JP2012106648A - Vehicle brake system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle brake system that can be arranged in a power plant storage chamber in a space-efficient manner.SOLUTION: The vehicle brake system is separately provided with: an input device 14 to which brake operation by an operator is inputted; and a motor cylinder device 16 for generating brake fluid pressure by driving a fluid-pressure control piston, stored in a cylinder body 82, by an electric motor 72 at least corresponding to the brake operation. At least a part of the motor cylinder device 16 is arranged closer to the side of a cabin 3 than to a dashboard 3a partitioning a power plant storage chamber 2a from the cabin 3.

Description

  The present invention relates to a vehicle brake system including an electric brake actuator that generates a brake fluid pressure by a rotational driving force of an electric motor when a brake operation unit is operated.

2. Description of the Related Art A vehicle brake system including a booster for boosting a pedaling force when a brake pedal is depressed is widely known. For example, Patent Literature 1 discloses an electric brake actuator using an electric motor as a booster source ( An electric booster is disclosed.
The electric brake actuator disclosed in Patent Document 1 uses a shaft member that moves forward and backward by operation of a brake pedal as a main piston, and a cylindrical member that is externally mounted on the shaft member (main piston) as a booster piston. ) And a thrust applied from the brake pedal and a thrust applied to the tubular member (booster booster piston) by an electric motor to generate a brake fluid pressure and boost the pedaling force.

JP 2010-23594 A

  By the way, the electric brake actuator disclosed in Patent Document 1 is an integrated type in which an electric motor is incorporated in a cylinder main body (housing) that houses a main piston and a booster piston, and thus the cylinder main body is enlarged. Therefore, when the vehicle brake system is stored in the power plant storage room for storing the power plant, a large space for arranging the electric brake actuator is required, and there is a problem that the space efficiency is lowered.

  Then, this invention makes it a subject to provide the brake system for vehicles which can be efficiently arrange | positioned in the storage chamber of a vehicle power unit.

  In order to solve the above problems, the present invention provides an input device to which an operator's brake operation is input and a hydraulic pressure control piston housed in a cylinder body by driving an electric motor at least in accordance with the brake operation. The vehicle brake system includes a separate electric brake actuator that generates pressure. And at least one part of the said electric brake actuator is arrange | positioned in the said vehicle compartment side rather than the partition which partitions off the storage chamber and vehicle compartment of a vehicle power unit.

According to the present invention, at least a part of the electric brake actuator constituting the vehicular brake system can be disposed on the vehicle compartment side from the partition wall between the storage compartment of the vehicle power unit and the vehicle compartment.
Therefore, the area occupied by the electric brake actuator in the storage chamber of the vehicle power device can be reduced, and the space efficiency in the storage chamber when the vehicle brake system is arranged in the storage chamber of the vehicle power device can be improved.

  The present invention also provides an actuator that houses the electric motor, a gear mechanism that transmits a rotational driving force of the electric motor, and a ball screw structure that converts the rotational driving force transmitted through the gear mechanism into a linear motion. A housing is disposed in the vehicle compartment, and the cylinder body is disposed in the storage chamber.

  According to the present invention, the electric motor and the actuator housing that houses the gear mechanism and the ball screw structure can be disposed in the vehicle compartment, and the area occupied by the electric brake actuator in the storage chamber of the vehicle power unit can be reduced.

  Further, the present invention is configured such that the actuator housing and the cylinder body can be divided with a plane substantially orthogonal to the axis of the cylinder body as a dividing surface, and the actuator housing and the cylinder body are connected with the partition wall interposed therebetween. It is characterized by that.

  According to the present invention, the actuator housing and the cylinder body can be disposed on both sides of the partition wall so that the actuator housing can be disposed in the vehicle compartment. And an actuator housing and a cylinder main body can be supported simply, without using special attachment members, such as a bracket, for example.

  Further, the present invention is characterized in that a cover member that covers the electric motor and the actuator housing from the side of the vehicle compartment is provided.

