Vehicle brake device

Abstract

A vehicle brake device includes: a brake pedal (81) having a pedal portion (811) and a lever portion (812) that rotates about a rotation axis (O) by being operated by the pedal portion; a housing (88) that rotatably supports the lever portion; a reaction force generating portion (90) that receives a force from the lever portion when the brake pedal is operated, thereby generating a reaction force (Fr) to the lever portion according to an amount of stroke (X) of the brake pedal; a deformation member (95, 96) having a deformation portion (953, 961) that deforms by the force received from the lever portion when the brake pedal is operated in a state where the reaction force generated by the reaction force generating portion is generated; and a stroke sensor (86) that outputs a signal corresponding to the amount of stroke, and outputs a value (Vs_th1) indicating that an operation of the brake pedal is abnormal and that control to stop a vehicle (6) is executed when the deformation portion deforms.

Description

[0001] This application is a divisional application of the original application filed on January 8, 2021, with application number 202180007024.8 and invention title "Braking Device for Vehicles".

[0002] Cross-referencing of related applications

[0003] This application is based on Japanese Patent Application No. 2020-007568, filed on January 21, 2020, the contents of which are incorporated herein by reference. Technical Field

[0004] This disclosure relates to a braking device for a vehicle. Background Technology

[0005] Conventionally, as described in Patent Document 1, a vehicle pedal device is known to have a weak portion formed with a support cross-sectional area reduced relative to the load applied to the pedal. In this vehicle pedal device, the weak portion is formed in the detection rod of the pedal sensor integrated with the pedal, so the detection rod can be easily deformed starting from this weak portion. As a result, the detection rod detects abnormal rotational travel of the pedal.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent No. 4128852 Summary of the Invention

[0009] According to the inventors' research, in the vehicle pedal device described in Patent Document 1, when the detection rod of the pedal sensor deforms starting from its weak point, the output of the pedal sensor is relatively small to prevent, for example, the vehicle's engine from reaching a high output state. Here, for example, in braking a vehicle equipped with a brake-by-wire system, the vehicle can be stopped by detecting that the pedal is depressed. Therefore, even if the detection rod of the pedal sensor deforms during vehicle braking, the output of the pedal sensor needs to be relatively large to stop the vehicle.

[0010] Therefore, when the vehicle pedal device described in Patent Document 1 is applied to vehicle braking, the output of the pedal sensor becomes relatively small when the detection rod deforms, and thus sometimes it is detected that the pedal is not being pressed. As a result, the vehicle sometimes fails to stop through braking, and therefore the vehicle's safety is sometimes reduced.

[0011] The purpose of this disclosure is to provide a vehicle braking device that improves vehicle safety.

[0012] According to one aspect of this disclosure, a vehicle braking device includes: a brake pedal having a pedal portion and a lever portion that rotates about a rotation axis when operated via the pedal portion; a housing supporting the lever portion in a rotatable manner; a reaction force generating portion that receives a force from the lever portion when the brake pedal is operated, thereby generating a reaction force on the lever portion according to the travel amount of the brake pedal; a deformation member having a deformation portion that deforms when the brake pedal is operated under the condition of generating a reaction force from the reaction force generating portion; and a travel sensor that outputs a signal corresponding to the travel amount, and outputs a value indicating an abnormal operation of the brake pedal and instructing the execution of control to stop the vehicle when the deformation portion deforms.

[0013] Therefore, the vehicle can be brought to a stop in case of abnormal operation of the brake pedal. As a result, vehicle safety is improved.

[0014] Furthermore, the parenthesized reference symbols added to each structural element indicate an example of the correspondence between that structural element and the specific structural elements described in the embodiments described later. Attached Figure Description

[0015] Figure 1 It is a vehicle braking system that uses the vehicle braking device of the first embodiment.

[0016] Figure 2 This is a cross-sectional view of a vehicle braking device.

[0017] Figure 3 This is a diagram of a vehicle braking device installed on a vehicle.

[0018] Figure 4 It is a three-dimensional diagram of a deformable component of a vehicle braking device.

[0019] Figure 5 It is a graph showing the relationship between stroke, reaction force, and sensor output.

[0020] Figure 6 This is a cross-sectional view of a vehicle braking device.

[0021] Figure 7 This is a cross-sectional view of a vehicle braking device.

[0022] Figure 8 This is a cross-sectional view of a vehicle braking device.

[0023] Figure 9 This is a cross-sectional view of a vehicle braking device.

[0024] Figure 10 This is a cross-sectional view of a vehicle braking device.

[0025] Figure 11 This is a cross-sectional view of a vehicle braking device.

[0026] Figure 12 This is a flowchart illustrating the processing of the ECU (Electronic Control Unit) for the vehicle's braking system.

[0027] Figure 13 This is a cross-sectional view of the vehicle braking device according to the second embodiment.

[0028] Figure 14 It is a graph showing the relationship between stroke, reaction force, and sensor output.

[0029] Figure 15 This is a cross-sectional view of a vehicle braking device.

[0030] Figure 16 This is a cross-sectional view of a vehicle braking device.

[0031] Figure 17 This is a cross-sectional view of the vehicle braking device according to the third embodiment.

[0032] Figure 18 This is a cross-sectional view of the vehicle braking device according to the fourth embodiment.

[0033] Figure 19 It is a three-dimensional diagram of a deformable component of a vehicle braking device.

[0034] Figure 20 This is a cross-sectional view of a vehicle braking device.

[0035] Figure 21 This is a cross-sectional view of the vehicle braking device according to the fifth embodiment.

[0036] Figure 22 It is a three-dimensional diagram of a deformable component of a vehicle braking device.

[0037] Figure 23 This is a graph showing the relationship between the stroke, reaction force, and sensor output in the vehicle braking device according to the sixth embodiment.

[0038] Figure 24 This is a graph showing the relationship between the stroke, reaction force, and sensor output in the vehicle braking device according to the seventh embodiment.

[0039] Figure 25 This is a graph showing the relationship between the stroke, reaction force, and sensor output in the vehicle braking device according to the eighth embodiment.

[0040] Figure 26 This is a graph showing the relationship between the stroke, reaction force, and sensor output in the vehicle braking device according to the ninth embodiment.

[0041] Figure 27 This is a graph showing the relationship between the stroke, reaction force, and sensor output in the vehicle braking device according to the tenth embodiment.

[0042] Figure 28 This is a cross-sectional view of a vehicle braking device according to other embodiments. Detailed Implementation

[0043] Hereinafter, embodiments will be described with reference to the figures. Furthermore, in the following embodiments, the same reference numerals will be added to the same or equivalent parts, and their descriptions will be omitted.

[0044] (First Implementation)

[0045] The vehicle braking device 80 is a vehicle braking system 1 used to control each wheel of the vehicle 6, namely the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR. First, the vehicle braking system 1 will be described.

[0046] like Figure 1 As shown, the vehicle braking system 1 includes a wheel cylinder for the left front wheel, a wheel cylinder for the right front wheel, a wheel cylinder for the left rear wheel, and a wheel cylinder for the right rear wheel. Furthermore, the vehicle braking system 1 includes a first actuator 10, a second actuator 20, a power supply 40, an ECU 53, and a vehicle braking device 80. For convenience, the wheel cylinder will be referred to as W / C below. ECU is an abbreviation for Electronic Control Unit.

[0047] W / C 2 is configured on the left front wheel (FL). W / C 3 is configured on the right front wheel (FR). W / C 4 is configured on the left rear wheel (RL). W / C 5 is configured on the right rear wheel (RR). Furthermore, W / C 2, W / C 3, W / C 4, and W / C 5 are respectively connected to brake pads (not shown) of vehicle 6.

[0048] The first actuator 10, for example, includes a reservoir (not shown), a pump, a motor, and a pressure sensor, and generates brake fluid. Furthermore, the first actuator 10 increases the generated brake fluid pressure. This increased brake fluid flows to the second actuator 20, which will be described later.

[0049] The second actuator 20, for example, includes a differential pressure control valve (not shown), a boost control valve, a pressure reduction control valve, a pump, a motor, and a pressure sensor, etc., to generate brake fluid. Furthermore, the second actuator 20 directs the brake fluid flowing from the first actuator 10 to the respective W / Cs for the left front wheel (W / C 2), right front wheel (W / C 3), left rear wheel (W / C 4), and right rear wheel (W / C 5).

[0050] Power supply 40 supplies power to ECU 53.

[0051] The ECU 53 is primarily constructed using a microcomputer and includes a CPU, ROM, RAM, flash memory, I / O, and buses connecting these components. Furthermore, the ECU 53 controls the first actuator 10 and the second actuator 20 by executing programs stored in the ROM. Details of the control of the first actuator 10 and the second actuator 20 will be described later. ROM, RAM, and flash memory are non-transitory physical storage media.

