylinder 121 of the second electric cylinder device 12B will be referred to as "second cylinder receiving portion 13B2".

[0025] Here, the rotating shaft housing 13A and the cylinder housing 13B are formed parallel to each other and are not coaxial. Furthermore, the first rotating shaft housing 13A1 and the second rotating shaft housing 13A2 are separately arranged within the hydraulic block 13. Similarly, the first cylinder housing 13B1 and the second cylinder housing 13B2 are separately arranged within the hydraulic block 13. That is, within the hydraulic block 13, as... Figure 3 as well as Figure 4 As shown, a central section is formed for configuring the master cylinder 17 and the stroke simulator 18.

[0026] Therefore, as Figure 3 As shown, a master cylinder housing 13C for housing the master cylinder 17 and a stroke simulator housing 13D for housing the stroke simulator 18 are formed in the central portion of the hydraulic block 13. Additionally, as... Figure 4 As shown, a main shut-off valve V1 and a simulator shut-off valve V2 are assembled in the central part of the hydraulic block 13. Additionally, a main pressure sensor S1 and a main pressure sensor S2 are assembled in the central part of the hydraulic block 13, and a stroke sensor (not shown) is also assembled there. Furthermore, in this embodiment, the main pressure sensors S1 and S2 are provided for redundancy. However, it is also possible to provide redundancy for one main pressure sensor and one stroke sensor, respectively, as needed.

[0027] That is, the main cylinder 17, stroke simulator 18, main shut-off valve V1, simulator shut-off valve V2, main pressure sensors S1, S2 and stroke sensor assembled in the central part of the hydraulic block 13 are configured in the control unit 16 described later, at the boundary between the first region R1 containing the first partition K1 and the second region R2 containing the second partition K2 (or, the region between the first region R1 and the second region R2).

[0028] And, as Figure 4As shown, in the hydraulic block 13, a first solenoid valve V3 and a first pressure sensor S3, which are located on the peripheral side compared to the central portion and are configured with the first electric motor 11A and the first electric cylinder device 12A (described later), are assembled as first components. Furthermore, in the hydraulic block 13, a second solenoid valve V4 and a second pressure sensor S4, which are located on the peripheral side compared to the central portion and are configured with the second electric motor 11B and the second electric cylinder device 12B (described later), are assembled as second components. That is, the first rotating shaft housing 13A1 of the hydraulic block 13, which houses the rotating shaft 111 of the first electric motor 11A, the first cylinder housing 13B1, which houses the cylinder 121 of the first electric cylinder device 12A, the first solenoid valve V3, and the first pressure sensor S3 are disposed within the first region R1. Additionally, the second rotating shaft receiving part 13A2 of the hydraulic block 13 that houses the rotating shaft 111 of the second electric motor 11B, the second cylinder receiving part 13B2 that houses the cylinder 121 of the second electric cylinder device 12B, the second solenoid valve V4, and the second pressure sensor S4 are disposed in the second region R2.

[0029] Furthermore, as described later, the main shut-off valve V1 switches the connection or disconnection between the master cylinder 17 housed in the hydraulic block 13 and the first wheel (e.g., the left front wheel) and the second wheel (e.g., the right front wheel) of the vehicle, depending on the energization state from the control unit 16. The simulator shut-off valve V2, depending on the energization state from the control unit 16, disconnects the master cylinder 17 from the stroke simulator 18 when the main shut-off valve V1 is in the connected state, and connects the master cylinder 17 to the stroke simulator 18 when the main shut-off valve V1 is in the disconnected state. Here, as described later, the main shut-off valve V1 and the simulator shut-off valve V2 are controlled by both the first ECU 16B and the second ECU 16C constituting the control unit 16. Therefore, the main shut-off valve V1 and the simulator shut-off valve V2 correspond to the "third element".

[0030] Additionally, a first solenoid valve V3 is configured in the hydraulic line connecting the first electric cylinder device 12A and the wheel cylinder located on the first wheel (e.g., the left front wheel of the vehicle), and switches the connection or disconnection between the first electric cylinder device 12A and the wheel cylinder according to the energization state from the control unit 16. A second solenoid valve V4 is configured in the hydraulic line connecting the second electric cylinder device 12B and the wheel cylinder located on the second wheel (e.g., the right front wheel of the vehicle), and switches the connection or disconnection between the second electric cylinder device 12B and the wheel cylinder according to the energization state from the control unit 16.

