WO2012067187A1 - 電動ブレーキアクチュエータ及び車両用ブレーキシステム - Google Patents
電動ブレーキアクチュエータ及び車両用ブレーキシステム Download PDFInfo
- Publication number
- WO2012067187A1 WO2012067187A1 PCT/JP2011/076528 JP2011076528W WO2012067187A1 WO 2012067187 A1 WO2012067187 A1 WO 2012067187A1 JP 2011076528 W JP2011076528 W JP 2011076528W WO 2012067187 A1 WO2012067187 A1 WO 2012067187A1
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- Prior art keywords
- cylinder
- brake
- piston
- electric
- motor
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
Definitions
- the present invention relates to, for example, an electric brake actuator incorporated in a vehicle brake system and a vehicle brake system.
- a booster using a negative pressure type booster or a hydraulic type booster is known as a brake mechanism of a car.
- a booster using a negative pressure type booster or a hydraulic type booster is known.
- an electric booster using an electric motor as a boosting source has been disclosed in recent years (see, for example, Patent Document 1).
- the electric booster disclosed in the patent document 1 includes a main piston which moves forward and backward by the operation of a brake pedal, a cylindrical booster piston externally fitted so as to be displaceable relative to the main piston, and the booster piston. It is comprised as a single unitary apparatus provided with the electric motor to operate.
- the main piston and the booster piston are used as pistons of the master cylinder, and their respective front end portions face the pressure chamber of the master cylinder. Therefore, the brake fluid pressure is generated in the master cylinder by the input thrust applied from the brake pedal to the main piston and the booster thrust applied from the electric motor to the booster piston.
- the present invention has been made in view of the above-mentioned point, and an object of the present invention is to provide an electric brake actuator and a vehicle brake system capable of downsizing the entire device to improve versatility.
- the present invention is an electric brake actuator that generates a brake fluid pressure based on an electric signal according to a brake operation, and a cylinder provided with a piston that is displaced along a fluid pressure chamber.
- An electric motor for biasing the piston, a gear mechanism for transmitting a rotational drive force of the electric motor, and a rotational drive force transmitted via the gear mechanism into linear motion and transmitted to the piston Converting mechanisms are respectively accommodated, and are provided with an actuator housing that is divisible from the cylinder.
- the desired brake pressure can be generated with a simple structure by configuring with three members consisting of the cylinder, the electric motor and the actuator housing, and the entire device can be miniaturized to improve versatility. It can be done.
- the present invention is characterized in that the actuator housing is provided with a mount portion which can support and attach the electric brake actuator.
- the actuator housing can be stably supported via the mount portion provided on the actuator housing, and can be easily attached to another member such as a vehicle body frame, for example.
- the first boss and the second boss projecting toward the left and right sides substantially orthogonal to the axis of the cylinder and the third boss projecting toward the lower side of the cylinder By comprising, it can support still more stably at three points.
- the present invention is characterized in that the actuator housing is divided into two parts with a plane substantially orthogonal to the axis of the cylinder as a dividing plane.
- the fastening direction by the fastening members such as a plurality of bolts can be set parallel to the axial direction of the cylinder, and the assembling operation of the separately configured actuator housing can be easily performed. it can.
- the present invention is a vehicle brake system provided with an electric brake actuator that generates a brake fluid pressure based on an electric signal according to a brake operation, and provided with a piston that is displaced along a fluid pressure chamber.
- a cylinder, an electric motor for biasing the piston, a gear mechanism for transmitting a rotational driving force of the electric motor, and a rotational driving force transmitted via the gear mechanism are converted into linear motion and transmitted to the piston
- a conversion mechanism is respectively accommodated, and it is characterized by including an actuator housing that is divisible from the cylinder.
- a vehicle brake system provided with a motor cylinder device that can generate a desired brake pressure with a simple structure and can miniaturize the entire device to improve versatility.
- an electric brake actuator and a vehicle brake system capable of downsizing the entire device and improving versatility.
- FIG. 1 It is a schematic block diagram of the brake system for vehicles in which the motor cylinder apparatus which concerns on embodiment of this invention was integrated. It is a perspective view of a motor cylinder device shown in FIG. It is a side view of the motor cylinder device. It is an exploded perspective view of the motor cylinder device. It is a disassembled perspective view of the driving force transmission part which comprises the said motor cylinder apparatus. It is a disassembled perspective view of the cylinder mechanism which comprises the said motor cylinder apparatus. It is the perspective view which looked at the said motor cylinder apparatus from the downward side. It is a perspective view which shows the state which the said motor cylinder apparatus is fixed to a vehicle body frame via a mount part.
