JP2012106597A - Support structure of electric brake actuator, and fixed bracket for electric brake actuator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve improvement in assemblability while achieving a weight reduction.SOLUTION: The support structure of an electric brake actuator is configured as follows. The through-hole 117 is located at the lower side of an actuator housing 75 so as to penetrate through in a direction substantially orthogonal to the axis A of a cylinder body 82. The bolt 133 is penetrated through from one side along the through-hole. The screw part 133b of the bolt 133 penetrating through the through-hole 117 is fastened to a nut 143 on the other side. The motor cylinder device 16 is stably supported by 3 points comprising a first boss part 113a and a second boss part 113b provided at both ends along the axial line of the through-hole 117 on the right and left sides of the actuator housing 75 and a third boss part 113c on the lower part side of the actuator housing 75.

Description

  The present invention relates to a structure for supporting an electric brake actuator incorporated in a vehicle brake system and an electric brake actuator fixing bracket capable of fixing the electric brake actuator to another member, for example.

  2. Description of the Related Art Conventionally, a booster using a negative pressure booster or a hydraulic booster is known as an automobile brake mechanism. In recent years, an electric booster using an electric motor as a boost source has been disclosed as this type of booster (see, for example, Patent Document 1).

  The electric booster disclosed in Patent Document 1 includes a main piston that moves forward and backward by operating a brake pedal, a cylindrical booster piston that is externally fitted so as to be relatively displaceable with the main piston, and a forward and backward movement of the booster piston. It is configured as a single unit with an electric motor to be operated.

  In this case, the main piston and booster piston are used as master cylinder pistons, their front ends face the pressure chambers of the master cylinder, input thrust applied from the brake pedal to the main piston, and electric motors applied to the booster piston. The brake fluid pressure is generated in the master cylinder by the booster thrust.

JP 2010-23594 A

  However, in the electric booster disclosed in Patent Document 1, a hydraulic pressure generating mechanism that generates hydraulic pressure by the force input from the brake pedal, and a hydraulic pressure generation that generates hydraulic pressure by the force input from the electric motor. Since the mechanism is integrally formed, the entire apparatus tends to be enlarged. For this reason, it is necessary to take measures such as reinforcing the strength of the mounting portion on the vehicle body more than usual, and the weight of the entire device increases due to the reinforcement, and the assembling property may be deteriorated.

  The present invention has been made in view of the above points, and is a support structure for an electric brake actuator capable of achieving weight reduction and improving assembly by stably supporting with a simple structure. And it aims at providing the fixed bracket for electric brake actuators.

  In order to achieve the above object, the present invention provides a support structure for an electric brake actuator having a cylinder that generates a brake fluid pressure based on an electric signal corresponding to a brake operation. A through hole penetrating in a direction substantially orthogonal to the cylinder axis is formed, and the electric brake actuator body is supported by a fixing member penetrating the through hole.

  According to the present invention, the fixing member is penetrated from one side along the through-hole penetrating in the direction substantially orthogonal to the axis of the cylinder, and the fixing member penetrating the through-hole is fixed on the other side. The apparatus can be supported in a stable state. As a result, by stably supporting the electric brake actuator with a simple structure, it is possible to achieve weight reduction and improve the assemblability.

  According to the present invention, the fixing member is a bolt, and the bolt is provided with an elastic body that elastically supports the electric brake actuator main body.

  According to the present invention, since it is elastically supported by the elastic body provided on the bolt, vibration generated in the electric brake actuator is suppressed, and external force applied to the electric brake actuator from the outside is suppressed by the elasticity of the elastic body. It can buffer suitably by force.

  Furthermore, the present invention provides a first boss portion provided at one end portion along the axial direction of the through hole, a second boss portion provided at the other end portion along the axial direction of the through hole, and the through hole. And a third boss portion provided in a vertically downward direction perpendicular to the axis of the electric brake actuator body, wherein the electric brake actuator body is supported at three points by the first to third boss portions.

  According to the present invention, the electric brake actuator is stable at three points including the first boss portion and the second boss portion provided at both end portions along the axial direction of the through hole, and the third boss portion in the vertically downward direction. Can be supported. As a result, the displacement of the electric brake actuator can be suppressed.

  Furthermore, the present invention is an electric brake actuator fixing bracket for fixing an electric brake actuator provided with a cylinder for generating a brake fluid pressure based on an electric signal corresponding to a brake operation, the electric brake actuator Through the cylinder along the axial direction of the cylinder, and an insertion portion for restricting the displacement of the portion that has passed through, and a support portion that supports the substantially central portion of the electric brake actuator while being inserted along the axial direction of the cylinder. And a fixing portion that is fixed to the vehicle body.

  According to the present invention, the electric brake actuator is stably supported with a simple structure including the insertion portion through which a part of the electric brake actuator is inserted, the support portion that supports the center portion, and the fixing portion that is fixed to the vehicle body. be able to.

  According to the present invention, by providing stable support with a simple structure, an electric brake actuator support structure and an electric brake actuator fixing bracket capable of achieving weight reduction and improving assembly can be obtained. Can do.

