JP5297439B2 - Piping support structure for electric brake actuator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a piping support structure of an electric brake actuator which can reduce stress produced in a piping connected to the electric brake actuator. <P>SOLUTION: There is provided a support structure of piping tubes 22b, 22e in which the brake fluid circulates, which is connected with a motor cylinder device 16 in a vehicle brake system equipped with an input device into which operator's brake operation is input, and a motor cylinder device 16 which generates brake fluid pressure based on electric signals. The motor cylinder device 16 includes: an electric motor 72; a driving force transmission part 73 which transmits driving force by the electric motor 72; and a cylinder mechanism 76 which imparts pressure to the brake fluid by moving a piston axially with the driving force transmitted. The piping tube is connected with the cylinder mechanism 76, and a part of piping tubes located at a position distant from a connecting place with the cylinder mechanism 76 of the piping tube is supported by an intermediate part of the motor cylinder device 16. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a support structure for piping connected to 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 device increases, and there is a risk that a high stress is generated due to a load applied to the connection portion of the piping through which the brake fluid flows with the device.

  The present invention has been made in view of such circumstances, and provides a piping support structure for an electric brake actuator in a vehicle brake system that can reduce stress generated in piping connected to the electric brake actuator. The purpose is to do.

According to a first aspect of the present invention, there is provided a vehicle brake comprising: an input device for inputting an operator's brake operation; and an electric brake actuator for generating a brake fluid pressure based on at least an electric signal corresponding to the brake operation. A support structure of a pipe connected to the electric brake actuator in the system and through which brake fluid flows, wherein the electric brake actuator transmits an electric motor driven based on the electric signal and a driving force by the electric motor A driving force transmission unit, and a cylinder mechanism that applies pressure to the brake fluid by moving the piston in the axial direction by the driving force transmitted from the driving force transmission unit, and the pipe is connected to the cylinder mechanism. A part of the pipe at a position away from the connection point of the pipe with the cylinder mechanism is Is supported on an intermediate portion of the electric brake actuator, the cylinder mechanism, a plurality of communicating with either the first fluid pressure chamber and a second fluid pressure chamber which is formed side by side in the axial direction inside the cylinder mechanism The plurality of pipes are provided corresponding to at least the plurality of ports, and the plurality of pipes are arranged side by side around the central axis of the cylinder mechanism and held by a single holding member. It is attached to the middle part .

According to the present invention, when the electric brake actuator is displaced by receiving a force such as vibration, the connection portion with the cylinder mechanism and the support portion with the intermediate portion of the electric brake actuator in the pipe connected to the cylinder mechanism In addition, the load is distributed. Moreover, since the middle part of the electric brake actuator is usually close to the mount part for mounting on the vehicle body side, the displacement when receiving a force such as vibration is small. Thereby, the stress on piping produced by the displacement of the electric brake actuator is reduced.
Moreover, even when a plurality of pipes are connected to a so-called tandem cylinder mechanism, the stress generated in each pipe can be reduced.
In addition, a plurality of pipes can be collectively attached to the intermediate portion at a time, so that the support portion of the pipes becomes compact, and the number of parts and work man-hours are reduced.

According to a second aspect of the invention, the tube support structure of the electric brake actuator according to claim 1, the mounting portion for mounting the front Symbol holding member to the electric brake actuator, provided in the driving force transmitting portion It is what.

  According to this invention, in addition to the function and effect of the first aspect of the invention, the holding force can be used to support the pipe on the driving force transmission section that is usually heavy and has high rigidity. Thereby, piping can be supported to an electric brake actuator easily and stably.

  According to a third aspect of the present invention, in the pipe support structure for the electric brake actuator according to the first or second aspect, the cylinder mechanism and the driving force transmitting portion are configured to be separable.

  According to this invention, in addition to the operational effects of the invention described in claim 1 or 2, since the cylinder mechanism that defines the position of the connection portion of the pipe and the driving force transmission portion are separate structures, Both can be created separately. For example, when it is necessary to change the position of the connection point of the piping when mounting on multiple types of vehicles, it is possible to share the driving force transmission part as it is and change only the cylinder mechanism Become.

