Brake device for vehicle

Abstract

To provide a brake device for a vehicle that improves the accuracy of reaction force against a brake pedal.SOLUTION: A brake device 80 for a vehicle comprises: a brake pedal 81 having a pedal part 811, and a lever part 812 which rotates around a rotation axis O by operation of the pedal part 811; a housing 88 which rotatably supports the lever part 812; a reaction force generation part 90 which generates reaction force against the lever part 812 depending on a stroke amount X of the brake pedal 81; and a stopper 95 which locks the lever part 811 so that the lever part 811 does not rotate in a reverse direction to a rotation direction during operation of the pedal part 811 when contacting the lever part 812. The reaction force generation part has an elastic member 921 for first series and an elastic member 922 for second series, the elastic member for first series and the elastic member for second series are connected in series, and an elastic modulus of the stopper is larger than an elastic modulus of the elastic member for first series and the elastic member for second series.SELECTED DRAWING: Figure 23

Description

[Technical field]

[0001] The present disclosure relates to a vehicle braking system. [Background technology]

[0002] 2. Description of the Related Art As described in Patent Document 1, a vehicle brake device is known that includes a brake pedal and a spring connected to the brake pedal and to a vehicle body. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2001-239925 A Summary of the Invention [Problem to be solved by the invention]

[0004] According to the inventors' study, in the configuration of Patent Document 1, when the spring is attached to the brake pedal and the vehicle body, there is no reference for the position to attach the spring, so the position of the spring is likely to vary. Therefore, when the driver of the vehicle presses the brake pedal, the reaction force from the spring to the brake pedal is likely to vary, and the accuracy of this reaction force is reduced.

[0005] An object of the present disclosure is to provide a vehicle brake device that improves the accuracy of reaction force applied to a brake pedal. [Means for solving the problem]

[0006] The invention described in claim 1 is a vehicle brake device, comprising: a brake pedal (81) having a pedal portion (811) and a lever portion (812) that rotates about a rotation axis (O) when the pedal portion is operated; a housing (88) that rotatably supports the lever portion; a reaction force generating portion (90) that generates a reaction force (Fr) against the lever portion in accordance with a stroke amount (X) of the brake pedal; and a brake lever engaging portion (81) that engages the lever portion so that the lever portion does not rotate in a direction opposite to the direction of rotation when the pedal portion is operated. and a stopper (95), the reaction force generating portion has a first series elastic member (921) and a second series elastic member (922) that deform in accordance with the stroke amount, the first series elastic member is connected to the housing and the second series elastic member, the second series elastic member is connected to the lever portion and the first series elastic member, the first series elastic member and the second series elastic member are connected in series, and the elastic modulus of the stopper is greater than the elastic modulus of the first series elastic member and the second series elastic member.

[0007] This allows a reference position for the brake pedal to be set, improving the accuracy of the reaction force against the brake pedal.

[0008] The reference symbols in parentheses attached to each component indicate an example of the correspondence between the component and specific components described in the embodiments described below. [Brief description of the drawings]