[0052] like Figure 2 As shown, the vehicle braking device 80 includes a brake pedal 81, a stroke sensor 86, a housing 88, a reaction force generating part 90, a deformation member 95, and a stop member 99.

[0053] The brake pedal 81 is operated by being pressed by the driver of the vehicle 6. Specifically, the brake pedal 81 has a pedal portion 811 and a lever portion 812.

[0054] The pedal section 811 was stepped on by the driver of vehicle 6.

[0055] The lever 812 is connected to the pedal 811 and rotates around the rotation axis O when the pedal 811 is stepped on by the driver of the vehicle 6.

[0056] The stroke sensor 86 is, for example, disposed on the rotation axis O of the lever 812. Additionally, as... Figure 1 As shown, the stroke sensor 86 outputs a signal to the ECU 53 corresponding to the stroke amount X of the brake pedal 81, which is the amount of operation of the brake pedal 81 generated by the driver of vehicle 6. Additionally, here, for example, as... Figure 2 As shown, the stroke amount X is the translational amount by which the pedal portion 811 moves forward toward the vehicle 6. Furthermore, the stroke amount X and the sensor output Vs of the stroke sensor 86 are adjusted to have a linear relationship. Additionally, as the stroke amount X increases, the sensor output Vs of the stroke sensor 86 increases. Moreover, the sensor output Vs is displayed, for example, using voltage. Additionally, the stroke sensor 86 can also output a signal corresponding to the rotation angle θ of the lever portion 812 centered on the rotation axis O to the ECU 53. In this case, similarly to the relationship between the stroke amount X and the sensor output Vs, the rotation angle θ and the signal from the stroke sensor 86 are adjusted to have a linear relationship.

[0057] like Figure 2 and Figure 3 As shown, the housing 88 is mounted on the front bulkhead 9, which serves as a partition separating the exterior 7 (such as the engine compartment) of the vehicle 6 from the interior 8. The front bulkhead 9 is sometimes referred to as a partition. Furthermore, the exterior 7 houses not only the engine of the vehicle 6, but also the vehicle 6's battery, air conditioning system, and other components.

[0058] In addition, such as Figure 2 As shown, the housing 88 is formed into a bottomed cylindrical shape, and has a first mounting portion 881, a second mounting portion 882, a bolt 887, a housing bottom 883, a housing cylindrical portion 884, and a housing extension portion 888. Here, for ease of explanation, the upper side relative to the front of the vehicle 6 will only be described as the upper side. The lower side relative to the front of the vehicle 6 will only be described as the lower side.

[0059] The first mounting portion 881 is connected to the bottom 883 of the housing (described later) and extends upward from the bottom 883. The first mounting portion 881 includes a first mounting hole 885. The first mounting portion 881 is mounted to the front bulkhead 9 by inserting a bolt 887 into the first mounting hole 885 and the first hole 901 of the front bulkhead 9. Furthermore, the bolt 887 is inserted without penetrating the front bulkhead 9.

[0060] The second mounting portion 882 is connected to the front side of the housing cylindrical portion 884 (described later) and extends downward from the housing cylindrical portion 884. Furthermore, the second mounting portion 882 includes a second mounting hole 886. By inserting bolts 887 into the second mounting hole 886 and the second hole 902 of the front bulkhead 9, the second mounting portion 882 is mounted to the front bulkhead 9.

[0061] The bottom of the housing 883 supports a portion of the rod 812 in such a way that the rod 812 can rotate about the rotation axis O, and also supports the stroke sensor 86.

[0062] The housing cylindrical portion 884 is cylindrical and connected to the housing bottom 883, extending downward from the housing bottom 883. In addition, the housing cylindrical portion 884 houses a portion of the rod portion 812.

[0063] The housing extension 888 is connected to the rear side of the housing cylinder 884. Furthermore, the housing extension 888 extends from the rear side of the housing cylinder 884 toward the rear surface 814 of the rod, and then extends forward from the rear side of the housing cylinder 884. Therefore, the housing extension 888 contacts the rear surface 814 of the rod in the initial state. Thus, the housing extension 888 supports the rod 812 in the initial state in a manner that prevents the rod 812 from rotating rearward. Moreover, the rear surface 814 of the rod is the rear surface of the rod 812, located on the side of the pedal portion 811 in the rod 812.

[0064] The reaction force generating unit 90 generates a reaction force Fr on the rod 812 according to the stroke amount X. Specifically, the reaction force generating unit 90 has a first elastic member 91 and a second elastic member 92.

[0065] The first elastic member 91 is, for example, a compression coil spring. Furthermore, the first elastic member 91 is connected to the front side of the housing cylinder portion 884 and the front surface 813 of the rod. Additionally, the front surface 813 is the front surface of the rod portion 812, located on the side of the rod portion 812 opposite to the pedal portion 811.

[0066] The second elastic member 92 is, for example, a compression coil spring. One end of the second elastic member 92 is connected to the front side of the housing cylinder 884. The other end of the second elastic member 92 is not initially connected to the rod portion 812, but faces the front surface 813 of the rod. Therefore, the other end of the second elastic member 92 does not contact the front surface 813 of the rod in the initial state. Furthermore, the second elastic member 92 is arranged side-by-side with the first elastic member 91. Here, the elastic modulus of the second elastic member 92 is greater than that of the first elastic member 91.

[0067] The deformable member 95 is separate from the housing 88 and is disposed on the front side of the housing cylindrical portion 884. Alternatively, the deformable member 95 may be integral with the housing 88.

[0068] Specifically, such as Figure 2 and Figure 4 As shown, the deformable member 95 has a base 951, an extension 952, and a deformable part 953.

[0069] The base 951 is connected to the front side of the housing cylindrical portion 884 by welding, fusion, or bonding, and extends in the vertical direction. Alternatively, the base 951 can be connected to the housing cylindrical portion 884 by inserting screws or the like into the holes of the base 951 (not shown) and the housing cylindrical portion 884.

[0070] The extension 952 connects the upper side of the base 951 and the upper side of the deformable portion 953 (described later), extending in the front-rear direction. Through this extension 952, a space is formed between the lower side of the base 951 and the lower side of the deformable portion 953. Furthermore, in the initial state, the distance in the front-rear direction from the base 951 to the deformable portion 953 in the space between the base 951 and the deformable portion 953 increases from the rotation axis O side towards the pedal portion 811 side, and in this case, increases from the upper side to the lower side.

[0071] The deformable portion 953 is connected to the rear side of the extension portion 952 and extends in the vertical direction from the extension portion 952 toward the front surface 813 of the rod. In addition, the deformable portion 953 includes a contact portion 954, a recess 956, and a deformable portion 957.

[0072] The contact portion 954 is connected to the lower side of the deformable portion 953, protruding toward the front surface 813 of the rod, and protruding rearward therefrom. The contact portion 954 includes a contact surface 955. The contact surface 955 faces the front surface 813 of the rod. Furthermore, the contact surface 955 does not contact the front surface 813 of the rod in the initial state. Also, the distance from the contact surface 955 to the front surface 813 of the rod in the initial state is longer than the distance from the other end of the second elastic member 92 to the front surface 813 of the rod in the initial state. Additionally, the contact surface 955 is bent protruding toward the front surface 813 by bending into a semi-cylindrical side profile. Furthermore, the contact surface 955 can also be bent protruding toward the front surface 813 by bending into a hemispherical shape.

[0073] A recess 956 is formed on the upper side of the deformed portion 953. Alternatively, the recess 956 may be a cut, forming a V-shaped groove.

[0074] The easily deformable portion 957 is adjacent to the recess 956 in the depth direction of the recess 956. Through the recess 956, the cross-section of the easily deformable portion 957 in the depth direction of the recess 956 is the smallest among the cross-sections of the deformable portion 953 in the depth direction of the recess 956. Therefore, when a force is applied to the deformable portion 953, the stress experienced by the easily deformable portion 957 is the greatest among the stresses experienced by the deformable portion 953. Consequently, the easily deformable portion 957 is the easiest to deform among the deformable portions 953. Therefore, the easily deformable portion 957 easily becomes the starting point for the deformation of the deformable portion 953.

