[go: up one dir, main page]

WO2018123530A1 - Suramplificateur électrique - Google Patents

Suramplificateur électrique Download PDF

Info

Publication number
WO2018123530A1
WO2018123530A1 PCT/JP2017/044310 JP2017044310W WO2018123530A1 WO 2018123530 A1 WO2018123530 A1 WO 2018123530A1 JP 2017044310 W JP2017044310 W JP 2017044310W WO 2018123530 A1 WO2018123530 A1 WO 2018123530A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake pedal
input member
input
clevis
moves
Prior art date
Application number
PCT/JP2017/044310
Other languages
English (en)
Japanese (ja)
Inventor
厚志 小平
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to CN201780075353.XA priority Critical patent/CN110035933B/zh
Priority to JP2018558987A priority patent/JP6715955B2/ja
Publication of WO2018123530A1 publication Critical patent/WO2018123530A1/fr

Links

Images

Classifications

    • 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
    • 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
    • B60T7/06—Disposition of pedal

Definitions

  • the present invention relates to an electric booster that uses a thrust generated by an electric actuator as a boost source.
  • Patent Document 1 discloses an automatic brake device configured such that a brake pedal is not retracted when an automatic brake is operated.
  • An object of the present invention is to provide an electric booster that does not hinder the operation of an automatic brake even if the movement of a brake pedal is inhibited.
  • the input member in the electric booster that moves the input member when hydraulic pressure is generated by the electric motor regardless of the operation of the brake pedal, the input member is connected to the brake pedal, When the input member moves in the hydraulic pressure generation direction, the input member moves in conjunction with the brake pedal. When the operating resistance of the brake pedal becomes greater than a predetermined value, the input member moves without interlocking with the brake pedal.
  • the brake pedal and the input member are connected to each other.
  • the abutting portion of the input member and the abutting portion of the brake pedal are relatively movable at the connecting portion between the brake pedal and the input member, and together with the brake pedal during operation of the brake pedal.
  • a biasing member that biases the contact portion of the input member is provided at a contact position of the contact portion of the moving brake pedal.
  • the automatic brake can be operated even if the movement of the brake pedal is inhibited.
  • connection mechanism of 3rd Embodiment It is a disassembled perspective view which shows the structure of the connection mechanism of 3rd Embodiment. It is explanatory drawing of 3rd Embodiment, Comprising: It is sectional drawing which shows the connection mechanism in the state in which the load exceeding a set load is not added to the compression coil spring.
  • FIG. 1 is a cross-sectional view of the electric booster 1 according to the first embodiment and a master cylinder 15 connected to the electric booster 1 when not energized.
  • the left direction and the right direction in FIG. 1 are the front direction (front side) and the rear direction (rear side) in the electric booster 1, and the upper direction and the lower direction in FIG. Downward.
  • the electric booster 1 includes an electric motor 2, a housing 3, an input member 4, a resistance applying mechanism 5, a ball screw mechanism 6, a stroke detection device (not shown), and a controller 7. .
  • the electric motor 2 is accommodated in the housing 3.
  • the input member 4 includes an input rod 10 and an input plunger 11.
  • the input rod 10 has a front portion extending in the housing 3 toward the master cylinder 15 and a rear end portion connected to the brake pedal 13 via a connecting mechanism 51 described later.
  • the input rod 10 has a front end ball joint 85 connected to the input plunger 11. A part of the reaction force from the primary piston 31 and the secondary piston 32 of the master cylinder 15 is transmitted to the input plunger 11 via the reaction disk 135.
  • the resistance applying mechanism 5 has a resistance to the input member 4 when the input member 4 (input rod 10 and input plunger 11) moves forward (when the brake pedal 13 is depressed) and when it moves backward (when the brake pedal 13 is returned).
  • a so-called hysteresis characteristic that changes the force (reaction force) is generated.
  • the electric motor 2 operates in accordance with the forward movement of the input rod 10 due to the operation (depression) of the brake pedal 13, and assists the thrust to the primary piston 31 and the secondary piston 32 of the master cylinder 15.
  • the stroke detection device detects the stroke amount of the input member 4 with respect to the housing 3.
  • the controller 7 controls the operation of the electric motor 2 based on the detection result of the stroke detection device.
  • a tandem master cylinder 15 is connected to the front side of the housing 3.
  • a reservoir 16 for supplying hydraulic fluid to the master cylinder 15 is provided at the upper part of the master cylinder 15.
  • the housing 3 includes a front housing 20 that houses the electric motor 2, the ball screw mechanism 6, and the like, and a rear housing 21 that closes a rear end opening of the front housing 20.
  • the rear housing 21 has a cylindrical portion 22 that extends to the opposite side (rear side) to the master cylinder 15 and is coaxial with the master cylinder 15.
  • a stopper member 25 is provided inside the rear end portion of the cylindrical portion 22.
  • the stopper member 25 is abutted against an inner flange portion 23 formed at the rear end of the cylindrical portion 22.
  • a mounting plate 27 is provided on the rear side surface of the rear housing 21 so as to surround the front end portion of the cylindrical portion 22.
  • a plurality of stud bolts 28 (only one is shown in FIG. 1) extending in the rearward direction are joined to the mounting plate 27.
  • the electric booster 1 has a plurality of stud bolts 28 (shown in FIG.
  • the master cylinder 15 is provided on the front side surface of the front housing 20, and the rear end portion is inserted into the housing 3 from the opening 29 of the front housing 20.
  • the master cylinder 15 has a bottomed cylindrical cylinder bore 30 whose rear end is open.
  • the primary piston 31 has a front portion inserted into the cylinder bore 30 and a rear portion extending into the housing 3.
  • the front and rear portions of the primary piston 31 are formed in a cup shape having an H-shaped cross section by an axial plane.
  • the primary piston 31 has a spherical recess 35 provided on the rear side surface of the partition wall 34.
  • the secondary piston 32 is inserted into the bottom side (front side) of the cylinder bore 30. Thereby, a primary chamber 37 and a secondary chamber 38 are formed in the cylinder bore 30.
  • the primary chamber 37 is formed between the primary piston 31 and the secondary piston 32.
  • the secondary chamber 38 is formed between the bottom of the cylinder bore 30 and the secondary piston 38.
