JP2012214110A - Electrically-powered brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electrically-powered brake device that prevents a smooth motion from being hindered by a brake fluid.SOLUTION: A brake fluid channel 180, which makes a connection part between a cylinder body and an actuator housing 172 communicate with a mounting hole 82a1 for inserting a bolt for fixing the actuator housing 172 to a vehicle, is formed in the connection part between the cylinder body and the actuator housing 172. The brake fluid, which is leaked out from the cylinder body to flow into the connection part between the cylinder body and the actuator housing 172, flows into the mounting hole 82a1, which serves as a fluid reservoir part, via the brake fluid channel 180.

Description

  The present invention relates to an electric brake device for a vehicle that generates a brake fluid pressure by a rotational driving force of an electric motor.

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

Incidentally, in the electric brake actuator disclosed in Patent Document 1, the pressure chamber of the master cylinder filled with the brake fluid and the storage portion of the ball screw mechanism are configured integrally, but the brake fluid is stored in the storage portion of the ball screw mechanism. It is not supposed to flow into.
When the brake fluid flows into the storage portion of the ball screw mechanism, the lubrication performance of the lubricant for smoothly operating the ball screw mechanism may be reduced, and the smooth operation of the ball screw mechanism may be hindered.

  Then, this invention makes it a subject to provide the electric brake device for vehicles by which smooth operation | movement is not inhibited by brake fluid.

  In order to solve the above-mentioned problems, the present invention provides a rotational drive force of an electric motor to generate a brake hydraulic pressure by driving a hydraulic pressure control piston housed in a cylinder body, and to rotate the output shaft of the electric motor. An actuator housing having a mechanism housing portion that houses an actuator mechanism that converts a force into a linear driving force of the hydraulic pressure control piston is coupled to the cylinder body, and a brake fluid sealing portion in the cylinder body, the mechanism housing portion, Is an electric brake device partitioned by a seal member. And the liquid stop part for preventing that the brake fluid which leaked from the said cylinder main body flows into the said mechanism accommodating part is provided, It is characterized by the above-mentioned.

  According to the present invention, in the electric brake device, it is possible to prevent the brake fluid leaked from the cylinder body from flowing to the mechanism housing portion that houses the actuator mechanism. Therefore, it is possible to prevent the smooth operation of the actuator mechanism from being hindered by the brake fluid.

  The liquid stopper may include a liquid reservoir that stores the brake fluid that leaks from the cylinder body and flows into the connecting portion between the cylinder body and the actuator housing.

  According to this invention, it is possible to prevent the brake fluid from flowing to the mechanism housing portion by storing the brake fluid that has flowed into the connecting portion between the cylinder body and the actuator housing in the fluid reservoir.

  The liquid stopper includes a communication path through which the brake fluid flows into an insertion hole through which an attachment fastening member for fixing the actuator housing to the vehicle is inserted, and the insertion hole serves as the liquid reservoir. It is characterized by.

  According to the present invention, the insertion hole through which the mounting fastening member for fixing the actuator housing of the electric brake device to the vehicle can be used as a brake fluid reservoir. Therefore, the brake fluid reservoir can be formed without providing a dedicated reservoir.

  According to the present invention, it is possible to provide an electric brake device for a vehicle in which a smooth operation is not hindered by the brake fluid.

It is a lineblock diagram of the brake system for vehicles provided with the electric brake equipment concerning this embodiment. It is a perspective view which shows the state by which an electric brake device is arrange | positioned in a power plant storage chamber. It is a disassembled perspective view of an electric brake device. It is a disassembled perspective view of an actuator housing. It is a figure which shows an example of the structure by which an electric brake device is attached to a bracket. It is a figure which shows the brake fluid flow path which connects the opening part of an actuator housing, and an insertion hole. (A), (b) is a figure which shows another structure of a liquid stop part.

  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 provided with an electric brake device 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.

  For this reason, 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 pedal. Pedal stroke sensor St that detects an operation amount (stroke) when 12 is depressed, an electric brake actuator (electric brake device 16) that controls (generates) brake fluid pressure, and supports stabilization of vehicle behavior The vehicle behavior stabilization device 18 (hereinafter referred to as VSA (vehicle stability assist) device 18, referred to as VSA; registered trademark) is provided as a separate body.