[0075] As will be described later, the stop 99 stops the rotation of the lever 812 when the pedal portion 811 is abnormally operated. Specifically, as Figure 2 As shown, the stop member 99 is connected to the front side of the housing cylinder 884. Furthermore, the stop member 99 protrudes from the front side of the housing cylinder 884 toward the front surface 813 of the rod, and then protrudes rearward from the front side of the housing cylinder 884. Additionally, the elastic modulus of the stop member 99 is very large, greater than that of the first elastic member 91, the second elastic member 92, and the deformable member 95. Therefore, the stop member 99 hardly deforms under the force received from the rod 812. Furthermore, the stop member 99 includes a stop surface 991. The stop surface 991 faces the front surface 813 of the rod. Additionally, the stop surface 991 does not contact the front surface 813 of the rod in the initial state. Furthermore, the distance in the front-rear direction from the stop surface 991 to the front surface 813 of the rod in the initial state is longer than the distance in the front-rear direction from the contact surface 955 to the front surface 813 of the rod in the initial state. Additionally, the stop surface 991 is bent into a semi-cylindrical side shape and protrudes towards the front surface 813 of the rod. Furthermore, the stop surface 991 can also be bent into a hemispherical shape and protrude towards the front surface 813 of the rod.

[0076] The vehicle braking system 1 is constructed as described above. In this vehicle braking system 1, the safety of the vehicle 6 is improved by the vehicle braking device 80. To explain this improvement in safety, the operation of the vehicle braking device 80 is described in reference to... Figure 5 The graph showing the relationship between stroke X, reaction force Fr, and sensor output Vs, and... Figure 2 , Figures 6 to 11 Please provide an explanation.

[0077] like Figure 2 As shown, in the initial state before the brake pedal 81 is operated and the stroke X is zero, the lever 812 is subjected to force by the first elastic member 91. As a result, the housing extension 888 contacts the rear surface 814 of the lever. At this time, the housing extension 888 supports the lever 812. Therefore, the lever 812 does not rotate in the initial state. At this time, as... Figure 5 As shown, the sensor output Vs of the stroke sensor 86 is the value of the initial state, i.e., Vs0.

[0078] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than zero and less than X1. At this time, since the stroke X and the sensor output Vs of the stroke sensor 86 are linearly related, the sensor output Vs increases as the stroke X increases.

[0079] At this time, as Figure 6 As shown, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the rod portion 812 to the first elastic member 91. As a result, the rod portion 812 moves away from the housing extension 888. Furthermore, the first elastic member 91 receives a force from the rod portion 812. Therefore, the first elastic member 91 is compressed, thus generating a restoring force in the first elastic member 91.

[0080] Therefore, at this time, the restoring force of the first elastic member 91 generates a reaction force Fr on the rod 812.

[0081] Furthermore, the restoring force of the first elastic member 91 is proportional to the amount of deformation of the first elastic member 91. Moreover, the amount of deformation of the first elastic member 91 is proportional to the stroke X. Therefore, the restoring force of the first elastic member 91 is proportional to the stroke X. Consequently, the stroke X and the reaction force Fr generated by the first elastic member 91 have a linear relationship.

[0082] Therefore, when the stroke amount X is greater than zero and less than X1, as Figure 5 As shown, as the stroke X increases, the reaction force Fr also increases.

[0083] Furthermore, when the stroke X is X1, the sensor output Vs becomes Vs1. At this time, the front surface 813 of the rod is in contact with the other end of the second elastic member 92. Moreover, X1 is set based on the distance in the front-rear direction from the other end of the second elastic member 92 to the front surface 813 of the rod in the initial state.

[0084] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X1 but less than X2. At this time, since the stroke X and the sensor output Vs of the stroke sensor 86 are linearly related, the sensor output Vs increases as the stroke X increases.

[0085] At this time, as Figure 7 As shown, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the lever 812 to the first elastic member 91 and the second elastic member 92. As a result, the first elastic member 91 and the second elastic member 92 are compressed, thus generating a restoring force in the first elastic member 91 and the second elastic member 92.

[0086] Therefore, at this time, a reaction force Fr is generated on the rod 812 by the restoring force of the first elastic member 91 and the restoring force of the second elastic member 92.

[0087] Here, as described above, the stroke amount X is linearly related to the reaction force Fr generated by the first elastic member 91. Similarly, like the first elastic member 91, the restoring force of the second elastic member 92 is proportional to the deformation of the second elastic member 92. Furthermore, the deformation of the second elastic member 92 is proportional to the stroke amount X. Therefore, the restoring force of the second elastic member 92 is proportional to the stroke amount X. Thus, the stroke amount X is linearly related to the reaction force Fr generated by the second elastic member 92. Therefore, the reaction force Fr on the rod 812 at this time is the superposition of the reaction force Fr generated by the first elastic member 91 and the reaction force Fr generated by the second elastic member 92, and thus becomes linearly related.

[0088] Therefore, when the stroke amount X is greater than X1 and less than X2, such as Figure 4 As shown, as the stroke X increases, the reaction force Fr on the lever 812 increases. Furthermore, the elastic modulus of the second elastic member 92 is greater than that of the first elastic member 91. Therefore, when the stroke X is X1 or more but less than X2, the change in the reaction force Fr relative to the stroke X is relatively large. Consequently, the force corresponding to the braking force of the vehicle 6 is more easily applied to the driver of the vehicle 6, thus making driving the vehicle 6 easier.

[0089] Furthermore, when the stroke X is X2, the sensor output Vs becomes Vs2. At this time, the lever 812 contacts the deformable part 953. Specifically, the front surface 813 of the lever contacts the contact surface 955 of the deformable part 953. Here, since the contact surface 955 has a semi-cylindrical side profile and curves protruding towards the front surface 813, the lever 812 and the deformable part 953 make line contact. Additionally, in the initial state, the distance in the front-rear direction from the base 951 to the deformable part 953 in the space between the base 951 and the deformable part 953 increases from the upper side to the lower side. Therefore, when the lever 812 contacts the deformable part 953, the lever 812 of the brake pedal 81 does not interfere with the extension 952. Furthermore, X2 is set based on the initial distance in the front-rear direction from the contact surface 955 of the deformable part 953 to the front surface 813 of the lever. Here, in the initial state, the distance in the front-rear direction from the contact surface 955 to the front surface 813 of the rod is longer than the distance in the front-rear direction from the other end of the second elastic member 92 to the front surface 813 of the rod, therefore X2 is greater than X1. Furthermore, the operating range of the brake pedal 81 when the stroke X is less than or equal to X2 becomes the normal operating range of the brake pedal 81. And, as explained below, the operating range of the brake pedal 81 when the stroke X is greater than X2 becomes the range used for overload detection.

[0090] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X2 and less than X3. At this time, since the stroke X and the sensor output Vs of the stroke sensor 86 are linearly related, the sensor output Vs increases as the stroke X increases.

[0091] At this time, as Figure 8 As shown above, similarly, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the lever 812 to the first elastic member 91 and the second elastic member 92. Therefore, a restoring force Fr is generated on the lever 812 by the restoring force of the first elastic member 91 and the second elastic member 92.

[0092] Furthermore, at this time, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the lever 812 to the deformable part 953. As a result, the deformable part 953 elastically deforms. Moreover, since the deformation of the deformable part 953 is elastic, when the driver of vehicle 6 stops pressing the pedal 811, the shape of the deformable part 953 returns to its initial shape.

[0093] Here, as described above, the easily deformable portion 957 of the deformable portion 953 is the most easily deformable within the deformable portion 953. Therefore, when the deformable portion 953 is subjected to force from the rod portion 812, it bends starting from the easily deformable portion 957. Furthermore, here, a space is formed between the lower side of the base portion 951 and the lower side of the deformable portion 953 via the extension portion 952. Therefore, the bending of the deformable portion 953 starting from the easily deformable portion 957 reduces this space. Additionally, due to the elastic deformation of the deformable portion 953, a restoring force is generated in the deformable portion 953. This restoring force of the deformable portion 953 generates a reaction force Fr on the rod portion 812.

[0094] Therefore, at this time, a reaction force Fr is generated on the rod 812 by the restoring force of the first elastic member 91, the restoring force of the second elastic member 92, and the restoring force of the deformable part 953.

[0095] Furthermore, the restoring force of the deformable portion 953 is proportional to the bending amount of the deformable portion 953. Moreover, the bending amount of the deformable portion 953 is proportional to the stroke amount X. Therefore, the restoring force generated by the bending of the deformable portion 953 is proportional to the stroke amount X. Thus, the reaction force Fr generated by the deformable portion 953 has a linear relationship with the stroke amount X. Furthermore, the change in the reaction force Fr generated by the deformable portion 953 relative to the stroke amount X is set based on the bending stiffness of the deformable portion 953. Here, bending stiffness refers to the product of the Young's modulus of the deformable portion 953 and the second moment of section of the deformable portion 953.