- FIG. 1 is a schematic configuration diagram of a vehicle brake system in which a motor cylinder device according to an embodiment of the present invention is incorporated.
- the vehicle brake system 10 shown in FIG. 1 transmits hydraulic pressure as a fail safe system and a brake system of By Wire type that transmits an electric signal to operate the brake for normal use. It is configured with both of the traditional hydraulic brake systems that operate the brakes.
- the vehicle brake system 10 basically includes an input device 14 for inputting the operation when the brake pedal 12 is operated by the operator, and a motor for controlling the brake fluid pressure.
- the cylinder device 16 and a vehicle stability assist device 18 (hereinafter referred to as a VSA device 18, VSA; registered trademark) for supporting stabilization of the vehicle behavior are separately provided.
- the input device 14, the motor cylinder device 16, and the VSA device 18 are connected by, for example, a hydraulic passage formed of a pipe material such as a hose or a tube. Further, as a by-wire type brake system, the input device 14 and the motor cylinder device 16 are electrically connected by a harness not shown.
- connection port 20a of the input device 14 and the connection point A1 are connected by the first piping tube 22a based on the connection point A1 in FIG. Further, the output port 24a of the motor cylinder device 16 and the connection point A1 are connected by the second piping tube 22b. Furthermore, the introduction port 26a of the VSA device 18 and the connection point A1 are connected by the third piping tube 22c.
- connection port 20b of the input device 14 and the connection point A2 are connected by the fourth piping tube 22d based on the other connection point A2 in FIG. Further, the other output port 24b of the motor cylinder device 16 and the connection point A2 are connected by the fifth piping tube 22e. Furthermore, 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 lead ports 28a-28d.
- the first outlet port 28a is connected to the wheel cylinder 32FR of the disk 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 disk brake mechanism 30b provided on the left rear wheel by an 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 disk brake mechanism 30d provided on the left front wheel by the tenth piping tube 22j.
- 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.
- the fluid pressure in each wheel cylinder 32FR, 32RL, 32RR, 32FL increases, each wheel cylinder 32FR, 32RL, 32RR, 32FL is activated and the corresponding wheel (right front wheel, left rear wheel, right rear wheel, left side) A braking force is applied to the front wheel).
- the vehicle brake system 10 can be mounted on various vehicles including, for example, automobiles, hybrid vehicles, electric vehicles, fuel cell vehicles and the like driven only by an engine (internal combustion engine).
- an engine internal combustion engine
- the input device 14 has a tandem-type master cylinder 34 capable of generating hydraulic pressure by operation of the brake pedal 12 by a driver (operator), and a first reservoir 36 attached to the master cylinder 34.
- a driver operator
- a first reservoir 36 attached to the master cylinder 34.
- two pistons 40a and 40b spaced apart by a predetermined distance in the axial direction of the cylinder tube 38 are slidably disposed.
- One of the pistons 40 a is disposed close to the brake pedal 12 and coupled to the brake pedal 12 via the push rod 42 so as to be linearly moved. Further, the other piston 40 b is disposed farther from the brake pedal 12 than the one piston 40 a.
- a pair of piston packings 44a and 44b are respectively mounted on the outer peripheral surfaces of the one and the other pistons 40a and 40b via an annular step. Between the pair of piston packings 44a and 44b, back chambers 48a and 48b communicating with supply ports 46a and 46b described later, respectively, are formed. Also, a spring member 50a is disposed between one and the other pistons 40a and 40b, and another spring member 50b is disposed between the other piston 40b and the side end of the cylinder tube 38. Ru.
- the pair of piston packings 44 a and 44 b may be mounted on the inner wall side of the cylinder tube 38 via an annular groove.
- 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.
- each supply port 46a (46b) and each relief port 52a (52b) are provided so as to join together and communicate with a reservoir chamber (not shown) in the first reservoir 36.
- a first pressure chamber 56a and a second pressure chamber 56b for generating a brake fluid pressure corresponding to the pedaling force with which the driver depresses the brake pedal 12 are provided.
- the first pressure chamber 56a is provided to communicate with the connection port 20a via the first hydraulic pressure passage 58a.
- the second pressure chamber 56b is provided to communicate with the other connection port 20b via the second hydraulic pressure passage 58b.
- a pressure sensor Pm is disposed between the master cylinder 34 and the connection port 20a and upstream of the first fluid pressure passage 58a.
- a first shutoff valve 60a formed of a normally open type (normally open type) solenoid valve is provided on the downstream side of the first hydraulic pressure passage 58a.
- the pressure sensor Pm detects the hydraulic pressure on the upstream side which is closer to the master cylinder 34 than the first shutoff valve 60a on the first hydraulic pressure passage 58a.