  These input device 14, electric brake 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 are input as a by-wire type brake system. The device 14 and the electric brake 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 electric brake 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 electric brake device 16 is connected. 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 cup seals 44a and 44b are respectively attached to the outer peripheral surfaces of the one and the other pistons 40a and 40b via annular step portions. Back chambers 48a and 48b communicating with supply ports 46a and 46b, which will be described later, are formed between the pair of cup seals 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 cup seals 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 second pressure chamber 56a and a first 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 second pressure chamber 56a is provided so as to communicate with the connection port 20a via the second hydraulic pressure path 58a, and the first pressure chamber 56b communicates with the other connection port 20b via the first 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 second hydraulic pressure path 58a, and a normally open type is provided downstream of the second hydraulic pressure path 58a. A second shut-off valve 60a composed of a (normally open) solenoid valve is provided. The pressure sensor Pm detects the upstream hydraulic pressure on the master cylinder 34 side of the second shutoff valve 60a on the second hydraulic pressure path 58a.

  Between the master cylinder 34 and the other connection port 20b, on the upstream side of the first hydraulic pressure path 58b, a first 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 first hydraulic pressure path 58b. The pressure sensor Pp detects the downstream hydraulic pressure on the first hydraulic pressure path 58b, which is on the side of the wheel cylinders 32FR, 32RL, 32RR, 32FL with respect to the first shutoff valve 60b.

  The normal open in the second shut-off valve 60a and the first 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 second shut-off valve 60 a and the first 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 first hydraulic pressure path 58b is provided in the first hydraulic pressure path 58b between the master cylinder 34 and the first 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 first hydraulic pressure path 58b and on the master cylinder 34 side of the first shutoff valve 60b. The stroke simulator 64 is provided with a hydraulic pressure chamber 65 communicating with the branch hydraulic pressure path 58c, and brake fluid (brake fluid) led out from the first pressure chamber 56b of the master cylinder 34 via the hydraulic pressure chamber 65 is provided. ) 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 broadly divided into a second hydraulic pressure system 70a that connects the second pressure chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR and 32RL, a first pressure chamber 56b of the master cylinder 34, and a plurality of pressure paths. The first hydraulic system 70b is connected to the wheel cylinders 32RR and 32FL.

  The second hydraulic system 70a includes a second 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 electric brake. Piping tubes 22a, 22b connecting the output port 24a of the device 16, piping tubes 22b, 22c connecting the output port 24a of the electric brake 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 first hydraulic system 70b includes a first 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 for connecting 20b and the output port 24b of the electric brake device 16, piping tubes 22e and 22f for connecting the output port 24b of the electric braking 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 electric brake 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 housed in the mechanism housing portion 173 a of 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.
An open end (open end) of the cylinder body 82 having a substantially cylindrical shape is fitted into an actuator housing 172 including a housing body 172F and a housing cover 172R, and the cylinder body 82 and the actuator housing 172 are connected to each other. A brake device 16 is configured. Details of the configuration of the actuator housing 172 and the connecting portion between the cylinder body 82 and the actuator housing 172 will be described later.

In the cylinder body 82, a second slave piston 88a and a first 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 second 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 integrally with the ball screw shaft 80a in the direction of the arrow X1 or X2. The first slave piston 88b is arranged farther from the ball screw structure 80 side than the second slave piston 88a.
In the present embodiment, the second slave piston 88a and the first slave piston 88b constitute the hydraulic 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 second slave piston 88a and the first 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, and is substantially parallel to the sliding direction (axial direction) of the hydraulic pressure control piston (the second slave piston 88a and the first 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.
The actuator mechanism 74 in the present embodiment converts the rotational driving force of the output shaft 72b of the electric motor 72 into the advancing / retreating driving force (linear driving force) of the ball screw shaft 80a by the structure described above. Since the second slave piston 88a and the first slave piston 88b are driven by the ball screw shaft 80a, the actuator mechanism 74 uses the rotational driving force of the output shaft 72b of the electric motor 72 as a hydraulic pressure control piston (second slave piston 88a). And the linear driving force of the first slave piston 88b).
Reference numeral 173a denotes a mechanism storage unit that stores the ball screw structure 80.

A pair of slave cup seals 90a and 90b are attached to the outer peripheral surface of the first slave piston 88b via an annular stepped portion. A first back chamber 94b communicating with a reservoir port 92b described later is formed between the pair of slave cup seals 90a and 90b.
A second return spring 96a is provided between the second and first slave pistons 88a and 88b, and a first return spring 96b is provided between the first slave piston 88b and the side end of the cylinder body 82. Is disposed.