[0096] Here, as described above, the stroke X is linearly related to the reaction force Fr generated by the first elastic member 91 and the second elastic member 92. Therefore, the reaction force Fr on the rod 812 at this time is the superposition of the reaction force Fr generated by the first elastic member 91, the reaction force Fr generated by the second elastic member 92, and the reaction force Fr generated by the deformable part 953, and thus becomes linearly related.

[0097] Therefore, when the stroke amount X is greater than X2 and less than X3, such as Figure 5 As shown, as the stroke X increases, the reaction force Fr on the rod 812 increases.

[0098] Furthermore, when the stroke amount X is X3, the sensor output Vs becomes Vs3. At this time, the deformation section 953 yields due to the force transmitted from the rod section 812 to the deformation section 953, that is, it begins plastic deformation. In addition, X3 is the stroke amount X when the deformation section 953 yields, and is therefore set according to the material and shape of the deformation section 953. In addition, the deformation member 95 is formed of a tough material, for example.

[0099] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X3 but less than X4. At this time, since the stroke X and the sensor output Vs of the stroke sensor 86 are linearly related, the sensor output Vs increases as the stroke X increases.

[0100] At this time, as Figure 9 As shown above, similarly, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the rod 812 to the first elastic member 91 and the second elastic member 92, thus generating a reaction force Fr of the first elastic member 91 and the second elastic member 92 on the rod 812.

[0101] Furthermore, at this time, the force corresponding to the pedal force applied by the driver of vehicle 6 is transmitted from the lever portion 812 to the deformable portion 953. As a result, the deformable portion 953 undergoes plastic deformation. Specifically, the deformable portion 953 bends from the easily deformable portion 957, just as described above. Moreover, due to the plastic deformation of the deformable portion 953, even if the driver of vehicle 6 stops pressing the pedal portion 811, the shape of the deformable portion 953 will not return to its initial shape.

[0102] Furthermore, the deformation of the deformable part 953 here is a bending accompanied by plastic deformation, so the deformable part 953 generates a reaction force Fr on the rod 812 by the reaction force of the force received from the rod 812.

[0103] Therefore, at this time, a reaction force Fr is generated on the rod 812 by the restoring force of the first elastic member 91, the restoring force of the second elastic member 92, and the reaction force of the deformable part 953 on the force received by the rod 812 from the deformable part 953.

[0104] Furthermore, the reaction force of the deformable part 953 to the force received from the rod part 812 is proportional to the bending amount of the deformable part 953. Therefore, similarly to the above, the reaction force Fr generated by the deformable part 953 is linearly related to the stroke amount X.

[0105] Here, as described above, the stroke X is linearly related to the reaction force Fr generated by the first elastic member 91 and the second elastic member 92. Therefore, the reaction force Fr on the rod 812 at this time is the superposition of the reaction force Fr generated by the first elastic member 91, the reaction force Fr generated by the second elastic member 92, and the reaction force Fr generated by the deformable part 953, and thus becomes linearly related.

[0106] Therefore, when the stroke amount X is greater than X3 and less than X4, such as Figure 5 As shown, as the stroke X increases, the reaction force Fr on the rod 812 increases.

[0107] Furthermore, when the stroke amount X is X4, the sensor output Vs becomes the first sensor specified value Vs_th1, described later. At this time, the deformation part 953 breaks due to the force transmitted from the rod 812 to the deformation part 953. Specifically, the deformation-easy part 957 is the most easily deformed of the deformation part 953, therefore the deformation-easy part 957 breaks. Therefore, X4 is the stroke amount X when the deformation part 953 breaks, and is thus set according to the material and shape of the deformation part 953.

[0108] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X4 but less than X5. At this time, the stroke X and the sensor output Vs of the stroke sensor 86 become linearly related; therefore, as the stroke X increases, the sensor output Vs increases. Thus, the sensor output Vs at this time is greater than the first sensor's predetermined value Vs_th1.

[0109] At this time, as Figure 10 As shown above, similarly, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the lever 812 to the first elastic member 91 and the second elastic member 92. Therefore, a reaction force Fr is generated between the first elastic member 91 and the second elastic member 92 on the lever 812.

[0110] Furthermore, at this time, the deformable part 953 is damaged, and the easily deformable part 957 breaks, so no reaction force Fr generated by the deformable part 953 is generated.

[0111] Therefore, at this time, the restoring force of the first elastic member 91 and the second elastic member 92 generates a reaction force Fr on the rod 812.

[0112] Here, as described above, the stroke X is linearly related to the reaction force Fr generated by the first elastic member 91 and the second elastic member 92. Therefore, the reaction force Fr on the rod 812 at this time is the superposition of the reaction force Fr generated by the first elastic member 91 and the reaction force Fr generated by the second elastic member 92, and thus becomes linearly related.

[0113] Therefore, when the stroke amount X is greater than X4 and less than X5, such as Figure 5 As shown, as the stroke X increases, the reaction force Fr on the rod 812 increases.

[0114] Additionally, when the stroke X is X5, the sensor output Vs becomes the second sensor's specified value Vs_th2. At this time, as... Figure 11As shown, the lever 812 contacts the stop 99. Specifically, the front surface 813 of the lever contacts the stop surface 991. This stops the forward rotation of the lever 812. Therefore, the second sensor's specified value Vs_th2 is the limit value of the sensor output Vs when the brake pedal 81 is operated. Furthermore, X5 is set based on the distance in the front-rear direction from the stop surface 991 to the front surface 813 of the lever in the initial state. Additionally, the distance in the front-rear direction from the stop surface 991 to the front surface 813 of the lever in the initial state is longer than the sum of the distance in the front-rear direction from the contact surface 955 to the front surface 813 of the lever in the initial state and the bending amount of the deformed portion 953 until it breaks. Therefore, X5 is greater than X4.

[0115] As described above, the vehicle's braking device 80 operates.

[0116] Next, in order to explain the improved safety of vehicle 6 based on the aforementioned vehicle braking device 80, refer to... Figure 12 The flowchart illustrates the processing of the ECU 53 of the vehicle braking system 1 based on the sensor output Vs from the travel sensor 86. Here, for example, when the ignition of the vehicle 6 is turned on, the ECU 53 executes a program stored in the ROM of the ECU 53.

[0117] In step S100, ECU 53 acquires various information. Specifically, ECU 53 acquires the sensor output Vs corresponding to the travel amount X of brake pedal 81 from travel sensor 86. In addition, ECU 53 acquires the yaw rate, acceleration, steering angle, wheel speed, and vehicle speed of vehicle 6 from sensors not shown in the figure.

[0118] Next, in step S110, ECU 53 determines whether the operation of brake pedal 81 is abnormal. Specifically, ECU 53 determines whether the sensor output Vs obtained in step S100 is greater than or equal to the first sensor's specified value Vs_th1.

[0119] When the sensor output Vs is greater than or equal to the first sensor specified value Vs_th1, as described above, the stroke X is greater than or equal to X4, therefore the deformed part 953 is damaged. Therefore, at this time, the ECU 53 determines that the brake pedal 81 is malfunctioning. Then, the process proceeds to step S130. Therefore, here, the first sensor specified value Vs_th1 is a value indicating a malfunction of the brake pedal 81. Furthermore, as described later, the first sensor specified value Vs_th1 also becomes a value that instructs the execution of control to stop the vehicle 6 in order to ensure the safety of the vehicle 6.

[0120] Furthermore, here, when the stroke X is greater than X4 (X5), the forward rotation of the lever 812 stops because it contacts the stop 99. Therefore, the stroke X will not exceed X5, and the sensor output Vs will not exceed the second sensor's specified value Vs_th2. However, if the sensor output Vs exceeds the second sensor's specified value Vs_th2 due to a malfunction of the brake pedal 81 or the stroke sensor 86, the ECU 53 also determines that the brake pedal 81 is malfunctioning. Then, the process proceeds to step S130.

[0121] Furthermore, when the sensor output Vs is less than the first sensor's specified value Vs_th1, the deformed part 953 is not damaged, therefore the ECU 53 determines that the brake pedal 81 is operating normally. Afterwards, the process proceeds to step S120.

[0122] In step S120, following step S110, since the brake pedal 81 operates normally, the ECU 53 performs normal braking control for the vehicle 6. For example, the ECU 53 controls the first actuator 10 based on the sensor output Vs obtained in step S100. For example, as the sensor output Vs obtained in step S100 increases, the ECU 53 increases the hydraulic pressure of the brake fluid flowing from the first actuator 10 to the second actuator 20. As a result, brake fluid with a higher hydraulic pressure flows from the first actuator 10 to the second actuator 20. At this time, the ECU 53 controls the second actuator 20. As a result, the second actuator 20 causes the brake fluid flowing from the first actuator 10 to the second actuator 20 to flow to the left front wheel (W / C 2), the right front wheel (W / C 3), the left rear wheel (W / C 4), and the right rear wheel (W / C 5). Therefore, each brake pad (not shown) makes frictional contact with its corresponding brake disc. Therefore, the wheels corresponding to each brake disc are decelerated, thus vehicle 6 decelerates. Consequently, vehicle 6 comes to a stop.

