Reservoir tank

Abstract

The present invention suppresses inflow of air into a master cylinder even if there is a change in a working fluid level due to a vehicle making a turn or travelling on an inclined road (such as an uphill road). Provided is a reservoir tank that is attached to a master cylinder mounted in a vehicle and that comprises: a fluid storage part for storing a working fluid therein; and a port that is connected to the master cylinder and that is disposed below the reservoir tank / and a port connected to the master cylinder that is disposed below. A suppression member for suppressing fluid level fluctuations of the working fluid is provided inside of the fluid storage part. The suppression member is disposed on an upper part of a partition wall that divides the fluid storage part into a plurality of sections. When the vehicle makes a turn or travels on an inclined road surface including an uphill road, the working fluid in the fluid storage part and air in an upper part of the reservoir tank are exchanged as a consequence of fluctuations in the fluid level of the working fluid, and the suppression member prevents such air from communicating with the port.

Description

[0001]

Document Name

[0002]

Title of the Invention

[0003]

Technical Field

[0004]

.001

[0005] The present invention relates to a reservoir tank. Specifically, it relates to an improvement in the internal structure of the reservoir tank.

[0006]

Background Art

.002

[0007]

〇003

[0008]

[0009] One or a plurality of partition walls are formed inside the collector tank, and it is divided into a primary side and a secondary side, ensuring the working fluid for each of the primary side hydraulic pressure chamber and the secondary side hydraulic pressure chamber of the master cylinder not shown.

[0010]

〇004

[0011]

〇004

[0012] The remote tank is positioned above the collector tank, and when mounted on a vehicle, it is positioned so that the cap can be operated when the hood is opened, and it is configured to be able to constantly supply the collector tank with working fluid. The internal space of the remote tank consists of a storage portion where the working fluid is stored, and an air layer is interposed between the liquid level of the working fluid and the cap.

[0013] [Prior art documents]

[0014] [Patent Documents]

[0015]

〇 0 0 5

[0016] [Patent Document 1] Patent No. 4 2 5 7 8 8 6

[0017] [Overview of the Initiative]

[0018] [Problems that the invention aims to solve]

[0019] [〇 0 0 6] When the vehicle turns or travels on an incline (such as an uphill road), it is expected that the level of the working fluid will change. For example, even if the collector tank is liquid-tight, when the vehicle turns or travels on an incline, it is expected that the working fluid in the collector tank will return to the remote tank through the piping, while at the same time, air from the air layer in the remote tank will enter the collector tank. In other words, it is expected that a replacement of the working fluid with the air will occur. Also, for example, many brake systems (not shown) are equipped with an auto-adjuster mechanism that improves the stability and responsiveness of brake operation as the brake pads or brake shoes wear down. When this mechanism is activated, the working fluid is consumed on the brake system side, the fluid level in the remote tank or the collector tank will drop, and the working fluid level may drop to near the MI drive line. Even in such cases, as described above, when the vehicle turns or travels on an incline, the liquid level of the working fluid changes, which can cause air to enter the collector tank and potentially flow in through the port connected to the master cylinder.

[0020]

[0021] [0 0 0 7]

[0022] Therefore, in view of these problems, the present invention aims to provide a reservoir tank that suppresses the inflow of air into the master cylinder even when the hydraulic fluid level changes due to the vehicle turning or driving on an incline.

[0023] [Means for solving the problem]

[0024] [0 0 0 8]

[0025] To solve the above problems, the reservoir tank of the present invention is a reservoir tank attached to a master cylinder mounted on a vehicle, wherein the reservoir tank comprises a liquid storage section for storing working fluid and a port connected to the master cylinder located below it, and the interior is equipped with a suppression member for suppressing fluctuations in the liquid level of the working fluid, the suppression member being located on the upper part of a partition wall that divides the liquid storage section into multiple sections, and when the vehicle turns or travels on an inclined road including an uphill road, the working fluid in the liquid storage section is replaced by air interposed in the upper part of the reservoir tank due to fluctuations in the liquid level of the working fluid, and this suppression member prevents the air from communicating with the port.

[0026] [Effects of the invention]

[0027] [0 0 0 9]

[0028] According to the present invention, by arranging the suppression member, even if the liquid level of the working fluid changes, the possibility of air flowing in from the port connected to the master cylinder can be suppressed.

[0029] [Brief explanation of the drawing]

[0030] [0 0 1 0]

[0031] [Figure 1] This is a schematic diagram showing the general configuration of a vehicle according to an embodiment of the present invention.

[0032] [Figure 2] is a schematic diagram showing the general configuration of the brake system according to an embodiment of the present invention. [Figure 3] is a schematic diagram showing the positional relationship and connection relationship between the collector tank and the remote tank according to an embodiment of the present invention.

