Brake control device

Abstract

Brake control device (1), comprising: an engine (20); a housing (8) having a first surface (801) on which a motor (20) is arranged, a second surface (802) spaced from the first surface (801) by a predetermined distance in the direction of a rotational axis of the motor (20), and a third surface (803) continuous with the first surface (801) and the second surface (802); and a control unit (90) arranged on the second surface (802), wherein a power supply section (204) of the motor (20) is connected to the control unit (90) for fastening the housing (8) to a vehicle body via a connection between the third surface (803) and a part of a bracket (109), the bracket (109) being placed facing the third surface (803), the control unit (90) having an extension section (901a) extending between the third surface (803) and the bracket (109), and wherein the power supply section (204) is connected to the extension section (901a).

Description

TECHNICAL FIELD

[0001] The present invention relates to a brake control device STATE OF THE ART

[0002] PTL 1 discloses a brake control device in which an electric power supply portion of a motor for driving a pump is connected to a control unit via an exterior of a housing. PTL 2 discloses a pump device and a brake system. PTL 3 discloses a fluid pressure generator. LITERATURE LISTPATENT LITERATURE [PTL 1] Japanese Patent Application Laid-Open No. 2000-511845 [PTL 2] D1: DE 11 2016 003 843 T5 [PTL 3] D2: JP 2017-178109 A SUMMARY OF THE INVENTION TECHNICAL PROBLEM

[0003] However, since the power supply section is arranged outside the housing, the above-described technique increases the possibility of leading to an increase in the size of the brake control device, thereby impairing the layout flexibility when the brake control device is mounted on a vehicle.

[0004] One of the objects of the present invention is to provide a brake control device capable of improving layout flexibility when mounted on the vehicle. SOLUTION TO THE PROBLEM

[0005] The solution is provided by a brake control device according to the independent claim. In the brake device, a housing comprises a first surface on which a motor is arranged, and a second surface spaced from the first surface of the motor by a predetermined distance in the direction of a rotation axis. A control unit is mounted on the second surface. The housing further comprises a third surface that is continuous with the first surface and the second surface. A power supply section of the motor is connected to the control unit via a connection between the third surface and a part of a bracket facing the third surface.

[0006] Therefore, it is possible to improve the layout flexibility during installation on the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 illustrates a configuration of a brake control device 1 according to a first embodiment. Fig. 2 shows a perspective view of the brake control device 1 according to the first embodiment. Fig. 3 shows a perspective view of a second unit 1B, seen from a left and front side surface. Fig. 4 shows a front view of the second unit 1B. Fig. 5 shows a rear view of the second unit 1B. Fig. 6 shows a right side view of the second unit 1B. Fig. 7 shows a left side view of the second unit 1B. Fig. 8 shows a top view of the second unit 1B. Fig. 9 shows a bottom view of the second unit 1B. Fig. 10 shows a perspective view of the engine 20 seen from the rear. Fig. Fig. 11 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. 12 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit with the motor 20 attached thereto. Fig. 13 shows a perspective view of a second unit 2B, seen from the left and front side surface, according to a second embodiment. Fig. 14 shows a perspective view of the second unit 2B seen from the right and front side surface. Fig. 15 shows a front view of the second unit 2B. Fig. 16 shows a rear view of the second unit 2B. Fig. 17 shows a right side view of the second unit 2B. Fig. 18 shows a left side view of the second unit 2B. Fig. 19 shows a top view of the second unit 2B. Fig. 20 shows a bottom view of the second unit 2B. Fig. 21 shows a perspective view of the housing 8 of the second unit seen from the rear, wherein the housing 8 of the second unit is shown with the motor 20 attached thereto. Fig. 22 shows a perspective view of a second unit 3B, seen from the left and front side surface, according to a third embodiment. Fig. Fig. 23 shows a perspective view of the housing 8 of the second unit, seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. 24 shows a perspective view of a second unit 4B, seen from the left and front side surface, according to a fourth embodiment. Fig. 25 shows a perspective view of the engine 20 seen from the rear. Fig. 26 shows a perspective view of a second unit 5B, seen from the right and front side surface, according to a fifth embodiment. Fig. 27 shows a front view of the second unit 5B. Fig. 28 shows a right side view of the second unit 5B. Fig. 29 shows a perspective view of a second unit 6B, seen from the left and front side surface, according to a sixth embodiment. Fig. 30 shows a front view of the second unit 6B. Fig. 31 shows a rear view of the second unit 6B. Fig. 32 shows a right side view of the second unit 6B. Fig. 33 shows a left side view of the second unit 6B. Fig. 34 shows a bottom view of the second unit 6B. Fig. 35 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. 36 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit with the motor 20 attached thereto. Fig. 37 shows a cross-sectional view showing a second unit 7B along a line passing through the Fig. 33, is illustrated according to a seventh embodiment. Fig. 38 shows a cross-sectional view showing a second unit 8B, along the line defined by the Fig. 33 shown arrows S1 and S1, according to an eighth embodiment. Fig. 39 shows a perspective view of a second unit 9B, seen from the right and front side surface, according to a ninth embodiment. Fig. 40 shows a front view of the second unit 9B. Fig. 41 shows a bottom view of the second unit 9B. Fig. 42 shows a perspective view of a second unit 10B, seen from the left and front side surface, according to a tenth embodiment. Fig. 43 shows a front view of the second unit 10B. Fig. 44 shows a rear view of the second unit 10B. Fig. 45 shows a right side view of the second unit 10B. Fig. 46 shows a left side view of the second unit 10B. Fig. 47 shows a plan view of the second unit 10B. Fig. 48 shows a bottom view of the second unit 10B. Fig. 49 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. 50 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit with the motor 20 attached thereto. DESCRIPTION OF EMBODIMENTS [First Embodiment]

[0007] Fig. 1 illustrates a configuration of a brake control device 1 according to a first embodiment. Fig. 2 shows a perspective view of the brake control device 1 according to the first embodiment.

[0008] The brake control device 1 according to the first embodiment is applied to an electric vehicle. The electric vehicle is, for example, a hybrid vehicle having an engine and a motor generator as a prime mover that drives wheels, or an electric vehicle including only the motor generator as a prime mover. The electric vehicle can perform regenerative braking to brake the vehicle by regenerating electric energy from the kinetic energy of the vehicle using a regenerative braking device including the motor generator. The brake control device 1 applies friction braking torque to each of the wheels FL to RR of the vehicle using hydraulic pressure. A brake actuation unit is mounted on each of the wheels FL to RR. The brake actuation unit is a hydraulic generating section including a wheel cylinder W / C.The brake actuation unit, for example, is a disc brake and includes a hydraulic brake caliper. The brake caliper includes a brake disc and brake pads.

[0009] The brake disc is a brake rotor that rotates integrally with a tire. The brake pads are arranged at predetermined intervals created by the brake disc and contact the brake disc by being moved by hydraulic pressure in the wheel cylinder W / C. Frictional braking force is exerted on the wheel through the contact of the brake pads with the brake disc. The brake control device 1 includes two brake piping systems: a primary system (P) and a secondary system (S). Hereinafter, the primary system and the secondary system are also referred to as P system and S system. The brake piping configuration is, for example, a pipe configuration. The brake control device 1 may use other piping configurations, such as a front / rear pipe configuration.Hereinafter, when distinguishing between a P-system element and an S-system element, the suffixes P and S are added to the ends of the respective reference numerals. The brake control device 1 supplies brake fluid as hydraulic fluid (hydraulic oil) to each of the brake operating units via a brake line, thereby controlling a brake hydraulic pressure (the hydraulic pressure) in the wheel cylinder W / C.

[0010] The brake control device 1 includes a first unit 1A and a second unit 1B. The first unit 1A and the second unit 1B are arranged in an engine compartment isolated from a passenger compartment of the vehicle. These units 1A and 1B are connected to each other via a plurality of pipes. The plurality of pipes includes master cylinder pipes 10M (a primary pipe 10MP and a secondary pipe 10MS), wheel cylinder pipes 10W, a back pressure chamber pipe 10X, and an intake pipe 10R. Except for the intake pipe 10R, each of the pipes 10M, 10W, and 10X is a metallic brake pipe, and more specifically, a steel pipe, such as a double-walled steel pipe. Each of the pipes 10M, 10W, and 10X includes a linear portion and a bent portion, and is arranged between terminals such that it is rotated in a different direction at the bent portion.Both end portions of each of the pipes 10M, 10W, and 10X each include a male threaded pipe joint processed by a flare process. The intake pipe 10R is a brake hose formed from a material such as rubber to achieve flexibility. The end portions of the intake pipe 10R are connected to a connector 873 via nipples 10R1 and 10R2, etc. The nipples 10R1 and 10R2 each constitute a resin joint having a tubular portion.

[0011] A brake pedal 100 is a brake operating member that receives an input of a braking operation performed by a driver. An input rod 101 is vertically rotatably connected to the brake pedal 100. The first unit 1A is a brake operating unit mechanically connected to the brake pedal 100 and a master cylinder unit including a master cylinder 5. The first unit 1A includes a reservoir 4, a master cylinder housing 7, the master cylinder 5, a stroke sensor 94, and a stroke simulator 6. The reservoir 4 is a brake fluid source that stores the brake fluid therein and is a low-pressure portion that opens to atmospheric pressure. The reservoir 4 includes a refill port 40 and a supply port 41. The suction pipe 10R is connected to the supply port 41. The master cylinder housing 7 is a case that houses the master cylinder 5 and the stroke simulator 6.The master cylinder housing 7 includes therein a cylinder 70 for the master cylinder 5, a cylinder 60 for the stroke simulator 6 and a plurality of fluid channels.