[0009] [Figure 1] 1 is a configuration diagram of a vehicle brake system according to a first embodiment. [Diagram 2] FIG. 4 is a diagram showing the configuration of a second actuator. [Diagram 3] FIG. [Figure 4] FIG. 4 is a relationship diagram between stroke amount and sensor output. [Diagram 5] FIG. 2 is a diagram showing the vehicle brake device when installed on a vehicle. [Figure 6] A diagram showing the relationship between stroke amount and reaction force. [Figure 7] 1 is a cross-sectional view of a vehicle brake device when a brake pedal is depressed; [Figure 8] FIG. 4 is a cross-sectional view of a vehicle brake device according to a comparative example. [Figure 9] FIG. 11 is a graph showing the relationship between stroke amount and acting force in a comparative example. [Figure 10] FIG. 11 is a graph showing the relationship between stroke amount and acting force in a comparative example. [Figure 11] FIG. 5 is a cross-sectional view of a vehicle brake device according to a second embodiment. [Figure 12] A diagram showing the relationship between stroke amount and reaction force. [Figure 13] FIG. 11 is a cross-sectional view of a vehicle brake device according to a third embodiment. [Figure 14] A diagram showing the relationship between stroke amount and reaction force. [Figure 15] FIG. 11 is a cross-sectional view of a vehicle brake device according to a fourth embodiment. [Figure 16] A diagram showing the relationship between stroke amount and reaction force. [Figure 17] FIG. 13 is a cross-sectional view of a vehicle brake device according to a fifth embodiment. [Figure 18] A diagram showing the relationship between stroke amount and reaction force. [Figure 19] FIG. 13 is a cross-sectional view of a vehicle brake device according to a sixth embodiment. [Figure 20] A diagram showing the relationship between stroke amount and reaction force. [Figure 21] FIG. 13 is a cross-sectional view of a vehicle brake device according to a seventh embodiment. [Figure 22] FIG. 13 is a cross-sectional view of a vehicle brake device according to an eighth embodiment. [Figure 23] FIG. 13 is a cross-sectional view of a vehicle brake device according to a ninth embodiment. [Figure 24] FIG. 23 is a cross-sectional view of a vehicle brake device according to a tenth embodiment. [Diagram 25] FIG. 23 is a cross-sectional view of a vehicle brake device according to an eleventh embodiment. [Figure 26] FIG. 23 is a cross-sectional view of a vehicle brake device according to a twelfth embodiment. [Figure 27] FIG. 23 is a cross-sectional view of a vehicle brake device according to a thirteenth embodiment. [Figure 28] FIG. 23 is a cross-sectional view of a vehicle brake device according to a fourteenth embodiment. [Figure 29] FIG. 23 is a cross-sectional view of a vehicle brake device according to a fifteenth embodiment. [Diagram 30] FIG. 23 is a cross-sectional view of a vehicle brake device according to a sixteenth embodiment. [Diagram 31] FIG. 23 is a cross-sectional view of a vehicle brake device according to a seventeenth embodiment. [Diagram 32] FIG. 23 is a cross-sectional view of a vehicle brake device according to an eighteenth embodiment. [Diagram 33] FIG. 23 is a cross-sectional view of a vehicle brake device according to a nineteenth embodiment. [Diagram 34] FIG. 20 is a cross-sectional view of a vehicle brake device according to a twentieth embodiment. [Diagram 35] FIG. 21 is a cross-sectional view of a vehicle brake device according to a twenty-first embodiment. [Diagram 36] FIG. 11 is a diagram showing the relationship between stroke change amount and reaction force. [Figure 37] FIG. 22 is a cross-sectional view of a vehicle brake device according to a twenty-second embodiment. [Figure 38] FIG. 23 is a cross-sectional view of a vehicle brake device according to a twenty-third embodiment. [Figure 39] FIG. 24 is a cross-sectional view of a vehicle brake device according to a twenty-fourth embodiment. [Diagram 40] FIG. 25 is a cross-sectional view of a vehicle brake device according to a twenty-fifth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals, and the description thereof will be omitted.

[0011] (First embodiment) A vehicle brake device 80 of the first embodiment is used in a vehicle brake system 1 that controls a left front wheel FL, a right front wheel FR, a left rear wheel RL, and a right rear wheel RR, which are the wheels of a vehicle 6. First, this vehicle brake system 1 will be described.

[0012] 1, the vehicle brake system 1 includes a left front wheel cylinder, a right front wheel cylinder, a left rear wheel cylinder, and a right rear wheel cylinder. The vehicle brake system 1 also includes a first actuator 10, a power source 40, a first ECU 51, a second actuator 20, a second ECU 52, and a vehicle brake device 80. For convenience, the wheel cylinder will be referred to as W / C below. Also, ECU is an abbreviation for Electronic Control Unit.

[0013] The W / C2 for the left front wheel is disposed on the left front wheel FL. The W / C3 for the right front wheel is disposed on the right front wheel FR. The W / C4 for the left rear wheel is disposed on the left rear wheel RL. The W / C5 for the right rear wheel is disposed on the right rear wheel RR. The W / C2 for the left front wheel, the W / C3 for the right front wheel, the W / C4 for the left rear wheel, and the W / C5 for the right rear wheel are each connected to a brake pad (not shown) of the vehicle 6.

[0014] The first actuator 10 generates brake fluid pressure. Moreover, the first actuator 10 increases the brake fluid pressure, thereby increasing the brake fluid pressure of each of 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. Specifically, the first actuator 10 has a reservoir 11, a first pump 12, a first actuator motor 13, and a first pressure sensor 14.

[0015] The reservoir 11 stores brake fluid such as oil and supplies the brake fluid to the first pump 12 .