  • the master cylinder 15 has two hydraulic ports (not shown).
  • the primary chamber 37 is connected from one hydraulic port of the master cylinder 15 to a wheel cylinder (not shown) of a corresponding wheel via one of two hydraulic circuits controlled by a hydraulic control unit (not shown). Is done.
  • the secondary chamber 38 is connected from the other hydraulic pressure port to the wheel cylinder of the corresponding wheel via the other of the two hydraulic circuits.
  • the master cylinder 15 has a reservoir port 44 that connects the primary chamber 37 to the reservoir 16 and a reservoir port 45 that connects the secondary chamber 38 to the reservoir 16.
  • Seal rings 47 and 48 are provided on the inner peripheral surface of the cylinder bore 30 so as to be spaced apart in the front-rear direction across the reservoir port 44.
  • the primary chamber 37 communicates with the reservoir port 44 via a piston port 62 provided on the side wall of the primary piston 31 when the primary piston 31 is located at the non-braking position.
  • the primary piston 31 moves forward from the non-braking position and the piston port 62 reaches the seal ring 48, the primary chamber 37 is blocked from the reservoir port 44 by the seal ring 48, and hydraulic pressure is generated.
  • Seal rings 49 and 50 are provided on the inner peripheral surface of the cylinder bore 30 with a space in the front-rear direction with the reservoir port 45 interposed therebetween.
  • the secondary chamber 38 communicates with the reservoir port 45 via a piston port 63 provided on the side wall of the secondary piston 32 when the secondary piston 32 is located at the non-braking position.
  • the secondary piston 32 moves forward from the non-braking position and the piston port 63 reaches the seal ring 50, the secondary chamber 38 is blocked from the reservoir port 45 by the seal ring 50, and hydraulic pressure is generated.
  • the master cylinder 15 has compression coil springs 65 and 71 provided in the cylinder bore 30.
  • the compression coil spring 65 is interposed between the primary piston 31 and the secondary piston 32 and biases the primary piston 31 and the secondary piston 32 in the opposite direction.
  • Inside the compression coil spring 65 is provided a regulating mechanism 66 that can be expanded and contracted in a certain range in the front-rear direction and regulates the distance between the primary piston 31 and the secondary piston 32.
  • the restriction mechanism 66 includes a retainer guide 67 whose rear end is connected to the partition wall 34 of the primary piston 31, and a retainer rod 68 whose front end is connected to the secondary piston 32 and which can move in the retainer guide 67 in the front-rear direction. Have.
  • the retainer guide 67 is formed in a substantially cylindrical shape.
  • An inner flange portion 67 ⁇ / b> A is provided at the front end of the retainer guide 67.
  • An outer flange portion 68 ⁇ / b> A is provided at the rear end of the retainer rod 68.
  • the restriction mechanism 66 allows the retainer guide 67 and the retainer rod 68 to move relative to each other in the front-rear direction, and causes the outer flange portion 68A of the retainer rod 68 to abut the inner flange portion 67A of the retainer guide 67 so that the shaft length is increased. At this time, the distance between the primary piston 31 and the secondary piston 32 is maximized.
  • the compression coil spring 71 is interposed between the bottom of the cylinder bore 30 and the secondary piston 32, and biases the secondary piston 32 in a direction away from the bottom of the cylinder bore 30 (rearward direction).
  • a regulation mechanism 72 that can be expanded and contracted in a predetermined range in the front-rear direction and regulates the space between the bottom of the cylinder bore 30 and the secondary piston 32 at a predetermined interval.
  • the restriction mechanism 72 includes a retainer guide 73 whose front end is connected to the bottom of the cylinder bore 30, and a retainer rod 74 whose rear end is connected to the secondary piston 32 and is movable in the retainer guide 73 in the front-rear direction.
  • the retainer guide 73 is formed in a substantially cylindrical shape.
  • An inner flange portion 73 ⁇ / b> A is provided at the rear end of the retainer guide 73.
  • An outer flange portion 74 ⁇ / b> A is provided at the front end of the retainer rod 74.
  • the restricting mechanism 72 allows relative movement of the retainer guide 73 and the retainer rod 74 in the front-rear direction.
  • the front portion of the input rod 10 is accommodated in the cylindrical portion 22 of the rear housing 21 and is disposed coaxially with the cylindrical portion 22.
  • the input rod 10 includes a small-diameter portion 80 having a ball joint 85 formed at the front end, and a large-diameter portion 81 continuous to the rear end of the small-diameter portion 80 via a flange-shaped stopper contact portion 82.
  • the rear side surface of the stopper contact portion 82 is covered with an elastic member 86.
  • the rear end position of the input rod 10 is determined by contacting the stopper abutting portion 82 with the stopper member 25 provided in the cylindrical portion 22 of the rear housing 21 via the elastic member 86.
  • the input plunger 11 is disposed coaxially with the input rod 10 and is accommodated in a large-diameter shaft hole 115 of a booster member 110 described later.
  • the input plunger 11 has a small-diameter portion 95 in the front portion and a large-diameter portion 96 in the rear portion.
  • the input plunger 11 is slidably brought into contact with the inner peripheral surface of the large-diameter shaft hole 115 on the outer peripheral surface of the large-diameter portion 96.
  • a cylindrical caulking portion 98 having a conical opening 102 formed inside is provided at the rear end portion of the large diameter portion 96.
  • a spherical concave portion 100 that is continuous with the conical opening 102 is formed at the inner center of the large diameter portion 96.
  • a ball joint 85 of the input rod 10 is connected to the recess 100.
  • the front end surface of the small diameter portion 95 of the input plunger 11 is brought into contact with the ratio plate 105.
  • the ratio plate 105 is disposed coaxially with the input plunger 11.
  • the ratio plate 105 includes a disk-shaped pressing portion 106 and a rod portion 107 formed integrally with the pressing portion 106.
  • the front end surface of the small diameter portion 95 of the input plunger 11 is brought into contact with the rear end surface of the rod portion 107.
  • the booster member 110 has a substantially cylindrical booster body 112 and a boss 113 fixed to the rear end of the booster body 112.
  • the booster member 110 is disposed coaxially with the input member 4 (the input rod 10 and the input plunger 11).
  • the booster main body 112 has a large-diameter shaft hole 115 whose rear end is open and a small-diameter shaft hole 116 which is open at the front end and continues to the large-diameter shaft hole 115.
  • On the outer peripheral surface of the rear portion of the booster body 112, a two-sided width shape 120 with a predetermined interval is formed.