[0012] The cylinder 70 for the master cylinder 5 includes a large-diameter portion 70a and a small-diameter portion 70b. The large-diameter portion 70a is located at a position closer to the input rod 101 than the small-diameter portion 70b, and its inner diameter is larger than the inner diameter of the small-diameter portion 70b. The axis of the large-diameter portion 70a coincides with the axis of the small-diameter portion 70b (an axis O). The input rod 101 includes a stopper plate 101a for preventing detachment from the cylinder 70. The plurality of fluid passages includes replenishment fluid passages 72, supply fluid passages 73, and a relief fluid passage 74. The master cylinder housing 7 includes a plurality of ports therein, and each of the ports opens onto the outer peripheral surface of the master cylinder housing 7.The plurality of ports includes refill ports 75P and 75S, supply ports 76, and a backpressure port 77. The refill ports 40P and 40S of the reservoir 4 are connected to these refill ports 75P and 75S, respectively. The master cylinder lines 10M are connected to the supply ports 76, and the backpressure chamber line 10X is connected to the backpressure port 77. One end and the other end of each of the refill fluid passages 72 are connected to the refill port 75 and the cylinder 70, respectively.

[0013] The master cylinder 5 is connected to the brake pedal 100 via the input rod 101 and generates master cylinder hydraulic pressure in accordance with the driver's operation of the brake pedal 100. The master cylinder 5 includes pistons 51 that are axially movable in accordance with the operation of the brake pedal 100. The pistons 51 are housed in the cylinder 70 and define hydraulic chambers 50. The master cylinder 5 is a tandem cylinder and includes a primary piston 51P pushed by the input rod 101 and a secondary piston 51S configured as a free piston like the pistons 51. These pistons 51P and 51S are arranged in series. A primary chamber 50P and a secondary chamber 50S are defined in the small-diameter portion 70b of the cylinder 70 by the pistons 51P and 51S. One end and the other end of each of the supply fluid channels 73 are connected to the hydraulic chamber 50 and the supply port 76, respectively.Each of the hydraulic chambers 50P and 50S is filled with brake fluid from the reservoir 4 and generates the hydraulic pressure of the master cylinder through the movement of the above-described piston 51. A coil spring 52P is arranged as a return spring between the pistons 51P and 51S in the primary chamber 50P. A coil spring 52S is arranged as a return spring between the bottom portion of the cylinder 70 and the piston 51S in the secondary chamber 50S.

[0014] Piston seals (sealing members) 541 and 542 are disposed on the inner periphery of the small-diameter portion 70b of the cylinder 70. The piston seals 541 and 542 constitute a plurality of sealing members that seal between the outer peripheral surface of each of the pistons 51P and 51S and the inner peripheral surface of the small-diameter portion 70b, while being in sliding contact with each of the pistons 51P and 51S. Each of the piston seals is a known, cross-sectionally cup-shaped sealing member including a lip portion on the radially inner side (a cup seal). Each of the piston seals 541 and 542 allows brake fluid to flow in one direction and prevents brake fluid from flowing in the other direction, with the lip portion being in sliding contact with the outer peripheral surface of the piston 51.The first piston seal 541 allows the brake fluid to flow from the refill port 40 toward the primary chamber 50D or the secondary chamber 50S and prevents the brake fluid from flowing in the opposite direction. The second piston seal 542P prevents the brake fluid from flowing toward the large-diameter cylinder portion 70a, and a second piston seal 542S prevents the brake fluid from flowing toward the primary chamber 50P.

[0015] The stroke sensor 94 outputs a sensor signal according to a movement amount (a stroke) of the primary piston 51P. The stroke sensor 94 includes a detection section 95 and a magnet section (not shown). The detection section 95 is fixed to the left outer peripheral surface of the master cylinder housing 7 by two screws 951. The magnet section is fixed to the primary piston 51P. The detection section 95 and the magnet section are arranged close to each other. The detection section 95 is a Hall IC including a Hall element. A voltage substantially proportional to the value of the magnetic flux density is generated when a certain electric current is applied to the Hall element. The detection section 95 outputs a sensor signal having a voltage according to the value of the generated voltage.

[0016] The stroke simulator 6 is actuated according to the braking operation performed by the driver and provides a reaction force and stroke to the brake pedal 100. The stroke simulator 6 includes the cylinder 60, a piston 61, a positive pressure chamber 601, a back pressure chamber 602, and elastic elements (a first spring 64, a second spring 65, and a damper 66). The cylinder 60 includes a large-diameter portion 60a and a small-diameter portion 60b. The positive pressure chamber 601 and the back pressure chamber 602 are defined by the piston 61 disposed in the small-diameter portion 60b of the cylinder 60. The elastic elements are arranged in the large diameter portion 60a of the cylinder 60 and urge the piston 61 in a direction to reduce the volume of the pressure relief chamber 601. A bottomed cylindrical holding element 62 is arranged between the first spring 64 and the second spring 65.One end and the other end of the relief fluid passage 74 are connected to a secondary-side fluid supply passage 73S and the relief chamber 601, respectively. Brake fluid is discharged from the master cylinder 5 (the secondary chamber 50S) into the relief chamber 601 according to the braking operation performed by the driver, which generates the pedal stroke, and the braking reaction force of the braking operation performed by the driver. The braking reaction force of the braking operation performed by the driver is also generated due to the biasing forces of the elastic members. The first unit 1A does not include an engine vacuum booster that boosts the braking operation force using intake vacuum generated by the vehicle's engine.

[0017] The second unit 1B is arranged between the first unit 1A and the brake actuation unit. The second unit 1B is connected to the primary chamber 50P via the primary line 10MP, to the secondary chamber 50S via the secondary line 10MS, to the wheel cylinders W / C via the wheel cylinder lines 10W, and to the backpressure chamber 602 via the backpressure chamber line 10X. Furthermore, the second unit 1B is connected to the reservoir tank 4 via the suction line 10R. The second unit 1B includes a second unit housing 8, a motor 20, a pump 3, a plurality of electromagnetic valves 21, and the like, a plurality of hydraulic sensors 91, a fluid pool, and the like, and an electronic control unit 90 (hereinafter referred to as ECU). The second unit housing 8 is a casing in which the pump 3 and valve bodies of the electromagnetic valves 21 and the like are housed.The housing 8 of the second unit contains circuits (brake hydraulic circuits) of the two systems (the P system and the S system) through which the brake fluid flows. The circuits of the two systems are formed by a plurality of fluid channels. The plurality of fluid channels includes supply fluid channels 11, an inlet fluid channel 12, an outlet fluid channel 13, a pressure adjustment fluid channel 14, pressure reduction fluid channels 15, a backpressure fluid channel 16, a first simulator fluid channel 17, and a second simulator fluid channel 18.

[0018] The second unit housing 8 further includes a reservoir (an internal reservoir) 120, which is a fluid supply, and a damper 130. A plurality of ports are formed inside the second unit housing 8, and these ports open to the outside of the second unit housing 8. The plurality of ports include master cylinder ports 871 (a primary port 871P and a secondary port 871S), the inlet port 873, a back pressure port 874, and wheel cylinder ports 872. The primary line 10MP is connected to the primary port 871P. The secondary line 10MS is connected to the secondary port 871S. The suction line 10R is connected to the inlet port 873. The back pressure line 10X is connected to the back pressure port 874. The wheel cylinder lines 10W are each connected to the wheel cylinder ports 872.

[0019] The motor 20 is a rotary electric motor and includes a rotary shaft for driving the pump 3. The motor 20 may be a brushless motor including a speed sensor, such as a resolver, that detects a rotation angle or speed of the rotary shaft, or may be a brush motor. The pump 3 supplies the brake fluid into the reservoir 4 through the rotational drive of the motor 20 and discharges the brake fluid toward the wheel cylinders W / C. In the first embodiment, a five-piston piston pump, which is excellent in, for example, noise and vibration performance, is used as the pump 3. The pump 3 is commonly used by both the S and P systems.Each of the electromagnetic valves 21 and the like is a solenoid valve that is actuated according to a control signal, and whose valve body is controlled to thereby switch the opening / closing of the fluid passage (establishing communication through the fluid passage or blocking it) according to the current supply to the solenoid. The electromagnetic valves 21 and the like each generate a control hydraulic pressure by controlling the connection state of the circuit described above to adjust the flow state of the brake fluid.

[0020] The plurality of electromagnetic valves 21 and the like include shutoff valves 21, pressure-increasing valves (hereinafter referred to as SOL / V INs) 22, communication valves 23, a pressure-adjusting valve 24, pressure-reducing valves (hereinafter referred to as SOL / V OUTs) 25, a stroke simulator inlet valve (hereinafter referred to as SS / V IN) 27, and a stroke simulator outlet valve (hereinafter referred to as SS / V OUT) 28. The shutoff valves 21, the SOL / V INs 22, and the pressure-adjusting valve 24 are each a normally-open electromagnetic valve that is open when no power is supplied thereto. The communication valves 23, the pressure-reducing valves 25, the SS / V IN 27, and the SS / V OUT 28 are each a normally-closed electromagnetic valve that is closed when no power is supplied thereto.The shutoff valves 21, the SOL / V INs 22, and the pressure adjustment valve 24 are each a proportional control valve whose opening degree is adjusted according to an electric current supplied to the solenoid. The communication valves 23, the pressure reducing valves 25, the SS V IN 27, and the SS / V OUT 28 are each an ON / OFF valve whose opening / closing is controlled to switch between two values, that is, either open or close. The proportional control valve can also be used as these valves. The hydraulic sensors 91 and the like detect a discharge pressure of the pump 3 and the hydraulic pressure of the master cylinder. The plurality of hydraulic sensors includes a master cylinder hydraulic sensor 91, a discharge pressure sensor 93, and wheel cylinder hydraulic sensors 92 (a primary pressure sensor 92P and a secondary pressure sensor 92S).

[0021] In the following description, the brake hydraulic circuit of the second unit 1B is described with reference to Fig. 1. Elements corresponding to the individual wheels FL to RR are distinguished from each other, if necessary, by subscripts a to d added to the ends of their respective reference numerals. One end of the supply fluid passage 11P is connected to the primary port 871P. The other end of the supply fluid passage 11P branches into a fluid passage 11a for the front left wheel and a fluid passage 11d for the rear right wheel. Each of the fluid passages 11a and 11d is connected to the corresponding wheel cylinder port 872. The shut-off valves 21 are provided at the above-described one end sides of the supply fluid passages 11. The SOL / V IN 22 is provided in each of the fluid passages 11 at the above-described other end side. A bypass fluid passage 110 is provided in parallel to each of the fluid passages 11, bypassing the SOL / V IN 22. A check valve 220 is provided in the bypass fluid channel 110.The check valve 220 only allows a flow of brake fluid directed from the side of the wheel cylinder port 872 to the side of the master cylinder port 871.