[0016] The first pump 12 is driven by the first actuator motor 13. This causes the first pump 12 to increase the pressure of the brake fluid from the reservoir 11. The brake fluid with increased fluid pressure flows from the first actuator 10 to the second actuator 20.

[0017] The first pressure sensor 14 outputs a signal corresponding to the hydraulic pressure of the brake fluid flowing to the second actuator 20 to a first ECU 51, which will be described later.

[0018] The power supply 40 supplies power to the first ECU 51 and the second ECU 52 .

[0019] The first ECU 51 controls the first actuator 10 by controlling the first actuator motor 13. Specifically, the first ECU 51 has a first microcomputer 61 and a first drive circuit 71.

[0020] The first microcomputer 61 includes a CPU, non-volatile memory such as a ROM and a flash memory, a volatile memory such as a RAM, and an interface for communicating with the second microcomputer 62 and a sensor, and controls the first drive circuit 71. In this way, the first microcomputer 61 controls the first actuator 10.

[0021] The first drive circuit 71 includes, for example, a switching element and the like, and drives the first actuator 10 by supplying power to the first actuator motor 13 based on a signal from the first microcomputer 61 .

[0022] The second actuator 20 corresponds to a second hydraulic pressure generating section and generates brake hydraulic pressure. The second actuator 20 controls the brake hydraulic pressures of 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 based on a signal from a second ECU 52 described later. For example, the second actuator 20 has a first piping system 21, a second piping system 26, and a second actuator motor 30, as shown in FIG. 2.

[0023] The first piping system 21 controls the brake fluid pressure of the left front wheel W / C 2 and the right front wheel W / C 3. Specifically, the first piping system 21 includes a first main line 211, a first differential pressure control valve 212, a second pressure sensor 213, a first branch line 214, a first pressure increase control valve 215, and a first pressure decrease control valve 216. The first piping system 21 also includes a second branch line 217, a second pressure increase control valve 218, a second pressure decrease control valve 219, a first pressure decrease line 220, a first pressure regulating reservoir 221, a first auxiliary line 222, a first return line 223, and a second pump 224.

[0024] The first main line 211 is connected to the first actuator 10 and transmits the brake fluid pressure from the first actuator 10 to the first differential pressure control valve 212 .

[0025] The first differential pressure control valve 212 controls the differential pressure between the upstream side and downstream side of the first main line 211 in response to a signal from the second ECU 52, which will be described later. For example, when the brake fluid pressure on the left front wheel W / C2 and right front wheel W / C3 sides is higher than the brake fluid pressure on the first actuator 10 side by a predetermined amount or more, the first differential pressure control valve 212 allows the flow of brake fluid from the left front wheel W / C2 and right front wheel W / C3 sides to the first actuator 10 side. This keeps the brake fluid pressure on the left front wheel W / C2 and right front wheel W / C3 sides from being higher than the brake fluid pressure on the first actuator 10 side by a predetermined amount or more.

[0026] The second pressure sensor 213 outputs a signal corresponding to the brake fluid pressure downstream of the first differential pressure control valve 212 to the second ECU 52, which will be described later.

[0027] The first branch line 214 guides the brake fluid from the first differential pressure control valve 212 to a first pressure increase control valve 215 .

[0028] The first pressure-buildup control valve 215 is a normally open two-position solenoid valve that can be controlled between a connected state and a cut-off state. Specifically, when a solenoid coil (not shown) of the first pressure-buildup control valve 215 is in a non-energized state, the first pressure-buildup control valve 215 is in a connected state to allow the flow of brake fluid to the left front wheel W / C 2 and the first pressure-reduction control valve 216. When a solenoid coil (not shown) of the first pressure-buildup control valve 215 is in an energized state, the first pressure-buildup control valve 215 is in a cut-off state to cut off the flow of brake fluid to the left front wheel W / C 2 and the first pressure-reduction control valve 216.

[0029] The first pressure reduction control valve 216 is a normally closed two-position solenoid valve capable of controlling a shutoff state and a communication state. Specifically, when a solenoid coil (not shown) of the first pressure reduction control valve 216 is in a non-energized state, the first pressure reduction control valve 216 is in a shutoff state to shut off the flow of brake fluid to a first pressure reduction line 220 (described later). When a solenoid coil (not shown) of the first pressure reduction control valve 216 is in an energized state, the first pressure reduction control valve 216 is in a communication state to allow the flow of brake fluid to the first pressure reduction line 220 (described later).

[0030] The second branch line 217 guides the brake fluid from the first differential pressure control valve 212 to a second pressure increase control valve 218 .