  • the outer peripheral surface of the large-diameter portion 96 of the input plunger 11 is slidably brought into contact with the inner peripheral surface of the large-diameter shaft hole 115 of the booster main body 112.
  • the outer peripheral surface of the pressing portion 106 of the ratio plate 105 is slidably brought into contact with the inner peripheral surface of the small diameter shaft hole 116 of the booster main body 112.
  • a restricting portion 119 that restricts the backward movement of the pressing portion 106 of the ratio plate 105 relative to the booster member 110 is formed.
  • the rod portion 107 of the ratio plate 105 is inserted into the shaft hole formed in the restricting portion 119, that is, the shaft hole formed between the large diameter shaft hole 115 and the small diameter shaft hole 116.
  • the axial length from the front end of the small diameter shaft hole 116 to the restricting portion 119 is formed longer than the axial length of the pressing portion 106 of the ratio plate 105.
  • a predetermined gap is formed between the front end surface of the input plunger 11 and the restricting portion 119 of the booster main body 112.
  • the boss 113 of the booster member 110 extends in the rearward direction from the rear end portion of the connection portion 122 through the flange portion 123 and is connected to the rear end portion of the large-diameter shaft hole 115 of the booster main body 112.
  • a cylindrical portion 124 is formed to be the same as the outer diameter of the booster main body 112.
  • the inner diameter of the cylindrical portion 124 is formed larger than the inner diameter of the large-diameter shaft hole 115 of the booster main body 112.
  • the resistance applying means 5 urges the booster member 110 and the input member 4 in the opposite direction.
  • the resistance force applying means 5 includes a compression coil spring 126 interposed between a spring receiving portion 127 formed on the boss 113 of the booster member 110 and the stopper abutting portion 82 of the input rod 10.
  • the compression coil spring 126 is a conical coil spring that is gradually reduced in diameter from the spring receiving portion 127 to the stopper contact portion 82, and is provided on the outer periphery (outside) of the small diameter portion 80 of the input rod 10.
  • a substantially disc-shaped reaction disk 135 made of an elastic body is brought into contact with the front end surface of the booster main body 112, that is, the front end surface of the booster member 110.
  • the reaction disk 135 is held by an output rod 137 disposed coaxially with the input member 4.
  • the output rod 137 has a cup portion 139 formed in a cup shape and provided with a reaction disk 135 at the inner bottom portion, and a rod having the above-described spherical convex portion 143 extending from the cup portion 139 to the front and formed at the tip.
  • a front end portion of the booster member 110 is slidably inserted into the cup portion 139.
  • a shaft hole 140 for connecting the pressing rod 142 is formed in the rod portion 138.
  • a substantially cylindrical sleeve 145 is provided on the outer periphery of the boost body 112 of the boost member 110.
  • the sleeve 145 includes a shaft hole 146, an annular recess 147 provided at the front end of the shaft hole 146, and a chamfered opening 148 continuous with the front end of the annular recess 147.
  • the booster body 112 is slidably inserted into the shaft hole 146.
  • the shaft hole 146 is provided with a plurality of grooves 150 extending in the front-rear direction in the circumferential direction.
  • the groove 150 allows the annular recess 147 of the sleeve 145 to communicate with the two-sided width shape 120 of the booster main body 112.
  • a cup 139 of the output rod 137 is disposed inside the annular recess 147 and the opening 148 of the sleeve 145.
  • a gap 153 (see FIG. 2) is provided between the rear end of the cup portion 139 of the output rod 137 and the annular surface 152 of the annular recess 147 of the sleeve 145.
  • a flange-shaped spring receiving portion 155 is formed at the front end portion of the sleeve 145.
  • the rear end surface of the sleeve 145 is brought into contact with the flange portion 123 of the boss 113 of the booster member 110.
  • a plurality of (only two are shown in FIG. 2) annular bulging portions 158 are provided at intervals in the front-rear direction.
  • a ball screw mechanism 6 is provided on the outer periphery of the sleeve 145.
  • the rotational force of the electric motor 2 (see FIG. 1) accommodated in the housing 3 is transmitted to the ball screw mechanism 6.
  • the ball screw mechanism 6 functions as a rotation / linear motion conversion mechanism that converts the input rotational motion into linear motion.
  • the ball screw mechanism 6 converts the rotational force of the electric motor 2 into the thrust of the booster member 110.
  • the ball screw mechanism 6 includes a nut member 160 and a screw shaft member 161.
  • the screw shaft member 161 is formed in a substantially cylindrical shape, and a sleeve 145 is inserted into the shaft hole 162.
  • the screw shaft member 161 is prevented from rotating with respect to the housing 3 by a detent mechanism (not shown) and can move in the front-rear direction.
  • Each bulging portion 158 of the sleeve 145 is brought into contact with the shaft hole 162 of the screw shaft member 161. As a result, a gap is formed between the shaft hole 162 of the screw shaft member 161 and the outer peripheral surface of the sleeve 145.
  • a plurality of convex portions 165 arranged at intervals in the circumferential direction are provided at the rear end portion of the shaft hole 162 of the screw shaft member 161.
  • the rear end surface of the flange portion 123 of the boss 113 of the booster member 110 is brought into contact with each convex portion 165.
  • a spiral groove 166 is formed on the outer peripheral surface of the screw shaft member 161 over the entire area in the front-rear direction (axial direction).
  • a compression coil spring 173 is interposed between the spring receiving portion 155 of the sleeve 145 and the outer peripheral edge portion (inner flange-shaped spring receiving portion) of the opening 29 (see FIG. 1) of the front housing 20.
  • the sleeve 145, the booster member 110, and the screw shaft member 161 are urged rearward with respect to the housing 3 by the spring force of the coil spring 173.
  • the nut member 160 is supported by the bearing 163 so as to be rotatable around the axis with respect to the housing 3.
  • a spiral groove 168 is formed on the inner peripheral surface of the nut member 160 over the entire front-rear direction (axial direction).
  • a plurality of balls 170 (steel balls) are loaded between the spiral groove 168 of the nut member 160 and the spiral groove 166 of the screw shaft member 161. Accordingly, when the nut member 160 rotates, the ball 170 rolls along the spiral grooves 166 and 168 and the screw shaft member 161 moves in the front / rear direction. In this way, the ball screw mechanism 6 outputs the input rotation of the nut member 160 as the thrust (advance / advance movement) of the screw shaft member 161.