- a second shutoff valve 60b consisting of a normally open type (normally open type) solenoid valve.
- a pressure sensor Pp is provided downstream of the second hydraulic passage 58b. The pressure sensor Pp detects the hydraulic pressure on the downstream side which is closer to the wheel cylinders 32FR, 32RL, 32RR, and 32FL than the second shutoff valve 60b on the second hydraulic pressure passage 58b.
- the normal open of the first shut-off valve 60a and the second shut-off valve 60b means a valve configured such that the normal position (the position of the valve when not energized) is in the open position (always open).
- the first shutoff valve 60 a and the second shutoff valve 60 b respectively indicate valve closed states in which a solenoid (not shown) operates and a solenoid is energized.
- a branched hydraulic pressure passage 58c branched from the second hydraulic pressure passage 58b is provided in the second hydraulic pressure passage 58b between the master cylinder 34 and the second shutoff valve 60b.
- a third shutoff valve 62 consisting of a normally closed type (normally closed type) solenoid valve and a stroke simulator 64 are connected in series to the branch hydraulic pressure passage 58c.
- the normally closed state of the third shutoff valve 62 refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the closed position state (always closed). In FIG. 1, the third shutoff valve 62 is in the valve open state in which the solenoid is energized and the not-shown valve body is actuated.
- the stroke simulator 64 is a device that makes the operator think as if a braking force is generated by a stepping force by generating a stroke and a reaction force of the brake at the time of by-wire control.
- the stroke simulator 64 is disposed on the second hydraulic pressure passage 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 passage 58c, and brake fluid (brake fluid (brake fluid) drawn from the second pressure chamber 56b of the master cylinder 34 via the hydraulic pressure chamber 65. ) Is absorbable.
- the stroke simulator 64 is a simulator that is biased by the first return spring 66a having a high spring constant and the second return spring 66b having a low spring constant, which are disposed in series with each other, and the first and second return springs 66a and 66b. And a piston 68.
- the stroke simulator 64 sets the increase slope of the pedal reaction force low at the early stage of depression of the brake pedal 12 and sets the pedal reaction force high at the late stage of depression and makes the pedal feeling of the brake pedal 12 equal to the existing master cylinder. It is provided to be
- the hydraulic pressure passage can be roughly divided into a first hydraulic system 70a connecting the first pressure chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR, 32RL, and a plurality of second pressure chambers 56b of the master cylinder 34. It comprises the second hydraulic system 70b connecting the wheel cylinders 32RR and 32FL.
- the first hydraulic system 70a includes a first hydraulic path 58a connecting the output port 54a of the master cylinder 34 (cylinder tube 38) of the input device 14 and the connection port 20a, the connection port 20a of the input device 14 and the motor cylinder.
- the piping tubes 22a and 22b connecting the output port 24a of the device 16, the 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 the outlet port of the VSA device 18 It is comprised by piping tube 22g, 22h which respectively connects 28a, 28b and each wheel cylinder 32FR, 32RL.
- the second hydraulic system 70 b includes a second hydraulic passage 58 b connecting the output port 54 b of the master cylinder 34 (cylinder tube 38) in the input device 14 to the other connection port 20 b, and another connection port of the input device 14.
- 20b and piping tubes 22d and 22e connecting the output port 24b of the motor cylinder device 16, piping tubes 22e and 22f connecting the output port 24b of the motor cylinder device 16 and the introduction port 26b of the VSA device 18, VSA device It has piping tubes 22i and 22j which respectively connect the 18 outlet ports 28c and 28d with the wheel cylinders 32RR and 32FL.
- the hydraulic pressure passage is constituted by the first hydraulic pressure system 70a and the second hydraulic pressure system 70b, so that each wheel cylinder 32FR, 32RL and each wheel cylinder 32RR, 32FL are operated independently, It is possible to generate mutually independent braking forces.
- FIG. 2 is a perspective view of the motor cylinder device shown in FIG. 1
- FIG. 3 is a side view of the motor cylinder device
- FIG. 4 is an exploded perspective view of the motor cylinder device
- FIG. 6 is an exploded perspective view of a cylinder mechanism constituting the motor cylinder device.
- the motor cylinder device 16 functioning as an electric brake actuator includes an actuator mechanism 74 having an electric motor 72 and a driving force transmission unit 73, and a cylinder mechanism 76 biased by the actuator mechanism 74.
- the electric motor 72, the driving force transmission unit 73, and the cylinder mechanism 76 are provided separately.