[0031] The second pressure-buildup control valve 218 is a normally open two-position solenoid valve, similar to the first pressure-buildup control valve 215. Specifically, when a solenoid coil (not shown) of the second pressure-buildup control valve 218 is in a non-energized state, the second pressure-buildup control valve 218 is in a connected state, thereby allowing the flow of brake fluid to the right front wheel W / C 3 and the second pressure-reduction control valve 219. On the other hand, when a solenoid coil (not shown) of the second pressure-buildup control valve 218 is in an energized state, the second pressure-buildup control valve 218 is in a cut-off state, thereby cutting off the flow of brake fluid to the right front wheel W / C 3 and the second pressure-reduction control valve 219.

[0032] The second pressure reduction control valve 219 is a normally closed type two-position solenoid valve, similar to the second pressure reduction control valve 219. Specifically, when a solenoid coil (not shown) of the second pressure reduction control valve 219 is in a non-energized state, the second pressure reduction control valve 219 is in a blocked state to block the flow of brake fluid to a first pressure reduction line 220 (described later). When a solenoid coil (not shown) of the second pressure reduction control valve 219 is in a conductive state, the second pressure reduction control valve 219 is in a connected state to allow the flow of brake fluid to the first pressure reduction line 220 (described later).

[0033] The first pressure reducing line 220 guides the brake fluid from the first pressure reducing control valve 216 and the second pressure reducing control valve 219 to a first pressure regulating reservoir 221 .

[0034] The first auxiliary line 222 branches off from the first main line 211 and guides the brake fluid from the first actuator 10 to the first pressure regulating reservoir 221 .

[0035] The first pressure regulating reservoir 221 stores the brake fluid that flows from the first pressure reduction control valve 216 and the second pressure reduction control valve 219 via a first pressure reduction line 220. The first pressure regulating reservoir 221 also stores the brake fluid that flows from the first actuator 10 via a first auxiliary line 222. Furthermore, the first pressure regulating reservoir 221 adjusts the flow rate of the stored brake fluid when the brake fluid is sucked by a second pump 224 described below.

[0036] The first return line 223 is connected between the first differential pressure control valve 212 and the first and second pressure increase control valves 215 and 218. In addition, the first return line 223 is connected to a second pump 224.

[0037] The second pump 224 is connected to the first pressure reducing line 220, and is driven by the second actuator motor 30 corresponding to the second motor. This allows the second pump 224 to draw in the brake fluid stored in the first pressure regulating reservoir 221. The drawn in brake fluid flows through the first return line 223 between the first differential pressure control valve 212 and the first and second pressure increase control valves 215 and 218. This increases the brake fluid pressure in each of the left front wheel W / C 2 and the right front wheel W / C 3.

[0038] The second piping system 26 controls the brake fluid pressure of the left rear wheel W / C 4 and the right rear wheel W / C 5. Specifically, the second piping system 26 includes a second main line 261, a second differential pressure control valve 262, a third pressure sensor 263, a third branch line 264, a third pressure increase control valve 265, and a third pressure decrease control valve 266. The second piping system 26 also includes a fourth branch line 267, a fourth pressure increase control valve 268, a fourth pressure decrease control valve 269, a second pressure decrease line 270, a second pressure regulating reservoir 271, a second auxiliary line 272, a second return line 273, and a third pump 274.

[0039] Here, the second piping system 26 is configured in the same manner as the first piping system 21. Therefore, the above-mentioned W / C2 for the left front wheel is replaced with the W / C5 for the right rear wheel. Also, the above-mentioned W / C3 for the right front wheel is replaced with the W / C4 for the left rear wheel. Furthermore, the second main line 261 corresponds to the first main line 211. The second differential pressure control valve 262 corresponds to the first differential pressure control valve 212. The third pressure sensor 263 corresponds to the second pressure sensor 213. The third branch line 264 corresponds to the first branch line 214. The third pressure increase control valve 265 corresponds to the first pressure increase control valve 215. The third pressure reduction control valve 266 corresponds to the first pressure reduction control valve 216. The fourth branch line 267 corresponds to the second branch line 217. The fourth pressure increase control valve 268 corresponds to the second pressure increase control valve 218. The fourth pressure reduction control valve 269 corresponds to the second pressure reduction control valve 219. The second pressure reduction line 270 corresponds to the first pressure reduction line 220. The second pressure adjustment reservoir 271 corresponds to the first pressure adjustment reservoir 221. The second auxiliary line 272 corresponds to the first auxiliary line 222. The second return line 273 corresponds to the first return line 223. The third pump 274 corresponds to the second pump 224.

