JP2006272983A - Brake control system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control system for a vehicle capable of releasing a brake working state without driving a motor. <P>SOLUTION: This brake control system 10 for the vehicle to transmit torque of the electric motor 31 to a thrust conversion mechanism 33 through a speed reducer 32 furnished with a self-locking mechanism, to convert the torque to a pressurizing force by the thrust conversion mechanism 33 and to actuate a brake mechanism 22 by this pressurizing force is constituted so that the thrust conversion mechanism 33 can be actuated by reaction force from the side of the brake mechanism 22. This brake control system 10 for the vehicle is constituted by interposing a clutch part 15 free to manually release connection of the speed reducer 32 and the thrust conversion mechanism 33 between the speed reducer 32 and the thrust conversion mechanism 33. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle brake device, and more particularly to a vehicle brake device that operates a brake mechanism by transmitting a rotational force of a motor to a speed reducer and a thrust conversion mechanism.

Among vehicle brake devices, there is an electrically driven brake device in which a brake piston is operated by a driving force of an electric motor, and a brake pad is pressed against a disc rotor by the brake piston (see, for example, Patent Document 1).
JP-A-11-321599

According to the vehicle brake device of Patent Document 1, the electric motor is driven, the rotational force of the electric motor is transmitted to the thrust conversion mechanism via the reduction gear, and the rotational force is converted into the axial thrust force by the thrust conversion mechanism. To do.
The brake piston is operated by this thrust force, and the brake pad is pressed against the disc rotor by the pressing force of the brake piston. The braking force is applied to the wheels by pressing the brake pads against the disc rotor.

In many cases, this vehicle brake device is also used as a parking brake. Here, when the vehicle brake device is used as a parking brake and the vehicle is stopped for a long period of time, for example, the battery may spontaneously discharge, and the electric motor may not be driven.
For this reason, there is a demand for practical application of a vehicle brake device that can release the brake operation state even if the electric motor cannot be driven.

  It is an object of the present invention to provide a vehicular brake device that can release a brake operation state without driving a motor.

  The invention according to claim 1 is configured such that the rotational force of the motor is transmitted to the thrust conversion mechanism via the reduction gear, the rotational force is converted into a pressing force by the thrust conversion mechanism, and the brake mechanism is operated by the pressing force. The speed reducer includes a self-locking function that maintains a locked state so that the rotational force that is applied is not transmitted to the motor side when the rotational force is applied from the thrust conversion mechanism side. When a reaction force is applied from the brake mechanism side, a vehicular brake device having a function operable by the applied reaction force is provided between the reduction device and the thrust conversion mechanism, and between the reduction device and the thrust conversion mechanism. It is characterized in that a clutch portion that can be released by human power is interposed.

A clutch portion is interposed between the speed reducer and the thrust conversion mechanism, and the clutch portion is operated by human power so that the connection between the speed reducer and the thrust conversion mechanism can be released.
This thrust conversion mechanism is a mechanism that can be operated by a pressing force from the brake mechanism side.
Therefore, when the connection between the reduction gear and the thrust conversion mechanism is released in the brake operating state, the thrust conversion mechanism is operated by the reaction force from the brake mechanism.
By operating the thrust conversion mechanism, it is possible to remove the pressing force from the thrust conversion mechanism and release the brake operation state.

  The term “can be released by human power” as used herein includes not only a person who directly operates a clutch but also a person who operates a tool equipped with a power source and operates the clutch with the tool.

  In the invention which concerns on Claim 1, there exists an advantage that a brake operation state can be cancelled | released, without driving a motor by operating a clutch part manually.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a schematic view showing a vehicle brake device according to the present invention.
The vehicle brake device 10 includes a disc brake 11, a brake pedal 12 for operating the disc brake 11, a pedal stroke sensor 13 for detecting a stroke of the brake pedal 12, and a disc brake based on a stroke signal from the pedal stroke sensor 13. 11, a control unit 14 that sends an operation signal to 11, a clutch unit 15 built in the disc brake 11, and a clutch operation unit 16 that operates the clutch unit 15.

  The disc brake 11 has a caliper body 24 disposed on the outer peripheral side of the disc rotor 21, and supports the caliper body 24 to a caliper bracket (not shown) so as to be slidable in the horizontal direction, and is attached to the vehicle body via the caliper bracket. The caliper bracket slidably supports the inner pad 25 and the outer pad 26 in the horizontal direction, and a brake piston 27 that presses the inner pad 25 is built in the caliper body 24, and an operating mechanism 28 that operates the brake piston 27 is provided.

