Motor gear unit for disc brake device and disc brake device

Abstract

Provided is a motor gear unit for a disc brake device that can improve coaxiality of a first output member and a second output member that constitute a power distribution mechanism. The power distribution mechanism (59) is configured to include one support shaft (67). Furthermore, the power distribution mechanism (59) is supported by a housing (39) by supporting and fixing end portions on both axial sides of the support shaft (67) to the housing (39).

Description

TECHNICAL FIELD

[0001] The present application relates to a motor gear unit for a disc brake device and a disc brake device. BACKGROUND

[0002] Disc brake devices are excellent in heat dissipation and capable of fine adjustment of braking force during running, and for this reason, the adoption of disc brake devices not only for front wheels but also for rear wheels of automobiles is increasing.

[0003] Disc brake devices can be roughly classified into hydraulic disc brake devices that use working oil to obtain braking force and electric disc brake devices that use electric actuators that can be electrically driven to obtain braking force.

[0004] As an electric disc brake device, as disclosed in Japanese Patent Application Publication No. 2018-184093, etc., an electric parking brake type structure is known in which the braking force of a service brake is generated by feeding brake oil (fluid) into a cylinder, and the braking force of a parking brake is generated by driving an electric actuator such as a rotary linear motion conversion mechanism by an electric motor.

[0005] In addition, in an electric parking type disc brake device mounted on a relatively large vehicle such as a truck or a commercial vehicle, in order to obtain a large braking force, a plurality of pistons are used to press a pad at the same time.

[0006] Figure 26 and Figure 27 A disc brake device 100 of an electric parking type disclosed in U.S. Patent Application Publication No. 2020 / 309214 is shown.

[0007] The disc brake device 100 is a floating type disc brake device, and includes a support member 101 fixed to a suspension device, and a brake caliper 102 supported to the support member 101 in a manner movable in an axial direction.

[0008] An outer pad 103a and an inner pad 103b are each supported to the support member 101 in a manner movable in the axial direction.

[0009] The brake caliper 102 includes a first cylinder 104a and a second cylinder 104b. A first piston 105a is fitted and installed in the first cylinder 104a, and a second piston 105b is fitted and installed in the second cylinder 104b.

[0010] A first rotary linear motion conversion mechanism 106a is arranged on the inner side of the first piston 105a, and a second rotary linear motion conversion mechanism 106b is arranged on the inner side of the second piston 105b. The first and second rotary linear motion conversion mechanisms 106a and 106b press the first and second pistons 105a and 105b when a brake force of a parking brake is obtained. The first and second rotary linear motion conversion mechanisms 106a and 106b are driven by a motor gear unit 107.

[0011] The motor gear unit 107 includes a housing (not shown), an electric motor (not shown), and a power distribution mechanism 108.

[0012] The power distribution mechanism 108 is configured on the inner side of the housing, and distributes and transmits the rotation of the electric motor to the first and second rotary linear motion conversion mechanisms 106a and 106b.

[0013] The power distribution mechanism 108 includes an input carrier 109, first and second output members 110 and 111, first and second intermediate gears 112 and 113.

[0014] The input carrier 109 has a tooth portion 109a on the outer circumferential surface, to which the rotation of the electric motor is input. The input carrier 109 is supported to the first and second output members 110 and 111 in a manner that it can rotate in only one direction via a pair of one-way clutches 114a and 114b.

[0015] The first and second output members 110 and 111 are arranged coaxially with each other, and are supported so as to be rotatable relative to the housing. The first output member 110 is engaged with the first intermediate gear 112, and is connected in a manner that it can transmit power to the first rotary linear motion conversion mechanism 106a. The second output member 111 is engaged with the second intermediate gear 113, and is connected in a manner that it can transmit power to the second rotary linear motion conversion mechanism 106b.

[0016] The first and second intermediate gears 112 and 113 are rotatably supported to the input carrier 109. In addition, the first and second intermediate gears 112 and 113 are engaged with each other.

[0017] When the disc brake device 100 using the existing structure is operated to work the service brake, brake oil is supplied to the first cylinder 104a and the second cylinder 104b provided in the caliper 102 through an unillustrated oil passage. Thus, the first piston 105a and the second piston 105b are pushed out from the first cylinder 104a and the second cylinder 104b, and the inner pad 103b is pressed against the axial inner side surface of the unillustrated rotor. In addition, the caliper 102 is displaced toward the axial inner side with respect to the support 101 by a reaction force accompanying the pressing. Then, the outer pad 103a is pressed against the axial outer side surface of the rotor by the caliper 102. Thus, a braking force is obtained by the friction acting on the contact surfaces between the outer pad 103a and the rotor and between the inner pad 103b and the rotor.

[0018] On the other hand, when the disc brake device 100 is operated to work the parking brake, the input carrier 109 is rotated in a predetermined direction by rotating the drive motor in the predetermined direction. Also, the first intermediate gear 112 and the second intermediate gear 113 are revolved.

[0019] Also, in the case where the magnitudes of the rotational loads of the first output member 110 and the second output member 111 are the same as each other, the first intermediate gear 112 and the second intermediate gear 113 revolve without rotating themselves in the state of engaging with each other, and transmit rotation to the first output member 110 and the second output member 111. Therefore, the first output member 110 engaging with the first intermediate gear 112 and the second output member 111 engaging with the second intermediate gear 113 both rotate in the same direction at the same speed.

[0020] On the other hand, in the case where the magnitudes of the rotational loads of the first output member 110 and the second output member 111 are different from each other, the first intermediate gear 112 and the second intermediate gear 113 revolve and rotate themselves in the state of engaging with each other, and transmit rotation to one or both of the first output member 110 and the second output member 111.

[0021] If rotation is transmitted to the first output member 110 and the second output member 111, the first piston 105a and the second piston 105b are pushed out toward the rotor via the first rotary-linear motion conversion mechanism 106a and the second rotary-linear motion conversion mechanism 106b, and thus the inner pad 103b is pressed against the axial inner side surface of the rotor. In addition, the caliper 102 is displaced toward the axial inner side with respect to the support 101 by a reaction force accompanying the pressing. Then, the outer pad 103a is pressed against the axial outer side surface of the rotor by the caliper 102. Thus, a braking force of the parking brake is obtained by the friction acting on the contact surfaces between the outer pad 103a and the rotor and between the inner pad 103b and the rotor.

[0022] In addition, even in a case where the timing at which the first piston 105a and the second piston 105b press the inner pad 103b deviates due to a difference in the gap between the first piston 105a and the second piston 105b and the inner pad 103b, or the like, the uniformization of the pressing force of the first piston 105a on the inner pad 103b and the pressing force of the second piston 105b on the inner pad 103b can be achieved.

[0023] Further, when the electric motor is rotated in the direction opposite to the prescribed direction in order to release the braking force of the parking brake, the first output member 110 and the second output member 111 can be simultaneously rotated by the action of the one-way clutches 114a, 114b. Therefore, both the pressing force of the first piston 105a on the inner pad 103b and the pressing force of the second piston 105b on the inner pad 103b can be made zero.

[0024] Prior Art Documents

[0025] Patent Documents

[0026] Patent Document 1: Japanese Patent Application Publication No. 2018-184093

[0027] Patent Document 2: U.S. Patent Application Publication No. 2020 / 0309214 SUMMARY

[0028] PROBLEMS TO BE SOLVED BY THE INVENTION

[0029] The power distribution mechanism 108 of the related art structure rotatably supports the first output member 110 and the second output member 111 independently of each other in the housing. Therefore, it is difficult to accurately restrict the coaxiality of the first output member 110 and the second output member 111. Therefore, the meshing of the tooth portions that constitute the power distribution mechanism 108 becomes inappropriate, and it is possible that the operation of the power distribution mechanism 108 is adversely affected, or an abnormal noise is generated. In addition, the work of assembling the power distribution mechanism 108 in the housing becomes troublesome.

[0030] The present application has been achieved in order to solve the above-described problems, and aims to provide a motor gear unit for a disc brake device and a disc brake device capable of improving the coaxiality of a first output member and a second output member.

[0031] MEANS FOR SOLVING THE PROBLEMS

[0032] A motor gear unit for a disc brake device according to an embodiment of the present application includes an electric motor, a reduction mechanism that transmits rotation of the electric motor to a plurality of rotary linear motion conversion mechanisms disposed in a plurality of cylinder bodies provided in a caliper, and a housing that accommodates the electric motor and the reduction mechanism.

[0033] The reduction mechanism has a plurality of final gears connected to the plurality of rotary linear motion conversion mechanisms directly or via other components, and a power distribution mechanism including a support shaft, which distributes and transmits input power to the plurality of final gears.

[0034] The power distribution mechanism is supported by the housing by supporting and fixing end portions on both axial sides of the support shaft to the housing.

[0035] In the motor gear unit for a disc brake device according to the aspect of the application, the power distribution mechanism can further have a gear train composed of a plurality of gears and unitized.

[0036] In the motor gear unit for a disc brake device according to the aspect of the application, the gear train can have first and second output members each being a gear, each of the first and second output members having a through-hole through which the support shaft is inserted, and the first and second output members being rotatably supported by the support shaft in a state of being separated in the axial direction of the support shaft.

[0037] In the motor gear unit for a disc brake device according to the aspect of the application, the gear train can further have an input carrier, a first intermediate gear, and a second intermediate gear each being a gear.

[0038] Further, the input carrier is rotatably supported around the support shaft via the first and second output members.

[0039] In addition, the first and second intermediate gears are rotatably supported to the input carrier and are in mesh with each other.

[0040] In addition, the first output member is in mesh with the first intermediate gear and one of the plurality of final gears, and the second output member is in mesh with the second intermediate gear and another of the plurality of final gears.

[0041] In the motor gear unit for a disc brake device according to the aspect of the application, the power distribution mechanism can further include an urging member that urges the first and second output members in opposite directions in the axial direction of the support shaft between the first and second output members.