- the driving force transmission unit 73 of the actuator mechanism 74 converts the rotational driving force into linear motion (axial force in the linear direction) and a gear mechanism (deceleration mechanism) 78 for transmitting the rotational driving force of the electric motor 72. And a ball screw structure (conversion mechanism) 80 for transmitting to the side of slave pistons 88a and 88b of the cylinder mechanism 74 described later.
- the electric motor 72 is drive-controlled based on a control signal (electric signal) from control means (not shown), and is, for example, a servomotor, and is disposed above the cylinder mechanism 74.
- control signal electric signal
- control means not shown
- oil components such as grease in the driving force transmitting unit 73 enter the electric motor 72 by gravity.
- the electric motor 72 includes a motor casing 72a formed in a cylindrical shape with a bottom, and a base 72b integrally coupled to the motor casing 72a and connected to a harness (not shown).
- a plurality of insertion holes 77b for inserting screw members 77a are formed in the base portion 72b, and the electric motor 72 is fastened to an actuator housing 75 described later via the screw members 77a.
- the driving force transmitting unit 73 has an actuator housing 75, and in the space inside the actuator housing 75, a machine for transmitting a driving force such as a gear mechanism (speed reduction mechanism) 78, a ball screw structure (conversion mechanism) 80, etc. Elements are stored.
- the actuator housing 75 includes a first body 75a disposed on the cylinder mechanism 76 side, and a second body 75b closing an open end of the first body 75a opposite to the cylinder mechanism 76. It is divided by.
- a pair of screw holes 77c for attaching the electric motor 72 to the driving force transmitting portion 73 are provided, and a pair of screw members 77a are provided in the screw holes 77c.
- the electric motor 72 is fixed by fastening.
- a flange portion 79 having a substantially rhombic shape is provided at an end of the first body 75a on the cylinder mechanism 76 side, and a substantially circular opening 79a and a cylinder mechanism 76 are attached to the flange 79.
- a pair of screw holes 81c are provided.
- a pair of screw members 81a penetrating through the insertion holes 81b of the flange portion 82a provided at the other end of the cylinder main body 82 described later are screwed into the screw holes 81c to drive the cylinder mechanism 76 and the drive.
- the force transmission unit 73 is integrally coupled.
- a gear mechanism 78 and a ball screw structure 80 are accommodated between the first body 75a and the second body 75b.
- the gear mechanism 78 has a small diameter pinion gear 78a (see FIG. 1) axially mounted on the output shaft of the electric motor 72, a small diameter idle gear 78b meshing with the pinion gear 78a, and a large diameter meshing with the idle gear 78b. And the ring gear 78c.
- the ball screw structure 80 has a ball screw shaft 80a whose one end is connected to the first slave piston 88a of the cylinder mechanism 76, and a helical screw groove formed on the outer peripheral surface of the ball screw shaft 80a.
- a plurality of moving balls 80b (see FIG. 1), a substantially cylindrical nut member 80c which is fitted in the ring gear 78c, integrally rotates with the ring gear 78c, and is screwed to the ball 80b;
- a pair of ball bearings 80d rotatably and pivotally supports one end side and the other end side along the axial direction of the nut member 80c.
- the nut member 80c is, for example, press-fitted and fixed to the inner diameter surface of the ring gear 78c.
- the driving force transmission unit 73 receives the rotational driving force of the electric motor 72 transmitted via the gear mechanism 78 and is input to the nut member 80c, and then the ball screw structure 80 performs a linear direction.
- the ball screw shaft 80a is moved back and forth along the axial direction.
- the first body 75a and the second body 75b constituting the actuator housing 75 are integrally coupled via four bolts 83a and configured to be separable from each other.
- the first body 75a is formed with an insertion hole 83b through which four bolts 83a are inserted, and the second body 75b is a screw hole in which a screw portion of the bolt 83a is screwed into a position corresponding to the insertion hole 83b.
- 83c is formed.
- the first body 75a and the second body 75b are integrally formed by screwing the screw portion of the bolt 83a penetrating the insertion hole 83b of the first body 75a into the screw hole 83c of the second body 75b. It is concluded.
- a circular recess 85b is provided on the upper side of the second body 75b, and a bearing 85a for rotatably supporting the tip of the output shaft of the electric motor 72 is attached to the circular recess 85b.
- the actuator housing 75 is divided into a first body 75a and a second body 75b, with a plane substantially orthogonal to the axis A of the cylinder body 82 of the cylinder mechanism 76 as a divided plane F (see FIG. 4).
- the fastening directions of the plurality of bolts 83a become parallel to the axis A of the cylinder body 82.
- the assembling operation can be easily performed.
- the cylinder mechanism (cylinder) 76 has a bottomed 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.
- the brake fluid stored in the first reservoir 36 is provided to be supplied into the second reservoir 84 through the piping tube 86.
