Reservoir

Abstract

The present invention provides a reservoir capable of easily maintaining a state in which a port of the reservoir is filled with a hydraulic fluid. A reservoir 24 is attached to a master cylinder and comprises a fluid storage part storing a hydraulic fluid, a port 52a1 connected to the master cylinder and located farther on a vehicle rear side than the fluid storage part, and a hydraulic fluid channel (brake fluid channel 61), which is a channel for the hydraulic fluid and which connects the fluid storage part and the port 52a1. The hydraulic fluid channel has a branching part 61c which is located farther on a vehicle front side than the port 52a1 and which branches downstream into a first channel 61a and a second channel 61b. The first channel 61a extends from the branching part 61c to a position farther on the vehicle rear side than the port 52a1 while bypassing the port 52a1, then loops back from the position farther on the vehicle rear side than the port 52a1 and is connected to the port 52a1. The second channel 61b extends from the branching part 51c to the vehicle rear side and is connected to the port 52a1 from the vehicle front side.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Reservoir

[0003] [Technical Field]

[0004] [. 0 0 1] The present invention relates to a reservoir.

[0005] [Background technology]

[0006] [. 0 0 2] Vehicles sometimes use mechanisms that utilize the hydraulic pressure of hydraulic fluid. For example, as disclosed in Patent Document 1, there is a brake system in which a master cylinder and wheel cylinders are connected via a flow path, and by increasing the hydraulic pressure in the master cylinder, the hydraulic pressure in the wheel cylinders is increased, thereby braking the wheels.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-025737

[0011] Summary of the Invention

[0012] [Problem to be solved by the invention]

[0013] [0 0 4] In mechanisms such as brake systems that utilize hydraulic fluid pressure, a reservoir that stores the hydraulic fluid to be supplied to the master cylinder is attached to the master cylinder. The reservoir is provided with a port that communicates with the master cylinder. Here, even if air bubbles get into the reservoir, it is necessary to keep the port filled with hydraulic fluid to prevent air from getting into the master cylinder from the reservoir, making it difficult to properly control the braking force.

[0014]

[0005] In view of these problems, the present invention aims to provide a reservoir that makes it easier to maintain the reservoir port filled with hydraulic fluid.

[0015] [Means for solving the problem]

[0016] [0 0 0 6] In order to solve the above problem, the reservoir is a reservoir attached to the master cylinder and comprises: a reservoir portion for storing hydraulic fluid; a port that communicates with the master cylinder and is located rearward of the reservoir portion; and a hydraulic fluid flow path that is a flow path for hydraulic fluid that communicates between the reservoir portion and the port, the hydraulic fluid flow path having a branch portion that branches downstream into a first flow path and a second flow path on the front side of the vehicle of the port, the first flow path extending from the branch portion, bypassing the port, to a position rearward of the port, and turning back from the rearward side of the port to connect to the port, and the second flow path extending from the branch portion to the rear of the vehicle and connected to the port from the front side of the vehicle.

[0017] [Effects of the Invention]

[0018]

[0007] According to the present invention, it is possible to easily maintain the reservoir port filled with hydraulic fluid.

[0019] [Brief explanation of the drawings]

[0020]

〇 0 0 8

[0021] [Figure 1] Schematic diagram showing the general configuration of a vehicle according to an embodiment of the present invention.

[0022] [Figure 2] Schematic diagram showing the general configuration of a brake system according to an embodiment of the present invention.

[0023] [Figure 3] Schematic diagram showing the general configuration of a reservoir according to an embodiment of the present invention.

[0024] [Figure 4] A schematic diagram showing the change in the attitude of the reservoir when the vehicle decelerates in an embodiment of the present invention.

[0025] [Figure 5] A schematic diagram showing the general configuration of the brake fluid flow path of the reservoir in an embodiment of the present invention.

[0026] [Figure 6] An enlarged schematic diagram showing the area around the branching point of the brake fluid flow path of the reservoir according to an embodiment of the present invention.

[0027] DETAILED DESCRIPTION OF THE INVENTION

[0028]

[0009] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0029] 〇

[0030]

[0010] <Vehicle configuration> With reference to Figs. 1 and 2, the configuration of a vehicle 1 according to an embodiment of the present invention will be described.

[0031]

[0011] Figure 1 is a schematic diagram showing the general configuration of vehicle 1. In Figure 1, the forward, backward, left, and right directions of vehicle 1 are indicated by arrows Fr, Re, Le, and Ri, respectively. Figure 1 corresponds to a schematic top view of vehicle 1.

[0032]

[0012] As shown in Fig. 1, a vehicle 1 includes a plurality of wheels 2, a drive source 11, and a hydraulic control unit 12. The vehicle 1 has four wheels 2: a left front wheel 2a, a right front wheel 2b, a left rear wheel 2c, and a right rear wheel 2d. However, the number of wheels 2 may be other than four.

[0033]

[0013] The drive source 11 outputs a drive force that is transmitted to the wheels 2. An example of the drive source 11 is an engine. Note that instead of or in addition to the engine, an electric motor may be provided in the vehicle 1 as the drive source 11.

[0034]

[0014] The hydraulic control unit 12 controls the braking force of the vehicle 1. The hydraulic control unit 12 controls the braking force applied to the wheel 2 by controlling the wheel cylinder pressure, which is the hydraulic pressure of the brake fluid in the wheel cylinder.

[0035]

[0015] Fig. 2 is a schematic diagram showing the general configuration of a brake system 20 of a vehicle 1. The brake system 20 is installed in the vehicle 1 and is a system for controlling the braking force generated in the vehicle 1. The brake system 20 controls the braking force generated in the vehicle 1 by using the hydraulic pressure of brake fluid as a hydraulic fluid.

[0036]

[0016] As shown in FIG. 2, the brake system 20 includes a hydraulic control unit 12, a brake pedal 21, a brake multiplier 22, a master cylinder 23, a reservoir 24, and a wheel cylinder 25.