Here, the caliper body 24, the brake piston 27, the inner pad 25, and the outer pad 26 constitute the brake mechanism 22.
The disc rotor 21 is a member that is coaxially attached to a vehicle wheel (not shown) and rotates integrally with the wheel.
The inner pad 25 is obtained by fixing the inner friction pad to the inner back metal.
The outer pad 26 is obtained by fixing an outer friction pad to an outer back metal.

  The actuating mechanism 28 is provided with an electric motor (motor) 31 on the caliper body 24, a reduction gear 32 is connected to the electric motor 31, a thrust conversion mechanism 33 is connected to the reduction gear 32, and the thrust conversion mechanism 33 is connected to a brake piston. 27 is connected.

  The speed reducer 32 is provided with a worm 35 on a drive shaft 31a of an electric motor 31, a worm wheel 36 is engaged with the worm 35, a worm wheel 36 is provided on a shaft 37, and the shaft 37 is rotatable by a pair of bearings 38 and 38. It is what supported.

The speed reducer 32 has a self-locking function by engaging the worm wheel 36 with the worm 35.
The self-locking function is a function that keeps the locked state so that when the rotational force is applied to the shaft 37 from the thrust conversion mechanism 33 side, the applied rotational force is not transmitted to the electric motor 31 side.

The thrust conversion mechanism 33 is configured such that a nut member 41 is integrally provided in the brake piston 27 and a screw shaft 42 is rotatably provided on the nut member 41.
A screw shaft 42 is rotatably supported by a bearing 44, and a flange 42b is formed on the screw shaft 42.
By disposing the thrust bearing 43 between the flange 42 b and the caliper body 24, the screw shaft 42 is prevented from moving in the axial direction toward the shaft 37.

According to the thrust conversion mechanism 33, the nut member 41 moves forward in a direction approaching the tip of the screw shaft 42 by the right rotation of the screw shaft 42.
As a result, the brake piston 27 moves integrally with the nut member 41, and the inner pad 25 is pressed toward the disc rotor 21 by the brake piston 27.

On the other hand, when the screw shaft 42 rotates counterclockwise, the nut member 41 moves backward in a direction away from the tip of the screw shaft 42.
Thereby, the brake piston 27 moves integrally with the nut member 41, and the pressing force to the inner pad 25 by the brake piston 27 is released.

The thrust conversion mechanism 33 has a function that can be operated by the reaction force F1 that is applied when the reaction force F1 is applied to the nut member 41 from the brake piston 27 of the brake mechanism 22.
With this function, when the reaction force F1 is applied from the brake piston 27 to the nut member 41, the screw shaft 42 can be rotated counterclockwise by the applied reaction force F1.

  Here, the reaction force F <b> 1 is a force due to a reaction that acts on the inner pad 25 and the brake piston 27 from the disk rotor 21 when the inner pad 25 is pressed against the disk rotor 21 by the brake piston 27.

The disc brake 11 includes a clutch portion 15. The clutch unit 15 is interposed between the speed reducer 32 and the thrust conversion mechanism 33.
The clutch unit 15 is a member that can keep the reduction gear 32 and the thrust conversion mechanism 33 connected in a normal state and can release the connection between the reduction gear 32 and the thrust conversion mechanism 33 by human power.

According to the vehicle brake device 10, when the brake pedal 12 is depressed and moved as indicated by an arrow A, the stroke of the brake pedal 12 is detected by the pedal stroke sensor 13 and the detected signal is transmitted to the control unit 14.
The control unit 14 transmits a drive signal to the electric motor 31 based on the stroke signal from the pedal stroke sensor 13.

When the electric motor 31 is driven, the rotation of the drive shaft 31 a is transmitted to the worm 35 of the speed reducer 32.
The rotation of the worm 35 is transmitted to the worm wheel 36, and the rotation of the worm wheel 36 is transmitted to the shaft 37. The rotation transmitted to the shaft 37 is transmitted to the screw shaft 42 of the thrust conversion mechanism 33 via the clutch portion 15.