- a first slave piston (piston) 88a and a second slave piston (piston) 88b which are separated by a predetermined distance along the axial direction of the cylinder body 82, slide. It is disposed freely.
- the first slave piston 88a is disposed close to the ball screw structure 80 side, and abuts on one end of the ball screw shaft 80a through the connection hole 89 so as to be integrated with the ball screw shaft 80a in the direction of the arrow X1 or X2. Displace in the direction.
- the second slave piston 88b is disposed apart from the ball screw structure 80 side more than the first slave piston 88a.
- a pair of slave piston packings 90a and 90b are respectively mounted on the outer peripheral surfaces of the first and second slave pistons 88a and 88b via an annular step. Between the pair of slave piston packings 90a and 90b, a first back chamber 94a and a second back chamber 94b respectively communicating with later described reservoir ports 92a and 92b are formed (see FIG. 1). Further, a first return spring 96a is disposed between the first and second slave pistons 88a and 88b, and between the second slave piston 88b and the side end (bottom wall) of the cylinder body 82, A second return spring 96b is provided.
- 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.
- the reservoir port 92a (92b) is provided in communication with a reservoir chamber (not shown) in the second reservoir 84.
- a first fluid pressure chamber 98a for controlling the brake fluid pressure output from the output port 24a to the wheel cylinders 32FR, 32RL.
- a second hydraulic pressure chamber 98b for controlling the brake hydraulic pressure output from the other output port 24b to the wheel cylinders 32RR and 32FL is provided.
- the regulation means 100 is provided.
- the second slave piston 88b engages with a through hole 91 penetrating in a direction substantially orthogonal to the axis of the second slave piston 88b, restricting the sliding range of the second slave piston 88b
- a stopper pin 102 is provided to prevent overreturn to the side of the one slave piston 88a. Particularly, at the time of backup when braking with the brake fluid pressure generated in the master cylinder 34 by the restriction means 100 and the stopper pin 102, the failure of one system is prevented at the time of failure.
- a piston guide 103 which is locked via a circlip (not shown) is attached to the opening of the cylinder body 82.
- the piston guide 103 is formed with a through hole 103 a through which the first piston 88 a can be inserted through a clearance.
- the connection piston 105 is connected to the second piston 88 b.
- the connection piston 105 is provided with an engagement hole (not shown) with which a head portion 100a of the restriction means 100 formed in a bolt shape is engaged.
- FIG. 7 is a perspective view of the motor cylinder device as viewed from below
- FIG. 8 is a perspective view showing the motor cylinder device fixed to a vehicle body frame via a mount portion.
- the mount portion 111 for attaching the motor cylinder device 16 to the vehicle body frame is provided.
- the mount portion 111 includes a first boss portion 113a, a second boss portion 113b, and a third boss portion 115, and is stably supported at three points.
- the first boss portion 113 a is provided on the left side as viewed from the second body 75 b side and provided so as to protrude in a direction substantially orthogonal to the axis of the cylinder body 82.
- the second boss portion 113b is located on the right side as viewed from the second body 75b and is provided so as to protrude in the opposite direction to the first boss portion 113a.
- the third boss portion 115 is formed in a cylindrical shape projecting downward as viewed from the second body 75 b side.
- Mount holes 117 are formed in the first boss portion 113 a, the second boss portion 113 b, and the third boss portion 115, respectively.
- the first boss portion 113a, the second boss portion 113b, and the third boss portion 115 are integrally formed with the first body 75a, for example, by die casting using a light metal material such as an aluminum alloy.
- the motor cylinder device 16 is attached to a vehicle body such as the front side frame 121 via a mounting bracket 119.
- the mounting bracket 119 includes a bottom plate 119c having a projection 123 formed in the mounting hole 117 of the third boss 115, and the first boss 113a and the second boss 113b of the motor cylinder device 16 in the lateral direction. It comprises a pair of side plates 119a and 119b which sandwich and support from the direction. The pair of side plates 119a and 119b are provided with locking portions 127 for locking the screw members 125 respectively inserted into the mounting holes 117 of the first boss portion 113a and the second boss portion 113b.
- a buffer member 129 is interposed between the side plates 119a and 119b and the screw member 125, and between the projection 123 of the bottom plate 119c and the third boss 115.
- the VSA device 18 is made of a well-known one, and the first hydraulic system 70a is connected to the right front wheel and left rear wheel disc brake mechanisms 30a, 30b (wheel cylinder 32FR, wheel cylinder 32RL). It has the 1st brake system 110a which controls. Further, the VSA device 18 has a second brake system 110b that controls a second hydraulic system 70b connected to the disk brake mechanisms 30c and 30d (wheel cylinder 32RR and wheel cylinder 32FL) of the right rear wheel and the left front wheel.