[0042] In the motor gear unit for a disc brake device according to one embodiment of the present application, the power distribution mechanism can further include a coupling member that supports the force applying member from both sides in the axial direction of the support shaft.

[0043] The coupling member can include a first coupling member supported to the first output member so as to be relatively rotatable about the central axis of the support shaft and in contact with an end portion of one side of the force applying member in the axial direction of the support shaft, and a second coupling member supported to the second output member so as to be relatively rotatable about the central axis of the support shaft and in contact with an end portion of the other side of the force applying member in the axial direction of the support shaft, the first and second coupling members being engaged with each other so as to be relatively rotatable about the central axis of the support shaft and relatively displaceable in the axial direction of the support shaft.

[0044] In the motor gear unit for a disc brake device according to one embodiment of the present application, the first coupling member can have a first engagement protrusion protruding in the axial direction of the support shaft, and the second coupling member can have a second engagement protrusion protruding in the axial direction of the support shaft, the first and second coupling members being engaged with each other by the first engagement protrusion and the second engagement protrusion so as to be relatively rotatable about the central axis of the support shaft.

[0045] In the motor gear unit for a disc brake device according to one embodiment of the present application, the first coupling member can have a first base portion supported to the first output member so as to be relatively rotatable about the central axis of the support shaft, and the second coupling member can have a second base portion supported to the second output member so as to be relatively rotatable about the central axis of the support shaft, a gap being provided in the axial direction of the support shaft between an end surface of the first engagement protrusion and the second base portion and between an end surface of the second engagement protrusion and the first base portion.

[0046] In the motor gear unit for a disc brake device according to one embodiment of the present application, the first coupling member and the second coupling member can be identical members (common members) having the same shape and size.

[0047] In the motor gear unit for a disc brake device according to one embodiment of the present application, the central axes of rotation of the support shaft and the plurality of final gears and the central axes of the plurality of rotational linear motion conversion mechanisms can be arranged substantially in parallel.

[0048] In the motor gear unit for a disc brake device according to the aspect of the present application, the reduction mechanism can further include a drive gear connected to a motor shaft of the electric motor, and a plurality of intermediate transmission gears that transmit rotation of the drive gear to the power distribution mechanism, the rotation center axes of the plurality of intermediate transmission gears being arranged substantially in parallel with the center axes of the plurality of rotation-linear motion conversion mechanisms.

[0049] In the motor gear unit for a disc brake device according to the aspect of the present application, the housing can include a housing main body that houses the reduction mechanism, and a closing plate portion that closes an opening portion of the housing main body that is open in the axial direction of the support shaft, the end portion of the axial direction of the support shaft being press-fitted, molded, or adhesively fixed to the housing main body.

[0050] In the motor gear unit for a disc brake device according to the aspect of the present application, the positioning of the closing plate portion with respect to the housing main body can be achieved using the end portion of the axial direction of the support shaft.

[0051] In the disc brake device according to the aspect of the present application, the disc brake device can include a brake caliper having a plurality of cylinder bodies at a position axially inward of a rotor, a plurality of pistons respectively fitted into the plurality of cylinder bodies, a plurality of rotation-linear motion conversion mechanisms arranged in the plurality of cylinder bodies and respectively pushing the plurality of pistons toward the rotor by converting rotational motion into linear motion, and a motor gear unit supported and fixed to the brake caliper and driving the plurality of rotation-linear motion conversion mechanisms, wherein the motor gear unit is the motor gear unit for a disc brake device according to the aspect of the present application.

[0052] Effects of Invention

[0053] According to the present application, a motor gear unit for a disc brake device and a disc brake device that can improve coaxiality of a first output member and a second output member can be achieved. BRIEF DESCRIPTION OF DRAWINGS

[0054] Figure 1 is a front view of the disc brake device of the first example of the embodiment as viewed from the outside of the vehicle body in a posture in which the disc brake device is mounted to a suspension device.

[0055] Figure 2 is a rear view of the disc brake device of the first example of the embodiment as viewed from the center side of the vehicle body in a posture in which the disc brake device is mounted to a suspension device.

[0056] Figure 3 is a plan view of the disc brake device of the first example of the embodiment viewed from the upper side. Figure 1

[0057] Figure 4 is a perspective view of the disc brake device of the first example of the embodiment viewed from the outer side of the vehicle body and the radially outer side.

[0058] Figure 5 is a perspective view of the disc brake device of the first example of the embodiment viewed from the central side of the vehicle body and the radially outer side.

[0059] Figure 6 is an A-A line sectional view of the disc brake device of the first example of the embodiment. Figure 1

[0060] Figure 7 is a B-B line sectional view of the disc brake device of the first example of the embodiment. Figure 1

[0061] Figure 8 is a front view of the motor gear unit detached from the disc brake device of the first example of the embodiment viewed from the outer side of the vehicle body.

[0062] Figure 9 is a rear view of the motor gear unit detached from the disc brake device of the first example of the embodiment viewed from the central side of the vehicle body.

[0063] Figure 10 is a rear view of the motor gear unit involved in the first example of the embodiment shown in the state of detaching the closing plate portion from Figure 9

[0064] Figure 11 is a partial sectional view of the motor gear unit involved in the first example of the embodiment.

[0065] Figure 12 is a perspective view of the motor gear unit involved in the first example of the embodiment shown by omitting the housing.

[0066] Figure 13 is a schematic view showing the reduction mechanism involved in the first example of the embodiment.

[0067] Figure 14 is a view of taking out the power distribution mechanism involved in the first example of the embodiment viewed from the radially outer side of the support shaft.

[0068] Figure 15 is a view of taking out the power distribution mechanism involved in the first example of the embodiment viewed from the axial direction of the support shaft.

[0069] Figure 16 is a perspective view of taking out the power distribution mechanism involved in the first example of the embodiment. ​​​​

[0070] Figure 17 is a sectional view showing an assembled state of the power distribution mechanism according to the first example of the embodiment.

[0071] Figure 18 is an exploded perspective view showing the power distribution mechanism according to the first example of the embodiment.

[0072] Figure 19 is a sectional view showing the power distribution mechanism according to the first example of the embodiment with the support shaft omitted.

[0073] Figure 20 is a view showing the coupling member constituting the power distribution mechanism according to the first example of the embodiment, taken out and viewed from the radial outer side.

[0074] Figure 21 is a perspective view showing the coupling member constituting the power distribution mechanism according to the first example of the embodiment.

[0075] Figure 22 is a view showing the first coupling member (second coupling member) constituting the power distribution mechanism according to the first example of the embodiment, taken out and viewed from the axial direction.

[0076] Figure 23 is a perspective view showing the first coupling member (second coupling member) constituting the power distribution mechanism according to the first example of the embodiment.

[0077] Figure 24 is a view showing the first coupling member (second coupling member) according to one example of the modification, taken out and viewed from the axial direction.

[0078] Figure 25 is an exploded perspective view of the de-energizing operation type brake constituting the motor gear unit according to the first example of the embodiment.

[0079] Figure 26 is a sectional view showing a disc brake device of a conventional structure.

[0080] Figure 27 is a perspective view showing a power distribution mechanism constituting the disc brake device of the conventional structure.