[0033] [Figure 4] This is an external view of a collector tank according to an embodiment of the present invention.

[0034] [Figure 5] Figure 5a is a horizontal cross-sectional view of the collector tank shown in Figure 4, and Figure 5b is a vertical cross-sectional view of the collector tank shown in Figure 4.

[0035] [Figure 6] This is a cross-sectional view of the collector tank shown in Figure 4.

[0036] [Figure 7] This is a view of the inside of the upper body of the collector tank according to an embodiment of the present invention. [Figure 8] This is the A-A section shown in Figure 4.

[0037] [Figure 9] This figure shows the relationship between the liquid level fluctuation state and the position of the port, depending on the presence or absence of the suppression member according to an embodiment of the present invention.

[0038] [Modes for carrying out the invention]

[0039] [0 0 1 1]

[0040] Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings. The dimensions, materials, and other specific numerical values ​​shown in these embodiments are merely illustrative to facilitate understanding of the invention and do not limit the present invention unless otherwise specified. In this specification and in the drawings, elements having substantially the same function and configuration are denoted by the same reference numerals to avoid redundant explanations.

[0041] [0 0 1 2]

[0042] Vehicle configuration>

[0043] The configuration of vehicle 1 according to an embodiment of the present invention will be described with reference to Figures 1 and 2. [0 0 1 3]

[0044] FIG. 1 is a schematic diagram showing a schematic configuration of the vehicle 1. FIG. 1 corresponds to a top view schematic diagram of the vehicle 1. The drive source 11 outputs a driving force transmitted to the wheels 2. As the drive source 11, for example, an engine can be cited. Note that, as the drive source 11, instead of the engine, or in addition to the engine, an electric motor may be provided in the vehicle 1.

[0045] [ 0 0 1 4 ]

[0046] As shown in FIG. 1, the 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, namely, 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.

[0047] [ 0 0 1 5 ] The drive source 11 outputs a driving force transmitted to the wheels 2. As the drive source 11, for example, an engine can be cited. Note that, as the drive source 11, instead of the engine, or in addition to the engine, an electric motor may be provided in the vehicle 1.

[0048] [ 0 0 1 6 ] 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 wheels 2 by controlling the wheel cylinder pressure, which is the hydraulic pressure of the brake fluid (= working fluid) of the wheel cylinder 25.

[0049] [ 0 0 1 7 ]

[0050]

[0051] FIG. 2 is a schematic diagram showing a schematic configuration of the braking system 20 of the vehicle 1. The braking system 20 is a system mounted on the vehicle 1 for controlling the braking force generated in the vehicle 1. The braking system 20 controls the braking force generated in the vehicle 1 by using the hydraulic pressure of the working fluid as the working fluid.

[0052] [ 0 0 1 8 ]

[0053] As shown in Figure 2, the brake system 2 includes a hydraulic control unit 12, a brake pedal 21, a brake multiplier 22, a master cylinder 23, a remote tank 24, and a wheel cylinder 25.

[0054] [ 0 0 1 9 ]

[0055] The braking system 20 controls the braking force generated on each wheel 2 by controlling the hydraulic pressure (i.e., wheel cylinder pressure) of the wheel cylinders 25 provided on each wheel 2. In Figure 2, for ease of understanding, only the parts related to two of the four wheels 2 (e.g., the left front wheel 2a and the right rear wheel 2d) are shown, and the parts related to the other two wheels 2 (e.g., the right front wheel 2b and the left rear wheel 2c) are omitted.

[0056] [ 0 0 2 0 ]

[0057] The brake pedal 21 is used by the driver to operate the brakes. During braking, the brake pedal 21 is pressed down by the driver. The power booster 22 is connected to the brake pedal 21 and works in conjunction with it to amplify the force applied to the brake pedal 21. Specifically, the power booster 22 contains a piston that reciprocates in conjunction with the brake pedal 21 and is connected to the master cylinder 23. As the piston moves in response to the brake operation, the master cylinder pressure, which is the hydraulic pressure of the master cylinder 23, is increased. In this way, the power booster 22 can generate master cylinder pressure corresponding to the amount of brake operation.

[0058] Furthermore, the type of power doubling device 2 2 can be an electric power doubling device, a negative pressure power doubling device, or a hydraulic power doubling device.

[0059] Alternatively, instead of a power-boosting device 22, a device that does not have a power-boosting function but generates a stroke corresponding to the amount of operation of the brake pedal 21 by the driver may also be used.

[0060] [ 0 0 2 1 ]

[0061] The reservoir tank shown in Figure 2 is a type in which the collector tank 60 and the remote tank 24 are located in separate positions. Details of the collector tank 60 and the remote tank 24 will be described later.