  According to a fourth aspect of the present invention, in the pipe support structure for the electric brake actuator according to any one of the first to third aspects, the pipe is a direction orthogonal to the axial direction at a connection point with the cylinder mechanism. Along the surface of the electric brake actuator so as to be separated from the surface of the electric brake actuator, and again approached to the surface of the electric brake actuator and supported by the electric brake actuator at the approached portion.

  According to this invention, in addition to the function and effect of the invention according to any one of claims 1 to 3, interference with other peripheral components can be prevented. Further, since the displacement in the circumferential direction is small when a rotational fluctuation about the central axis of the cylinder mechanism occurs due to a force such as vibration, it is advantageous in that the generated stress due to the rotational fluctuation can be suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, the piping support structure of the electric brake actuator in the brake system for vehicles which can reduce the stress which arises in the piping connected to 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 support structure of piping connected to the electric brake actuator concerning the embodiment of the present invention was 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 perspective view which shows the support structure of a piping tube. (A) is a perspective view of the clamp member for hold | maintaining a piping tube, (b) is a perspective view of the piping tube with which the rubber bush was mounted | worn. It is sectional drawing which follows the XX line of FIG. It is sectional drawing which shows the support structure of the piping tube which concerns on other embodiment. It is sectional drawing which shows the support structure of the piping tube which concerns on other embodiment. It is sectional drawing which shows the support structure of the piping tube which concerns on other embodiment.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
FIG. 1 is a diagram showing an arrangement configuration in a vehicle V of a vehicle brake system to which a support structure for piping connected to an electric brake actuator according to an 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 at the time of 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 shutoff valve 60a and the second shutoff valve 60b is activated. 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 FIGS. 8-11, the support structure of the piping tube connected to the motor cylinder apparatus 16 is demonstrated. FIG. 8 is a side view showing the support structure of the piping tube. FIG. 9 is a perspective view showing the support structure of the piping tube. FIG. 10A is a perspective view of the clamp member 220 for holding the piping tube, and FIG. 10B is a perspective view of the piping tube to which the rubber bush 250 is attached. FIG. 11 is a cross-sectional view taken along line XX of FIG. In addition, in order to avoid that a figure becomes complicated, members, such as the bracket 190 for attachment, are abbreviate | omitting illustration in FIG.8 and FIG.9.

  As shown in FIGS. 8 and 9, piping tubes (piping) 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).

  Here, the cylinder mechanism 76 is a so-called tandem type cylinder mechanism including a first hydraulic pressure chamber 98a and a second hydraulic pressure chamber 98b formed side by side in the direction of the central axis CL. The output port 24a is a primary port that communicates with the first hydraulic chamber 98a, and the output port 24b is a secondary port that communicates with the second hydraulic chamber 98b.

  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.

  Therefore, when the motor cylinder device 16 is displaced due to a force such as vibration, the connection location of the piping tubes 22b and 22e to the cylinder mechanism 76 and the support location of the piping tubes 22b and 22e to the intermediate portion of the motor cylinder device 16 are provided. In addition, the load is distributed. Further, since the intermediate portion of the motor cylinder device 16 is usually close to a mount portion 181 (see FIG. 6) for mounting on the vehicle body side, the displacement when receiving a force such as vibration is small. Thus, the stress on the piping tubes 22b and 22e caused by the displacement of the motor cylinder device 16 is reduced.

  Here, a clamp member (holding member) 220 for holding the piping tubes 22b and 22e is provided, and a motor mounting screw hole 174 and a cylinder are used as mounting portions for mounting the clamping member 220 to the motor cylinder device 16. A mechanism mounting screw hole 176 (see FIG. 4) is provided in the housing 172 of the driving force transmitting 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. Thereby, the piping tubes 22b and 22e can be supported to the motor cylinder device 16 easily and stably. 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. If comprised in this way, several piping tube 22b, 22e can be collectively attached to an intermediate part at once, while the support part of piping tube 22b, 22e becomes compact, a number of parts and work man-hours are reduced. .