When the screw shaft 42 rotates to the right, the nut member 41 moves forward. As the nut member 41 moves forward, the brake pad 27 presses the inner pad 25 as shown by an arrow B.
By pressing the inner pad 25 against the disk rotor 21, the caliper body 24 moves as indicated by an arrow C, and presses the outer pad 26 against the disk rotor 21.

  That is, the vehicle brake device 10 transmits the rotational force of the electric motor 31 to the thrust conversion mechanism 33 via the speed reducer 32, and the thrust conversion mechanism 33 converts the rotational force into thrust force (that is, pressing force). The brake mechanism 22 is configured to operate with this pressing force.

The clutch unit 15 is operated by a clutch operation unit 16. The clutch operation unit 16 is configured such that the clutch unit 15 is connected to a lever 46 via an operation cable 45, the lever 46 is connected to a vehicle body 48 via a support shaft 47, and an operation lever 49 is connected to the support shaft 47. .
The operation cable 45 attaches the base end portion 51 a of the outer cable 51 to the vehicle body 48 via the attachment bracket 53, and attaches the distal end portion 51 b of the outer cable 51 to the vehicle body 48 via the attachment bracket 54.

The inner cable 55 is slidably accommodated in the outer cable 51, the base end portion 55a of the inner cable 55 is protruded from the base end portion 51a of the outer cable 51, and the front end portion of the inner cable 55 is extended from the front end portion 51b of the outer cable 51. Project 55b.
The proximal end portion 55 a of the inner cable 55 is connected to the clutch portion 15, and the distal end portion 55 b of the inner cable 55 is connected to the lever 46.

According to the clutch operation unit 16, the lever 46 is swung as indicated by an arrow E about the support shaft 47 by manipulating the operation lever 49 with the support shaft 47 as an axis, as indicated by an arrow D.
By moving the inner cable 55 with the lever 46 as shown by the arrow F and operating the clutch portion 15, the connection between the reduction gear 32 and the thrust conversion mechanism 33 is released.

FIG. 2 is a sectional view showing a clutch portion of the vehicle brake device according to the present invention, and FIG. 3 is an exploded perspective view showing the clutch portion of the vehicle brake device according to the present invention.
The clutch portion 15 has a first storage recess 61 formed at the end 42 a of the screw shaft 42, a second storage recess 62 formed at the end 37 a of the shaft 37, and the second storage recess 62 as the first storage recess 61. A storage space 63 is formed by the storage recesses 61 and 62 facing each other.

The lever 46 can be disposed at an appropriate position in the passenger compartment, and is preferably disposed at a position where the vehicle driver can operate while sitting in the driver's seat.
At this time, the lever 46 is operated in the event of a failure in which the electric motor 31 cannot be electrically driven (failure of the battery or the control unit 14), and therefore, in the console box between the driver seat and the passenger seat or in the instrument panel It is preferable to dispose it at a position that does not interfere with normal driving operations such as the lower surface of the vehicle (position on the driver's knee) and is difficult to see.
This improves the layout and design of the passenger compartment, and also helps prevent erroneous cancellation.

  Further, the clutch portion 15 communicates with the second housing recess 62 to form a cylinder 65 in the shaft 37, a lock member 66 is slidably disposed in the cylinder 65, and the tip end portion of the lock member 66 is tapered. By forming the taper surface 66a, the protrusion 66b protrudes from the tip of the taper surface 66a, the taper surface 66a and the protrusion 66b are disposed in the storage space 63, and four spherical bodies 68 are formed on the outer peripheral side of the taper surface 66a. Are arranged at regular intervals (that is, at intervals of 90 degrees).

  The inner surface forming the first storage recess 61 is formed on the inclined surface 72 so that the diameter gradually increases toward the edge of the screw shaft 42, and the four first cutouts 73 are equally spaced (ie, 90). Formed at intervals of degrees).

The inner surface forming the second recess 62 is formed on the inclined surface 76 so that the diameter gradually increases toward the end edge of the shaft 37, and the four second notches 77 are equally spaced (that is, 90 degrees). (Interval).
The first and second notches 73... 77 are formed in a substantially U shape.

  When the second storage recess 62 faces the first storage recess 61, the first and second cutouts 73, 77,. The spheres 68 are arranged in alignment with the first and second cutouts 73, 77, respectively.

