KR102590734B1 - Intergrated brake device for vehicle - Google Patents

Abstract

The present invention relates to a brake device for a vehicle. The structure of the brake device can be implemented compactly by simplifying the configuration of the brake device, the manufacturing cost can be reduced by reducing the overall size and weight of the brake device, and the mountability in the vehicle is improved. This relates to an integrated brake system for a vehicle that can easily implement layout design. For this purpose, the present invention includes a master cylinder that receives the pedal force of the brake pedal and generates braking pressure, a pedal simulator that provides reaction force according to the displacement of the brake pedal, and a pump that is driven through a motor unit to generate braking pressure, , The master cylinder, pedal simulator, and pump are characterized in that they are configured within one brake actuator housing.

Description

Integrated brake device for vehicle}

The present invention relates to a brake device for a vehicle. More specifically, the structure of the brake device can be implemented compactly by simplifying the configuration of the brake device, and the manufacturing cost can be reduced by reducing the overall size and weight of the brake device. It relates to an integrated brake device for a vehicle that can facilitate layout design by improving mountability.

Recently, the development of hybrid vehicles, fuel cell vehicles, and electric vehicles has been actively underway to improve fuel efficiency and reduce exhaust gases.

Such vehicles are necessarily equipped with a braking device, that is, a vehicle brake device. Here, a vehicle brake device refers to a device that functions to slow down or stop a running vehicle.

Typical vehicle brake devices include vacuum brakes that generate braking force using engine suction pressure, and hydraulic brakes that generate braking force using hydraulic pressure.

The vacuum brake is a device that uses the pressure difference between the suction pressure of the vehicle engine and atmospheric pressure in the vacuum booster to exert large braking force with small force. In other words, it is a device that generates an output much greater than the force applied to the pedal when the driver steps on the brake pedal.

Such conventional vacuum brakes have a problem in that suction pressure from the vehicle engine must be supplied to the vacuum booster to create a vacuum, which reduces fuel efficiency. Additionally, there was a problem in that the engine had to be run constantly to create a vacuum even when the vehicle was stopped.

In addition, because fuel cell vehicles and electric vehicles do not have an engine, it is impossible to apply existing vacuum brakes that amplify the driver's pedal effort when braking, and in the case of hybrid vehicles, an idling stop function must be implemented when stopping to improve fuel efficiency. Therefore, the introduction of hydraulic brakes is necessary.

In other words, as mentioned above, all vehicles need to implement regenerative braking to improve fuel efficiency, so it is easy to implement the function when hydraulic brakes are introduced.

Meanwhile, in the electro-hydraulic brake system, a type of hydraulic brake, when the driver steps on the pedal, the electronic control unit detects this and supplies hydraulic pressure to the master cylinder, thereby controlling the wheel cylinder (not shown) of each wheel. It is a brake system that generates braking force by transmitting braking hydraulic pressure to the brake system.

An example related to such an electronically controlled hydraulic brake system is also disclosed in detail in US Patent Publication No. 2012-0167565 titled “Brake System Equipped with Electric Servo Brake.”

The electronically controlled hydraulic brake system disclosed in the above patent publication is a master system equipped with primary and secondary pistons inside to supply hydraulic pressure to two brake circuits connected to the wheel side of the vehicle according to the operation of the brake pedal. The cylinder is installed. Additionally, a servo brake equipped with an operating piston operated by a motor is installed inside the master cylinder. In addition, the operating piston is provided to enable linear movement through a rack driving device, which includes a worm wheel engaged with the worm shaft of the motor, and a rack that performs linear movement while engaged with the worm wheel. Includes gears. That is, the rack driving device is installed so that two whim wheels are engaged on opposite sides of the rack gear, so that the linear movement of the rack gear can be achieved through one whim wheel, while the linear movement of the rack gear can be guided through the other whim wheel. Consists of.

However, the conventional electronically controlled hydraulic brake system with the above configuration uses two worm wheels combined with a pinion gear and a worm gear to ensure the straightness of the rack gear that pushes the piston inside the pump to generate braking pressure. Because it is used in engagement with both sides of the rack gear, there is a problem that the size of the rack gear driving device increases and the weight also increases excessively. This ultimately led to problems in deteriorating the mountability within the vehicle and deteriorating the layout design.