1 is a schematic configuration diagram of a vehicle brake system in which a motor cylinder device according to an embodiment of the present invention is incorporated. It is a perspective view of the motor cylinder apparatus shown in FIG. It is a side view of the motor cylinder device. It is a disassembled perspective view of the motor cylinder device. It is a disassembled perspective view of the driving force transmission part which comprises the said motor cylinder apparatus. It is a disassembled perspective view of the cylinder mechanism which comprises the said motor cylinder apparatus. It is the perspective view which looked at the motor cylinder device from the lower side. It is a perspective view which shows the state which the said motor cylinder apparatus is fixed to a vehicle body frame via the fixing bracket supported at three points.

  Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. FIG. 1 is a schematic configuration diagram of a vehicle brake system in which a motor cylinder device according to an embodiment of the present invention is incorporated.

  The vehicle brake system 10 shown in FIG. 1 transmits a hydraulic signal to a by-wire type brake system that transmits an electrical signal to operate the brake for normal use and a fail-safe type for use. It is configured with both of the traditional hydraulic brake systems that actuate the brakes.

  Therefore, as shown in FIG. 1, the vehicle brake system 10 basically includes an input device 14 that inputs an operation when the brake pedal 12 is operated by an operator, and a motor that controls the brake hydraulic pressure. The cylinder device 16 and a vehicle stability assist device 18 (hereinafter referred to as VSA device 18; VSA; registered trademark) that supports stabilization of vehicle behavior are separately provided.

  These input device 14, motor cylinder device 16, and VSA device 18 are connected by, for example, a hydraulic path formed of a tube material such as a hose or a tube, and input as a by-wire type brake system. The device 14 and the motor cylinder device 16 are electrically connected by a harness (not shown).

  Among these, the hydraulic path will be described. The connection port 20a of the input device 14 and the connection point A1 are connected by the first piping tube 22a with reference to the connection point A1 in FIG. The output port 24a and the connection point A1 are connected by the second piping tube 22b, and the introduction port 26a of the VSA device 18 and the connection point A1 are connected by the third piping tube 22c.

  With reference to the other connection point A2 in FIG. 1, the other connection port 20b of the input device 14 and the connection point A2 are connected by the fourth piping tube 22d, and the other output port 24b of the motor cylinder device 16 The connection point A2 is connected by the fifth piping tube 22e, and the other introduction port 26b of the VSA device 18 and the connection point A2 are connected by the sixth piping tube 22f.

  The VSA device 18 is provided with a plurality of outlet ports 28a to 28d. The first outlet port 28a is connected to a wheel cylinder 32FR of the disc brake mechanism 30a provided on the right front wheel by a seventh piping tube 22g. The second outlet port 28b is connected to the wheel cylinder 32RL of the disc brake mechanism 30b provided on the left rear wheel by the eighth piping tube 22h. The third outlet port 28c is connected to the wheel cylinder 32RR of the disc brake mechanism 30c provided on the right rear wheel by the ninth piping tube 22i. The fourth outlet port 28d is connected to the wheel cylinder 32FL of the disc brake mechanism 30d provided on the left front wheel by the tenth piping tube 22j.

  In this case, the brake fluid is supplied to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the disc brake mechanisms 30a-30d by the piping tubes 22g-22j connected to the outlet ports 28a-28d, and the wheel cylinders 32FR, The wheel cylinders 32FR, 32RL, 32RR, and 32FL are operated by increasing the hydraulic pressure in the 32RL, 32RR, and 32FL, and corresponding wheels (right front wheel, left rear wheel, right rear wheel, left front wheel) A braking force is applied.

  The vehicle brake system 10 is provided so as to be mountable on various vehicles including, for example, an automobile driven only by an engine (internal combustion engine), a hybrid automobile, an electric automobile, and a fuel cell automobile.

  The input device 14 includes a tandem master cylinder 34 that can generate hydraulic pressure by operating the brake pedal 12 by a driver (operator), and a first reservoir 36 attached to the master cylinder 34. In the cylinder tube 38 of the master cylinder 34, two pistons 40a and 40b spaced apart from each other by a predetermined distance along the axial direction of the cylinder tube 38 are slidably disposed. One piston 40 a is disposed in the vicinity of the brake pedal 12, is connected to the brake pedal 12 via the push rod 42, and is directly moved. Further, the other piston 40b is arranged farther from the brake pedal 12 than the one piston 40a.

  A pair of piston packings 44a and 44b are mounted on the outer peripheral surfaces of the one and the other pistons 40a and 40b via annular step portions, respectively. Back chambers 48a and 48b communicating with supply ports 46a and 46b, which will be described later, are formed between the pair of piston packings 44a and 44b, respectively. A spring member 50a is disposed between the one and the other pistons 40a and 40b, and another spring member 50b is disposed between the other piston 40b and the side end of the cylinder tube 38. The

  The cylinder tube 38 of the master cylinder 34 is provided with two supply ports 46a and 46b, two relief ports 52a and 52b, and two output ports 54a and 54b. In this case, each supply port 46a (46b) and each relief port 52a (52b) are provided so as to join and communicate with a reservoir chamber (not shown) in the first reservoir 36, respectively.

  Further, in the cylinder tube 38 of the master cylinder 34, a first pressure chamber 56a and a second pressure chamber 56b for generating a brake fluid pressure corresponding to the depression force of the driver depressing the brake pedal 12 are provided. The first pressure chamber 56a is provided so as to communicate with the connection port 20a via the first hydraulic pressure path 58a, and the second pressure chamber 56b communicates with the other connection port 20b via the second hydraulic pressure path 58b. To be provided.