  According to the present invention, the electric motor and the actuator housing disposed in the passenger compartment can be covered with the cover member. And it can reduce that the noise and vibration which generate | occur | produce by the drive of an electric motor are propagated to a vehicle interior.

  ADVANTAGE OF THE INVENTION According to this invention, the brake system for vehicles which can be efficiently arrange | positioned in the storage chamber of a vehicle motive power apparatus can be provided.

It is a lineblock diagram of the brake system for vehicles concerning this embodiment. It is a perspective view which shows the state by which the electric motor and actuator housing of a motor cylinder apparatus are arrange | positioned at a cabin. It is a top view which shows the state by which the electric motor and actuator housing of a motor cylinder apparatus are arrange | positioned at a cabin. It is a disassembled perspective view of a motor cylinder apparatus. (A) is a side view showing a state where a cylinder body and an actuator housing sandwich a dashboard, and (b) is a cross-sectional view showing a state where a cover member covering the electric motor and the actuator housing is attached. It is a partially broken figure which shows the motor cylinder apparatus arrange | positioned by the center tunnel. It is a figure which shows the motor cylinder apparatus fixed to the frame member. It is a perspective view which shows the motor cylinder apparatus arrange | positioned at the rear part of a vehicle.

  Hereinafter, 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 according to an embodiment of the present invention.

  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 a brake operation unit such as the brake pedal 12 is operated by an operator, and a brake fluid. An electric brake actuator (motor cylinder device 16) that controls (generates) pressure and a vehicle behavior stabilization device 18 (hereinafter referred to as VSA (vehicle stability assist) device 18) that supports the stabilization of vehicle behavior. ) As a separate body.

  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. 1 (slightly below the center). The output port 24a of the motor cylinder device 16 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 can be mounted on various vehicles including, for example, an automobile driven by only an engine (internal combustion engine), a hybrid automobile, an electric automobile, and a fuel cell automobile.
Further, the vehicle brake system 10 can be mounted on vehicles of all drive types without limiting the drive format such as front wheel drive, rear wheel drive, and four wheel drive.

  The input device 14 includes a tandem master cylinder 34 that can generate hydraulic pressure by operating the brake pedal 12 by an 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 close to the brake pedal 12 and is connected to the brake pedal 12 via a push rod 42. 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 piston packings 44 a and 44 b may be configured to be attached to the inner wall of the cylinder tube 38.

  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 operator 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 a closed state in which a solenoid (not shown) is actuated by energizing a solenoid.

  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 applies a stroke and a reaction force to the operation of the brake pedal 12 at the time of by-wire control, and makes the operator feel as if a braking force is generated by a pedaling force. Yes, on the second hydraulic pressure path 58b and on the master cylinder 34 side of the second shutoff 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 of the brake pedal 12 is set to be low when the brake pedal 12 is depressed, and the pedal reaction force of the brake pedal 12 is set high when the brake pedal 12 is depressed late. It is provided to be equivalent to the pedal feeling when the stepping operation is performed.

  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.

  The motor cylinder device 16 includes an actuator mechanism 74 including an electric motor 72 and a cylinder mechanism 76 biased by the actuator mechanism 74.

The actuator mechanism 74 is provided on the output shaft 72 b side of the electric motor 72, and a gear mechanism (deceleration mechanism) 78 that transmits a rotational driving force of the electric motor 72 through meshing of a plurality of gears. The ball screw structure 80 includes a ball screw shaft 80a and a ball 80b that move forward and backward along the axial direction when the rotational driving force is transmitted.
In the present embodiment, the ball screw structure 80 is a mechanism for converting the rotational driving force of the electric motor 72 into a linear motion (advance / retreat operation), and is housed in the actuator housing 172 together with the gear mechanism 78.

  The cylinder mechanism 76 includes a substantially 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. Note that the piping tube 86 may be provided with a tank for storing brake fluid.