  • the screw shaft member 161 advances by the rotation of the nut member 160, and the thrust of the screw shaft member 161 is transmitted to the booster member 110 and the sleeve 145 through the convex portion 165.
  • the booster member 110 and the sleeve 145 move forward against the biasing force of the compression coil spring 173.
  • the input member 4 the input rod 10 and the input plunger 11
  • the screw shaft member 161 can be moved forward independently from the convex portion 165 of the screw shaft member 161.
  • the power transmission mechanism described above is wound around a pulley 175 attached to the output shaft 2 ⁇ / b> A of the electric motor 2, a pulley 176 fixed to the outer peripheral surface of the nut member 160, and the pulley 175 and the pulley 176.
  • the output shaft 2A is supported by a pair of bearings 178 and 178 that are spaced apart from each other in the front-rear direction, and can rotate about the axis. Thereby, the rotational force (torque) of the output shaft 2A of the electric motor 2 is transmitted to the nut member 160 via the pulley 175, the pulley belt 177, and the pulley 176.
  • the controller 7 controls the electric motor 2 based on output signals of a stroke detection device, a rotational position detection device, and a hydraulic pressure detection device (not shown).
  • the controller 7 has a connector 180 used for power supply and communication to the stroke detection device, the rotational position detection device, and the hydraulic pressure detection device.
  • the controller 7 can be appropriately connected to a vehicle control device (not shown) that executes various brake controls such as brake assist control and automatic brake control.
  • connection mechanism 51 that connects the input rod 10 and the brake pedal 13 will be described mainly with reference to FIGS. 3 to 5.
  • the coupling mechanism 51 has a clevis 52 connected to the brake pedal 13 (only part of which is shown).
  • the clevis 52 includes a substantially cylindrical base 53, a pair of leg portions 54 and 54 extending in parallel to each other in the rearward direction from the base portion 53, and pin insertion holes 55 provided coaxially on the leg portions 54 and 54, 55.
  • a pin insertion hole 56 is formed in the brake pedal 13.
  • the clevis 52 can be rotated around the clevis pin 57 as an axis.
  • a flange portion 58 is formed at one end of the clevis pin 57.
  • a hole 59 that penetrates the clevis pin 57 in the radial direction is formed at the other end of the clevis pin 57, and a split pin 59 that prevents the clevis pin 57 from falling off is attached to the hole 59.
  • the connecting mechanism 51 includes a bottomed cylindrical cylinder 87 having an open rear end, and a piston 88 slidably fitted in the cylinder 87.
  • the piston 88 of the cylinder 87 has a shaft hole 89 in which a female screw is formed.
  • a rod insertion hole 90 through which the large diameter portion 81 of the input rod 10 is inserted is formed in the center of the bottom portion 87A at the front end of the cylinder 87.
  • a male screw 91 is formed at the rear end portion of the input rod 10 (large diameter portion 81) inserted into the cylinder 87 from the rod insertion hole 90, and the male screw 91 is screwed into the shaft hole 89 (female screw) of the piston 88. As a result, the rear end of the input rod 10 is connected to the piston 88.
  • the connecting mechanism 51 has a compression coil spring 92 provided on the outer periphery of the input rod 10 inserted into the cylinder 87.
  • the compression coil spring 92 is interposed between the bottom 87 ⁇ / b> A of the cylinder 87 and the piston 88.
  • a base 53 of the clevis 52 is connected to the rear end of the cylinder 87.
  • the cylinder 87 and the clevis 52 are connected by screwing a male screw formed on the outer periphery of the base 53 of the clevis 52 into a female screw formed on the inner periphery of the rear end portion of the cylinder 87.
  • the connection between the cylinder 87 and the clevis 52 may be press-fitting or the like in addition to a screw.
  • a predetermined set load (preload) is applied to the compression coil spring 92.
  • the set load of the compression coil spring 92 is generated when the brake pedal 13 is moved in conjunction with the input member 4 (the input rod 10 and the input plunger 11) that moves in the hydraulic pressure generation direction (forward direction). Is set to a value (predetermined value) greater than the operating resistance of the brake pedal 13, in other words, the pulling force of the brake pedal 13 when the automatic brake is operated.
  • the controller 7 performs the electric motor based on the detection result. 2 rotation is controlled.
  • the rotational force of the electric motor 2 is transmitted to the nut member 160 of the ball screw mechanism 6 via the pulley 175, the pulley belt 177, and the pulley 176.
  • the rotational movement of the nut member 160 is converted into the linear movement of the screw shaft member 161, whereby the screw shaft member 161 moves forward.
  • the booster member 110 moves forward while maintaining the positional relationship with the input member 4 so as to follow the input member 4.
  • the booster member 110 presses the reaction disk 135, and the sleeve 145 moves forward against the urging force of the compression coil spring 173.
  • the thrust of the input member 4 (the input rod 10 and the input plunger 11) due to the depression of the brake pedal 13 and the thrust of the booster member 110 due to the operation of the electric motor 2 are transmitted to the output rod 137 via the reaction disk 135. .
  • the output rod 137 moves forward, and the primary piston 31 and the secondary piston 32 of the master cylinder 15 move forward.
  • hydraulic pressure generated in the master cylinder 15 is supplied to the wheel cylinder of each wheel, so that a braking force by friction braking is generated.
  • the ratio plate 105 When the hydraulic pressure is generated in the master cylinder 15, the ratio plate 105 receives the hydraulic pressure in the primary chamber 37 and the secondary chamber 38 as a reaction force through the reaction disk 135, and the reaction force and the compression coil spring 126 (resistance) The reaction force added with the resistance force by the force applying mechanism 5) is transmitted to the brake pedal 13 via the input member 4 (input rod 10 and input plunger 11) and the coupling mechanism 51.
  • the boost ratio that is, the ratio of the hydraulic pressure output to the operation input of the brake pedal 13 is the pressure receiving area of the front end surface of the boost member 110 and the pressure receiving area of the front end surface of the pressing portion 106 of the ratio plate 105. Is the ratio.
  • the input member 4 (the input rod 10 and the input plunger 11) causes the reaction force due to the hydraulic pressure from the master cylinder 15 (the primary chamber 37 and the secondary chamber 38) and the compression coil spring 126 (resistance).