  A pressure sensor Pm is disposed between the master cylinder 34 and the connection port 20a upstream of the first hydraulic pressure path 58a, and a normally open type is provided downstream of the first hydraulic pressure path 58a. A first shut-off valve 60a composed of a (normally open type) solenoid valve is provided. The pressure sensor Pm detects the upstream hydraulic pressure on the master cylinder 34 side of the first shutoff valve 60a on the first hydraulic pressure path 58a.

  Between the master cylinder 34 and the other connection port 20b, on the upstream side of the second hydraulic pressure path 58b, a second shutoff valve 60b composed of a normally open type (normally open type) solenoid valve is provided. A pressure sensor Pp is provided on the downstream side of the second hydraulic pressure path 58b. The pressure sensor Pp detects the hydraulic pressure downstream of the wheel cylinders 32FR, 32RL, 32RR, and 32FL from the second shutoff valve 60b on the second hydraulic pressure path 58b.

  The normal open in the first shut-off valve 60a and the second shut-off valve 60b is a valve configured such that the normal position (the position of the valve body when not energized) is in the open position (normally open). Say. In FIG. 1, the first shut-off valve 60 a and the second shut-off valve 60 b respectively show valve closed states in which solenoids are energized and valve bodies (not shown) are activated.

  A branch hydraulic pressure path 58c branched from the second hydraulic pressure path 58b is provided in the second hydraulic pressure path 58b between the master cylinder 34 and the second shutoff valve 60b, and the branched hydraulic pressure path 58c includes A third shut-off valve 62 composed of a normally closed type (normally closed type) solenoid valve and a stroke simulator 64 are connected in series. The normal close in the third shut-off valve 62 refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the closed position (normally closed). In FIG. 1, the third shut-off valve 62 shows a valve open state in which a solenoid (not shown) is actuated by energizing a solenoid.

  The stroke simulator 64 is a device that generates a brake stroke and a reaction force at the time of by-wire control and makes the operator think as if a braking force is generated by a pedaling force. 58b on the master cylinder 34 side of the second shut-off valve 60b. The stroke simulator 64 is provided with a hydraulic pressure chamber 65 communicating with the branch hydraulic pressure path 58 c, and brake fluid (brake fluid) led out from the second pressure chamber 56 b of the master cylinder 34 through the hydraulic pressure chamber 65. ) Is provided so as to be absorbable.

  The stroke simulator 64 is a simulator that is urged by a first return spring 66a having a high spring constant, a second return spring 66b having a low spring constant, and the first and second return springs 66a and 66b arranged in series. A piston 68, the pedal reaction force increase gradient is set low when the brake pedal 12 is depressed, and the pedal reaction force is set high when the brake pedal 12 is depressed late, so that the pedal feeling of the brake pedal 12 is equivalent to that of the existing master cylinder. It is provided to become.

  The hydraulic pressure path is roughly divided into a first hydraulic pressure system 70a that connects the first pressure chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR and 32RL, a second pressure chamber 56b of the master cylinder 34, and a plurality of pressure cylinders. The second hydraulic system 70b is connected to the wheel cylinders 32RR and 32FL.

  The first hydraulic system 70a includes a first hydraulic path 58a that connects the output port 54a of the master cylinder 34 (cylinder tube 38) and the connection port 20a in the input device 14, and the connection port 20a of the input device 14 and the motor cylinder. Piping tubes 22a and 22b connecting the output port 24a of the device 16, piping tubes 22b and 22c connecting the output port 24a of the motor cylinder device 16 and the introduction port 26a of the VSA device 18, and a lead-out port of the VSA device 18 The pipe tubes 22g and 22h connect the wheel cylinders 32FR and 32RL to the wheel cylinders 32FR and 32RL, respectively.

  The second hydraulic system 70b includes a second hydraulic path 58b that connects the output port 54b of the master cylinder 34 (cylinder tube 38) in the input device 14 and the other connection port 20b, and another connection port of the input device 14. Piping tubes 22d and 22e that connect 20b and the output port 24b of the motor cylinder device 16, piping tubes 22e and 22f that connect the output port 24b of the motor cylinder device 16 and the introduction port 26b of the VSA device 18, and a VSA device 18 outlet ports 28c, 28d and pipe tubes 22i, 22j for connecting the wheel cylinders 32RR, 32FL, respectively.

  As a result, the hydraulic path is constituted by the first hydraulic system 70a and the second hydraulic system 70b, so that the wheel cylinders 32FR and 32RL and the wheel cylinders 32RR and 32FL are independently operated, Mutually independent braking forces can be generated.

  2 is a perspective view of the motor cylinder device shown in FIG. 1, FIG. 3 is a side view of the motor cylinder device, FIG. 4 is an exploded perspective view of the motor cylinder device, and FIG. 5 is a configuration of the motor cylinder device. FIG. 6 is an exploded perspective view of a cylinder mechanism constituting the motor cylinder device.

  As shown in FIG. 2, the motor cylinder device 16 that functions as an electric brake actuator includes an actuator mechanism 74 having an electric motor 72 and a driving force transmission unit 73, and a cylinder mechanism 76 biased by the actuator mechanism 74. . In this case, as shown in FIG. 4, the electric motor 72, the driving force transmission unit 73, and the cylinder mechanism 76 are provided to be separable.