In the cylinder body 82, a first slave piston 88a and a second slave piston 88b that are spaced apart from each other by a predetermined distance along the axial direction of the cylinder body 82 are slidably disposed. The first slave piston 88a is disposed in the vicinity of the ball screw structure 80, contacts the one end of the ball screw shaft 80a, and is displaced in the direction of the arrow X1 or X2 integrally with the ball screw shaft 80a. Further, the second slave piston 88b is arranged farther from the ball screw structure 80 side than the first slave piston 88a.
In the present embodiment, the first slave piston 88a and the second slave piston 88b constitute the hydraulic pressure control piston described in the claims.

Further, the electric motor 72 in the present embodiment is configured to be covered with a motor casing 72a formed separately from the cylinder body 82, and the output shaft 72b slides between the first slave piston 88a and the second slave piston 88b. It arrange | positions so that it may become substantially parallel to (axial direction). That is, the electric motor 72 is arranged so that the axial direction of the output shaft 72b is substantially parallel to the axial direction of the hydraulic pressure control piston.
The rotational drive of the output shaft 72b is transmitted to the ball screw structure 80 via the gear mechanism 78.

The gear mechanism 78 is, for example, a third gear 78a that is attached to the output shaft 72b of the electric motor 72 and a ball 80b that moves the ball screw shaft 80a back and forth in the axial direction about the axis of the ball screw shaft 80a. The gear 78c is composed of three gears, a second gear 78b that transmits the rotation of the first gear 78a to the third gear 78c, and the third gear 78c rotates around the axis of the ball screw shaft 80a. Therefore, the rotation shaft of the third gear 78c is the ball screw shaft 80a, which is substantially parallel to the sliding direction (axial direction) of the hydraulic pressure control piston (the first slave piston 88a and the second slave piston 88b).
As described above, since the output shaft 72b of the electric motor 72 and the axial direction of the hydraulic pressure control piston are substantially parallel, the output shaft 72b of the electric motor 72 and the rotation shaft of the third gear 78c are substantially parallel.
When the rotation shaft of the second gear 78b is configured to be substantially parallel to the output shaft 72b of the electric motor 72, the output shaft 72b of the electric motor 72, the rotation shaft of the second gear 78b, and the rotation shaft of the third gear 78c. Are arranged substantially in parallel.

  And according to such a structure, the electric motor 72 can be arrange | positioned in the position rotated arbitrarily centering | focusing on the axis line of the 1st slave piston 88a and the 2nd slave piston 88b.

  A pair of slave piston packings 90a and 90b are attached to the outer peripheral surfaces of the first and second slave pistons 88a and 88b via annular step portions, respectively. A first back chamber 94a and a second back chamber 94b are formed between the pair of slave piston packings 90a and 90b, respectively, and communicate with reservoir ports 92a and 92b described later. A first return spring 96a is disposed between the first and second slave pistons 88a and 88b, and a second return spring is provided between the second slave piston 88b and the side end of the cylinder body 82. 96b is disposed.

  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.

  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 are regulated between the first slave piston 88a and the second slave piston 88b. A regulating means 100 is provided. Further, the second slave piston 88b is provided with a stopper pin 102 that restricts the sliding range of the second slave piston 88b and prevents an overreturn to the first slave piston 88a side. At the time of backup in which braking is performed by the cylinder 34, when one system fails, the other system can be prevented from failing.

  The VSA device 18 is a well-known one, and a first brake system that controls a first hydraulic system 70a connected to disc brake mechanisms 30a, 30b (wheel cylinder 32FR, wheel cylinder 32RL) of the right front wheel and the left rear wheel. 110a and a second brake system 110b for controlling the 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. 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 right rear wheel and the left 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 can also control ABS (anti-lock brake system) in addition to VSA control.
Further, instead of the VSA device 18, a configuration in which an ABS device having only an ABS function is connected may be employed.
The vehicle brake system 10 according to the present embodiment is basically configured as described above. Next, the operation 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 to be closed, and the first shut-off valve 60a, which is a normally closed type solenoid valve. The three shut-off valve 62 is excited and the valve is opened. 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 operator.