- the first brake system 110a is a hydraulic system connected to a disk brake mechanism provided on the left front wheel and the right front wheel
- the second brake system 110b is a disk provided on the left rear wheel and the right rear wheel. It may be a hydraulic system connected to the brake mechanism.
- 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 on the left front wheel and left rear on the vehicle side. It may be a hydraulic system connected to a disc brake mechanism provided on the wheel.
- first brake system 110a and the second brake system 110b have the same structure, the corresponding components of the first brake system 110a and the second brake system 110b have the same reference numerals. Further, the description of the second brake system 110b will be additionally described in parentheses, centering on the description of the first brake system 110a.
- the first brake system 110a (second brake system 110b) has a first common hydraulic passage 112 and a second common hydraulic passage 114 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 inlet port 26 a and the first common hydraulic pressure passage 112, and disposed in parallel with the regulator valve 116 from the inlet port 26 a side.
- a first check valve 118 for permitting the flow of brake fluid to the side of the first common hydraulic pressure passage 112 (preventing the flow of brake fluid from the side of the first common hydraulic pressure passage 112 to the side of the introduction port 26a); It includes a first in valve 120 which is a normally open type solenoid valve disposed between the common hydraulic pressure passage 112 and the first outlet port 28a. Furthermore, the VSA device 18 is disposed in parallel with the first in-valve 120 and allows the brake fluid to flow from the first outlet port 28 a side to the first common hydraulic path 112 side (the first common hydraulic path 112 side Normally open type solenoid valve disposed between the second check valve 122 and the first common hydraulic pressure passage 112 and the second outlet port 28b.
- the second in valve 124 and the second in valve 124 are disposed in parallel with each other to allow the brake fluid to flow from the second outlet port 28 b side to the first common hydraulic path 112 side (a first common hydraulic path 112 And a third check valve 126 for preventing the flow of the brake fluid from the side to the side of the second outlet port 28b.
- the VSA device 18 includes a first out valve 128, which is a normally closed type solenoid valve disposed between the first outlet port 28a and the second common hydraulic passage 114, a second outlet port 28b, and a second outlet port 28b.
- a second out valve 130 consisting of a normally closed type solenoid valve disposed between the two common hydraulic passages 114, a reservoir 132 connected to the second common hydraulic passage 114, and a first common hydraulic passage 112
- the second common hydraulic pressure passage 114 to allow the flow of brake fluid from the second common hydraulic pressure passage 114 side to the first common hydraulic pressure passage 112 side (the first common hydraulic pressure passage 112 side Is disposed between the fourth check valve 134 and the first common hydraulic passage 112, and the fourth check valve 134, which prevents the flow of the brake fluid from the second common hydraulic passage 114 to the second common hydraulic passage 114).
- a brake controlled by the first hydraulic pressure chamber 98a of the motor cylinder device 16 is outputted from the output port 24a of the motor cylinder device 16 on a hydraulic pressure path close to the introduction port 26a.
- a pressure sensor Ph is provided to detect the fluid pressure. Detection signals detected by the pressure sensors Pm, Pp, and Ph are introduced to control means (not shown). Further, in the VSA device 18, in addition to VSA control, ABS control is also included.
- the vehicle brake system 10 into which the motor cylinder device 16 according to the present embodiment is incorporated is basically configured as described above. Next, its function and effect will be described.
- the first shut-off valve 60a and the second shut-off valve 60b which are normally open type solenoid valves, are energized by energization to be closed, and the normally closed type solenoid valves
- the third shut-off valve 62 is excited by energization to open the valve. Therefore, since the first hydraulic system 70a and the second hydraulic system 70b are shut off by the first shutoff valve 60a and the second shutoff valve 60b, the brake hydraulic pressure generated in the master cylinder 34 of the input device 14 is a disc brake It is not transmitted to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the mechanisms 30a-30d.
- the brake fluid pressure generated in the second pressure chamber 56b of the master cylinder 34 is transmitted to the fluid pressure chamber 65 of the stroke simulator 64 via the branch fluid pressure passage 58c and the third shutoff valve 62 in the valve open state. Be done.
- the stroke of the brake pedal 12 is permitted by displacement of the simulator piston 68 against the spring force of the spring members 66a and 66b by the brake fluid pressure supplied to the fluid pressure chamber 65, and the pseudo pedal reverse A force is generated and applied to the brake pedal 12. As a result, it is possible to obtain a brake feeling that does not make the driver feel uncomfortable.
- the control means detects depression of the brake pedal 12 by the driver, it drives the electric motor 72 of the motor cylinder device 16 to bias the actuator mechanism 74, and the first return spring 96a.