  The driving force transmission unit 73 of the actuator mechanism 74 converts a gear mechanism (deceleration mechanism) 78 that transmits the rotational driving force of the electric motor 72 and converts this rotational driving force into linear motion (linear force in the linear direction). And a ball screw structure 80 that transmits to the slave pistons 88a and 88b described later.

  The electric motor 72 is driven and controlled based on a control signal (electric signal) from a control unit (not shown), for example, is a servo motor, and is disposed above the cylinder mechanism 74. By arranging and configuring in this way, it is possible to suitably avoid oil components such as grease in the driving force transmission unit 73 from entering the electric motor 72 due to gravity.

  The electric motor 72 includes a motor casing 72a formed in a bottomed cylindrical shape, and a base 72b that is integrally coupled to the motor casing 72a and to which a harness (not shown) is connected. The base portion 72b is formed with a plurality of insertion holes 77b through which the screw member 77a is inserted, and the electric motor 72 is fastened to the actuator housing 75 described later via the screw member 77a.

  The driving force transmission unit 73 has an actuator housing 75, and mechanical elements for driving force transmission such as a gear mechanism (deceleration mechanism) 78, a ball screw structure 80, and the like are accommodated in a space in the actuator housing 75. The As shown in FIG. 5, the actuator housing 75 includes a first body 75a disposed on the cylinder mechanism 76 side, and a second body 75b that closes the opening end of the first body 75a opposite to the cylinder mechanism 76. It is divided by. The actuator housing 75 and a cylinder body 82 to be described later constitute an electric brake actuator body.

  As shown in FIG. 4, a pair of screw holes 77c for attaching the electric motor 72 to the driving force transmitting portion 73 is provided on the upper side of the first body 75a, and the pair of screw members 77a are formed in the screw holes 77c. The electric motor 72 is fixed by fastening. Further, a flange portion 79 having a substantially rhombus shape is provided at an end portion of the first body 75a on the cylinder mechanism 76 side, and a substantially circular opening 79a and the cylinder mechanism 76 are attached to the flange portion 79. A pair of screw holes 81c is provided. In this case, a pair of screw members 81a penetrating through an insertion hole 81b of a flange portion 82a provided at the other end portion of a cylinder body 82 described later is screwed into the screw hole 81c, thereby driving the cylinder mechanism 76 and driving. The force transmission unit 73 is integrally coupled.

  As shown in FIG. 5, a gear mechanism 78 and a ball screw structure 80 are accommodated between the first body 75a and the second body 75b. The gear mechanism 78 includes a small-diameter pinion gear 78a (see FIG. 1) that is mounted on the output shaft of the electric motor 72, a small-diameter idle gear 78b that meshes with the pinion gear 78a, and a large-diameter that meshes with the idle gear 78b. Ring gear 78c.

  The ball screw structure 80 rolls along a ball screw shaft 80a whose one end is in contact with the first slave piston 88a of the cylinder mechanism 76 and a spiral screw groove formed on the outer peripheral surface of the ball screw shaft 80a. A plurality of balls 80b (see FIG. 1), a substantially cylindrical nut member 80c fitted into the ring gear 78c, rotated integrally with the ring gear 78c, and screwed into the ball 80b, and the nut A pair of ball bearings 80d that rotatably support one end side and the other end side of the member 80c in the axial direction are provided. The nut member 80c is, for example, press-fitted and fixed to the inner diameter surface of the ring gear 78c.

  By configuring the driving force transmitting portion 73 in this way, after the rotational driving force of the electric motor 72 transmitted via the gear mechanism 78 is input to the nut member 80c, the driving force transmitting portion 73 is linearly moved by the ball screw structure 80. The axial force (linear motion) of the ball screw shaft 80a is moved back and forth along the axial direction.

  The first body 75a and the second body 75b constituting the actuator housing 75 are integrally coupled via four bolts 83a and are separable from each other. The first body 75a is formed with an insertion hole 83b through which the four bolts 83a are inserted, and the second body 75b is a screw hole into which a screw portion of the bolt 83a is screwed into a position corresponding to the insertion hole 83b. 83c is formed.

  In this case, the first body 75a and the second body 75b are integrally fastened by screwing the bolt 83a penetrating the insertion hole 83b of the first body 75a into the screw hole 83c of the second body 75b. A circular recess 85b is provided on the upper side of the second body 75b, and a bearing 85a that rotatably supports the tip of the output shaft of the electric motor 72 is attached to the circular recess 85b.

  In the present embodiment, the actuator housing 75 is divided into a first body 75a and a second body 75b with a plane substantially perpendicular to the axis A of the cylinder body 82 of the cylinder mechanism 76 as a split plane (see FIG. 4). The fastening direction of the plurality of bolts 83a is parallel to the axis A of the cylinder body 82, and the assembly work can be easily performed.

  The cylinder mechanism (cylinder) 76 has a bottomed cylindrical cylinder body 82 and a second reservoir 84 attached to the cylinder body 82. The second reservoir 84 is connected to the first reservoir 36 attached to the master cylinder 34 of the input device 14 by a piping tube 86, and the brake fluid stored in the first reservoir 36 is passed through the piping tube 86 to the second reservoir 84. 84 is provided so as to be supplied in the inside.