  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.

Specifically, the control means (not shown) calculates the depression operation amount of the brake pedal 12 according to the detection value of the pressure sensor Pm, and causes the motor cylinder device 16 to generate the brake hydraulic pressure corresponding to the depression operation amount.
Then, the brake fluid pressure generated in the motor cylinder device 16 is supplied to the VSA device 18 from the introduction ports 26a and 26b. That is, the motor cylinder device 16 drives the first slave piston 88a and the second slave piston 88b with the rotational driving force of the electric motor 72 that is rotationally driven by an electric signal when the brake pedal 12 is operated, This is a device that generates a brake fluid pressure according to an operation amount and supplies the brake fluid pressure to the VSA device 18.
Moreover, the electrical signal in this embodiment is a control signal for controlling the electric power which drives the electric motor 72, and the electric motor 72, for example.

  The control means (not shown) does not limit the means for calculating the depression amount of the brake pedal 12 from the detection value of the pressure sensor Pm. For example, the relationship between the detection value of the pressure sensor Pm and the depression operation amount of the brake pedal 12 is expressed. With reference to the map shown, it may be configured to calculate the depression operation amount of the brake pedal 12 according to the detection value of the pressure sensor Pm. Such a map is preferably set in advance by experimental measurement or the like at the time of design.

  The operation amount detection means for detecting the depression operation amount of the brake pedal 12 is not limited to the pressure sensor Pm, and may be a sensor (stroke sensor or the like) that detects the stroke amount of the brake pedal 12, for example. .

  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 operator can operate the brake pedal when the motor cylinder device 16 that functions as a power hydraulic pressure source and the control means (not shown) that performs by-wire control are operable. 12, the communication between the master cylinder 34 that generates brake fluid pressure and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) that brake each wheel is communicated with the first cutoff valve 60a and the second cutoff valve. A so-called brake-by-wire brake system 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 where the valve 60b is shut off is activated. 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 brake generated by the master cylinder 34 with the first shut-off valve 60a and the second shut-off valve 60b opened and the third shut-off valve 62 closed respectively. The hydraulic pressure is transmitted to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) to operate the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL). The hydraulic brake system is activated.

  For example, a hybrid vehicle or an electric vehicle including a traveling motor (traveling motor) can include a regenerative brake that generates a braking force by regenerative power generation using the traveling motor. When the brake pedal 12 is operated, when the braking force is generated by the regenerative braking in addition to the braking force generated by the disc brake mechanisms 30a to 30d, the first pressure chamber 56a and the second pressure chamber 56a of the master cylinder 34 are generated. When the wheel cylinders 32FR, 32RL, 32RR, and 32FL are operated with the brake fluid pressure generated in the pressure chamber 56b, the braking force generated by the regenerative brake becomes an excessive braking force, which is larger than the braking force that the operator wants to generate. Will occur.

  In order to avoid such a state, the control means (not shown) has a motor cylinder device that generates a suitable braking force by combining the braking force generated by the disc brake mechanisms 30a to 30d and the braking force generated by the regenerative brake. Preferably, the brake fluid pressure is generated at 16. A suitable braking force can be generated by providing the vehicle brake system 10 controlled by the control means as described above in a hybrid vehicle or an electric vehicle.

  When the vehicle brake system 10 configured as described above is mounted on a vehicle, for example, as illustrated in FIGS. 2 and 3, the input device 14, the motor cylinder device 16, and the VSA device 18 are configured separately. The power plant 2 of the vehicle 1 is stored in a properly dispersed state in a power plant storage chamber 2a in which the power plant 2 is stored, and is attached thereto. The power plant 2 is a vehicle power device that generates power for driving the vehicle 1, and includes an internal combustion engine, a traveling motor provided in an electric vehicle, an integrated unit of an internal combustion engine and a traveling motor provided in a hybrid vehicle, and the like. .