[0040] The second ECU 52 controls the second actuator 20 by controlling the valves of the second actuator 20, the second actuator motor 30, etc.

[0041] The second microcomputer 62 includes a CPU, non-volatile memory such as a ROM and a flash memory, a volatile memory such as a RAM, and an interface for communicating with the first microcomputer 61 and a sensor, and controls the second drive circuit 72. In this way, the second microcomputer 62 controls the second actuator 20.

[0042] The second drive circuit 72 includes, for example, switching elements and the like, and drives the second actuator 20 by supplying power to each valve of the second actuator 20 and the second actuator motor 30 based on a signal from the second microcomputer 62.

[0043] 1 and 3, the vehicle braking device 80 includes a brake pedal 81, a sensor power supply wiring 82, a sensor ground wiring 83, a first sensor output wiring 841, and a second sensor output wiring 842. The vehicle braking device 80 includes a stroke sensor 86, a housing 88, a reaction force generating unit 90, and a stopper 95.

[0044] The brake pedal 81 is operated by being stepped on by the driver of the vehicle 6. Specifically, the brake pedal 81 has a pedal portion 811 and a lever portion 812. The pedal portion 811 is stepped on by the driver of the vehicle 6. The lever portion 812 is connected to the pedal portion 811, and rotates about a rotation axis O when the pedal portion 811 is stepped on by the driver of the vehicle 6.

[0045] 1, the sensor power supply wiring 82 is connected to the first ECU 51 and a stroke sensor 86, which will be described later. As a result, power from the power supply 40 is supplied to the stroke sensor 86 via the first ECU 51 and the sensor power supply wiring 82. Note that the sensor power supply wiring 82 may also be connected to the second ECU 52 and a stroke sensor 86, which will be described later. As a result, power from the power supply 40 is supplied to the stroke sensor 86 via the second ECU 52 and the sensor power supply wiring 82.

[0046] The sensor ground wiring 83 is connected to the first ECU 51 and a stroke sensor 86, which will be described later. The sensor ground wiring 83 may be connected to the second ECU 52 and a stroke sensor 86, which will be described later.

[0047] The first sensor output wiring 841 is connected to the first ECU 51 and the stroke sensor 86 .

[0048] The second sensor output wiring 842 is connected to the second ECU 52 and the stroke sensor 86 .

[0049] As shown in FIG. 3, the stroke sensor 86 is disposed, for example, next to the rotation axis O of the lever portion 812. As shown in FIG. 1 and FIG. 4, the stroke sensor 86 outputs a signal corresponding to a stroke amount X, which is an operation amount of the brake pedal 81 by the pedal force of the driver of the vehicle 6, to the first ECU 51 via the first sensor output wiring 841. Furthermore, the stroke sensor 86 outputs a signal corresponding to the stroke amount X of the brake pedal 81 to the second ECU 52 via the second sensor output wiring 842. Here, the stroke amount X is, for example, a translational movement amount of the pedal portion 811 toward the front of the vehicle 6. Furthermore, as shown in FIG. 4, the stroke amount X and the sensor output Vs of the stroke sensor 86 are adjusted to have a linear relationship. Note that, here, the sensor output Vs is displayed, for example, by a voltage. The stroke sensor 86 may also output a signal corresponding to a rotation angle θ of the lever portion 812 about the rotation axis O to the first ECU 51 via the first sensor output wiring 841. Furthermore, the stroke sensor 86 may output a signal corresponding to the rotation angle θ of the brake pedal 81 to the second ECU 52 via a second sensor output wiring 842. The relationship between the rotation angle θ and the signal of the stroke sensor 86 is adjusted to be linear, similar to the relationship between the stroke amount X and the sensor output Vs.

[0050] 3 and 5, the housing 88 is attached to a dash panel 9 which is a partition wall separating the vehicle interior 8 from the vehicle compartment exterior 7 such as an engine room of the vehicle 6. The dash panel 9 is also called a bulkhead. In addition to the engine of the vehicle 6, the battery, an air conditioning device, and the like of the vehicle 6 are also arranged in the vehicle interior exterior 7.