In addition, in another conventional electronically controlled hydraulic brake system developed, a ball screw was used as a power transmission means to transmit power from the motor to the pump piston. In the brake system applying this ball screw structure, As the motor, ball screw, and pump are arranged in a straight line, the length of the brake device is increased, making it impossible to compactly implement the structure of the brake system, which has the problem of deteriorating mountability in a vehicle. In addition, due to the structure of the ball screw, noise is generated when multiple balls come into contact with the ball screw shaft, so there is a disadvantage in terms of noise control.

In addition, in the conventional electronically controlled hydraulic brake system, the ABS module and ESC module to implement the functions of ABS (Anti-Lock Brake System) and ESC (Electronic Stability Control) are installed independently, while the ABS module and ESC module are installed independently to control the position of the motor. Since the ECU (Electronic Control Unit) and the ECU for solenoid valve control are installed separately, the size and weight of the entire brake system increases, which increases manufacturing costs and reduces mountability in the vehicle. Additionally, the pressure inside the pump increases. Because the chamber consisted of a single chamber, there was a disadvantage in that if the hydraulic fluid in the pressure chamber leaked, it would cause problems in generating braking pressure.

US Patent Publication No. 2012-0167565

Accordingly, the present invention was devised to solve the above problems, and the technical problem to be solved by the present invention is a master cylinder that generates braking pressure when the brake pedal is operated, and a pedal simulator that provides reaction force according to the displacement of the brake pedal. By integrating the pump that generates braking pressure through a motor into one brake actuator housing, the overall structure of the brake device can be simplified, the overall weight and size of the brake can be reduced, manufacturing costs can be reduced, and mountability in a vehicle can be reduced. The purpose is to provide an integrated brake system for a vehicle that can increase the degree of freedom in layout design by improving the

In addition, another technical problem to be solved by the present invention is to enable additional braking pressure to be generated using a pump provided separately from the master cylinder, so that a vehicle's integrated braking system capable of back-up braking to the master cylinder is possible. The purpose is to provide a braking device.

In addition, another technical problem to be solved by the present invention is to stably move the pump piston forward and backward using one single worm wheel, and to ensure stable linear movement of the pump piston by combining a cylindrical bush on the outer circumference of the pump piston. The aim is to provide an integrated braking device for a vehicle that can be guided.

In addition, another technical problem to be solved by the present invention is to adopt a valve block equipped with a plurality of solenoid valves required to implement the ABS and ESC functions of a vehicle, thereby installing separate ABS modules and ESC modules to implement the ABS and ESC functions. The goal is to provide an integrated brake device for the vehicle that does not require installation.

In addition, another technical problem to be solved by the present invention is to install two pressure chambers in the pump and generate braking pressure by a pump piston that moves linearly inside each pressure chamber, thereby preventing leakage of hydraulic oil inside one pressure chamber. The purpose is to provide an integrated brake device for a vehicle that can generate braking pressure through another pressure chamber even if this occurs.

Another technical problem to be solved by the present invention is to provide an integrated brake device for a vehicle that does not require independent installation of an ECU for motor position control and an ECU for solenoid valve control.

The integrated brake system for a vehicle according to the present invention to solve the above-described technical problem includes a master cylinder that generates braking pressure by receiving the pedal force, a pedal simulator that provides reaction force according to the displacement of the brake pedal, and a motor. It includes a pump that is driven through the unit to generate braking pressure, and the master cylinder, pedal simulator, and pump are configured in one brake actuator housing.

Here, the pedal simulator has the same central axis as the master cylinder and may be configured to be placed on the front part of the master cylinder.

Additionally, the pump may be configured to be parallel to the central axis of the master cylinder and disposed below the master cylinder and the pedal simulator.

In addition, the integrated brake device of the present invention further includes a valve block that controls the braking pressure generated in the master cylinder through a solenoid valve, wherein the valve block has a wheel port connected to the wheel side of the vehicle facing toward the front of the vehicle. It may be arranged to be coupled to the side of the brake actuator housing.

In addition, the integrated brake device of the present invention further includes an electronic control unit that controls the motor unit and the solenoid valve, and the electronic control unit is positioned toward the protruding direction of the solenoid valve and is configured to be disposed on the side of the valve block. You can.