An annular guide piston 90c that seals between the outer peripheral surface of the second slave piston 88a and the mechanism housing portion 173a in a fluid-tight manner and guides the second slave piston 88a so as to be movable in the axial direction. The cylinder body 82 is provided as a seal member behind the second slave piston 88a. It is preferable that a slave cup seal (not shown) is attached to the inner peripheral surface of the guide piston 90c through which the second slave piston 88a penetrates, and the second slave piston 88a and the guide piston 90c are liquid-tightly configured. Further, a slave cup seal 90b is attached to the front outer peripheral surface of the second slave piston 88a via an annular step portion.
With this configuration, the brake fluid filled in the cylinder body 82 is sealed in the cylinder body 82 by the guide piston 90c and does not flow into the actuator housing 172 side.
A second back chamber 94a communicating with a reservoir port 92a described later is formed between the guide piston 90c and the slave cup seal 90b.

  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 second 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 first hydraulic pressure chamber 98b for controlling the output brake hydraulic pressure is provided.

According to this configuration, the second back chamber 94a, the first back chamber 94b, the second hydraulic chamber 98a, and the first hydraulic chamber 98b in which the brake fluid is sealed are brake fluid sealing portions in the cylinder body 82. The guide piston 90c, which functions as a seal member, is partitioned liquid-tight (air-tight) from the mechanism housing portion 173a of the actuator housing 172.
Note that the method of attaching the guide piston 90c to the cylinder body 82 is not limited. For example, the guide piston 90c may be attached with a circlip (not shown).

  A regulating means for regulating the maximum stroke (maximum displacement distance) and the minimum stroke (minimum displacement distance) of the second slave piston 88a and the first slave piston 88b between the second slave piston 88a and the first slave piston 88b. 100 is provided. Further, the first slave piston 88b is provided with a stopper pin 102 that restricts the sliding range of the first slave piston 88b and prevents an overreturn to the second slave piston 88a side. At the time of backup braking at 34, when one system fails, the other system is prevented from failing.

  The VSA device 18 is a well-known one, and a second brake system that controls a second hydraulic system 70a connected to the disc brake mechanisms 30a and 30b (the wheel cylinder 32FR and the wheel cylinder 32RL) of the right front wheel and the left rear wheel. 110a and a first brake system 110b for controlling the first 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 second 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 first 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 second brake system 110a includes 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 first brake system 110b includes the left front wheel and the 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 second brake system 110a and the first brake system 110b have the same structure, the corresponding parts in the second brake system 110a and the first brake system 110b are assigned the same reference numerals, and The description of the first brake system 110b will be added in parentheses with a focus on the description of the two brake system 110a.

  The second brake system 110a (first 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 passage 112 side (from the first common hydraulic pressure passage 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 formed of a normally closed solenoid valve disposed between the second common hydraulic pressure path 114 and the introduction port 26a.

In the second brake system 110a, the brake output from the output port 24a of the electric brake device 16 and controlled by the second hydraulic chamber 98a of the electric brake 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 is functioning normally, the second shut-off valve 60a and the first shut-off valve 60b, which are normally open type solenoid valves, are energized to be closed, and the first shut-off valve, which is composed of a normally close type solenoid valve. The three shut-off valve 62 is excited and the valve is opened. Accordingly, since the second hydraulic pressure system 70a and the first hydraulic pressure system 70b are blocked by the second cutoff valve 60a and the first 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 first 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. When the simulator piston 68 is displaced against the spring force of the first and second return springs 66a and 66b by the brake hydraulic pressure supplied to the hydraulic pressure chamber 65, the stroke of the brake pedal 12 is allowed. A pseudo pedal reaction 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 the control means (not shown) detects the depression of the brake pedal 12 by the operator, the control means drives the electric motor 72 of the electric brake device 16 to urge the actuator mechanism 74, and the second return spring 96a. And the 2nd slave piston 88a and the 1st slave piston 88b are displaced toward the arrow X1 direction in FIG. 1 against the spring force of the 1st return spring 96b. Due to the displacement of the second slave piston 88a and the first slave piston 88b, the brake fluid in the second fluid pressure chamber 98a and the first 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 pedal stroke sensor St, and considers the regenerative braking force based on the depression operation amount (brake operation amount). The target brake fluid pressure (target fluid pressure) is set, and the set brake fluid pressure is generated in the electric brake device 16.
Then, the brake fluid pressure generated in the electric brake device 16 is supplied to the VSA device 18 from the introduction ports 26a and 26b. That is, the electric brake device 16 drives the second slave piston 88a and the first 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 corresponding to the operation amount and supplies it 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.