  As shown in FIGS. 1 and 6, a first slave piston (piston) 88 a and a second slave piston (piston) 88 b that are spaced apart from each other by a predetermined distance along the axial direction of the cylinder body 82 slide in the cylinder body 82. Arranged freely. The first slave piston 88a is disposed close to the ball screw structure 80 side, abuts against one end of the ball screw shaft 80a through the hole 89, and is integrated with the ball screw shaft 80a by the arrow X1 or X2. Displace in the direction. Further, the second slave piston 88b is arranged farther from the ball screw structure 80 side than the first slave piston 88a.

  A pair of slave piston packings 90a and 90b are mounted on the outer peripheral surfaces of the first and second slave pistons 88a and 88b via annular stepped portions, respectively. Between the pair of slave piston packings 90a and 90b, there are formed a first back chamber 94a and a second back chamber 94b respectively communicating with reservoir ports 92a and 92b described later (see FIG. 1). Further, a first return spring 96a is disposed between the first and second slave pistons 88a and 88b, and between the second slave piston 88b and the side end (bottom wall) of the cylinder body 82, A second return spring 96b is provided.

  The cylinder body 82 of the cylinder mechanism 76 is provided with two reservoir ports 92a and 92b and two output ports 24a and 24b. In this case, the reservoir port 92a (92b) is provided so as to communicate with a reservoir chamber (not shown) in the second reservoir 84.

  Further, in the cylinder body 82, a first hydraulic pressure chamber 98a for controlling the brake hydraulic pressure output from the output port 24a to the wheel cylinders 32FR and 32RL side, and the other output port 24b to the wheel cylinders 32RR and 32FL side. A second hydraulic pressure chamber 98b for controlling the output brake hydraulic pressure is provided.

  Between the first slave piston 88a and the second slave piston 88b, a bolt shape that regulates the maximum stroke (maximum displacement distance) and the minimum stroke (minimum displacement distance) of the first slave piston 88a and the second slave piston 88b. The second slave piston 88b is engaged with a through-hole 91 that penetrates in a direction substantially perpendicular to the axis of the second slave piston 88b, and the second slave piston 88b slides. A stopper pin 102 that restricts the moving range and prevents an overreturn to the first slave piston 88a side is provided, and in particular, at the time of backup when braking with the brake hydraulic pressure generated in the master cylinder 34, When one system fails, the other system is prevented from failing.

  As shown in FIG. 6, a piston guide 103 that is locked via a circlip (not shown) is attached to the opening of the cylinder body 82. The piston guide 103 is formed with a through hole 103a through which the first piston 88a can be inserted through a clearance. By sliding the rod portion of the first piston 88a along the through hole 103, a ball screw shaft is formed. The first piston 88a in contact with one end of 80a can be guided linearly. Further, the coupling piston 105 is connected to the second piston 88b, and the coupling piston 105 is provided with an engagement hole (not shown) that engages the head portion 100a of the regulating means 100 formed in a bolt shape.

  FIG. 7 is a perspective view of the motor cylinder device as viewed from below, and FIG. 8 is a perspective view showing a state in which the motor cylinder device is fixed to a vehicle body frame via a fixing bracket supported at three points. .

  As shown in FIG. 7, on the lower side of the actuator housing 75 (first body 75a), there is provided a mount portion 111 that supports the motor cylinder device 16 and is attached to, for example, a vehicle body frame. The mount portion 111 is positioned on the left side when viewed from the second body 75b side, and is positioned on the right side when viewed from the second body 75b side, and a first boss portion 113a protruding in a direction substantially orthogonal to the axis A of the cylinder body 82. And a second boss portion 113b protruding in the opposite direction to the first boss portion 113a, and a cylindrical third boss portion 113c protruding downward as viewed from the second body 75b side.

  A circular stepped hole 115 is formed at the opening of the first boss 113a and the second boss 113b provided on the left and right sides of the first body 75a. On the side, through-holes 117 that penetrate each other in a direction substantially orthogonal to the axis A of the cylinder body 82 are formed. In this case, a support mechanism 119 shown in FIG. 8 is disposed in the stepped hole portion 115 and the through hole 117.

  In other words, the first boss portion 113a is located at one end portion along the axial direction of the through-hole 117, the second boss portion 113b is located at the other end portion along the axial direction of the through-hole 117, and the third The boss portion 113c is provided so as to be positioned on the vertically lower side substantially orthogonal to the axis of the through hole 117. A bottomed hole 121 is formed in the third boss 113c. The first boss portion 113a, the second boss portion 113b, and the third boss portion 113c are integrally formed with the first body 75a, for example, by die casting using a light metal material such as an aluminum alloy.

  As shown in FIG. 8, the motor cylinder device 16 is attached to a vehicle body such as a front side frame 125 via a support mechanism 119 and a fixing bracket (an electric brake actuator fixing bracket) 123. The motor cylinder device 16 is disposed on the lower side of a dashboard (not shown) that divides a power plant room in which a vehicle drive device such as an engine and a travel motor is housed and a cabin in the vehicle through a fixed bracket 123. It is also possible to fix.