[0031] Additionally, main pressure sensors S1 and S2 detect the brake hydraulic pressure (main pressure) generated by the master cylinder 17 and output it to the control unit 16. A stroke sensor (not shown) detects the stroke amount that can be detected as the amount of operation of a brake operating component (not shown) operated by the driver (e.g., brake pedal) and outputs it to the control unit 16. Here, the main pressure sensors S1 and S2 and the stroke sensor are electrically connected to the first ECU 16B and the second ECU 16C, which constitute the control unit 16. Furthermore, the first ECU 16B and the second ECU 16C acquire detection values ​​from the main pressure sensors S1 and S2 and the stroke sensor. Alternatively, one main pressure sensor and one stroke sensor can be provided, and one of each can be electrically connected to the first ECU 16B and the second ECU 16C. In this case, the main pressure sensor and the stroke sensor electrically connected to the first ECU 16B and the second ECU 16C correspond to the "third element".

[0032] The first pressure sensor S3 detects the brake hydraulic pressure generated by the first electric cylinder device 12A connected to the first wheel of the vehicle and outputs it to the control unit 16. The second pressure sensor S4 detects the brake hydraulic pressure generated by the second electric cylinder device 12B connected to the second wheel of the vehicle and outputs it to the control unit 16.

[0033] like Figure 2 As shown, the direct-acting conversion mechanism 14 is connected to the piston 122 of the electric cylinder device 12, and is driven by the rotational driving force (rotational motion) from the electric motor 11 to make the piston 122 slide relative to the cylinder 121. The direct-acting conversion mechanism 14 of this embodiment includes a ball screw 141 connected to the piston 122 of the electric cylinder device 12, and a ball screw nut 142 screwed to the ball screw 141 as a direct-acting part.

[0034] The ball screw 141 rotates relative to the ball screw nut 142 by the rotational motion (rotational driving force) supplied from the electric motor 11, and moves axially relative to the ball screw nut 142. The ball screw nut 142 is supported so that it cannot rotate relative to the hydraulic block 13. Thus, the ball screw 141 and the ball screw nut 142 convert the rotational motion of the electric motor 11, and more specifically the rotational motion of the rotating shaft 111, into linear motion of the ball screw 141. Therefore, the ball screw 141, as the linearly moving part, moves linearly together with the piston 122 of the electric cylinder device 12.

[0035] like Figure 2As shown, the power transmission unit 15 includes a drive gear 151 that rotates together with the rotating shaft 111 of the electric motor 11, and more specifically, with the rotating shaft 111 of the rotating shaft receiving portion 13A of the hydraulic block 13. Furthermore, the power transmission unit 15 includes a first driven gear 152 that meshes with the drive gear 151, and a second driven gear 153 that is coaxially arranged with the first driven gear 152 via a shaft and transmits rotational motion (rotational driving force) to the ball screw 141 of the direct-drive mechanism 14. Thus, the power transmission unit 15 can reduce the rotational speed of the rotating shaft 111 of the electric motor 11 and transmit rotation to the ball screw 141 of the direct-drive mechanism 14.

[0036] In this embodiment, the power transmission unit 15 is configured to have three gears, with a first driven gear 152 provided. However, for example, the first driven gear 152 can be omitted, allowing the drive gear 151 to directly mesh with the second driven gear 153.

[0037] like Figure 5 as well as Figure 6 As shown, the control unit 16 of this embodiment has a circuit board 16A, as follows: Figure 6 As shown, a first ECU 16B and a second ECU 16C are assembled on a circuit board 16A. The circuit board 16A is housed and mounted in a housing 16D fixed to a corresponding position on a hydraulic block 13, perpendicular to the axis J of the electric cylinder device 12. "Perpendicular" also includes substantially perpendicular, meaning that although perpendicularity is the goal, it deviates slightly from perpendicularity due to tolerances, configuration errors, etc. In this embodiment, the circuit board 16A, i.e., the control unit 16 and the electric motor 11, are arranged opposite each other on opposite sides of the axis J of the electric cylinder device 12, separated by the hydraulic block 13. Here, connectors for communication with the outside are respectively provided on the housing 16D corresponding to the first ECU 16B and the second ECU 16C (see reference). Figure 1 ).

