Electric braking system

Abstract

Provided is an electromechanical braking device that along with improving workability, improves installability in vehicles as well as outline designability, and enables commonizing of parts at a right–left pair of wheels. This electromechanical braking device is provided with power-supply connectors or sensor connectors that are utilized for supplying power to an electric motor and / or receiving input of signals from a detection sensor. The electromechanical braking device is configured to be attachable, to a vehicle body, as a pair of electromechanical braking devices for the right and left wheels. The power-supply connectors or sensor connectors are configured to be attachable, to the vehicle body, so as to be arranged with regularity. Due to this configuration, it is possible to improve workability, installability in vehicles, and outline designability, and commonize parts at a right–left pair of wheels.

Description

Technical Field

[0001] The present invention relates to an electric brake device used for braking a vehicle such as an automobile.

Background Art

[0002] In Patent Document 1, on a control board disposed in a gear housing, detection signals from various detection sensors such as power supply to an electric motor, detection sensors for detecting various situations necessary for a detection sensor and a brake corresponding to a driver's request are input via a connector, and an electric brake device that controls driving of the electric motor by the control board is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the electric brake device according to Patent Document 1 described above, a plurality of connectors having the above-described functions are provided, but the detailed positional relationship of each connector is unknown. Since the shapes of these connectors are different, when the same parts (such as a housing integrally having a connector) are used for each wheel in a pair of left and right wheels, the positions of the connectors will be different on the left and right sides of the vehicle body, so there is a risk that the workability of connecting to each connector will deteriorate. Also, since the positions of each connector are different on the left and right sides of the vehicle body, a design of an outline that can be mounted on either of the pair of left and right wheels is required. Furthermore, when designing the outline for each of the pair of left and right wheels in order to maximize the mounting space in the vehicle, there is a risk of increased cost because unique parts are required for each of the pair of left and right wheels.

[0005] Furthermore, one of the objectives of the present invention is to provide an electric brake device that improves workability, improves mountability on vehicles and outline design, and allows for the common use of parts for a pair of left and right wheels. [Means for solving the problem]

[0006] As a means to solve the above problems, the electric brake device according to the present invention is: A braking mechanism that presses a braking member against a member being braked, An electric motor that drives the braking mechanism, Power supply to the electric motor It has multiple connectors for general use and multiple sensor connectors that have a different external shape from the power supply connectors and are used for inputting signals from detection sensors. It includes a connector part, The aforementioned electric brake system is configured to be attachable to the vehicle body as a pair of electric brake systems for the left and right wheels. Each of the aforementioned connector parts is The device is characterized by being mountable to the vehicle body so as to be located in the center of the width direction of the vehicle body and positioned symmetrically with respect to a reference line extending in the direction of travel, or located in the center between the left and right wheels and positioned point-symmetrically with respect to the midpoint of the total length along the direction of travel of the left and right wheels.

[0007] According to an electric brake device of one embodiment of the present invention, workability is improved, as is the ease of mounting on a vehicle and the design of the outline, and it becomes possible to use common parts for a pair of left and right wheels. [Brief explanation of the drawing]

[0008] [Figure 1] A perspective view of the electric brake device according to this embodiment. [Figure 2] A partial cross-sectional view of the electric brake device according to this embodiment. [Figure 3] A schematic diagram showing how the electric brake device according to this embodiment is mounted on the vehicle body. [Figure 4] This diagram shows the mounting positions of a pair of power supply connectors and a sensor connector on the other end face of the control unit housing in the electric brake device according to this embodiment. [Figure 5] A diagram showing the mounting positions of a pair of power supply connectors and sensor connectors for the electric brake system according to this embodiment, relative to the vehicle body. [Figure 6] A layout diagram showing the mounting positions of a pair of power supply connectors and sensor connectors on the vehicle body, different from those shown in Figure 5. [Figure 7] A diagram showing the mounting positions of a pair of power supply connectors and a pair of sensor connectors on the other end face of the control unit housing. [Figure 8] A layout diagram showing the mounting positions of a pair of power supply connectors and a pair of sensor connectors on the other end face of the control unit housing, different from those shown in Figure 7. [Figure 9] This figure shows another embodiment relating to the mounting configuration of the control unit housing and the motor gear housing, illustrating how the control unit housing and the motor gear housing are rotatable around the central axis of the electric motor. [Figure 10] A perspective view showing another embodiment relating to the mounting position of the control unit housing and motor gear housing relative to the cylinder section. [Modes for carrying out the invention]