  • the stroke amount of the input member 4 at this time is detected by the stroke detection device, and the controller 7 controls the rotation of the electric motor 2 based on the detection result of the stroke detection device.
  • the rotational force of the electric motor 2 is converted into the thrust of the screw shaft member 161 by the ball screw mechanism 6, and the screw shaft member 161 moves backward.
  • the sleeve 145 When the screw shaft member 161 is retracted, the sleeve 145 is retracted by the biasing force of the compression coil spring 173. When the sleeve 145 moves backward, the booster member 110 moves backward while maintaining the positional relationship with the input member 4 (the input rod 10 and the input plunger 11), and returns to the initial position (see FIG. 1). As a result, when the primary piston 31 and the secondary piston 32 of the master cylinder 15 retreat and return to the non-braking position, the hydraulic pressure in the primary chamber 37 and the secondary chamber 38 of the master cylinder escapes to the reservoir 16 and is reduced. Canceled.
  • the controller 7 moves the electric motor 2 in the forward direction (the direction in which the screw shaft member 161 moves forward, in other words, the input member 4 Rotate in the direction of movement in the direction of hydraulic pressure generation).
  • the rotational force of the electric motor 2 is transmitted to the nut member 160 of the ball screw mechanism 6 via the pulley 175, the pulley belt 177, and the pulley 176.
  • the rotational movement of the nut member 160 is converted into the linear movement of the screw shaft member 161, and the screw shaft member 161 moves forward.
  • the brake pedal 13 moves (pulled) in conjunction with the advancement of the input plunger 11. That is, in the electric booster 1 of the first embodiment, the relationship between the stroke (pedal position) of the brake pedal 13 and the deceleration due to braking is unique (see FIG. 6B).
  • the brake pedal 13 when the brake pedal 13 is retracted in conjunction with the input member 4 (the input rod 10 and the input plunger 11) during the automatic brake operation, in other words, it is added to the compression coil spring 92 of the coupling mechanism 51.
  • the load to be applied is equal to or less than the set load, the state in which the piston 88 is pressed against the clevis 52 (base 53) is maintained by the biasing force of the compression coil spring 92, as shown in FIG. That is, the relative displacement in the front-rear direction between the input rod 10 and the brake pedal 13 (clevis pin 57) is zero.
  • the boost member 110 When an obstacle is caught between the dash panel and the brake pedal 13 and the movement (retraction) of the brake pedal 13 linked to the input member 4 is inhibited, the boost member 110 The thrust acts on the compression coil spring 92 interposed between the bottom portion 87A of the cylinder 87 and the piston 88 via the input member 4 (input rod 10 and input plunger 11).
  • the thrust of the booster member 110 acting on the compression coil spring 92 exceeds the set load of the compression coil spring 92, the compression coil spring 92 is connected to the bottom 87A of the cylinder 87 of the coupling mechanism 51 as shown in FIG. Compressed between the piston 88.
  • the piston 88 moves forward in the cylinder 87 (leftward in FIG. 5), and the input rod 10 (input member 4) advances and extends independently from the cylinder 87 of the coupling mechanism 51.
  • 52 and the brake pedal 13 connected to the cylinder 87 through the clevis pin 57 and advance (separated).
  • the compression coil spring 92 of the coupling mechanism 51 extends (see FIG. 4), and the brake The brake pedal 13 moves to a position where the relationship between the stroke (pedal position) of the pedal 13 and the deceleration matches the position in FIG.
  • the distance that the input member 4 (the input rod 10 and the input plunger 11) can advance independently from the brake pedal 13 is that of the compression coil spring 92. Depends on the amount of compression.
  • the operating resistance of the brake pedal 13 interlocked with the input member 4 has a predetermined value (set load of the compression coil spring 92). If exceeded, the compression coil spring 92 of the coupling mechanism 51 is compressed and the input member 4 moves forward independently from the brake pedal 13, so that even if the movement of the brake pedal 13 is hindered, the automatic brake is activated. There is no hindrance.
  • the relationship between the stroke of the brake pedal 13 and the deceleration when the automatic brake is operated is unique, in other words, the same as the boost control when the automatic brake is not operated. Even when the driver depresses the brake pedal 13 when the brake is operated, a good operation feeling can be obtained.
  • the first embodiment is an electric booster that moves an input member when hydraulic pressure is generated by an electric motor regardless of operation of the brake pedal.
  • the brake pedal is connected to the input member, and the input member is When moving in the hydraulic pressure generation direction, the input member moves in conjunction with the input member.
  • the operating resistance of the brake pedal becomes greater than a predetermined value
  • the input member moves without interlocking with the brake pedal. Therefore, during the automatic brake operation, if the operating resistance of the brake pedal linked to the input member exceeds a predetermined value, the input member moves forward independently from the brake pedal, so even if the movement of the brake pedal is hindered It is possible to provide an electric booster that does not hinder the operation of the automatic brake and has high reliability in operation.
  • the automatic brake pedal since the relationship between the stroke of the brake pedal and the deceleration of the vehicle when the automatic brake is activated is unique, even when the driver depresses the brake pedal when the automatic brake is activated, the automatic brake However, it is possible to obtain the same good operational feeling as during normal braking without intervention.
  • the input member 4 and the brake pedal 13 are connected via the clevis 52 and the clevis pin 57, but the input member 4 and the brake pedal 13 are connected to each other by a ball joint. You may comprise so that it may connect. In this case, since the clevis pin 57 and the split pin 60 for fixing the clevis pin 57 are not necessary, the number of parts and the number of assembly steps can be reduced.
  • the second embodiment With reference to FIGS. 7 and 8, the second embodiment will be described mainly with respect to differences from the first embodiment.
  • part which is common in 1st Embodiment it represents with the same name and the same code
  • the upward direction (upper side) and the downward direction (lower side) in FIG. 8 are defined as a right direction (right side) and a left direction (left side) in the electric booster 1.
  • the coupling mechanism 181 has a clevis 182 connected to the input rod 10.
  • the clevis 182 includes a square nut-shaped base portion 183 that forms a front end portion, and a pair of leg portions 184 and 184 that extend rearward from the base portion 183.