[0123] In addition, ECU 53 performs ABS and VSC control, among other things. ABS stands for Antilock Braking System, and VSC stands for Vehicle Stability Control.

[0124] For example, ECU 53 calculates the slip ratios of the left front wheel (FL), right front wheel (FR), left rear wheel (RL), and right rear wheel (RR) based on the wheel speeds and vehicle speeds obtained in step S100. Then, ECU 53 determines whether to execute ABS control based on these slip ratios. Furthermore, when executing ABS control, ECU 53 selects one of three modes—decompression mode, holding mode, or boost mode—based on these slip ratios. In decompression mode, the boost control valve (not shown) of the second actuator 20 corresponding to the controlled wheel is set to the off state, and the decompression control valve (not shown) of the second actuator 20 is appropriately set to the on state, thereby reducing the pressure of the wheel's wheel-to-c ratio (W / C). In holding mode, the boost control valve (not shown) and decompression control valve of the second actuator 20 corresponding to the controlled wheel are set to the off state, thereby maintaining the pressure of the wheel's wheel-to-c ratio (W / C). Furthermore, in the boost mode, the pressure relief control valve (not shown) of the second actuator 20 corresponding to the controlled wheel is set to the off state, and the boost control valve (not shown) of the second actuator 20 is appropriately set to the on state, thereby increasing the pressure of W / C corresponding to the controlled wheel. In this way, the slip ratio of each wheel of the vehicle 6 is controlled, thus preventing the left front wheel FL, right front wheel FR, left rear wheel RL, and right rear wheel RR from being locked.

[0125] Additionally, for example, ECU 53 calculates the sideslip state of vehicle 6 based on the yaw rate, steering angle, acceleration, wheel speeds, and vehicle speed obtained in step S100. Then, ECU 53 determines whether to execute VSC control based on the sideslip state of vehicle 6. Furthermore, when executing VSC control, ECU 53 selects a control wheel for stabilizing the turning of vehicle 6 based on the sideslip state of vehicle 6. ECU 53 then controls the second actuator 20 to increase the pressure of the wheel-to-wheel (W / C) corresponding to the selected control wheel. This increases the brake hydraulic pressure of the W / C corresponding to the control wheel, thus suppressing sideslip of vehicle 6. Therefore, vehicle 6 achieves stable driving.

[0126] In this way, ECU 53 performs normal control of the braking of vehicle 6. Afterwards, the process returns to step S100. Furthermore, at this time, ECU 53 can also perform collision avoidance control and regenerative coordination control, etc., based on signals from other ECUs (not shown).

[0127] In step S130, following step S110, since the sensor output Vs is above the first sensor's predetermined value Vs_th1, the brake pedal 81 operates abnormally. Therefore, ECU 53 forcibly stops the vehicle 6 to ensure its safety. For example, ECU 53 controls the first actuator 10 to make the hydraulic pressure of the brake fluid flowing from the first actuator 10 to the second actuator 20 a predetermined hydraulic pressure. Furthermore, ECU 53 controls the second actuator 20 based on factors such as the vehicle 6's slip ratio to make the braking force of the vehicle 6 relatively large. Thus, the second actuator 20 adjusts the hydraulic pressure of the brake fluid flowing from the first actuator 10 based on signals from ECU 53. The brake fluid adjusted by the second actuator 20 flows to the left front wheel with W / C 2, the right front wheel with W / C 3, the left rear wheel with W / C 4, and the right rear wheel with W / C 5. Consequently, each brake pad (not shown) makes frictional contact with its corresponding brake disc. Therefore, the wheels corresponding to each brake disc are decelerated, thus vehicle 6 decelerates. As a result, vehicle 6 is forced to stop.

[0128] In this way, the ECU 53 of the vehicle braking system 1 performs processing. In this vehicle braking system 1, the safety of the vehicle 6 is improved by the vehicle braking device 80. The improvement in safety based on this vehicle braking device 80 will be explained below.

[0129] In the vehicle braking device 80, such as Figure 10 When the deformable part 953 is damaged as shown, the stroke amount X is as follows: Figure 5 As shown, the value is X4 or higher and X5 or lower. At this time, the travel sensor 86 outputs a value indicating an abnormal operation of the brake pedal 81 and instructing the execution of control to stop the vehicle 6. Specifically, the travel sensor 86 outputs a sensor value Vs that is higher than the first sensor specified value Vs_th1 to the ECU 53. Thus, the vehicle 6 can be stopped when the brake pedal 81 operates abnormally. Specifically, the processing of the ECU 53 shifts from step S110 to step S130, whereby the ECU 53 forcibly stops the vehicle 6 to ensure the safety of the vehicle 6. Therefore, the safety of the vehicle 6 is ensured, and thus the safety of the vehicle 6 is improved.

[0130] In addition, the vehicle braking device 80 also has the effect described below.

[0131] [1] When the brake pedal 81 is operated while the reaction force Fr generated by the first elastic member 91 and the second elastic member 92 is generated, the deformable portion 953 of the deformable member 95 deforms by receiving force from the rod portion 812. As a result, the deformable portion 953 generates a reaction force Fr. At this time, the driver operating the brake pedal 81 can feel a relatively large reaction force Fr. Therefore, the deformation of the first elastic member 91 and the second elastic member 92 can be limited to avoid excessive deformation of the first elastic member 91 and the second elastic member 92 when the brake pedal 81 is operated.

[0132] [2] In the vehicle braking device 80, such as Figure 5 and Figure 11 As shown, when the stroke X becomes greater than the stroke X when the deformed part 953 breaks (i.e., X4), the lever 812 contacts the stop member 99. This stops the forward rotation of the lever 812, thus suppressing the driver's anxiety caused by excessive rotation of the lever 812.

[0133] [3] The deformable member 95 is disposed in the housing 88. Specifically, the deformable member 95 is disposed in the front side of the housing cylindrical portion 884. Here, the housing 88 is fixed by being mounted on the front bulkhead 9. As a result, the deformable member 95 is fixed and does not move by the housing 88, so compared with the case where the deformable member 95 is disposed on the movable brake pedal 81, the fragments of the deformable portion 953 that are damaged by the brake pedal 81 are less likely to scatter.

[0134] [4] such as Figure 5 As shown, when the stroke X is X2 or more, the deformable member 95 contacts the rod portion 812. Specifically, the contact surface 955 of the deformable portion 953 contacts the front surface 813 of the rod. Furthermore, the contact surface 955 has a semi-cylindrical side profile shape and curves protruding towards the front surface 813. Therefore, the contact surface 955 of the deformable portion 953 and the front surface 813 become a line contact. Thus, compared to the case where the contact surface 955 and the front surface 813 have surface contact, the contact area between the contact surface 955 and the front surface 813 is smaller, thereby improving the accuracy of the contact position between the contact surface 955 and the front surface 813. Furthermore, this suppresses the deviation of the force received by the deformable portion 953 from the rod portion 812, thus improving the accuracy of the force received by the deformable portion 953 from the rod portion 812. Therefore, the accuracy of the stress on the deformable part 953 is improved, and thus the accuracy of the stroke amount X during deformation of the deformable part 953 is improved, specifically the accuracy of X2, X3, and X4 mentioned above. Consequently, the accuracy of the sensor output Vs corresponding to X2, X3, and X4 is improved.

[0135] Alternatively, as described above, the contact surface 955 can also be hemispherical, curving protruding towards the front surface 813 of the rod. In this case, the contact surface 955 of the deformed portion 953 and the front surface 813 of the rod become a point contact. Therefore, the contact area between the contact surface 955 and the front surface 813 of the rod becomes relatively small. Consequently, similarly to the above, the accuracy of the sensor output Vs corresponding to X2, X3, and X4 respectively is improved.

[0136] [5] The deformable portion 953 includes a recess 956 and a deformable easy portion 957. Through the recess 956, the cross section of the deformable easy portion 957 in the depth direction of the recess 956 is the smallest among the cross sections of the deformable portion 953 in the depth direction of the recess 956. Therefore, when a force is applied to the deformable portion 953, the stress on the deformable easy portion 957 is the largest among the stresses on the deformable portion 953. As a result, the deformable easy portion 957 is easy to become the starting point for the deformation of the deformable portion 953. Therefore, the accuracy of the stroke amount X during the deformation of the deformable portion 953 is improved, and in this case, the accuracy of X2, X3, and X4 is improved. Therefore, the accuracy of the sensor output Vs corresponding to X2, X3, and X4 is improved respectively.