The power plant storage room 2a is formed, for example, in front of the vehicle 1 by being partitioned by a compartment (cabin 3) in which an operator and other occupants reside, and a partition wall. The power plant 2, the vehicle brake system 10 (input device) 14, motor cylinder device 16, VSA device 18), and auxiliary equipment (not shown) are accommodated.
A partition partitioning the power plant storage chamber 2a and the cabin 3 can be provided as a part of the dashboard. In the present embodiment, the partition is described as the dashboard 3a.
Reference numeral 7 denotes a front side member that extends in the front-rear direction on the left and right sides of the vehicle 1.

  Note that each of the front, rear, up, down, left and right directions indicates front, rear, top, bottom, left and right in the vehicle 1. For example, the vertical direction (the vehicle vertical direction) is the vertical direction of the vehicle 1 on the horizontal plane, and the horizontal direction is the horizontal direction when the front is viewed from the rear of the vehicle 1.

  For example, the power plant 2 is disposed between the left and right front side members 7 in the power plant storage chamber 2a, and is supported by a vibration isolation support device 8 fixed to a subframe (not shown).

  In this embodiment, the input device 14, the motor cylinder device 16, and the VSA device 18 that are configured separately are stored in the power plant storage chamber 2 a, and at least a part of the motor cylinder device 16 is disposed in the cabin 3. The configuration is as follows.

  As shown in FIG. 4, the motor cylinder device 16 according to the present embodiment includes an actuator housing 172 that houses a gear mechanism 78 (see FIG. 1) and a ball screw structure 80 (see FIG. 1) and a cylinder body 82. A surface that is substantially orthogonal to the axis of the main body 82 is configured to be split as a split surface. The motor cylinder device 16 is configured by connecting a cylinder body 82 to an actuator housing 172 and further attaching an electric motor 72.

  As shown in FIG. 4, the cylinder body 82 according to the present embodiment is coupled to the front of the actuator housing 172. Specifically, the actuator housing 172 has an opening 172a from which the ball screw shaft 80a protrudes forward, and the cylinder body 82 includes a first slave piston 88a (see FIG. 1) and a second slave piston. A cavity (not shown) in which 88b (see FIG. 1) slides is connected to the front of the actuator housing 172 so as to communicate with the opening 172a.

For example, the actuator housing 172 has a configuration in which the periphery of the opening 172a extends in the left-right direction to form a flange portion 175, and for example, two screw holes 176 are opened in the flange portion 175.
On the other hand, the end of the cylinder body 82 on the actuator housing 172 side also extends in the left-right direction to form a flange portion 82a. A cylinder mounting hole 82b is formed in the flange portion 82a at a position corresponding to the screw hole 176 of the actuator housing 172. The structure is open.
Then, the flange portion 82a of the cylinder body 82 and the flange portion 175 of the actuator housing 172 are arranged to face each other, and a fastening member 202 such as a bolt is screwed into the screw hole 176 from the cylinder body 82 side through the cylinder mounting hole 82b. Thus, the cylinder body 82 is fastened and fixed to the actuator housing 172.

  Thus, the cylinder body 82 is connected to the actuator housing 172 from the front, and the ball screw shaft 80a protruding from the opening 172a abuts on the first slave piston 88a (see FIG. 1) inside the cylinder body 82.

  In addition, the electric motor 72 has an output shaft 72b above the cylinder body 82 and the axial direction of the first slave piston 88a (see FIG. 1) and the second slave piston 88b (see FIG. 1), that is, the cylinder. It is attached to the actuator housing 172 so as to be parallel to the axial direction of the main body 82.

For example, the second gear 78b (see FIG. 1) is disposed above the third gear 78c (see FIG. 1), and the actuator housing 172 extends upward to accommodate the third gear 78c and the second gear 78b. Is done. Furthermore, the actuator housing 172 has a first gear chamber (not shown) in which the first gear 78a is accommodated so as to be able to mesh with the second gear 78b, and is located above the second gear 78b in a state where the rear is opened.
The electric motor 72 is attached to the actuator housing 172 from the rear so that the first gear 78a (see FIG. 1) attached to the output shaft 72b is housed in a first gear chamber (not shown) and meshes with the second gear 78b. It is done.