[0037]

[0017] The brake system 20 controls the braking force acting on each wheel 2 by controlling the hydraulic pressure (i.e., wheel cylinder pressure) of the wheel cylinder 25 provided on each wheel 2. In order to facilitate understanding, FIG. 2 shows only the portions related to two wheels 2 (e.g., the left front wheel 2a and the right rear wheel 2d) out of a total of four wheels 2, and omits the portions related to the other two wheels 2 (e.g., the right front wheel 2b and the left rear wheel 2c).

[0038]

[0018] The brake pedal 21 is used by the driver to apply the brakes. When applying the brakes, the driver depresses the brake pedal 21. The brake booster 22 is connected to the brake pedal 21 and works in conjunction with the brake pedal 21 to amplify the force applied to the brake pedal 21. Specifically, the brake booster 22 has a built-in piston that reciprocates in conjunction with the brake pedal 21 and is connected to a master cylinder 23. As the piston moves in response to the brake operation, the master cylinder pressure, which is the hydraulic pressure in the master cylinder 23, is increased. In this way, the brake booster 22 can generate master cylinder pressure in accordance with the amount of brake operation. The reservoir 24 is attached to the master cylinder 23 and stores brake fluid to be supplied to the master cylinder 23. Details of reservoir 24 will be described later.

[0039]

[0019] The hydraulic pressure control unit 12 has a base 12a in which a flow path for brake fluid is formed. A master cylinder 23 and each wheel cylinder 25 are connected to the base 12a of the hydraulic pressure control unit 12. When the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder 25, increases, a brake pad (not shown) operates to press against a brake disc (not shown), and a braking force corresponding to the wheel cylinder pressure is applied to the wheel 2.

[0040]

[0020] A main flow path 31, a sub-flow path 32, and a supply flow path 33 are formed in a base body 12a of the hydraulic control unit 12 as flow paths for brake fluid. The main flow path 31 circulates brake fluid from the master cylinder 23 to the wheel cylinders 25. The sub-flow path 32 releases brake fluid from the wheel cylinders 25. The supply flow path 33 supplies brake fluid from the master cylinder 23 to the sub-flow path 32.

[0041]

[0021] The base 12a of the hydraulic control unit 12 is provided with components for controlling the braking force acting on each wheel 2, including an inlet valve (EV) 41, a release valve (AV) 42, a first valve (USV) 43, a second valve (HSV) 44, an accumulator 45, a pump 46, and a motor 47.

[0042]

[0022] The main flow path 31 connects the master cylinder 23 and the wheel cylinders 25. The main flow path 31 includes a first main flow path 31a and two second main flow paths 31b. The first main flow path 31a is connected to the master cylinder 23. The two second main flow paths 31 branch off from the first main flow path 31a and are connected to the wheel cylinders 25, respectively. A first valve 43 is provided in the first main flow path 31a. An inlet valve 41 is provided in the second main flow path 31b.

[0043]

[0023] The sub-flow path 32 communicates the wheel cylinder 25 side of the main flow path 31 via the inlet valve 41, the master cylinder 23 side of the main flow path 31 via the inlet valve 41, and the wheel cylinder 25 side of the first valve 43. The sub-flow path 32 includes two first sub-flow paths 32a and one second sub-flow path 32b. Each first sub-flow path 32a is connected to the wheel cylinder 25 side of the main flow path 31 via the inlet valve 41. The second sub-flow path 32b connects the junction of the two first sub-flow paths 32a with the master cylinder 23 side of the inlet valve 41 in the main flow path 31 and the wheel cylinder 25 side of the first valve 43. A release valve 42 is provided in the first sub-flow path 32a. An accumulator 45 and a pump 46 are provided in the second sub-flow path 32b, in this order from the first sub-flow path 32a side.

[0044]

[0024] The pump 46 is driven by the motor 47 and sucks brake fluid from the first sub-flow path 32a and discharges it to the main flow path 31. The pump 46 is a reciprocating plunger pump. Specifically, the plunger of the pump 46 reciprocates when intermittently pressed by an eccentric cam provided on the output shaft of the motor 47. This causes the pump 46 to pump out brake fluid.

[0045]

[0025] The supply flow path 33 communicates the master cylinder 23 side with the suction side of the pump 46 in the sub-flow path 32 via the first valve 43 in the main flow path 31. A second valve 44 is provided in the supply flow path 33.

[0046]

[0026] The inlet valve 41 is, for example, a solenoid valve that is open when de-energized and closed when energized. The release valve 42 is, for example, a solenoid valve that is closed when de-energized and open when energized. The first valve 43 is, for example, a solenoid valve that is open when de-energized and closed when energized. The second valve 44 is, for example, a solenoid valve that is closed when de-energized and open when energized. By controlling the operation of these valves and the motor 47, the braking force generated on each wheel 2 is controlled.

[0047] For example, under normal circumstances when antilock brake control (described later) or the like is not being executed, the inlet valve 41 is open, the release valve 42 is closed, the first valve 43 is open, and the second valve 44 is closed. This allows brake fluid to flow from the master cylinder 23 to the wheel cylinder 25 only through the main flow path 31, without passing through the sub-flow path 32 and the supply flow path 33. When the brake pedal 21 is depressed in this state, the master cylinder pressure is increased, which increases the wheel cylinder pressure, thereby applying braking force to the wheel 2.

[0048]

[0028] For example, when anti-lock brake control, which is a control for preventing the wheels 2 from locking, is executed, first the inlet valve 41 is closed, the release valve 42 is opened, the first valve 43 is opened, and the second valve 44 is closed. This stops the flow of brake fluid between the main flow path 31 and the wheel cylinder 25, allowing the brake fluid to flow from the wheel cylinder 25 to the secondary flow path 32. Therefore, the brake fluid flows from the wheel cylinder 25 to the accumulator 45, the wheel cylinder pressure decreases, and the braking force applied to the wheels 2 decreases. The brake fluid that has flowed into the accumulator 45 is returned to the main flow path 31 via the secondary flow path 32 when the pump 46 is driven.