Meanwhile, the motor unit may be configured to be disposed at the lower end of the brake actuator housing and the valve block so that the permanent magnet assembled at the end of the motor shaft is positioned in a direction toward the electronic control unit.

In addition, the pump includes a pressure chamber formed inside the brake actuator housing, a pump piston that receives driving force from the motor unit and moves forward and backward inside the pressure chamber to generate braking pressure, and a return spring that provides reaction force to the pump piston. It can be configured to include.

At this time, a check valve may be provided between the reservoir and the pressure chamber, which closes when the pump piston advances and opens when the pump piston moves backward.

In addition, the motor unit includes a worm wheel that rotates in conjunction with the worm shaft of the motor, and a pinion that rotates in conjunction with the worm wheel to linearly move the pump piston, and the axes of the worm shaft and the pinion and the axes of the pump piston are arranged to be at right angles to each other. You can.

At this time, a bush for stable linear driving of the pump piston may be coupled to the outer circumference of the pump piston.

According to the integrated brake device of the present invention having the above configuration, the pedal simulator is arranged to have a concentric axis at the front of the master cylinder, and the pump is arranged at the lower part of the master cylinder and the pedal simulator so as to be parallel to the central axis of the master cylinder. Therefore, by integrating the master cylinder, pedal simulator, and pump into one brake actuator housing, the overall structure of the brake device can be simplified and the overall weight and size of the brake can be reduced, thereby reducing manufacturing costs. In addition, there is an advantage in that the degree of freedom in layout design can be increased by improving the fitment within the vehicle. In addition, because the number of assembled parts is reduced, assembly efficiency is improved and assembly time can be shortened, and it is also very efficient in terms of parts storage and management.

In addition, there is an advantage in that back-up braking with the master cylinder is possible by enabling additional braking pressure to be generated through a pump provided separately from the master cylinder.

In addition, since the pump piston can be stably driven forward and backward using one single worm wheel rather than using two worm wheels as in the existing case, there is an advantage in that it is possible to reduce the size and weight of the driving part of the pump piston. .

In addition, by installing a cylindrical bush on the outer periphery of the pump piston, it is guided through the bush when the pump piston is driven, enabling stable linear movement. In particular, the bush part in contact with the pump piston is made of plastic, so that it is connected to the pump piston. It has the advantage of minimizing noise caused by friction.

In addition, by adopting a valve block equipped with multiple solenoid valves required to implement the vehicle's ABS and ESC functions, there is no need to separately install the ABS module and ESC module for implementing the ABS and ESC functions, and there is no need to separately install the ABS module and ESC module for implementing the ABS and ESC functions. There is no need to separately install the ECU for ECU and solenoid valve control. The valve block is coupled to the side of the brake actuator housing so that the wheel port connected to the wheel side of the vehicle faces the front of the vehicle, and the electronic control unit is connected to the solenoid. By attaching it to the side of the valve block in the direction in which the valve protrudes, the overall size and weight of the brake device can be reduced to ensure ease of installation and layout design in the vehicle.

1 is a perspective view showing an integrated brake system for a vehicle according to the present invention.
Figure 2 is an exploded perspective view of Figure 1.
Figure 3 is a front view of Figure 1.
Figure 4 is a side view of Figure 1.
Figure 5 is a side view showing the arrangement of the master cylinder, pedal simulator, and pump within the brake actuator housing.
Figure 6 is a perspective view showing the internal structure of a motor unit in which a worm wheel is accommodated.
Figure 7 is a detailed view showing in detail the coupling relationship between the worm shaft of the motor, the worm wheel, the pinion, and the first pump piston.
Figure 8 is a view showing Figure 7 viewed from a different angle.
Figure 9 is a cross-sectional view showing in detail the arrangement structure of the master cylinder, pedal simulator, and pump inside the brake actuator housing.

Hereinafter, an embodiment of the structure of an integrated brake device for a vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

Figure 1 is a perspective view showing an integrated brake system for a vehicle according to the present invention, and Figure 2 is an exploded perspective view of Figure 1. And, Figures 3 and 4 are front and side views of Figure 1.