[0062] [ 0 0 2 2 ]

[0063] The collector tank 60 is attached to the master cylinder 23 and stores the working fluid supplied to the master cylinder 23. The collector tank 60 is also connected to the remote tank 24 by a connecting pipe 68. The arrangement and structure of the collector tank 60 and the remote tank 24 will be described later.

[0064] [ 0 0 2 3 ]

[0065] The hydraulic control unit 12 comprises a base 12a in which a fluid passage for the working fluid is formed. The master cylinder 23 and each wheel cylinder 25 are connected to the base 12a of the hydraulic control unit 12. When the wheel cylinder pressure, which is the hydraulic pressure of the wheel cylinder 25, rises, a brake pad (not shown) moves to press against a brake disc (not shown), thereby applying a braking force to the wheel 2 corresponding to the wheel cylinder pressure.

[0066] [ 0 0 2 4 ]

[0067] The base 12a of the hydraulic control unit 12 has a main channel 31, a sub-channel 32, and a supply channel 33 formed as fluid passages for the working fluid. The main channel 31 allows the working fluid from the master cylinder 23 to flow to the wheel cylinder 25. The sub-channel 32 allows the working fluid from the wheel cylinder 25 to escape. The supply channel 33 supplies the working fluid from the master cylinder 23 to the sub-channel 32.

[0068] [ 0 0 2 5 ]

[0069] Furthermore, the base 12a of the hydraulic control unit 12 is equipped with a fill 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 as components for controlling the braking force generated on each wheel 2.

[0070] [ 0 0 2 6 ]

[0071] The main flow path 31 connects the master cylinder 23 and the wheel cylinder 25. The main flow path 31 includes one 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 each wheel cylinder 25. The first main flow path 31a is provided with a first valve 43. The second main flow path 31b is provided with a suction valve 41.

[0072] [ 0 0 2 7 ]

[0073] The sub-flow channel 32 connects the wheel cylinder 25 side of the main flow channel 31 via the suction valve 41, the master cylinder 23 side of the main flow channel 31 via the suction valve 41, and the wheel cylinder 25 side of the first valve 43. The sub-flow channel 32 includes two first sub-flow channels 32a and one second sub-flow channel 32b. Each first sub-flow channel 32a is connected to the wheel cylinder 25 side of the main flow channel 31 via the suction valve 41. The second sub-flow channel 32b connects the confluence of the two first sub-flow channels 32a to the master cylinder 23 side of the main flow channel 31 from the suction valve 41, and to the wheel cylinder 25 side of the first valve 43. A release valve 42 is provided in the first sub-flow channel 32a. An accumulator 45 and a pump 46 are provided in the second sub-flow channel 32b, in order from the first sub-flow channel 32a side.

[0074] [ 0 0 2 8 ]

[0075] Pump 46 is driven by motor 47 and draws working fluid from the first sub-flow channel 32a and discharges it to the main flow channel 31. Pump 46 is a reciprocating plunger pump. Specifically, the plunger of pump 46 reciprocates by being intermittently pressed by an eccentric cam provided on the output shaft of motor 47. This pumps the working fluid.

[0076] [ 0 0 2 9 ]

[0077] The supply channel 33 connects the master cylinder 23 side of the main channel 31 via the first valve 43 to the suction side of the pump 46 in the sub-channel 32. A second valve 44 is provided in the supply channel 33.

[0078] [ 0 0 3 0 ]

[0079] The suction 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 opened 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 opened when energized. The braking force generated on each wheel 2 is controlled by controlling the operation of these valves and the motor 47.

[0080] [ 0 0 3 1 ]

[0081] For example, under normal conditions when anti-lock brake control, etc., described later, is not being performed, the loading valve 41 is open, the release valve 42 is closed, the first valve 43 is open, and the second valve 44 is closed. As a result, the working fluid flows from the master cylinder 23 to the wheel cylinder 25 only through the main passage 31, without going through the sub-passage 32 and the supply passage 33. In this state, when the brake pedal 21 is pressed, the master cylinder pressure increases, the wheel cylinder pressure increases, and braking force is applied to the wheel 2.

[0082] [ 0 0 3 2 ]

[0083] Furthermore, for example, when anti-lock brake control, which is a control to prevent wheel 2 from locking, is performed, first the loading valve 41 is closed, the release valve 42 is opened, the first valve 43 is opened, and the second valve 44 is closed. As a result, the flow of hydraulic fluid between the main passage 31 and the wheel cylinder 25 is stopped, and hydraulic fluid becomes able to flow from the wheel cylinder 25 to the sub-passage 32. Therefore, hydraulic fluid flows from the wheel cylinder 25 to the accumulator 45, the wheel cylinder pressure decreases, and the braking force applied to wheel 2 decreases. The hydraulic fluid that has flowed into the accumulator 45 is returned to the main passage 31 via the sub-passage 32 by the pump 46 being driven.