[0009] This embodiment will be described in detail below with reference to Figures 1 to 10. As shown in Figures 1 and 2, the electric brake device 1 according to this embodiment is an electric disc brake that generates braking force by driving an electric motor 26, and is used as a braking device during normal vehicle operation. In the following description, the inside of the vehicle will be referred to as the inner side, and the outside of the vehicle will be referred to as the outer side. In addition, the inner side may be referred to as one end and the outer side as the other end. The electric brake device 1 according to this embodiment is equipped with a pair of inner brake pads 2 and outer brake pads 3 and a caliper 4, which are arranged on both axial sides of a disc rotor D that rotates in conjunction with the rotation of the axle 82 (see Figure 3). As shown in Figure 3, the electric brake device 1 is provided corresponding to the disc rotor D of each wheel 83. Note that the disc rotor D is not shown in Figure 1.

[0010] The electric brake device 1 according to this embodiment is configured as a floating caliper type. A pair of inner brake pads 2 and outer brake pads 3 and the caliper 4 are supported on a carrier 5 fixed to a non-rotating part of the vehicle, such as a knuckle (not shown), so as to be movable relative to the carrier 5 in the axial direction of the disc rotor D. The braking members correspond to the pair of inner brake pads 2 and outer brake pads 3, and the member being braked corresponds to the disc rotor D.

[0011] Referring to Figures 1 and 2, the carrier 5 comprises a pair of pin connecting parts 8, 8 to which the slide pins 38, 38 (described later) are connected, and inner and outer support parts 9, 10 integrally connected to the pair of pin connecting parts 8, 8, which independently support the inner and outer brake pads 2, 3, respectively. The pair of pin connecting parts 8, 8 are spaced apart along the rotational direction of the disc rotor D. Each pin connecting part 8 is integrally connected to the inner arm 13 of the inner support part 9 (described later) and the outer arm 20 of the outer support part 10 (described later), and protrudes toward each pin sliding part 31 (described later). Each pin connecting part 8 protrudes from a position between the inner arm 13 of the inner support part 9 and the outer arm 20 of the outer support part 10.

[0012] The inner support portion 9 is composed of a pair of inner arm portions 13, 13 that are spaced apart along the rotational direction of the disc rotor D and extend in a direction perpendicular to the axial direction of the slide pin 38 (described later), and an inner beam portion 14 that connects the ends of the pair of inner arm portions 13, 13 opposite to the pin connecting portion 8. The inner brake pad 2 is supported inside the pair of inner arm portions 13, 13 so as to be movable along the axial direction of the disc rotor D. A pair of fixing portions 16, 16 for fixing the carrier 5 to the non-rotating part of the vehicle are integrally connected to both ends of the inner beam portion 14 in the rotational direction of the disc rotor D.

[0013] The outer side support portion 10 is composed of a pair of outer side arm portions 20, 20 disposed on the outer side at an interval from a pair of inner side arm portions 13, 13 of the inner side support portion 9, and an outer side beam portion 21 that connects the ends of the pair of outer side arm portions 20, 20 on the side opposite to the pin connection portion 8. The outer brake pad 3 is supported movably along the axial direction of the disk rotor D inside the pair of outer side arm portions 20, 20. And the carrier 5 is fixed to the non-rotating portion of the vehicle via a pair of fixing portions 16, 16 of the inner side support portion 9.