  Further, the operation amount detection means for detecting the depression operation amount of the brake pedal 12 is not limited to the pedal stroke sensor St, and any sensor that can detect the depression operation amount of the brake pedal 12 may be used. For example, the operation amount detection means may be a pressure sensor Pm, and the hydraulic pressure detected by the pressure sensor Pm may be converted into a depression operation amount of the brake pedal 12, or the depression operation of the brake pedal 12 may be performed by a depression force sensor (not shown). It may be configured to detect the amount.

  The brake hydraulic pressure in the second hydraulic pressure chamber 98a and the first hydraulic pressure chamber 98b in the electric brake 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, when the electric brake device 16 that functions as a power hydraulic pressure source, the control means (not shown) that performs by-wire control, and the like are operable, the operator can operate the brake pedal. 12, the communication between the master cylinder 34 that generates brake fluid pressure and the disc brake mechanisms 30 a to 30 d (wheel cylinders 32 FR, 32 RL, 32 RR, 32 FL) that brake each wheel is communicated with the second cutoff valve 60 a and the first cutoff. 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 electric brake 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 electric brake device 16 or the like becomes inoperable, the brake generated in the master cylinder 34 with the second shut-off valve 60a and the first shut-off valve 60b open, 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 a regenerative brake is operated in such a vehicle, a control means (not shown) operates a traveling motor coupled to at least one of the front and rear axles as a generator to operate a brake pedal 12 (see FIG. 1). A braking force (regenerative braking force) by regenerative braking is generated according to the amount. When the regenerative braking force is insufficient with respect to the brake operation amount of the brake pedal 12 (the braking force requested by the operator), the control unit drives the electric motor 72 and generates the braking force by the electric brake device 16. That is, the control means performs regenerative cooperative control by the regenerative brake and the hydraulic brake (electric brake device 16). In this case, the control means can be configured to determine the operation amount of the electric brake device 16 using a known method.
For example, the brake fluid pressure for causing the electric brake device 16 to generate a braking force obtained by subtracting the regenerative braking force from the braking force (total braking force) determined according to the brake operation amount of the brake pedal 12 is set to the target hydraulic pressure. The control means determines the operating amount of the electric brake device 16 by setting the brake fluid pressure for setting the brake fluid pressure for generating the braking force at a predetermined ratio to the total braking force by the electric brake device 16 to the target fluid pressure. What is necessary is just to be the structure to do.

  When the vehicle brake system 10 configured as described above is mounted on a vehicle, for example, as illustrated in FIG. 2, the input device 14, the electric brake device 16, and the VSA device 18 are configured separately and the vehicle 1 The power plant 2 is disposed in a properly dispersed state in a storage chamber (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 chamber 2a is formed, for example, in front of the vehicle 1 by being partitioned by a living space (cabin 3) for an operator and other passengers and a dashboard 3a. The power plant 2, the vehicle brake system 10 (input device) 14, electric brake device 16, VSA device 18), and auxiliary equipment not shown. A storage chamber cover 2b is provided above the power plant storage chamber 2a so as to be openable and closable.
And the front side member 7 extended in the front-back direction is extended in the left-right both sides of the vehicle 1 at the left-right both sides of the power plant storage chamber 2a.

  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.

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 an anti-vibration support device 8 fixed to a subframe (not shown). A space is formed between the power plants 2 in the left-right direction.
Furthermore, a space is formed between the power plant 2 and the storage chamber cover 2b.

  Therefore, in the present embodiment, the input device 14, the electric brake device 16, and the VSA device 18 configured separately are stored in the power plant storage chamber 2a, for example, between the power plant 2 and the storage chamber cover 2b. The electric brake device 16 is attached so that a part of the cylinder body 82 is disposed in the space formed in the above.

  In the present embodiment, the state in which the electric motor 72 is disposed on the upper portion of the cylinder body 82 is substantially the axial direction of the second slave piston 88a and the first slave piston 88b (hydraulic pressure control piston) shown in FIG. The axis of the output shaft 72b arranged in parallel is higher in the vehicle vertical direction than the axis of the second slave piston 88a and the first slave piston 88b with respect to the left-right direction of the vehicle 1 (see FIG. 2). The state where the electric motor 72 is arranged is shown.

  As shown in FIG. 3, the electric brake 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 electric brake device 16 is configured by connecting a cylinder body 82 to an actuator housing 172 and further attaching an electric motor 72.