[0084] [ 0 0 3 3 ]

[0085] Then, when both the loading valve 41 and the release valve 42 are closed from the above state, the flow of hydraulic fluid between the main passage 31 and the sub-passage 32 and the wheel cylinder 25 stops, the wheel cylinder pressure is maintained and the braking force applied to the wheel 2 is maintained. Subsequently, when the loading valve 41 is opened and the release valve 42 is closed, the flow of hydraulic fluid between the main passage 31 and the wheel cylinder 25 resumes, the wheel cylinder pressure increases and the braking force applied to the wheel 2 increases.

[0086] [ 0 0 3 4 ]

[0087] Furthermore, the hydraulic control unit 12 can also automatically increase the wheel cylinder pressure without brake operation, for example, in control of automatically braking and stopping vehicle 1 to avoid a collision with an obstacle. For example, when automatically increasing the wheel cylinder pressure without brake operation, the loading valve 41 is opened, the release valve 42 is closed, the first valve 43 is closed, and the second valve 44 is opened. As a result, the working fluid flows from the master cylinder 23 to the wheel cylinder 25 via the supply passage 33 and the sub-passage 32. In this state, the pump 46 is driven, increasing the wheel cylinder pressure and generating a braking force to brake the wheel 2.

[0088] [ 0 0 3 5 ]

[0089] The configuration example of the brake system 20 has been described above with reference to Figure 2. However, the configuration of the brake system 20 is not limited to the above example. For example, the supply passage 33, the first valve 43, and the second valve 44 may be omitted from the example in Figure 2. In other words, although the hydraulic control unit 12 of the brake system 20 is described using an ESC (Electronic Stability Control), the present invention is not limited to this, and an AB5 (Anti-look Brake System) may also be used.

[0090] [ 0 0 3 6 ]

[0091] <Details of Collector Tank 60 and Remote Tank 24>

[0092] Referring to Figures 3 to 9, the details of the collector tank 6 and remote tank 24 according to the embodiment of the present invention will be described.

[0093] [ 0 0 3 7 ]

[0094] Figure 3 is a schematic diagram showing the positional relationship and connection means between a collector tank 60 and a remote tank 24 according to an embodiment of the present invention, wherein the collector tank 60 is positioned directly above the master cylinder 23, which is fixed to the dash panel (not indicated by a reference numeral). The central bulkhead 72, described later, divides at least the primary side chamber 63b and the secondary side chamber 64b in the axial direction of the master cylinder 23 (the longitudinal direction of the vehicle 1).

[0095] Note that, due to the requirements for installation in Vehicle 1, the primary side chamber 63b and the secondary side chamber 64b may be partitioned in the axial direction of the master cylinder 23 (the longitudinal direction of Vehicle 1) and in the direction perpendicular to it (the left-right direction of Vehicle 1). For the sake of explanation, Figure 3, in which the primary side chamber 63b and the secondary side chamber 64b are partitioned in the axial direction of the master cylinder 23 (the longitudinal direction of Vehicle 1), will be used for the explanation. [0 0 3 8]

[0096] Furthermore, a connection port 67 is integrally molded on the upper part of the collector tank 60, and a connection port 24b is molded on the lower surface of the remote tank 24. A connecting pipe 68 connects the connection port 67 and the connection port 24b, allowing the working fluid to flow between them.

[0097] While a flexible rubber hose is ideal for the connecting pipe 68, it is not limited to this; a brake pipe with a specified inner bore diameter may also be used.

[0098] [ 0 0 3 9 ]

[0099] An inlet (not indicated by a symbol) for injecting working fluid into the remote tank 2 4 is molded above the remote tank 2 4. Normally, this inlet is closed by a cap 2 4 a, but this cap 2 4 a can be removed for tasks such as replenishing or replacing working fluid.

[0100] To perform the operations described above, the cap 24a is positioned so that an operator can work on it when the bonnet (not shown) is opened. Furthermore, the relative positions of the remote tank 24 and the collector tank 60 are such that the collector tank 60 is positioned below the remote tank 24.

[0101] This design ensures that when the working fluid is supplied from the inlet of the remote tank 24, the working fluid flows into the collector tank 60.

[0102] [ 0 0 4 0 ]

[0103] This remote tank 24 has a working fluid stored at the bottom, and an air layer exists between the fluid level of the working fluid and the cap 24a. The air in this air layer is set to atmospheric pressure. This is achieved by a communication hole (not shown) formed in the cap 24a, which communicates with atmospheric pressure, ensuring that the inside of the remote tank 24 is always at atmospheric pressure.