Each sphere 68 is supported by the first and second cutouts 73, 77, and so on by being supported by the tapered surface 66a and the protrusion 66b of the lock member 66.
The lock member 66 is formed in a circular cross section, the tip end portion is a tapered surface 66a, the projection 66b protrudes from the tip end of the taper surface 66a, and the small diameter portion 66c is formed at the base end portion.

In addition, in the clutch portion 15, a connecting rod 81 is coaxially connected to the small diameter portion 66 c of the lock member 66, and a compression spring 82 is provided between the lock member 66 and the bottom portion 66 a of the cylinder 65. ing.
The compression spring 82 is a member for pushing the lock member 66 toward the storage space 63.

  According to the clutch portion 15, the lock member 66 is pushed out toward the storage space 63 by the spring force of the compression spring 82, thereby pushing out the spheres 68.

The spherical bodies 68... Pushed out are pressed against the inclined surface 72 of the first recess 61 and the inclined surface 76 of the second recess 62.
Therefore, the shaft 37 and the screw shaft 42 are connected by the spheres 68.
Thereby, the rotation of the shaft 37 can be transmitted to the screw shaft 42 via the spheres 68.

An enlarged diameter portion 81a is formed in a disc shape at the end of the connecting rod 81, and a fitting portion 55c of the inner cable 55 is rotatably connected to the enlarged diameter portion 81a.
The fitting portion 55 c is formed at the proximal end portion 55 a of the inner cable 55. Therefore, the base end portion 55 a of the inner cable 55 is rotatably connected to the enlarged diameter portion 81 a of the connecting rod 81.
Accordingly, even if the lock member 66 rotates, the rotation of the connecting rod 81 is prevented from being transmitted to the inner cable 55.

By pulling the inner cable 55 as indicated by an arrow F, the lock member 66 is moved backward as indicated by an arrow G against the spring force of the compression spring 82.
When the lock member 66 moves backward as indicated by an arrow G, the spherical bodies 68 move radially inward.

  As a result, the spheres 68 are separated from the inclined surface 72 of the first storage recess 61 and the inclined surface 76 of the second storage recess 62, and the shaft 37 and the screw shaft 42 are connected, that is, the speed reducer 32 and the thrust conversion mechanism 33. Is disconnected.

Next, the effect | action of the vehicle brake device 10 is demonstrated based on FIGS.
First, an example in which the vehicle brake device 10 is operated with a brake pedal will be described with reference to FIG.
4 (a) and 4 (b) are diagrams illustrating an example in which the vehicle brake device according to the present invention is operated with a brake pedal.
In (a), when the brake pedal 12 is depressed, a pedaling force is applied to the brake pedal 12, and the brake pedal 12 moves as indicated by an arrow A.
The movement stroke of the brake pedal 12 is detected by a pedal stroke sensor 13. The detected signal is transmitted to the control unit 14, and a drive signal is transmitted from the control unit 14 to the electric motor 31.

  The drive shaft 31a of the electric motor 31 rotates in the forward direction, and the rotation of the drive shaft 31a is transmitted to the shaft 37 via the speed reducer 32. The rotation transmitted to the shaft 37 is transmitted to the screw shaft 42 of the thrust conversion mechanism 33 via the clutch portion 15.

  When the screw shaft 42 rotates clockwise as indicated by an arrow, the nut member 41 moves forward toward the tip of the screw shaft 42. The brake piston 27 moves integrally with the nut member 41, and the inner pad 25 is pressed by the brake piston 27 as indicated by an arrow B.

By pressing the inner pad 25 against the disk rotor 21, the caliper body 24 moves as indicated by an arrow C, and presses the outer pad 26 against the disk rotor 21.
Thus, the braking force acts on the wheels by pressing the inner pad 25 and the outer pad 26 against both sides of the disc rotor 21.

In (b), by releasing the pedaling force on the brake pedal 12, the brake pedal 12 returns to the state before the brake is applied as indicated by the arrow H by the spring force of the return spring 84.
The stroke of the brake pedal 12 is detected by a pedal stroke sensor 13.
The detected signal is transmitted to the control unit 14, and a drive signal is transmitted from the control unit 14 to the electric motor 31.

  The drive shaft 31 a of the electric motor 31 is reversed, and the rotation of the drive shaft 31 a is transmitted to the shaft 37 via the speed reducer 32. The rotation transmitted to the shaft 37 is transmitted to the screw shaft 42 of the thrust conversion mechanism 33 via the clutch portion 15.