First, the support mechanism 119 will be described in detail, and then the fixing bracket 123 will be described.
As shown in FIG. 8, the support mechanism 119 includes a single collar member 127 made of a hollow cylinder and inserted into the center of the through hole 117, and positions at both end portions along the axial direction of the collar member 127. Then, a pair of elastic bodies 129 made of an annular body such as rubber attached to the stepped hole portions 115 of the first boss portion 113a and the second boss portion 113b, and a shaft attached to the hole portion 129a of the elastic body 129 A pair of locking members 131 in which a portion 131a and a flange 131b are integrally formed, and a hole 131c penetrating along the axis is formed in the shaft 131a, and one side that is substantially orthogonal to the axis A of the cylinder body 82 Inserted into the through hole 117 and penetrates the one locking member 131, the one elastic body 129, the collar member 127, the other elastic body 129, and the other locking member 131, respectively. And a single bolt (fixing member) 133.

  The bolt 133 has a long shaft body 133a, a head portion 133c having a threaded portion 133b at one end along the axial direction of the shaft body 133a and a washer engaged at the other end portion. Is provided.

  The fixing bracket 123 has a U-shaped vertical cross section, a pair of side plates 123a and 123b that support the first boss portion 113a and the second boss portion 113b of the motor cylinder device 16 from the left and right lateral directions, and rubber or the like. A bottom plate 123c having a protrusion 135 that is fitted with the elastic body 129 and is fitted into the hole 121 of the third boss portion 113c, and a support that supports the motor cylinder device 16 by being connected to the pair of side plates 123a and 123b and the bottom plate 123c. Plate 123d.

  Further, the fixing bracket 123 includes a connecting plate 137 fastened to the upper surface portion of the support plate 123d via a screw member 137 screwed into a screw hole 135 formed on the upper surface, and a bent portion bent in a substantially L shape. And a fixing plate 139 that fixes the fixing bracket 123 by being welded to the side surface of the front side frame 125.

  A substantially U-shaped groove portion 141 is formed on one side plate 123 a located on one side, and the shaft body 133 a of the bolt 133 is held by being locked by the groove portion 141. The other side plate 123b is provided with a nut 143 that is welded and fixed, and a threaded portion 133b of a bolt 133 that passes through the insertion hole 145 is screwed into the nut 143.

  The motor cylinder device 16 (cylindrical portion 75c of the second body 75b) is inserted in the central portion of the support plate 123d along the axial direction of the cylinder body 82, and functions as an insertion portion that regulates the displacement of the passage portion. A shape hole 147 is formed. The support plate 123d functions as a support portion that supports a part of the motor cylinder device 16 in a state of being inserted along the axial direction of the cylinder body 82. Furthermore, the fixing plate 139 welded to the front side frame 125 constituting the vehicle body functions as a fixing portion.

  In this case, a predetermined clearance is formed between the circular hole portion 147 and the cylindrical portion 75c of the second body 75b, and a large load is applied to the motor cylinder device 16 for some reason. When the device 16 is excessively displaced, the clearance is zero, and the cylindrical portion 75c of the second body 75b and the circular hole portion 147 are in contact with each other.

  When mounting, first, the fixing plate 139 is welded to the side surface of the front side frame 125 to fix the fixing bracket 123 to the front side frame 125, and then the cylindrical portion 75c of the motor cylinder device 16 is inserted into the circular hole portion 147. The protrusion 135 is inserted into the hole 121 of the third boss 113c via the elastic body 129. Further, a bolt 133 is inserted along a through hole 117 formed on the lower side of the actuator housing 75 via a groove portion 141 of one bracket 123a located on one side, and is disposed inside the through hole 117. The locking member 131, the one elastic body 129, the collar member 127, the other elastic body 129, and the other locking member 131 are passed through, and then the threaded portion 133b of the bolt 133 is fixed to the other side plate 123b. The nut 143 is fastened.

  As a result, in this embodiment, the motor cylinder device 16 has three points including the first boss portion 113a and the second boss portion 113b on the left and right sides of the actuator housing 75 and the third boss portion 113c on the lower side of the actuator housing 75. Stable support.

  At that time, the elastic body 129 mounted in the stepped hole 115 of the first boss 113a, the elastic body 129 mounted in the stepped hole 115 of the second boss 113b, and the third boss 113c. Therefore, vibration generated by the electric motor 72 and the like of the motor cylinder device 16 is suppressed and applied to the motor cylinder device 16 from the outside. The external force is buffered by the elastic force of the elastic body 129, and the displacement of the motor cylinder device 16 is suppressed.

  The motor cylinder device 16 is attached to the fixing bracket 123 in advance, the bolt 133 is fastened through the through hole 117, and then the fixing bracket 123 to which the motor cylinder device 16 is attached is attached to the front side frame 125. You may do it.

  Returning to FIG. 1, the VSA device 18 is a well-known one and includes a first hydraulic system 70 a connected to the disc brake mechanisms 30 a and 30 b (the wheel cylinder 32 FR and the wheel cylinder 32 RL) of the right front wheel and the left rear wheel. A first brake system 110a to be controlled, and a second brake system 110b to control a second hydraulic system 70b connected to the disc brake mechanisms 30c and 30d (the wheel cylinder 32RR and the wheel cylinder 32FL) of the right rear wheel and the left front wheel. Have

  The first brake system 110a is composed of a hydraulic system connected to a disc brake mechanism provided on the left front wheel and the right front wheel, and the second brake system 110b is a disc provided on the left rear wheel and the right rear wheel. A hydraulic system connected to the brake mechanism may be used. Further, the first brake system 110a is composed of a hydraulic system connected to a disc brake mechanism provided on the right front wheel and the right rear wheel on one side of the vehicle body, and the second brake system 110b is composed of a left front wheel and a left rear wheel on the vehicle body side. A hydraulic system connected to a disc brake mechanism provided on the wheel may be used.