Referring to Figures 1 to 4, the integrated brake device 100 of a vehicle according to the present invention is a device that converts the pedal force of the brake pedal into constant braking pressure required for braking and supplies it to the wheel cylinder (not shown). A master cylinder 110 that receives the pedal force and generates braking pressure, a pedal simulator 120 that provides reaction force according to the displacement of the brake pedal, and a pump that receives the driving force of the motor unit 150 and generates braking pressure. (130), wherein the master cylinder 110, pedal simulator 120, and pump 130 are integrated into one brake actuator housing (Brake Actua Unit; 140). has characteristics

Two pressure chambers for forming the master cylinder 110 are provided within the brake actuator housing 140. In addition, inside each pressure chamber, a piston that moves forward and backward to generate braking pressure and a return spring that can return each piston to its initial state are provided, forming the master cylinder 110. This master cylinder 110 forms two hydraulic circuits for supplying braking pressure to wheel cylinders (not shown).

Therefore, when the driver steps on the brake pedal, the pedal force of the brake pedal is transmitted through the input rod (191) and the two pistons arranged in the two pressure chambers of the master cylinder 110 make the same stroke. It operates to create the same pressure in each pressure chamber and generates the braking pressure necessary for braking the wheel.

In addition, a reservoir 102 that stores brake oil supplied to each pressure chamber of the master cylinder 110 is coupled to one side of the brake actuator housing 140 where the master cylinder 110 is located.

Meanwhile, a pedal simulator (120) is provided within the brake actuator housing 140 to provide a reaction force according to the displacement of the brake pedal when the brake pedal is operated.

This pedal simulator 120 has a reaction piston and a reaction spring installed in a chamber formed in the brake actuator housing 140, and its longitudinal central axis is positioned on the same line as the longitudinal central axis of the master cylinder 110. It is disposed on the front part of the master cylinder 110.

Therefore, when the brake pedal is pressed, the working fluid (brake oil) inside the pressure chamber of the master cylinder 110 is supplied to the chamber of the pedal simulator 120, moves the reaction piston in the chamber, elastically compresses the reaction spring, and elastically compresses the reaction spring. When the pedal force applied to the pedal is released, the reaction force piston moves in the opposite direction due to the elastic repulsion force of the reaction spring and provides reaction force through the input rod 191, providing an appropriate pedal feel to the driver.

Apart from the master cylinder 110 and the pedal simulator 120, a pump 130 that is driven by a motor 151 and generates additional braking pressure is provided in the brake actuator housing 140.

As shown in the arrangement shown in FIG. 5, the pump 130 is parallel to the central axis of the master cylinder 110 and the pedal simulator 120 within the brake actuator housing 140 and operates between the master cylinder 110 and the pedal. It is placed on the lower side of the simulator 120.

In this pump 130, the pump piston inside is driven forward and backward through the motor unit 150 according to the amount and speed of the brake pedal detected by the pedal position sensor (not shown), thereby providing the braking pressure necessary for braking the wheel. Create it.

Meanwhile, a motor unit 150 that drives the pump 130 is coupled to the lower part of the brake actuator housing 140, and a master cylinder 110 is installed on the side of the brake actuator housing 140 located on the opposite side of the reservoir 102. and a valve block 170 that controls the braking pressure generated by the pump 130.

The valve block 170 is provided with a flow path connected to the reservoir 102, the master cylinder 110, and the pedal simulator 120, and the reservoir 102 and the master cylinder 110 are located on the flow path. And a plurality of solenoid valves are provided to open and close the flow of brake oil moving to the pedal simulator 120.

That is, the valve block 170 is equipped with a plurality of solenoid valves required for the operation of Anti-lock Braking System (ABS) and Electronic Stability Control (ESC), and each solenoid valve is controlled by an electrical signal input from the electronic control unit 180. The valve operates to regulate the flow of brake oil.

This valve block 170 has the wheel port portion 172 connected to the wheel cylinder (not shown) facing the front of the vehicle and faces the reservoir 102 based on the brake actuator housing 140. It is integrally coupled to the side portion of the brake actuator housing 140 so as to be located at.

And, an electronic control unit 180 that controls the motor 151 of the motor unit 150 and the solenoid valve of the valve block 170 is coupled to one side of the valve block 170.

The electronic control unit (ECU) 180 receives signals detected from pressure sensors and a pedal displacement sensor (not shown) that detect the pressure inside the master cylinder 110 and the pedal simulator 120, respectively. The motor 151 of the motor unit 150 and the solenoid valves inside the valve block 170 are controlled respectively.