[0038] The first ECU16B and the second ECU16C are microcomputers whose main components are CPU, ROM, RAM, and various interfaces. Furthermore, as... Figure 6 As shown, in the first partition K1 of the circuit board 16A, a first ECU 16B is configured together with a first circuit C1, which serves as a circuit for electrically connecting to a first solenoid valve V3 (as a first element), a main shut-off valve V1 (as a third element), and a simulator shut-off valve V2. Similarly, in the second partition K2 of the circuit board 16A, a second ECU 16C is configured together with a second circuit C2, which serves as a circuit for electrically connecting to a second solenoid valve V4 (as a second element), a main shut-off valve V1 (as a third element), and a simulator shut-off valve V2.

[0039] Additionally, the first circuit C1 has contacts that electrically connect the first ECU 16B, the first electric motor 11A, the first solenoid valve V3, the first pressure sensor S3, the main shut-off valve V1 and the simulator shut-off valve V2, the main pressure sensors S1 and S2, and the stroke sensor (in Figure 6 (shown as a solid circle in the diagram) and wiring pattern (substrate pattern). Additionally, the second circuit C2 has contacts (in the diagram) that electrically connect the second ECU 16C, the second electric motor 11B, the second solenoid valve V4, the second pressure sensor S4, the main shut-off valve V1 and the simulator shut-off valve V2, the main pressure sensors S1 and S2, and the stroke sensor. Figure 6 (shown as a circle with a solid line in the middle) and wiring pattern (substrate pattern).

[0040] Here, the first partition K1, located on the circuit board 16A, includes a first region R1 that is parallel to the axis J of the electric cylinder device 12 (i.e., the normal direction of the first partition K1). Similarly, the second partition K2, located on the circuit board 16A, includes a second region R2 that is parallel to the axis J of the electric cylinder device 12 (i.e., the normal direction of the second partition K2). In other words, the first electric cylinder device 12A, as a first element, is configured to face the first partition K1 (on the normal direction of the first partition K1) where the first circuit C1 is formed. Furthermore, the second electric cylinder device 12B, as a second element, is configured to face the second partition K2 (on the normal direction of the second partition K2) where the second circuit C2 is formed.

[0041] Furthermore, the first ECU 16B and the first circuit C1, located inside the first partition K1 (i.e., the first region R1), control the operation of the first electric motor 11A (i.e., the first electric cylinder device 12A) and the first solenoid valve V3, both located inside the first region R1, and acquire the brake hydraulic pressure value detected by the first pressure sensor S3 located inside the first region R1. On the other hand, the second ECU 16C and the second circuit C2, located inside the second partition K2 (i.e., the second region R2), control the operation of the second electric motor 11B (i.e., the second electric cylinder device 12B) and the second solenoid valve V4, both located inside the second region R2, and acquire the brake hydraulic pressure value detected by the second pressure sensor S4 located inside the second region R2.

[0042] Furthermore, the main shut-off valve V1 and the simulator shut-off valve V2 (including a main pressure sensor and a stroke sensor, if necessary) located at the boundary between the first partition K1 (first region R1) and the second partition K2 (second region R2), or in the area between the first partition K1 (first region R1) and the second partition K2 (second region R2), that is, in the central part of the hydraulic block 13, are electrically connected to the first circuit C1 and the second circuit C2, and can be controlled by both the first ECU 16B and the second ECU 16C. In this embodiment, the main shut-off valve V1 and the simulator shut-off valve V2 are located at the boundary between the first partition K1 (first region R1) and the second partition K2 (second region R2).

[0043] Therefore, for example, if the first ECU 16B, which normally controls the operation of the main shut-off valve V1 and the simulator shut-off valve V2, malfunctions, the second ECU 16C can take over the control of the main shut-off valve V1 and the simulator shut-off valve V2. That is, in the vehicle braking device 10 of this embodiment, the main shut-off valve V1 and the simulator shut-off valve V2 are not respectively provided corresponding to the first ECU 16B and the second ECU 16C, but the first ECU 16B and the second ECU 16C can control the operation of the shared main shut-off valve V1 and simulator shut-off valve V2.

[0044] Therefore, in the vehicle braking device 10 of this embodiment, redundancy can be achieved while reducing the number of solenoid valves, specifically the main shut-off valve V1 and the simulator shut-off valve V2. As a result, the vehicle braking device 10 can be miniaturized, and the manufacturing cost of the vehicle braking device 10 can also be reduced.