  • the clevis 182 is formed by screwing the male screw 91 at the rear end of the input rod 10 into the shaft hole 186 (female screw) of the base 183 of the clevis 182 and tightening the nut 187 screwed in advance with the male screw 91. It is fixed to the input rod 10 (input member 4).
  • the pair of leg portions 184 and 184 are formed symmetrically.
  • the leg portion 184 has a long hole 185 that extends in the front-rear direction and penetrates the leg portion 184 in the left-right direction.
  • the connecting mechanism 181 includes slide members 188 and 188 inserted into the long holes 185 and 185 of the leg portions 184 and 184, respectively.
  • the slide member 188 is formed in a substantially quadrangular prism shape, and a pair of upper and lower sliding surfaces that are slidably contacted with the side wall of the long hole 185 and the shaft hole 190 that penetrates the slide member 188 in the left-right direction.
  • 189 and 189, and flanges 191 and 191 formed at one end in the left and right direction and extending in the up and down direction.
  • the flange portions 191 and 191 are slidably contacted with the outer surfaces of the leg portions 184 and 184 of the clevis 182 (outer peripheral edges of the long holes 185 and 185).
  • the brake pedal 13 is inserted between the opposing leg portions 184 and 184 of the clevis 182 (see FIG. 8), and inserted into the pin insertion hole 56 and the elongated holes 185 and 185 of the brake pedal 13.
  • the clevis pin 57 is passed through the shaft holes 190 and 190 of the slide members 188 and 188.
  • the clevis 182 and thus the input rod 10 (input member 4) moves in the front-rear direction with respect to the brake pedal 13 by moving the slide members 188, 188 in the front-rear direction in the long holes 185, 185.
  • the clevis pin 57 can be pivoted about the clevis pin 57.
  • a split pin 59 for preventing the clevis pin 57 and the slide members 188 and 188 from falling off is attached to the other end of the clevis pin 57.
  • the connecting mechanism 181 includes compression coil springs 192 and 192 (spring members) that are mounted in the long holes 185 and 185 of the leg portions 184 and 184 of the clevis 182.
  • the compression coil spring 192 is interposed between the spring receiving portions 193 and 193 formed at the rear ends of the slide members 188 and 188 and the rear end surfaces 194 and 194 of the long holes 185 and 185 of the leg portions 184 and 184 of the clevis 182. Be dressed.
  • the slide members 188 and 188 are pressed against the front end surfaces 195 and 195 of the long holes 185 and 185 by the urging force of the compression coil springs 192 and 192.
  • a predetermined set load (preload) is applied to the compression coil springs 192 and 192. Is done.
  • the set load of the two compression coil springs 192 and 192 is obtained when the brake pedal 13 is moved in conjunction with the input member 4 (input rod 10 and input plunger 11) that moves in the hydraulic pressure generation direction (forward direction).
  • the operating resistance of the brake pedal 13 is set to a value (predetermined value) that is larger than the pulling force of the brake pedal 13 when the automatic brake is operated.
  • the thrust of the booster member 110 is the input member 4 (input rod 10 and input plunger 11), clevis 182, compression coil springs 192 and 192, and slide member 188. , 188 and the clevis pin 57 to be transmitted to the brake pedal 13. As a result, the brake pedal 13 is pulled in conjunction with the input member 4.
  • the third embodiment will be described mainly with respect to differences from the second embodiment.
  • part which is common in 1st and 2nd embodiment, it represents with the same name and the same code
  • the upward direction (upper side) and the downward direction (lower side) in FIG. 10 are defined as a right direction (right side) and a left direction (left side) in the electric booster 1.
  • connection mechanism 201 connection part of the structure different from the connection mechanism 51 of 1st Embodiment, and the connection mechanism 181 of 2nd Embodiment.
  • the connection mechanism 201 of the third embodiment differs from the connection mechanism 181 of the second embodiment in that a long hole 202 that extends mainly in the front-rear direction is formed in the brake pedal 13.
  • the coupling mechanism 201 has a clevis 182 connected to the rear end portion of the input rod 10.
  • Coaxial pin insertion holes 203 and 203 are formed in the leg portions 184 and 184 of the clevis 182.
  • the connecting mechanism 201 has a slide member 188 inserted into the elongated hole 202 of the brake pedal 13.
  • the pin insertion holes 203 and 203 of the leg portions 184 and 184 of the clevis 182 and the brake pedal The clevis pin 57 is passed through the shaft hole 190 of the slide member 188 inserted into the thirteen long holes 202.
  • the clevis 182 and the input rod 10 (input member 4) are connected to the brake pedal 13 so as to be movable in the front-rear direction by moving the slide member 188 in the front-rear direction in the long hole 202. And can be rotated around the clevis pin 57.
  • the connecting mechanism 201 has a compression coil spring 192 (biasing member) mounted in the elongated hole 202 of the brake pedal 13.
  • the compression coil spring 192 is interposed between a groove-shaped spring receiving member 204 attached to the front end of the long hole 202 of the brake pedal 13 and a spring receiving portion 193 formed at the front end of the slide member 188.
  • the slide member 188 is pressed against the rear end surface 194 of the long hole 202 of the brake pedal 13 by the urging force of the compression coil spring 192.
  • the slide member 188 (the abutting portion of the input member 4) causes the rear end surface 194 of the elongated hole 202 of the brake pedal 13 (the abutting portion of the abutting portion of the brake pedal 13).
  • a predetermined set load (preload) is applied to the compression coil spring 192 in a state of contact with the position) (see FIG. 10).
  • the set load of the compression coil spring 192 is the brake pedal 13 when the brake pedal 13 is moved in conjunction with the input member 4 (the input rod 10 and the input plunger 11) that moves in the hydraulic pressure generation direction (forward direction). Is set to a value (predetermined value) greater than the pulling force of the brake pedal 13 when the automatic brake is activated.
  • the thrust of the booster member 110 is the input member 4 (input rod 10 and input plunger 11), clevis 182, clevis pin 57, slide member 188, compression coil spring. 192 and the spring bearing member 204 are transmitted to the brake pedal 13. As a result, the brake pedal 13 is pulled in conjunction with the input member 4.
  • the spring receiving member 204 can be omitted by providing the front end of the elongated hole 202 of the brake pedal 13 with a convex portion that receives the front end of the compression coil spring 192.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Braking Elements And Transmission Devices (AREA)