  The cylinder body 82 is connected to the front of the actuator housing 172. Specifically, the actuator housing 172 has an opening 172a from which the ball screw shaft 80a projects forward, and the cylinder body 82 includes a second slave piston 88a (see FIG. 1) and a first 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 820, and a cylinder mounting hole 821 is formed in the flange portion 820 at a position corresponding to the screw hole 176 of the actuator housing 172. The structure is open.
Further, the periphery of the hollow portion (not shown) of the cylinder body 82 extends rearward (actuator housing 172 side), and a fitting portion 820a that fits into the opening 172a of the actuator housing 172 is formed.
Then, the flange portion 820 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 822 such as a bolt is screwed into the screw hole 176 from the cylinder body 82 side through the cylinder mounting hole 821. Thus, the cylinder body 82 is fastened and fixed to the actuator housing 172.

At this time, the fitting portion 820a of the cylinder body 82 is fitted into the opening 172a of the actuator housing 172 via the O-ring 820b having a sealing function, and the cylinder body 82 and the actuator housing 172 are connected in a liquid-tight manner. preferable.
With this configuration, the brake fluid filled in the cylinder body 82 is prevented from leaking outside the electric brake device 16 from the connecting portion between the cylinder body 82 and 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 abuts on the second slave piston 88a (see FIG. 1).

  Further, the electric motor 72 has an output shaft 72b (see FIG. 1) in the axial direction of the second slave piston 88a (see FIG. 1) and the first slave piston 88b (see FIG. 1) above the cylinder body 82. It is attached to the actuator housing 172 so as to be parallel to the direction, that is, the axial direction of the cylinder 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. Further, the actuator housing 172 has a first gear chamber 172b in which the first gear 78a is accommodated so as to be able to mesh with the second gear 78b above the second gear 78b in a state where the front is opened.
Then, the electric motor 72 is actuated from the front so that the first gear 78a (see FIG. 1) attached to the output shaft 72b (see FIG. 1) is housed in the first gear chamber 172b and meshes with the second gear 78b. It is attached to the housing 172.

As shown in FIG. 4, the housing main body 172F and the housing cover 172R constituting the actuator housing 172 according to the present embodiment are configured to be separable from each other.
A plurality of through-holes 177a through which bolts 177 are inserted are formed in the housing body 172F so as to be positioned around the central axes of the second slave piston 88a and the first slave piston 88b (see FIG. 1). In 172R, a plurality of mounting screw holes 177b are formed at positions corresponding to the through holes 177a. The housing body 172F and the housing cover 172R are coupled to each other by the bolt 177 being inserted through the through hole 177a and screwed into the mounting screw hole 177b.

The housing cover 172R is formed with a substantially cylindrical space that opens forward with the central axis of the ball screw shaft 80a as the mechanism housing portion 173a. Further, the front surface of the housing cover 172R extends upward and becomes the back surface of the first gear chamber 172b formed in the housing main body 172F for accommodating the first gear 78a (see FIG. 1) attached to the electric motor 72. A back surface portion 173b is formed.
In the back surface portion 173b, a space (bearing portion 173c) for housing a bearing member 173d that rotatably supports the output shaft 72b is provided at a position on the axis of the output shaft 72b (see FIG. 1) of the electric motor 72. The front is opened.

The housing main body 172F and the housing cover 172R are combined in the front-rear direction so that the ball screw structure 80 and the third gear 78c are stored in the mechanism storage portion 173a and the bearing member 173d is stored in the bearing portion 173c. As described above, the housing 172F and the housing cover 172R are coupled by the bolt 177 to form the actuator housing 172.
Reference numeral 220 denotes a pin that serves as a detent for the ball screw shaft 80a and is press-fitted into the ball screw shaft 80a. And it is comprised so that the pin 220 may fit in the sliding groove 211 formed in the housing cover 172R long in the axial direction of the ball screw shaft 80a.

The second gear 78b is configured to be rotatably housed in a housing portion (not shown) formed in the housing body 172F. And the back surface part 173b becomes the back surface of the storage part (not shown) of the second gear 78b.
Reference numeral 80c denotes a bearing member (such as a ball bearing) that rotatably supports the third gear 78c in the mechanism storage portion 173a. The mechanism storage portion 173a stores the third gear 78c via the bearing member 80c. Configured.

Returning to FIG. The structure in which the electric motor 72 is attached to the actuator housing 172 is not limited.
For example, as shown in FIG. 3, the motor casing 72a has an actuator housing 172 side end that extends to the periphery to form a flange 161, and a motor mounting through which a fastening member 162a such as a bolt penetrates the flange 161. The hole 162 is open.
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 (see FIG. 1) 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 the first gear 78a. It is attached to the actuator housing 172 from the front (the same side as the side to which the cylinder body 82 is connected) so as to be accommodated in the first gear chamber 172b and mesh with the second gear 78b (see FIG. 1). At this time, the end of the output shaft 72b of the electric motor 72 is rotatably supported by the bearing member 173d (see FIG. 4). Further, the fastening member 162 a is screwed into the screw hole 174 through the motor mounting hole 162 from the electric motor 72 side, and the motor casing 72 a is fastened and fixed to the actuator housing 172.