[0045] like Figure 3 , Figure 5 as well as Figure 6As shown, the main cylinder 17, which is a cylinder assembly, is housed in a main cylinder housing section 13C formed in the central portion of the hydraulic block 13 (the boundary between the first partition K1 (first region R1) and the second partition K2 (second region R2)). In this embodiment, the main cylinder 17 is configured such that the rotation shaft 111 of the electric motor 11 is parallel to the axis J of the electric cylinder assembly 12. The main cylinder 17 is connected to a reservoir (not shown) for storing brake fluid via a hydraulic passage T3 formed in the hydraulic block 13. The main piston (not shown) of the main cylinder 17 is connected to a brake operating component (e.g., brake pedal, etc.). As a result, the main piston of the main cylinder 17 slides according to the driver's operation of the brake pedal, etc., and as a result, brake hydraulic fluid (main pressure) corresponding to the position of the main piston is generated in the hydraulic chamber divided by the main piston inside the main cylinder 17. In addition, the main cylinder 17 supplies the generated brake hydraulic fluid (main pressure) to the wheel cylinders provided on the first wheel (e.g., the left front wheel of the vehicle) and the second wheel (e.g., the right front wheel of the vehicle) via a hydraulic passage (not shown).

[0046] like Figure 3 , Figure 5 as well as Figure 6 As shown, the stroke simulator 18 is housed in the stroke simulator housing section 13D formed in the central portion of the hydraulic block 13. In this embodiment, the stroke simulator 18 is configured such that the rotation axis 111 of the electric motor 11 is parallel to the axis J of the electric cylinder device 12. When the main shut-off valve V1 is in the off state and the simulator shut-off valve V2 is in the open state, the stroke simulator 18 generates a reaction force (load) on the driver's operation of the brake pedal, etc.

[0047] However, in the vehicle braking device 10 of this embodiment, the circuit board 16A of the control unit 16, namely the first ECU 16B and the second ECU 16C, is configured perpendicular to the axis J of the electric cylinder device 12 (the rotation axis 111 of the electric motor 11). In this case, as Figure 6 As shown by the double-dotted circle, it is assumed that the electric motor 11 (first electric motor 11A, second electric motor 11B) and the electric cylinder device 12 (first electric cylinder device 12A, second electric cylinder device 12B) are projected toward the circuit board 16A in the direction of the axis J of the electric cylinder device 12 (the direction of the rotation axis 111 of the electric motor 11). In this case, the size of the projected area of ​​the electric motor 11 (first electric motor 11A, second electric motor 11B) and the electric cylinder device 12 (first electric cylinder device 12A, second electric cylinder device 12B) in the first partition K1 and the second partition K2 is smaller than the projected area projected in a direction not along the axis J of the electric cylinder device 12 (the direction of the rotation axis 111 of the electric motor 11), for example, in a direction perpendicular to the axis J.

[0048] In particular, when the circuit board 16A (control unit 16) is configured perpendicular to the axis J (rotation axis 111 of the electric motor 11) of the electric cylinder device 12, the projected area of ​​the electric motor 11 and the electric cylinder device 12 is minimized in the first partition K1 and the second partition K2. However, when the first solenoid valve V3 and the second solenoid valve V4 are configured (assembled) on the hydraulic block 13, generally speaking, their projections onto the circuit board 16A do not overlap with the projections of the electric motor 11 and the electric cylinder device 12 onto the circuit board 16A. Therefore, when the projected area of ​​the electric motor 11 and the electric cylinder device 12 on the first partition K1 and the second partition K2 is minimized, it can be said that the configuration range for arranging the first solenoid valve V3 and the second solenoid valve V4 on the hydraulic block 13 is maximized.

[0049] Therefore, the degree of freedom is increased when configuring (assembling) the first solenoid valve V3 and the second solenoid valve V4 in the hydraulic block 13.

[0050] However, the connection between the main shut-off valve V1, simulator shut-off valve V2, first solenoid valve V3, and second solenoid valve V4 and the circuit board 16A requires openings in the circuit board 16A as contacts. These openings (contacts) are subject to installation limitations, such as the need to avoid the arrangement of circuit components and wiring (copper foil patterns). If the main shut-off valve V1, simulator shut-off valve V2, first solenoid valve V3, and second solenoid valve V4 are arranged in the central portion of the circuit board 16A, then openings (contacts) are also required in the central portion of the circuit board 16A. In this case, the arrangement and wiring of components in the circuit other than the drive circuits of the main shut-off valve V1, simulator shut-off valve V2, first solenoid valve V3, and second solenoid valve V4 become more complex, potentially leading to an increase in the size of the circuit board 16A.