[0104] Normally, when replenishing the working fluid, the fluid level is adjusted to the max line. However, this max line is set to a desired position in the remote tank 24, and no further fluid is replenished beyond this point.

[0105] As a result, the inside of the remote tank 2 4 will contain a mixture of a section where the working fluid is stored and an air layer.

[0106] [ 0 0 4 1 ]

[0107] Next, Figure 4 is an external view of a collector tank 60 according to an embodiment of the present invention, in which the collector tank 60 is formed by welding together mating surfaces 61a and 62a formed on the upper body 61 and the lower body 62, respectively.

[0108] The upper body 61 and the lower body 62 are made of resin, and their mating surfaces 61a and 62a are molded to be on the same plane (for example, a horizontal plane). Heat is applied to these mating surfaces 61a and 62a using a hot plate, and the upper body 61 and the lower body 62 are heat-welded together at the desired timing to form a single unit. The shape of the mating surfaces 6a and 62a does not need to be such that it interferes with joining the two, and it is sufficient that there is no leakage of the working fluid when the working fluid is injected.

[0109] [ 0 0 4 2 ]

[0110] The upper body 6 has a connection port 67 integrally molded with respect to the mating surface 61a with a predetermined direction, predetermined length, and predetermined angle. Although there are no regulations regarding the aforementioned predetermined angle, it is designed so that the collector tank 60 does not interfere with other equipment when mounted on the vehicle 1, and the predetermined direction is basically designed in the direction in which the remote tank 24 is positioned. The predetermined length is molded so that the connecting pipe 68 fits onto the outer circumference, and it is sufficient if the length is such that the connecting pipe 68 does not come loose.

[0111] [ 0 0 4 3 ]

[0112] On the other hand, the lower body 62 has integrally molded ports 63 and 64 that fit via nipple portions (not shown) to the primary side port (not shown, no reference numeral) and secondary side port (not shown, no reference numeral) formed in the master cylinder 23. These ports 63 and 64 have connecting passages 63a and 64a molded to communicate with the liquid storage section 75 molded inside the collector tank 60, which will be described later. [0 0 4 4]

[0113] Furthermore, between ports 63 and 64 in the front-rear direction, there is a fastening portion 65 that extends toward the master cylinder 23 and engages with the master cylinder 23.

[0114] In the figure, the positional relationship between a member (not shown) that is stretched and molded from the master cylinder 23 side toward the collector tank 6〇 and the fastening part 65 is adjusted, and the master cylinder 23 and the collector tank 6〇 are fastened together using a fastening pin (not shown) in the fastening pin insertion port 65a formed in the fastening part 65.

[0115] [ 0 0 4 5 ]

[0116] Next, Figure 5a is a horizontal cross-sectional view of the collector tank 60 shown in Figure 4, and Figure 5b is a vertical cross-sectional view of the collector tank 60 shown in Figure 4.

[0117] [ 0 0 4 6 ]

[0118] For the sake of explanation, we will first describe the collector tank 60 using Figure 5b. In Figure 5b, the upper body 61 and the lower body 62 are integrally formed by heat welding the mating surfaces 61a and 62a, and a liquid storage section 75 is formed inside the collector tank 60.

[0119] [ 0 0 4 7 ]

[0120] Furthermore, multiple partition walls 70 to 72 of desired lengths and multiple ribs 69 are arranged in predetermined positions inside this liquid reservoir 75. Details of the partition walls 70 to 72 and the multiple ribs 69 will be described later.

[0121] [ 0 0 4 8 ]

[0122] These partition walls 70 to 72 and the multiple ribs 69 are also molded from resin, and are molded using a mold of a predetermined shape when the upper body 61 and the lower body 62 are resin-molded. Therefore, the partition walls 70 to 72 and the multiple ribs 69 are integrally molded with either the upper body 61 or the lower body 62.

[0123] [ 0 0 4 9 ]

[0124] Of the partitions 70 to 72, the central partition 2 has the role of dividing the liquid storage section 75 into a primary side chamber 63b and a secondary side chamber 64b. The primary side chamber 63 is connected to the primary side hydraulic chamber of the master cylinder 23 via a connecting passage 63a, and the secondary side chamber 64b is connected to the secondary side hydraulic chamber of the master cylinder 23 via a connecting passage 64a.

[0125] [ 0 0 5 0 ]

[0126] On the upper side of the central bulkhead 72 (the side where the connection port 67 is molded), the primary side chamber 63b and the secondary side chamber 64b are connected, allowing for communication between them. This enables the storage of working fluid in both the primary side chamber 63b and the secondary side chamber 64b from the remote tank 24 side during maintenance (by opening the cap 24a of the remote tank 24 and injecting working fluid).