[0022] The inlet fluid passage 12 connects the reservoir 120 and an inlet port 823 of the pump 3. One end of the outlet fluid passage 13 is connected to an outlet port 821 of the pump 3. The other end of the outlet fluid passage 13 branches into a fluid passage 13P for the P system and a fluid passage 13S for the S system. Each of the fluid passages 13P and 13S is connected to a portion in the supply fluid passage 11 between the shutoff valve 21 and the SOL / V INs 22. The damper 130 is provided on the above-described one end of the outlet fluid passage 13. The communication valve 23 is provided in each of the fluid passages 13P and 13S on the above-described other end. Each of the fluid channels 13P and 13S functions as a communication fluid channel connecting the supply fluid channel 11P of the P system and the supply fluid channel 11S of the S system.The pump 3 is connected to each of the wheel cylinder ports 872 via the above-described communication channels (the outlet fluid channels 13P and 13S) and the supply fluid channels 11P and 11S. The pressure adjusting fluid channel 14 connects a part of the outlet fluid channel 13 between the damper 130 and the communication valves 23 and the reservoir 120. The pressure adjusting valve 24 is provided in the pressure adjusting fluid channel 14. The pressure reducing fluid channel 15 connects a part of each of the fluid channels 11a to 11d of the supply fluid channels 11 between the SOL / V IN 22 and the wheel cylinder port 872 and the reservoir 120. The SOL / V OUT 25 is provided in the pressure reducing fluid channel 15.

[0023] One end of the backpressure fluid channel 16 is connected to the backpressure port 874. The other end of the backpressure fluid channel 16 branches into the first simulator fluid channel 17 and the second simulator fluid channel 18. The first simulator fluid channel 17 is connected to a part of the supply fluid channel 11S between the shutoff valve 21S and the SOL / V INs 22b and 22c. The SS / V IN 27 is provided in the first simulator fluid channel 17. A bypass fluid channel 170 is provided parallel to the first simulator fluid channel 17, bypassing the SS / V IN 27. A check valve 270 is provided in the bypass fluid channel 170. The check valve 270 only allows the brake fluid to flow from the backpressure fluid passage 16 side toward the supply fluid passage 11S side. The second simulator fluid passage 18 is connected to the reservoir 120. The SS / V OUT 28 is provided in the second simulator fluid passage 18.A bypass fluid channel 180 is provided parallel to the second simulator fluid channel 18, bypassing the SS / V OUT 28. A check valve 280 is provided in the bypass fluid channel 180. The check valve 280 only allows the brake fluid to flow from the reservoir 120 side toward the backpressure fluid channel 16 side.

[0024] The hydraulic sensor 91 is provided between the shutoff valve 21S and the secondary port 871S in the supply fluid passage 11S. The hydraulic sensor 91 detects the hydraulic pressure in this section (the hydraulic pressure in the relief chamber 601 of the stroke simulator 6 and the hydraulic pressure of the master cylinder). The hydraulic sensors 92 are provided between the shutoff valves 21 and the SOL / V INs 22 in the supply fluid passages 11. The hydraulic sensors 92 detect the hydraulic pressures in these sections (which correspond to the wheel cylinder hydraulic pressures). The hydraulic sensor 93 is provided between the damper 130 and the communication valves 23 in the discharge fluid passage 13. The hydraulic sensor 93 detects the hydraulic pressure (the pump discharge pressure) in this section.

[0025] The information input to the ECU 90 includes information regarding the detection values ​​of the stroke sensor 94 and the hydraulic sensors 91, and the like, as well as an operating state transmitted from the vehicle side. The ECU 90 controls the wheel cylinder hydraulic pressure of each of the wheels FL to RR by operating the electromagnetic valves 21 and the like, and the motor 20 using the input information according to an installed program. Through this control, the ECU 90 can execute various types of brake control (anti-lock brake control for preventing wheel lock due to brake slippage, boost control for reducing a brake application force that the driver should apply, brake control for controlling the movement of the vehicle, automatic brake control such as adaptive cruise control, regenerative cooperative brake control, and the like).Vehicle motion control includes control to stabilize vehicle behavior, such as preventing lateral slippage. In regenerative cooperative braking control, the ECU 90 controls the wheel cylinder hydraulic pressures to achieve a target deceleration (a target braking force) in conjunction with the regenerative braking.

[0026] The ECU 90 includes a brake operation amount detecting section 90a, a target wheel cylinder hydraulic pressure calculating section 90b, a boost control section 90c, a sudden brake operation state determining section 90d, and a second brake pressure force generating section 90e as a configuration for performing the above-described brake control.

[0027] The brake operation amount detecting section 90a detects the stroke (the amount of movement) of the input rod 101 in response to the sensor signal from the stroke sensor 94.

[0028] The target wheel cylinder hydraulic pressure calculation section 90b calculates a target wheel cylinder hydraulic pressure. Specifically, the target wheel cylinder hydraulic pressure calculation section 90b calculates the target wheel cylinder hydraulic pressure that realizes a predetermined boost ratio, that is, the ideal characteristic of the relationship between the pedal stroke and a driver-requested brake hydraulic pressure (a driver-requested vehicle deceleration G) based on the detected pedal stroke. At the time of regenerative cooperative braking control, the target wheel cylinder hydraulic pressure calculation section 90b further calculates the target wheel cylinder hydraulic pressure related to the regenerative braking force. The target wheel cylinder hydraulic pressure calculation section 90b calculates, for example,a target wheel cylinder hydraulic pressure such that a sum of the regenerative braking force input from a control unit of the vehicle's regenerative braking device and a hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure can satisfy the vehicle deceleration requested by the driver. At the time of motion control, the target wheel cylinder hydraulic pressure calculation section 90b calculates the target wheel cylinder hydraulic pressure for each of the wheels FL to RR to realize the desired vehicle motion state, for example, based on the detected vehicle motion state amount (a lateral acceleration or the like).

[0029] The boost control section 90c actuates the pump 3 and controls the shutoff valves 21 and the communication valves 23 in the closing and opening directions, respectively, at the time of the driver's braking operation. Through this activation and control, the boost control section 90c generates higher wheel cylinder hydraulic pressures than the master cylinder hydraulic pressure using the discharge pressure of the pump 3 as a hydraulic source, thereby enabling the brake control device to perform boost control that generates a hydraulic braking force that reduces the driver's braking effort. Specifically, the boost control section 90c realizes the target wheel cylinder hydraulic pressure by controlling the pressure adjustment valve 24, thereby operating the pump 3 at a predetermined speed, thereby adjusting the amount of brake fluid to be supplied from the pump 3 to the wheel cylinders W / C.The brake control device 1 according to the first embodiment employs the booster function that assists the brake operating force by operating the pump 3 of the second unit 1B instead of the engine vacuum booster. Furthermore, the booster control section 90c controls the SS / V IN 27 and the SS / V OUT 28 in the closing direction and the opening direction, respectively. Through this control, the booster control section 90c achieves the function of the stroke simulator 6.

[0030] The sudden brake operation determining section 90d detects the brake operation state based on input from the brake operation amount detecting section 90a, etc., and determines (detects) whether the brake operation state is a predetermined sudden brake operation state. The sudden brake operation determining section 90d determines, for example, whether the amount of change in the pedal stroke per unit time exceeds a predetermined threshold. When the brake operation state is determined to be a sudden brake operation state, the ECU 90 switches control from the generation of the wheel cylinder hydraulic pressures by the boost control section 90c to the generation of the wheel cylinder hydraulic pressures by the second braking force generating section 90e.

[0031] The second brake pressure force generating section 90e actuates the pump 3 and controls the shutoff valves 21, the SS / V IN 27, and the SS / V OUT 28 in the closing direction, the opening direction, and the closing direction, respectively. Through this activation and control, the second brake pressure force generating section 90e realizes a second brake pressure force that generates the wheel cylinder hydraulic pressures using the brake fluid supplied from the back pressure chamber 602 of the stroke simulator 6 until the pump 3 is ready to generate sufficiently high wheel cylinder hydraulic pressures. The shutoff valves 21 can be controlled in the opening directions.Furthermore, the second braking pressure force generating section 90e can control the SS / V IN 27 in the closing direction, and in this case, the brake fluid is supplied from the back pressure chamber 602 to the wheel cylinder W / C side via the check valve 270 (which is set in an open state because the pressure on the wheel cylinder W / C side is still lower than that on the back pressure chamber 602 side). In the first embodiment, the brake fluid can be efficiently supplied from the back pressure chamber 602 side to the wheel cylinder W / C side by controlling the SS / V IN 27 in the opening direction.Thereafter, when the brake application state is no longer determined to be a sudden brake application state, or a predetermined condition indicating that the discharge capacity of the pump 3 will be sufficient is met, the ECU 90 switches control from the generation of the wheel cylinder hydraulic pressures by the second braking pressure force generation section 90e to the generation of the wheel cylinder hydraulic pressures by the boost control section 90c. The boost control section 90c controls the SS / V IN 27 and the SS / V OUT 28 in the closing direction and the opening direction, respectively. Through this control, the boost control section 90c causes the stroke simulator 6 to function. The ECU 90 can be operated so that control switches to the regenerative cooperative brake control after the second braking pressure force.

[0032] For convenience, a three-dimensional orthogonal coordinate system with an X-axis, a Y-axis, and a Z-axis is defined below. A Z-axis direction is defined as the vertical direction, and a positive Z-axis direction is defined as the top side in the vertical direction with the first unit 1A and second unit 1B mounted on the vehicle. An X-axis direction is defined as the longitudinal direction of the vehicle, and a positive X-axis direction is defined as the front side of the vehicle. A Y-axis direction is defined as the lateral direction of the vehicle.