  Since the first brake system 110a and the second brake system 110b have the same structure, the corresponding parts in the first brake system 110a and the second brake system 110b are assigned the same reference numerals, and The description of the second brake system 110b will be added in parentheses with a focus on the description of the first brake system 110a.

  The first brake system 110a (second brake system 110b) has a first common hydraulic pressure path 112 and a second common hydraulic pressure path 114 that are common to the wheel cylinders 32FR, 32RL (32RR, 32FL). The VSA device 18 includes a regulator valve 116 formed of a normally open type solenoid valve disposed between the introduction port 26a and the first common hydraulic pressure path 112, and arranged in parallel with the regulator valve 116 from the introduction port 26a side. A first check valve 118 that permits the flow of brake fluid to the first common hydraulic pressure passage 112 side (blocks the flow of brake fluid from the first common hydraulic pressure passage 112 side to the introduction port 26a side); A first in-valve 120 composed of a normally open type solenoid valve disposed between the common hydraulic pressure path 112 and the first outlet port 28a, and a first inlet valve 120 disposed in parallel with the first inlet valve 120 from the first outlet port 28a side. Allow the brake fluid to flow to the first common hydraulic pressure path 112 side (from the first common hydraulic pressure path 112 side to the first outlet port A second in-valve comprising a second check valve 122 (which prevents the flow of brake fluid to the 8a side) and a normally open type solenoid valve disposed between the first common hydraulic pressure passage 112 and the second outlet port 28b. 124 and the second inlet valve 124 are arranged in parallel to allow the brake fluid to flow from the second lead-out port 28b side to the first common hydraulic pressure path 112 side (second lead-out from the first common hydraulic pressure path 112 side). And a third check valve 126 for inhibiting the flow of brake fluid to the port 28b side.

  Further, the VSA device 18 includes a first out valve 128 including a normally closed solenoid valve disposed between the first outlet port 28a and the second common hydraulic pressure path 114, a second outlet port 28b, and a second outlet port 28b. A second out valve 130 composed of a normally closed solenoid valve disposed between the common hydraulic pressure path 114, a reservoir 132 connected to the second common hydraulic pressure path 114, and a first common hydraulic pressure path 112; It is arranged between the second common hydraulic pressure path 114 and allows the brake fluid to flow from the second common hydraulic pressure path 114 side to the first common hydraulic pressure path 112 side (from the first common hydraulic pressure path 112 side). The fourth check valve 134 (which prevents the flow of brake fluid to the second common hydraulic pressure path 114 side) is disposed between the fourth check valve 134 and the first common hydraulic pressure path 112, and the second common hydraulic pressure path 112 is disposed. A pump 136 that supplies brake fluid from the hydraulic pressure path 114 side to the first common hydraulic pressure path 112 side, an intake valve 138 and a discharge valve 140 provided before and after the pump 136, and a motor M that drives the pump 136, And a suction valve 142 disposed between the second common hydraulic pressure path 114 and the introduction port 26a.

  In the first brake system 110a, the brake output from the output port 24a of the motor cylinder device 16 and controlled by the first hydraulic chamber 98a of the motor cylinder device 16 is provided on the hydraulic pressure path close to the introduction port 26a. A pressure sensor Ph for detecting the hydraulic pressure is provided. Detection signals detected by the pressure sensors Pm, Pp, and Ph are introduced into control means (not shown). The VSA device 18 includes ABS control in addition to VSA control.

  The vehicle brake system 10 incorporating the motor cylinder device 16 according to the present embodiment is basically configured as described above. Next, the function and effect will be described.

  When the vehicle brake system 10 functions normally, the first shut-off valve 60a and the second shut-off valve 60b, which are normally open type solenoid valves, are energized by energization to be closed, and the normal close type solenoid valve is used. The third shut-off valve 62 is excited by energization to enter a valve open state. Accordingly, since the first hydraulic pressure system 70a and the second hydraulic pressure system 70b are blocked by the first cutoff valve 60a and the second cutoff valve 60b, the brake hydraulic pressure generated in the master cylinder 34 of the input device 14 is applied to the disc brake. There is no transmission to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the mechanisms 30a-30d.

  At this time, the brake hydraulic pressure generated in the second pressure chamber 56b of the master cylinder 34 is transmitted to the hydraulic pressure chamber 65 of the stroke simulator 64 via the branch hydraulic pressure path 58c and the third shut-off valve 62 in the valve open state. Is done. The simulator piston 68 is displaced against the spring force of the spring members 66a and 66b by the brake hydraulic pressure supplied to the hydraulic pressure chamber 65, so that the stroke of the brake pedal 12 is allowed and a pseudo pedal reaction is achieved. A force is generated and applied to the brake pedal 12. As a result, it is possible to obtain a brake feeling that is comfortable for the driver.

  In such a system state, when not shown, the control means (not shown) drives the electric motor 72 of the motor cylinder device 16 to urge the actuator mechanism 74 and detect the first return spring 96a. And the 1st slave piston 88a and the 2nd slave piston 88b are displaced toward the arrow X1 direction in FIG. 1 against the spring force of the 2nd return spring 96b. Due to the displacement of the first slave piston 88a and the second slave piston 88b, the brake fluid in the first fluid pressure chamber 98a and the second fluid pressure chamber 98b is pressurized so as to be balanced to generate a desired brake fluid pressure.