[0014] Referring to FIGS. 1 and 2, the caliper 4 includes a caliper body 25 which is the main body of the caliper 4, an electric motor 26, and a braking mechanism 28. The caliper body 25 is disposed on the proximal end side facing the inner brake pad 2, and has a cylindrical cylinder portion 29 that opens facing the inner brake pad 2, and a pair of claw portions 30, 30 that extend to the outer side across the disk rotor D from the cylinder portion 29 and are disposed on the distal end side facing the outer brake pad 3. A pair of pin sliding portions 31, 31 that project from positions spaced along the rotational direction of the disk rotor D of the cylinder portion 29 are integrally formed. In FIG. 2, in the cylinder portion 29, for the sake of clarity, the illustration of the detailed planar shape such as a raised portion extending from the pair of claw portions 30, 30 to one end side is omitted.

[0015] A substantially circular cylinder bore 34 that opens from the other end face is formed in the cylinder portion 29. A piston 36 is inserted into the cylinder bore 34 so as not to be relatively rotatable with respect to the cylinder portion 29 and to be movable along the axial direction. The piston 36 has, for example, a cup shape composed of a cylindrical portion and a bottom portion, and its axial direction coincides with the axial direction of the disk rotor D and the slide pin 38. During braking, the driving force from the electric motor 26 is transmitted to the piston 36 in the cylinder portion 29 via the braking mechanism 28, and the bottom portion of the piston 36 presses the inner brake pad 2 while the piston 36 advances toward the disk rotor D. On the other hand, during braking release, the driving force from the electric motor 26 is transmitted to the piston 36 via the braking mechanism 28, and the piston 36 retreats from the disk rotor D.

[0016] In the cylinder portion 29 of the caliper body 25, a pair of pin sliding portions 31, 31 are integrally projected outward along the rotational direction of the disk rotor D. Each pin sliding portion 31 extends along the axial direction of the disk rotor D. Each pin sliding portion 31 is formed in a bottomed cylindrical shape with an open other end face. Inside the pair of pin sliding portions 31, 31, a pair of slide pins 38, 38 are respectively inserted slidably along the axial direction. Each pin sliding portion 31, 31 is arranged on one end side of the pair of pin connecting portions 8, 8 of the carrier 5. The slide pin 38 extends along the axial direction of the disk rotor D. The slide pin 38 is formed in an elongated circular cross-sectional shape.

[0017] Then, the pair of slide pins 38, 38 are respectively inserted slidably along the axial direction into the respective pin sliding portions 31, 31 provided in the cylinder portion 29 from the other end side. The pair of slide pins 38, 38 are respectively connected to the corresponding pin connecting portions 8, 8 of the carrier 5. Pin boots 39, 39 having expandable and contractible bellows portions are provided so as to cover the respective slide pins 38, 38. As a result, by the sliding of the pair of slide pins 38, 38 within the respective pin sliding portions 31, 31 provided in the cylinder portion 29, the caliper body 25 (caliper 4) can be supported slidably along the axial direction of the disk rotor D with respect to the carrier 5.

[0018] The electric motor 26 is electrically connected to a control unit (ECU) 42 for controlling its rotation. The electric motor 26 has a circular outer shape. The electric motor 26 is positioned at one end from the bottom of the cylinder section 29. The electric motor 26 is housed in a cylindrical motor gear housing 44. The electric motor 26 is located inside the motor gear housing 44, at one end of it. More specifically, the electric motor 26 is positioned across the motor gear housing 44 and the control unit housing 47, which will be described later. The axial direction of the rotation axis 27 of the electric motor 26 coincides with the axial direction of the disc rotor D. The rotation axis 27 of the electric motor 26 and the cylinder bore 34 of the cylinder section 29 are positioned approximately concentrically. In other words, the motor gear housing 44 and the cylinder bore 34 of the cylinder section 29 are positioned approximately concentrically.

