JP5193269B2 - Electric brake actuator displacement suppression structure - Google Patents

Description

  The present invention relates to a displacement suppression structure for an electric brake actuator in a vehicle brake system.

  Conventionally, as a brake system for a vehicle (automobile), for example, a system including a booster such as a negative pressure booster or a hydraulic booster is known. In recent years, an electric booster that uses an electric motor as a boost source is known (see, for example, Patent Document 1).

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

  According to this electric booster, the main piston and the booster piston are used as the pistons of the master cylinder, and the front ends thereof face the pressure chambers of the master cylinder. The brake fluid pressure can be generated in the master cylinder by the thrust and the booster thrust input from the electric motor to the booster piston.

JP 2010-23594 A

  However, in the electric booster disclosed in Patent Document 1, since the hydraulic pressure generation mechanism input from the brake pedal and the hydraulic pressure generation mechanism input from the electric motor are integrally configured, the entire apparatus is There is a tendency to increase in size. For this reason, when receiving a force such as vibration, the displacement of the apparatus may increase.

  The present invention has been made in view of such circumstances, and suppresses displacement of an electric brake actuator in a vehicle brake system capable of suppressing displacement of the electric brake actuator when receiving a force such as vibration. The purpose is to provide a structure.

  According to the first aspect of the present invention, there is provided an input device for inputting an operator's brake operation, and a mount portion for generating brake fluid pressure based on at least an electric signal corresponding to the brake operation and attaching the brake fluid pressure to the vehicle body. A displacement suppression structure for the electric brake actuator in a vehicle brake system including the electric brake actuator, wherein the electric brake actuator is formed between the electric brake actuator and a vehicle body, and a load from the electric brake actuator is applied to the vehicle body. The electric brake actuator includes an electric motor that is driven based on the electric signal, a driving force transmission unit that transmits a driving force by the electric motor, and the driving force transmission unit. Brake by moving the piston in the axial direction by the transmitted driving force A and a cylinder mechanism for applying pressure, said load transfer portion, the the mounting portion in which are provided independently.

According to the present invention, the displacement of the electric brake actuator can be suppressed when receiving a force such as vibration. Here, when the electric brake actuator receives a force such as vibration of a normal magnitude, the sound and vibration of the electric brake actuator are reduced by the support in the mount portion, and a force such as excessive vibration than normal is applied. In the case of receiving, the load from the electric brake actuator is received by the load transmission unit, so that the displacement of the electric brake actuator can be suppressed.
Thus, since the displacement of the electric brake actuator can be suppressed, for example, it is possible to reduce the stress generated in the pipe connected to the electric brake actuator.

  According to a second aspect of the present invention, in the displacement suppressing structure for an electric brake actuator according to the first aspect, the load transmitting portion can be brought into contact with the vicinity of the tip of the cylinder mechanism.

  According to this invention, in addition to the function and effect of the invention described in claim 1, it is possible to more effectively suppress displacement around the tip of the cylinder mechanism, particularly displacement that can occur around the mount portion.

  According to a third aspect of the present invention, in the displacement suppression structure for an electric brake actuator according to the first or second aspect, the load transmission portion can be brought into contact with the driving force transmission portion.

  According to this invention, in addition to the operation and effect of the invention according to claim 1 or 2, the load transmission portion can receive a load from the drive force transmission portion having a large weight and high rigidity, and the electric brake actuator The displacement as a whole can be more effectively suppressed.

  According to a fourth aspect of the present invention, in the displacement suppressing structure for an electric brake actuator according to any one of the first to third aspects, the load transmitting portion is an elastic body capable of contacting the electric brake actuator; And a support member that supports the elastic body.

  According to this invention, in addition to the function and effect of the invention according to any one of claims 1 to 3, a force such as vibration can be attenuated by the elastic body, and the displacement generated in the electric brake actuator is more effective. Can be suppressed. Further, the electric brake actuator itself can be protected.

  According to a fifth aspect of the present invention, in the displacement suppressing structure for the electric brake actuator according to any one of the first to fourth aspects, between the electric brake actuator and at least a part of the load transmitting portion, A gap is provided so that the load from the electric brake actuator is transmitted to the vehicle body when the electric brake actuator is displaced.

  According to the present invention, when a force such as a relatively small vibration is received, the force such as the vibration is not transmitted to the load transmitting portion, so that the propagation of vibration and the generation of sound through the load transmitting portion are prevented. It becomes possible.

  ADVANTAGE OF THE INVENTION According to this invention, when receiving force, such as a vibration, the displacement suppression structure of the electric brake actuator in the brake system for vehicles which can suppress the displacement of an electric brake actuator can be provided.

It is a figure showing the arrangement composition in vehicles of the brake system for vehicles to which the displacement control structure of the electric brake actuator concerning a 1st embodiment of the present invention is applied. 1 is a schematic configuration diagram of a vehicle brake system. It is a side view of a motor cylinder device. It is a disassembled perspective view of a motor cylinder apparatus. It is a disassembled perspective view of a driving force transmission part. It is the perspective view seen from the slanting lower part of the motor cylinder device. It is a disassembled perspective view for demonstrating the method of attaching a motor cylinder apparatus to a vehicle body. It is a side view which shows the support structure of a piping tube. It is a top view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 1st Embodiment. It is sectional drawing of the load transmission part cut | disconnected by the plane parallel to the central axis of a cylinder mechanism. It is a top view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 2nd Embodiment. It is a side view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 3rd Embodiment. It is a top view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 4th Embodiment. It is a top view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 5th Embodiment. It is a side view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 6th Embodiment. It is a top view which shows the displacement suppression structure of the motor cylinder apparatus which concerns on 7th Embodiment.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
FIG. 1 is a diagram illustrating an arrangement configuration in a vehicle V of a vehicle brake system to which a displacement suppression structure for an electric brake actuator according to a first embodiment of the present invention is applied. Note that the front, rear, left and right directions of the vehicle V are indicated by arrows in FIG.