  Further, as shown in FIG. 9, the piping tubes 22b and 22e are separated from the surface of the cylinder mechanism 76 along the A direction orthogonal to the central axis CL direction at the connection portions 23a and 23b with the output ports 24a and 24b. After being stretched and bent at part B, it is again brought close to the surface of the cylinder mechanism 76 and is supported by the cylinder mechanism 76 at the approached part. In other words, the radial distance L (see FIG. 11) from the central axis CL to the place where the piping tubes 22b and 22e are supported is configured to be as small as possible. If comprised in this way, interference with other peripheral components can be prevented. Further, since the displacement C in the circumferential direction (see FIG. 11) when the rotational variation about the central axis CL of the cylinder mechanism 76 occurs due to a force such as vibration is reduced, the generated stress due to the rotational variation can be suppressed. Is advantageous.

  As shown in FIG. 10, 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 is connected to the lower end of the first mounting plate portion 221 and the first mounting plate portion 221 in which the through hole 221a through which the bolt 201 is inserted, and is bent backward in the vertical direction from the lower end. A first arm 222 that extends to the left later, a first bending portion 223 that is connected to the distal end side in the extending direction of the first arm 222 and that can hold the piping tube 22b to which the rubber bush 250 is attached, and a first And a first bent portion 224 that is continuously provided on the distal end side in the extending direction of the curved portion 223 and is slightly bent outward from the outer peripheral surface of the first curved portion 223. The clamp member 220 is connected to the right end of the first mounting plate 221 and is bent forward in the vertical direction, and is connected to the lower end of the connection plate 225 and is connected to the left in the vertical direction. A second arm 226 that is bent and extended in the direction, a second bending portion 227 that is connected to the distal end side in the extending direction of the second arm 226 and can hold the piping tube 22e attached with the rubber bush 250, and The second bending portion 228 is formed continuously from the distal end side in the extending direction of the second bending portion 227 and slightly bent outward from the outer peripheral surface of the second bending portion 227, and a through hole 229a into which the bolt 202 is inserted. And a second mounting plate portion 229 that is connected to the front end of the second arm 226 and bent downward in the vertical direction.

  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. In addition, one slit is formed along the axial direction from the side surface of the rubber bushing 250 to the central hole, and the piping tubes 22b and 22e are passed through the slit from the side so that the rubber bushing 250 is connected to the piping tube 22b, You may comprise so that it may attach to 22e.

  As shown in FIG. 11, since the tip of the first bending portion 224 is bent away from the lower surface of the first arm 222, the pipe tube 22b to which the rubber bushing 250 is attached is pressed on its side surface. The first bending portion 224 can be inserted into the first bending portion 223 while being expanded. The distance H between the first arm 222 and the first bent portion 224 is set to be smaller than the outer diameter dimension of the rubber bush 250 attached to the piping tube 22b. Furthermore, the free inner diameter of the first bending portion 223 is set to be smaller than the outer diameter dimension of the rubber bush 250 attached to the piping tube 22b. Therefore, the piping tube 22b to which the rubber bushing 250 is attached can be firmly held without being detached from the first bending portion 223 while being inserted into the first bending portion 223. The same applies to the holding of the piping tube 22e.

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 the through holes 221 a and 229 a of the clamp member 220, and 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. Then, while holding the portions of the rubber bushes 250 and 250 attached in advance to the piping tubes 22b and 22e on the first bending portion 223 and the second bending portion 227 of the clamp member 220, respectively, 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.

  As described above, in the present embodiment, a part of the piping tubes 22b and 22e located away from the connection locations 23a and 23b of the piping tubes 22b and 22e with the cylinder mechanism 76 are located in the middle portion of the motor cylinder device 16. Supported.

  Therefore, according to the present embodiment, when the motor cylinder device 16 is displaced by receiving a force such as vibration, the connection points with the cylinder mechanism 76 in the piping tubes 22b and 22e connected to the cylinder mechanism 76, and the motor The load is distributed and applied to the support portion with the intermediate portion of the cylinder device 16. Moreover, since the intermediate portion of the motor cylinder device 16 is usually close to the mount portion 181 (see FIG. 6) for mounting on the vehicle body side, the displacement when receiving a force such as vibration is small. Thereby, the stress on the piping tubes 22b and 22e caused by the displacement of the motor cylinder device 16 is reduced.