[0051] 3, the housing 88 is formed in a cylindrical shape with a bottom, and has a first attachment portion 881, a second attachment portion 882, a housing bottom portion 883, and a housing cylindrical portion 884. Here, for convenience of explanation, the upper side with respect to the front of the vehicle 6 will be simply referred to as the upper side, and the lower side with respect to the front of the vehicle 6 will be simply referred to as the lower side.

[0052] The first mounting portion 881 is connected to a housing bottom portion 883, which will be described later, and extends upward from the housing bottom portion 883. The first mounting portion 881 also includes a first mounting hole 885. The first mounting portion 881 is attached to the dash panel 9 by inserting a bolt 887 into the first mounting hole 885 and a first hole 901 in the dash panel 9. Note that here, the bolt 887 is inserted so as not to penetrate the dash panel 9.

[0053] The second mounting portion 882 is connected to a housing tubular portion 884 described below, and extends downward from the housing tubular portion 884. The second mounting portion 882 also includes a second mounting hole 886. A bolt 887 is inserted into this second mounting hole 886 and a second hole 902 in the dash panel 9, whereby the second mounting portion 882 is attached to the dash panel 9.

[0054] The housing bottom 883 supports a part of the lever portion 812 so that the lever portion 812 is rotatable around the rotation axis O, and also supports the stroke sensor 86.

[0055] The housing tubular portion 884 is tubular, connected to the housing bottom portion 883, and extends downward from the housing bottom portion 883. The housing tubular portion 884 also houses a part of the lever portion 812 therein.

[0056] The reaction force generating portion 90 is connected to the housing cylindrical portion 884 and the lever portion 812, and generates a reaction force Fr against the lever portion 812 in accordance with the stroke amount X. Specifically, the reaction force generating portion 90 has an elastic member 91.

[0057] The elastic member 91 is, for example, an equal-interval pitch spring. The elastic member 91 is connected to the front side of the housing tubular portion 884 and the front surface 813 of the lever portion 812. Therefore, when the brake pedal 81 is operated by the pedaling force of the driver of the vehicle 6, a force corresponding to the pedaling force is transmitted from the lever portion 812 to the elastic member 91. As a result, the elastic member 91 is elastically deformed, in this case, contracted, and a restoring force is generated. This restoring force generates a reaction force Fr against the lever portion 812. The restoring force of the elastic member 91 is proportional to the deformation amount of the elastic member 91. Furthermore, the deformation amount of the elastic member 91 is proportional to the stroke amount X. Therefore, the stroke amount X and the reaction force Fr are linearly related as shown in FIG. 6. Here, the rotation angle θ is also adjusted to be linearly related to the reaction force Fr.

[0058] As shown in FIG. 3, the stopper 95 is connected to the rear side of the housing tube portion 884. The stopper 95 contacts the rear surface 814 of the lever portion 812. The stopper 95 is made of, for example, resin or metal, and the elastic modulus of the stopper 95 is much larger than that of the elastic member 91. For this reason, the stopper 95 is designed not to be deformed by the force from the elastic member 91. When the stopper 95 contacts the lever portion 812, the stopper 95 locks the lever portion 812 so that the lever portion 812 of the brake pedal 81 does not rotate in the opposite direction to the rotation direction when the pedal portion 811 of the brake pedal 81 is stepped on. In this case, the stopper 95 is located on a straight line passing through the elastic member 91 and extending in the direction of expansion and contraction of the elastic member 91 so that the stopper 95 can easily lock the lever portion 812.

[0059] The vehicle brake system 1 is configured as described above.

[0060] Next, the operation of the vehicle brake system 1 will be described.

[0061] In the initial state, as shown in FIG. 3, the lever portion 812 is locked by the stopper 95. Then, for example, as shown in FIG. 7, when the pedal portion 811 is stepped on by the driver of the vehicle 6, the lever portion 812 rotates about the rotation axis O. As a result, the stroke amount X increases, and the sensor output Vs increases. At this time, in order to decelerate the vehicle 6, the first microcomputer 61 outputs a signal to the first drive circuit 71 to drive the first actuator 10 so that the first hydraulic pressure P1, which is the hydraulic pressure of the brake fluid flowing from the first actuator 10 to the second actuator 20, increases. The first drive circuit 71 drives the first actuator motor 13 based on the signal from the first microcomputer 61. At this time, the rotation speed of the first actuator motor 13 increases. As a result, the first pump 12 increases the pressure of the brake fluid from the reservoir 11. As a result, the first hydraulic pressure P1 increases. The brake fluid having the relatively large first hydraulic pressure P1 flows from the first actuator 10 to the second actuator 20.