[0081] Symbol explanation

[0082] 1 disc brake device

[0083] 2 support member

[0084] 3 brake caliper

[0085] 4a outer pad

[0086] 4b inner gasket

[0087] 5a first piston

[0088] 5b second piston

[0089] 6a first rotary-linear motion conversion mechanism

[0090] 6b second rotary-linear motion conversion mechanism

[0091] 7 motor gear unit

[0092] 8 rotor

[0093] 9 support base

[0094] 10 outer link

[0095] 11a, 11b link arm

[0096] 12 mounting hole

[0097] 13 gasket

[0098] 14 back plate

[0099] 15 pressing portion

[0100] 16 clamping base

[0101] 17 bridge

[0102] 18 base body

[0103] 19a, 19b arm

[0104] 20a first cylinder

[0105] 20b second cylinder

[0106] 21a, 21b bottom

[0107] 23a, 23b inner spline

[0108] 24a, 24b piston seal

[0109] 25a, 25b seal groove

[0110] 26a, 26b piston protection cover

[0111] 27a, 27b guide pin

[0112] 28a, 28b protection cover

[0113] 29a, 29b main shaft

[0114] 30a, 30b nut

[0115] 31a, 31b rolling elements

[0116] 32a, 32b shaft-side ball screw grooves

[0117] 33a, 33b through holes

[0118] 34a, 34b support rings

[0119] 35a thrust bearing

[0120] 36a, 36b nut-side ball screw grooves

[0121] 37a, 37b convex keys

[0122] 38a, 38b circulating members

[0123] 39 housing

[0124] 40 electric motor

[0125] 41 speed reduction mechanism

[0126] 42 de-energized operation type brake

[0127] 43a, 43b mounting flange portions

[0128] 44a, 44b, 44c mounting bolts

[0129] 45 housing main body

[0130] 46 closing plate portion

[0131] 47 cover

[0132] 48 motor accommodating portion

[0133] 49 gear accommodating portion

[0134] 50 brake accommodating portion

[0135] 51 side wall portion

[0136] 52a, 52b insertion holes

[0137] 53 motor main body

[0138] 54 motor shaft

[0139] 55 motor housing

[0140] 56 first connecting portion

[0141] 57 second connecting portion

[0142] 58 worm speed reduction mechanism

[0143] 59 power distribution mechanism

[0144] 60a-60e gear

[0145] 61 worm

[0146] 62 worm wheel

[0147] 63 worm tooth

[0148] 64 gear tooth

[0149] 65 first intermediate shaft

[0150] 66 second intermediate shaft

[0151] 67 support shaft

[0152] 68 first output shaft

[0153] 69 second output shaft

[0154] 70a, 70b engagement hole

[0155] 71 gear train

[0156] 72 through hole

[0157] 73 input carrier

[0158] 73a tooth portion

[0159] 74 first intermediate gear

[0160] 75 second intermediate gear

[0161] 76 first output member

[0162] 76a input tooth portion

[0163] 76b output tooth portion

[0164] 77 second output member

[0165] 77a input tooth portion

[0166] 77b output tooth portion

[0167] 78a, 78b support ring

[0168] 79a, 79b pin

[0169] 80a, 80b insertion hole

[0170] 81a, 81b bushing

[0171] 82a, 82b flange portion

[0172] 83 force applying member

[0173] 84 link

[0174] 85a first link member

[0175] 85b second link member

[0176] 86a first base

[0177] 86b second base

[0178] 87a first engagement protrusion

[0179] 87b second engagement protrusion

[0180] 88a, 88b substrate portion

[0181] 89a insertion cylinder portion

[0182] 90a, 90b gap

[0183] 91 connecting shaft

[0184] 92 housing

[0185] 93 electromagnetic coil

[0186] 94 rotation-side disk

[0187] 95 stationary-side disk

[0188] 96 pressing plate

[0189] 97 pressing spring

[0190] 98 gasket

[0191] 99a, 99b recess

[0192] 100 disk brake device

[0193] 101 support

[0194] 102 caliper

[0195] 103a outer pad

[0196] 103b inner pad

[0197] 104a first cylinder

[0198] 104b second cylinder

[0199] 105a first piston

[0200] 105b second piston

[0201] 106a first rotary-linear motion conversion mechanism

[0202] 106b Second rotary linear motion conversion mechanism

[0203] 107 Motor gear unit

[0204] 108 Power distribution mechanism

[0205] 109 Input carrier

[0206] 109a Tooth portion

[0207] 110 First output member

[0208] 111 Second output member

[0209] 112 First intermediate gear

[0210] 113 Second intermediate gear

[0211] 114a, 114b One-way clutch DETAILED DESCRIPTION

[0212] [First Example of Embodiment]

[0213] Use Figures 1 to 25 The first example of the embodiment will be described.

[0214] [Overall Structure of Disc Brake Device]

[0215] The disc brake device 1 of this example is an electric parking brake type disc brake device, and has both the function as a hydraulic service brake and the function as an electric parking brake.

[0216] The disc brake device 1 is a floating type disc brake device, and is provided with a support member 2, a caliper 3, a pair of pads 4a, 4b (an outer pad 4a and an inner pad 4b), two pistons 5a, 5b (a first piston 5a and a second piston 5b), two rotary linear motion conversion mechanisms 6a, 6b (a first rotary linear motion conversion mechanism 6a and a second rotary linear motion conversion mechanism 6b), and a motor gear unit 7.

[0217] The disc brake device 1 of this example is assembled in a relatively large-sized vehicle. Therefore, the disc brake device 1 is provided with two pistons 5a, 5b and two rotary linear motion conversion mechanisms 6a, 6b, but can be provided with three or more of each.

[0218] The disc brake device 1 obtains a braking force of a service brake by feeding brake oil (pressure oil) as a working oil to the first cylinder 20a and the second cylinder 20b provided in the brake caliper 3. In contrast, the disc brake device 1 does not use the working oil, but obtains a braking force of a parking brake by driving the first rotary linear motion conversion mechanism 6a and the second rotary linear motion conversion mechanism 6b through the motor gear unit 7.

[0219] In the following description related to the disc brake device 1, the axial direction, the circumferential direction, and the radial direction refer to the axial direction, the circumferential direction, and the radial direction of the circular plate-shaped rotor 8 (refer to FIG. 1) that rotates together with the wheel, unless otherwise specified. Figure 7 Figure 1 , Figure 2 , Figure 8 , Figure 9 and Figure 10 the front-rear direction, Figure 3 and Figure 7 the up-down direction, Figure 6 the left-right direction each correspond to the axial direction, and in a mounted state in which the disc brake device 1 is mounted to a vehicle body, the central side of the vehicle body is referred to as the inner side in the axial direction, and the outer side of the vehicle body is referred to as the outer side in the axial direction. In addition, Figure 1 , Figure 2 , Figure 6 , Figure 8 , Figure 9 , Figure 10 and Figure 11 the up-down direction, Figure 3 and Figure 7 the front-rear direction each correspond to the circumferential direction, and to the up-down direction in the mounted state in which the disc brake device 1 is mounted to the vehicle body. In addition, Figures 1 to 3 the left-right direction, Figures 7 to 11 the front-rear direction each correspond to the radial direction, Figure 6 , Figure 1 , Figure 3 and Figure 7 the left side, Figure 8 , Figure 2 and Figure 9 the right side each correspond to the outer side in the radial direction, Figure 10 , Figure 1 , Figure 3 and Figure 7 the right side, Figure 8 , Figure 2 and Figure 9 the left side each correspond to the inner side in the radial direction. Figure 10 〈Supporting Member〉

[0220]

[0221] ​​The support member 2 is a cast product of an iron-based alloy such as cast iron, and has a support base 9 disposed on the inner side in the axial direction of the rotor 8, an outer side connecting portion 10 disposed on the outer side in the axial direction of the rotor 8, and a pair of connecting arm portions 11a and 11b connecting the end portions on the both outer sides in the circumferential direction of the support base 9 and the end portions on the both outer sides in the circumferential direction of the outer side connecting portion 10, respectively, in the axial direction. Unillustrated guide holes opened to the inner side in the axial direction are formed in the radially outer side portions (rotor passage portions) of the connecting arm portions 11a and 11b. The support member 2 is fixed to a suspension device constituting a vehicle body by a plurality of (four in the illustrated example) mounting holes 12 formed in the radially inner side portion of the support base 9.

[0222] The disc brake device 1 of the present example is assembled in a state where the support member 2 is fixed to the suspension device, as shown in Figs. 1 and 2. Figure 1 Figure 2 As shown in Figs. 1 and 2, one connecting arm portion 11a is disposed on the upper side in the vertical direction, and the other connecting arm portion 11b is disposed on the lower side in the vertical direction. However, the assembling direction of the disc brake device is not particularly limited in the case of embodying the present application.

[0223] <Outer and inner linings>

[0224] The outer and inner linings 4a and 4b are disposed on the both sides in the axial direction of the rotor 8. Specifically, the outer lining 4a is disposed on the outer side in the axial direction of the rotor 8, and is supported so as to be displaceable in the axial direction with respect to the support member 2. In addition, the inner lining 4b is disposed on the inner side in the axial direction of the rotor 8, and is supported so as to be displaceable in the axial direction with respect to the support member 2.

[0225] The outer and inner linings 4a and 4b each have a pad (friction material) 13 and a metal back plate (pressure plate) 14 supporting the back surface of the pad 13.

[0226] <Caliper>

[0227] The caliper 3 is made of an aluminum-based alloy or an iron-based alloy, and has an inverted U shape. The caliper 3 has a pressing portion 15 on the outer side in the axial direction, and a clamping base 16 on the inner side in the axial direction. In addition, the caliper 3 has a bridge portion 17 disposed on the radially outer side of the rotor 8, and connecting the pressing portion 15 and the clamping base 16 in the axial direction.

[0228] The clamping base 16 has a base main body 18 and a pair of arm portions 19a and 19b elongated to the both outer sides in the circumferential direction from the base main body 18. The base main body 18 has first and second cylinder bodies 20a and 20b each having a substantially cylindrical space inside. The first and second cylinder bodies 20a and 20b are each opened on the outer side in the axial direction, but the opening on the inner side in the axial direction is closed by bottoms 21a and 21b.

[0229] ​A first piston 5a is fitted inside a first cylinder 20a, and a second piston 5b is fitted inside a second cylinder 20b. The first piston 5a and the second piston 5b are made of carbon steel such as S10C and S45C, respectively, and are configured as bottomed cylindrical shapes.

[0230] The inner circumferential surfaces of the first piston 5a and the second piston 5b are provided with internal splines 23a and 23b. The portion between the outer circumferential surface of the first piston 5a and the inner circumferential surface of the first cylinder 20a, and the portion between the outer circumferential surface of the second piston 5b and the inner circumferential surface of the second cylinder 20b, are sealed by annular piston seals 24a and 24b. The piston seals 24a and 24b are installed in sealing grooves 25a and 25b formed on the inner circumferential surfaces of the axially outer portions of the first cylinder 20a and the second cylinder 20b.

[0231] The axially outer portions of the first piston 5a and the second piston 5b are prevented from rotating relative to the back plate 14 of the inner liner 4b by an anti-rotation mechanism (not shown). Piston covers 26a and 26b are mounted on the portion between the axially outer portion of the outer peripheral surface of the first piston 5a and the axially outer opening edge of the first cylinder 20a, and on the portion between the axially outer portion of the outer peripheral surface of the second piston 5b and the axially outer opening edge of the second cylinder 20b.

[0232] The brake caliper 3 is supported so that it can be displaced axially relative to the support member 2. Therefore, the axially inner ends of guide pins 27a and 27b are fixed to the pair of arms 19a and 19b constituting the clamping base 16, respectively, and the axially outer ends of guide pins 27a and 27b are inserted into the guide holes formed in the pair of connecting arms 11a and 11b constituting the support member 2 in such a way that relative displacement in the axial direction is possible. In addition, protective covers 28a and 28b are provided between the outer peripheral surfaces of guide pins 27a and 27b and the openings of the guide holes.

[0233] <Rotary-to-linear motion conversion mechanism>

[0234] like Figure 6 and Figure 7 As shown, the first rotary-to-linear motion conversion mechanism 6a and the second rotary-to-linear motion conversion mechanism 6b are feed screw mechanisms (ball screw devices) that convert rotary motion into linear motion and change the total axial length during operation. They include spindles 29a and 29b as rotating components, nuts 30a and 30b as linear motion components, and multiple balls 31a and 31b. The first rotary-to-linear motion conversion mechanism 6a pushes the first piston 5a toward the rotor 8, and the second rotary-to-linear motion conversion mechanism 6b pushes the second piston 5b toward the rotor 8. Alternatively, in implementing this invention, a sliding feed screw device in which the spindle and nut directly contact each other without passing through the balls can also be used.