[0051] In contrast, in this example, the main shut-off valve V1 and the simulator shut-off valve V2 can be positioned at the boundaries of the first partition K1 (first region R1) and the second partition K2 (second region R2). Furthermore, the first solenoid valve V3 can be positioned in the peripheral area of ​​the first partition K1, and the second solenoid valve V4 can be positioned in the peripheral area of ​​the second partition K2. That is, in this example, as described above, there is a high degree of freedom in configuring the main shut-off valve V1, the simulator shut-off valve V2, the first solenoid valve V3, and the second solenoid valve V4 within the hydraulic block 13, thus enabling the aforementioned configuration.

[0052] Furthermore, for example, when the circuit board 16A (control unit 16) is configured parallel to the axis J (rotation axis 111 of the electric motor 11) of the electric cylinder device 12, the projected area of ​​the electric cylinder device 12 onto the circuit board 16A is larger compared to the case where it is configured perpendicularly. In this case, when the first solenoid valve V3 and the second solenoid valve V4 are configured to avoid the projection of the electric cylinder device 12 onto the circuit board 16A, the degree of freedom in the configuration of the first solenoid valve V3 and the second solenoid valve V4 is reduced. Alternatively, when the first solenoid valve V3 and the second solenoid valve V4 are configured on the projection of the electric cylinder device 12 onto the circuit board 16A, it is necessary to increase the thickness of the hydraulic block 13 between the circuit board 16A and the electric cylinder device 12 to configure the first solenoid valve V3 and the second solenoid valve V4. In these cases, the hydraulic block 13 becomes larger.

[0053] In contrast, in the vehicle braking device 10, as described above, the freedom of arrangement for the first solenoid valve V3 and the second solenoid valve V4 relative to the hydraulic block 13 is increased. Therefore, in the vehicle braking device 10, the circuit board 16A can be arranged perpendicular to the axis J of the electric cylinder device 12 (the rotation axis 111 of the electric motor 11), and the first solenoid valve V3 and the second solenoid valve V4 can be arranged parallel to the rotation axis 111 of the electric motor 11 and the axis J of the electric cylinder device 12. Thus, it is not necessary to separately ensure space for arranging the first solenoid valve V3 and the second solenoid valve V4; that is, it is not necessary to increase the size of the hydraulic block 13, thus enabling miniaturization of the hydraulic block 13, and also enabling miniaturization of the circuit board 16A (control unit 16). In other words, miniaturization of the vehicle braking device 10 is possible.

[0054] Furthermore, since the first solenoid valve V3 and the second solenoid valve V4 are opening and closing units of the hydraulic circuit located inside the hydraulic block 13, their configuration within the hydraulic block 13 interacts with the structure of the hydraulic circuit. By increasing the degree of freedom in configuring the first solenoid valve V3 and the second solenoid valve V4 within the hydraulic block 13, the configuration of the hydraulic circuit of the hydraulic block 13 can be simplified, thereby enabling the miniaturization of the hydraulic block 13.

[0055] Furthermore, by arranging the first solenoid valve V3 and the second solenoid valve V4 parallel to the axis J (rotation axis 111 of the electric cylinder device 12), the distance to the circuit board 16A (control unit 16) facing each other on the axes of the first solenoid valve V3 and the second solenoid valve V4 can be shortened. As a result, the vehicle braking device 10 can also be miniaturized.

[0056] Furthermore, in the vehicle braking device 10 of this embodiment, as described above, the degree of freedom in configuring the first solenoid valve V3 and the second solenoid valve V4, the first pressure sensor S3 and the second pressure sensor S4 can be increased. Therefore, in the circuit board 16A, as... Figure 6 As shown, the first circuit C1 formed in the first partition K1 and the second circuit C2 formed in the second partition K2 can be made symmetrical, for example, with respect to the boundaries of the first partition K1 (first region R1) and the second partition K2 (second region R2).