[0127] Furthermore, the central bulkhead 72 is formed to be higher vertically (in height) than bulkheads 70 and 71, making it possible to suppress to some extent the fluid movement and fluid level fluctuations between the primary side chamber 63b and secondary side chamber 64b that occur when the vehicle 1 turns or travels on inclines (including uphill roads). The height of the central bulkhead 72 is molded to a pre-calculated height.

[0128] [ 0 0 5 1 ]

[0129] In the area partitioned by the central bulkhead 7 2, ports 6 3 and 6 4 are formed below it. These ports are formed to suppress fluid movement to other compartments or the remote tank 2 4, even if the fluid level changes due to vehicle 1 turning or driving on an incline, and to ensure that the openings of ports 6 3 and 6 4 remain in contact with the fluid.

[0130] This ensures that even if the primary or secondary brake system fails and the hydraulic fluid leaks out, the remaining brake system can operate normally, allowing the vehicle 1 to be stopped and thus ensuring safety.

[0131] [ 0 0 5 2 ]

[0132] In Figure 5b, partitions 70 to 71 are located within the primary side chamber 63b, with partition 70 and the side wall of the collector tank 60 forming a compartment, and partition 71 is located within the primary side chamber 63b, with partitions 70 and 71 surrounding the port 63.

[0133] [ 0 0 5 3 ]

[0134] Furthermore, the strength of the collector tank 60 is ensured by the appropriate placement of multiple ribs 69. The shapes of these multiple ribs 69 do not all have to be identical. Their placement and dimensions are determined based on strength calculations.

[0135] [ 0 0 5 4 ]

[0136] A restraining member 80 is integrally formed near the upper end of the central partition wall 72 (near the connection port 67) and facing inward towards the upper body 61. This member is formed when the upper body 61 is resin-molded, and its shape is such that its cross-section protrudes into the secondary side chamber 64b by a desired amount. The desired amount and shape may vary depending on the shape of the collector tank 60 and the amount of liquid level change expected due to driving on an inclined road surface.

[0137] The restraining member 80 will be described later, with reference to Figure 6.

[0138] [ 0 0 5 5 ]

[0139] Next, we will further explain the configuration of the collector tank 60 using Figure 5a.

[0140] [ 0 0 5 6 ]

[0141] Figure 5a is a horizontal cross-sectional view of the collector tank 60 shown in Figure 4, disclosing the internal structure of the lower body 62. In Figure 5a, it is disclosed that ports 63 and 64 are formed below the area partitioned by the central partition wall 72. In addition, multiple ribs 69 are appropriately placed to ensure the strength of the lower body 62. Furthermore, it is disclosed that partition walls 70 and 71 are arranged to surround port 63.

[0142] [ 0 0 5 7 ]

[0143] Next, we will explain the suppression member 8〇 using Figures 5b and 6.

[0144] Figure 6 is a cross-sectional view of the collector tank 60 shown in Figure 4. Note that since Figures 5a and 5b also use the cross-sectional view of the collector tank 60 shown in Figure 4 for explanation, the explanation of overlapping components (parts) will be omitted.

[0145] [ 0 0 5 8 ]

[0146] In the suppression member 80 disclosed in Figure 6, the shape is formed in an L-shape and protrudes toward the secondary side chamber 64b (forward direction of the vehicle 1). This is merely an example, and the amount of protrusion (determined amount) and the direction of protrusion can be arbitrarily set. This suppression member 80 is a protruding portion that extends by a predetermined amount in the longitudinal direction of the vehicle 1. The shape of this protruding portion has an L-shaped plane, and its tip may protrude toward at least one of the front, rear, left, or right sides of the vehicle. However, for the sake of explanation, the suppression member 80 will be described as the one disclosed in Figure 6.

[0147] [ 0 0 5 9 ]

[0148] As shown in Figure 6, the suppression member 80 is arranged bent in an L-shape from the upper body 61. This suppression member 80 ensures that even when the working fluid level tilts due to the turning or driving on an incline of the vehicle 1 (see Figure 9), as described later, the openings of ports 63 and 64 remain covered by the working fluid (preventing air from flowing out to the master cylinder 23 side through ports 63 and 64). The principle and effects of this will be described later.

[0149] [ 0 0 6 0 ]

[0150] Figure 7 is a view of the inside of the upper body 61 of the collector tank 6〇 according to an embodiment of the present invention. In other words, the figure shows the ceiling surface of the upper body 61 as viewed from the inside.