[0049]

[0029] Then, from the above state, when both the inlet valve 41 and the release valve 42 are closed, the flow of brake fluid between the main flow path 31 and the sub-flow path 32 and the wheel cylinder 25 stops, the wheel cylinder pressure is maintained, and the braking force applied to the wheel 2 is maintained. After that, when the inlet valve 41 is opened and the release valve 42 is closed, the flow of brake fluid between the main flow path 31 and the wheel cylinder 25 resumes, the wheel cylinder pressure is increased, and the braking force applied to the wheel 2 increases.

[0050]

[0030] Furthermore, the hydraulic control unit 12 can automatically increase wheel cylinder pressure without brake operation, for example, in control of automatically braking and stopping the vehicle 1 to avoid a collision between the vehicle 1 and an obstacle. For example, when automatically increasing the wheel cylinder pressure without brake operation, the inlet valve 41 is opened, the release valve 42 is closed, the first valve 43 is closed, and the second valve 44 is opened. This allows brake fluid to flow from the master cylinder 23 to the wheel cylinder 25 via the supply flow path 33 and the sub-flow path 32. In this state, the pump 46 is driven to increase the wheel cylinder pressure, generating a braking force that brakes the wheel 2.

[0051]

[0031] Above, an example configuration of the brake system 20 has been described with reference to Fig. 2. However, the configuration of the brake system 20 is not limited to the above example. For example, the supply flow path 33, the first valve 43, and the second valve 44 may be omitted from the example of Fig. 2.

[0052] [ 0 0 3 2 ]

[0053] <Details of Reservoir> Details of the reservoir 24 according to the embodiment of the present invention will be described with reference to Figs. 3 to 6.

[0054]

[0033] Figure 3 is a schematic diagram showing the general configuration of the reservoir 24. In Figure 3, the upward and downward directions of the vehicle 1 are indicated by arrows To and Bo, respectively.

[0055]

[0034] As shown in Fig. 3, the reservoir 24 includes a fluid reservoir 51 and a flow path forming portion 52. The fluid reservoir 51 stores brake fluid L1. The flow path forming portion 52 also contains brake fluid L1. Furthermore, for example, the length of the liquid reservoir 51 in the left-right direction of the vehicle is longer than the length in the up-down direction of the vehicle. Note that the shape of the liquid reservoir 51 is not limited to the above example. For example, the relationship in length between the length in the front-rear direction of the vehicle, the length in the left-right direction of the vehicle, and the length in the up-down direction of the vehicle may be different from that in the above example.

[0056]

[0037] A supply port 51a is provided on the upper surface of the fluid reservoir 51, on the front side of the vehicle. The supply port 51a connects the inside of the fluid reservoir 51 to the outside. Brake fluid L1 is replenished from the outside of the fluid reservoir 51 to the inside through the supply port 51a. When the replenishment of the brake fluid L1 into the fluid reservoir 51 is completed, the supply port 51a is closed by a lid (not shown).

[0057]

[0038] The flow path forming portion 52 has, for example, a hollow, approximately rectangular parallelepiped shape. For example, the flow path forming portion 52 is formed in an approximately rectangular parallelepiped shape having six faces facing the vehicle front, rear, left, right, upper, and lower directions. The flow path forming portion 52 extends in the vehicle front-to-rear direction. That is, of the lengths of the flow path forming portion 52 in the vehicle front-to-rear direction, the length in the vehicle left-to-right direction, and the length in the vehicle up-to-down direction, the length in the vehicle front-to-rear direction is the longest. Furthermore, the length in the vehicle left-to-right direction of the flow path forming portion 52 is longer than the length in the vehicle up-to-down direction. The shape of the flow path forming portion 52 is not limited to the above example. For example, in the flow path forming portion 52, the length in the vehicle longitudinal direction, the length in the vehicle lateral direction, and the length in the vehicle vertical direction may have a length relationship different from that in the above example.

[0058]

[0039] In particular, the length of flow path forming portion 52 in the vehicle longitudinal direction is longer than the length of reservoir portion 51 in the vehicle longitudinal direction. Moreover, the length of flow path forming portion 52 in the vehicle transverse direction and the length of flow path forming portion 52 in the vehicle vertical direction are shorter than the lengths of reservoir portion 51 in the vehicle transverse direction and the vehicle vertical direction, respectively. In this way, flow path forming portion 52 is longer and thinner than reservoir portion 51.

[0059]

[0040] The vehicle rear side of the lower surface of the liquid reservoir 51 is connected to the vehicle front side of the upper surface of the flow path forming portion 52. The liquid reservoir 51 extends from the vehicle front side of the upper surface of the flow path forming portion 52 to a position further forward of the vehicle than the front surface of the flow path forming portion 52. An opening 51b1 and an opening 51b2 are formed on the vehicle rear side of the lower surface of the liquid reservoir 51. The internal space of the liquid reservoir 51 is connected to the flow path formed inside the flow path forming portion 52 via the opening 51b1 and the opening 51b2.

[0060]

[0041] Two ports 52a, port 52a1 and port 52a2, are formed on the vehicle rear side of the underside of the flow path forming portion 52. Each port 52a is located closer to the vehicle rear than the liquid reservoir portion 51. Each port 52a connects the flow path formed inside the flow path forming portion 52 to the outside of the flow path forming portion 52. For example, each port 52a has a cylindrical shape extending downward from the underside of the flow path forming portion 52. Port 52a1 and port 52a2 are arranged with an interval in the front-to-rear direction of the vehicle. Port b52a1 is located closer to the vehicle front than port b52a2. The positional relationship between port 52a1 and port 52a2 is not limited to the example above. For example, the ports 52a1 and 52a2 may be arranged at an interval in the left-right direction of the vehicle. Each port 52a is connected to the master cylinder 23 and communicates with the master cylinder 23. This allows the brake fluid L! stored in the fluid reservoir 51 to be supplied to the master cylinder 23 via each port 52a.