  The vehicle brake system 10 of the present embodiment transmits a hydraulic signal to a by-wire type brake system that transmits an electric 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.

  As shown in FIG. 1, the vehicle brake system 10 includes an input device 14 to which an operator (driver) brake operation is input, and an electric motor that generates brake hydraulic pressure based on at least an electric signal corresponding to the brake operation. A motor cylinder device 16 as a brake actuator, and a vehicle stability assist device 18 (hereinafter referred to as a VSA device) as a vehicle behavior stabilization device that assists in stabilizing the behavior of the vehicle based on the brake fluid pressure generated by the motor cylinder device 16 18, VSA (registered trademark).

  The motor cylinder device 16 may include means for generating a hydraulic pressure based not only on an electric signal corresponding to the driver's brake operation but also on an electric signal corresponding to another physical quantity. The electrical signal corresponding to the other physical quantity is, for example, an ECU (Electronic Control Unit) that uses a sensor or the like to determine the situation around the vehicle V without relying on the driver's brake operation, as in an automatic brake system. A signal for avoiding a collision of the vehicle V and the like.

  Here, the input device 14 is applied to a right-hand drive vehicle, and is fixed to the right side of the dashboard 2 in the vehicle width direction via a bolt or the like. The input device 14 may be applied to a left-hand drive vehicle. For example, the motor cylinder device 16 is disposed on the left side in the vehicle width direction opposite to the input device, and is attached to the vehicle body 1 such as the left side frame via a mounting bracket 190 (see FIG. 7). The VSA device 18 suppresses, for example, an ABS (anti-lock braking system) function for preventing wheel lock during braking, a TCS (traction control system) function for preventing wheel slipping during acceleration, and a side slip during turning. For example, it is attached to the vehicle body via a bracket at the right front end in the vehicle width direction. Instead of the VSA device 18, an ABS device having only an ABS function for preventing wheel lock during braking may be connected. Detailed configurations of the input device 14, the motor cylinder device 16, and the VSA device 18 will be described later.

  These input device 14, motor cylinder device 16, and VSA device 18 are provided in a structure mounting chamber R in which a structure 3 such as an engine or a traveling motor provided in front of the dashboard 2 of the vehicle V is mounted. They are separated from each other via the piping tubes 22a to 22f. The vehicle brake system 10 can be applied to any of front-wheel drive vehicles, rear-wheel drive vehicles, and four-wheel drive vehicles. Further, as a by-wire brake system, the input device 14 and the motor cylinder device 16 are electrically connected to a control means such as an ECU through a harness (not shown).

FIG. 2 is a schematic configuration diagram of the vehicle brake system 10.
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 the connection point A1 in FIG. 2 as a reference, and 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 another connection point A2 in FIG. 2, 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 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 the wheel cylinder 32FR of the disc brake mechanism 30a provided on the right front wheel by the 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, As the hydraulic pressure in 32RL, 32RR, and 32FL increases, each wheel cylinder 32FR, 32RL, 32RR, and 32FL is actuated to the corresponding wheel (right front wheel, left rear wheel, right rear wheel, left front wheel). A braking force is applied.

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

  The input device 14 includes a tandem master cylinder 34 that can generate hydraulic pressure by operating the brake pedal 12 by a driver, 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. Further, 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 portion of the cylinder tube 38. Is done.
Instead of providing piston packings 44a and 44b on the outer peripheral surfaces of the pistons 40a and 40b, packing may be provided on the inner peripheral surface 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 driver depressing the brake pedal 12 are provided. The first pressure chamber 56a is provided so as to communicate with the connection port 20a via the first hydraulic pressure path 58a, and the second pressure chamber 56b communicates with the other connection port 20b via the second hydraulic pressure path 58b. To be provided.

  A pressure sensor Pm is disposed between the master cylinder 34 and the connection port 20a upstream of the first hydraulic pressure path 58a, and a normally open type is provided downstream of the first hydraulic pressure path 58a. A first shut-off valve 60a composed of a (normally open type) solenoid valve is provided. This pressure sensor Pm detects the hydraulic pressure upstream of the first shutoff valve 60a on the master cylinder 34 side 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 at the time of demagnetization (non-energization)) is in the open position (normally open). Say. In FIG. 2, the first shut-off valve 60a and the second shut-off valve 60b show the state during excitation (the same applies to the third shut-off valve 62 described later).

  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 at the time of demagnetization (non-energization)) is in the closed position (normally closed).

  The stroke simulator 64 is disposed on the second hydraulic pressure path 58b and closer to the master cylinder 34 than 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 increase gradient is set low when the brake pedal 12 is depressed, and the pedal reaction force is set high when the brake pedal 12 is depressed late, so that the pedal feeling of the brake pedal 12 is equivalent to that of the existing master cylinder. It is provided to become.

  The hydraulic pressure path is roughly divided into a first hydraulic pressure system 70a that connects the first pressure chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR and 32RL, a second pressure chamber 56b of the master cylinder 34, and a plurality of pressure paths. 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 28a and 28b and 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 lead-out ports 28c, 28d and pipe tubes 22i, 22j connecting the wheel cylinders 32RR, 32FL, respectively.

  The motor cylinder device 16 includes an actuator mechanism 74 that includes an electric motor 72 and a driving force transmission unit 73, and a cylinder mechanism 76 that is biased by the actuator mechanism 74. In addition, the driving force transmission unit 73 of the actuator mechanism 74 includes a gear mechanism (deceleration mechanism) 78 that transmits the rotational driving force of the electric motor 72, a ball screw shaft 80a that converts the rotational driving force into a linear driving force, and A ball screw structure 80 including a ball 80b.