[0033] In the first unit 1A, the input rod 101 extends from its end portion on the negative X-axis direction side, which is connected to the brake pedal 100, to the positive X-axis direction side. A rectangular plate-like flange portion 78 is formed at the end portion of the master cylinder housing 7 on the negative X-axis direction side. Bolt holes are formed at four corners of the flange portion 78. Bolts B1 extend through the bolt holes. By means of the bolts B1, the first unit 1A is fixed to the instrument panel on the vehicle body side. The reservoir tank 4 is arranged on the positive Z-axis direction side of the master cylinder housing 7.

[0034] In the second unit 1B, the second unit casing 8 is a substantially cuboid block formed using an aluminum alloy as its material. The second unit casing 8 is fixed to the vehicle body side (the underside of the engine compartment) by means of an unillustrated insulator and a bracket. The motor 20 is arranged on a motor casing 200, which is fixed to a front side 801 of the second unit casing 8. The ECU 90 is fixed to a rear side 802 of the second unit casing 8. The ECU 90 includes a control board (unillustrated). The control board controls the states of the power supply to the motor 20 and the magnets of the electromagnetic valves 21, and the like. Various types of sensors that detect the moving state of the vehicle, such asAn acceleration sensor that detects the acceleration of the vehicle and an angular velocity sensor that detects the angular velocity (yaw rate) of the vehicle may be mounted on the control board. Furthermore, a combination sensor (a combined sensor) formed by unifying these sensors may be mounted on the control board. The control board is housed in a case 901. The case 901 is attached to the rear side 802 of the second unit case 8 using screws b2.

[0035] The housing 901 is a cover member made of synthetic resin. The housing 901 accommodates the control board and parts of the magnets of the electromagnetic valves 21 and the like. The housing 901 protrudes toward the positive X-axis direction side beyond a left side surface 805 of the second unit housing 8, and an external connector 902 is attached to this portion. The housing 901 also includes an extension portion 901a extending toward the negative Z-axis direction side beyond a bottom surface 803 of the second unit housing 8. A part of the control board protrudes toward the negative Z-axis direction side beyond the bottom surface 803 of the second unit housing 8. The external connector 902 protrudes beyond the housing 901 toward the positive Y-axis direction side.Viewed from the X-axis direction, each of the terminals of the external connector 902 is exposed to the positive Y-axis direction side and also extends to the negative Y-axis direction side for connection to the control board. Each of the terminals of the connector 902 (exposed to the positive Y-axis direction side) is connectable to an external device or the stroke sensor 94 (hereinafter referred to as an external device or the like). The external device or the like and the control board (the ECU 90) are electrically connected by inserting another connector connected to the external device or the like from the positive Y-axis direction side into the external connector 902. Further, power is supplied to the control board from an external power source (a battery) via the external connector 902.

[0036] In the following description, the housing 8 of the second unit 1B is described. Fig. 3 shows a perspective view of the second unit 1B, seen from the left and front side surface of the housing 8 of the second unit. Fig. 4 shows a front view of the second unit 1B. Fig. 5 shows a rear view of the second unit 1B. Fig. 6 shows a right side view of the second unit 1B. Fig. 7 shows a left side view of the second unit 1B. Fig. 8 shows a top view of the second unit 1B. Fig. 9 shows a bottom view of the second unit 1B. Fig. 10 shows a perspective view of the engine 20 seen from the rear. Fig. Fig. 11 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. 12 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit with the motor 20 attached thereto.

[0037] The second unit housing 8 is a substantially cuboid block formed using an aluminum alloy as its material. The outer surface of the second unit housing 8 includes the front surface 801, the rear surface 802, the bottom surface 803, a top surface 804, the left side surface 805, and the right side surface 806. The front surface 801 (a first surface) is a flat surface with a relatively large area. The rear surface 802 (a second surface) is a flat surface substantially parallel to the front surface 801 and disposed opposite to the front surface 801 (opposite the front surface 801 of the second unit housing 8). The bottom surface 803 (a third surface) is a flat surface continuous with the front surface 801 and the rear surface 802.The top surface 804 (a fourth surface) is a flat surface that runs substantially parallel to the bottom surface 803 and is arranged opposite the bottom surface 803 (opposite the bottom surface 803 of the housing 8 of the second unit). The left side surface 805 (a sixth surface) is a flat surface that runs continuously to the front surface 801, the rear surface 802, the bottom surface 803, and the top surface 804. The right side surface 806 (a fifth surface) is a flat surface that runs substantially parallel to the left side surface 805 and is arranged opposite the left side surface 805 (opposite the left side surface 805 of the housing 8 of the second unit). The right side surface 806 is continuous to the front surface 801, the rear surface 802, the bottom surface 803, and the top surface 804.The front side 801 is arranged on the positive Y-axis direction side and extends parallel to the X-axis and the Z-axis with the vehicle-mounted housing 8 of the second unit. The rear side 802 is arranged on the negative Y-axis direction side and extends parallel to the X-axis and the Z-axis. The top side 804 is arranged on the positive Z-axis direction side and extends parallel to the X-axis and the Y-axis. The bottom side 803 is arranged on the negative Z-axis direction side and extends parallel to the X-axis and the Y-axis. The right side surface 806 is arranged on the negative X-axis direction side and extends parallel to the Y-axis and the Z-axis. The left side surface 805 is arranged on the positive X-axis direction side and extends parallel to the Y-axis and the Z-axis.In actual use, the layout of the second unit casing 8 in the XY plane is not limited in any way, and the second unit casing 8 can be arranged at any position and in any orientation in the XY plane according to the vehicle layout and / or the like.

[0038] A recessed portion 80 is formed at each of the corner portions of the second unit casing 8 on the front surface 801 and the top surface 804. In other words, an apex formed by the front surface 801, the top surface 804, and the left side surface 805, and an apex formed by the front surface 801, the top surface 804, and the right side surface 806 have truncated cone shapes and include first and second recessed portions 80A and 80B, respectively. The first recessed portion 80A includes a first flat surface portion 807, a second flat surface portion 808, and a third flat surface portion 809. The first flat surface portion 807 extends perpendicular to the Y-axis and parallel to the XZ plane. The second flat surface portion 808 extends perpendicular to the X-axis and substantially parallel to the YZ plane.The third flat surface portion 809 extends in the Y-axis direction and forms an angle of approximately 50 degrees with the right side surface 806 in a counterclockwise direction, as viewed from the positive Y-axis direction side. The second flat surface portion 808 and the third flat surface portion 809 are seamlessly connected to each other via a concave curved surface extending in the Y-axis direction. The second recessed portion 80B includes a first flat surface portion 807, a second flat surface portion 808, and a third flat surface portion 809. The third flat surface portion 809 extends in the Y-axis direction and forms an angle of approximately 50 degrees with the left side surface 805 in a clockwise direction, as viewed from the positive Y-axis direction side. The further configuration of the second recessed portion 80B is similar to that of the first recessed portion 80A.The first and second recessed portions 80A and 80B are located substantially symmetrically with respect to the YZ plane at the center of the second unit housing 8 in the X-axis direction.

[0039] The housing 8 of the second unit comprises a cam receiving opening 81 (see Fig. 11), a plurality of (five) cylinders with openings 82A to 82E, a plurality of mounting holes 85, a plurality of valve receiving holes, a plurality of sensor receiving holes, the plurality of ports 87, the plurality of fluid channels 11, and the like. These holes and ports are formed using a drill or the like. The cam receiving hole 81 has a bottomed cylindrical shape extending in the Y-axis direction and opens at the front side 801. The central axis O of the cam receiving hole 81 is located at a position of the front side 801 that is substantially central in the X-axis direction and slightly offset from the center in the Z-axis direction to the negative Z-axis direction side.The bottom surface 803 is positioned on the negative Z-axis direction side with respect to the central axis O, and the first recessed portion 80A and the second recessed portion 80B are positioned on the positive Z-axis direction side with respect to the central axis O.

[0040] Each of the cylinder receiving ports 82 has a stepped cylindrical shape and a central axis extending in the radial direction of the cam receiving port 81 (the radial direction around the central axis O). A portion of the cylinder receiving port 82 on a side closer to the cam receiving port 81 serves as an intake port, and the other side, farther from the cam receiving port 81, serves as an exhaust port. The plurality of ports 82A to 82E are arranged substantially uniformly (at substantially equal intervals) in a direction around the central axis. The angle formed by the center axes of the adjacent ports 82 in the direction extending around the central axis O is approximately 72 degrees (falling within a predetermined range including 72 degrees).The plurality of openings 82A to 82E are arranged in a row with respect to the Y-axis direction and are located on the positive Y-axis direction side of the second unit casing 8. In other words, the center axes of these openings 82A to 82E are arranged on the same plane α, which is substantially perpendicular to the center axis O. The plane α extends substantially parallel to the front side 801 and the rear side 802 of the second unit casing 8, and is located closer to the front side 801 than to the rear side 802. The inlet port of each of the openings 82A to 82E is connected to each other via a first communication fluid channel. The outlet port of each of the openings 82A to 82E is connected to each other via a second communication fluid channel.

[0041] The plurality of valve receiving holes each has a cylindrical shape with a bottom and extends to open on the rear side 802 in the Y-axis direction. The plurality of valve receiving holes are arranged in a row with respect to the Y-axis direction and are located on the negative Y-axis direction side of the second unit housing 8. The cylinder receiving holes 82 and the valve receiving holes are arranged along the Y-axis direction. The plurality of valve receiving holes at least partially overlap the cylinder receiving holes 82, as viewed from the Y-axis direction. Most of the plurality of valve receiving holes are contained in a circle connecting the ends of the plurality of cylinder receiving holes 82 on the other side farther from the central axis O. Alternatively, the outer periphery of this circle and the valve receiving holes at least partially overlap.The valve portion of the electromagnetic valve is fitted into each of the valve receiving holes and its valve body is housed. The bypass fluid channel 110 and the check valve 220 are each formed by a pot-like sealing element or the like inserted into the valve receiving hole. The plurality of sensor receiving holes each have a bottomed cylindrical shape with a central axis extending in the Y-axis direction and open onto the rear side 802. A pressure-sensitive portion, such as the hydraulic sensors 91, is housed in each of the sensor receiving portions.