  The brake hydraulic pressure in the first hydraulic pressure chamber 98a and the second hydraulic pressure chamber 98b in the motor cylinder device 16 is supplied to the disc brake mechanism 30a via the first and second inlet valves 120 and 124 in the valve open state of the VSA device 18. To 30d wheel cylinders 32FR, 32RL, 32RR, 32FL, and the wheel cylinders 32FR, 32RL, 32RR, 32FL are actuated to apply a desired braking force to each wheel.

  In other words, in the vehicle brake system 10 according to the present embodiment, the driver operates the brake pedal 12 when the motor cylinder device 16 that functions as a power hydraulic pressure source, the ECU (not shown) that performs by-wire control, and the like are operable. The first shut-off valve 60a and the second shut-off valve communicate with the master cylinder 34 that generates brake fluid pressure by stepping on and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) that brake each wheel. A so-called brake-by-wire brake system is activated in which the disc brake mechanisms 30a to 30d are operated with the brake fluid pressure generated by the motor cylinder device 16 in the state of being interrupted at 60b. For this reason, in this embodiment, for example, it can be suitably applied to a vehicle such as an electric vehicle that does not have negative pressure due to an internal combustion engine that has been used for a long time.

  On the other hand, when the motor cylinder device 16 or the like becomes inoperable, the first cutoff valve 60a and the second cutoff valve 60b are opened, and the third cutoff valve 62 is closed so that the master cylinder 34 The generated brake fluid pressure is transmitted to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL), and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) are operated. The so-called traditional hydraulic brake system becomes active.

  In the present embodiment, the bolt 133 is penetrated from one side along the through hole 117 that is located on the lower side of the actuator housing 75 and penetrates in a direction substantially orthogonal to the axis A of the cylinder body 82, and penetrates the through hole 117. By fastening the threaded portion 133b of the bolt 133 to the nut 143 on the other side, the motor cylinder device 16 can be supported in a stable state. As a result, in this embodiment, by supporting stably with a simple structure, weight reduction can be achieved and assemblability can be improved.

  The head 133c of the bolt 133 that has passed through the through hole 117 of the actuator housing 75 is locked by a groove 141 formed in one side plate 123a of the fixed bracket 123, and the threaded portion 133b of the bolt 133 is fixed to the fixed bracket 123. The other side plate 123b is fastened to a nut 143 fixed thereto.

  In this case, since the bolt 133 is inserted into the through hole 117 of the actuator housing 75 from only one direction, it is only necessary to secure one side (one side) assembly space and maintenance space. Maintenance work can be performed efficiently.

  In this embodiment, since the elastic body 129 is attached to both end portions along the axial direction of the bolt 133 passing through the through hole 117, the motor cylinder device 16 can be elastically supported by the elastic body 129. . Therefore, vibration generated in the motor cylinder device 16 itself can be suitably suppressed by the elastic body 129, and an external force applied from the outside can be suitably buffered by the elastic force of the elastic body 129. As a result, in the present embodiment, the displacement of the motor cylinder device 16 can be suppressed by stably supporting with a simple structure.

  Further, in the present embodiment, the motor cylinder device 16 includes a first boss portion 113 a and a second boss portion 113 b provided at both end portions along the axial direction of the through hole 117 on the left and right sides of the actuator housing 75, and the actuator housing 75. Can be stably supported at three points formed by the third boss portion 113c on the lower side.

10 Brake system for vehicle 16 Motor cylinder device (electric brake actuator)
72 Electric motor 75 Actuator housing (Electric brake actuator body)
76 Cylinder mechanism (cylinder)
82 Cylinder body (electric brake actuator body)
88a, 88b Slave piston (piston)
98a, 98b Hydraulic chamber 113a-113c 1st-3rd boss | hub part 117 Through-hole 123 Fixing bracket (fixing bracket for electric brake actuators)
129 Elastic body 133 Bolt (fixing member)

Claims (4)

A support structure for an electric brake actuator having a cylinder for generating a brake fluid pressure based on an electric signal corresponding to a brake operation,
The electric brake actuator main body is formed with a through hole penetrating in a direction substantially perpendicular to the axis of the cylinder,
The electric brake actuator support structure, wherein the electric brake actuator body is supported by a fixing member passing through the through hole.   2. The electric brake actuator support structure according to claim 1, wherein the fixing member includes a bolt, and the bolt is provided with an elastic body that elastically supports the electric brake actuator main body.   A first boss portion provided at one end portion along the axial direction of the through hole, a second boss portion provided at the other end portion along the axial direction of the through hole, and a perpendicular perpendicular to the axis line of the through hole. A third boss portion provided in a downward direction is provided, and the electric brake actuator main body is supported at three points by the first to third boss portions. Support structure for electric brake actuator. An electric brake actuator fixing bracket for fixing an electric brake actuator provided with a cylinder for generating a brake fluid pressure based on an electric signal corresponding to a brake operation,
An insertion portion that passes through the electric brake actuator along the axial direction of the cylinder and restricts displacement of a portion that has passed through;
A support portion that supports a substantially central portion of the electric brake actuator in a state of being inserted along the axial direction of the cylinder;
A fixed part that is fixed to the vehicle body, and
A fixing bracket for an electric brake actuator, comprising:

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