[0019] The control unit 42 controls the rotation (direction of rotation, rotation speed, etc.) of the electric motor 26 during braking in normal driving based on various detection signals, such as detection signals from detection sensors that detect various situations requiring braking, such as detection sensors that respond to the driver's requests, detection signals from a wheel speed detection sensor that detects the wheel speed, detection signals from a rotation angle detection means (not shown) that detects the rotation angle of the rotation shaft 27 of the electric motor 26, and detection signals from a thrust sensor (not shown) that detects the thrust (pressure) from the inner and outer brake pads 2 and 3 to the disc rotor D. The control unit 42 is located on one end of the electric motor 26.

[0020] The control unit 42 is housed at one end of the control unit housing 47. The control unit housing 47 is integrally connected to the motor gear housing 44. The integrated control unit housing 47 and motor gear housing 44 constitute the housing. The control unit housing 47 is configured to protrude from the motor gear housing 44 toward the side opposite to the inner and outer beam portions 14 and 21 of the inner and outer support portions 9 and 10. As a result, in the case of the control unit housing 47, the other end face 47A is exposed on the side opposite to the inner and outer beam portions 14 and 21 of the inner and outer support portions 9 and 10 toward the motor gear housing 44. The opening at one end of the control unit housing 47 is closed by a cover member 48.

[0021] Referring to Figure 2, the braking mechanism 28 is provided in the caliper body 25 and has a reduction mechanism 60 and a rotation-to-linear motion conversion mechanism 61, which transmits the driving force from the electric motor 26 to the piston 36 in the cylinder portion 29 of the caliper body 25 via the reduction mechanism 60 and the rotation-to-linear motion conversion mechanism 61. More specifically, the braking mechanism 28 is provided in the caliper body 25 and includes a reduction mechanism 60 that increases the rotational torque from the electric motor 26, and a rotation-to-linear motion conversion mechanism 61 that converts the rotational motion from the reduction mechanism 60 into linear motion and imparts thrust to the piston 36.

[0022] The rotation from the rotating shaft 27 of the electric motor 26 is transmitted to the reduction mechanism 60. The reduction mechanism 60 increases the rotational torque from the electric motor 26 and transmits it to the rotation-to-linear motion conversion mechanism 61. The reduction mechanism 60 employs a planetary gear reduction mechanism or the like. The reduction mechanism 60 is housed within the motor gear housing 44, on the other end side (towards the cylinder section 29). The rotation-to-linear motion conversion mechanism 61 is located within the cylinder bore 34 of the cylinder section 29, between the bottom of the cylinder section 29 and the piston 36. The rotation-to-linear motion conversion mechanism 61 converts the rotational motion from the reduction mechanism 60 into linear motion and imparts thrust to the piston 36. The rotation-to-linear motion conversion mechanism 61 employs a ball screw mechanism or a ball-and-ramp mechanism or the like.

[0023] Referring to Figures 1, 2, and 4, the control unit 42 is connected to a pair of power supply connectors 55A and 55B, which are mainly used for supplying power to the electric motor 26, and a sensor connector 57, which is used for inputting detection signals from detection sensors that respond to the driver's requests, detection sensors that detect various situations requiring braking, vehicle speed detection sensors, etc. Both of the pair of power supply connectors 55A and 55B are mainly used for supplying power to the electric motor 26. In short, the pair of power supply connectors 55A and 55B have the same external shape and have the same function. The pair of power supply connectors 55A and 55B are formed in a roughly square shape when viewed from the front.

[0024] On the other hand, the sensor connector 57 is slightly smaller in external area than the pair of power supply connectors 55A and 55B, and has a roughly rectangular shape when viewed from the front. In short, the pair of power supply connectors 55A and 55B and the sensor connector 57 have different external shapes. The pair of power supply connectors 55A and 55B and the sensor connector 57 are projected from the other end face 47A of the portion that protrudes from the motor gear housing 44 of the control unit housing 47 toward the other end. In other words, the pair of power supply connectors 55A and 55B and the sensor connector 57 protrude from the other end face 47A of the control unit housing 47 toward the inner and outer brake pads 2 and 3, along the axial direction of the rotation shaft 27 of the electric motor 26.