[0042] The master cylinder ports 871 each have a bottomed cylindrical shape with a central axis extending in the Y-axis direction and open at portions constituting the end portion of the front surface 801 on the positive Z-axis direction side and located between the recessed portions 80A and 80B. The primary port 871P is located on the positive X-axis direction side, and the secondary port 871S is located on the negative X-axis direction side. The wheel cylinder ports 872 each have a bottomed cylindrical shape with a central axis extending in the Z-axis direction and open at the negative Y-axis direction side of the top surface 804 (a position closer to the rear surface 802 than to the front surface 801). The ports 872a to 872d are arranged in a row in the X-axis direction.The two ports 872a and 872d of the P system are arranged on the positive X-axis direction side, and the two ports 872b and 872c of the S system are arranged on the negative X-axis direction side. The port 872a is arranged on the positive X-axis direction side with respect to the port 872d in the P system, and the port 872b is arranged on the negative X-axis direction side with respect to the port 872c in the S system. The inlet port 873 has a bottomed cylindrical shape with a center axis extending in the Z-axis direction and opening at a position of the top surface 804 on the middle side in the X-axis direction and closer to the positive Y-axis direction (a position closer to the front side 801 than the wheel cylinder ports 872).The back pressure port 874 has a bottomed cylindrical shape with its central axis extending in the X-axis direction, and opens at a portion of the right side surface 806 located on the negative Y-axis direction side and offset from the central axis O to the negative Z-axis direction side. The plurality of fluid passages 11 and the like connect the ports 87, the cylinder receiving ports 82, the valve receiving ports, and the hydraulic sensor receiving ports.

[0043] The plurality of mounting holes 85 include screw holes 851 and 852 for mounting the motor (see Fig. 11), screw holes for attaching the ECU, and screw holes 858 (see Fig. 4 and Fig. 11) and a pin opening 859 (see Fig. 11) for fastening the housing. The screw holes 851 and 852 each have a central axis extending in the Y-axis direction and open at the front side 801. The screw holes 851 and 852 are arranged at a distance of 180 degrees around the central axis O. The screw holes for fastening the ECU each have a cylindrical shape with a central axis extending in the Y-axis direction and extend through the second unit housing 8. The screw holes for fastening the ECU are arranged at four corners of the second unit housing 8, as viewed from the Y-axis direction. The screws b2 extend through the screw holes for fastening the ECU. The screw hole 858A for fastening the housing has a central axis extending in the Y-axis direction and opens at the front side 801.The screw hole 858A opens near the end of the front surface 801 in the positive X-axis direction and the negative Z-axis direction side of the front surface 801 with respect to the central axis O. The screw hole 858B for fastening the housing has a central axis extending in the X-axis direction and opens on the right side surface 806. The screw hole 858B opens on the negative Y-axis direction side of the right side surface 806 and the positive Z-axis direction side of the right side surface 806 with respect to the central axis O. The pin hole 859 has a bottomed cylindrical shape whose central axis extends in the Z-axis direction and opens at a portion of the bottom surface 803 located at a substantially central position in the X-axis direction and on the negative Y-axis direction side. The pin hole 859 is disposed adjacent to the negative Y-axis direction side of the cylinder receiving hole 82A.The pin hole 859 overlaps the cylinder receiving hole 82A as viewed from the Y-axis direction.

[0044] The motor 20 is arranged in a motor housing 200, which is attached to a front side 801 of the housing 8 of the second unit. The motor 20 includes the motor housing 200. The motor housing 200 has a cylindrical shape with a bottom and includes a cylindrical portion 201, a bottom portion 202, and a flange portion 203. The cylindrical portion 201 houses the magnet as a stator, the rotor, and the like on the inner peripheral side, assuming, for example, that it is a DC brush motor. The rotating shaft of the motor 20 extends along the central axis of the cylindrical portion 201. The rotational center axis of the rotor substantially coincides with the central axis O of the cam receiving opening 81. The bottom portion 202 closes one axial side of the cylindrical portion 201.The flange portion 203 is provided at the end portion of the cylindrical portion 201 on the other axial side (an opening side) and extends radially outward from the outer peripheral surface of the cylindrical portion 201. The screw holes 203a and 203b extend through the flange portion 203. The screws b1 are inserted through the screw holes 203a and 203b and screwed into the screw holes 851 and 852 of the second unit housing 8. A cam (not shown) is fixed to or integrally formed with the rotating shaft of the motor 20. A bearing 205 is fixed to the outer periphery of the cam. When the cam rotates according to the rotation drive of the engine 20, pistons 36A to 36E accommodated in the cylinder receiving holes 82A to 82E reciprocate, whereby the pump 3 introduces and discharges the brake fluid.

[0045] A power supply section 204 is connected to the motor 20. The power supply section 204 supplies power from the control board of the ECU 90 to the rotor of the motor 20 via a brush. The power supply section 204 includes an extension section 204a and a bus bar 204b. The extension section 204a protrudes from the outer periphery of the end of the cylindrical section 201 in the negative Y-axis direction to the negative Z-axis direction side. The central position of the extension section 204a in the X-axis direction is located on the positive X-axis direction side with respect to the central axis O. The end of the extension section 204a in the negative Z-axis direction is arranged between the bottom surface 803 of the second unit casing 8 and a first mounting section 109a of a mounting bracket 109, which will be described below. A conductive element electrically connected to the brush is housed in the extension portion 204a.The bus bar 204b is substantially cylindrical and extends from the end of the extension portion 204a in the negative Z-axis direction to the negative Y-axis direction side. The center axis of the bus bar 204b is located on the positive X-axis direction side with respect to the central position of the extension portion 204a in the X-axis direction. Furthermore, the bus bar 204b is located on the negative Z-axis direction side with respect to the bottom surface 803 of the second unit casing 8 when the motor 20 is mounted on the second unit casing 8. The end of the bus bar 204b in the positive Y-axis direction is connected to the conductive member of the extension portion 204a. The outer periphery of the bus bar 204b is coated with synthetic resin.The bus bar 204b includes power source terminals (a positive terminal and a negative terminal) 204c at its distal end (the end in the negative Y-axis direction). Furthermore, an annular groove 204d, into which an O-ring is fitted, is formed near the end of the bus bar 204b in the negative Y-axis direction.

[0046] On the other hand, a connector 901b is attached to the extension portion 901a of the housing 901. The power source terminals 204c of the bus bar 204b are inserted into the connector 901b. The connector 901b protrudes from the housing 901 toward the positive Y-axis direction side. Viewed from the X-axis direction, the terminals (the positive terminal and the negative terminal) of the connector 901b are exposed toward the positive Y-axis direction side and also extend toward the negative Y-axis direction side for connection to the control board. The rotor of the motor 20 and the control board (ECU 90) are electrically connected by inserting the power source terminals 204c of the bus bar 204b from the positive Y-axis direction side into the connector 901b.

[0047] The housing 8 of the second unit is fixed to the floor surface of the engine compartment by means of the mounting bracket 109. The mounting bracket 109 is a base formed by bending a metal plate. The mounting bracket 109 includes the first mounting portion 109a, a second mounting portion 109b, a third mounting portion 109c, and leg portions 109d. The first mounting portion 109a is arranged substantially parallel to the X-axis and the Y-axis. An insulator opening 109e (see Fig. 9) is formed at the substantially central position in the X-axis direction and the negative Y-axis direction side of the first mounting portion 109a. The second mounting portion 109b extends from the end of the first mounting portion 109a in the positive X-axis direction and the positive Y-axis direction to the positive Z-axis direction side. A metal plate for increasing strength is welded to the second mounting portion 109b. An insulator opening is formed at the end of the second mounting portion 109b in the positive Z-axis direction. The third mounting portion 109c extends from the end of the first mounting portion 109a in the negative X-axis direction to the positive Z-axis direction side. An insulator opening is formed at the end of the third mounting portion 109c in the positive Z-axis direction.The leg portions 109d extend from both ends of the first mounting portion 109a in the X-axis direction, and their ends in the negative Y-axis direction extend toward the negative Z-axis direction. The distal end portion of each of the leg portions 109d is bent at a right angle and includes a plurality of screw holes formed thereon. A screw for fastening the mounting bracket 109 to the vehicle body side is inserted into each of the screw holes.

[0048] A pin 109f is press-fitted into the pin hole 859 formed on the bottom surface 803 of the second unit housing 8. The pin 109f is inserted into the insulator hole 109e of the first mounting portion 109a. The pin 109f fixes the bottom surface 803 of the second unit housing 8 to the first mounting portion 109a via an insulator 109g. The bus bar 204b of the power supply portion 204 is disposed between the first mounting portion 109a and the bottom surface 803 of the second unit housing 8, and between the second mounting portion 109b and the insulator 109g. A screw B2 is inserted into the screw hole 858A formed on the front surface 801 of the second unit housing 8. The screw B2 is inserted into the insulator hole of the second mounting portion 109b. The screw B2 fixes the front side 801 of the housing 8 of the second unit to the second mounting portion 109b via an insulator 109h.A screw B3 is inserted into the screw hole 858B formed on the right side surface 806 of the second unit housing 8. The screw B3 is inserted into the insulator hole of the third mounting portion 109c. The screw B3 fixes the right side surface 806 of the second unit housing 8 to the third mounting portion 109c via an insulator 109i. The pin 109f and the screws B2 and B3 are made of metal. The insulators 109g, 109h, and 109i are elastic materials for damping vibration and are formed into a substantially cylindrical shape using a rubber material. The mounting bracket 109 can achieve high support strength against loads applied to the second unit case 8 in multiple directions because the first mounting portion 109a, the second mounting portion 109b, and the third mounting portion 109c support the second unit case 8 in different directions from each other.

[0049] Advantageous effects of the first embodiment are described below.