[0235] The main shafts 29a, 29b have helical shaft-side ball screw grooves 32a, 32b in the outer peripheral surface from the tip end portion (axially outer portion) to the middle portion. The base end portions (axially inner portions) of the main shafts 29a, 29b are inserted through through holes 33a, 33b formed in the bottoms 21a, 21b of the clamping bases 16, and are connected to the tip end portions of the first and second output shafts 68, 69 to be non-rotatable.

[0236] In the vicinity of the base end of the main shafts 29a, 29b, circular ring-shaped support rings 34a, 34b are fitted to be non-rotatable. Between the axially inner surface of the support rings 34a, 34b and the axially outer surface of the bottoms 21a, 21b, thrust bearings 35a, 35b are disposed. Thus, the bottoms 21a, 21b can support the axial load (axial force) acting on the main shafts 29a, 29b, and the main shafts 29a, 29b can be relatively rotated with respect to the bottoms 21a, 21b.

[0237] The nuts 30a, 30b have helical nut-side ball screw grooves 36a, 36b in the inner peripheral surface, and external splines 37a, 37b in the outer peripheral surface. The nut 30a is splined to be engaged with the internal spline 23a provided in the first piston 5a in a state of being disposed inside the first piston 5a. Also, the nut 30b is splined to be engaged with the internal spline 23b provided in the second piston 5b in a state of being disposed inside the second piston 5b. Thus, the nut 30a and the first piston 5a are engaged to be axially relatively displaceable but non-rotatable, and the nut 30b and the second piston 5b are engaged to be axially relatively displaceable but non-rotatable.

[0238] A plurality of balls 31a, 31b are disposed inside the helical load path formed between the shaft-side ball screw grooves 32a, 32b and the nut-side ball screw grooves 36a, 36b to be rollable. The start and end points of the load path are connected by a loop member 38a, 38b fixed to the nuts 30a, 30b.

[0239] The first and second rotary linear motion conversion mechanisms 6a, 6b of the present example move the nuts 30a, 30b in the axial direction by rotationally driving the main shafts 29a, 29b. Specifically, in the case of rotationally driving the main shafts 29a, 29b in the positive rotation direction, the nuts 30a, 30b are moved in the direction (axially outer side) approaching the rotor 8. In contrast, in the case of rotationally driving the main shafts 29a, 29b in the negative rotation direction, the nuts 30a, 30b are moved in the direction (axially inner side) away from the rotor 8.

[0240] 〈Motor Gear Unit〉

[0241] The motor gear unit (MGU, electric drive device) 7 is used to electrically drive the first rotary linear motion conversion mechanism 6a and the second rotary linear motion conversion mechanism 6b, and thus has a housing 39, an electric motor 40, a reduction mechanism 41, and a de-energized operation type brake 42.

[0242] Housing

[0243] The housing 39 is made of synthetic resin or metal, and is supported and fixed to the clamping base 16 that constitutes the clamp 3. Specifically, the housing 39 is supported and fixed to the axially inner side of the clamping base 16 using mounting bolts 44a, 44b, and a mounting bolt 44c, the mounting bolts 44a, 44b are inserted through a pair of mounting flange portions 43a, 43b provided on the outer circumferential surface of the clamping base 16, and the mounting bolt 44c is inserted through the radially inner portion of the housing 39 in the axial direction.

[0244] The housing 39 is composed of a housing main body 45, a closing plate portion 46, and a cover 47. The housing main body 45 has a motor accommodating portion 48, a gear accommodating portion 49, and a brake accommodating portion 50, each of which is composed of a hollow shape.

[0245] The motor accommodating portion 48 is a portion that accommodates the electric motor 40 on the inner side. In the illustrated example, the motor accommodating portion 48 has an inner diameter that is slightly larger than the outer diameter of a later-described motor main body 53 that constitutes the electric motor 40, and has a cylindrical shape.

[0246] The gear accommodating portion 49 is a portion that accommodates the reduction mechanism 41 on the inner side. In the illustrated example, the gear accommodating portion 49 is composed of a frame that has a larger volume than the motor accommodating portion 48.

[0247] As Figure 8 shown, two insertion holes 52a, 52b, through which the base end portions of the main shafts 29a, 29b can be inserted, are opened in the side wall portion 51 that constitutes the axially inner side surface of the gear accommodating portion 49. The center axes of the insertion holes 52a, 52b are arranged in the axial direction. The opening portion on the axially outer side of the gear accommodating portion 49 is closed by the closing plate portion 46.

[0248] The brake accommodating portion 50 is a portion that accommodates the de-energized operation type brake 42 on the inner side. In the illustrated example, the brake accommodating portion 50 is composed of a rectangular frame shape. The opening portion on the upper side of the brake accommodating portion 50 is closed by the cover 47.

[0249] Electric Motor

[0250] The electric motor 40 is arranged on the inner side of the motor accommodating portion 48. The electric motor 40 has a motor main body 53 and a motor shaft 54. In addition, in Figure 13 the drawing, these constituent elements (the motor main body 53 and the motor shaft 54) are schematically shown.

[0251] The motor body 53 has a motor case 55 having a cylindrical shape, and a rotor and a stator (not shown) disposed on the inner side of the motor case 55. The rotor is supported at the axial middle portion of the motor shaft 54. The stator is disposed around the rotor and is supported on the inner side of the motor case 55.

[0252] The end portions of the motor shaft 54 on both axial sides protrude from the motor body 53 toward both axial sides. The motor shaft 54 has a first connecting portion 56 in the shape of a shaft connected to the reduction mechanism 41 at the end portion on the axial side from which the motor body 53 protrudes. In addition, the motor shaft 54 has a second connecting portion 57 in the shape of a shaft connected to the de-excitation operation type brake 42 at the end portion on the other axial side from which the motor body 53 protrudes. The electric motor 40 rotates the motor shaft 54 in a prescribed direction by a prescribed angle based on an instruction signal from a control device (not shown).

[0253] Reduction mechanism

[0254] The reduction mechanism 41 increases the torque (power) of the electric motor 40 and transmits the increased torque (power) to the first and second rotary-linear motion conversion mechanisms 6a and 6b. Thus, the reduction mechanism 41 transmits the rotation of the electric motor 40 to the two main shafts 29a and 29b, respectively. The reduction mechanism 41 is housed inside the gear housing portion 49.

[0255] The reduction mechanism 41 has a worm reduction mechanism 58, a power distribution mechanism (differential) 59, and a plurality of gears (spur gears) 60a to 60e. In addition, the first to third gears 60a to 60c among the plurality of gears 60a to 60e correspond to the intermediate transmission gears recited in the claims, and the fourth and fifth gears 60d and 60e correspond to the final gears recited in the claims. In addition, in the present embodiment, the reduction mechanism 41 is configured to be able to transmit the rotation of the electric motor 40 to the first and second rotary-linear motion conversion mechanisms 6a and 6b, and to be able to transmit the rotation inputted in the reverse direction from the first and second rotary-linear motion conversion mechanisms 6a and 6b to the motor shaft 54 of the electric motor 40. Figure 13 In the present embodiment, a part of the components (worm reduction mechanism 58, power distribution mechanism 59, and plurality of gears 60a to 60e) of the reduction mechanism 41 is schematically shown.

[0256] Worm reduction mechanism

[0257] The worm reduction mechanism 58 is connected to the first connecting portion 56 of the motor shaft 54 that constitutes the electric motor 40. The worm reduction mechanism 58 is configured by a worm 61 and a worm wheel 62 and does not have a self-locking function. Thus, the worm reduction mechanism 58 of the present embodiment is able to not only transmit the rotation of the electric motor 40 to the first and second rotary-linear motion conversion mechanisms 6a and 6b, but also transmit the rotation inputted in the reverse direction from the first and second rotary-linear motion conversion mechanisms 6a and 6b to the motor shaft 54 of the electric motor 40.

[0258] The worm 61 has worm teeth 63 in the axially middle portion of the outer peripheral surface, which are arranged coaxially with the motor shaft 54 of the electric motor 40. The axially other end portion (proximal end portion) of the worm 61 is fixed to the first connecting portion 56 of the motor shaft 54 in a manner that cannot rotate relative to each other. The axially one end portion of the worm 61 is rotatably supported to the inner side of the gear housing portion 49 via a bearing not shown. In this example, the worm 61 corresponds to the drive gear recited in the claims, and the worm wheel 62 corresponds to the intermediate transmission gear recited in the claims.

[0259] The worm wheel 62 has gear teeth 64 in the outer peripheral surface. The gear teeth 64 are engaged with the worm teeth 63 provided to the worm 61. The worm wheel 62 is externally fitted and fixed to the first intermediate shaft 65 rotatably supported to the inner side of the gear housing portion 49 in a manner that cannot rotate relative to each other. The first intermediate shaft 65 is arranged substantially in parallel with the central axes of the main shafts 29a and 29b of the first and second rotary-linear motion conversion mechanisms 6a and 6b. Therefore, the central axis of the rotation of the worm wheel 62 is arranged substantially in parallel with the central axes of the main shafts 29a and 29b. Note that the substantially parallel includes not only the case of being completely parallel but also the case of being substantially parallel.

[0260] On the inner side of the gear housing portion 49, in addition to the first intermediate shaft 65, a second intermediate shaft 66, a support shaft 67, a first output shaft 68, and a second output shaft 69 are rotatably supported. The second intermediate shaft 66, the support shaft 67, the first output shaft 68, and the second output shaft 69 are arranged substantially in parallel with the first intermediate shaft 65. The first intermediate shaft 65, the second intermediate shaft 66, the support shaft 67, the first output shaft 68, and the second output shaft 69 constitute the speed reduction mechanism 41, and the support shaft 67 particularly constitutes the power distribution mechanism 59.