[0025] The pair of power supply connectors 55A and 55B, and the sensor connector 57 are arranged in a line. More specifically, the pair of power supply connectors 55A and 55B, and the sensor connector 57 are arranged in a line along the same direction as the extending direction of the inner and outer beam portions 14 and 21 of the inner and outer support portions 9 and 10. Referring in particular to Figure 4, the sensor connector 57 is positioned in the center between the pair of power supply connectors 55A and 55B. In other words, the pair of power supply connectors 55A and 55B are positioned symmetrically with respect to a reference line L1 that passes through the center O2 of the electric motor 26 and extends radially. More specifically, the reference line L1 passes through the center O2 of the electric motor 26 and extends in the same direction as the extending direction of the pair of inner arm portions 13, 13 of the inner support portion 9 and the pair of outer arm portions 20, 20 of the outer support portion 10. Furthermore, the sensor connector 57 is located between the pair of power supply connectors 55A and 55B and is provided on the reference line L1.

[0026] Furthermore, referring to Figure 5, the pair of power supply connectors 55A, 55B and sensor connector 57, which protrude from the other end face 47A of the control unit housing 47 that constitute the electric brake device 1, are configured to be attachable to the vehicle body 81 side in a regularly arranged manner. Specifically, the pair of power supply connectors 55A, 55B and sensor connector 57 are positioned symmetrically with respect to a reference line L2 located in the center between the pair of left and right wheels 83, 83 and extending in the direction of travel (front and rear direction) of the vehicle, in other words, with respect to a reference line L2 located in the center in the width direction of the vehicle body 81 and extending in the direction of travel (front and rear direction) of the vehicle.

[0027] On the other hand, referring to Figure 6, the pair of power supply connectors 55A and 55B, and the sensor connector 57 are respectively positioned symmetrically with respect to the reference point O1 in the electric brake devices 1, 1 provided on the left and right pair of wheels 83, 83. The reference point O1 is located in the center between the left and right pair of wheels 83, 83, and is also located midway along the total length (outer diameter of the wheel 83) of the left and right pair of wheels 83, 83 in the direction of travel (front and rear direction).

[0028] When two sensor connectors 57A and 57B are provided, as shown in Figure 7, both the pair of sensor connectors 57A and 57B are provided on the reference line L1. A motor gear housing 44 is positioned between the pair of sensor connectors 57A and 57B. One of the pair of sensor connectors 57A and 57B, 57A (57B), is positioned in the center between the pair of power supply connectors 55A and 55B.

[0029] On the other hand, as another embodiment of the arrangement of the sensor connectors 57A and 57B, as shown in Figure 8, the pair of sensor connectors 57A and 57B are arranged at intervals from each other between the pair of power supply connectors 55A and 55B, along a direction perpendicular to the reference line L1. In other words, the pair of power supply connectors 55A and 55B and the pair of sensor connectors 57A and 57B are arranged in a line. The pair of sensor connectors 57A and 57B are arranged on both sides of the reference line L1. That is, the pair of sensor connectors 57A and 57B are arranged in positions symmetrical with respect to the reference line L1.

[0030] In the electric brake system 1 according to this embodiment, during braking in normal driving, power is supplied to the electric motor 26, and detection signals from detection sensors that detect various situations requiring braking, such as those corresponding to the driver's requests and detection signals from wheel speed detection sensors, are input to the control unit 42 via a pair of power supply connectors 55A and 55B and a sensor connector 57. The control unit 42 also receives detection signals from a rotation angle detection means that detects the rotation angle of the rotation shaft 27 of the electric motor 26, and detection signals from a thrust sensor that detects the thrust from the inner and outer brake pads 2 and 3 to the disc rotor D.