[0137] (Second Implementation)

[0138] In the second embodiment, the shape of the deformable member is different. Therefore, the stroke X when the sensor output Vs is greater than or equal to the first sensor's predetermined value Vs_th1 is different. Aside from these differences, it is the same as the first embodiment.

[0139] like Figure 13 As shown, the deformable member 96 is a compression coil spring. One end of the deformable member 96 is connected to the front side of the housing cylinder 884. The other end of the deformable member 96, in its initial state, is not connected to the rod portion 812 and faces the front surface 813 of the rod. Therefore, the other end of the deformable member 96 does not contact the front surface 813 of the rod in its initial state. Furthermore, the distance in the front-rear direction from the other end of the deformable member 96 to the front surface 813 of the rod in the initial state is longer than the distance in the front-rear direction from the other end of the second elastic member 92 to the front surface 813 of the rod in the initial state. Also, the distance in the front-rear direction from the stop surface 991 to the front surface 813 of the rod in the initial state is longer than the distance in the front-rear direction from the other end of the deformable member 96 to the front surface 813 of the rod in the initial state.

[0140] Furthermore, the deformable member 96 has a helical deformable portion 961. As will be described later, the deformable portion 961 elastically deforms from the lever portion 812 by the force received by the deformable member 96 when the brake pedal 81 is operated. In addition, the elastic modulus of the deformable member 96 is greater than the elastic modulus of the first elastic member 91 and the elastic modulus of the second elastic member 92.

[0141] Next, regarding the operation of the vehicle braking device 80 equipped with the deformable component 96, refer to... Figure 14 The graph showing the relationship between stroke X, reaction force Fr, and sensor output Vs, and... Figure 13 , Figure 15 , Figure 16 Let me explain.

[0142] like Figure 13 As shown, in the initial state before the brake pedal 81 is operated and the stroke X is zero, the lever 812 is subjected to force by the first elastic member 91, similar to the above. As a result, the housing extension 888 contacts the rear surface 814 of the lever. At this time, the housing extension 888 supports the lever 812. Therefore, the lever 812 does not rotate in the initial state. At this time, as... Figure 14 As shown, the sensor output Vs of the stroke sensor 86 is the value of the initial state, i.e., Vs0.

[0143] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than zero and less than X6. At this time, similarly as above, since the stroke X and the sensor output Vs of the stroke sensor 86 are linearly related, the sensor output Vs increases as the stroke X increases.

[0144] At this time, similarly as above, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the rod 812 to the first elastic member 91, thus generating a restoring force Fr of the first elastic member 91 on the rod 812.

[0145] Furthermore, when the stroke X is X6, the front surface 813 of the rod contacts the other end of the second elastic member 92. Moreover, regarding X6, similarly to X1 described above, it is set based on the initial distance from the other end of the second elastic member 92 to the front surface 813 of the rod in the front-rear direction.

[0146] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X6 but less than X7. At this time, similarly to the above, as the stroke X increases, the sensor output Vs increases.

[0147] At this time, similarly as described above, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the lever 812 to the first elastic member 91 and the second elastic member 92. Therefore, a reaction force Fr is generated on the lever 812 by the restoring forces of the first elastic member 91 and the second elastic member 92. Furthermore, here, the elastic modulus of the second elastic member 92 is greater than that of the first elastic member 91. Therefore, the change in the reaction force Fr relative to the stroke X is relatively large when the stroke X is X7 or greater but less than X8. As a result, the force corresponding to the braking force of vehicle 6 is more easily applied to the driver of vehicle 6, thus making driving vehicle 6 easier.

[0148] Furthermore, when the stroke amount X is X7, the lever 812 contacts the deformable member 96. Specifically, the front surface 813 of the lever contacts the other end of the deformable member 96. Moreover, X7 is set based on the distance in the front-rear direction from the other end of the deformable member 96 to the front surface 813 of the lever in the initial state. Additionally, the operating range of the brake pedal 81 when the stroke amount X is X7 or less becomes the normal operating range of the brake pedal 81. And, as explained below, the operating range of the brake pedal 81 when the stroke amount X is greater than X7 becomes the range used for overload detection.

[0149] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X7 and less than X8. At this time, similarly as mentioned above, as the stroke X increases, the sensor output Vs increases.

[0150] At this time, similarly as above, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the rod 812 to the first elastic member 91 and the second elastic member 92, thus generating a reaction force Fr of the restoring force of the first elastic member 91 and the second elastic member 92 on the rod 812.

[0151] In addition, at this time, such as Figure 15 As shown, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the rod 812 to the deformable member 96. As a result, the deformable portion 961 of the deformable member 96 is compressed, thus undergoing elastic deformation. Therefore, a restoring force is generated in the deformable portion 961. This restoring force in the deformable portion 961 generates a reaction force Fr on the rod 812.

[0152] Therefore, at this time, a reaction force Fr is generated on the rod 812 by the restoring force of the first elastic member 91, the second elastic member 92 and the deformable part 961.

[0153] Furthermore, the restoring force of the deformable part 961 is proportional to the amount of deformation of the deformable part 961. Moreover, the amount of deformation of the deformable part 961 is proportional to the stroke X. Therefore, the restoring force of the deformable part 961 is proportional to the stroke X. Thus, the reaction force Fr generated by the deformable part 961 has a linear relationship with the stroke X.

[0154] Here, as described above, the stroke X is linearly related to the reaction force Fr generated by the first elastic member 91 and the second elastic member 92. Therefore, the reaction force Fr on the rod 812 at this time is the superposition of the reaction force Fr generated by the first elastic member 91, the reaction force Fr generated by the second elastic member 92, and the reaction force Fr generated by the deformable part 961, and thus becomes linearly related.

[0155] Therefore, when the stroke amount X is greater than X7 and less than X8, such as Figure 14 As shown, as the stroke X increases, the reaction force Fr on the lever 812 increases. Furthermore, the elastic modulus of the deformable member 96 is greater than that of the first elastic member 91 and the second elastic member 92. Therefore, the change in the reaction force Fr relative to the stroke X when the stroke X is X7 or more but less than X8 is sufficiently greater than the change in the reaction force Fr relative to the stroke X when the stroke X is less than X7. Thus, when the stroke X reaches X7 or more, the driver of the vehicle 6 can feel the brake pedal 81 contacting the deformable member 96.

[0156] Furthermore, when the stroke X is X8, the sensor output Vs becomes the first sensor's predetermined value Vs_th1. At this time, similarly as described above, the force corresponding to the driver's pedal force in vehicle 6 is transmitted from the lever 812 to the first elastic member 91, the second elastic member 92, and the deformable member 96. Therefore, a reaction force Fr is generated on the lever 812 by the first elastic member 91, the second elastic member 92, and the deformable member 96. Thus, the reaction force Fr on the lever 812 at this time is the superposition of the reaction force Fr generated by the first elastic member 91, the reaction force Fr generated by the second elastic member 92, and the reaction force Fr generated by the deformable member 961.

[0157] Furthermore, the brake pedal 81 is operated by the driver of vehicle 6, and the stroke X becomes greater than X8 but less than X9. At this time, similarly to the above, as the stroke X increases, the sensor output Vs increases.

[0158] At this time, similarly as described above, the force corresponding to the pedal force of the driver of vehicle 6 is transmitted from the rod 812 to the first elastic member 91, the second elastic member 92, and the deformable member 96. Therefore, a reaction force Fr is generated on the rod 812 by the first elastic member 91, the second elastic member 92, and the deformable member 96.

[0159] Additionally, when the stroke X is X9, the sensor output Vs becomes the second sensor's specified value Vs_th2. At this time, as... Figure 16As shown, the rod portion 812 contacts the stop member 99. Specifically, the front surface 813 of the rod contacts the stop surface 991. This stops the forward rotation of the rod portion 812. Furthermore, regarding X9, similarly to X5 described above, it is set based on the distance in the front-rear direction from the stop surface 991 to the front surface 813 of the rod in the initial state. Additionally, the distance in the front-rear direction from the stop surface 991 to the front surface 813 of the rod in the initial state is as follows: This distance is longer than the sum of the distance in the front-rear direction from the other end of the deformable member 96 to the front surface 813 of the rod in the initial state and the deformation amount of the deformable portion 961 when the sensor output Vs is the first sensor specified value Vs_th1. Therefore, X9 is greater than X8.

[0160] As described above, the vehicle's braking device 80 operates.