Abstract

Suramplificateur électrique tel que, même si le déplacement d'une pédale de frein est empêché, une opération de freinage automatique n'est pas interrompue. Dans ce suramplificateur électrique qui déplace un organe d'entrée lors de la production d'une pression hydraulique à l'aide d'un moteur électrique quel que soit l'action de la pédale de frein, l'organe d'entrée est relié à la pédale de frein, et se déplace conjointement avec la pédale de frein lors d'un déplacement dans la direction dans laquelle une pression hydraulique est produite, alors que l'organe d'entrée ne se déplace pas conjointement avec la pédale de frein lorsque la résistance d'action de la pédale de frein est supérieure à une valeur prédéfinie.
PCT/JP2017/044310 2016-12-26 2017-12-11 Suramplificateur électrique WO2018123530A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201780075353.XA CN110035933B (zh) 2016-12-26 2017-12-11 电动助力装置
JP2018558987A JP6715955B2 (ja) 2016-12-26 2017-12-11 電動倍力装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-251148 2016-12-26
JP2016251148 2016-12-26

Publications (1)

Publication Number Publication Date
WO2018123530A1 true WO2018123530A1 (fr) 2018-07-05

Family

ID=62710929

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/044310 WO2018123530A1 (fr) 2016-12-26 2017-12-11 Suramplificateur électrique

Country Status (3)

Country Link
JP (1) JP6715955B2 (fr)
CN (1) CN110035933B (fr)
WO (1) WO2018123530A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7102046B1 (ja) * 2021-03-12 2022-07-19 燕山大学 一体型プランジャーモータ式デュアルパワー液圧シリンダ
JP2023021859A (ja) * 2021-08-02 2023-02-14 株式会社ニッキ 電気機械式ブレーキ倍力装置