[0057] Therefore, in the development of the vehicle braking device 10, for example, after designing the first circuit C1 on the first partition K1 (first region R1) side, the second circuit C2 formed on the second partition K2 (second region R2) can be easily designed by having a symmetrical shape with the first circuit C1. Furthermore, during the manufacturing of the circuit board 16A, since the first circuit C1 and the second circuit C2 are symmetrical, they can also be easily manufactured. Therefore, the development and manufacturing costs required for developing the first circuit C1 and the second circuit C2 in the circuit board 16A can be reduced.

[0058] Furthermore, in the vehicle braking device 10 of this embodiment, a master cylinder 17 and a stroke simulator 18, which serve as a weight, can be arranged at the central portion of the hydraulic block 13, i.e., at the boundary between the first partition K1 (first region R1) and the second partition K2 (second region R2). As a result, the weight balance in the vehicle braking device 10 can be properly optimized.

[0059] As can be understood from the above description, the vehicle braking device 10 of this embodiment includes a first electric motor 11A, a first electric cylinder device 12A, a first solenoid valve V3, and a first pressure sensor S3 as a first electric element for adjusting the braking force applied to the first wheel of the vehicle (e.g., the left front wheel of the vehicle), and a second electric motor 11B, a second electric cylinder device 12B, a second solenoid valve V4, and a second pressure sensor S4 as a second electric element for adjusting the braking force applied to the second wheel of the vehicle (e.g., the right front wheel of the vehicle). Furthermore, the vehicle braking device 10 includes a circuit board 16A, which forms a circuit for controlling a first electric motor 11A, a first electric cylinder device 12A, a first solenoid valve V3 and a first pressure sensor S3, a second electric motor 11B, a second electric cylinder device 12B, a second solenoid valve V4 and a second pressure sensor S4. It is also configured to form a first section K1 of a first circuit C1 for controlling the first electric motor 11A (first electric cylinder device 12A), the first solenoid valve V3 and the first pressure sensor S3, and a second section K2 of a second circuit C2 for controlling the second electric motor 11B (second electric cylinder device 12B), the second solenoid valve V4 and the second pressure sensor S4. Furthermore, in the vehicle braking device 10, the first electric motor 11A, the first electric cylinder device 12A, the first solenoid valve V3, and the first pressure sensor S3, which are controlled only by the first circuit C1, are configured to face the first partition K1, and the second electric motor 11B, the second electric cylinder device 12B, the second solenoid valve V4, and the second pressure sensor S4, which are controlled only by the second circuit C2, are configured to face the second partition K2.

[0060] Accordingly, the first electric motor 11A, the first electric cylinder device 12A, the first solenoid valve V3, and the first pressure sensor S3, which are first components, are configured to face the first partition K1 that forms the first circuit C1, and the second electric motor 11B, the second electric cylinder device 12B, the second solenoid valve V4, and the second pressure sensor S4, which are second components, are configured to face the second partition K2 that forms the second circuit C2. Thus, the first electric motor 11A (first electric cylinder device 12A), the first solenoid valve V3, and the first pressure sensor S3, which are electrically connected to and controlled by the first circuit C1, can be configured close to the first circuit C1, and the second electric motor 11B (second electric cylinder device 12B), the second solenoid valve V4, and the second pressure sensor S4, which are electrically connected to and controlled by the second circuit C2, can be configured close to the second circuit C2.

[0061] That is, within the first region R1 containing the first partition K1, the distance between the first circuit C1 and the first electric motor 11A (first electric cylinder device 12A), the first solenoid valve V3, and the first pressure sensor S3 can be shortened, and within the second region R2 containing the second partition K2, the distance between the second circuit C2 and the second electric motor 11B (second electric cylinder device 12B), the second solenoid valve V4, and the second pressure sensor S4 can be shortened. As a result, the vehicle braking device 10 can be miniaturized.