[0061]

[0042] One of ports b52a1 and b52a2, port b52a, communicates with flow paths formed in the hydraulic control unit 12 that are associated with two wheels 2 (for example, the left front wheel 2a and the right rear wheel 2d). The other of ports 52a1 and 52a2, port 52a, communicates with flow paths formed in the hydraulic control unit 12 that are associated with the other two wheels 2 (for example, the right front wheel 2b and the left rear wheel 2c). Therefore, even if a situation arises in which brake fluid L1 cannot be supplied to the master cylinder 23 through either port 52a1 or port 52a2, braking force can be applied to at least two wheels 2, so that the vehicle 1 can be braked.

[0062] As described above, in the reservoir 24 according to this embodiment, the master cylinder 23 is connected to the fluid reservoir 51 via the elongated flow path forming portion 52 extending in the longitudinal direction of the vehicle. The brake fluid L1 stored in the fluid reservoir 51 is supplied to the master cylinder 23 through the flow path formed in the flow path forming portion 52. In this way, the presence of the elongated flow path forming portion 52 extending in the longitudinal direction of the vehicle between the master cylinder 23 and the fluid reservoir 51 improves the flexibility of installation of the reservoir 24 in the vehicle 1. For example, even if there is only limited space directly above the master cylinder 23, the reservoir 24 can be installed in the vehicle 1.

[0063]

[0044] When the vehicle 1 decelerates, a force associated with the deceleration of the vehicle 1 acts on the reservoir 24, causing a change in the attitude of the reservoir 24. If the change in the attitude of the reservoir 24 causes the liquid level of the brake fluid L! stored in the liquid reservoir 51 to tilt and expose the openings 51b1 and 512, air may enter the flow path forming portion 52.

[0064]

[0045] Fig. 4 is a schematic diagram showing a change in the attitude of the reservoir 24 when the vehicle 1 decelerates. In order to make it easier to understand, Fig. 4 omits some of the components shown in Fig. 3 and shows the reservoir 24 in a simplified manner.

[0065]

[0046] In Fig. 4, the posture of the reservoir 24 when the vehicle 1 is not decelerating is shown by a two-dot chain line, and the posture of the reservoir 24 when the vehicle 1 is decelerating is shown by a solid line. As shown in Fig. 4, when the vehicle 1 is decelerating, a force acts in the downward direction of the vehicle on the front end of the reservoir 24 (specifically, the front end of the liquid storage portion 51). As a result, the posture of the reservoir 24 changes such that the entire reservoir 24 has its rear end (specifically, the rear end of the flow path forming portion 52) as a fixed end and the front end of the reservoir 24 moves downward. Therefore, the front end of the flow path forming portion 52 becomes lower than the rear end of the flow path forming portion 52. Therefore, if a change in the attitude of the reservoir 24 causes the liquid level of the brake fluid L1 stored in the liquid reservoir 51 to tilt and expose the openings 51b1 and 51b2, air may enter the flow path forming portion 52. If air enters the flow path forming portion 52, air bubbles B1 move toward the rear of the vehicle due to buoyancy in the flow path formed in the flow path forming portion 52, as shown by arrow D1.

[0066] As described above, the port 52a is formed on the vehicle rear side of the flow path forming portion 52. Therefore, if the posture of the reservoir 24 changes due to deceleration of the vehicle 1, the air bubbles B1 may move toward the rear of the vehicle in the flow path formed in the flow path forming portion 52 and enter the port 52a, which may cause the port 52a to no longer be filled with the brake fluid L1. If the port 52a is no longer filled with the brake fluid L1, air may enter the master cylinder 23 from the reservoir 24, making it difficult to appropriately control the braking force.

[0067]

[0048] In the reservoir 24 according to this embodiment, the flow path formed in the flow path forming portion 52 is devised to make it easier to maintain the port 52a filled with brake fluid L1, thereby preventing air from entering the master cylinder 23 from the reservoir 24 and making it difficult to appropriately control the braking force. The flow path formed in the flow path forming portion 52 will be described in detail below.

[0068]

[0049] Fig. 5 is a schematic diagram showing the general configuration of brake fluid flow paths 61, 62 in reservoir 24. Specifically, Fig. 5 corresponds to a cross-sectional view taken along line X-X in Fig. 3.

[0069]

[0050] As shown in Fig. 5, the reservoir 24 has a brake fluid flow path 61 and a brake fluid flow path 62, which are flow paths for the brake fluid L1. The brake fluid L1 flows through the brake fluid flow path 61 and the brake fluid flow path 62. The brake fluid L1 stored in the fluid reservoir 51 passes through the brake fluid flow path 61 and the brake fluid flow path 62 and is output from each port 52a to the master cylinder.

[0070] 2 3 will be supplied.

[0071]

[0051] In Fig. 5, the thick arrows indicate the flow direction of the brake fluid L1 in each of the brake fluid flow paths 61 and 62. In each of the brake fluid flow paths 61 and 62, the fluid reservoir 51 side corresponds to the upstream side of the flow direction of the brake fluid L1, and the port 52a side corresponds to the downstream side of the flow direction of the brake fluid L1.

[0072]

[0052] The brake fluid flow path 61 and the brake fluid flow path 62 are arranged side by side in the left-right direction of the vehicle. Specifically, the brake fluid flow path 61 is arranged on the right side of the vehicle in the flow path forming portion 52, and the brake fluid flow path 62 is arranged on the left side of the vehicle in the flow path forming portion 52. The brake fluid flow paths 61 and 62 extend approximately in the front-rear direction of the vehicle.

[0073]

[0053] Since the brake fluid flow path 61 connects the opening 51b1 of the fluid reservoir 51 to the port 52a1, a portion of the brake fluid L! stored in the fluid reservoir 51 is sent from the opening 51b1 to the brake fluid flow path 61, passes through the brake fluid flow path 61, and is supplied to the master cylinder 23 from the port 52a1.

