JP4697454B2 - Electric parking brake device with emergency release mechanism for vehicles - Google Patents

Description

  The present invention relates to an electric parking brake device with an emergency release mechanism for a vehicle.

This type of electric parking brake device includes an actuator that can put the parking brake in a braking state or a released state by driving an electric motor, and a parking brake that is in a braking state regardless of the driving of the electric motor in an emergency. The emergency release mechanism which can be cancelled | released is provided, for example, is described in the following patent document 1.
DE4218717A1

  In the above-described conventional electric parking brake device, the emergency release mechanism includes a driving force transmission member (rotation transmission member) that can be manually operated from the vehicle interior side, and this driving force transmission member (rotation transmission member). Thus, the driven member in the actuator can be driven and the parking brake can be released.

  By the way, in the above-described conventional electric parking brake device, when the outer cylinder that houses the driving force transmission member is provided, the outer cylinder can cover and protect the driving force transmission member. And foreign matter may enter the outer cylinder through the gap between the driving force transmission member and the foreign matter may hinder the movement of the driving force transmission member.

In order to solve the above-described problems, the present invention provides an actuator capable of bringing a parking brake to a braking state or a releasing state by driving an electric motor, and a braking state without depending on the driving of the electric motor in an emergency. An emergency release mechanism capable of releasing a certain parking brake, wherein the emergency release mechanism can be manually operated from the vehicle interior side and can drive a driven member in the actuator; includes an outer tube for accommodating the force transmitting member therein, the vehicle interior side end portion of the outer cylinder, the foreign matter from entering into the outer tube through the gap between the driving force transmitting member and the outer tube cap to prevent, a emergency release mechanism with the electric parking brake system for a vehicle which is provided detachably with a finger, the outer cylinder and the actuator sealing structure der , The cap is particularly characterized passable air impossible passing foreign matter such as water filter is provided.

In this electric parking brake device, when the cap is attached to the end of the outer cylinder on the vehicle interior side, the cap prevents foreign matter from entering the outer cylinder through the gap between the outer cylinder and the driving force transmission member. It is possible. In addition, in a state where the cap is removed from the vehicle interior side end of the outer cylinder, the driving force transmission member can be manually operated from the vehicle interior side, and the driven member in the actuator can be driven. Sometimes it is possible to release a parking brake in a braking state without depending on the drive of the electric motor. Further, since the cap is provided so as to be removable with a finger, the cap can be removed without using a tool in an emergency, and the workability in an emergency can be improved. In addition, since the actuator and the outer cylinder have a sealed structure, and the cap is provided with a filter through which foreign substances such as water cannot pass and air can pass, foreign substances enter the actuator and the outer cylinder. It is possible to always maintain the internal pressure of the actuator and the outer cylinder at atmospheric pressure in a state where the above is prevented.

The present invention also provides an actuator capable of bringing a parking brake into a braking state or a releasing state by driving an electric motor, and a parking brake being in a braking state without depending on the driving of the electric motor in an emergency. An emergency release mechanism is provided, and the emergency release mechanism can be manually operated from the vehicle interior side and can drive a driven member in the actuator, and the drive force transmission member is housed inside A cap that prevents foreign matter from entering the outer cylinder through a gap between the outer cylinder and the driving force transmitting member at a vehicle interior side end of the outer cylinder with a finger. An electric parking brake device with an emergency release mechanism for a vehicle that is detachably provided, wherein the cap is accommodated in the outer cylinder without jumping into the vehicle compartment. In particular there is a feature. In this invention, it is possible to prevent the cap from interfering with an object stored in the vehicle compartment.