With this configuration, the cylinder body 82 and the electric motor 72 are disposed on the same side of the actuator housing 172.
As described above, the electric brake device 16 according to the present embodiment is configured by connecting the cylinder main body 82 to the actuator housing 172 and further attaching the electric motor 72 so as to be disposed on the upper portion of the cylinder main body 82.

The actuator housing 172 is formed with a mount for attaching the electric brake device 16 to the vehicle 1 (see FIG. 2) via the bracket 2a1 (see FIG. 2).
As shown in FIG. 5, the bracket 2 a 1 according to the present embodiment has a substantially U-shape with the top opened as viewed from the front, and is configured to sandwich the actuator housing 172 of the electric brake device 16 from the left and right directions.
4 and 5, the actuator housing 172 is formed with a fixing boss 82a for holding the bracket 2a1 so as to protrude in the left-right direction below the ball screw shaft 80a to constitute a mount portion. .

Furthermore, a through-hole penetrating the fixing boss 82a protruding in the left-right direction in the left-right direction is formed. As will be described later, this through hole is an insertion hole through which an attachment fastening member (bolt member 206) for fixing the actuator housing 172 of the electric brake device 16 to the bracket 2a1 is inserted, and is referred to as an attachment hole 82a1.
Further, both end portions of the mounting hole 82a1 are enlarged in diameter by forming enlarged diameter portions 82a2.
As shown in FIG. 2, the electric brake device 16 having the mount portion configured as described above is attached to the dashboard 3a of the power plant storage chamber 2a via the bracket 2a1, for example.
The structure in which the electric brake device 16 is fixed in the power plant storage chamber 2a is not limited, and may be a structure that is attached to a subframe (not shown) or the like.

As shown in FIG. 5, the bracket 2a1 is configured such that a left wall portion 2a3 and a right wall portion 2a4 stand up at the left and right ends of the bottom portion 2a2.
And it is comprised so that the fixing boss | hub 82a formed in the actuator housing 172 may be clamped from the left-right direction by the left wall part 2a3 and the right wall part 2a4.
One of the left wall portion 2a3 and the right wall portion 2a4 (the left wall portion 2a3 in FIG. 5) is formed with a notch 200 having an open top, for example, at a position corresponding to the mounting hole 82a1 of the electric brake device 16. A through hole 201 is formed at a position corresponding to the mounting hole 82a1 (in the right wall portion 2a4 in FIG. 5). When the fixing boss 82a is sandwiched between the left wall portion 2a3 and the right wall portion 2a4, the cutout portion 200, the mounting hole 82a1, and the through hole 201 are arranged in a straight line.

Further, a nut member 202 is fixed to the position of the through hole 201 outside the right wall 2a4 where the through hole 201 is formed.
The fixing boss 82a is sandwiched between the left wall portion 2a3 and the right wall portion 2a4 of the bracket 2a1 in a state where the ring-shaped mount rubber 205 serving as a buffer member is fitted into the enlarged diameter portion 82a2. Further, from the outside of the left wall 2a3, the bolt member 206 is inserted in the order of the notch 200, the mount rubber 205, the mounting hole 82a1, the mount rubber 205, and the through hole 201.
The bolt member 206 is preferably formed with a threaded portion 206a that is screwed into the nut member 202 at least at the tip, and the bolt member 206 that passes through the through hole 201 is screwed into the nut member 201 to A configuration in which the brake device 16 is fixed to the bracket 2a1 is suitable.

Reference numeral 203 denotes a protrusion for positioning the electric brake device 16 and is engaged with an engagement hole 82b formed below the actuator housing 172 via a ring-shaped mount rubber 204 serving as a buffer member. Configured to do.
Specifically, the protrusion 203 fits into the central through hole of the mount rubber 204 and is engaged with the engagement hole 82 b together with the mount rubber 204.

The bracket 2a1 configured in this way is fixed to the dashboard 3a (see FIG. 2) of the power plant storage chamber 2a (see FIG. 2), for example, so that the electric brake device 16 is disposed in the power plant storage chamber 2a. Is done.
The mounting hole 82a1 is not limited to a through hole that penetrates the fixing boss 82a, and is formed in a hole shape with a bottom from the left and right directions in each of the left and right fixing bosses 82a. May be. In this case, each of the mounting holes 82a1 is preferably a screw hole, and the electric brake device 16 is preferably fixed to the bracket 2a1 with a screw member (not shown) from the left and right directions.