[0062] Furthermore, assuming that the first element (first electric motor 11A, first electric cylinder device 12A, first solenoid valve V3, and first pressure sensor S3) located in the first region R1 is controlled by the second circuit C2 located in the second region R2, in order to shorten the distance between the first element (first electric motor 11A, first electric cylinder device 12A, first solenoid valve V3, and first pressure sensor S3) and the circuit board 16A, it needs to be connected to the first circuit C1 located in the first region R1. This requires wiring from the first region R1 to the second region R2. As a result, the wiring within the circuit board 16A becomes more complex, raising concerns about the increased size of the circuit board 16A. Furthermore, when the first element (first electric motor 11A, first electric cylinder device 12A, first solenoid valve V3, and first pressure sensor S3) is directly connected to the second circuit C2, the connection mechanism becomes larger due to the distance between the second region R2 of the first element (first electric motor 11A, first electric cylinder device 12A, first solenoid valve V3, and first pressure sensor S3) and the second circuit C2, resulting in a larger vehicle braking device 10. In this invention, the distance between the first element (first electric motor 11A, first electric cylinder device 12A, first solenoid valve V3, and first pressure sensor S3) and the circuit board 16A can be shortened, and the wiring of the circuit (including the first circuit C1 and the second circuit C2) can be simplified, thus enabling the miniaturization of the circuit board 16A.

[0063] Furthermore, in this case, the main shut-off valve V1 and the simulator shut-off valve V2, which are the third elements controlled by the first circuit C1 and the second circuit C2, are configured to face the boundary between the first partition K1 and the second partition K2, or to face the area between the first partition K1 and the second partition K2. Additionally, in this embodiment, the main shut-off valve V1 and the simulator shut-off valve V2, which are the third elements controlled by the first circuit C1 and the second circuit C2, are configured to face the boundary between the first partition K1 and the second partition K2.

[0064] Accordingly, the main shut-off valve V1 and the simulator shut-off valve V2, controlled by the first circuit C1 and the second circuit C2, can be positioned at the boundary of the first partition K1 (or the first region R1) and the second partition K2 (or the region between the first region R1 and the second region R2). This allows for a more even reduction in the distance between the first circuit C1 and the second circuit C2 and the main shut-off valve V1 and the simulator shut-off valve V2. Consequently, the circuit board 16A arranging the first partition K1 and the second partition K2 can be miniaturized, and the vehicle braking device 10 can be miniaturized.

[0065] Furthermore, in these cases, the circuit board 16A is arranged with a first partition K1 and a second partition K2, and the vehicle braking device includes wheel cylinders disposed on a first wheel (e.g., the left front wheel of the vehicle) and a second wheel (e.g., the right front wheel of the vehicle), and a master cylinder 17 as a cylinder device connected to the wheel cylinders and generating hydraulic pressure in a hydraulic chamber divided by the cylinder and the piston corresponding to the position of the piston sliding in the cylinder. The master cylinder 17 is disposed at the boundary of the first partition K1 and the second partition K2, or in the region between the first partition K1 and the second partition K2.

[0066] Accordingly, the first electric motor 11A, the first electric cylinder device 12A, the first solenoid valve V3, and the first pressure sensor S3 can be configured to face the first partition K1 (or, within the first region R1), the second electric motor 11B, the second electric cylinder device 12B, the second solenoid valve V4, and the second pressure sensor S4 can be configured to face the second partition K2 (or, within the second region R2), and the master cylinder 17 (which may also include the stroke simulator 18) can be configured at the boundary between the first partition K1 (or, the first region R1) and the second partition K2 (or, the second region R2). This allows for proper weight balance in the vehicle braking system 10.

[0067] (2. Variations)

[0068] In the vehicle braking device 10 of the above embodiment, when assembled in a vehicle, the electric motor 11 is mounted to the hydraulic block 13 in a manner that is vertically downward compared to the electric cylinder device 12. However, the configuration of the electric motor 11 and the electric cylinder device 12 mounted to the hydraulic block 13 is not limited. For example, when the vehicle braking device 10 is assembled in a vehicle, the electric cylinder device 12 may also be mounted to the hydraulic block 13 in a manner that is vertically downward compared to the electric motor 11.

[0069] Furthermore, in the vehicle braking device 10 of the above embodiment, a power transmission unit 15 is disposed between the hydraulic block 13 and the control unit 16. However, the arrangement of the power transmission unit 15 is not limited. For example, it is also possible to configure the power transmission unit 15 to be assembled to the hydraulic block 13 on the opposite side from the control unit 16, so as to transmit the rotational motion (rotational driving force) of the rotating shaft 111 of the electric motor 11 to the direct-drive conversion mechanism 14. In addition, in this case, the arrangement direction of the electric motor 11 and the arrangement direction of the electric cylinder device 12 can be changed according to the arrangement of the power transmission unit 15.