[0151] As described above, the upper body 6 1 has a connection port 6 7 that is integrally molded with the upper body 6 1 and extends outward. In addition, multiple ribs 6 9 are molded in predetermined positions on the upper body 6 1. These are also molded simultaneously with the resin molding of the upper body 6 1, and the multiple ribs 6 9 are integrally molded with the upper body 6 1. One end of each of the multiple ribs 6 9 is connected to the outer circumference of the upper body 6 1, and the other end extends inward from the upper body 6 1. Note that the multiple ribs 6 9 are molded to maintain the strength of the collector tank 6 0, and various shapes are envisioned, and not all of the multiple ribs 6 9 are limited to the same shape.

[0152] [ 0 0 6 1 ]

[0153] Figure 8 is the A-A section shown in Figure 4.

[0154] In the figure, a cross-section of the connection port 67 is visible. One end 67a (the inner end) is open to the liquid storage section 5 inside the collector tank 60, while the other end 67b is open to the inner hole of the connecting pipe 68 to which it is connected.

[0155] [ 0 0 6 2 ]

[0156] Furthermore, in the same figure, ports 63 and 64 are molded into the bottom of the lower body 62, and as the tilt of the working fluid surface caused by the turning of the vehicle 1 or driving on an incline keeps ports 63 and 64 covered with working fluid, air will not be drawn into the master cylinder 23.

[0157] [ 0 0 6 3 ]

[0158] One of the features of this invention is the suppression member 8〇, which plays a role in this. Specifically, it is positioned near the opening of the connection port 67 inside the collector tank 6〇. More specifically, it has a shape that extends from one end 67a of the connection port 67 at a predetermined interval. The existence of the predetermined interval is optional. In addition, in order to maintain the strength of the collector tank 60, multiple ribs 69 are formed on the lower body 62, similar to the upper body 61. Various shapes are envisioned for these multiple ribs 69, and not all of the multiple ribs 69 are limited to the same shape.

[0159] [ 0 0 6 4 ]

[0160] <Effects and Actions of the Suppression Member 80>

[0161] The movement of the working fluid caused by the turning of vehicle 1 and driving on an inclined surface will be explained using Figure 9.

[0162] Figure 9 shows an example of the liquid surface when centrifugal force is applied in the direction of arrow P. In this state, the figure shows the difference in the liquid surface with and without the suppression member 80 according to the embodiment of the present invention, and the positional relationship with ports 63 and 64.

[0163] [ 0 0 6 5 ]

[0164] In the figure, vehicle 1 is subjected to centrifugal force indicated by arrow P, causing some of the working fluid in collector tank 60 to flow into remote tank 24 via connection port 67, connection pipe 68, and connection port 24b, and temporarily, air from remote tank 24 flows into the liquid reservoir 75 of collector tank 60. In other words, it shows a state where the working fluid and air are temporarily swapped. Furthermore, in the figure, the working fluid is biased to the left, and the air is biased to the right.

[0165] Note that the turning center point of vehicle 1 is in the direction of the arrow circle.

[0166] [ 0 0 6 6 ]

[0167] If the suppression member 80 is formed, the working fluid level will be in the state indicated by the symbol F1, and if the suppression member 80 is not formed, the working fluid level will be in the state indicated by the symbol F2.

[0168] Specifically, if the suppression member 80 is molded, it is molded to protrude inward into the liquid reservoir 75, thereby suppressing the movement of the working fluid. As a result, the openings of ports 63 and 64 on the liquid reservoir 75 side are covered with working fluid. Under these conditions, even if the master cylinder 23 and the hydraulic control unit 12 are operating, the air will not flow into the master cylinder 23 and downstream of it through ports 63 and 64.

[0169] [ 0 0 6 7 ]

[0170] On the other hand, if the suppression member 80 is not molded, the working fluid level will be in the state indicated by symbol F2, which is expected to be further to the left than the state indicated by symbol F1. Consequently, the openings of ports 63 and 64 on the fluid reservoir 75 side will not be covered with working fluid, and a portion will be exposed to the air. If the master cylinder 23 and the hydraulic control unit 12 are activated under these conditions, there is a possibility that the air will flow into the master cylinder 23 and downstream therefrom through ports 63 and 64.

[0068]

[0171] Furthermore, as the centrifugal force indicated by arrow P is released, the working fluid that had temporarily moved into the remote tank 24 passes through the connecting pipe 68, and the working fluid flows into the collector tank 60, replacing the air that had temporarily flowed into the collector tank 60, thus making the collector tank 60 liquid-tight.