- the first slave piston 88a and the second slave piston 88b are displaced in the direction of the arrow X1 in FIG. 1 against the spring force of the second return spring 96b.
- the brake fluid pressure in the first fluid pressure chamber 98a and the second fluid pressure chamber 98b is pressurized so as to be balanced, and a desired brake fluid pressure is generated. .
- the brake fluid pressure of the first fluid pressure chamber 98 a and the second fluid pressure chamber 98 b in the motor cylinder device 16 is controlled by the disc brake mechanism 30 a through the first and second in valves 120 and 124 in the valve open state of the VSA device 18. It is transmitted to wheel cylinders 32FR, 32RL, 32RR, and 32FL of. By operating the wheel cylinders 32FR, 32RL, 32RR, 32FL, a desired braking force is applied to each wheel.
- the driver can operate the brake pedal 12 when the motor cylinder device 16 functioning as a power hydraulic pressure source and the ECU (not shown) performing bi-wire control can operate.
- the first shutoff valve 60a and the second shutoff valve A so-called brake-by-wire type braking system is activated in which the disc brake mechanisms 30a to 30d are operated with the brake fluid pressure generated by the motor cylinder device 16 in the state of being shut off by 60b. Therefore, the present embodiment can be suitably applied to, for example, a vehicle such as an electric car which does not have a negative pressure due to the conventionally used internal combustion engine.
- the first shutoff valve 60a and the second shutoff valve 60b are opened, and the third shutoff valve 62 is closed.
- the generated brake fluid pressure is transmitted to the disk brake mechanisms 30a-30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) to operate the disk brake mechanisms 30a-30d (wheel cylinders 32FR, 32RL, 32RR, 32FL).
- the so-called old hydraulic brake system is activated.
- the cylinder mechanism 76 provided with the first and second slave pistons 88a and 88b for generating the brake fluid pressure, the electric motor 72, the gear mechanism 78 and the ball screw structure 80 are respectively accommodated and the cylinder
- the motor cylinder device 16 is constituted by three members consisting of a mechanism 76 and an actuator housing 75 formed separably.
- the actuator housing 75 is supported by providing the mount portion 111 on the actuator housing 75 (first body 75a), and the actuator housing 75 (for example, the front side frame 121 or the like is simply attached to the vehicle body frame). be able to.
- the actuator housing 75 is divided into the first body 75a and the second body 75b, with the plane substantially orthogonal to the axis A of the cylinder body 82 of the cylinder mechanism 76 as the division plane F (see FIG. 4).
- the fastening direction of the plurality of bolts 83a becomes parallel to the axis A of the cylinder body 82, and the assembling work can be easily performed.
- the vehicle brake system 10 is provided with the motor cylinder device 16 that can generate a desired brake pressure with a simple structure and can miniaturize the entire device to improve versatility. can get.
- This vehicle includes, for example, a four-wheel drive automobile (4WD), a front wheel drive automobile (FF), a rear wheel drive automobile (FR) and the like.
- Vehicle brake system 16 Motor cylinder device (electric brake actuator) 72 electric motor 75 actuator housing 75a first body 75b second body 76 cylinder mechanism (cylinder) 78 Gear mechanism 80 Ball screw structure (conversion mechanism) 88a, 88b slave piston (piston) 98a, 98b hydraulic pressure chamber 111 mount