  In the present embodiment, the cylinder mechanism 76 includes a plurality of output ports 24a communicating with the first hydraulic pressure chamber 98a and the second hydraulic pressure chamber 98b formed in the cylinder mechanism 76 side by side in the direction of the central axis CL. , 24b, and a plurality of piping tubes 22b, 22e corresponding to the plurality of output ports 24a, 24b. As described above, even when the plurality of piping tubes 22b and 22e are connected to the so-called tandem type cylinder mechanism 76, the stress generated in each of the piping tubes 22b and 22e can be reduced.

  Moreover, in this embodiment, the cylinder mechanism 76 and the driving force transmission part 73 are comprised so that isolation | separation is possible (refer FIG. 4). Thus, since the cylinder mechanism 76 that defines the position of the connection location of the piping tubes 22b and 22e and the driving force transmitting portion 73 are separate structures, they can be made separately. For example, when it is necessary to change the position of the connection location of the piping tubes 22b, 22e when mounting on a plurality of types of vehicles, the driving force transmission unit 73 is shared as it is, and only the cylinder mechanism 76 is changed. It becomes possible to respond.

  FIG. 12 is a cross-sectional view showing a pipe tube support structure according to another embodiment. The detailed description of the same configurations and operations as those of the embodiment shown in FIGS. 1 to 11 will be omitted as they are incorporated in this embodiment, and differences will be described (even in other embodiments described later). The same). In this embodiment, only the clamp member and the rubber bush attached to the clamp member are different from the above-described embodiment, and the others are the same. FIG. 12 corresponds to FIG. 11, and the first arm 222 shown in FIG. 11 is changed to the first arm 230. Hereinafter, although the support of the piping tube 22b will be described, the same applies to the support of the piping tube 22e.

  A first bending portion is not provided on the distal end side of the first arm 230 in the extending direction, and a through hole 230a for holding the piping tube 22b to which the rubber bush 251 is attached is formed. The rubber bush 251 has a substantially cylindrical shape, but an engaging portion 251a having an outer diameter slightly larger than the through hole 230a is formed at one end (upper end). According to such a configuration, the piping tube 22b to which the rubber bush 250 is attached is clamped by pushing the engaging portion 251a of the rubber bush 251 attached in advance to the piping tube 22b into the through hole 230a of the first arm 230. The member can be easily held. The number of the through holes 230a and the engaging portions 251a to be installed is arbitrary, and may be one or more.

FIG. 13 is a cross-sectional view showing a piping tube support structure according to still another embodiment.
In this embodiment, only the clamp member is different from the embodiment shown in FIGS. 1 to 11, and the others are the same. FIG. 13 is a view corresponding to FIG. 11, and the first arm 222 shown in FIG. 11 is changed to the first arm 231. Hereinafter, although the support of the piping tube 22b will be described, the same applies to the support of the piping tube 22e.

  A first bending portion is not provided on the distal end side of the first arm 231 in the extending direction, and a through hole 231a through which the male screw member 205 for screwing the pressing member 232 is inserted is formed. The pressing member 232 includes a fixed plate portion 233 formed with a screw hole 233a into which the male screw member 205 is screwed, and a piping tube 22b provided continuously with the distal end side in the extending direction of the fixed plate portion 233 and attached with a rubber bush 250. And a curved portion 234 capable of holding the inside. According to such a configuration, the male screw member 205 is inserted into the through hole 231a of the first arm 231 and screwed into the screw hole 233a in a state where the piping tube 22b to which the rubber bush 250 is attached is accommodated in the curved portion 234. Thus, the piping tube 22b to which the rubber bush 250 is attached can be held between the first arm 231 and the bending portion 234 and can be easily and reliably held. Note that the number of screw fastening portions by the male screw member 205 is arbitrary, and may be one or more.

FIG. 14 is a cross-sectional view showing a piping tube support structure according to still another embodiment.
In this embodiment, only the clamp member is different from the embodiment shown in FIGS. 1 to 11, and the others are the same. The clamp member 220 shown in FIG. 10 is changed to two clamp members 235. Hereinafter, although the support of the piping tube 22b will be described, the same applies to the support of the piping tube 22e.