[0062] Furthermore, when the stroke amount X increases, the elastic member 91 contracts because it is connected to the front side of the housing tubular portion 884 and the lever portion 812. This generates a reaction force Fr associated with the restoring force of the elastic member 91. Here, the deformation amount of the elastic member 91 is represented as Xr. Also, the elastic modulus of the elastic member 91 is represented as Kr. At this time, the reaction force Fr is expressed by the following relational expression (1).

[0063]

number

[0064] When the foot of the driver of the vehicle 6 is released from the pedal portion 811 by this reaction force Fr, the brake pedal 81 returns to its initial position. In addition, in Fig. 7, the position of the brake pedal 81 in the initial state is indicated by a two-dot chain line. In addition, since the stroke amount X is the translational movement amount of the pedal portion 811 toward the front of the vehicle 6, the direction of the reaction force Fr is rearward.

[0065] Furthermore, when the pedal unit 811 is stepped on by the driver of the vehicle 6, the second microcomputer 62 performs normal control, ABS control, VSC control, and the like.

[0066] For example, the second microcomputer 62 controls the second drive circuit 72 to decelerate the vehicle 6 in normal control, which is a brake control by operating the brake pedal 81 of the vehicle 6 by the driver. As a result, the second drive circuit 72 de-energizes the solenoid coil of the pressure increase control valve of the second actuator 20, thereby causing the pressure increase control valve of the second actuator 20 to be in a communicating state. Therefore, the brake fluid flowing from the first actuator 10 to the second actuator 20 flows to the left front wheel W / C2, the right front wheel W / C3, the left rear wheel W / C4, and the right rear wheel W / C5 via the corresponding pressure increase control valve. Therefore, each brake pad (not shown) comes into frictional contact with the corresponding brake disc. Therefore, the wheels corresponding to each brake disc are decelerated, and the vehicle 6 is decelerated. As a result, the vehicle 6 is stopped.

[0067] The second microcomputer 62 also calculates the slip ratios of the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR based on, for example, the wheel speeds and the vehicle speed of the vehicle 6. The second microcomputer 62 then determines whether or not to execute ABS control based on the slip ratios. When executing ABS control, the second microcomputer 62 performs one of a pressure reduction mode, a pressure holding mode, and a pressure increase mode according to the slip ratios. In the pressure reduction mode, the pressure increase control valve corresponding to the controlled wheel is shut off and the pressure reduction control valve is appropriately opened, thereby reducing the pressure of the W / C corresponding to the controlled wheel. In the pressure holding mode, the pressure increase control valve and the pressure reduction control valve corresponding to the controlled wheel are shut off, thereby maintaining the pressure of the W / C corresponding to the controlled wheel. In the pressure increase mode, the pressure reduction control valve corresponding to the controlled wheel is shut off and the pressure increase control valve is appropriately opened, thereby increasing the pressure of the W / C corresponding to the controlled wheel. In this manner, the slip ratio of each wheel of the vehicle 6 is controlled, so that the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR are prevented from locking.

[0068] The second microcomputer 62 also calculates the skid state of the vehicle 6 based on, for example, the yaw rate, steering angle, acceleration, each wheel speed, and vehicle speed. The second microcomputer 62 then determines whether or not to execute VSC control based on the skid state of the vehicle 6. When executing VSC control, the second microcomputer 62 also selects a wheel to be controlled to stabilize the turning of the vehicle 6 based on the skid state of the vehicle 6. The second microcomputer 62 also controls the second drive circuit 72 so that the pressure of the W / C corresponding to the selected wheel to be controlled increases. At this time, the second drive circuit 72 drives the second actuator motor 30 to drive the pump corresponding to the wheel to be controlled. As a result, the pump corresponding to the wheel to be controlled draws in the brake fluid stored in the pressure regulating reservoir corresponding to the wheel to be controlled. The drawn-in brake fluid flows to the W / C corresponding to the wheel to be controlled via the return pipe corresponding to the wheel to be controlled. This increases the brake fluid pressure of the W / C corresponding to the controlled wheel, thereby suppressing skidding of the vehicle 6. As a result, the running of the vehicle 6 becomes stable.

[0069] In this way, the second microcomputer 62 performs normal control, ABS control, VSC control, etc. At this time, in addition to the normal control, ABS control, and VSC control, the second microcomputer 62 may also perform collision avoidance control, regenerative cooperative control, etc., based on signals from other ECUs (not shown).