In carrying out the present invention, the cap and the outer cylinder may be provided with a guide for defining an assembled state of the cap when the cap is assembled to the outer cylinder. In this case, it is possible to prevent erroneous assembly of the cap, the cap can be assembled normally, and when removing the cap, it is possible to hook a finger on the cap accurately.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows an electric parking brake device with an emergency release mechanism for a vehicle according to the present invention, and this electric parking brake device includes an actuator ACT and an emergency release mechanism ERM. The actuator ACT is capable of bringing the parking brakes 13 and 15 into a braking state or a releasing state by driving the electric motor 11, and a deceleration mechanism A that decelerates and transmits the rotational driving force that is the output of the electric motor 11. The conversion mechanism B that converts the rotational driving force of the electric motor 11 transmitted through the speed reduction mechanism A into a linear driving force, and the linear driving force that is driven by the linear driving force converted by the conversion mechanism B. A distribution mechanism C that distributes to the two output units, a pair of cables 17 and 19 that are connected to the output units of the distribution mechanism C and transmit the linear driving force to the parking brakes 13 and 15, and the electric motor 11 An electric control unit ECU that controls reverse rotation driving is provided.

  The electric motor 11 is assembled together with the speed reduction mechanism A in a sealed housing 21 (with a cover removed in FIG. 1). Further, as shown in FIG. 1, the electric motor 11 is electrically connected to the electric control unit ECU, and its operation is controlled by the electric control unit ECU. Is driven to rotate in the forward direction, and the driver is driven to rotate in the reverse direction by operating the release switch SW2. The housing 21 is assembled to the upper surface of a frame (not shown) that supports the rear wheels LRW and RRW at the position schematically shown in FIG. 2, that is, below the trunk provided at the rear of the vehicle. ing.

  As shown in FIG. 1, the speed reduction mechanism A is constituted by a speed reduction gear train (the number of gear trains can be set as appropriate), and each gear is incorporated in a casing 23 assembled to the housing 21. The input gear 25 is fixed to the output shaft 11 a of the electric motor 11, and the output gear 27 is fixed to one end of the screw shaft 29 (the end projecting into the casing 23).

  The conversion mechanism B includes the screw shaft 29, the nut 31 screwed to the screw shaft 29, and the nut 31 integrally with the nut 31 in the screw shaft direction in a state where rotation of the nut 31 around the screw shaft is limited. A moving equalizer 33 is provided. In this conversion mechanism B, when the screw shaft 29 is rotationally driven in the forward direction, the nut 31 and the equalizer 33 are moved from the release position (position shown in FIG. 1) to the braking position (a predetermined amount to the right of the position shown in FIG. 1). Toward the axial direction of the screw shaft 29. For this reason, the wires 17a and 19a of both the cables 17 and 19 are pulled, and both the parking brakes 13 and 15 are brought into a braking state. Further, when the screw shaft 29 is rotationally driven in the reverse direction, the nut 31 and the equalizer 33 are moved in the axial direction of the screw shaft 29 from the braking position toward the release position. For this reason, the wires 17a and 19a of both the cables 17 and 19 are loosened, and both the parking brakes 13 and 15 are released.

  The parking brake 13 is incorporated in a wheel brake (not shown) mounted for braking the left rear wheel LRW shown in FIG. 2, and is known per se. The parking brake 15 is incorporated in a wheel brake (not shown) mounted for braking the right rear wheel RRW shown in FIG. 2, and is known per se.

  The distribution mechanism C distributes the linear driving force acting on the nut 31 equally to the two output portions, and is supported on the nut 31 via the connecting pin 35 so as to be swingable at the central portion 33a. The inner wires 17a of the cables 17 and 19 can be moved together with the nut 31 by a pair of arm portions 33b and 33c (output portions) extending from the central portion 33a toward the radially outer side of the screw shaft 29. The equalizer 33 combined with 19a is provided.

  The screw shaft 29 has a male screw on the outer periphery, and is assembled to the housing 21 via a pair of bearings 37 and 39 so as to be rotatable and immovable in the axial direction. The screw shaft 29 is rotationally driven in the forward or reverse direction by the electric motor 11 via the speed reduction mechanism A in a state where movement in the axial direction is restricted by the bearings 37 and 39. . The nut 31 has a female screw on the inner periphery, and is screwed to the male screw of the screw shaft 29 with this female screw.

  The equalizer 33 has both upper and lower walls and a vertical wall (a through hole for passing through the screw shaft 29) connected to these walls, and is bent in a U-shaped cross section. 21 is slidably engaged with the guide plane 21a (the upper surface of the bottom wall of the housing 21 shown in FIG. 1), and can swing on both upper and lower surfaces of the nut 31 on both upper and lower walls of the central portion 33a. It is supported.