The structure in which the electric motor 72 is attached to the actuator housing 172 is not limited.
For example, the motor casing 72a has a configuration in which an end portion on the actuator housing 172 side extends to the periphery to form a flange portion 161, and a motor mounting hole 162 through which a fastening member 201 such as a bolt passes is opened in the flange portion 161. To do.
Further, the actuator housing 172 has a configuration in which a screw hole 174 is opened at a position corresponding to the motor mounting hole 162.

  In the electric motor 72, the output shaft 72b to which the first gear 78a (see FIG. 1) is attached is substantially parallel to the axial direction of the cylinder body 82, and the first gear 78a is not shown in the first gear chamber. Is attached to the actuator housing 172 from the rear (the side opposite to the side to which the cylinder body 82 is connected) so as to be engaged with the second gear 78b (see FIG. 1). Further, the fastening member 201 is screwed into the screw hole 174 through the motor mounting hole 162 from the electric motor 72 side, and the motor casing 72a is fastened and fixed to the actuator housing 172.

  With this configuration, the cylinder body 82 and the electric motor 72 are arranged on opposite sides of the actuator housing 172. That is, the cylinder body 82 is disposed in front of the actuator housing 172, and the electric motor 72 is disposed behind the actuator housing 172.

  In the present embodiment, as shown in FIGS. 2 and 3, the cylinder body 82 is disposed in the power plant storage chamber 2 a, and the electric motor 72 and the actuator housing 172 are disposed in the cabin 3. That is, a part of the motor cylinder device 16 (the electric motor 72 and the actuator housing 172) is disposed on the cabin 3 side (the rear side of the dashboard 3a) of the dashboard 3a.

The structure in which the motor cylinder device 16 is attached to the vehicle 1 (see FIG. 2) is not limited. For example, as shown in FIG. 5A, the cylinder body 82 is disposed in the power plant storage chamber 2a (in front of the dashboard 3a) and the actuator housing 172 to which the electric motor 72 is attached is connected to the cabin 3 (dashboard). 3a).
Further, the flange portion 82a of the cylinder body 82 and the flange portion 175 of the actuator housing 172 are arranged so as to face each other with the dashboard 3a interposed therebetween, and the fastening member 202 has a cylinder mounting hole 82b (see FIG. 4) and a dash in the flange portion 82a. The board 3a is penetrated and it is set as the structure screwed in the screw hole 176 (refer FIG. 4) of the flange part 175. FIG.
The dashboard 3a preferably has a through hole (not shown) of the fastening member 202 and a through hole (not shown) of the ball screw shaft 80a (see FIG. 4).
According to this configuration, the cylinder body 82, the actuator housing 172, and the electric motor 72 can be supported by the dashboard 3a, and the motor cylinder device 16 can be attached to the vehicle 1 (see FIG. 2).

In addition, in order to set it as the structure where the motor cylinder apparatus 16 is stably attached, the dashboard 3a by which the part to which the motor cylinder apparatus 16 is attached may be reinforced may be sufficient.
For example, in the case where the dashboard 3a is formed of an iron plate, reinforcement such as that the portion is formed thick can be considered. Moreover, when the dashboard 3a is comprised with resin, reinforcement | strengthening, such as bonding an iron plate to the said part, can be considered, for example.