[0050] The housing 8 of the second unit according to the first embodiment is fixed to the vehicle body by means of the mounting bracket 109. The insulator 109g for damping vibration is provided between the bottom surface 803 of the second unit housing 8 and the first mounting portion 109a of the mounting bracket 109. This creates a dead space in the space defined between the bottom surface 803 and the first mounting portion 109a and surrounding the insulator 109g. Thus, in the brake control device 1 according to the first embodiment, the power supply portion 204 of the motor 20 is connected to the ECU 90 via a connection between the bottom surface 803 and the first mounting portion 109a. Due to this configuration, the brake control device 1 can efficiently utilize the dead space between the bottom surface 803 and the first mounting portion 109a, thereby improving layout flexibility when mounted on the vehicle.

[0051] The temperature of the power supply portion 204 rises due to the power supply thereto when the motor 20 is operating. The power supply portion 204 according to the first embodiment is disposed outside the second unit casing 8, and thus can improve heat release performance compared to a disposition inside the second unit casing 8. Furthermore, with this configuration, it is not necessary to form a path through which the power supply portion 204 can extend through the interior of the second unit casing 8, thereby simplifying the structure of the oil passage inside the second unit casing 8.

[0052] The power supply section 204 (its bus bar 204b) is surrounded by the second unit housing 8 and the bracket 109, making it less affected by external environments such as wind and rain. Consequently, this configuration can prevent aging and damage to the power supply section 204 and improve its durability.

[0053] The wires such as the master cylinder wires 10M and the wheel cylinder wires 10W are not connected to the bottom surface 803 of the second unit casing 8. Furthermore, the bottom surface 803 does not face the external connector 902. Thus, the power supply section 204 can be arranged without interfering with other components. Furthermore, on the ECU 90 side, the connector 901b to which the bus bar 204b of the power supply section 204 is connected is arranged on the negative Z-axis direction side with respect to the bottom surface 803, thereby simplifying the connection between the power supply section 204 and the control board.

[0054] The engine housing 200 is fixed at a substantially central position, and the insulator holes, the two master cylinder ports 871P and 871S, and the four bolt holes for fixing the ECU are arranged around the engine housing 200 on the front side 801, which serves as the surface of the second unit case 8 on which the engine 20 is mounted. Thus, the area of ​​the front side 801 is determined by considering the layout space of the above-described engine housing 200 and the like. Furthermore, the engine housing 200 protrudes from the front side 801 toward the positive Y-axis direction, thereby creating a dead space in the space around the outer periphery of the engine housing 200.In the first embodiment, the extension portion 204a of the power supply portion 204 is connected to the outer periphery of the motor 20, and thus the brake control device 1 can efficiently utilize the dead space, thereby further improving the layout flexibility when mounting on the vehicle.

[0055] The extension portion 204a of the power supply portion 204 is connected to the bottom surface 803 of the outer periphery of the motor 20. This configuration facilitates the extension of the power supply portion 204 toward the bottom surface 803, thereby enabling the power supply portion 204 to be connected to the ECU 90 via a connection between the bottom surface 803 and the first mounting portion 109a. As a result, the brake control device 1 can achieve its size reduction.

[0056] The power supply section 204 according to the first embodiment is formed by the busbar 204b. Thus, the brake control device 1 can improve the durability and reduce the size of the power supply section 204 compared to a flexible wiring for the power supply section.

[0057] The ECU 90 includes the extension portion 901a extending between the bottom surface 803 and the first mounting portion 109a, and the bus bar 204b of the power supply portion 204 is connected to the extension portion 901a. This configuration enables the power supply portion 204 and the ECU 90 to be connected together in the space between the bottom surface 803 and the first mounting portion 109a, thereby maximizing the efficiency of dead space and thereby achieving further size reduction. [Second embodiment]

[0058] Fig. 13 shows a perspective view of a second unit 2B, seen from the left and front side surface, according to a second embodiment. Fig. 14 shows a perspective view of the second unit 2B, seen from the right and front side surfaces. Fig. 15 shows a front view of the second unit 2B. Fig. 16 shows a rear view of the second unit 2B. Fig. 17 shows a right side view of the second unit 2B. Fig. 18 shows a left side view of the second unit 2B. Fig. 19 shows a top view of the second unit 2B. Fig. 20 shows a bottom view of the second unit 2B. Fig. 21 shows a perspective view of the housing 8 of the second unit seen from the rear, wherein the housing 8 of the second unit is shown with the motor 20 attached thereto.

[0059] The second embodiment differs from the first embodiment in that a power supply portion 206 is a flexibly configured flexible wiring. The power supply portion 206 protrudes toward the negative X-axis direction and the negative Z-axis direction side near the end of the cylindrical portion 201 in the negative Y-axis direction and its end in the negative X-axis direction (the center position of the cylindrical portion 201 as viewed from the Z-axis), and is bent toward the positive X-axis direction. The power supply portion 206 is connected to the connector 901b of the ECU 90 via a connection between the bottom surface 803 and the first mounting portion 109a, and between the second mounting portion 109b and the insulator 109g.

[0060] The power supply section 206 according to the second embodiment is formed by flexible wiring. Compared to a robust element such as a bus bar, flexible wiring is less affected by vibration, thereby preventing aging and damage to the power supply section 206 due to vibration of the vehicle body. Furthermore, flexible wiring is easy to handle and therefore facilitates the connection between the power supply section 206 and the control board regardless of the positional relationship of the connection. [Third embodiment]

[0061] Fig. 22 shows a perspective view of a second unit 3B, seen from the left and front side surface, according to a third embodiment. Fig. Fig. 23 shows a perspective view of the housing 8 of the second unit, seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto.

[0062] The third embodiment differs from the second embodiment in that the electric power supply portion 206 is connected to the front side of the motor 20. The power supply portion 206 protrudes from the negative X-axis direction side relative to the center of the bottom portion 202 in the X-axis direction and its center in the Z-axis direction to the positive Y-axis direction side, and is bent to extend to the negative Y-axis direction side. The power supply portion 206 is connected to the connector 901b of the ECU 90 via the connection between the bottom surface 803 and the first mounting portion 109a and between the second mounting portion 109b and the insulator 109g.

[0063] The power supply section 206 according to the third embodiment is connected to the end face of the motor 20. This configuration enables the brake control device to cope with even a case where the power supply section 206 cannot be connected to the outer periphery of the motor 20.

[0064] The power supply portion 206 constitutes the flexible wiring and can therefore be interrupted when the bending radius decreases. Therefore, in a case where the power supply portion 204 is arranged to protrude from a position of the cylindrical portion 201 near the bottom surface 803, the power supply portion 204 should prevent the wiring from being abruptly bent by first pulling it to another location and then arranging it to extend between the bottom surface 803 and the first mounting portion 109a, resulting in an increase in the wiring length. The power supply portion 206 according to the third embodiment protrudes from the front side of the motor 20 and can thus ensure a relatively large bending radius without the need to reroute the wiring.As a result, the brake control device can suppress both the breakage and the increase in the wiring length of the power supply section 206. [Fourth embodiment]

[0065] Fig. 24 shows a perspective view of a second unit 4B, seen from the left and front side surface, according to a fourth embodiment. Fig. 25 shows a perspective view of the engine 20 seen from the rear.

[0066] The fourth embodiment differs from the third embodiment in that the power supply portion 206 is connected to the connector 901b of the ECU 90 via a connector 206a. The rotor of the motor 20 and the control board (the ECU 90) are electrically connected by attaching the distal end portion of the connector 206a to the outer periphery of the distal end portion of the connector 901b.

[0067] In the fourth embodiment, the power supply section 206 is connected to the ECU 90 via the connector 206a, thereby enabling easy connection to the ECU 90. Furthermore, the power supply section 206 is more securely connected to the connector 901b compared to the third embodiment, thereby preventing its detachment from the ECU 90. [Fifth embodiment]

[0068] Fig. 26 shows a perspective view of a second unit 5B, seen from the right and front side surface, according to a fifth embodiment. Fig. 27 shows a front view of the second unit 5B. Fig. 28 shows a right side view of the second unit 5B.

[0069] The fifth embodiment differs from the third embodiment in that the power supply portion 206 of the motor 20 is connected to the ECU 90 via a connection between the right side surface 806 of the second unit casing 8 and the third mounting portion 109c. The connector 901b of the ECU 90 is fixed to the negative Z-axis direction side with respect to the center in the Z-axis direction on a right side surface 9011 of the casing 901. The connector 901b protrudes toward the negative Y-axis direction side beyond the right side surface 9011. The power supply portion 206 protrudes from the positive Z-axis direction side with respect to the center of the bottom portion 202 in the X-axis direction and the Y-axis direction to the positive Y-axis direction side, and is bent to extend toward the negative Y-axis direction side.The power supply portion 206 is connected to the connector 901b of the ECU 90 via a connection between the right side surface 806 and the third mounting portion 109c and between the first mounting portion 109a and the insulator 109i.

[0070] In the second unit 5B, the insulator 109i for damping vibration is provided between the right side surface 806 of the second unit casing 8 and the third mounting portion 109c of the mounting bracket 109. This creates a dead space defined in the space between the right side surface 806 and the third mounting portion 109c, surrounding the insulator 109i. Consequently, in the fifth embodiment, the power supply portion 204 of the motor 20 is connected to the ECU 90 via a connection between the right side surface 806 and the third mounting portion 109c. Due to this configuration, the brake control device can efficiently utilize the dead space between the right side surface 806 and the third mounting portion 109c, thereby improving layout flexibility during installation on the vehicle.On the ECU 90 side, the connector 901b to which the power supply section 204 is connected is arranged on the negative X-axis direction side with respect to the right side surface 806, thereby simplifying the connection between the power supply section 204 and the control board. [Sixth embodiment]

[0071] Fig. 29 shows a perspective view of a second unit 6B, seen from the left and front side surface, according to a sixth embodiment. Fig. 30 shows a front view of the second unit 6B. Fig. 31 shows a rear view of the second unit 6B. Fig. 32 shows a right side view of the second unit 6B. Fig. 33 shows a left side view of the second unit 6B. Fig. 34 shows a bottom view of the second unit 6B. Fig. 35 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. Figure 36 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit with the motor 20 attached thereto. The top view of the second unit 6B is similar to that shown in Fig. 8 shows a top view of the second unit 1B.