[0261] On the first intermediate shaft 65, a first gear 60a is externally fitted and fixed in a manner that cannot rotate relative to each other at a portion axially deviated from the worm wheel 62. The first gear 60a has a smaller number of teeth than the gear teeth 64, and is engaged with a second gear 60b externally fitted and fixed in a manner that cannot rotate relative to each other to the second intermediate shaft 66. On the second intermediate shaft 66, a third gear 60c having a smaller number of teeth than the second gear 60b is externally fitted and fixed in a manner that cannot rotate relative to each other at a portion axially deviated from the second gear 60b. The third gear 60c is engaged with an input carrier 73 constituting the power distribution mechanism 59, which will be described later. Therefore, the power distribution mechanism 59 is located at a position more downstream than the worm speed reduction mechanism 58 in the direction of transmission of the power of the electric motor 40.

[0262] A fourth gear 60d as a final gear is fixedly fitted outside the first output shaft 68, and a fifth gear 60e as a final gear is fixedly fitted outside the second output shaft 69. The fourth gear 60d is engaged with a first output member 76 constituting a power distribution mechanism 59 described later, and the fifth gear 60e is engaged with a second output member 77 constituting the power distribution mechanism 59 described later.

[0263] The first output shaft 68 and the second output shaft 69 each have a fitting hole (sawtooth hole) 70a, 70b at an end portion on the outer side in the axial direction. In this example, end portions (proximal end portions) on the inner side in the axial direction of the main shafts 29a, 29b constituting the first rotary linear motion conversion mechanism 6a and the second rotary linear motion conversion mechanism 6b are fitted to the fitting holes 70a, 70b in a manner that cannot rotate relative to each other. Thus, the first output shaft 68 and the main shaft 29a are coaxially and non-rotatably connected. Also, the second output shaft 69 and the main shaft 29b are coaxially and non-rotatably connected. Therefore, the rotation center axes of the fourth gear 60d and the fifth gear 60e as final gears are arranged substantially in parallel (coaxially) with the center axes of the main shafts 29a, 29b. In the case of implementing the present application, the first output shaft and the main shaft and / or the second output shaft and the main shaft can be integrated, and the final gears can be directly connected to the main shafts.

[0264] (Power distribution mechanism)

[0265] The power distribution mechanism 59 is arranged between the third gear 60c and the fourth gear 60d and the fifth gear 60e as final gears. The power distribution mechanism 59 has a function of distributing and transmitting the power input from the third gear 60c to the fourth gear 60d and the fifth gear 60e.

[0266] Specifically, the power distribution mechanism 59 distributes the power corresponding to the magnitude (ease of rotation) of the rotation load of the main shafts 29a, 29b to the fourth gear 60d and the fifth gear 60e. Thus, regardless of the difference in efficiency of the first rotary linear motion conversion mechanism 6a and the second rotary linear motion conversion mechanism 6b and the like, it is possible to prevent a difference between the force with which the first piston 5a presses the inner liner 4b by the first rotary linear motion conversion mechanism 6a and the force with which the second piston 5b presses the liner 4b by the second rotary linear motion conversion mechanism 6b.

[0267] The power distribution mechanism 59 has a support shaft 67 and a gear train 71 arranged around the support shaft 67. The power distribution mechanism 59 is supported to the case 39 by supporting the end portions of the support shaft 67 on both axial sides with respect to the case 39, and is arranged inside the gear housing portion 49. Note that in the following description related to the power distribution mechanism 59, the axial direction, the radial direction, and the circumferential direction refer to the axial direction, the radial direction, and the circumferential direction of the support shaft 67, unless otherwise specified. Also, the axial direction of the support shaft 67 coincides with the axial direction of the rotor 8.

[0268] The end portion of the support shaft 67 on the axial outer side is molded and fixed to the side wall portion 51 of the axial inner side surface of the gear housing portion 49 in the case main body 45. That is, the end portion of the support shaft 67 on the axial outer side is fixed to the side wall portion 51 by solidifying the molten resin or metal that is the material of the case main body 45. In contrast, the end portion of the support shaft 67 on the axial inner side is fixed to the closing plate portion 46 that closes the opening portion of the axial outer side of the gear housing portion 49 in a clearance fit with a slight gap. However, in the case of implementing the present application, the end portion of the support shaft 67 on the axial outer side can be press-fit or adhesively fixed to the side wall portion 51, and the end portion of the support shaft 67 on the axial inner side can be press-fit, molded and fixed, or adhesively fixed to the closing plate portion 46.

[0269] In this example, the positioning of the closing plate portion 46 with respect to the case main body 45 is achieved by the end portion of the support shaft 67 on the axial inner side. However, in the case of implementing the present application, the positioning of the closing plate portion 46 with respect to the case main body 45 can be achieved by the engagement of the opening edge portion of the gear housing portion 49 of the case main body 45 and the outer peripheral edge portion of the closing plate portion 46.

[0270] The gear train 71 is composed of a plurality of gears (spur gears) and is unitized (subassembly) so as to be treated as one component. The gear train 71 has a through-hole 72 through which the support shaft 67 is inserted. The gear train 71 is mounted around the support shaft 67 by inserting the support shaft 67 inside the through-hole 72.

[0271] The gear train 71 is composed of an input carrier 73, first and second intermediate gears 74 and 75, and first and second output components 76 and 77. Also, the input carrier 73, the first and second output components 76 and 77 are gears having tooth portions on the outer peripheral surfaces.

[0272] The input carrier 73 has a pair of support rings 78a, 78b each of which is circular ring-shaped, and a plurality of (six in total in the illustrated example) pins 79a, 79b which are erected between the pair of support rings 78a, 78b. The pair of support rings 78a, 78b are coupled to each other by the plurality of pins 79a, 79b. One support ring 78a has a tooth portion 73a on an outer peripheral surface thereof which engages with the third gear 60c, and the second output member 77 is inserted through the inside of one support ring 78a in a manner so as to be relatively rotatable. The first output member 76 is inserted through the inside of the other support ring 78b in a manner so as to be relatively rotatable. The pins 79a, 79b are arranged in parallel with the support shaft 67. As will be described later, since the support shaft 67 is inserted through the inside of the first output member 76 and the second output member 77, the input carrier 73 is rotatably supported around the support shaft 67 via the first output member 76 and the second output member 77.

[0273] The first intermediate gear 74 and the second intermediate gear 75 are rotatably supported with respect to the input carrier 73. Specifically, the first intermediate gear 74 and the second intermediate gear 75 are rotatably supported around the plurality of pins 79a, 79b, and are arranged in portions between the pair of support rings 78a, 78b. The first intermediate gear 74 has a tooth portion around an axially inner portion of the pin 79a, and the second intermediate gear 75 has a tooth portion around an axially outer portion of the pin 79b. The first intermediate gear 74 and the second intermediate gear 75 engage with each other.

[0274] The first output member 76 and the second output member 77 are coaxially arranged in a state of being separated in the axial direction. The first output member 76 is rotatably supported around an axially inner portion of the support shaft 67, and the second output member 77 is rotatably supported around an axially outer portion of the support shaft 67.

[0275] The first output member 76 is formed in a hollow cylindrical shape, and has a through-hole 80a through which the support shaft 67 is inserted. The through-hole 80a constitutes a portion of the through-hole 72, and a bush 81a is fitted in an opening portion on the axially inner side. The first output member 76 has a flange portion 82a which is an outward flange-shaped portion on an axially outer end portion. An input tooth portion 76a is formed on an outer peripheral surface of the flange portion 82a. An output tooth portion 76b is formed on an outer peripheral surface of a portion of the first output member 76 which protrudes further axially inward than the support ring 78b. The input tooth portion 76a engages with the first intermediate gear 74. In contrast, the output tooth portion 76b engages with the fourth gear 60d. Thus, rotation of the first output member 76 is transmitted to the first output shaft 68 via the engagement portion of the output tooth portion 76b and the fourth gear 60d.

[0276] The second output member 77 is formed in a hollow cylindrical shape, and has a through-hole 80b through which the support shaft 67 is inserted. The through-hole 80b constitutes a part of the through-hole 72, and a bush 81b is fitted in an opening on the outer side in the axial direction. The second output member 77 has a flange portion 82b in the form of an outward flange at the end on the inner side in the axial direction. An input tooth portion 77a is formed on the outer peripheral surface of the flange portion 82b. In the second output member 77, an output tooth portion 77b is formed on the outer peripheral surface of the portion that protrudes further outward in the axial direction than the support ring 78a. The input tooth portion 77a is engaged with the second intermediate gear 75. In contrast, the output tooth portion 77b is engaged with the fifth gear 60e. Thus, the rotation of the second output member 77 is transmitted to the second output shaft 69 via the engagement portion of the output tooth portion 77b and the fifth gear 60e.

[0277] The flange portion 82a is engaged with the inner peripheral portion of the support ring 78b that constitutes the input carrier 73 from the outer side in the axial direction, thereby preventing the first output member 76 from coming off to the inner side in the axial direction with respect to the support ring 78b. In contrast, the flange portion 82b is engaged with the inner peripheral portion of the support ring 78a that constitutes the input carrier 73 from the inner side in the axial direction, thereby preventing the second output member 77 from coming off to the outer side in the axial direction with respect to the support ring 78a. Thus, in the state in which the gear train 71 is assembled, the first output member 76 and the second output member 77 can be prevented from coming off, and can be handled as one member.

[0278] The power distribution mechanism 59 of this example further includes a force applying member 83 to prevent the relative rotation of the first output member 76 and the second output member 77 when the brake force of the parking brake is released (when the differential pressure is reduced).

[0279] The force applying member 83 is a coil spring made of a metal wire, and is disposed in a compressed and deformed state in the axial direction between the first output member 76 and the second output member 77. The support shaft 67 is inserted through the force applying member 83. The force applying member 83 applies a force in the opposite direction in the axial direction to the first output member 76 and the second output member 77. In other words, the force applying member 83 props up between the first output member 76 and the second output member 77. Thus, as long as a torque of a prescribed magnitude or more is not applied to the first output member 76 and the second output member 77, the force applying member 83 can prevent the relative rotation of the first output member 76 and the second output member 77.