And the electronic control unit 180 is equipped with a control coil for controlling the solenoid valve inside the valve block 170 and a position sensor for detecting the rotor position of the motor 151.

This electronic control unit 180 has an electronic control unit (ECU) for controlling the solenoid valve and an electronic control unit (ECU) for controlling the position of the motor integrated into one.

This electronic control unit 180 is arranged to face the protruding direction of the solenoid valve of the valve block 170 and is simultaneously coupled to the side of the valve block 170 and the side of the motor unit 150.

In addition, an input rod 191 is provided at the rear of the brake actuator housing 140, which connects the brake pedal and the master cylinder 110 and transmits the pedal force of the brake pedal to the piston provided inside the master cylinder 110.

At this time, the input rod 191 is arranged coaxially with the master cylinder 110 to advance by the pedal force applied to the brake pedal, and is coupled to the rear piston in the master cylinder 110 to have a certain clearance.

Therefore, when a pedal force is applied to the brake pedal, the pedal force is transmitted to the piston inside the master cylinder 110 through the input rod 191 disposed coaxially with the piston of the master cylinder 110 to generate braking hydraulic pressure by pressure. do.

In addition, an input rod housing 193 that guides the linear movement of the input rod 191 is assembled on the rear side of the brake actuator housing 140.

This input rod housing 193 is assembled with a mounting bracket 192, and the brake device 100 is fixed to a car body panel (not shown) in the engine room through the mounting bracket 192.

At this time, if a portion of the length of the master cylinder 110 and the pump 130 is installed inside the vehicle, it is possible to improve the layout in the engine room of the vehicle where space is limited.

The integrated brake device 100 of the present invention may be configured by changing the position of each component shown in FIG. 1 so that it is symmetrical left and right.

Meanwhile, Figure 6 shows the internal structure of the motor unit in the integrated brake device according to the present invention. Additionally, Figure 7 shows in detail how the worm shaft of the motor is connected to the pump piston through a gear unit, and Figure 8 shows Figure 7 viewed from a different angle.

Referring to Figures 6 to 8, the motor unit 150 is composed of a motor housing part 152 in which the motor 151 is accommodated, and a gear housing part 154 in which the gear unit is accommodated.

At this time, the motor housing portion 152 and the gear housing portion 154 may be provided in the form of an integrated structure or an independent structure.

The gear unit is a device that receives the rotational force of the motor 151 and converts it into linear motion of the pump piston 131 inside the pump 130. It is mounted inside the gear housing portion 154 and fixed through a removable cover 166. do.

Specifically, the gear unit includes a worm wheel (162) that rotates in engagement with the worm shaft (153) of the motor (151), and a worm wheel (162) that rotates in conjunction with the worm wheel (162) and linearly moves the pump piston (131). It is configured to include a pinion (164). At this time, the worm shaft 153 and pinion 164 axes of the motor 151 and the pump piston 131 axis are each arranged at right angles to each other, converting the rotational force of the motor 151 into the linear motion of the pump piston 131. give.

In such a gear unit, when the worm shaft 153 of the motor 151 rotates, the worm wheel 162 engaged with the worm shaft 153 rotates, and the pinion 164 has a concentric axis and is integrally coupled with the worm wheel 162. As this rotates, the pump piston 131 on which the rack gear 135 is engaged with the pinion 164 moves linearly and pressurizes the brake oil inside the pressure chambers 144 and 145 to generate braking hydraulic pressure.

In addition, on the outer surface of the gear housing portion 154 connected to the electronic control unit 180, there is a terminal 156 that is electrically connected to the motor 151 and allows electrical connection to the electronic control unit 180. It is provided in this protruding form. Accordingly, the control signal output from the electronic control unit 180 is input to the motor 151 through the terminal 156 to drive the motor 151.

At this time, a separate heat dissipation means may be provided around the terminal 156 to dissipate heat generated from the electronic control unit 180 to the outside to prevent deterioration of operating performance due to high temperature heat.

In addition, a permanent magnet 155 for detecting the rotation speed of the rotor of the motor 151 is assembled at the end of the worm shaft 153 of the motor 151 that penetrates the gear housing portion 154.