In addition, a configuration in which the connecting portion between the cylinder body 82 and the dashboard 3a is sealed by the seal member 82a1 is preferable so that the brake fluid filled in the cylinder body 82 does not leak from the connecting portion between the cylinder body 82 and the dashboard 3a. .
Similarly, it is preferable that the connection portion between the actuator housing 172 and the dashboard 3a be sealed with the seal member 173 so that the brake fluid does not leak from the connection portion between the actuator housing 172 and the dashboard 3a.
Further, the sealing members 82a1 and 173 are flexible members having a sealing property such as rubber and have a suitable thickness, so that the shock-absorbing members that can absorb noise and vibration generated by driving the electric motor 72 are absorbed. The sealing members 82a1 and 173 can have the function as As a result, noise and vibration generated by the driving of the electric motor 72 felt by passengers living in the cabin 3 can be reduced.

Further, as shown in FIG. 5B, the cover member 3 b that covers the electric motor 72 and the actuator housing 172 may be attached from the cabin 3 side. Such a cover member 3b is configured such that, for example, a box-shaped member capable of accommodating the electric motor 72 and the actuator housing 172 is fixed to the dashboard 3a from the cabin 3 side by fixing means such as welding or fastening. That's fine.
In this way, by covering the electric motor 72 and the actuator housing 172 with the cover member 3b, noise and vibration felt by the occupant of the cabin 3 can be more effectively reduced.

  As described above, the cylinder body 82 (see FIG. 5A) of the motor cylinder device 16 is disposed in the power plant storage chamber 2a (see FIG. 5A), and the electric motor 72 (see FIG. 5A). )) And the actuator housing 172 (see FIG. 5A) are arranged in the cabin 3, so that only a space for arranging the cylinder body 82 is required in the power plant storage chamber 2a. As a result, the area occupied by the motor cylinder device 16 in the power plant storage chamber 2a is reduced, and the space efficiency when the vehicle brake system 10 (see FIG. 1) is disposed in the power plant storage chamber 2a is improved.

  In the present embodiment, as shown in FIG. 5A, the cylinder body 82 is disposed in the power plant storage chamber 2a, and the electric motor 72 and the actuator housing 172 are disposed in the cabin 3. The present invention can be appropriately changed in design without being limited to this arrangement.

For example, all of the motor cylinder device 16 (see FIG. 2) may be disposed closer to the cabin 3 (see FIG. 2) than the dashboard 3a (see FIG. 2).
In this case, for example, as shown in FIG. 6, the motor cylinder device 16 is disposed inside a center tunnel 301 that rises in a ridge shape in the vicinity of the rear seat 300 provided in the rear portion of the cabin 3 and extends in a ridge shape in the center in the left-right direction. Is possible.

The structure in which the motor cylinder device 16 is attached to the inside of the center tunnel 301 is not limited.
For example, as shown in FIGS. 6 and 7, a substantially U-shaped bracket 2 a 1 opened upward from the front is fixed to a frame member 302 extending in the left-right direction below the center tunnel 301 by welding or the like. The bracket 2a1 holds the cylinder body 82 so as to sandwich the cylinder body 82 from the left and right.
Then, any structure may be used as long as a fastening member 2a2 such as a bolt is screwed into a screw hole (not shown) formed in the cylinder body 82 via the bracket 2a1 so that the cylinder body 82 is fastened and fixed to the bracket 2a1.

Further, the second and fifth piping tubes 22b and 22e pass through the center tunnel 301 from the power plant storage chamber 2a (see FIG. 2) and are connected to the output ports 24a and 24b, respectively. Further, the piping tube 86 is connected to the power plant. Any structure may be used as long as it is connected to the second reservoir 84 from the storage chamber 2 a through the center tunnel 301.
Such a structure enables a configuration in which the motor cylinder device 16 is disposed inside the center tunnel 301.

  For example, as shown in FIG. 8, the motor cylinder device 16 may be arranged in the trunk room 303 further rearward of the cabin 3 (see FIG. 2).

The structure in which the motor cylinder device 16 is attached to the trunk room 303 is not limited. For example, a substantially U-shaped bracket 2a1 having an upper opening when viewed from the rear is fixed to the bottom of the trunk room 303 by welding or the like. The bracket 2a1 holds the cylinder body 82 so as to sandwich the cylinder body 82 from the left and right.
Then, any structure may be used as long as a fastening member 2a2 such as a bolt is screwed into a screw hole (not shown) formed in the cylinder body 82 via the bracket 2a1 so that the cylinder body 82 is fastened and fixed to the bracket 2a1.