  The electric brake device 16 (see FIG. 5) configured as described above and disposed in the power plant storage chamber 2a (see FIG. 2) has brake fluid in the cylinder body 82 (see FIG. 1) as described above. Are filled in the cylinder body 82 by slave cup seals 90a and 90b (see FIG. 1) and guide pistons 90c (see FIG. 1).

However, for example, if the sealing performance of the slave cup seals 90a and 90b (see FIG. 1) and the guide piston 90c (see FIG. 1) is deteriorated due to wear or deterioration, a small amount of brake fluid leaks from the cylinder body 82 (see FIG. 1). May flow into the actuator housing 172 (see FIG. 1) and flow to the mechanism housing portion 173a.
The brake fluid that has flowed to the mechanism housing portion 173a reduces the lubrication performance of the lubricant with respect to the gear mechanism 78 (see FIG. 1) and the ball screw structure 80 (see FIG. 1), and the gear mechanism 78 and the ball screw structure. 80 operations may be affected. For example, the lubricating performance of the lubricant that adheres to the gears constituting the gear mechanism 78 (first gear 78a, second gear 78b, and third gear 78c) and the ball screw structure 80 (ball screw shaft 80a, ball 80b). May decrease. Therefore, a structure that suitably prevents the brake fluid from flowing to the mechanism storage portion 173a is required.

  Therefore, the electric brake device 16 (see FIG. 3) according to the present embodiment has a cylinder body 82 (see FIG. 3) and an actuator housing in order to prevent the brake fluid leaking from the cylinder body 82 from flowing to the mechanism housing portion 173a. The connecting portion 172 (see FIG. 3) is provided with a liquid stopper for blocking the flow of the brake fluid to prevent the brake fluid from flowing to the mechanism storage portion 173a.

For example, as shown in FIG. 6, the front end portion of the passage portion 172d formed in the actuator housing 172 is expanded so that the tip portion of the ball screw shaft 80a reciprocates to form an opening portion 172a. A wall-shaped stepped portion 172e facing the front is formed at the boundary between 172a and the passage portion 172d. A communication path (brake fluid flow path 180) that communicates the opening 172a and the mounting hole 82a1 of the mount is formed below the wall-shaped step 172e.
With this configuration, the brake fluid leaked from the inside of the cylinder body 82 can flow through the brake fluid flow path 180 and flow into the mounting hole 82a1, and the brake fluid can be stored in the mounting hole 82a1. In this configuration, the mounting hole 82a1 serves as a brake fluid reservoir, and the brake fluid flow path 180 and the mounting hole 82a1 form a brake fluid stopper. By providing such a liquid stopper, the brake fluid leaking from the cylinder body 82 is prevented from flowing to the mechanism storage part 173a.

  Furthermore, by forming the brake fluid flow path 180 in the wall-shaped stepped portion 172e facing the front, the brake fluid flow path 180 can be easily formed by a tool such as a drill from the front of the opening 172a. That is, workability when processing the brake fluid flow path 180 is improved.

  Further, since the mounting hole 82a1 is formed below the ball screw shaft 80a, the brake fluid channel 180 can be formed as a channel inclined downward. With this configuration, the brake fluid that has flowed into the brake fluid flow path 180 can be reliably poured into the mounting hole 82a1.

  In addition, it is assumed that a small amount of brake fluid leaks from the inside of the cylinder body 82, and the brake fluid can be stored in the mounting hole 82a1 serving as a liquid reservoir. Further, mount rubbers 205 (see FIG. 5) are fitted to both ends of the mounting hole 82a1, and are sandwiched between the left wall surface 2a3 and the right wall surface 2a4 (see FIG. 5) of the bracket 2a1, and are fastened by bolt members 206 (see FIG. 5). Since it is fixed, the mounting hole 82 a 1 is sealed by the mount rubber 205, the bracket 2 a 1, and the bolt member 206. Therefore, the brake fluid stored in the mounting hole 82a1 does not leak from the mounting hole 82a1.

However, the brake fluid may be slightly discharged from the mounting hole 82a1 (see FIG. 5) via the mount rubber 205 (see FIG. 5). In this case, for example, a configuration in which a groove having a labyrinth shape is provided around the mount rubber 205 and the brake fluid is slightly discharged through the groove may be employed.
Even with such a configuration, the brake fluid is preferably prevented from flowing to the mechanism storage portion 173a (see FIG. 1).