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
16 モータシリンダ装置(電動ブレーキアクチュエータ)
72 電動モータ
75 アクチュエータハウジング
75a 第1ボディ
75b 第2ボディ
76 シリンダ機構(シリンダ)
78 ギヤ機構
80 ボールねじ構造体(変換機構)
88a、88b スレーブピストン(ピストン)
98a、98b 液圧室
111 マウント部
Claims (5)
- ブレーキ操作に応じた電気信号に基づいてブレーキ液圧を発生させる電動ブレーキアクチュエータであって、
液圧室に沿って変位するピストンが設けられたシリンダと、
前記ピストンを付勢する電動モータと、
前記電動モータの回転駆動力を伝達するギヤ機構、及び、前記ギヤ機構を介して伝達される回転駆動力を直線運動に変換して前記ピストンに伝達する変換機構がそれぞれ収容され、前記シリンダと分割可能に形成されたアクチュエータハウジングと、
を備えることを特徴とする電動ブレーキアクチュエータ。 - 前記アクチュエータハウジングには、前記電動ブレーキアクチュエータを支持して取り付け可能なマウント部が設けられることを特徴とする請求の範囲第1項に記載の電動ブレーキアクチュエータ。
- 前記マウント部は、前記シリンダの軸線と略直交する左右両側に向かって突出する第1ボス部及び第2ボス部と、前記シリンダの下方側に向かって突出する第3ボス部とを有することを特徴とする請求の範囲第2項に記載の電動ブレーキアクチュエータ。
- 前記アクチュエータハウジングは、前記シリンダの軸線と略直交する面を分割面として2つに分割構成されることを特徴とする請求の範囲第1項に記載の電動ブレーキアクチュエータ。
- ブレーキ操作に応じた電気信号に基づいてブレーキ液圧を発生させる電動ブレーキアクチュエータを備えた車両用ブレーキシステムであって、
液圧室に沿って変位するピストンが設けられたシリンダと、
前記ピストンを付勢する電動モータと、
前記電動モータの回転駆動力を伝達するギヤ機構及び前記ギヤ機構を介して伝達される回転駆動力を直線運動に変換して前記ピストンに伝達する変換機構がそれぞれ収容され、前記シリンダと分割可能に形成されたアクチュエータハウジングと、
を備えることを特徴とする車両用ブレーキシステム。
Priority Applications (4)
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JP2012544297A JP5695079B2 (ja) | 2010-11-17 | 2011-11-17 | 電動ブレーキアクチュエータ及び車両用ブレーキシステム |
CN201180054704.1A CN103221284B (zh) | 2010-11-17 | 2011-11-17 | 电动制动执行器及车辆用制动*** |
EP11841219.6A EP2641796B1 (en) | 2010-11-17 | 2011-11-17 | Electric brake actuator, and brake system for vehicle |
US13/885,176 US9290171B2 (en) | 2010-11-17 | 2011-11-17 | Electric brake actuator, and brake system for vehicle |
Applications Claiming Priority (2)
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JP2010-257204 | 2010-11-17 | ||
JP2010257204 | 2010-11-17 |
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WO2012067187A1 true WO2012067187A1 (ja) | 2012-05-24 |
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US (1) | US9290171B2 (ja) |
EP (1) | EP2641796B1 (ja) |
JP (1) | JP5695079B2 (ja) |
CN (1) | CN103221284B (ja) |
WO (1) | WO2012067187A1 (ja) |
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CN109572656A (zh) * | 2017-09-29 | 2019-04-05 | 株式会社万都 | 电子制动***的致动器 |
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JP5314801B2 (ja) * | 2010-10-04 | 2013-10-16 | 本田技研工業株式会社 | スレーブシリンダ |
JP5537482B2 (ja) * | 2011-03-31 | 2014-07-02 | 本田技研工業株式会社 | 電動ブレーキ装置 |
JP6088372B2 (ja) * | 2013-07-04 | 2017-03-01 | 本田技研工業株式会社 | 車両用ブレーキシステム |
CN103818837A (zh) * | 2013-12-28 | 2014-05-28 | 黄建新 | 一种行车锁定器 |
JP5945871B2 (ja) * | 2014-01-17 | 2016-07-05 | 日信工業株式会社 | 電動アクチュエータ、および車両用ブレーキシステム |
US9815445B2 (en) | 2014-10-29 | 2017-11-14 | Bwi (Shanghai) Co., Ltd. | Brake booster assembly |
KR101638345B1 (ko) * | 2015-01-26 | 2016-07-13 | 주식회사 만도 | 전자식 브레이크 시스템 |
KR101622148B1 (ko) * | 2015-02-03 | 2016-06-01 | 주식회사 만도 | 전자식 브레이크 시스템 |
DE102015217528A1 (de) * | 2015-09-14 | 2017-03-16 | Robert Bosch Gmbh | Lagervorrichtung und elektromechanischer Bremskraftverstärker |
JP6535952B2 (ja) * | 2015-11-20 | 2019-07-03 | 日立オートモティブシステムズ株式会社 | 液圧制御装置およびブレーキシステム |
DE102016113395B4 (de) * | 2016-07-20 | 2018-05-09 | Sfs Intec Holding Ag | Fahrzeugbetriebsbremse mit elektromechanisch-hydraulischer Bremskraftverstärkung |
US10479422B2 (en) * | 2016-12-22 | 2019-11-19 | Polaris Industries Inc. | Side-by-side vehicle |
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JPWO2012067187A1 (ja) | 2014-05-19 |
US9290171B2 (en) | 2016-03-22 |
CN103221284A (zh) | 2013-07-24 |
US20130239567A1 (en) | 2013-09-19 |
EP2641796A1 (en) | 2013-09-25 |
JP5695079B2 (ja) | 2015-04-01 |
EP2641796A4 (en) | 2014-05-07 |
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CN103221284B (zh) | 2015-09-02 |
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