[0074]

[0054] The brake fluid flow path 62 connects the opening 512 of the fluid reservoir 51 with the port 52a2. Therefore, a portion of the brake fluid L1 stored in the fluid reservoir 51 is sent from the opening 51b2 to the brake fluid flow path 62, passes through the brake fluid flow path 62, and is supplied from the port 52a2 to the master cylinder 23.

[0075]

[0055] In the reservoir 24 according to this embodiment, the brake fluid flow path 61 of the brake fluid flow path 61 and the brake fluid flow path 62 is specially designed to ensure that the brake fluid L! is properly supplied from the reservoir 24 to the master cylinder 23.

[0076]

[0056] The brake fluid flow path 61 has a branch portion 61c that branches downstream into a first flow path 61a and a second flow path 61b further forward than the port 52a1. Upstream of the branch portion 61c, the brake fluid flow path 61 extends from the opening 51b1 toward the front of the vehicle, then turns back from the front of the opening 51b1 and extends toward the rear of the vehicle. Specifically, upstream of the branch portion 61c, the brake fluid flow path 61 extends from the opening 51b1 toward the front of the vehicle, extends to the right of the vehicle, and then extends toward the rear of the vehicle. Therefore, upstream of the branching portion 61c in the brake fluid flow path 61, the brake fluid L1 flows from the opening 51b1 toward the front of the vehicle, then turns back and flows toward the rear of the vehicle, and is sent to the branching portion 61c. Note that upstream of the branching portion 61c, the brake fluid flow path 61 may extend from the opening 51b1 toward the rear of the vehicle without having a structure in which it extends from the opening 51bl toward the front of the vehicle and then turns back.

[0077]

[0057] A rib 71 is provided near the branching portion 61c, extending in the left-right direction of the vehicle from a part of the right surface of the flow path forming portion 52 to the left side of the vehicle. The rib 71 extends from the lower surface to the upper surface of the flow path forming portion 52 and divides the brake fluid flow path 61. Therefore, brake fluid L1 flowing in the brake fluid flow path 61 upstream of the branching portion 61c passes through a gap on the left side of the rib 71 and is sent to the branching portion 61c. The brake fluid L1 sent to the branching portion 61c is distributed to the first flow path 61a and the second flow path 61b. In other words, a portion of the brake fluid L1 sent to the branch portion 61c is sent to the first flow path 61a, and another portion of the brake fluid L1 sent to the branch portion 61c is sent to the second flow path 61b.

[0078]

[0058] The first flow path 61a and the second flow path 61b are arranged side by side in the left-right direction of the vehicle. Specifically, the first flow path 61a is arranged on the left side of the vehicle in the portion of the brake fluid flow path 61 downstream of the branch point 61c, and the second flow path 61b is arranged on the right side of the vehicle in the portion of the brake fluid flow path 61 downstream of the branch point 61c. The first flow path 61a and the second flow path 61b extend approximately in the front-rear direction of the vehicle. The first flow path 61a and the second flow path 61b are separated in the left-right direction of the vehicle by a rib 72 extending in the front-rear direction of the vehicle. The rib 72 extends from the bottom surface to the top surface of the flow path forming portion 52.

[0079]

[0059] The first flow path 61a extends from the branching portion 61c, bypassing the port 52a1, to a position rearward of the port 52a1, and then turns back from a position rearward of the port 52a1 to be connected to the port 52a1. Specifically, the first flow path 61a extends rearward from the branching portion 61c, extends to the right of the vehicle rearward of the port 52a1, and then extends forward. Thus, in the example of Fig. 5, the connection direction between the first flow path 61a and the branching portion 61c coincides with the front-rear direction of the vehicle. The connection direction between the first flow path 61a and the branch portion 61c means the direction along the flow direction of the brake fluid L1 from the branch portion 61c to the first flow path 61a. Therefore, the brake fluid L1 sent to the branch portion 61c is sent from the branch portion 61c to the first flow path 61a in the vehicle rearward direction, as shown by arrow A1. The brake fluid L1 sent to the first flow path 61a then flows in the vehicle rearward direction to a position rearward of the port 52a1, then turns back and flows in the vehicle frontward direction, and is sent to the port 52a1.

[0080]

[0060] The second flow path 61b extends from the branching portion 61c toward the rear of the vehicle and is connected to the port 52a1 from the front of the vehicle. Specifically, the second flow path 61b extends from the branching portion 61c toward the right of the vehicle, and then extends toward the rear of the vehicle. Thus, in the example of FIG. 5, the connection direction between the second flow path 61b and the branching portion 61c coincides with the left-right direction of the vehicle. Note that the connection direction between the second flow path 61b and the branching portion 61c means the direction along the flow direction of the brake fluid L1 from the branching portion 61c to the second flow path 61b. Therefore, the brake fluid L1 sent to the branching portion 61c is sent from the branching portion 61c toward the right of the vehicle to the second flow path 61b, as shown by arrow A2. Then, the brake fluid L1 sent to the second flow path 61b flows toward the rear of the vehicle and is sent to the port 52a1.

[0081] As described above, the brake fluid flow path 61 of the reservoir 24 according to this embodiment has a branch portion 61c that branches downstream into a first flow path 61a and a second flow path 61b on the vehicle front side of the port 52a1. The first flow path 61a extends from the branch portion 61c, bypassing the port 52a1, to a position rearward of the port 52a1, and then turns back from the position rearward of the port 52a1 to be connected to the port 52a1. The second flow path 61b extends from the branch portion 61c to the vehicle rear side and is connected to the port 52a1 from the vehicle front side.

[0082]

[0062] As a result, when the openings 51bl, 51b2 are exposed due to a change in the attitude of the reservoir 24 and air enters the brake fluid flow path 61, as the vehicle 1 decelerates and the air bubbles B1 move toward the rear of the vehicle, the air bubbles B1 sent downstream from the branching portion 61c can be retained in a region R1 on the rear side of the vehicle in the first flow path 61a. Note that the region R1 corresponds to a region where the first flow path 61a turns back on the rear side of the port 52a1. As described above, by retaining the air bubbles B! in the region R1 on the rear side of the vehicle in the first flow path 61a, the air bubbles B1 can be prevented from entering the port 52a1, which makes it easier to maintain the port 52a1 filled with brake fluid L1 and prevents the difficulty of properly controlling the braking force caused by air entering the master cylinder 23 from the reservoir 24.