[0280] The magnitude of the force (load) applied by the force applying member 83 to the first output member 76 and the second output member 77 is set to a magnitude that does not hinder the relative rotation of the first output member 76 and the second output member 77 by the torque applied to the first output member 76 and the second output member 77 when the parking brake is operated, and prevents the relative rotation of the first output member 76 and the second output member 77 by the torque applied to the first output member 76 and the second output member 77 when the braking force of the parking brake is released. As such, the reason why the feasibility of the relative rotation of the first output member 76 and the second output member 77 changes when the parking brake is operated and when the braking force of the parking brake is released is as follows. That is, when the parking brake is operated, the torque applied to the first output member 76 and the second output member 77 is sufficiently large compared to the case where the braking force of the parking brake is released, and thus the relative rotation of the first output member 76 and the second output member 77 cannot be hindered by the force of the force applying member 83. In contrast, when the braking force of the parking brake is released, the torque is lost to some extent, and the torque applied to the first output member 76 and the second output member 77 becomes small, and thus the relative rotation of the first output member 76 and the second output member 77 can be prevented by the force of the force applying member 83. The force applying member 83 is installed to the gear train 71 together with a coupling member 84 described later, and can be handled as one member.

[0281] The power distribution mechanism 59 of the present example further includes the coupling member 84 to maintain the posture of the force applying member 83, and prevent local wear of the first output member 76 and the second output member 77 due to the sliding contact with the force applying member 83.

[0282] The coupling member 84 is disposed between the first output member 76 and the second output member 77 in the axial direction, and supports the force applying member 83 from both sides in the axial direction. The coupling member 84 is composed of a first coupling member 85a and a second coupling member 85b.

[0283] In the present example, the first coupling member 85a and the second coupling member 85b are provided as members of the same shape and the same size (common members). However, in the case of implementing the present application, the first coupling member and the second coupling member can be provided as members of different shapes and different sizes.

[0284] The first coupling member 85a is, for example, a sintered metal, is supported by the first output member 76 so as to be relatively rotatable about the center axis of the support shaft 67, and is in contact with the end portion on the inner side in the axial direction of the force applying member 83. The first coupling member 85a has a first base portion 86a and a plurality of (two in the illustrated example) first engagement protrusions 87a.

[0285] The first base 86a has a base plate portion 88a in a circular ring shape and an insertion cylinder portion 89a protruding in the axial direction from an inner peripheral portion of the axial inner side surface of the base plate portion 88a. The first base 86a is loosely inserted into the axial outer side portion of the insertion hole 80a provided in the first output member 76 by the insertion cylinder portion 89a, and the axial inner side surface of the base plate portion 88a is attached to the axial outer side surface of the first output member 76, so that the first base 86a is supported to the first output member 76 in a manner that the relative rotation around the central axis of the support shaft 67 is possible.

[0286] The first engagement protrusion 87a protrudes in the axial direction from an outer peripheral portion of the axial outer side surface of the base plate portion 88a that constitutes the first base 86a. The first engagement protrusion 87a has a partial cylindrical shape and is arranged at equal intervals in the circumferential direction. In this example, since two first engagement protrusions 87a are provided, the two first engagement protrusions 87a are arranged on opposite sides in the diameter direction of the base plate portion 88a. The first engagement protrusion 87a has an inner diameter that is slightly larger than the outer diameter of the force applying member 83. A circular groove 99a is provided in the axial outer side surface of the base plate portion 88a.

[0287] The second coupling member 85b is made of, for example, sintered metal, is supported by the second output member 77 in a manner that the relative rotation around the central axis of the support shaft 67 is possible, and is in contact with the end portion on the axial outer side of the force applying member 83. The second coupling member 85b has a second base 86b and a plurality of (two in the illustrated example) second engagement protrusions 87b.

[0288] The second base 86b has a base plate portion 88b in a circular ring shape and an insertion cylinder portion 89b protruding in the axial direction from an inner peripheral portion of the axial inner side surface of the base plate portion 88b. The second base 86b is loosely inserted into the axial inner side portion of the insertion hole 80b provided in the second output member 77 by the insertion cylinder portion 89b, and the axial outer side surface of the base plate portion 88b is attached to the axial inner side surface of the second output member 77, so that the second base 86b is supported to the second output member 77 in a manner that the relative rotation around the central axis of the support shaft 67 is possible.

[0289] The second engagement protrusion 87b protrudes in the axial direction from an outer peripheral portion of the axial inner side surface of the base plate portion 88b that constitutes the second base 86b. The second engagement protrusion 87b has a partial cylindrical shape and is arranged at equal intervals in the circumferential direction. In this example, since two second engagement protrusions 87b are provided, the two second engagement protrusions 87b are arranged on opposite sides in the diameter direction of the base plate portion 88b. The second engagement protrusion 87b has an inner diameter that is slightly larger than the outer diameter of the force applying member 83. A circular groove 99b is provided in the axial inner side surface of the base plate portion 88b.

[0290] In this example, the first coupling member 85a and the second coupling member 85b are combined by being shifted in phase by 90 degrees in the circumferential direction, thereby constituting the coupling 84. Thus, the first engagement protrusion 87a and the second engagement protrusion 87b are alternately arranged in the circumferential direction and engage in the circumferential direction. Thus, the first coupling member 85a and the second coupling member 85b engage with each other in a manner that they cannot relatively rotate around the center axis of the support shaft 67 but can relatively displace in the axial direction. In this example, a plurality of first engagement protrusions 87a and a plurality of second engagement protrusions 87b are provided, but as shown in FIG. 9, a first coupling member 85a (second coupling member 85b) having one first engagement protrusion 87a (second engagement protrusion 87b) having a semicylindrical shape can also be used. Figure 24

[0291] Further, in a state in which the first coupling member 85a and the second coupling member 85b are combined, a gap 90a is provided between the axial end surface of the first engagement protrusion 87a and the axial inner side surface of the base plate portion 88b constituting the second base portion 86b, and a gap 90b is provided between the axial end surface of the second engagement protrusion 87b and the axial outer side surface of the base plate portion 88a constituting the first base portion 86a.

[0292] Further, in a state in which the first coupling member 85a and the second coupling member 85b are combined, the urging member 83 is elastically sandwiched between the axial outer side surface of the base plate portion 88a constituting the first base portion 86a and the axial inner side surface of the base plate portion 88b constituting the second base portion 86b. Thus, the urging member 83 urges the first output member 76 and the second output member 77 via the first coupling member 85a and the second coupling member 85b.

[0293] Thus, when the first output member 76 and the second output member 77 relatively rotate, relative rotation occurs between the first output member 76 and the first coupling member 85a and / or between the second output member 77 and the second coupling member 85b, but no relative rotation occurs between the first coupling member 85a and the second coupling member 85b. Thus, it is possible to prevent local abrasion from occurring between the urging member 83 and the first coupling member 85a and the second coupling member 85b. Further, since the urging member 83 is guided from the radially outer side by the first engagement protrusion 87a and the second engagement protrusion 87b, it is possible to prevent the posture of the urging member 83 from deteriorating.

[0294] ​When assembling the gear train 71, the force applying member 83 and the coupling member 84 of the present example can be installed in advance between the first output member 76 and the second output member 77. Therefore, at the time of assembly work of the motor gear unit 7, by only performing the work of inserting the support shaft 67 in the through hole 72 of the gear train 71 in which the force applying member 83 and the coupling member 84 are installed, the power distribution mechanism 59 can be assembled inside the gear housing 49.

[0295] The power distribution mechanism 63 of the present example, when the braking force of the parking brake is obtained (at the time of pressurization of the differential), rotates (rotates on its own axis) the input carrier 73 around the support shaft 67, thereby causing the first intermediate gear 74 and the second intermediate gear 75 to revolve.

[0296] Also, when the magnitude of the rotational load of the first output member 76 and the second output member 77, that is, the magnitude of the rotational load of the main shafts 29a, 29b (ease of rotation) are the same as each other, in a state in which the first intermediate gear 74 and the second intermediate gear 75 are engaged with each other, the first intermediate gear 74 and the second intermediate gear 75 do not rotate on their own axes but only revolve, and transmit rotation to the first output member 76 and the second output member 77. Therefore, the first output member 76 engaged with the first intermediate gear 74 and the second output member 77 engaged with the second intermediate gear 75 both rotate in the same direction at the same speed. The case in which the magnitude of the rotational load of the main shafts 29a, 29b is the same as each other refers to, for example, a state in which the end portions of the nuts 30a, 30b do not press the first piston 5a and the second piston 5b and the main shafts 29a, 29b rotate without load, a slight pressurization state in which the end portions of the nuts 30a, 30b start to press the first piston 5a and the second piston 5b, and the like.

[0297] On the contrary, when the magnitude of the rotational load of the first output member 76 and the second output member 77, that is, the magnitude of the rotational load of the main shafts 29a, 29b are different from each other, in a state in which the first intermediate gear 74 and the second intermediate gear 75 are engaged with each other, the first intermediate gear 74 and the second intermediate gear 75 not only revolve but also rotate on their own axes, and transmit rotation to one or both of the first output member 76 and the second output member 77. The case in which the magnitude of the rotational load of the main shafts 29a, 29b is different from each other occurs in a case in which, due to a difference in efficiency between the first rotary linear motion conversion mechanism 6a and the second rotary linear motion conversion mechanism 6b, or the like, the first piston 5a and the second piston 5b do not press the inner liner 4b at the same time, and the timing at which the first piston 5a and the second piston 5b press the liner 4b is offset.