  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.

  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.

  A pair of slave piston packings 90a and 90b are mounted on the outer peripheral surfaces of the first and second slave pistons 88a and 88b via annular stepped portions, respectively. 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 that generates a 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 generating the output brake hydraulic pressure is provided.

  A regulating means 100 is provided between the first slave piston 88a and the second slave piston 88b to regulate the maximum distance and the minimum distance between the first slave piston 88a and the second slave piston 88b. 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. At the time of backup when braking with the generated brake fluid pressure, the failure of another system is prevented when one system fails.

  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 and 30b (wheel cylinder 32FR and 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, 30d (wheel cylinder 32RR, 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 left rear wheel and the right rear wheel. A hydraulic system connected to the brake mechanism may be used. Further, the first brake system 110a is composed of a hydraulic system connected to a disc brake mechanism provided on the right front wheel and the right rear wheel on one side of the vehicle body, and the second brake system 110b is composed of a left front wheel and a left rear wheel on the vehicle body side. A hydraulic system connected to a disc brake mechanism provided on the wheel may be used.

  Since the first brake system 110a and the second brake system 110b have the same structure, the corresponding parts in the first brake system 110a and the second brake system 110b are assigned the same reference numerals, and The description of the second brake system 110b will be appropriately 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 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 disposed between the second common hydraulic pressure path 114 and the introduction port 26a.

In the first brake system 110a, the brake fluid generated in the first hydraulic chamber 98a of the motor cylinder device 16 is output from the output port 24a of the motor cylinder device 16 on the hydraulic pressure path close to the introduction port 26a. A pressure sensor Ph for detecting pressure is provided. Detection signals detected by the pressure sensors Pm, Pp, and Ph are introduced into control means (not shown).
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 first shut-off valve 60a and the second shut-off valve 60b, which are normally open type solenoid valves, are closed by excitation, and the third shut-off solenoid valve is the third. The shut-off valve 62 is opened by excitation (see FIG. 2). 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. It is not transmitted to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the mechanisms 30a to 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 return springs 66a and 66b by the brake hydraulic pressure supplied to the hydraulic pressure chamber 65, so that the stroke of the brake pedal 12 is allowed and a pseudo pedal reaction is achieved. A force is generated and applied to the brake pedal 12. As a result, it is possible to obtain a brake feeling that is comfortable for the driver.

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

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

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

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

  Next, the motor cylinder device 16 will be described in more detail. FIG. 3 is a side view of the motor cylinder device 16. FIG. 4 is an exploded perspective view of the motor cylinder device 16. FIG. 5 is an exploded perspective view of the driving force transmission unit 73.

  As shown in FIG. 3, the motor cylinder device 16 includes an electric motor 72 that is driven based on an electric signal from a control unit (not shown), a driving force transmission unit 73 that transmits a driving force by the electric motor 72, and a driving force transmission. And a cylinder mechanism 76 that applies pressure to the brake fluid by moving the first and second slave pistons 88a and 88b (see FIG. 2) in the axial direction by the driving force transmitted from the portion 73.

  The electric motor 72 is positioned above the cylinder mechanism 76. If comprised in this way, it can prevent that the oil components, such as the grease in the driving force transmission part 73, enter into the electric motor 72 by the effect | action of gravity, and enter into the electrical components etc. which are not shown in figure.

  As shown in FIG. 4, the electric motor 72, the driving force transmission unit 73, and the cylinder mechanism 76 are configured to be separable from each other. The electric motor 72 has a base portion 161 to which a harness (not shown) is connected, and a plurality of through holes 162 into which the bolts 201 are inserted are formed in the base portion 161. A flange portion 82a is provided at the end of the cylinder body 76 on the driving force transmission portion 73 side of the cylinder body 82, and a plurality of through holes 82b through which the bolts 202 are inserted are formed in the flange portion 82a. Yes.

  The driving force transmission unit 73 includes a case body 171 that accommodates mechanical elements for driving force transmission (see FIG. 5) such as a gear mechanism 78 and a ball screw structure 80, and the case body 171 includes a cylinder mechanism. A housing 172 disposed on the 76 side and a cover 173 that covers the opening end of the housing 172 opposite to the cylinder mechanism 76 are provided. The housing 172 and the cover 173 of the driving force transmission unit 73 are made of a metal such as an aluminum alloy (the same applies to the cylinder body 82 of the cylinder mechanism 76).

  A plurality of screw holes 174 for motor attachment for attaching the electric motor 72 to the driving force transmission unit 73 are formed in the housing 172 of the driving force transmission unit 73. Further, a flange portion 175 is provided at an end portion of the housing 172 on the cylinder mechanism 76 side, and a cylinder mechanism attaching screw hole 176 for attaching the cylinder mechanism 76 to the driving force transmitting portion 73 is provided in the flange portion 175. A plurality of are formed.

  The electric motor 72 is attached and fixed to the driving force transmitting portion 73 by inserting the bolt 201 into the through hole 162 and screwing it into the motor mounting screw hole 174. The cylinder mechanism 76 is attached and fixed to the driving force transmitting portion 73 by inserting the bolt 202 through the through hole 82b and screwing it into the cylinder mechanism attaching screw hole 176.