  Further, the equalizer 33 is rotated at one arm portion 33b which is one output portion via one end portion of the inner wire 17a and the end pin 41 (preliminarily fixed to one end portion of the inner wire 17a) in one cable 17. The arm portion 33c, which is the other output portion, is movably connected and is rotatably connected to one end portion of the inner wire 19a of the other cable 19 via the tension sensor TS and the rod 43.

  One cable 17 is constituted by an inner wire 17a and an outer tube 17b that covers and guides the outer periphery other than both ends of the inner wire 17a. The other end of the inner wire 17a is operated by one parking brake 13. It is connected to the part. The other cable 19 is constituted by an inner wire 19a and an outer tube 19b that covers and guides the outer periphery other than both ends of the inner wire 19a. The other end of the inner wire 19a is operated by the other parking brake 15. It is connected to the part.

  The tension sensor TS is interposed together with the rod 43 at a connection portion between the inner wire 19a of the other cable 19 and the arm portion 31c which is the other output portion of the equalizer 31, and detects the tension of the inner wire 19a in the other cable 19. The structure is known, for example, in Japanese Patent Application Laid-Open No. 2006-17158, and the detection signal (tension detection value) is input to the electric control unit ECU.

  The electric control unit ECU is configured separately from the actuator ACT, and is provided in the engine room. The electric control unit ECU is electrically connected to the electric motor 11 and the tension sensor TS of the actuator ACT, and in the vicinity of the driver's seat. The brake switch SW1 and the release switch SW2 that are arranged are electrically connected. The electric control unit ECU can be provided integrally with the actuator ACT.

  The emergency release mechanism ERM can release the parking brakes 13 and 15 that are in a braking state regardless of the drive of the electric motor 11 in an emergency, and rotates the output gear 27 that is a driven member in the actuator ACT. A drive force transmission member 51 that can be driven, and an outer cylinder 53 that rotatably accommodates the drive force transmission member 51 therein, and a cap that is assembled to an end of the outer cylinder 53 on the trunk room Ra side (vehicle interior side) 55.

  The driving force transmission member 51 can be manually rotated using a tool from the trunk room Ra side (vehicle interior side), and is fixed to a bendable rotating shaft 51a and an input side end of the rotating shaft 51a. Is configured by a hex socket head 51b that can be attached and detached, and an emergency output gear 51c that is fixed to the output side end of the rotary shaft 51a and that meshes with the output gear 27 at all times. In this driving force transmission member 51, the rotating shaft 51a and the emergency output gear 51c can be rotated by rotating the hexagonal head 51b with a tool, and the output gear 51c can be rotated by the rotation of the emergency output gear 51c. 27 can be rotated.

  The outer cylinder 53 is bendable in the middle, and is airtight and liquid-tightly assembled to the sealed housing 21 at the end on the actuator ACT side, and is attached to the trunk room forming wall 61 at the end on the trunk room Ra side. It is assembled in an airtight and liquidtight manner, and a sealed structure is obtained by assembling the cap 55. The driving force transmission member 51 and the outer cylinder 53 are assembled to the vehicle body so that the end on the actuator ACT side is substantially horizontal, and the end on the trunk room Ra side is substantially vertical. The middle part is curved.

  The cap 55 is assembled in an airtight and liquid-tight manner at the end of the outer cylinder 53 on the trunk room Ra side via a seal ring 57, and is accommodated in the outer cylinder 53 without jumping into the trunk room Ra. Further, the cap 55 prevents foreign matter from entering the outer cylinder 53 through the gap between the outer cylinder 53 and the driving force transmission member 51, and passes through the insertion hole 61 a provided in the trunk room forming wall 61 from the trunk room Ra side. Removable with your finger.