As the screw shaft 42 rotates counterclockwise as indicated by an arrow, the nut member 41 moves backward in a direction away from the tip of the screw shaft 42.
The brake piston 27 moves integrally with the nut member 41, and the pressing force applied to the inner pad 25 by the brake piston 27 is released.

As a result, the inner pad 25 is separated from the disk rotor 21 as indicated by the arrow I, and the caliper body 24 is returned to the original position as indicated by the arrow J and the outer pad 26 is separated from the disk rotor 21.
As described above, the inner pad 25 and the outer pad 26 are separated from both sides of the disc rotor 21, so that the braking force acting on the wheels is released.

Next, the example which cancels | releases the brake operating state of the vehicle brake device 10 by human power is demonstrated based on FIGS.
FIGS. 5A and 5B are diagrams illustrating an example in which the clutch portion of the vehicle brake device according to the present invention is in a released state.
In (a), when the operating lever 49 is operated manually by the support shaft 47 as shown by the arrow D, the lever 46 swings about the support shaft 47 as shown by the E arrow.
By pulling the inner cable 55 with the lever 46, the connecting rod 81 is pulled with the inner cable 55 as shown by an arrow.

In (b), by pulling the connecting rod 81 as shown by the arrow, the lock member 66 moves backward as shown by the arrow G against the spring force of the compression spring 82.
As the lock member 66 moves backward, the spheres 68 move radially inward.

Therefore, the spheres 68 are separated from the inclined surface 72 of the first storage recess 61 and the inclined surface 76 of the second storage recess 62 to release the connected state of the clutch portion 15.
Thereby, the connection between the shaft 37 and the screw shaft 42, that is, the connection between the speed reducer 32 and the thrust conversion mechanism 33 is released.

FIGS. 6A and 6B are diagrams illustrating an example in which the brake operating state of the vehicle brake device according to the present invention is released manually.
In (a), in the brake operation state, reaction forces F1 and F2 of the braking force are applied from the disk rotor 21 to the inner pad 25 and the outer pad 26, respectively.
In addition, the sealing material 86 in the piston cylinder 85 is elastically deformed outward.

If the connection between the reduction gear 32 and the thrust conversion mechanism 33 is released in this state, the screw shaft 42 rotates counterclockwise as indicated by the arrow by the reaction force F1 and the restoring force of the seal material 86.
As the screw shaft 42 rotates counterclockwise, the nut member 41 and the brake piston 27 move as indicated by an arrow K.

When the nut member 41 and the brake piston 27 move as indicated by the arrow K, the inner pad 25 is separated from the disc rotor 21.
As the inner pad 25 moves away from the disk rotor 21, the caliper body 24 returns to the original position as indicated by the arrow L by the reaction force F <b> 2 and the outer pad 26 moves away from the disk rotor 21.

  In (b), when the inner pad 25 and the outer pad 26 are separated from both sides of the disk rotor 21, the braking force acting on the wheels is released.

As described above, in the vehicle brake device 10 according to the present invention, the clutch portion 15 is interposed between the speed reducer 32 and the thrust conversion mechanism 33, and the clutch portion 15 is operated manually to reduce the speed reducer 32. And the thrust conversion mechanism 33 can be disconnected.
The thrust conversion mechanism 33 is a mechanism that can be operated by a pressing force from the brake mechanism 22 side.

Therefore, when the connection between the reduction gear 32 and the thrust conversion mechanism 33 is released in the brake operation state, the thrust conversion mechanism 33 is operated by the reaction force from the brake mechanism 22.
By operating the thrust conversion mechanism 33, it is possible to remove the pressing force from the thrust conversion mechanism 33 and release the brake operation state.

FIGS. 7A and 7B are diagrams illustrating an example in which the clutch portion of the vehicle brake device according to the present invention is returned to the connected state.
In (a), when the operating lever 49 is operated manually with the support shaft 47 as an axis as indicated by an arrow M, the lever 46 swings as indicated by an arrow N with the support shaft 47 as an axis.
The inner cable 55 is pulled as indicated by an arrow O by the spring force of the compression spring 82, and the lock member 66 moves forward as indicated by an arrow P.

In (b), when the lock member 66 moves forward as indicated by an arrow P, the spherical bodies 68 are pushed outward in the radial direction by the tapered surface 66a of the lock member 66.
The spherical bodies 68... Pushed out are pressed against the inclined surface 72 of the first recess 61 and the inclined surface 76 of the second recess 62.