[0172] [ 0 0 6 9 ]

[0173] If the centrifugal force exceeds the level shown in Figure 9, the amount of working fluid in the liquid reservoir 75 will decrease further, and if the amount of air increases further, there is a possibility that the air will flow into the master cylinder 23 and downstream therethrough through ports 63 and 64. Therefore, by anticipating in advance the expected change in the liquid level in the collector tank 60 and designing the shape and arrangement of the suppression member 80 (including the direction of protrusion within the collector tank 60 and the amount of protrusion (determined amount)), the possibility of the air flowing into the master cylinder 23 and downstream therethrough through ports 63 and 64 can be suppressed.

[0174] [ 0 0 7 0 ]

[0175] The present invention is not limited to the configurations shown in Figures 3 to 9 above, but may also have the following configuration, for example.

[0176] For example, the above-mentioned effect can be achieved by employing a collector tank 60 in which the shape, height, location, and number of multiple partitions 70-72 are taken into consideration in order to suppress the movement of the working fluid.

[0177] [ 0 0 7 1 ]

[0178] The distribution of the capacity of the collector tank 60 between the primary side chamber 63b and the secondary side chamber 64 is determined for each vehicle 1 on which the collector tank 60 is installed, and this can be accommodated by redesigning the shape, height, and location of multiple bulkheads 70-72.

[0179] [ 0 0 7 2 ]

[0180] In addition to the multiple ribs 6 9, they are positioned at desired locations to maintain the strength of the collector tank 6 0, and there is flexibility in their shape, dimensions, location, and quantity.

[0181] [Explanation of symbols]

[0182] [ 0 0 7 3 ]

[0183] 1 vehicle

[0184] 1 2 Hydraulic control unit

[0185] 2. Brake System

[0186] 2 1 Brake pedal

[0187] 2 double power device

[0188] 2 3 Master Cylinder

[0189] 2 4 Remote Tank

[0190] 2 4 a cap

[0191] 2 4 b Connection port

[0192] 6. Collector Tank

[0193] 6 1 Upper body

[0194] 6 1 a Upper body 6 1 mating surface

[0195] 6 2 Lower body

[0196] 6 2 a Lower body 6 2 mating surface

[0197] 6 3 ports

[0198] 6 3 a Connecting passage

[0199] 6 3 b Primary concubine

[0200] 6 4 Port

[0201] 6 4 a Connecting passage

[0202] 6 4 b Secondary concubine

[0203] 6 5 Fastening part

[0204] 6 5 a Fastening pin insertion port 7 Connection port 8 Connection pipe ○ Partition wall

[0205] 1 Bulkhead

[0206] 2 Central partition wall 5 Liquid reservoir ○ Restraining member

Claims

[Document Name] Scope of Claim

1. A reservoir tank attached to a master cylinder (23) mounted on a vehicle (1), the reservoir tank comprising a liquid storage section (75) for storing working fluid inside, and ports (63, 64) connected to the master cylinder (23) located below, The interior is equipped with a suppression member (80) to suppress fluctuations in the liquid level of the working fluid. The suppression member (80) is positioned on the upper part of the partition wall (72) that divides the liquid reservoir (75) into multiple sections. When the vehicle (1) turns or travels on an inclined road including an uphill road, the liquid level of the working fluid fluctuates, causing the working fluid in the liquid reservoir (75) to be replaced by air interposed at the top of the reservoir tank, and this suppression member prevents the air from communicating with the ports (63, 64). A reservoir tank characterized by the following features.

2. The aforementioned restraining member (80) is a protruding portion that extends by a predetermined amount in the front-rear direction. The reservoir tank according to claim 1.

3. The shape of the protruding portion is such that it has an L-shaped plane, and its tip protrudes from at least one of the front, rear, left, or right sides of the vehicle (1). The reservoir tank according to feature 2.

4. The reservoir tank comprises a collector tank (60) connected to the master cylinder (23), and a remote tank (24) connected to the collector tank (60) by a connecting means (68) and positioned above the collector tank (60). A reservoir tank according to any one of claims 1 to 3.

5. The collector tank (60) consists of an upper body (61) and a lower body (62), and the restraining member (80) is integrally molded to the ceiling surface of the upper body (61). The reservoir tank according to feature 4.

6. The reservoir tank according to claim 4, wherein the connecting means (68) connects a connecting port (24b) extending downward from the lower surface of the remote tank (24) and a connecting port (67) extending upward from the upper surface of the collector tank (60) with a connecting pipe (68), and the suppressing member (80) is positioned near the inner opening of the connecting port (67) in the collector tank (60).

7. The collector tank (60) is formed by welding the upper body (61) and the lower body (62) together. The upper body (61) has the connection port (67) that extends upward from the top surface integrally molded therein. The lower body (62) is provided with the ports (63, 64) that connect to the master cylinder (23). The reservoir tank according to feature 5.

Images