  The cap 55 includes a cap body 55a and a filter 55b. 3 and 4, the cap main body 55a includes a seal ring mounting groove 55a1 for mounting the seal ring 57, a through hole 55a2 for circulating air through the filter 55b, and an outer cylinder of the cap 55. A guide projection 55a3 that defines the assembled state of the cap 55 by a guide groove 53a (see FIG. 1) provided in the outer cylinder 53 at the time of assembling to the outer cylinder 53, and for hooking a finger when removing the cap 55 from the outer cylinder 53 The hook portion 55a4 is formed integrally with resin. The filter 55b is formed in a sheet shape from a material that does not allow passage of foreign matters such as water and allows air to pass therethrough, and is assembled to the cap body 55a in an airtight and liquid-tight manner at the periphery.

  In this embodiment configured as described above, when the brake switch SW1 is operated, the electric motor 11 is driven to rotate in the forward direction, and the screw shaft 29 of the conversion mechanism B is rotated in the forward direction. The equalizer 33 moves in the axial direction of the screw shaft 29 from the release position in FIG. 1 toward the right braking position. For this reason, the inner wires 17a and 19a of both the cables 17 and 19 are pulled, and both the parking brakes 13 and 15 are brought into a braking state. When the nut 31 and the equalizer 33 are moved to the braking position, the tension detected by the tension sensor TS becomes a set value, the forward rotation driving of the electric motor 11 is stopped, and the parking brakes 13 and 15 are braked. Is maintained.

  Further, when the release switch SW2 is operated, the electric motor 11 is driven in reverse rotation, and the screw shaft 29 of the conversion mechanism B is rotated in reverse, whereby the nut 31 and the equalizer 33 are moved from the braking position to the release position in FIG. Moving. For this reason, the inner wires 17a and 19a of both cables 17 and 19 are loosened, and both parking brakes 13 and 15 are released. When the nut 31 and the equalizer 33 are moved to the release position in FIG. 1, the tension detected by the tension sensor TS becomes substantially zero, the reverse rotation drive of the electric motor 11 is stopped, and both parking brakes 13 and 15 are stopped. The released state is maintained.

  By the way, in the above-described embodiment, when the cap 55 is assembled to the end of the outer cylinder 53 on the trunk room Ra side, foreign matter enters the outer cylinder 53 through the gap between the outer cylinder 53 and the driving force transmission member 51. This can be prevented by the cap 55. In the state where the cap 55 is removed from the trunk room Ra side end portion of the outer cylinder 53, the driving force transmission member 51 can be manually operated from the trunk room Ra side, and the output gear 27 in the actuator ACT is rotationally driven. It is possible to release the parking brakes 13 and 15 in the braking state without depending on the driving of the electric motor 11 in an emergency. Further, since the cap 55 is detachable with a finger, the cap 55 can be removed without using a tool in an emergency, and the workability in an emergency can be improved.

  In the above-described embodiment, the guide protrusion 55a3 is provided on the cap 55, and the guide groove 53a is provided on the outer cylinder 53, so that the assembled state of the cap 55 is defined when the cap 55 is assembled to the outer cylinder 53. It was made to be. For this reason, it is possible to prevent erroneous assembly of the cap 55, the cap 55 can be assembled normally, and when removing the cap 55, it is possible to hook a finger on the cap 55 accurately. is there.

  In the above-described embodiment, the actuator ACT and the outer cylinder 53 have a sealed structure, and the cap 55 is provided with a filter 55b through which foreign matters such as water cannot pass and air can pass. For this reason, it is possible to always maintain the internal pressures of the actuator ACT and the outer cylinder 53 at atmospheric pressure in a state in which foreign substances are prevented from entering the actuator ACT and the outer cylinder 53. Further, the cap 55 is accommodated in the outer cylinder 53 without jumping into the trunk room Ra. For this reason, it is possible to prevent the cap 55 from interfering with an object stored in the trunk room Ra.

  In the above embodiment, the cap 55 constituted by the cap main body 55a and the filter 55b is used. However, the cap 155 shown in FIGS. 5 and 6 is used instead of the cap 55. Is also possible. The cap 155 is composed only of the cap body 155a, and has the same configuration as the cap 55 of the above embodiment except that the filter 55b and the through hole 55b2 of the above embodiment are not provided. The same reference numerals are given and description thereof is omitted.