[0298] For example, when the first piston 5a presses the inner liner 4b before the second piston 5b, the rotational load on the main shaft 29a constituting the first rotary linear motion conversion mechanism 6a is greater than the rotational load on the main shaft 29b constituting the second rotary linear motion conversion mechanism 6b. In this case, the power distribution mechanism 59 distributes and transmits the rotation of the input carrier 73 to the first output component 76 and the second output component 77 in such a way that the rotational speed of the first output component 76 is less than the rotational speed of the second output component 77. Conversely, when the second piston 5b presses the inner liner 4b before the first piston 5a, the rotational load on the main shaft 29a constituting the first rotary linear motion conversion mechanism 6a is less than the rotational load on the main shaft 29b constituting the second rotary linear motion conversion mechanism 6b. In this case, the power distribution mechanism 59 distributes and transmits the rotation of the input carrier 73 to the first output component 76 and the second output component 77 in such a way that the rotational speed of the first output component 76 is greater than the rotational speed of the second output component 77.

[0299] In contrast, in this example, when the braking force of the parking brake is released (during differential decompression), the power distribution mechanism 59, through the action of the force-applying component 83, can prevent the relative rotation of the first output component 76 and the second output component 77, causing both the first output component 76 and the second output component 77 to rotate simultaneously in the opposite direction to that during pressurization. Therefore, the pressing force of the first piston 5a on the inner liner 4b and the pressing force of the second piston 5b on the inner liner 4b can both be zero.

[0300] Non-excitation type brake

[0301] like Figure 11 As shown, the non-excitation type brake 42 is connected to the second connecting portion 57 of the motor shaft 54 ​​constituting the electric motor 40. Specifically, the non-excitation type brake 42 is connected to the second connecting portion 57 via a connecting shaft 91. The connecting shaft 91 is connected to the second connecting portion 57 in a manner that prevents relative rotation. The non-excitation type brake 42 is a friction brake, which has the function of allowing the rotation of the motor shaft 54 ​​when energized and preventing the rotation of the motor shaft 54 ​​when de-energized.

[0302] The non-excitation working type brake 42 has a housing 92, an electromagnetic coil 93, multiple (3 in the illustrated example) rotating side discs 94, multiple (2 in the illustrated example) stationary side discs 95, a pressing plate (armature) 96, a pressing spring 97, and multiple (3 in the illustrated example) washers 98.

[0303] The electromagnetic coil 93 is configured in a ring shape and is disposed inside the magnetic metal outer shell 92.

[0304] The rotating side plate 94 and the stationary side plate 95 are each formed into a ring shape and are alternately arranged in the axial direction of the motor shaft 54 ​​of the electric motor 40.

[0305] The rotating-side disk 94 is engaged with the connecting shaft 91 of the second connecting portion 57 fixed to the motor shaft 54 in a manner that allows relative displacement in the axial direction of the motor shaft 54 and does not allow relative displacement in the circumferential direction of the motor shaft 54.

[0306] In contrast, the stationary-side disk 95 is supported relative to the housing 92 in a manner that allows relative displacement in the axial direction of the motor shaft 54 and does not allow relative displacement in the circumferential direction of the motor shaft 54.

[0307] The pressing plate 96 is made of a magnetic metal and has a circular ring shape as a whole. The pressing plate 96 is disposed between the disk disposed on the side closest to the electromagnetic coil 93 among the rotating-side disk 94 and the stationary-side disk 95 (the rotating-side disk 94 in the illustrated example) and the electromagnetic coil 93. The pressing plate 96 is supported relative to the housing 92 in a manner that allows relative displacement in the axial direction of the motor shaft 54 and does not allow relative displacement in the circumferential direction of the motor shaft 54, similarly to the stationary-side disk 95.

[0308] The pressing spring 97 is disposed between the pressing plate 96 and the housing 92 in an elastically deformed state. The pressing spring 97 elastically presses the pressing plate 96 in a direction away from the electromagnetic coil 93.

[0309] The washer 98 is engaged with the pressing plate 96 and the stationary-side disk 95, respectively, and prevents rotation of the pressing plate 96 and the stationary-side disk 95.

[0310] The de-energized operation-type brake 42 of the present example forms a magnetic circuit in the housing 92 and the pressing plate 96 disposed around the electromagnetic coil 93 when the electromagnetic coil 93 is energized. Thus, the pressing plate 96 elastically compresses and deforms the pressing spring 97. Therefore, the rotating-side disk 94 and the stationary-side disk 95 are not strongly pressed against each other by the pressing plate 96. Thus, rotation of the motor shaft 54 is allowed.

[0311] In contrast, when the electromagnetic coil 93 is not energized, i.e., when de-energization, no magnetic circuit like that during energization is formed in the housing 92 and the pressing plate 96. Therefore, the rotating-side disk 94 and the stationary-side disk 95 are pressed by the pressing spring 97 through the pressing plate 96. Thus, the rotating-side disk 94 and the stationary-side disk 95 are strongly pressed against each other and frictionally engaged. As a result, rotation of the motor shaft 54 is prevented.

[0312] [Explanation of Operation of the Disk Brake Device]

[0313] When the service brake is operated by the disc brake device 1 of the present example, brake oil is supplied to the first cylinder 20a and the second cylinder 20b provided in the caliper 3 through an unillustrated oil passage. Thereby, the first piston 5a and the second piston 5b are pushed out from the first cylinder 20a and the second cylinder 20b, and the inner pad 4b is pressed against the axially inner side surface of the rotor 8. In addition, the caliper 3 is displaced toward the axially inner side with respect to the support 2 by a reaction force accompanying the pressing. Then, the outer pad 4a is pressed against the axially outer side surface of the rotor 8 by the pressing portion 15 of the caliper 3. Thereby, a braking force is obtained by friction acting on the contact surfaces between the pair of pads 4a, 4b and the rotor 8. In this way, the disc brake device 1 obtains a braking force of the service brake by supplying the brake oil to push out the first piston 5a and the second piston 5b.

[0314] When the parking brake is operated by the disc brake device 1, the electric motor 40 constituting the motor gear unit 7 is energized, and the main shaft 29a constituting the first rotary-linear motion conversion mechanism 6a and the main shaft 29b constituting the second rotary-linear motion conversion mechanism 6b are rotationally driven in the positive rotation direction via the reduction mechanism 41. Thereby, the nuts 30a, 30b are moved toward the axially outer side. Also, the first piston 5a and the second piston 5b are pushed out toward the rotor 8, and thereby the inner pad 4b is pressed against the axially inner side surface of the rotor 8. In addition, the caliper 3 is displaced toward the axially inner side with respect to the support 2 by a reaction force accompanying the pressing. Then, the outer pad 4a is pressed against the axially outer side surface of the rotor 8 by the pressing portion 15 of the caliper 3. Thereby, a braking force is obtained by friction acting on the contact surfaces between the pair of pads 4a, 4b and the rotor 8. In this way, the disc brake device 1 obtains a braking force of the parking brake by using the motor gear unit 7 to push out the first piston 5a and the second piston 5b.

[0315] In addition, when the engine of the automobile is stopped and the energization to the electric motor 40 is stopped in the de-energization, the energization to the electromagnetic coil 93 constituting the de-energization operation type brake 42 is also stopped. Therefore, the rotation of the motor shaft 54 is prevented by the de-energization operation type brake 42. Therefore, the disc brake device 1 of the present example can maintain the braking force of the parking brake even in a state where the energization to the electric motor 40 has been stopped.

[0316] According to the disc brake device 1 of the present example as described above, the coaxiality of the first output member 76 and the second output member 77 constituting the power distribution mechanism 59 can be improved.

[0317] That is, the disc brake device 1 of the present example supports the power distribution mechanism 59 to the housing main body 45 with one support shaft 67, and rotatably supports the first output member 76 and the second output member 77 around the support shaft 67. Therefore, compared with the conventional structure described in the specification of U.S. Patent Application Publication No. 2020 / 309214, it is possible to improve the coaxiality of the first output member 76 and the second output member 77. Therefore, it is possible to appropriately maintain the meshing of the teeth constituting the power distribution mechanism 59 with each other, and to make the operability of the power distribution mechanism 59 good. In addition, it is possible to prevent the generation of abnormal sound.

[0318] In addition, at the time of the assembly work of the motor gear unit 7, only the work of inserting the support shaft 67 through the through hole 72 of the gear train 71 on which the force applying member 83 and the coupling member 84 are mounted is performed, and it is possible to assemble the power distribution mechanism 59 inside the gear housing portion 49. Therefore, it is possible to achieve the simplification and ease of the assembly work of the power distribution mechanism 59.

[0319] In addition, since the gear train 71 constituting the power distribution mechanism 59 is constituted only by spur gears, it is possible to constitute in a manner that the dimension in the axial direction is compact.

[0320] In addition, since the end portion of the support shaft 67 on the outer side in the axial direction is molded and fixed with respect to the side wall portion 51 constituting the housing main body 45, it is possible to strictly limit the setting position of the gear train 71 in the gear housing portion 49. Therefore, it is possible to stabilize the center-to-center distance of the power distribution mechanism 59 and the third gear 60c, the fourth gear 60d, and the fifth gear 65e, respectively, that is, it is possible to suppress the deviation of the center-to-center distance to be small. Therefore, it is possible to improve the mechanical efficiency of the reduction mechanism 41.

[0321] In addition, with the end portion of the support shaft 67 on the inner side in the axial direction, it is possible to achieve the positioning of the closing plate portion 46 with respect to the housing main body 45. Therefore, compared with the case where the positioning of the end portion of the support shaft on the inner side in the axial direction is achieved with the closing plate portion as a reference, which is different from the present example, it is possible to limit the position of the end portion of the support shaft 67 on the inner side in the axial direction to an appropriate position. Therefore, from this aspect as well, it is possible to improve the coaxiality of the first output member 76 and the second output member 77, and to appropriately maintain the meshing of the teeth constituting the power distribution mechanism 59 with each other.

[0322] In addition, in the present example, by sandwiching the force applying member 83 between the first output member 76 and the second output member 77, it is possible to prevent the relative rotation of the first output member 76 and the second output member 77 at the time of releasing the braking force of the parking brake. Therefore, compared with the case where a one-way clutch is used as in the conventional structure described in the specification of U.S. Patent Application Publication No. 2020 / 309214, it is possible to achieve the reduction of cost.