Accordingly, when the motor 151 rotates, the rotation of the permanent magnet 155, which rotates together with the worm shaft 153, is detected through a position sensor (not shown) inside the electronic control unit 180, and the electronic control unit 180 By transmitting to , it becomes possible to measure the rotation speed of the motor 151.

This motor unit 150 is arranged so that the permanent magnet 155 assembled at the end of the worm shaft 153 of the motor 151 is positioned in the direction toward the electronic control unit 180, and the brake actuator housing 140 and Each is coupled to the lower end of the valve block 170.

Meanwhile, Figure 9 is a cross-sectional view showing the detailed arrangement structure of the master cylinder 110, pedal simulator 120, and pump 130 within the brake actuator housing 140.

Referring to FIG. 9, the brake actuator housing 140 is provided with a pump 130 that receives driving force from the motor unit 150 and generates braking pressure through the linear movement of the piston.

To form this pump 130, the brake actuator housing 140 is provided with two pressure chambers 144 and 145 to supply braking hydraulic pressure to each of the two hydraulic circuits that supply braking pressure to the wheel cylinder (not shown). . In addition, inside each pressure chamber (144, 145), pump pistons (131, 132) are provided that receive the driving force of the motor (151) through a gear unit and move forward and backward to generate braking pressure. Inside each pressure chamber (144, 145) Return springs 133 and 134 are provided to provide reaction force so that the pump pistons 131 and 132 can return to their initial state when the brake pedal is released.

In addition, the pipe connecting the reservoir 102 and the pressure chambers 144 and 145 of the pump 130 is closed when the pump piston 131 and 132 advances to enable the replenishment of brake oil in the pressure chambers 144 and 145. Each of the pistons 131 and 132 is provided with a check valve (not shown) that opens when the pistons 131 and 132 retract.

Therefore, even if a problem occurs in one of the two pressure chambers 144 and 145 and a brake oil leak occurs, braking pressure can be maintained through the other pressure chamber.

And, of the two pump pistons 131 and 132, one side of the first pump piston 131 located on the rear side is provided with a rack gear 135 that engages a worm wheel 162 and a pinion 164 having a concentric axis.

Accordingly, when the worm shaft 153 of the motor 151 is driven, the worm wheel 162 engaged with the worm shaft 153 rotates, and the rack gear engaged with the pinion 164 that rotates in conjunction with the worm wheel 162. (135) moves in a straight line and drives the first pump piston 131 forward and backward to generate or release braking pressure.

In this process, the second pump piston 132 is arranged in line with the first pump piston 131, and when the first pump piston 131 moves forward and braking pressure is generated in the first pressure chamber 144, the second pump piston 132 is disposed in line with the first pump piston 131. 2 The same braking pressure is generated in the second pressure chamber 145 by driving the pump piston 132. At this time, the second pump piston 132 moves forward or backward with the same stroke as the first pump piston 131.

In addition, the backward movement of the first and second pump pistons 131 and 132 is generated by the return springs 133 and 134 provided at the tip of each pump piston 131 and 132, respectively. When the pedal force is released, each return spring Through the repulsion force of (133, 134), the pump pistons (131, 132) can be returned to their initial positions.

In this way, the pump pistons (131, 132) are advanced to form a certain braking pressure in the pressure chambers (144, 145), and then the brake oil is blocked from flowing into each pressure chamber (144, 145) through valve control by the pump pistons (131, 132). The formed braking pressure can be maintained, and when the pump pistons (131, 132) are retracted, brake oil is replenished in each pressure chamber (144, 145) through the check valve, and after the stroke of the pump pistons (131, 132) is secured, again. Through valve control, it becomes possible to open each pressure chamber 144 and 145 to allow brake oil to flow into them and advance the pump pistons 131 and 132 to generate a braking pressure higher than the above pressure.

In addition, a bush (Bush) 136 having a cylindrical structure is coupled to the outer periphery of the first pump piston 131. In the process of moving the first pump piston 131 forward and backward, the first pump piston 131 has the cylindrical shape. By being guided through the bush 136, stable linear movement of the first pump piston 131 is possible.

At this time, the inner part of the bush 136 in contact with the outer surface of the first pump piston 131 is made of synthetic resin material (PTFE), and the outer part of the bush 136 in contact with the inner surface of the brake actuator housing 140 The portion may be formed of a metal material.