[0083]

[0063] Furthermore, since not only the first flow path 61a but also the second flow path 61b is provided in the brake fluid flow path 61, after the deceleration of the vehicle 1 and the deformation of the reservoir 24 associated with the deceleration of the vehicle 1 have ended, the air bubbles B1 that have remained in the region R! can be sent to the front of the vehicle via the second flow path 61b and smoothly discharged.

[0084]

[0064] As described above, the rib 71 extending in the left-right direction of the vehicle is provided near the branching portion 61c in the brake fluid flow path 61. Therefore, when the vehicle 1 decelerates with air bubbles B1 mixed in the brake fluid flow path 61 and the air bubbles B1 move toward the rear of the vehicle, the air bubbles B1 can be retained in the region R2 on the vehicle front side with respect to the rib 71, upstream of the branching portion 61c in the brake fluid flow path 61. This also makes it possible to prevent the air bubbles B1 from entering the port 52a1, making it easier to maintain the port 52a1 filled with brake fluid L1.

[0085]

[0065] Of the brake fluid flow path 61 and the brake fluid flow path 62, the brake fluid flow path 61 has been mainly described above. Here, the brake fluid flow path 62 will also be briefly described.

[0086]

[0066] The brake fluid flow path 62 extends from the opening 51b2 toward the front of the vehicle, then turns back from the front of the opening 51b2 to extend toward the rear of the vehicle. Specifically, the brake fluid flow path 62 extends from the opening 51b2 toward the front of the vehicle, extends toward the left of the vehicle, extends toward the rear of the vehicle, and then extends toward the right of the vehicle. Therefore, the brake fluid L1 sent from the opening 51b2 to the brake fluid flow path 62 flows from the opening 51b2 toward the front of the vehicle, turns back to flow toward the rear of the vehicle, and is then sent to the port 52a2. In addition, the brake fluid flow path 62 may extend from the opening 51b2 to the rear side of the vehicle without having a structure in which it extends from the opening 51b2 to the front side of the vehicle and then turns back.

[0087]

[0067] As described above, the brake fluid flow paths 61 and 62 extend from the openings (specifically, openings 51b1 and 51b2) on the underside of the fluid reservoir 51 toward the front of the vehicle, then turn back from the openings toward the rear of the vehicle. Therefore, even if the posture of the reservoir 24 changes such that the front end of the reservoir 24 moves downward as the vehicle 1 decelerates, the region R3 of the brake fluid flow path 61 that is forward of the opening 51b1, and the region R4 of the brake fluid flow path 62 that is forward of the opening 51b2, can still be filled with brake fluid L1. In this way, when the posture of the reservoir 24 changes due to deceleration of the vehicle 1, the presence of regions R3 and R4 filled with brake fluid L1 in each of the brake fluid flow paths 61 and 62 can prevent air bubbles B1 from entering each of the flow paths.

[0088]

[0068] In this embodiment, the brake fluid flow path 61 of the reservoir 24 is designed to more effectively prevent air bubbles B! from entering the port 52a1 and to more easily maintain the port 52a1 filled with the brake fluid L1. Such design will be described below.

[0089]

[0069] Figure 6 is an enlarged schematic diagram showing the area around the branching portion 61c of the brake fluid flow path 61 of the reservoir 24.

[0090] As described above, the connection direction between the first flow path 61 a and the branch portion 61 c coincides with the longitudinal direction of the vehicle, and the brake fluid L1 sent to the branch portion 61 c is sent from the branch portion 61 c to the first flow path 61 a in the rearward direction of the vehicle, as shown by arrow A1. Furthermore, the connection direction between the second flow path 61 b ​​and the branch portion 61 c coincides with the lateral direction of the vehicle, and the brake fluid L1 sent to the branch portion 61 c is sent from the branch portion 61 c to the rightward direction of the vehicle, as shown by arrow A2.

[0091]

[0071] Therefore, although the connecting direction between the first flow path 61a and the branch portion 61c has almost no inclination with respect to the longitudinal direction of the vehicle, the connecting direction between the second flow path 61b and the branch portion 61c has almost no inclination with respect to the longitudinal direction of the vehicle. 0In this way, the inclination of the connecting direction between the second flow path 61b and the branch portion 61c relative to the longitudinal direction of the vehicle is greater than the inclination of the connecting direction between the first flow path 61a and the branch portion 61c relative to the longitudinal direction of the vehicle. As a result, when the air bubbles B1 move toward the rear of the vehicle as the vehicle 1 decelerates, the air bubbles B1 sent from the upstream side to the branch portion 61c can be more easily sent to the first flow path 61a than to the second flow path 61b. This improves the reliability of the air bubbles B1 sent to the branch portion 61c remaining in the region R1 on the rear side of the vehicle in the first flow path 61a without passing through the port 52a1.

[0092]

[0072] Also, as shown in Fig. 6, the area of ​​opening OP2 of second flow path 61 at branch portion 61c is smaller than the area of ​​opening OP1 of first flow path 61a at branch portion 61c. Opening OP1 refers to the opening at the upstream end of first flow path 61a that is connected to branch portion 61c. For example, opening OP1 is perpendicular to the direction of flow from branch portion 61c toward first flow path 61a of brake fluid L1 that branches downstream from branch portion 61c. Opening OP2 refers to the opening at the upstream end of second flow path 61b that is connected to branch portion 61c. For example, opening OP2 is perpendicular to the direction of flow of brake fluid L1 branching downstream from branch portion 61c toward the second flow path 61b.