  As shown in FIG. 5, the gear mechanism 78 and the ball screw structure 80 are accommodated in the case body 171 (see FIG. 4). The gear mechanism 78 includes a pinion gear 78a (see FIG. 2) fixed to the output shaft of the electric motor 72, an idle gear 78b meshed with the pinion gear 78a, and a ring gear 78c meshed with the idle gear 78b. ing. Further, the ball screw structure 80 includes a ball screw shaft 80a whose front end is in contact with the first slave piston 88a, a ball 80b (see FIG. 2) disposed in a screw groove on the ball screw shaft 80a, and a ball 80b. And a nut portion 80c screwed to the ball screw shaft 80a.

  The nut portion 80c is, for example, press-fitted and fixed to the inner peripheral surface of the ring gear 78c. Thus, after the rotational driving force transmitted from the gear mechanism 78 is input to the nut portion 80c, the ball screw The structure 80 is converted into a linear driving force, and the ball screw shaft 80a can move back and forth along the axial direction.

  The housing 172 and the cover 173 of the case body 171 are configured to be separable from each other. A plurality of through holes 177 through which the bolts 203 are inserted are formed in the housing 172 so as to be positioned around the central axis CL (see FIG. 4) of the first and second slave pistons 88a and 88b (see FIG. 2). A plurality of housing mounting screw holes 178 are formed at positions corresponding to the through holes 177 of the cover 173. Then, the housing 172 and the cover 173 are coupled to each other by inserting the bolt 203 through the through hole 177 and screwing it into the housing mounting screw hole 178. 5 indicates a bearing that rotatably supports the tip of the output shaft of the electric motor 72, and the bearing 179 is fitted into a hole 180 formed in the cover 173.

FIG. 6 is a perspective view of the motor cylinder device 16 as viewed obliquely from below. FIG. 7 is an exploded perspective view for explaining a method of attaching the motor cylinder device 16 to the vehicle body.
As shown in FIG. 6, the motor cylinder device 16 is provided with a mount portion 181 for attaching the motor cylinder device 16 to the vehicle body 1 (see FIG. 1) such as a side frame. The mount portion 181 has a left mount hole 182 located on the left side, a right mount hole 183 located on the right side, and a lower mount hole located below when viewed from the cover 173 side in the direction of the central axis CL (see FIG. 4). 184. The left and right mount holes 182 to 184 each have a cylindrical recess. The mount portion 181 has a through hole 185 formed along the common axis of the left mount hole 182 and the right mount hole 183 and having an axis perpendicular to the central axis CL (see FIG. 4).

  The mount 181 is provided in the vicinity of the center of gravity of the motor cylinder device 16. Specifically, of the electric motor 72, the driving force transmission unit 73, and the cylinder mechanism 76, a portion where the center of gravity of the motor cylinder device 16 exists (or a portion closest to the center of gravity), here, the driving force transmission unit 73 is provided with a mount 181. More specifically, the mount portion 181 is provided in the housing 172 of the driving force transmission portion 73 in which a motor mounting screw hole 174 (see FIG. 5) is formed. However, the mounting position of the mount unit 181 may be in the vicinity of the center of gravity of the motor cylinder device 16, and is not necessarily limited to the driving force transmission unit 73 or the housing 172. According to such a configuration, the vicinity of the center of gravity of the motor cylinder device 16 can be supported, and the shake can be reduced even when receiving a force such as vibration.

  As shown in FIG. 7, the motor cylinder device 16 is attached to a vehicle body 1 such as a side frame (see FIG. 1) via a mounting bracket 190 by a mount portion 181 (see FIG. 6).

  The mounting bracket 190 is connected to the lower side of the pair of side plates 195 and 195 and the pair of side plates 195 and 195 for sandwiching and supporting the motor cylinder device 16 from the left and right directions by screw fastening using bolts 204. A support plate 192 including a substantially horizontal bottom plate 194 that supports an intermediate portion (center portion) of the device 16 from below is provided. The mounting bracket 190 includes a back plate 191 connected to the side plates 195 and 195 and the bottom plate 194 and extending in a substantially vertical direction, and a fixing plate 193 connected to the back plate 191 and fixed to the vehicle body. In the vicinity of the center of the back plate 191, an opening 191a through which the protruding portion of the cover 173 is inserted is formed.

  One side plate 195 is formed with a substantially U-shaped notch 195a through which the bolt 204 can be inserted, and the other side plate 195 is formed with a through hole 195b through which the bolt 204 is inserted. A nut 195c to which the bolt 204 can be screwed is fixed to the outside of the through hole 195b of the side plate 195 by, for example, welding. Further, a pin 194 a is erected at the center of the upper surface of the bottom plate 194.

  When the motor cylinder device 16 is mounted on the mounting bracket 190, the following is performed. A long cylindrical first collar 198, a rubber bush 196, a second collar 197 having a cylindrical portion 197a and a flange 197b formed at the end thereof, and a bolt 204 are used. The rubber bush 196 is a substantially cylindrical elastic member made of rubber that can absorb vibration and impact. It is also possible to improve the flexibility by forming irregularities on the outer peripheral surface of the rubber bush 196, for example.

  First, the first collar 198 is inserted and arranged in the through hole 185 of the mounting bracket 190. Subsequently, the cylindrical portion 197a of the second collar 197 fitted into the central hole of the rubber bush 196 is fitted into the left mount hole 182 and the right mount hole 183, respectively. Further, the rubber bush 196 is fitted into the lower mount hole 184 and attached. Then, the motor cylinder device 16 is installed on the bottom plate 194 of the mounting bracket 190 so that the pin 194a is inserted into the central hole of the rubber bush 196 mounted in the lower mount hole 184. Thus, the lower mount hole 184 supports the intermediate portion of the motor cylinder device 16 from below. However, a female screw hole is formed in the bottom surface of the lower mount hole 184, and a cylindrical collar is fitted into the central hole of the rubber bush 196 instead of the pin 194a, and a bolt or the like is provided below the through hole formed in the bottom plate 194. It is also possible to insert a screw member and fasten the screw.