  The clamp member 235 includes an attachment plate portion 236 formed with a through hole 236a through which the bolt 206 is inserted, and an arm that is connected to the lower end of the attachment plate portion 236 and is bent and extended from the lower end in the vertical direction. 237, a bending portion 238 that is connected to the distal end side in the extending direction of the arm 237 and can hold the piping tube 22b to which the rubber bush 250 is attached, and a bending portion 238 that is connected to the distal end side of the bending portion 238 in the extending direction. And a bent portion 239 that is slightly bent outward from the outer peripheral surface of the. According to such a configuration, the portion of the rubber bush 250 mounted in advance on the piping tube 22b is held by the curved portion 238 of the clamp member 235, and the distal end portion of the piping tube 22b is connected to the output port 24a of the cylinder mechanism 76. Since the clamp member 235 can be attached to the intermediate portion of the motor cylinder device 16, such as the housing 172, the workability is improved. Note that the number of screw fastening portions by the bolt 206 is arbitrary, and may be one or more.

  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, in the embodiment, one port communicating with each of the first hydraulic chamber 98a and the second hydraulic chamber 98b is provided, and one pipe tube is connected to each port. Although the piping tube is connected to the cylinder mechanism 76, the present invention is not limited to this. The cylinder mechanism 76 includes a plurality of ports communicating with either the first hydraulic pressure chamber 98a or the second hydraulic pressure chamber 98b, and a plurality of piping tubes can be provided corresponding to at least the plurality of ports. For example, two ports each communicating with the first hydraulic chamber 98a and the second hydraulic chamber 98b are provided, and one piping tube is connected to each port, and a total of four piping tubes are connected to the cylinder mechanism. It may be connected. Further, for example, one port communicating with each of the first hydraulic pressure chamber 98a and the second hydraulic pressure chamber 98b is provided, and two piping tubes are connected to each port via connectors, for a total of four ports. A piping tube may be connected to the cylinder mechanism. The present invention can be applied to a support structure for the plurality of piping tubes.

  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.

  Moreover, in the said embodiment, although the cylinder mechanism 76 and the driving force transmission part 73 are comprised so that isolation | separation is possible, this invention is not limited to this. For example, the cylinder body 82 and the housing 172 may be formed by integral molding.

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)
22b, 22e Piping tube (piping)
23a, 23b Connection location 24a, 24b Output port (port)
72 Electric motor 73 Driving force transmission unit 74 Actuator mechanism 76 Cylinder mechanism 88a First slave piston (piston)
88b Second slave piston (piston)
98a First hydraulic pressure chamber 98b Second hydraulic pressure chamber 181 Mount portion 220, 235 Clamp member (holding member)
C Displacement CL Center axis V Vehicle

Claims (4)

Connected to the electric brake actuator in a vehicle brake system, comprising: an input device for inputting an operator's brake operation; and an electric brake actuator for generating brake fluid pressure based on at least an electric signal corresponding to the brake operation. Support structure for piping through which brake fluid flows,
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 pipe is connected to the cylinder mechanism, and a part of the pipe located at a position away from the connection point of the pipe with the cylinder mechanism is supported by an intermediate portion of the electric brake actuator ,
The cylinder mechanism includes a plurality of ports communicating with any one of a first hydraulic pressure chamber and a second hydraulic pressure chamber formed in the axial direction inside the cylinder mechanism, and the pipe includes at least the plurality of pipes Multiple ports are provided for each port.
The pipe support structure for an electric brake actuator, wherein the plurality of pipes are arranged side by side around a central axis of the cylinder mechanism, are held by a single holding member, and are attached to the intermediate portion . Tube support structure of the electric brake actuator according to claim 1, attachment portion for attaching the front Symbol holding member to the electric brake actuator, characterized in that provided on the driving force transmitting portion.   The pipe support structure for an electric brake actuator according to claim 1 or 2, wherein the cylinder mechanism and the driving force transmission unit are separable.   The pipe extends away from the surface of the electric brake actuator along a direction orthogonal to the axial direction at a connection point with the cylinder mechanism, and then approaches the surface of the electric brake actuator again. The pipe support structure for an electric brake actuator according to any one of claims 1 to 3, wherein the electric brake actuator is supported by the electric brake actuator.

Images