[0093]

[0073] Here, the branching portion 61c is a portion where the flow of brake fluid L1 branches into two. Therefore, the boundary on the downstream side of the branching portion 61c is defined by the adjacent openings OP1 and OP2. Specifically, the openings OP1 and OP2 are adjacent to each other via the upstream end of a rib 72, which corresponds to a wall separating the first flow path 61a and the second flow path 61b.

[0094]

[0074] Because the area of ​​the opening OP2 is smaller than the area of ​​the opening OP1, the air bubbles B1 sent to the branching portion 61c can be more easily sent to the first flow path 61a than to the second flow path 61b when the air bubbles B1 move toward the rear of the vehicle 1 as the vehicle decelerates. This improves the reliability of the air bubbles B1 sent to the branching portion 61c remaining in the region R1 on the rear side of the vehicle in the first flow path 61a without passing through the port 52a1.

[0095]

[0075] Also, as shown in FIG. 6, the surface F1 of the rib 72 corresponding to the wall separating the first flow path 61a and the second flow path 61b, at the end of the rib 72 on the branch portion 61c side, facing the first flow path 61a, extends so as to move downstream in the left-right direction of the vehicle away from the opening OP2. Specifically, when viewed from above, the end of the rib 72 on the branch portion 61c side inclines toward the left side of the vehicle as it moves toward the rear of the vehicle. Here, the thickness of the rib 72 is approximately constant. Therefore, the surface F1 of the rib 72 on the branch portion 61c side facing the first flow path 61a inclines toward the left side of the vehicle as it moves toward the rear of the vehicle.

[0096] 5 and 6, the connection direction between the second flow path 61b and the branch portion 61c coincides with the left-right direction of the vehicle. Therefore, the surface F1 of the end of the rib 72 on the branch portion 61c side, which faces the first flow path 61a, extends downstream in the connection direction between the second flow path 61 and the branch portion 61c, away from the opening nOP2. As a result, if an air bubble B1 moves from the branch portion 61c toward the opening nOP2, the surface F1 can guide the air bubble B1 into the first flow path 61a. Therefore, it is possible to improve the reliability of the air bubbles B1 sent to the branching portion 61c being retained in the region R1 on the rear side of the vehicle in the first flow path 61a without passing through the port 52a1.

[0097]

[0077] Above, configuration examples of the reservoir 24 have been described with reference to Figs. 3 to 6. However, the configuration of the reservoir 24 is not limited to the above examples.

[0098] For example, in the above example, a feature applied to the brake fluid flow path 61 of the brake fluid flow paths 61 and 62 makes it easier to maintain the port 52a filled with brake fluid L1. However, a feature similar to that applied to the brake fluid flow path 61 may be applied not only to the brake fluid flow path 61 but also to the brake fluid flow path 62. Also, the feature described above may be omitted from the brake fluid flow path 61, and a feature similar to that applied to the brake fluid flow path 61 may be applied only to the brake fluid flow path 62.

[0099]

[0079] In the above example, the connection direction between the first flow path 61a and the branch portion 61c coincides with the longitudinal direction of the vehicle, and the connection direction between the second flow path 61b and the branch portion 61c coincides with the transverse direction of the vehicle. However, the connection direction between the first flow path 61a and the branch portion 61c and the connection direction between the second flow path 61b and the branch portion 61c may be different from those in the above example. For example, the connection direction between the first flow path 61a and the branch portion 61c may be inclined with respect to the longitudinal direction of the vehicle. Furthermore, for example, the inclination of the connecting direction between the second flow path 61b and the branch portion 61c with respect to the longitudinal direction of the vehicle may be the same as the inclination of the connecting direction between the first flow path 61a and the branch portion 61c with respect to the longitudinal direction of the vehicle, or may be smaller than the inclination of the connecting direction between the first flow path 61a and the branch portion 61c with respect to the longitudinal direction of the vehicle.

[0100]

[0080] In the above example, the area of ​​the opening OP2 of the second flow path 61b at the branching portion 61c is smaller than the area of ​​the opening OP1 of the first flow path 61a at the branching portion 61c. However, the area of ​​the opening OP2 may be the same as or larger than the area of ​​the opening OP1.

[0101]

[0081] In the above example, for example, the surface F1 of the rib 72 corresponding to the wall separating the first flow path 61a and the second flow path 61b at the end portion on the branching portion 61c side on the first flow path 61a side extends so as to move away from the opening OP2 downstream in the connecting direction between the second flow path 61b and the branching portion 61c. However, the surface F1 may be parallel to the opening OP2. In other words, the distance between the surface F1 and the opening OP2 in the connecting direction between the second flow path 61b and the branching portion 61c may be constant regardless of the position in the flow direction of the brake fluid L1. Furthermore, surface F1 may extend downstream in the direction of connection between the second flow path 61b and the branch portion 61c, approaching opening OP2. The thickness of the wall separating the first flow path 61a and the second flow path 61b need not be constant. For example, when viewed from above, the surface of the end of the rib 72 on the branch portion 61c side facing the second flow path 61b may extend in the fore-and-aft direction of the vehicle.

[0102]

[0082] For example, the shape of each of the brake fluid flow paths 61 and 62 may be different from that shown in Fig. 5. For example, the extending direction of part of each of the brake fluid flow paths 61 and 62 may be different from that shown in Fig. 5. For example, ribs may be added to each of the brake fluid flow paths 61 and 62 for the purpose of reinforcing the strength of the reservoir 24, and the ribs may cause the flow paths to branch locally.

[0103]

[0083] In addition, for example, the reservoir 24 that stores brake fluid as a hydraulic fluid has been described above. However, the reservoir according to the present invention may be a reservoir that stores a hydraulic fluid other than brake fluid (for example, a reservoir attached to a master cylinder for a clutch).

[0104] [ 0 0 8 4 ]

[0105] <Effects of Reservoir> The effects of the reservoir 24 according to the embodiment of the present invention will be described.