[0323] In the case where the urging member 83 is used, in the case where the posture deteriorates, it is not possible to impart the desired urging force to the first output member 76 and the second output member 77, and it is possible that the relative rotation of the first output member 76 and the second output member 77 cannot be prevented, but in this example, since the coupling member 84 is provided, it is possible to prevent the posture of the urging member 83 from deteriorating. Specifically, by the first engagement protrusion 87a and the second engagement protrusion 87b each provided to the first coupling member 85a and the second coupling member 85b, it is possible to guide the urging member 83 from the radially outer side, and thus it is possible to prevent the posture of the urging member 83 from changing. Therefore, it is possible to apply the desired urging force to the first output member 76 and the second output member 77, and in the case where the pressure is reduced, it is possible to prevent the relative rotation of the first output member 76 and the second output member 77.

[0324] In addition, in the state where the first coupling member 85a and the second coupling member 85b are combined, the urging member 83 is elastically sandwiched between the axially outer side surface of the substrate portion 88a constituting the first base portion 86a and the axially inner side surface of the substrate portion 88b constituting the second base portion 86b, and thus it is possible to prevent local abrasion from occurring in the first output member 76 and the second output member 77.

[0325] Furthermore, in the case where the first output member 76 and the second output member 77 relatively rotate, relative rotation occurs between the first output member 76 and the first coupling member 85a and / or between the second output member 77 and the second coupling member 85b, but relative rotation does not occur between the first coupling member 85a and the second coupling member 85b. Therefore, it is possible to prevent the posture of the urging member 83 from changing from this aspect as well, and thus it is possible to apply the desired urging force to the first output member 76 and the second output member 77 using the urging member 83. In addition, it is possible to prevent local abrasion from occurring between the urging member 83 and the first coupling member 85a and the second coupling member 85b.

[0326] In addition, in the state where the first coupling member 85a and the second coupling member 85b are combined and the urging member 83 is elastically deformed, a gap 90a is provided between the axially terminal end surface of the first engagement protrusion 87a and the axially inner side surface of the substrate portion 88b constituting the second base portion 86b, and a gap 90b is provided between the axially terminal end surface of the second engagement protrusion 87b and the axially outer side surface of the substrate portion 88a constituting the first base portion 86a, and thus it is possible to absorb the relative displacement in the axial direction of the first output member 76 and the second output member 77.

[0327] Furthermore, in this example, since the first coupling member 85a and the second coupling member 85b are provided as identical members having the same shape and the same size, it is possible to achieve cost reduction due to the commonality of the members, and it is possible to achieve reduction in the working hours of the assembly work.

[0328] Further, the rotation center axes of all the gears other than the worm 61 housed in the gear housing portion 49, i.e., the worm wheel 62, the gears 60a to 60e, and the gear train 71 are arranged substantially in parallel with the center axes of the main shafts 29a and 29b. Therefore, improvement in workability of the work of assembling the speed reduction mechanism 41 inside the gear housing portion 49 can be achieved.

[0329] In the present example, the worm speed reduction mechanism 58 not having a self-locking function is used instead of the worm speed reduction mechanism having a self-locking function. Therefore, compared with the case where the worm speed reduction mechanism having a self-locking function is used, frictional resistance (energy loss) can be suppressed, and input-output characteristics can be improved.

[0330] Further, since the rotation of the electric motor 40 is transmitted to the power distribution mechanism 59 via the worm speed reduction mechanism 58, compared with the case where the structure in which the power distribution mechanism transmits the rotation to a pair of worm speed reduction mechanisms is adopted, the difference in torque transmitted to the main shaft 29a constituting the first rotary-linear motion conversion mechanism 6a and the main shaft 29b constituting the second rotary-linear motion conversion mechanism 6b can be reduced.

[0331] The above describes the embodiments of the present application, but the present application is not limited thereto, and can be appropriately changed without departing from the technical idea of the present application.

[0332] The present application is not limited to the structures described in the embodiments. For example, the biasing member is not limited to a coil spring, and other springs such as a leaf spring, a disc spring, or the like can be used, and an elastic member such as rubber, a synthetic resin, or the like can be used. Further, the structures of the first coupling member and the second coupling member constituting the coupling member are not limited to the structures described in the embodiments. For example, the structure for preventing relative rotation of the first coupling member and the second coupling member is not limited to the structure in which the engagement protrusions are engaged with each other in the circumferential direction, and frictional engagement, saw-tooth engagement, or the structure in which the tooth portions of the first coupling member and the second coupling member each having a shape like a crown gear are engaged with each other can be adopted. Further, the motor gear unit for a disc brake device of the present application is not limited to a floating type disc brake device, and can be applied to a disc brake device of an opposed piston type. Furthermore, the disc brake device of the present application can have three or more cylinder bodies, pistons, and rotary-linear motion conversion mechanisms.

Claims

1. A motor gear unit for a disc brake device, characterized in that, Possesses: an electric motor; a reduction mechanism that transmits rotation of the electric motor to a plurality of rotary linear motion conversion mechanisms arranged in a plurality of cylinders possessed by a brake caliper; and a housing that houses the electric motor and the reduction mechanism, The reduction mechanism has a plurality of final gears that are respectively connected to a plurality of the rotary linear motion conversion mechanisms directly or via other components, and a power distribution mechanism that includes a support shaft, distributes and transmits input power to a plurality of the final gears, and The power distribution mechanism is supported by the housing by supporting and fixing end portions on both axial sides of the support shaft to the housing, The power distribution mechanism also has a gear train that is composed of a plurality of gears and is unitized, The gear train has a first output component and a second output component that are respectively the gears, The first output component and the second output component respectively have insertion holes through which the support shaft can be inserted, and the first output component and the second output component are rotatably supported by the support shaft in a state in which they are separated from each other in the axial direction of the support shaft, and The power distribution mechanism also has a force applying component that applies force to the first output component and the second output component in opposite directions in the axial direction of the support shaft between the first output component and the second output component.

2. The motor gear unit for a disc brake device according to claim 1, wherein The gear train also has an input carrier, a first intermediate gear, and a second intermediate gear that are respectively the gears, The input carrier is rotatably supported around the support shaft via the first output component and the second output component, The first intermediate gear and the second intermediate gear are rotatably supported to the input carrier and are in mesh with each other, The first output component and the first intermediate gear and one of the plurality of final gears are respectively in mesh with each other, and The second output component and the second intermediate gear and another of the plurality of final gears are respectively in mesh with each other.

3. The motor gear unit for a disc brake device according to claim 1, wherein The power distribution mechanism also has a coupling member that supports the force applying component from both sides in the axial direction of the support shaft, The coupling member has a first coupling component that is supported to the first output component in a manner that allows relative rotation around a central axis of the support shaft with respect to the first output component, and is in contact with an end portion on one side of the force applying component in the axial direction of the support shaft, and a second coupling component that is supported to the second output component in a manner that allows relative rotation around the central axis of the support shaft with respect to the second output component, and is in contact with an end portion on the other side of the force applying component in the axial direction of the support shaft, and ​ The first coupling member and the second coupling member are engaged with each other in a manner that relative rotation around the central axis of the support shaft is not allowed and relative displacement in the axial direction of the support shaft is allowed.

4. The motor gear unit for a disc brake device according to claim 3, characterized in that, the first coupling member has a first engagement protrusion that protrudes in the axial direction of the support shaft, the second coupling member has a second engagement protrusion that protrudes in the axial direction of the support shaft, and by engaging the first engagement protrusion with the second engagement protrusion, the first coupling member and the second coupling member are not allowed to relatively rotate around the central axis of the support shaft.

5. The motor gear unit for a disc brake device according to claim 4, characterized in that, the first coupling member has a first base portion that is supported to the first output member in a manner that relative rotation around the central axis of the support shaft is allowed with respect to the first output member, the second coupling member has a second base portion that is supported to the second output member in a manner that relative rotation around the central axis of the support shaft is allowed with respect to the second output member, and a clearance in the axial direction of the support shaft is provided between an end surface of the first engagement protrusion and the second base portion and between an end surface of the second engagement protrusion and the first base portion, respectively.

6. The motor gear unit for a disc brake device according to claim 3, characterized in that, the first coupling member and the second coupling member are members of the same shape and the same size.

7. The motor gear unit for a disc brake device according to claim 1, characterized in that, the central axes of rotation of the support shaft and the plurality of final gears are arranged substantially in parallel with the central axes of the plurality of rotational linear motion conversion mechanisms.

8. The motor gear unit for a disc brake device according to claim 7, characterized in that, the speed reduction mechanism further includes a drive gear connected to a motor shaft of the electric motor, and a plurality of intermediate transmission gears that transmit rotation of the drive gear to the power distribution mechanism, and the central axes of rotation of the plurality of intermediate transmission gears are arranged substantially in parallel with the central axes of the plurality of rotational linear motion conversion mechanisms.

9. The motor gear unit for a disc brake device according to claim 1, characterized in that, the housing includes a housing main body that accommodates the speed reduction mechanism, and a closing plate portion that closes an opening portion of the housing main body that is open in the axial direction of the support shaft, and an end portion of the axial direction side of the support shaft is press-fitted, molded, or adhesively fixed to the housing main body.

10. The motor gear unit for a disc brake device according to claim 9, characterized in that, positioning of the closing plate portion with respect to the housing main body is achieved using an end portion of the axial direction other side of the support shaft.

11. A disc brake device characterized by comprising: provided with: a caliper having a plurality of cylinders at a position axially inward of a rotor, a plurality of pistons, the plurality of pistons being respectively fitted in the plurality of cylinder bodies; a plurality of rotary linear motion conversion mechanisms, the plurality of rotary linear motion conversion mechanisms being arranged in the plurality of cylinder bodies, and pushing the plurality of pistons respectively toward the rotor by converting rotary motion into linear motion; and a motor gear unit, the motor gear unit being supported and fixed to the caliper, and driving the plurality of rotary linear motion conversion mechanisms, wherein the motor gear unit is the motor gear unit for a disc brake device according to any one of claims 1 to 10.

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