[0031] Next, the control unit 42 controls the rotation of the rotation axis 27 of the electric motor 26 in the forward direction, i.e., the braking direction, based on these detection signals. This rotation of the electric motor 26 is transmitted to the reduction mechanism 60 of the braking mechanism 28. Subsequently, the rotation amplified by the reduction mechanism 60 is transmitted to the rotation-to-linear motion conversion mechanism 61 of the braking mechanism 28. The rotation-to-linear motion conversion mechanism 61 converts the rotational motion from the reduction mechanism 60 into linear motion, causing the piston 36 to move forward, and this forward movement of the piston 36 causes the inner brake pad 2 to press against the disc rotor D.

[0032] Then, due to the reaction force against the pressing force of the piston 36 on the inner brake pad 2, the caliper body 25 (caliper 4) moves inward relative to the carrier 5 due to the axial sliding of the pair of slide pins 38, 38 within the pair of pin sliding parts 31, 31, causing the outer brake pad 3, which is in contact with the pair of claw parts 30, 30, to press against the disc rotor D. As a result, the disc rotor D is clamped between the pair of inner and outer brake pads 2, 3, generating frictional force, and consequently, the braking force of the vehicle.

[0033] On the other hand, when the brake is released, the control unit 42 controls the rotation of the electric motor 26's shaft 27 in the reverse direction, i.e., the release direction, and this reverse rotation is transmitted to the rotation-to-linear motion conversion mechanism 61 via the reduction mechanism 60 of the braking mechanism 28. As a result, the piston 36 retracts and returns to its initial position, and the braking force applied to the disc rotor D by the pair of inner and outer brake pads 2 and 3 is released.

[0034] Furthermore, in the electric brake device 1 according to the embodiment described above, the pair of power supply connectors 55A, 55B and the sensor connector 57 are configured to be attachable to the vehicle body 81 side in a regularly arranged manner. Specifically, the pair of power supply connectors 55A, 55B and the sensor connector 57 are arranged in positions symmetrical with respect to the reference line L2 in the electric brake devices 1, 1 provided on the left and right pair of wheels 82, 82, respectively. Alternatively, the pair of power supply connectors 55A, 55B and the sensor connector 57 may be arranged in positions symmetrical with respect to the reference point O1 in the electric brake devices 1, 1 provided on the left and right pair of wheels 82, 82, respectively.

[0035] This improves the ease of connection to the pair of power supply connectors 55A, 55B and the sensor connector 57, and also leads to improved vehicle mountability and outline design. Furthermore, the control unit housing 47 and motor gear housing 44, which include the pair of power supply connectors 55A, 55B and the sensor connector 57, can be standardized for the pair of left and right electric brake devices 1, 1 corresponding to the left and right pair of wheels 82, 82. As a result, cost increases can be suppressed, making it economically advantageous.

[0036] Furthermore, in the electric brake device 1 according to this embodiment, the pair of power supply connectors 55A and 55B are arranged symmetrically with respect to a reference line L1 that passes through the center O2 of the electric motor 26 and extends radially. On the other hand, the sensor connector 57 is arranged on the reference line L1. This further improves the workability related to connecting the pair of power supply connectors 55A and 55B and the sensor connector 57.

[0037] Next, as another embodiment, as shown in Figure 9(a), a pair of rotatable mounting portions 65, 65 are provided on the outer circumference of the control unit housing 47 or the motor gear housing 44. Each rotatable mounting portion 65 has a mounting plate portion 66 that extends over a predetermined range in the circumferential direction and a slit portion 67 formed in the mounting plate portion 66. The pair of rotatable mounting portions 65, 65 are positioned below the reference line L1, which passes through the center O2 of the electric motor 26 and extends vertically, at a position where its central angle α is set to approximately 120°. Support pins 68, 68 are respectively arranged in the slit portions 67, 67 of each rotatable mounting portion 65, 65. The support pins 68, 68 are connected to the vehicle body 81.