Further, the second and fifth piping tubes 22b and 22e (see FIG. 1) are piped from the power plant storage chamber 2a (see FIG. 2) to the trunk room 303 through the lower part of the vehicle 1, for example, and output ports 24a, 24b (see FIG. 1), and further, a pipe tube 86 (see FIG. 1) may be connected to the second reservoir 84 by being piped to the trunk room 303 through the lower part of the vehicle 1.
Such a structure enables a configuration in which the motor cylinder device 16 is disposed in the trunk room 303.

  In addition, although not shown in the drawings, the motor cylinder device 16 (see FIG. 2) may be entirely disposed inside the cabin 3 (see FIG. 2).

  As described above, the vehicle brake system 10 (see FIG. 1) according to the present embodiment is at least part of the motor cylinder device 16 (see FIG. 1) configured separately from the input device 14 (see FIG. 1). Is arranged on the cabin 3 (see FIG. 2) side from the dashboard 3a (see FIG. 2). With this configuration, the area occupied by the motor cylinder device 16 in the power plant storage chamber 2a (see FIG. 2) is reduced, and space efficiency when the vehicle brake system 10 is disposed in the power plant storage chamber 2a is improved. .

  Further, as shown in FIG. 5A, the motor cylinder device 16 (see FIG. 2) is supported by the dashboard 3a by adopting a structure in which the cylinder body 82 and the actuator housing 172 are attached to the dashboard 3a. The motor cylinder device 16 can be attached to the vehicle 1 (see FIG. 2) without using a special attachment member.

  Further, the motor cylinder device 16 is disposed in the center tunnel 301 as shown in FIG. 6 or in the trunk room 303 as shown in FIG. 8, so that the power plant storage chamber 2a (see FIG. 2) and the cabin 3 ( 2), a space for disposing the motor cylinder device 16 becomes unnecessary, and space efficiency when the vehicle brake system 10 (see FIG. 1) is disposed in the power plant storage chamber 2a is improved.

1 Vehicle 2 Power Plant (Vehicle Power Device)
2a Power plant storage room (storage room)
3 cabin (cabin)
3a Dashboard (partition wall)
3b Cover member 10 Brake system for vehicle 12 Brake pedal (brake operation part)
14 Input device 16 Motor cylinder device (electric brake actuator)
72 Electric motor 78 Gear mechanism 80 Ball screw structure 82 Cylinder body 88a First slave piston (hydraulic pressure control piston)
88b Second slave piston (hydraulic pressure control piston)
172 Actuator housing

Claims (4)

An input device for inputting an operator's brake operation;
A vehicle brake system comprising a separate hydraulic brake actuator for generating a brake hydraulic pressure by driving a hydraulic pressure control piston housed in a cylinder body with at least an electric motor according to the brake operation,
A vehicular brake system, wherein at least a part of the electric brake actuator is disposed closer to the vehicle compartment than a partition partitioning the storage compartment and the vehicle compartment of the vehicle power unit. The electric motor;
A gear mechanism that transmits a rotational driving force of the electric motor and an actuator housing that houses a ball screw structure that converts the rotational driving force transmitted through the gear mechanism into a linear motion are disposed in the vehicle compartment. And
The vehicle brake system according to claim 1, wherein the cylinder body is disposed in the storage chamber. The actuator housing and the cylinder body are configured to be splittable with a plane substantially orthogonal to the axis of the cylinder body as a split plane,
The vehicle brake system according to claim 2, wherein the actuator housing and the cylinder body are connected with the partition wall interposed therebetween. The electric motor;
The vehicle brake system according to claim 2, further comprising a cover member that covers the actuator housing from a side of the vehicle compartment.

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