[0072] The sixth embodiment differs from the first embodiment in that the power supply portion 204 includes two bus bars 204b and 204e. The extension portion 204a of the power supply portion 204 protrudes from the outer periphery of the end of the cylindrical portion 201 in the negative Y-axis direction toward the Z-axis direction side. The central position of the extension portion 204a in the X-axis direction coincides with the central axis O. The first bus bar (a first power supply line) 204b is shaped and positioned similarly to the first embodiment. The central axis of the second bus bar (a second power supply line) 204e is arranged on the negative X-axis direction side with respect to the central position of the extension portion 204a in the X-axis direction.Furthermore, the second bus bar 204e is arranged on the negative Z-axis direction side relative to the bottom surface 803 of the second unit housing 8 when the motor 20 is mounted on the second unit housing 8. The end of the second bus bar 204e in the positive Y-axis direction is connected to the conductive element of the extension portion 204a. The second bus bar 204e is shaped similarly to the first bus bar 204a.

[0073] On the other hand, both connectors 901b and 901c are attached to the extension portion 901a of the housing 901. The power source terminals 204c and 204c of the two bus bars 204b and 204e are inserted into the connectors 901b and 901c. The first connector 901b is shaped and positioned similarly to the first embodiment. The second connector 901c is arranged on the negative X-axis direction side with respect to the first connector 901b. The second connector 901c is shaped similarly to the first connector 901b. The terminals (a positive terminal and a negative terminal) of the second connector 901c are connected to the control board.

[0074] In the sixth embodiment, the power supply section 204 includes the first bus bar 204b connected to the ECU 90 and the second bus bar 204e connected to the ECU 90. Due to the redundant provision of the power supply section 204, the brake control device can continue driving the motor 20 using the other, normally operating bus bar even if one of the two bus bars 204b and 204e is defective. Thus, even if one of the bus bars is defective, the brake control device can continue the brake control equivalent to the normal operation without limiting its functions. Furthermore, when both of the two bus bars 204b and 204e are functioning normally, a heat dissipation time for both bus bars 204b and 204e can be reduced by selectively using these bus bars 204b and 204e, such as by using the other bus bar. B. by alternately supplying an electric current to these busbars 204b and 204e. [Seventh embodiment]

[0075] Fig. 37 shows a cross-sectional view showing a second unit 7B along a line passing through the Fig. 33, is illustrated according to a seventh embodiment.

[0076] The seventh embodiment differs from the sixth embodiment in that the ECU 90 includes a first control board 903 and a second control board 904. These control boards 903 and 904 have the same function and control the states of the power supply to the motor 20 and the solenoids of the electromagnetic valves 21, and the like. These control boards 903 and 904 are arranged side by side in the Y-axis direction in the housing 901. The first control board 903 is arranged on the positive Y-axis direction side with respect to the second control board 904. The terminals (a positive terminal and a negative terminal) 905a of the first connector 901b are connected to the first control board 903. The terminals (a positive terminal and a negative terminal) 905b of the second connector 901c are connected to the second control board 904. Through holes 903a are formed on the first control board 903.The terminals 905b extend through the through-holes 903a. The first control board 903 and the terminals 905b are not electrically connected to each other. These control boards 903 and 904 monitor each other's status. If an error occurs in one of them, the other controls the motor 20.

[0077] In the seventh embodiment, the ECU 90 includes the first control board 903, to which the first bus bar 204b is connected, and the second control board 904, to which the second bus bar 204e is connected. Due to the redundant provision of the control board in addition to the redundant provision of the power supply section 204, even if a failure of one of the two control boards 903 and 904 has occurred, the brake control device can continue to control the motor 20 through the other normally operating control board. Consequently, even if one of the bus bars or one of the control boards is defective, the brake control device can continue to control the brake equivalent to normal operation without limiting its functions. Even if one of the control boards has been hacked, the brake control device can control the motor 20 through the other control board, thereby increasing the level of safety. [Eighth embodiment]

[0078] Fig. 38 shows a cross-sectional view showing a second unit 8B, along the line defined by the Fig. 33 shown arrows S1 and S1, according to an eighth embodiment.

[0079] The eighth embodiment differs from the seventh embodiment in that the terminals 905a of the first connector 901b and the terminals 905b of the second connector 901c are connected to both control boards 903 and 904.

[0080] In the eighth embodiment, because the first bus bar 204b and the second bus bar 204e are connected to both control boards 903 and 904 in addition to the redundant provision of the power supply section 204 and the redundant provision of the control board, even if a failure has occurred in one of the two control boards 903 and 904, the brake control device can selectively use these bus bars 204b and 204e by the other normally operating control board. [Ninth embodiment]

[0081] Fig. 39 shows a perspective view of a second unit 9B, seen from the right and front side surface, according to a ninth embodiment. Fig. 40 shows a front view of the second unit 9B. Fig. 41 shows a bottom view of the second unit 9B.

[0082] In the ninth embodiment, the second unit 9B includes two unit sections 9B1 and 9B2. The first unit section 9B1 is configured substantially similarly to the second unit 6B according to the sixth embodiment, but differs from the second unit 6B in that a control board is housed in the housing 901, and the extension section 204a of the power supply section 204 is connected to a flexibly configured flexible wiring 207. The first control board 903 is housed in the housing 901 of the first unit section 9B1. The first control board 903 is connected to the terminals of the bus bar 204b via the connector 901b.The second unit section 9B2 is configured substantially similarly to the second unit 6B according to the sixth embodiment, but differs from the second unit 6B in that two control boards are housed in the housing 901, and one of the two control boards is connected to the flexible wiring 207. The second control board 904 and a third control board 906 are housed in the housing 901 of the second unit section 9B2. The second control board 904 is connected to terminals of the flexible wiring 207 via the second connector 901c. The third control board 906 is connected to the terminals of the busbar 204b via the first connector 901b. The first control board 903 and the second control board 904 control the motor 20 of the first unit section 9B1, and the third control board 906 controls the motor 20 of the second unit section 9B2.

[0083] In the ninth embodiment, the second unit 9B includes the first unit section 9B1 with the first control board 903, and the second unit section 9B2 with the second control board 904. If the two control boards are housed in the same unit, both control boards would likely be damaged simultaneously if a physical failure occurred. In the ninth embodiment, due to the redundant provision of the second unit 9B, and the first control board 903 and the second control board 904 housed in the different units 9B1 and 9B2, the brake control device can prevent both control boards 903 and 904 from being damaged simultaneously, even if a physical failure occurs in the first unit section 9B1 or the second unit section 9B2. [Tenth embodiment]

[0084] Fig. 42 shows a perspective view of a second unit 10B, seen from the left and front side surface, according to a tenth embodiment. Fig. 43 shows a front view of the second unit 10B. Fig. 44 shows a rear view of the second unit 10B. Fig. 45 shows a right side view of the second unit 10B. Fig. 46 shows a left side view of the second unit 10B. Fig. 47 shows a plan view of the second unit 10B. Fig. 48 shows a bottom view of the second unit 10B. Fig. Fig. 49 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit before the motor 20 is attached thereto. Fig. 50 shows a perspective view of the housing 8 of the second unit seen from the front, illustrating the housing 8 of the second unit with the motor 20 attached thereto.

[0085] The tenth embodiment differs from the sixth embodiment in that the second unit 10B includes the stroke simulator 6. A stroke simulator housing (hereinafter simply referred to as the housing) 63, in which the stroke simulator 6 is housed, is fixed to the right side surface 806 of the second unit casing 8 using a plurality of screws. The housing 63 includes a first fluid passage portion 631, a second fluid passage portion 632, a first vent portion 633, and a second vent portion 634. The first fluid passage portion 631 includes a first fluid passage therein. One end of the first fluid passage is connected to a relief port opening on the right side surface 806 of the second unit casing 8. The other end of the first fluid passage is connected to the relief chamber 601 of the stroke simulator 6. The supply fluid passage 11S is connected to the relief port.The second fluid channel section 632 includes a second fluid channel therein. One end of the second fluid channel is connected to a backpressure port that opens on the right side surface 806 of the housing 8 of the second unit. The other end of the second fluid channel is connected to the backpressure chamber 602 of the stroke simulator 6. The backpressure fluid channel 16 is connected to the backpressure port. The first vent section 633 includes a first vent fluid channel therein. One end of the first vent fluid channel is connected to the positive pressure chamber 601. The other end of the first vent fluid channel is connected to a first vent port that opens on an outer side of the housing 63. A vent valve BV for air removal is attached to the first vent port. The second vent section 634 includes a second vent fluid channel therein.One end of the second vent fluid channel is connected to the backpressure chamber 602. The other end of the second vent fluid channel is connected to a second vent port opening on an outer side of the housing 63. A vent valve BV for air removal is attached to the second vent port.

[0086] In the second unit 10B, the stroke simulator 6, which generates the operating reaction force of the brake pedal 100, is arranged on the right side surface 806 of the second unit casing 8, and the external connector 902, which electrically connects the ECU 90, is arranged on the left side surface 805. Due to this configuration, the right side surface 806 serves as a surface for attaching the stroke simulator 6, and the left side surface 805 serves as a surface for mounting the external connector 902. On the casing of the second unit 8, the front surface 801, the rear surface 802, and the top surface 804 now serve as a surface for attaching the motor 20, a surface for attaching the ECU 90, and a surface for attaching the wheel cylinder lines 10W, respectively. In other words, the five surfaces, with the exception of the underside 803, from the individual surfaces of the housing 8 of the second unit each have a function (task).Thus, the power supply section 204 can be arranged without affecting the other components by placing it on the surface of the bottom side 803 to which no function has yet been assigned. Since all surfaces of the housing of the second unit 8 have corresponding functions, the housing of the second unit 8 can be further reduced in size overall. [Further examples]

[0087] While the embodiments for implementing the present invention have been described, the specific configuration of the present invention is not limited to the configurations of the embodiments, and the present invention also includes design modifications and the like made within a range that does not deviate from the scope of the present invention. Furthermore, the individual components described in the claims and the specification can be arbitrarily combined or omitted within a range that allows them to still be capable of achieving at least part of the above-described objects or producing at least part of the above-described advantageous effects.