[0038] As shown in Figures 9(b) and (c), the control unit housing 47 and the motor gear housing 44 are configured to be rotatable relative to the cylinder portion 29, with respect to the radial center O2 of the electric motor 26, that is, around the radial center axis (rotation axis 27), within a range of length along the circumferential direction of the slit portion 67, and can be fixed in any position. As a result, the positions of the pair of power supply connectors 55A, 55B and the sensor connector 57 can also be changed as needed. This further improves the ease of mounting on a vehicle and the ease of work related to connecting the pair of power supply connectors 55A, 55B and the sensor connector 57.

[0039] Furthermore, in this embodiment, as shown in Figure 1, the rotating shaft 27 (motor gear housing 44) of the electric motor 26 and the cylinder bore 34 of the cylinder section 29 are arranged substantially concentrically. However, as shown in Figure 10, the rotating shaft 27 of the electric motor 26 and the radial central axis of the cylinder bore 34 of the cylinder section 29 may be configured to be parallel to each other and positioned at different locations. This further improves the ease of mounting on a vehicle. Note that in this embodiment, reference numeral L3 in Figure 10 indicates the position of the rotating shaft 27, and reference numeral L4 indicates the position of the radial central axis of the cylinder bore 34.

[0040] Furthermore, although this embodiment is used in an electric brake system 1 in which the control unit 42 is mounted within the control unit housing 47, it can also be used in an electric brake system that does not have a control unit 42. In addition, although two power supply connectors 55A and 55B are provided in this embodiment, three or more may be provided.

[0041] Furthermore, the present invention is not limited to the embodiments described above, and various modifications are included. For example, the embodiments described above are described in detail to make the present invention easier to understand, and are not necessarily limited to those having all the configurations described. Also, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. In addition, it is possible to add, delete, or replace parts of the configuration of each embodiment with other configurations.

[0042] This application claims priority under Japanese Patent Application No. 2022-191841, filed on 30 November 2022. The entire disclosure of Japanese Patent Application No. 2022-191841, filed on 30 November 2022, including the specification, claims, drawings, and abstract, is incorporated into this application by reference. [Explanation of Symbols]

[0043] 1 Electric brake device, 2 Inner brake pad (braking member), 3 Outer brake pad (braking member), 4 Caliper, 26 Electric motor, 28 Braking mechanism, 42 Control unit, 55A, 55B Power supply connector (connector part, power supply connector part), 57, 57A, 57B Sensor connector (connector part), 81 Vehicle body, D Disc rotor (braked member)

Claims

1. An electric brake device, wherein the electric brake device is A braking mechanism that presses a braking member against a member being braked, An electric motor that drives the braking mechanism, The device comprises a connector section having a connector for supplying power to the electric motor and a plurality of sensor connectors, which have a different external shape from the power supply connector and are used for inputting signals from a detection sensor. The aforementioned electric brake system is configured to be attachable to the vehicle body as a pair of electric brake systems for the left and right wheels. Each of the aforementioned connector parts is An electric brake device characterized in that it is mounted on the vehicle body so as to be located in the center of the width direction of the vehicle body and arranged symmetrically with respect to a reference line extending in the direction of travel, or located in the center between the left and right wheels and arranged point-symmetrically with respect to the midpoint of the total length along the direction of travel of the left and right wheels.

2. In the electric brake device according to claim 1, The electric brake device is characterized in that each connector portion is arranged symmetrically with respect to a reference line that passes through the center of the circular-shaped electric motor and extends radially.

3. In the electric brake device according to claim 1, The electric motor and each of the connectors are provided in the housing. The electric brake device is characterized in that the housing is configured to be rotatable around the central axis of the electric motor, which has an outer circular shape.

4. In the electric brake device according to claim 1, An electric brake device characterized by having a control unit that is electrically connected to the electric motor.

5. In the electric brake device according to claim 1, The electric brake device is characterized in that each connector section has two or more power supply connectors used for power input.

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