[0161] Similarly, in step S100, the ECU 53 of the vehicle braking system 1 acquires the sensor output Vs corresponding to the travel amount X from the travel sensor 86. Based on this acquired sensor output Vs, the ECU 53 performs either normal control or stop control during braking of the vehicle 6. Specifically, when the sensor output Vs is less than a first sensor predetermined value Vs_th1, the ECU 53 performs the aforementioned normal control in step S120 because the brake pedal 81 is operating normally. When the sensor output Vs is greater than or equal to the first sensor predetermined value Vs_th1, the ECU 53 performs the aforementioned stop control in step S130 because the brake pedal 81 is operating abnormally. This ensures the safety of the vehicle 6.

[0162] Therefore, the second embodiment also achieves the same effect as the first embodiment. Furthermore, in the second embodiment, since the deformable member 96 is a compression coil spring, it is less prone to breakage. Therefore, it achieves the same effect as described in [3] above. Additionally, since the deformable member 96 is a compression coil spring, the contact area between the deformable member 96 and the front surface 813 of the rod is relatively small. Therefore, it achieves the same effect as described in [4] above. Moreover, since the deformable member 96 is a compression coil spring, the deformation amount of the deformable portion 961 is proportional to the stroke amount X, and therefore has a linear relationship with the stroke amount X. Therefore, the accuracy of the stroke amount X during deformation of the deformable portion 961 is relatively high. Therefore, it achieves the same effect as described in [5] above.

[0163] (Third Implementation)

[0164] In the third embodiment, the configuration of the deformable members is different, but otherwise it is the same as in the first embodiment.

[0165] Here, as Figure 17As shown, the deformable member 95 is disposed on the rod portion 812. Furthermore, the deformable member 95 is integral with the rod portion 812. Specifically, the base 951 of the deformable member 95 is connected to the front surface 813 of the rod and extends in the direction along the front surface 813. Similarly, the extension 952 is connected to the upper side of the base 951 and the upper side of the deformable portion 953, extending in the front-rear direction. The deformable portion 953 of the deformable member 95 is connected to the front side of the extension 952 and extends in the vertical direction from the extension 952 towards the front side of the housing cylinder portion 884. The contact portion 954 of the deformable portion 953 protrudes towards the front side of the housing cylinder portion 884, protruding forward. While the deformable member 95 is integral with the rod portion 812, it can also be separate from the rod portion 812.

[0166] In the third embodiment, it also achieves the same effect as in the first embodiment. Furthermore, in the third embodiment, the deformable member 95 is disposed on the rod portion 812, and therefore does not achieve the effect described above [3].

[0167] (Fourth Implementation)

[0168] In the fourth embodiment, the shape of the deformable member is different, but otherwise it is the same as in the first embodiment.

[0169] Here, as Figure 18 and Figure 19 As shown, in addition to the base 951, extension 952, deformable part 953, recess 956 and deformable part 957 described above, the deformable member 95 also has a retaining part 958.

[0170] The retaining part 958 is a leaf spring, connected to the lower side of the base 951 and the lower side of the deformable part 953. Therefore, the deformable part 953 in the retaining part 958 deforms and elastically deforms. Specifically, the retaining part 958 bends under the force transmitted from the deformable part 953.

[0171] Here, as described above, when the stroke amount X is X4, that is, when the sensor output Vs is the first sensor specified value Vs_th1, the deformation part 953 breaks due to the force transmitted from the rod part 812 to the deformation part 953. Specifically, the deformation-prone part 957 is the most easily deformed of the deformation part 953, therefore the deformation-prone part 957 breaks. At this time, as... Figure 20As shown, the retaining portion 958 bends as the deformable portion 953 deforms due to the force transmitted from the rod portion 812 via the deformable portion 953. Here, as described above, the retaining portion 958 is connected to the lower side of the base portion 951 and the lower side of the deformable portion 953. Therefore, even if the deformable portion 957 breaks and the deformable portion 953 detaches from the extension portion 952, the retaining portion 958 retains the deformable portion 953 to prevent it from flying away.

[0172] In the fourth embodiment, it also achieves the same effect as in the first embodiment.

[0173] (Fifth Implementation)

[0174] In the fifth embodiment, the deformable member and the stop member have different shapes, but otherwise they are the same as in the fourth embodiment.

[0175] Here, as Figure 21 and Figure 22 As shown, a stop member 99 is disposed on the deformable member 95. Furthermore, the stop member 99 is integral with the deformable member 95. In this case, the stop member 99 is connected to the base 951 of the deformable member 95, protruding from the base 951 toward the front surface 813 of the rod, and further protruding rearward from the base 951. Additionally, the stop surface 991 of the stop member 99, as described above, faces the front surface 813 of the rod and does not contact it in the initial state. Furthermore, the distance from the stop surface 991 to the front surface 813 in the front-rear direction in the initial state is longer than the distance from the contact surface 955 to the front surface 813 in the front-rear direction in the initial state. Moreover, the stop surface 991 has a semi-cylindrical side profile shape and is curved protruding toward the front surface 813. Furthermore, while the stop member 99 is integral with the deformable member 95, it can also be separate from the deformable member 95.

[0176] In the fifth embodiment, it also achieves the same effect as in the fourth embodiment.

[0177] (Sixth Implementation Method)

[0178] In the sixth embodiment, similarly to the first embodiment, when the stroke amount X is greater than X2 and less than X3, the deformation portion 953 elastically deforms by the force transmitted from the rod portion 812 to the deformation portion 953. Furthermore, here, the deformation member 95 is formed, for example, of a brittle material. Therefore, in the sixth embodiment, as... Figure 23As shown, when the stroke X is X3, the deformable part 953 breaks due to the force transmitted from the rod 812 to the deformable part 953. Furthermore, when the stroke X is greater than X3 but less than X5, the deformable part 953 breaks, and the easily deformable part 957 breaks, thus no reaction force Fr generated by the deformable part 953 is produced. Therefore, at this time, a reaction force Fr is generated on the rod 812 by the restoring force of the first elastic member 91 and the second elastic member 92. Moreover, when the stroke X becomes X4, which is greater than X3 but less than X5, and the deformable part 953 is in a broken state, the sensor output Vs becomes the first sensor predetermined value Vs_th1.

[0179] In the sixth embodiment, it also achieves the same effect as in the first embodiment.

[0180] (Seventh Implementation)

[0181] In the seventh embodiment, such as Figure 24 As shown, when the stroke X is greater than X2 and less than X4, the deformable part 953 elastically deforms by the force transmitted from the rod 812 to the deformable part 953. When the stroke X is X4, the deformable part 953 yields by the force transmitted from the rod 812 to the deformable part 953, that is, it begins plastic deformation. In addition, when the stroke X is greater than or equal to X4 and less than X5, the deformation of the deformable part 953 is a bending accompanied by plastic deformation, so the deformable part 953 generates a reaction force Fr on the rod 812 by the reaction force of the force received from the rod 812. Therefore, at this time, the reaction force Fr on the rod 812 is generated by the restoring force of the first elastic member 91, the restoring force of the second elastic member 92, and the reaction force of the deformable part 953 on the force received from the rod 812 by the deformable part 953. Furthermore, here, when the stroke amount X is X4, during plastic deformation of the deformation section 953, the sensor output Vs becomes the first sensor specified value Vs_th1.

[0182] In the seventh embodiment, it also achieves the same effect as in the first embodiment.

[0183] (Eighth Implementation Method)

[0184] In the eighth embodiment, similarly to the first embodiment, the deformable portion 953 deforms relative to the stroke amount X, thus the reaction force Fr and the sensor output Vs change relative to the stroke amount X. Specifically, when the stroke amount X is X3, the deformable portion 953 yields due to the force transmitted from the rod portion 812 to the deformable portion 953, i.e., plastic deformation begins. At this time, a reaction force Fr is generated on the rod portion 812 by the restoring force of the first elastic member 91, the restoring force of the second elastic member 92, and the reaction force of the deformable portion 953 on the force received by the deformable portion 953 from the rod portion 812. Furthermore, when the stroke amount X is X4, the deformable portion 953 breaks due to the force transmitted from the rod portion 812 to the deformable portion 953. And, when the stroke amount X is X5, the rod portion 812 contacts the stop member 99, thereby stopping the forward rotation of the rod portion 812.

[0185] Furthermore, in the eighth embodiment, such as Figure 25 As shown, when the stroke amount X is greater than X4 and less than X5, the sensor output Vs, which is the damage to the deformed part 953, becomes the first sensor specified value Vs_th1.

[0186] In the eighth embodiment, the same effect as in the first embodiment is achieved. Also as in the eighth embodiment, the sensor output Vs when the stroke amount X is greater than X4 and less than X5 can become the first sensor predetermined value Vs_th1.