When the bush 136 is formed with this structure, noise generation due to continuous friction with the pump piston 131 can be minimized without deteriorating the structural rigidity of the bush 136.

In addition, in the existing integrated brake system, two worm wheels are installed on both sides of the pump piston, and the pinions of each worm wheel are installed so that they engage on both sides of the pump piston, so that when the pump piston is driven, the linear drive of the piston is guided through the pinions provided on both sides. However, in the integrated brake device 100 of the present invention, one worm wheel 162 is installed on one side of the pump piston 131, and a bush 136 is installed on the outer circumference of the pump piston 131 to By enabling stable linear driving of the piston 131, the number of installed parts can be reduced compared to existing brake devices, thereby reducing the size and weight of the pump drive unit and reducing manufacturing costs.

In addition, the pump 130 of the present invention provides braking pressure using the brake oil filled in the other pressure chamber even if a leak occurs in the brake oil filled in one of the two pressure chambers 144 and 145. Since it becomes possible to create , there is an advantage in being able to implement a back-up braking function in case of emergency.

Although preferred embodiments of the present invention have been described above, the scope of the present invention is not limited to these specific embodiments, and those skilled in the art can make appropriate changes within the scope described in the claims of the present invention. This will be possible.

100: integrated brake device 102: reservoir
110: master cylinder 120: pedal simulator
130: Pump 131,132: Pump piston
133,134: return spring 135: rack gear
140: Brake actuator housing
144,145: Pressure room 150: Motor unit
151: motor 152: motor housing part
153: Worm shaft 154: Gear housing portion
155: permanent magnet 156: terminal
162: worm wheel 164: pinion
170: Valve block 172: Wheel port portion
180: electronic control unit 191: input load
192: Mounting bracket 193: Input rod housing

Claims (10)

A master cylinder that receives the pressure of the brake pedal and generates braking pressure;
a pedal simulator that provides reaction force according to the displacement of the brake pedal;
It includes a pump that is driven through a motor unit to generate braking pressure,
The master cylinder, pedal simulator, and pump are configured within one brake actuator housing,
The pump is,
a pressure chamber formed inside the brake actuator housing;
It includes a pump piston that receives driving force from the motor unit and moves forward and backward respectively inside the pressure chamber to generate braking pressure,
The pressure chamber includes a first pressure chamber and a second pressure chamber,
The pump piston includes a first pump piston disposed inside the first pressure chamber and a second pump piston disposed inside the second pressure chamber,
The second pump piston is disposed in line with the first pump piston,
When the first pump piston moves forward and braking pressure is generated in the first pressure chamber, braking pressure is also generated in the second pressure chamber by driving the second pump piston.
The integrated brake system of claim 1, wherein the pedal simulator has the same central axis as the master cylinder and is disposed on a front portion of the master cylinder.
The integrated brake system of claim 1, wherein the pump is parallel to the central axis of the master cylinder and is disposed below the master cylinder and the pedal simulator.
The method of claim 1, further comprising a valve block that controls the braking pressure generated by the master cylinder through a solenoid valve,
The valve block is an integrated brake device for a vehicle, characterized in that the wheel port portion connected to the wheel side of the vehicle is arranged so that it faces the front of the vehicle and is coupled to the side of the brake actuator housing.
The method of claim 4, further comprising an electronic control unit that controls the motor unit and the solenoid valve,
The integrated brake device for a vehicle, wherein the electronic control unit is disposed on a side of the valve block in the protruding direction of the solenoid valve.
The integrated brake of claim 5, wherein the motor unit is disposed at the lower end of the brake actuator housing and the valve block so that the permanent magnet assembled at the end of the motor shaft is positioned in a direction toward the electronic control unit. Device.
delete The integrated brake system for a vehicle according to claim 1, wherein a check valve is provided between the reservoir and the pressure chamber, which closes when the pump piston advances and opens when the pump piston moves backward.
The method of claim 1, wherein the motor unit:
a worm wheel that rotates in engagement with the worm shaft of the motor;
It includes a pinion that rotates in conjunction with the worm wheel and causes the pump piston to move linearly,
An integrated brake device for a vehicle, wherein the worm shaft, the axis of the pinion, and the axis of the pump piston are arranged at right angles to each other.
The integrated brake system for a vehicle according to claim 1, wherein a bush is coupled to the outer circumference of the pump piston.

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