  When the motor cylinder device 16 is installed on the bottom plate 194, the rubber bush 196 and the second collar 197 mounted in the left mount hole 182 and the right mount hole 183 of the motor cylinder device 16 are respectively connected to the notch 195a and the through hole of the side plate 195. Facing 195b respectively. Therefore, the bolt 204 can be inserted through the notch 195a, the second collar 197, the rubber bush 196, the first collar 198, the rubber bush 196, and the second collar 197 in order and screwed into the nut 195c. At this time, the bolt 204 is inserted into the through hole 185. In the state where the bolt 204 is inserted into the through hole 185, the motor cylinder device 16 is mounted on the bottom plate 194 such that the shaft portion of the bolt 204 passes through the notch 195 a and the head passes through the outside of the notch 195 a. You may install in. Thus, the motor cylinder device 16 is supported by the left mount hole 182 and the right mount hole 183 so as to be sandwiched between the pair of side plates 195 and 195 from the left and right directions.

  Thus, the left mount hole 182 and the right mount hole 183 are configured to be fastened to the vehicle body side by the single bolt 204 inserted through the through hole 185. Therefore, screw fastening on both the left and right opening ends of the through-hole 185 is possible with only one fastening with a single bolt 204, and attachment work is facilitated.

  Then, the fixing plate 193 of the mounting bracket 190 is fixed to the vehicle body 1 such as a side frame (see FIG. 1) by screw fastening, welding, or the like directly or via another connecting member (not shown).

  As described above, by using the mount portion 181, it is possible to attach the motor cylinder device 16 to the vehicle body side while supporting the left and right three sides of the motor cylinder device 16. Further, since the mount portion 181 of the motor cylinder device 16 is floatingly supported on the vehicle body side via the rubber bush 196, vibration and impact can be absorbed.

  Next, with reference to FIG. 8, the support structure of the piping tube connected to the motor cylinder device 16 will be described. FIG. 8 is a side view showing the support structure of the piping tube. In order to avoid complication of the drawing, members such as the mounting bracket 190 are not shown in FIG.

  As shown in FIG. 8, the piping tubes 22 b and 22 e through which the brake fluid flows are connected to output ports 24 a and 24 b formed in the cylinder body 82 of the cylinder mechanism 76. The piping tubes 22b and 22e are formed by bending a metal pipe such as a steel pipe into a predetermined shape (the same applies to other piping tubes).

  A part of the piping tubes 22b and 22e located at positions away from the connection portions 23a and 23b of the piping tubes 22b and 22e with the output ports 24a and 24b in the extending direction of the piping tubes 22b and 22e are motor cylinder devices. 16 is supported and fixed to an intermediate portion. The intermediate portion of the motor cylinder device 16 refers to a portion near the center that is not an end portion of the motor cylinder device 16 in the direction of the central axis CL of the first and second slave pistons 88a and 88b (see FIG. 2). The central axis CL is also the central axis of the cylinder mechanism 76.

  As described above, when the motor cylinder device 16 is displaced by receiving a force such as vibration, the connection portions of the piping tubes 22b and 22e to the cylinder mechanism 76 and the intermediate portions of the piping tubes 22b and 22e with respect to the motor cylinder device 16 are used. The load is distributed to the support location.

  Here, a clamp member 220 for holding the piping tubes 22b and 22e is provided, and a motor mounting screw hole 174 and a cylinder mechanism mounting screw are used as mounting portions for mounting the clamp member 220 to the motor cylinder device 16. A hole 176 (see FIG. 4) is provided in the housing 172 of the driving force transmission portion 73. Therefore, it is possible to support the piping tubes 22b and 22e using the clamp member 220 on the driving force transmission portion 73 that has a large weight and high rigidity. The motor mounting screw hole 174 and the cylinder mechanism mounting screw hole 176 also serve as mounting screw holes for the clamp member 220.

  The piping tubes 22 b and 22 e are arranged side by side around the central axis CL of the cylinder mechanism 76, are held by a single clamp member 220, and are attached to an intermediate portion of the motor cylinder device 16. However, the piping tubes 22b and 22e may be attached to the intermediate portion of the motor cylinder device 16 by two separated clamp members, respectively. Further, the screw hole for attaching the clamp member may be provided separately from the screw hole 174 for attaching the motor and the screw hole 176 for attaching the cylinder mechanism.

  The clamp member 220 is formed, for example, by punching one metal plate having elasticity, such as spring steel, into a predetermined shape and then bending it. The clamp member 220 can hold the first curved portion 220a having a substantially C-shaped cross section that can hold the piping tube 22b to which the rubber bushing 250 is attached and the piping tube 22e to which the rubber bushing 250 is attached to the inside. And a second curved portion 220b having a substantially C-shaped cross section. The rubber bush 250 is a substantially cylindrical elastic member made of rubber that can absorb vibrations and shocks. It is also possible to improve the flexibility by forming irregularities on the outer peripheral surface of the rubber bush 250, for example.

When connecting the piping tubes 22b and 22e to the motor cylinder device 16, for example, the following is performed.
First, when assembling the motor cylinder device 16, the bolts 201 and 202 are inserted into through holes (not shown) of the clamp member 220, so that a motor mounting screw hole 174 and a cylinder mechanism mounting screw hole 176 (see FIG. 4). The clamp member 220 is attached to the motor cylinder device 16 by being screwed respectively into the reference). Then, while holding the portions of the rubber bushes 250 and 250 previously attached to the piping tubes 22b and 22e on the first bending portion 220a and the second bending portion 220b of the clamp member 220, the tip ends of the piping tubes 22b and 22e are held. It connects to the output ports 24a and 24b of the cylinder mechanism 76.