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102183953B1 (ko) * 2019-08-27 2020-11-27 현대모비스 주식회사 전동부스터를 이용한 제동장치 및 그 제어방법
CN110936933B (zh) * 2019-12-30 2023-12-19 陕西国力信息技术有限公司 在阻滞情况下仍可自动紧急制动的方法和车辆制动助力器
CN110920591A (zh) * 2019-12-30 2020-03-27 陕西国力信息技术有限公司 一种在阻滞情况下仍可自动紧急制动的车辆制动器

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0742895Y2 (ja) * 1988-04-25 1995-10-04 自動車機器株式会社 ブレーキ倍力装置
JP2010215069A (ja) * 2009-03-16 2010-09-30 Honda Motor Co Ltd Ｂｂｗ式ブレーキ装置
JP2016022752A (ja) * 2014-07-16 2016-02-08 日立オートモティブシステムズ株式会社 倍力装置、ストロークシミュレータ及び抵抗力付与装置
WO2016034342A1 (fr) * 2014-09-01 2016-03-10 Robert Bosch Gmbh Servofrein pour système de freinage d'un véhicule

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2139847T3 (es) * 1995-10-11 2000-02-16 Lucas Ind Plc Medio de accionamiento para sistema de freno controlado electronicamente de un vehiculo a motor.
US7367187B2 (en) * 2005-06-30 2008-05-06 Hitachi, Ltd. Electrically actuated brake booster
DE102005059609A1 (de) * 2005-12-12 2007-06-14 Ipgate Ag Pedalarretierung
KR20090059253A (ko) * 2007-12-06 2009-06-11 현대자동차주식회사 자동차의 브레이크 부스타
JP5704311B2 (ja) * 2010-10-29 2015-04-22 日立オートモティブシステムズ株式会社 電動倍力装置及びその自動ブレーキの制御方法
JP5756275B2 (ja) * 2010-11-01 2015-07-29 日産自動車株式会社 電動倍力装置
CN102267450B (zh) * 2011-05-05 2015-07-15 浙江师范大学 一种电液控制式制动助力装置
DE102012220553A1 (de) * 2012-11-12 2014-05-15 Robert Bosch Gmbh Bremskraftverstärkervorrichtung für ein Bremssystem eines Fahrzeugs und Herstellungsverfahren für eine Bremskraftverstärkervorrichtung für ein Bremssystem eines Fahrzeugs
JP6331418B2 (ja) * 2013-06-28 2018-05-30 株式会社アドヴィックス 車両用制動装置
JP2015047949A (ja) * 2013-08-30 2015-03-16 日立オートモティブシステムズ株式会社 ブレーキ制御装置
JP6060057B2 (ja) * 2013-09-19 2017-01-11 日立オートモティブシステムズ株式会社 ブレーキ装置
CN204250014U (zh) * 2014-11-28 2015-04-08 吉林大学 集成电机电控制动主缸驱动系统

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0742895Y2 (ja) * 1988-04-25 1995-10-04 自動車機器株式会社 ブレーキ倍力装置
JP2010215069A (ja) * 2009-03-16 2010-09-30 Honda Motor Co Ltd Ｂｂｗ式ブレーキ装置
JP2016022752A (ja) * 2014-07-16 2016-02-08 日立オートモティブシステムズ株式会社 倍力装置、ストロークシミュレータ及び抵抗力付与装置
WO2016034342A1 (fr) * 2014-09-01 2016-03-10 Robert Bosch Gmbh Servofrein pour système de freinage d'un véhicule

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7102046B1 (ja) * 2021-03-12 2022-07-19 燕山大学 一体型プランジャーモータ式デュアルパワー液圧シリンダ
JP2023021859A (ja) * 2021-08-02 2023-02-14 株式会社ニッキ 電気機械式ブレーキ倍力装置
JP7672690B2 (ja) 2021-08-02 2025-05-08 株式会社ニッキ 電気機械式ブレーキ倍力装置

Also Published As

Publication number Publication date
CN110035933B (zh) 2021-09-03
CN110035933A (zh) 2019-07-19
JPWO2018123530A1 (ja) 2019-08-08
JP6715955B2 (ja) 2020-07-01

Similar Documents

Publication Publication Date Title
WO2018123530A1 (fr) Suramplificateur électrique
US20160016569A1 (en) Booster, resistance force applying apparatus, and stroke simulator
JP4692837B2 (ja) 電動倍力装置
US7823384B2 (en) Electrically actuated brake booster
JP5756275B2 (ja) 電動倍力装置
US8096122B2 (en) Electrically driven brake booster and master cylinder
JP6838783B2 (ja) 電動倍力装置
JP6695753B2 (ja) 車両用ブレーキ装置
JP2008081033A (ja) 電動倍力装置
JP2011079525A (ja) 電動倍力装置
US11136017B2 (en) Electric booster
JP6865822B2 (ja) 電動倍力装置及び倍力装置
JP2015047957A (ja) 電動倍力装置
WO2018097278A1 (fr) Système d'assistance électrique
JP2014092165A (ja) ディスクブレーキ
JP5344164B2 (ja) 倍力装置
JP6436769B2 (ja) 電動倍力装置
JP2015196414A (ja) 電動倍力装置
KR20030045105A (ko) 가변 응답력비를 가진 브레이크 부스터
JP2019142342A (ja) 電動倍力装置
JP6838214B2 (ja) 電動倍力装置
JP2014008891A (ja) 制動装置
JP6863668B2 (ja) 電動倍力装置
JP2014008869A (ja) 倍力装置
JP2017149315A (ja) 倍力装置及びストロークシミュレータ

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17886692

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2018558987

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17886692

Country of ref document: EP

Kind code of ref document: A1