[0070] Furthermore, in the above embodiment, a ball screw 141 is used as the direct-acting part of the direct-acting conversion mechanism 14, and a ball screw nut 142 that engages with the ball screw 141 is used to transmit rotary motion to the ball screw 141. However, as long as rotary motion can be converted into linear motion, any configuration such as a combination of a roller screw and a roller screw nut, a trapezoidal screw, or a combination of a sliding screw and a nut can be used as the direct-acting conversion mechanism.

[0071] Furthermore, in the above embodiment, in the circuit board 16A of the control unit 16, a first partition K1 and a second partition K2 are set, a first circuit C1 controlling the first solenoid valve V3 and the first pressure sensor S3 as first elements is configured opposite to the first partition K1, and a second circuit C2 controlling the second solenoid valve V4 and the second pressure sensor S4 as second elements is configured opposite to the second partition K2. Moreover, in the above embodiment, the first solenoid valve V3 and the first pressure sensor S3, controlled only by the first circuit C1, are arranged in the first region R1 containing the first partition K1, and the second solenoid valve V4 and the second pressure sensor S4, controlled only by the second circuit C2, are arranged in the second region R2 containing the second partition K2. However, it is also possible to not set the first partition K1 and the second partition K2 in the circuit board 16A, but instead set the first region R1 and the second region R2.

[0072] Furthermore, in the above embodiment, a first partition K1 (first region R1) and a second partition K2 (second region R2) are set on a circuit board 16A of the control unit 16. However, the circuit board 16A may also be composed of multiple boards and have the first partition K1 (first region R1) and the second partition K2 (second region R2) set thereon.

[0073] Furthermore, in the above embodiment, the circuit board 16A is a range larger than the combined range of the first partition K1 and the second partition K2. However, the combined range of the first partition K1 and the second partition K2 may also be the same as the range of the circuit board 16A.

Claims

1. A vehicle braking device comprising: The first electric component adjusts the braking force applied to the vehicle's first wheel; An electrically powered second element adjusts the braking force applied to the second wheel of the aforementioned vehicle; and A circuit board is formed to control the first element and the second element, and a first partition and a second partition are configured therein. A first circuit for controlling the first element is formed in the first partition, and a second circuit for controlling the second element is formed in the second partition. The first component includes a first electric cylinder device that generates hydraulic pressure in a hydraulic chamber divided by a cylinder and a piston, corresponding to the position of the piston sliding within the cylinder. The second element includes a second electric cylinder device that causes the hydraulic chamber divided by the cylinder and the piston to generate hydraulic pressure corresponding to the position of the piston sliding in the cylinder. The first element, controlled only by the first circuit, is configured to be opposite the first partition, and the second element, controlled only by the second circuit, is configured to be opposite the second partition.

2. The vehicle braking device according to claim 1, wherein, The third element controlled by the first circuit and the second circuit is configured to be opposite to the boundary of the first partition and the second partition, or opposite to the area between the first partition and the second partition.

3. The vehicle braking device according to claim 1, wherein, The circuit board is arranged to form the first partition and the second partition. The braking system for the aforementioned vehicles includes: Wheel cylinders, disposed on the first wheel and the second wheel; and A cylinder assembly, connected to the aforementioned wheel cylinder, generates hydraulic pressure in a hydraulic chamber divided by the cylinder and piston, corresponding to the position of the piston sliding within the cylinder. The cylinder device is configured to be opposite to the boundary of the first partition and the second partition, or opposite to the area between the first partition and the second partition.

4. The vehicle braking device according to claim 2, wherein, The circuit board is arranged to form the first partition and the second partition. The braking system for the aforementioned vehicles includes: Wheel cylinders, disposed on the first wheel and the second wheel; and A cylinder assembly, connected to the aforementioned wheel cylinder, generates hydraulic pressure in a hydraulic chamber divided by the cylinder and piston, corresponding to the position of the piston sliding within the cylinder. The cylinder device is configured to be opposite to the boundary of the first partition and the second partition, or opposite to the area between the first partition and the second partition.

5. The vehicle braking device according to any one of claims 1 to 4, wherein, The aforementioned first component includes a first electric motor controlled solely by the aforementioned first circuit, and the aforementioned first electric cylinder device driven by the aforementioned first electric motor. The second component includes a second electric motor controlled solely by the second circuit and a second electric cylinder device driven by the second electric motor.

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