  Next, the displacement suppression structure of the motor cylinder device 16 will be described with reference to FIGS. 9 and 10. FIG. 9 is a top view showing the displacement suppressing structure of the motor cylinder device according to the first embodiment. FIG. 10 is a cross-sectional view of the load transmitting portion 260 cut along a plane parallel to the central axis CL (see FIG. 8) of the cylinder mechanism 76. In FIG. 9, members such as the mounting bracket 190 and the piping tubes 22 b and 22 e are not shown in the drawing (to prevent the drawing from becoming complicated) (the same applies to the subsequent drawings).

  As shown in FIG. 9, the cylinder mechanism 76 includes a cylindrical tip portion 82 c (near the tip) that is fixed to the front end surface of the cylinder body 82. The tip end portion 82c is formed from a metal such as a resin or an aluminum alloy.

  The tip end portion 82 c is screwed to the cylinder body 82 by, for example, a bolt 206. Here, even if a load in a direction perpendicular to the central axis CL (see FIG. 8) is applied to the tip end portion 82c by fitting the root portion of the shaft of the bolt 206 into a through hole formed in the tip end portion 82c. It is set as the structure which does not slip. The male thread portion formed on the tip end side of the shaft of the bolt 206 is formed at the front end of the cylinder body 82 and is screwed into the screw hole.

  However, the fixing method of the front end portion 82c to the front end surface of the cylinder body 82 is not limited to screw fastening, and various fixing methods such as adhesion and welding can be adopted. Further, the tip end portion 82 c may be formed by integral molding at the front end of the cylinder body 82. Furthermore, a part of the front end side of the cylinder body 82 may be used as the tip end portion 82c.

  The displacement suppressing structure of the motor cylinder device 16 is formed between the motor cylinder device 16 and the vehicle body 1 such as a side frame (see FIG. 1), and transmits the load from the motor cylinder device 16 to the vehicle body 1. A load transmission unit 260 is included. And the load transmission part 260 is provided independently of the mount part 181 (refer FIG. 6).

  The load transmission unit 260 includes an elastic body 261 capable of contacting the motor cylinder device 16 and a bracket 262 as a support member that supports the elastic body 261. Such a load transmission unit 260 has a central axis. A plurality of CLs are arranged around CL (see FIG. 8). In the present embodiment, the load transmitting portion 260 can be brought into contact with the tip end portion 82c of the cylinder mechanism 76, and a pair of load transmitting portions 260 are arranged on the left and right of the tip end portion 82c of the cylinder mechanism 76 with the central axis CL (see FIG. 8) interposed therebetween. Yes.

  Between the cylinder mechanism 76 and the load transmission unit 260, when the motor cylinder device 16 is displaced, the load from the motor cylinder device 16 is transmitted to the vehicle body 1 such as a side frame (see FIG. 1). A gap G1 is provided. The gap G1 has a displacement that does not hinder the function of the motor cylinder device 16 such that the stress generated in the piping tubes 22b and 22e (see FIG. 8) connected to the motor cylinder device 16 is less than the allowable stress, for example. It is set to a distance that can be suppressed.

  As shown in FIG. 10, the bracket 262 is formed with a through hole 262 k for holding the elastic body 261. An engaging portion 261k having an outer diameter slightly larger than the through hole 262k is formed on the end surface of the elastic body 261 on the bracket 262 side. According to such a configuration, the elastic body 261 can be easily held by the bracket 262 by pushing the engaging portion 261k of the elastic body 261 into the through hole 262k of the bracket 262. The number of through holes 262k and engaging portions 261k installed is arbitrary, and may be one or more. However, the elastic body 261 may be held by the bracket 262 by other methods such as screw fastening and adhesion.

  The elastic body 261 has a substantially rectangular parallelepiped shape, but it is preferable that the surface of the motor cylinder device 16 facing the tip portion 82c is formed in a curved shape corresponding to the outer peripheral surface of the tip portion 82c. If comprised in this way, the contact area at the time of the elastic body 261 contact | abutting to the front-end | tip part 82c can be expanded, and the stable contact can be ensured. The elastic body 261 is a rubber cushioning member that can absorb vibrations and shocks. Note that it is also possible to improve the flexibility by forming irregularities on the surface of the elastic body 261 facing the distal end portion 82c.

  The bracket 262 is made of a metal such as steel with high rigidity. The bracket 262 has, for example, a plate shape, but is appropriately processed into a shape that does not interfere with other members. The bracket 262 is fixed to the vehicle body 1 such as a side frame (see FIG. 1) by screw fastening, welding, or the like, directly or via another connecting member (not shown).

The displacement suppressing structure of the motor cylinder device 16 configured as described above operates as follows.
That is, when receiving various forces such as vibration and impact of the vehicle V and the motor cylinder device 16 which are larger than usual, the vehicle body 1 such as a side frame (see FIG. 1) is mounted by the mount 181 (see FIG. 6). ) Is displaced. When the displacement amount of the motor cylinder device 16 becomes equal to or larger than the gap G1, the motor cylinder device 16 comes into contact with the load transmission portion 260 provided independently of the mount portion 181. Is transmitted to the vehicle body 1 (see FIG. 1) such as a side frame. Thereby, the displacement of the motor cylinder device 16 is suppressed.

  As described above, in the present embodiment, it is formed between the motor cylinder device 16 and the vehicle body 1 such as a side frame (see FIG. 1), and transmits the load from the motor cylinder device 16 to the vehicle body 1. The load transmission portion 260 is provided independently of the mount portion 181 (see FIG. 6).