[0088] In the case where the power supply lines are provided redundantly, the number of power supply lines can be three or more.

[0089] In the case where the control boards are provided redundantly, the number of control boards can be three or more.

[0090] In the case where the unit sections are provided redundantly, the number of unit sections may be three or more.

[0091] The brake control device may be configured such that the first power supply line and the second power supply line are connected to the first control board, and only the second power supply line is connected to the second control board.

[0092] In the following description, further possible embodiments are described which can be recognized from the embodiments described above.

[0093] In one embodiment, a brake control device comprises a motor, a housing having a first surface on which the motor is arranged, a second surface spaced from the first surface by a predetermined distance in the direction of a rotational axis of the motor, and a third surface continuous with the first surface and the second surface, and a control unit arranged on the second surface. A power supply section of the motor is connected to the control unit via a connection between the third surface and a part of a bracket for fastening the housing to a vehicle body. The bracket is placed facing the third surface.

[0094] According to a further embodiment, the housing in the above-described embodiment comprises a fourth surface opposite the third surface. A wheel cylinder connection port is arranged on the fourth surface. A line leading to a wheel cylinder is connected to the wheel cylinder connection port. The housing further comprises a fifth surface continuous with the first, second, third, and fourth surfaces, and a sixth surface opposite the fifth surface.

[0095] According to a further embodiment, in one of the embodiments described above, the power supply section is connected to an outer periphery of the motor.

[0096] According to a further embodiment, in any of the above-described embodiments, the power supply portion is connected to the outer periphery of the motor on a side thereof closer to the third surface.

[0097] According to a further embodiment, in one of the embodiments described above, the power supply section is a busbar.

[0098] According to a further embodiment, the control unit in one of the above-described embodiments comprises an extension section extending between the third surface and the support. The power supply section is connected to the extension section.

[0099] According to a further embodiment, in one of the embodiments described above, the electrical power supply section is a flexible wiring.

[0100] According to a further embodiment, in one of the embodiments described above, the power supply section is connected to an end face of the motor.

[0101] According to a further embodiment, in one of the embodiments described above, the power supply section is a flexible wiring.

[0102] According to a further embodiment, in one of the embodiments described above, the power supply section is connected to the control unit via a connector.

[0103] According to a further embodiment, the control unit in one of the above-described embodiments comprises an extension section extending between the third surface and the support. The power supply section is connected to the extension section.

[0104] According to a further embodiment, in one of the above-described embodiments, a stroke simulator is arranged on the fifth surface. The stroke simulator is configured to generate an operating reaction force of a brake pedal. An external connector that electrically connects the control unit is arranged on the sixth surface.

[0105] According to a further embodiment, in any of the above-described embodiments, the housing comprises a fourth surface opposite the third surface and a fifth surface continuous with the first, second, third, and fourth surfaces. A wheel cylinder connection port is arranged on the fifth surface. A line leading to a wheel cylinder is connected to the wheel cylinder connection port. The housing further comprises a sixth surface opposite the fifth surface.

[0106] According to a further embodiment, in each of the above-described embodiments, the power supply section comprises a first power supply line connected to the control unit and a second power supply line connected to the control unit.

[0107] According to a further embodiment, the control unit in one of the embodiments described above comprises a first control board to which the first power supply line is connected and a second control board to which the second power supply line is connected.

[0108] According to a further embodiment, the control unit in any of the above-described embodiments comprises a first unit section in which the first control board is housed and a second unit section in which the second control board is housed.

[0109] According to a further embodiment, the control unit in any of the above-described embodiments comprises a first control board to which the first power supply line and the second power supply line are connected, and a second control board to which the second power supply line is connected.

[0110] In another aspect, a brake control device in one embodiment thereof further comprises a housing and a control unit. The housing includes a first surface on which a motor is disposed, a second surface spaced from the first surface by a predetermined distance in the direction of a rotation axis of the motor, a third surface continuous with the first surface and the second surface and placed on a vertically lower side with the housing mounted on a vehicle, a fourth surface disposed opposite the third surface, a fifth surface continuous with the first, second, third, and fourth surfaces, and a sixth surface disposed opposite the fifth surface. The control unit is disposed on the second surface.An electrical power supply section of the motor is connected to the control unit via a connection between the third surface and a portion of a bracket for attaching the housing to a vehicle body. The bracket is positioned facing the third surface.

[0111] According to a further embodiment, the control unit in the above-described embodiment comprises an extension section extending between the third surface and the support. The power supply section is connected to the extension section.

[0112] This application claims priority under the Paris Convention to Japanese Patent Application No. 2017-238610, filed on December 13, 2017. The entire disclosure of Japanese Patent Application No. 2017-238610, filed on December 13, 2017, including the specification, claims, drawings, and abstract, are hereby incorporated by reference in their entirety. LIST OF REFERENCE SYMBOLS 1 brake control device 8 Housing of the second unit 20 engine 90 electronic control unit (control unit) 109 Mounting bracket (bracket) 109a first assembly section (part of the bracket) 204 Power supply section 801 Front (first surface) 802 Back (second surface) 803 Bottom (third surface) 804 Top (fourth surface) 805 left side surface (sixth surface) 806 right side surface (fifth surface)

Claims

[1] Brake control device (1) comprising: an engine (20); a housing (8) having a first surface (801) on which a motor (20) is arranged, a second surface (802) spaced from the first surface (801) by a predetermined distance in the direction of a rotational axis of the motor (20), and a third surface (803) extending continuously to the first surface (801) and the second surface (802); and a control unit (90) arranged on the second surface (802), wherein a power supply section (204) of the motor (20) is connected to the control unit (90) for fastening the housing (8) to a vehicle body via a connection between the third surface (803) and a part of a bracket (109), the bracket (109) being placed facing the third surface (803), the control unit (90) having an extension section (901a) extending between the third surface (803) and the bracket (109), and wherein the power supply section (204) is connected to the extension section (901a). [2] Brake control device (1) according to claim 1, wherein the housing (8) comprises: a fourth surface (804) arranged opposite the third surface (803), wherein a wheel cylinder connecting port (872) is arranged on the fourth surface (804), wherein a pipe (10M) leading to a wheel cylinder (W / C) is connected to the wheel cylinder connecting port (872), a fifth surface (806) which is continuous with the first, second, third and fourth surfaces (801, 802, 803, 804), and a sixth surface (805) arranged opposite the fifth surface (806). [3] The brake control device (1) according to claim 2, wherein the power supply portion (204) is connected to an outer periphery of the motor (20). [4] The brake control device (1) according to claim 3, wherein the power supply portion (204) is connected to the outer periphery of the motor (20) at one side thereof closer to the third surface (803). [5] The brake control device (1) according to claim 4, wherein the power supply section (204) is a bus bar (204a). [6] The brake control device (1) according to claim 3, wherein the power supply portion (204) is a flexible wiring. [7] Brake control device (1) according to claim 2, wherein the power supply section (204) is connected to an end face of the motor (20). [8] The brake control device (1) according to claim 7, wherein the power supply portion (204) is a flexible wiring. [9] Brake control device (1) according to claim 8, wherein the power supply section (204) is connected to the control unit (90) via a connector (206b). [10] Brake control device (1) according to claim 2, wherein a stroke simulator (6) is arranged on the fifth surface (806), the stroke simulator (6) being configured to generate an operating reaction force of a brake pedal (100), wherein an external connector (902) electrically connecting the control unit (90) is arranged on the sixth surface (805). [11] Brake control device (1) according to claim 1, wherein the housing (8) comprises: a fourth surface (804) arranged opposite the third surface (803), a fifth surface (806) continuous with the first, second, third and fourth surfaces (801, 802, 803, 804), a wheel cylinder connection port (872) being arranged on the fifth surface (806), a line leading to a wheel cylinder (W / C) being connected to the wheel cylinder connection port (872), and a sixth surface (805) arranged opposite the fifth surface (806). [12] The brake control device (1) according to claim 1, wherein the power supply section (204) comprises a first power supply line (204b) connected to the control unit (90), and a second power supply line (204e) connected to the control unit (90). [13] Brake control device (1) according to claim 12, wherein the control unit (90) comprises a first control board (903) to which the first power supply line (204b) is connected, and a second control board (904) to which the second power supply line (204e) is connected. [14] Brake control device (1) according to claim 13, wherein the control unit (90) comprises a first unit section (9B1) with the first control board (903) and a second unit section (9B2) with the second control board (904). [15] Brake control device (1) according to claim 12, wherein the control unit (90) comprises a first control board (903) to which the first power supply line (204b) and the second power supply line (204e) are connected, and a second control board (904) to which the second power supply line (204e) is connected. [16] Brake control device comprising: a housing (8); and a control unit (90), wherein the housing (8) comprises: a first surface (801) on which a motor (20) is arranged; a second surface (802) spaced from the first surface (801) by a predetermined distance in the direction of a rotational axis of the motor (20); a third surface (803) continuous with the first surface (801) and the second surface (802), the third surface (803) being arranged on a vertically lower side with the housing (8) mounted on a vehicle; a fourth surface (804) arranged opposite the third surface (803); a fifth surface (806) which is continuous with the first, second, third and fourth surfaces (801, 802, 803, 804); and a sixth surface (805) arranged opposite the fifth surface (806); wherein the control unit (90) is arranged on the second surface (802) and wherein a power supply section (204) of the motor (20) is connected to the control unit (90) via a connection between the third surface (803) and a part of a bracket (109) for fastening the housing (8) to a vehicle body, the bracket (109) being placed facing the third surface (803), wherein the control unit (90) comprises an extension section (901a), which extends between the third surface (803) and the holder (109), and wherein the power supply section (204) is connected to the extension section (901a).

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