[0187] (Ninth Implementation)

[0188] In the ninth embodiment, similar to the first embodiment, the deformation portion 953 deforms relative to the stroke amount X, and therefore the reaction force Fr and the sensor output Vs change relative to the stroke amount X.

[0189] Furthermore, in the ninth embodiment, such as Figure 26 As shown, when the stroke amount X is greater than or equal to X3 and less than X4, the sensor output Vs during plastic deformation of the deformation part 953 becomes the first sensor specified value Vs_th1.

[0190] In the ninth embodiment, the same effect as in the first embodiment is achieved. Alternatively, as in the ninth embodiment, the sensor output Vs when the stroke amount X is more than X3 but less than X4 becomes the first sensor specified value Vs_th1.

[0191] (Tenth Implementation)

[0192] In the tenth embodiment, similar to the first embodiment, the deformation portion 953 deforms relative to the stroke amount X, and therefore the reaction force Fr and the sensor output Vs change relative to the stroke amount X.

[0193] Furthermore, in the tenth embodiment, such as Figure 27 As shown, when the stroke amount X is greater than X2 and less than X3, the sensor output Vs, which is the elastic deformation of the deformation part 953, becomes the first sensor specified value Vs_th1.

[0194] In the tenth embodiment, the same effect as in the first embodiment is achieved. Also as in the tenth embodiment, the sensor output Vs when the stroke amount X is greater than X2 and less than X3 can become the first sensor predetermined value Vs_th1.

[0195] (Other implementation methods)

[0196] This disclosure is not limited to the above-described embodiments, and the embodiments can be appropriately modified. For example, the above embodiments can also be appropriately combined. In addition, it is self-evident that, except for those specifically stated as necessary or those obviously considered necessary in principle, the elements constituting the embodiments are not necessarily essential.

[0197] The control unit and methods described in this disclosure can also be implemented using a special-purpose computer provided by means of a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit and methods described in this disclosure can also be implemented using a special-purpose computer provided by means of a processor composed of one or more dedicated hardware logic circuits. Alternatively, the control unit and methods described in this disclosure can also be implemented using one or more special-purpose computers configured by means of a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. Furthermore, the computer program can also be stored as instructions executable by the computer in a computer-readable non-transitory tangible recording medium.

[0198] (1) In the above embodiment, the vehicle braking device 80 includes a stroke sensor 86. In contrast, the number of stroke sensors 86 is not limited to one, and may be two or more.

[0199] (2) In the above embodiment, the first elastic member 91 and the second elastic member 92 are compression coil springs. However, the first elastic member 91 and the second elastic member 92 are not limited to compression coil springs. Furthermore, the deformable member 95 and the stop member 99 are disposed on the front side of the housing cylinder portion 884. In contrast, the first elastic member 91, the second elastic member 92, the deformable member 95, and the stop member 99 are not limited to being disposed on the front side of the housing cylinder portion 884.

[0200] For example, such as Figure 28As shown, the first elastic member 91 can also be a tension spring, and can be connected to the rear side of the housing cylinder 884 and the rear surface 814 of the rod. Additionally, the second elastic member 92 can also be a tension spring. In this case, one end of the second elastic member 92 is connected to the rear side of the housing cylinder 884, for example. The other end of the second elastic member 92 is connected to the second elastic member contact portion 921. The second elastic member contact portion 921 is fixed to the housing cylinder 884 and contacts the front surface 813 of the rod when the brake pedal 81 is operated. Thus, the second elastic member contact portion 921 receives a force from the rod portion 812. The second elastic member 92 is stretched by the force received by the second elastic member contact portion 921, thereby generating a restoring force in the second elastic member 92. Furthermore, the deformable member 95 is formed in a U-shape. The base 951 of the deformable member 95 is connected to the rear side of the housing cylinder 884 and extends in the front-rear direction. Furthermore, the deformable portion 953 of the deformable member 95 is connected to the base 951 and extends in the left-right direction relative to the front of the vehicle 6. A recess 956 is formed on the side of the deformable portion 953 opposite to the contact surface 955. This recess 956 forms a deformation-easy portion 957. Additionally, the stop member 99 is formed in a U-shape and connected to the rear side of the housing cylinder portion 884. This configuration achieves the same effect as the first embodiment. Alternatively, this configuration can be combined with the first embodiment.

[0201] (3) In the above embodiment, the reaction force generating unit 90 has one first elastic member 91 and one second elastic member 92. Conversely, the number of first elastic members 91 is not limited to one, and can be multiple. Similarly, the number of second elastic members 92 is not limited to one, and can be multiple. Furthermore, the reaction force generating unit 90 may also have a damper. This damper may be, for example, a viscous fluid such as oil or air. Through this viscous fluid, a reaction force Fr is generated corresponding to the change in stroke X per unit time, i.e., the stroke change ΔX.

[0202] (4) In the above embodiment, the recess 956 is a V-shaped groove. In contrast, the recess 956 is not limited to a V-shaped groove, and may also be a U-shaped groove or a step, etc.

[0203] (5) In the above embodiment, as the stroke amount X increases, the sensor output Vs of the stroke sensor 86 increases. In contrast, it is not limited to the sensor output Vs of the stroke sensor 86 increasing as the stroke amount X increases. For example, it is also possible that the sensor output Vs of the stroke sensor 86 decreases as the stroke amount X increases.

[0204] In this case, when the deformable part 953 deforms, for example in the first embodiment, when the stroke amount X is X4 or more, the stroke sensor 86 will output a sensor output Vs to the ECU 53 with a first sensor specified value Vs_th1 or less.

[0205] Furthermore, when the stroke X is greater than X4 (X5), the lever 812 contacts the stop 99, thereby stopping the forward rotation of the lever 812. At this time, as the stroke X increases, the sensor output Vs of the stroke sensor 86 decreases. Therefore, the sensor output Vs when the stroke X is X5 is less than the sensor output Vs when the stroke X is X4. Consequently, in this case, the sensor output Vs when the stroke X is X5, i.e., the second sensor specified value Vs_th2, is less than the sensor output Vs when the stroke X is X4, i.e., the first sensor specified value Vs_th1.

[0206] Furthermore, in this situation, when the sensor output Vs is greater than the first sensor specified value Vs_th1, the ECU 53 performs the aforementioned normal control in step S120 because the brake pedal 81 operates normally. When the sensor output Vs is less than the first sensor specified value Vs_th1, the ECU 53 performs the aforementioned stop control in step S130 because the brake pedal 81 operates abnormally. This ensures the safety of the vehicle 6.

Claims

1. A braking device for a vehicle, characterized in that, have: A brake pedal having a pedal portion and a lever portion that is operated by the pedal portion and rotates about a rotation axis. The housing supports the rod in a rotatable manner; The reaction force generating part receives a force from the lever when the brake pedal is operated, thereby generating a reaction force on the lever according to the amount of travel of the brake pedal; A deformable member having a deformable portion, wherein when the brake pedal is operated in a state where the reaction force generated by the reaction force generating portion is generated, the deformable portion deforms by the force received from the lever portion; A stroke sensor outputs a signal corresponding to the stroke amount; as well as The determination unit determines that the brake pedal is malfunctioning when the output from the stroke sensor is greater than or equal to the value of the stroke sensor output when the deformation part is deformed.

2. The vehicle braking device according to claim 1, characterized in that, The deformable portion breaks due to the force it receives from the lever when the brake pedal is operated. When the deformed part is damaged, the determination unit determines that the brake pedal is malfunctioning.

3. The vehicle braking device according to claim 1, characterized in that, The deformable portion undergoes plastic deformation due to the force it receives from the lever portion when the brake pedal is operated. When the deformable part undergoes plastic deformation, the determination unit determines that the brake pedal is malfunctioning.

4. The vehicle braking device according to claim 1, characterized in that, The deformable portion elastically deforms due to the force it receives from the lever when the brake pedal is operated. When the deformable part elastically deforms, the determination unit determines that the operation of the brake pedal is abnormal.

5. The vehicle braking device according to any one of claims 1 to 4, characterized in that, It also includes a stop member that, when the stroke amount is greater than the stroke amount when the deformable part deforms, stops the rotation of the rod by contacting the rod.

6. The vehicle braking device according to claim 5, characterized in that, The stop is disposed on the housing.

7. The vehicle braking device according to claim 5, characterized in that, The stop is disposed on the deformable member.

8. The vehicle braking device according to any one of claims 1 to 4, characterized in that, The deformable member is disposed on the housing.

9. The vehicle braking device according to any one of claims 1 to 4, characterized in that, The deformable portion includes a contact surface that contacts the lever portion when the brake pedal is operated. The contact surface is bent in a protruding manner toward the rod portion.

Images