Therefore, according to the present embodiment, the displacement of the motor cylinder device 16 can be suppressed when receiving a force such as vibration. Here, when the motor cylinder device 16 receives a force such as vibration of a normal magnitude, the sound and vibration of the motor cylinder device 16 are reduced by the support in the mount portion 181 (see FIG. 6), and more than usual. When excessive force such as vibration is received, the load from the motor cylinder device 16 is received by the load transmitting portion 260, so that the displacement of the motor cylinder device 16 can be suppressed.
Since the displacement of the motor cylinder device 16 can be suppressed in this way, for example, it is possible to reduce the stress generated in the piping tubes 22b and 22e (see FIG. 8) connected to the motor cylinder device 16.

  In the present embodiment, the load transmitting portion 260 can be brought into contact with the tip end portion 82 c of the cylinder mechanism 76. Therefore, the displacement around the tip of the cylinder mechanism 76, particularly the displacement that can occur around the mount portion 181 (see FIG. 6) can be more effectively suppressed. Particularly in the present embodiment, the displacement in the left-right direction (see FIG. 7) about the vicinity of the tip of the cylinder mechanism 76 can be more effectively suppressed.

  In this embodiment, the load transmission unit 260 includes an elastic body 261 that can contact the cylinder mechanism 76 and a bracket 262 that supports the elastic body 261. Therefore, a force such as vibration can be attenuated by the elastic body 261, and displacement generated in the cylinder mechanism 76 can be more effectively suppressed. Further, the cylinder mechanism 76 itself can be protected.

  Further, in this embodiment, when the motor cylinder device 16 is displaced between the motor cylinder device 16 and the load transmission unit 260, the load from the motor cylinder device 16 is applied to the vehicle body 1 such as a side frame (see FIG. 1). ) Is provided so as to be transmitted. Therefore, when a relatively small force such as vibration is received, the force such as the vibration is not transmitted to the load transmission unit 260, so that the propagation of vibration and the generation of sound through the load transmission unit 260 can be prevented. It becomes possible.

  FIG. 11 is a top view showing the displacement suppressing structure of the motor cylinder device according to the second embodiment. The configuration and operation similar to those of the embodiment shown in FIGS. 1 to 10 will not be described in detail because they are incorporated in this embodiment, and different points will be described (even in other embodiments described below). The same).

  The second embodiment is different from the first embodiment in that the elastic body 261a and the bracket 262a of the load transmitting portion 260a are arranged separately. Here, the elastic body 261a is fixed to the outer peripheral surface of the tip end portion 82c of the motor cylinder device 16 by a method such as adhesion, engagement, and screw fastening. On the other hand, the through-hole for holding the elastic body 261a is not formed in the bracket 262a, and the bracket 262a is disposed at a position facing the side surface of the elastic body 261a. And the gap G1 is provided between the motor cylinder apparatus 16 and the bracket 262a which is a part of the load transmission part 260a. That is, in the first embodiment, the elastic body 261 is provided on the bracket 262, but in the second embodiment, the elastic body 261a is provided on the motor cylinder device 16. According to such 2nd Embodiment, there can exist an effect similar to the said 1st Embodiment.

  FIG. 12 is a side view showing the displacement suppressing structure of the motor cylinder device according to the third embodiment. The third embodiment is different from the first embodiment in that a pair of load transmitting portions 260b are arranged above and below the tip end portion 82c of the cylinder mechanism 76 with the central axis CL (see FIG. 8) interposed therebetween. According to such 3rd Embodiment, there can exist an effect similar to the said 1st Embodiment, and it can suppress more effectively the displacement of the up-down direction about the front-end | tip vicinity of the cylinder mechanism 76 especially. it can.

  FIG. 13 is a top view showing the displacement suppressing structure of the motor cylinder device according to the fourth embodiment. In the fourth embodiment, the load transmission portion 260c can contact not only the tip end portion 82c of the motor cylinder device 16 but also the driving force transmission portion 73, and the cylinder mechanism 76 of the cylinder mechanism 76 is sandwiched with the center axis CL (see FIG. 8) interposed therebetween. The second embodiment is different from the first embodiment in that a pair is disposed not only on the left and right sides of the distal end portion 82 c but also on the left and right sides of the driving force transmitting portion 73. Between the driving force transmission unit 73 and the load transmission unit 260c, when the motor cylinder device 16 is displaced, the load from the motor cylinder device 16 is transmitted to the vehicle body 1 such as a side frame (see FIG. 1). In addition, a gap G2 is provided. The gap G2 may be set smaller than the gap G1 in order to stabilize the motor cylinder device 16 as a whole and suppress displacement, for example.

  According to the fourth embodiment, in addition to being able to achieve the same operational effects as the first embodiment, the load transmission portion 260c has a normal weight and a high rigidity from the driving force transmission portion 73. A load can be received, and the left and right displacement of the motor cylinder device 16 as a whole can be more effectively suppressed. However, it is also possible to adopt a configuration in which a pair of load transmitting portions 260c are disposed only on the left and right of the driving force transmitting portion 73 of the cylinder mechanism 76 with the central axis CL (see FIG. 8) interposed therebetween.

  FIG. 14 is a top view showing the displacement suppressing structure of the motor cylinder device according to the fifth embodiment. The fifth embodiment is different from the fourth embodiment in that the elastic body 261a and the bracket 262a of the load transmitting portion 260d are arranged separately. The configurations of the separated elastic body 261a and bracket 262a are the same as those in the second embodiment, and thus the description thereof is omitted. According to such 5th Embodiment, there can exist an effect similar to the said 4th Embodiment.