[0106]

[0085] The reservoir 24 includes a fluid reservoir 51 that stores hydraulic fluid (brake fluid L1 in the above example), a port 52a1 that communicates with the master cylinder 23 and is located rearward of the fluid reservoir 51, and a hydraulic fluid flow path (brake fluid flow path 61 in the above example) that is a flow path for hydraulic fluid that communicates between the fluid reservoir 51 and the port 52a1. The hydraulic fluid flow path has a branch portion 61c that branches downstream into a first flow path 61a and a second flow path 61b, located forward of the port 52a1. The first flow path 61a extends from the branching portion 61c, bypassing the port 52a1, to a position rearward of the port 52a1, where it turns back from the position rearward of the port 52a1 and is connected to the port 52a1. The second flow path 61b extends from the branching portion 61c to the rearward of the vehicle and is connected to the port 52a1 from the frontward of the vehicle. As a result, if the openings 511, 51b2 are exposed due to a change in the posture of the reservoir 24, causing air to enter the hydraulic fluid flow path, when the vehicle 1 decelerates and the air bubbles B1 move toward the rear of the vehicle, the air bubbles B1 sent downstream from the branching portion 61c can be retained in the region R1 of the first flow path 61a on the rearward side of the vehicle. Therefore, since it is possible to prevent air bubbles B1 from entering the port 52a1, it becomes easier to maintain the port 52a1 filled with hydraulic fluid, and it is possible to prevent the difficulty in appropriately controlling the braking force caused by air entering the master cylinder 23 from the reservoir 24.

[0107] Preferably, in the reservoir 24, the inclination of the connecting direction between the second flow path 61b and the branching portion 61c relative to the longitudinal direction of the vehicle is greater than the inclination of the connecting direction between the first flow path 61a and the branching portion 61c relative to the longitudinal direction of the vehicle. This makes it easier for the air bubbles B1 sent to the branching portion 61c to be sent to the first flow path 61a rather than the second flow path 61b when the air bubbles B1 move rearward as the vehicle 1 decelerates. This improves the reliability of the air bubbles B1 sent to the branching portion 61c remaining in the region R1 on the rear side of the vehicle in the first flow path 61a without passing through the port 52a1. This more effectively prevents air bubbles B1 from entering the port 52a1, making it easier to maintain the port 52a1 filled with working fluid.

[0108] Preferably, in the reservoir 24, the area of ​​the opening OP2 of the second flow path 61b at the branching portion 61c is smaller than the area of ​​the opening OP1 of the first flow path 61a at the branching portion 61c. This makes it easier for the air bubbles B1 sent to the branching portion 61c to be sent to the first flow path 61a than to the second flow path 61b when the air bubbles B1 move rearward as the vehicle 1 decelerates. This improves the reliability of the air bubbles B1 sent to the branching portion 61c remaining in the region R1 of the first flow path 61a on the rear side of the vehicle without passing through the port 52a1. This more effectively prevents air bubbles B1 from entering port b52a!, making it easier to maintain port 52a1 filled with working fluid.

[0109]

[0088] Preferably, in the reservoir 24, the face F1 on the first flow path 61a side of the end of the wall (the rib 72 in the above example) separating the first flow path 61a and the second flow path 61b on the branching portion 61c side extends so as to move away from the opening OP2 of the second flow path 61b at the branching portion 61c as it progresses downstream in the connection direction between the second flow path 61b and the branching portion 61c. As a result, even if a bubble B1 moves from the branching portion 61c toward the opening OP2, the bubble B1 can be guided into the first flow path 61a by the face F1. This improves the reliability of retaining the air bubbles B1 sent to the branch portion 61c in the region R1 on the vehicle rear side of the first flow path 61a without passing through the port 52a1. This more effectively prevents the air bubbles B1 from entering the port 52a1, making it easier to maintain the port 52a1 filled with hydraulic fluid.

[0110]

[0089] Although the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to the above-described embodiments, and that various modifications and alterations within the scope of the claims also fall within the technical scope of the present invention.

[0111] [Explanation of symbols] 〇 P 1 opening

[0112] OP 2 opening

[0113] R 1 area

[0114] R 2 area

[0115] R 3 area

[0116] R 4 area

Claims

[Document name] Scope of claims

1. A reservoir (24) attached to a master cylinder (23) comprising: a reservoir (51) for storing hydraulic fluid (L1); a port (52a1) communicating with the master cylinder (23) and located on the vehicle rear side of the reservoir (51); and a hydraulic fluid flow path (61) communicating between the reservoir (51) and the port (52a1) and serving as a flow path for the hydraulic fluid (L1), wherein the hydraulic fluid flow path (61) has a branching portion (61c) branching downstream into a first flow path (61a) and a second flow path (61b) on the vehicle front side of the port (52a1). the first flow path (61a) extends from the branching portion (61c) to a position rearward of the port (52a1) of the vehicle, bypassing the port (52a1), and turns back from a position rearward of the port (52a1) of the vehicle to be connected to the port (52a1); and the second flow path (61b) extends from the branching portion (61c) to the rearward of the vehicle and is connected to the port (52a1) from a front side of the vehicle.

2. A reservoir as claimed in claim 1, wherein the inclination of the connecting direction between the second flow path (61b) and the branch portion (61c) with respect to the longitudinal direction of the vehicle is greater than the inclination of the connecting direction between the first flow path (61a) and the branch portion (61c) with respect to the longitudinal direction of the vehicle.

3. A reservoir according to claim 1 or 2, wherein an area of ​​the opening (OP2) of the second flow path (61b) at the branching portion (61c) is smaller than an area of ​​the opening (OP1) of the first flow path (61a) at the branching portion (61c).

4. The reservoir according to claim 1 or 2, wherein a surface (F1) of the wall (72) separating the first flow path (61a) and the second flow path (61b) at an end portion thereof on the branching portion (61c) side, which faces the first flow path (61a), extends in a direction of connection between the second flow path (61) and the branching portion (61c) so as to move away from an opening (OP2) of the second flow path (61b) at the branching portion (61c) as it progresses downstream.

Images