  Moreover, in the said embodiment, although comprised so that the vehicle interior side edge part of the outer cylinder 53 in the emergency cancellation | release mechanism ERM might be opened toward the trunk room Ra, it was implemented. It is also possible to configure and implement such that the inner end is opened toward the passenger compartment (for example, the rear passenger space).

  In the above-described embodiment, the braking state of both parking brakes 13 and 15 is maintained in a state where the forward rotation drive of the electric motor 11 is stopped, for example, by setting the reduction ratio of the reduction mechanism A to be large. However, between the output gear 27 and the screw shaft 29, the rotational driving force transmission from the speed reduction mechanism A to the conversion mechanism B is allowed and the rotational driving force transmission from the conversion mechanism B to the speed reduction mechanism A is restricted. It is also possible to provide a one-way power transmission mechanism so that the braking state of both parking brakes 13 and 15 is maintained.

1 is an overall configuration diagram schematically showing an embodiment of an electric parking brake device according to the present invention. FIG. 2 is a perspective view schematically showing an arrangement of actuators shown in FIG. 1. It is a vertical side view of the cap and seal ring shown in FIG. FIG. 4 is a plan view of a single cap shown in FIG. 3. FIG. 4 is a longitudinal side view of a cap and a seal ring that can be used instead of the cap shown in FIG. 3. It is a top view of the cap single body shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Electric motor, 13, 15 ... Parking brake, 17, 19 ... Pair of cables, 21 ... Housing, 23 ... Casing, 51 ... Driving force transmission member, 53 ... Outer cylinder, 53a ... Guide groove, 55 ... Cap, 55a ... Cap body, 55a1 ... Seal ring mounting groove, 55a2 ... Through hole, 55a3 ... Guide protrusion, 55a4 ... Hook part, 55b ... Filter, ECU ... Electric control device, A ... Deceleration mechanism, B ... Conversion mechanism, C ... Distribution mechanism , TS ... tension sensor, SW1 ... brake switch, SW2 ... release switch, ACT ... actuator, ERM ... emergency release mechanism

Claims (3)

An actuator capable of bringing the parking brake into a braking state or a releasing state by driving an electric motor, and an emergency releasing mechanism capable of releasing the parking brake in a braking state without depending on the driving of the electric motor in an emergency. The emergency release mechanism includes a driving force transmission member that can be manually operated from the vehicle interior side and can drive a driven member in the actuator, and an outer cylinder that houses the driving force transmission member. cage, the vehicle interior side end portion of the outer cylinder, the cap to prevent the foreign matter into the outer tube from entering through the gap between the outer cylinder and the driving force transmitting member, and removably provided with a finger vehicle An electric parking brake device with an emergency release mechanism for use, wherein the actuator and the outer cylinder have a sealed structure, and foreign substances such as water cannot pass through the cap Emergency release mechanism with the electric parking brake system for a vehicle, wherein the air can pass filters are provided. An actuator capable of bringing the parking brake into a braking state or a releasing state by driving an electric motor, and an emergency releasing mechanism capable of releasing the parking brake in a braking state without depending on the driving of the electric motor in an emergency. The emergency release mechanism includes a driving force transmission member that can be manually operated from the vehicle interior side and can drive a driven member in the actuator, and an outer cylinder that houses the driving force transmission member. cage, the vehicle interior side end portion of the outer cylinder, the cap to prevent the foreign matter into the outer tube from entering through the gap between the outer cylinder and the driving force transmitting member, and removably provided with a finger vehicle a emergency release mechanism with the electric parking brake apparatus of use, the cap may be characterized in that it is accommodated in the outer tube without jumping the vehicle interior Emergency release mechanism with electric parking brake device for a vehicle. The electric parking brake device with an emergency release mechanism for a vehicle according to claim 1 or 2 , wherein the cap and the outer cylinder define an assembled state of the cap when the cap is assembled to the outer cylinder. An electric parking brake device with an emergency release mechanism for a vehicle, characterized in that a guide is provided .

Images