  FIG. 15 is a side view showing the displacement suppressing structure of the motor cylinder device according to the sixth embodiment. In the sixth embodiment, the load transmission portion 260e can contact not only the tip portion 82c of the motor cylinder device 16 but also the driving force transmission portion 73, and the cylinder mechanism 76 of the cylinder mechanism 76 is sandwiched with the center axis CL (see FIG. 8) interposed therebetween. The third embodiment is different from the third embodiment in that a pair is arranged above and below the driving force transmitting portion 73 as well as above and below the tip portion 82c.

  According to the sixth embodiment, in addition to having the same operational effects as those of the third embodiment, the load transmission portion 260e has a large weight and a high rigidity from the driving force transmission portion 73. A load can be received, and the vertical displacement of the motor cylinder device 16 as a whole can be more effectively suppressed. However, it is also possible to adopt a configuration in which a pair of load transmitting portions 260e are disposed only above and below the driving force transmitting portion 73 of the cylinder mechanism 76 with the central axis CL (see FIG. 8) interposed therebetween.

  FIG. 16 is a top view showing the displacement suppressing structure of the motor cylinder device according to the seventh embodiment. In the seventh embodiment, the load transmission portion 260f can contact not only the tip portion 82c of the motor cylinder device 16 but also the base portion 161 of the electric motor 72, and the cylinder mechanism 76 sandwiching the center axis CL (see FIG. 8). This is different from the first embodiment in that a pair is arranged on the left and right of the base portion 161 of the electric motor 72 as well as on the left and right of the distal end portion 82c.

  According to such a 7th embodiment, in addition to being able to have the same operation effect as the 1st embodiment, load transmission part 260f is near the connector of electric motor 72 to which the harness which is not illustrated is connected. Since it will be arrange | positioned, the displacement near a connector can be suppressed and it becomes possible to reduce the load concerning a harness. However, it is also possible to adopt a configuration in which a pair of load transmission portions 260f are disposed only on the left and right of the base portion 161 of the electric motor 72 of the cylinder mechanism 76 with the central axis CL (see FIG. 8) interposed therebetween.

  As mentioned above, although this invention was demonstrated based on embodiment, this invention is not limited to the structure described in the said embodiment, Including suitably combining thru | or selecting the structure described in embodiment, The configuration can be changed as appropriate without departing from the spirit of the invention.

  For example, the location of the load transmission unit including the elastic body and the bracket can be changed as appropriate. For example, any two or more of the load transmission portions 260 and 260a to 260f in the displacement suppression structure of the motor cylinder device according to the first to seventh embodiments can be arbitrarily combined and employed. Further, the load transmitting portion is not limited to the left and right, top and bottom arrangement of the motor cylinder device 16, and may be arranged at an equally divided position such as a three-way division in the circumferential direction around the central axis CL. Good. Further, the load transmission unit may be disposed, for example, at a position facing the housing 172 in the vicinity of the output shaft of the electric motor 72, for example. In this way, the displacement of the electric motor 72 can be more effectively suppressed.

  Moreover, in the said embodiment, although the gap is provided between the motor cylinder apparatus 16 and the load transmission part in the state with no displacement of the motor cylinder apparatus 16, this invention is not limited to this. It is also possible to configure the load transmission unit to contact the motor cylinder device 16 in advance, and even with such a configuration, the displacement of the motor cylinder device 16 is suppressed when receiving a force such as vibration. be able to.

  Moreover, in the said embodiment, although the mount part 181 is comprised from each left and right mount hole 182-184, this invention is not limited to this. The shape and number of mounts, the support direction, the fixing method using screws, pins, and the like can be appropriately changed.

1 Side frame (car body)
DESCRIPTION OF SYMBOLS 10 Brake system for vehicles 14 Input device 16 Motor cylinder apparatus (electric brake actuator)
18 VSA device (vehicle behavior stabilization device)
72 Electric motor 73 Driving force transmission portion 74 Actuator mechanism 76 Cylinder mechanism 82c Tip end (near the tip)
88a First slave piston (piston)
88b Second slave piston (piston)
181 Mount part 260, 260a-260f Load transmission part 261, 261a Elastic body 262, 262a Bracket (support member)
CL Center axis G1, G2 Gap V Vehicle

Claims (5)

An input device for inputting an operator's brake operation, and an electric brake actuator provided with a mount portion for generating brake fluid pressure based on at least an electric signal corresponding to the brake operation and mounting the brake fluid pressure on the vehicle body A displacement suppression structure for the electric brake actuator in a vehicle brake system,
Formed between the electric brake actuator and the vehicle body, and having a load transmission portion for transmitting a load from the electric brake actuator to the vehicle body,
The electric brake actuator includes: an electric motor that is driven based on the electric signal; a driving force transmission unit that transmits driving force from the electric motor; and a piston that is axially driven by the driving force transmitted from the driving force transmission unit. A cylinder mechanism that applies pressure to the brake fluid by moving it,
The displacement suppressing structure for an electric brake actuator, wherein the load transmitting portion is provided independently of the mount portion.   The displacement suppressing structure for an electric brake actuator according to claim 1, wherein the load transmitting portion is capable of contacting the vicinity of the tip of the cylinder mechanism.   The displacement suppressing structure for an electric brake actuator according to claim 1, wherein the load transmitting portion is capable of contacting the driving force transmitting portion.   The electric brake according to any one of claims 1 to 3, wherein the load transmission unit includes an elastic body that can contact the electric brake actuator and a support member that supports the elastic body. Actuator displacement suppression structure.   A gap is provided between the electric brake actuator and at least a part of the load transmitting portion so that the load from the electric brake actuator is transmitted to the vehicle body when the electric brake actuator is displaced. The displacement suppression structure for an electric brake actuator according to any one of claims 1 to 4, wherein:

Images