  The brake fluid channel 180 is provided at a position where the fitting portion 820a (see FIG. 3) of the cylinder body 82 is not blocked by the fitting portion 820a when the fitting portion 820a (see FIG. 3) is fitted to the opening 172a of the actuator housing 172. Is preferred. With this configuration, the brake fluid leaked from the cylinder body 82 to the actuator housing 172 side can be reliably poured into the brake fluid flow path 180.

  In the present embodiment, the mounting hole 82a1 of the mount portion serves as a brake fluid reservoir, and the opening 172a of the actuator housing 172 and the mounting hole 82a1 serve as a liquid stopper having a structure in which the brake fluid channel 180 communicates. However, the brake liquid stop portion is not limited to this structure.

For example, as shown in FIG. 7A, a bottomed hole is opened in the opening 172a of the actuator housing 172 so that the brake fluid flows, and a brake fluid reservoir 181 serving as a fluid reservoir is formed. A liquid stopper may be used. Also in this case, the brake fluid reservoir 181 is preferably provided at a position where the fitting portion 820a of the cylinder main body 82 is not blocked by the fitting portion 820a when the fitting portion 820a is fitted into the opening 172a of the actuator housing 172.
Furthermore, if the brake fluid reservoir 181 is opened downward, the brake fluid leaked from the cylinder body 82 can be easily poured into the brake fluid reservoir 181.
According to this configuration, the brake fluid leaked from the inside of the cylinder body 82 (see FIG. 3) can be stored in the brake fluid reservoir 181, and the brake fluid is preferably prevented from being discharged to the outside of the electric brake device 16. The

In addition, for example, as shown in FIG. 7B, an adsorbent 182 that adsorbs brake fluid is placed inside a brake fluid reservoir 181 formed of a bottomed hole formed in the opening 172 a of the actuator housing 172. It may be arranged. The adsorbent 182 is not limited as long as it is made of a material capable of adsorbing liquid, such as a water-absorbing polymer.
In this case, the brake fluid leaked from the inside of the cylinder main body 82 flows into the brake fluid reservoir 181 and is then adsorbed and collected by the adsorbent 182.
Thus, the adsorbent 182 provided inside the brake fluid reservoir 181 including the bottomed hole portion does not directly contact a movable portion such as the ball screw shaft 80a, and wear of the adsorbent 182 is avoided. That is, the adsorbent 182 is not scraped by the ball screw shaft 80a, and shavings are not generated. Thus, the liquid stop part which consists of the brake fluid reservoir 181 provided with the adsorbent 182 may be sufficient.

1 Vehicle 10 Brake System for Vehicle 12 Brake Pedal (Brake Operation Unit)
16 Electric brake device 72 Electric motor 72b Output shaft 74 Actuator mechanism 82 Cylinder body 82a1 Mounting hole (insertion hole, liquid stopper, liquid reservoir)
88a Second slave piston (hydraulic pressure control piston)
88b First slave piston (hydraulic pressure control piston)
90c Guide piston (seal member)
94a Second back chamber (brake fluid enclosure)
94b First back chamber (brake fluid enclosure)
98a Second hydraulic chamber (brake fluid enclosure)
98b First hydraulic pressure chamber (braking fluid enclosure)
172 Actuator housing 173a Mechanism housing part 180 Brake fluid flow path (communication path, liquid stopper)
181 Brake fluid reservoir (fluid stop, fluid reservoir)
206 Bolt member (fastening member for mounting)

Claims (3)

The brake fluid pressure is generated by driving the fluid pressure control piston housed in the cylinder body with the rotational driving force of the electric motor,
An actuator housing having a mechanism housing portion that houses an actuator mechanism that converts a rotational driving force of the output shaft of the electric motor into a linear driving force of the hydraulic pressure control piston is connected to the cylinder body, and brake fluid in the cylinder body is An electric brake device in which an enclosing portion and the mechanism storage portion are partitioned by a seal member,
An electric brake device is provided with a liquid stopper for preventing the brake fluid leaking from the cylinder body from flowing to the mechanism housing portion. The liquid stopper is
2. The electric brake device according to claim 1, further comprising a fluid reservoir that accumulates the brake fluid that leaks from the cylinder body and flows into a connecting portion between the cylinder body and the actuator housing. The liquid stopper is
It is configured to include a communication path for pouring the brake fluid into an insertion hole through which an attachment fastening member for fixing the actuator housing to the vehicle is inserted.
The electric brake device according to claim 2, wherein the insertion hole is the liquid reservoir.

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