Therefore, the shaft 37 and the screw shaft 42 are coupled by the spheres 68, and the clutch portion 15 is in a connected state.
Thus, the rotation of the shaft 37 can be transmitted to the screw shaft 42 via the spheres 68.

Returning to (a), the spheres 68... Press the inclined surface 72 of the first housing recess 61, whereby a force for moving forward on the screw shaft 42 acts.
However, the spring force of the compression spring 82 is divided by the inclined surface 72 into a radial component force and an axial component force. The axial component force is a force that causes the screw shaft 42 to move forward.

For this reason, the screw shaft 42 does not rotate even if a force that moves forward to the screw shaft 42 is applied by the spring force of the compression spring 82.
Therefore, when the clutch portion 15 is in the connected state, the brake piston 27 is kept stationary and the inner pad 25 is not pressed by the brake piston 27.

In the above-described embodiment, the lever 46 is disposed in the vehicle interior, but may be disposed in the engine room or the trunk room (loading room).
In particular, when the brake device using the electric motor 31 of the present invention is applied to the rear wheel brake exclusively for the parking brake (in this case, the service brake uses a conventional hydraulic brake for the front and rear wheels), The lever 46 may be disposed in the trunk room (loading room).
Thereby, the overall length of the cable can be shortened in addition to the improvement in layout and design and prevention of erroneous release.

  Moreover, in the said embodiment, although formed about the example which formed the 1st, 2nd notch 73 ..., 77 ... in the substantially U shape, it is not restricted to this, For example, the 1st, 2nd notch It is also possible to form 73..., 77.

  Further, in the above-described embodiment, the example in which the four spheres 68 of the clutch unit 15 are provided has been described. However, the present invention is not limited to this, and for example, the number of the spheres 68 can be appropriately changed to three. It is.

  Further, in the above-described embodiment, the example using the spheres 68 as the clutch part 15 has been described as an example. It is also possible to form the respective meshing teeth with 42a, maintain the meshed state of each meshing tooth in a normal state, and release the meshing of each meshing tooth manually.

  Furthermore, in the above-described embodiment, an example in which the operating lever 49 is operated manually to release the brake operating state has been described. However, the present invention is not limited to this. For example, the operating lever 49 is manually operated downward. It is also possible to configure to release the brake operating state.

  In the above-described embodiment, the example in which the vehicle brake device 10 is applied to the disc brake 11 has been described. However, the present invention is not limited to this example. For example, the vehicle brake device 10 can be applied to a drum brake. is there.

  The present invention is suitable for application to a vehicle brake device that operates a brake mechanism by transmitting the rotational force of a motor to a reduction gear and a thrust conversion mechanism.

It is the schematic which shows the brake device for vehicles which concerns on this invention. It is sectional drawing which shows the clutch part of the brake device for vehicles which concerns on this invention. It is a disassembled perspective view which shows the clutch part of the brake device for vehicles which concerns on this invention. It is a figure explaining the example which operates the brake device for vehicles concerning the present invention with a brake pedal. It is a figure explaining the example which makes the clutch part of the brake device for vehicles concerning the present invention a release state. It is a figure explaining the example which cancels | releases the brake operation state of the brake device for vehicles which concerns on this invention by human power. It is a figure explaining the example which returns the clutch part of the brake device for vehicles concerning the present invention to a connection state.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle brake device, 15 ... Clutch part, 22 ... Brake mechanism, 31 ... Electric motor (motor), 32 ... Reduction gear, 33 ... Thrust conversion mechanism

Claims (1)

The rotational force of the motor is transmitted to the thrust conversion mechanism via the speed reducer, the rotational force is converted into pressing force by this thrust conversion mechanism, and the brake mechanism is operated by this pressing force,
The speed reducer has a self-locking function that keeps the locked state so that when the rotational force is applied from the thrust conversion mechanism side, the applied rotational force is not transmitted to the motor side,
The thrust conversion mechanism is a vehicle brake device having a function capable of being operated by a reaction force applied when a reaction force is applied from the brake mechanism side.
A vehicle brake device characterized in that a clutch portion capable of releasing the connection between the speed reducer and the thrust conversion mechanism by human power is interposed between the speed reducer and the thrust conversion mechanism.

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