[0070] As described above, the vehicle brake system 1 operates. In the vehicle brake device 80 provided in this vehicle brake system 1, the accuracy of the reaction force Fr against the brake pedal 81 is improved. The improvement in accuracy of the reaction force Fr will be described below.

[0071] For example, as in the comparative brake device 100 of the comparative example shown in FIG. 8, when the spring mechanism 101 is connected to the vehicle body 102 and the comparative brake pedal 103, there is no reference for the position of the spring mechanism 101, so a spring position variation σ1, which is a variation in the position of the spring mechanism 101, occurs. Therefore, as shown in FIG. 9, the force acting on the comparative brake pedal 103 from the spring mechanism 101 in the initial state varies. For example, as shown by the dashed line in FIG. 8 and FIG. 9, when the contraction amount of the spring mechanism 101 is relatively small, the force acting on the comparative brake pedal 103 becomes relatively small. Also, as shown by the two-dot chain line in FIG. 8 and FIG. 9, when the contraction amount of the spring mechanism 101 is relatively large, the force acting on the comparative brake pedal 103 becomes relatively large.

[0072] Furthermore, as shown in Fig. 8, spring position variation σ1 causes pedal variation σ2, which is variation in the initial position of the comparative brake pedal 103. Therefore, as shown in Fig. 10, the force acting from the spring mechanism 101 to the comparative brake pedal 103 in the initial state varies. For example, as shown by the dashed dotted line in Figs. 8 and 10, when the comparative brake pedal 103 is relatively far from the vehicle body 102, the force acting on the comparative brake pedal 103 becomes relatively small. Furthermore, as shown by the two-dotted dotted line in Figs. 8 and 10, when the comparative brake pedal 103 is relatively close to the vehicle body 102, the force acting on the comparative brake pedal 103 becomes relatively large.

[0073] In this way, in the initial state of the comparative brake device 100, the force acting from the spring mechanism 101 to the comparative brake pedal 103 varies. This causes the reaction force from the spring mechanism 101 to the comparative brake pedal 103 to vary easily when the comparative brake pedal 103 is depressed. Therefore, in the comparative brake device 100, the accuracy of this reaction force decreases.

[0074] In contrast, the vehicle brake device 80 of this embodiment includes a stopper 95. When the stopper 95 comes into contact with the lever portion 812, the stopper 95 locks the lever portion 812 so that the brake pedal 81 does not rotate in the opposite direction to the direction of rotation when the brake pedal 81 is stepped on. This sets a reference position for the brake pedal 81. Therefore, the reaction force generating unit 90 and the brake pedal 81 can be stably assembled, and the positional variation of the reaction force generating unit 90 and the brake pedal 81 can be reduced. This improves the accuracy of the reaction force Fr. In addition, the accuracy of the reaction force Fr is improved, so that the effort required to adjust the reaction force generating unit 90 and the brake pedal 81 is reduced. This reduces the number of steps required to adjust the reaction force generating unit 90 and the brake pedal 81.

[0075] In addition, the vehicle brake device 80 also provides the following effects.

[0076] [1] As described above, since a reference position for the brake pedal 81 is set, assembly of the reaction force generating unit 90 and the brake pedal 81 becomes easy.

[0077] [2] As shown in Figures 3 and 6, the elastic member 91 of the reaction force generating part 90 is connected to the housing 88 and the lever portion 812 of the brake pedal 81. The elastic member 91 of the reaction force generating part 90 generates a reaction force Fr against the lever portion 812 in accordance with the stroke amount X of the brake pedal 81. The housing 88 is disposed on the passenger compartment 8 side of the dash panel 9 that separates the passenger compartment 8 from the outside of the passenger compartment 7, such as an engine room, of the vehicle 6.

[0078] Since the housing 88 and the dash panel 9 are separate bodies, the housing 88, the reaction force generating part 90, and the brake pedal 81 can be adjusted using the vehicle braking device 80 alone. This eliminates the need to adjust the housing 88, the reaction force generating part 90, and the brake pedal 81 for each vehicle 6. This makes it easier to adjust the housing 88, the reaction force generating part 90, and the brake pedal 81. Furthermore, since it is easier to adjust the housing 88, the reaction force generating part 90, and the brake pedal 81, the accuracy of the reaction force Fr with respect to the stroke amount X can be improved.

[0079] [3] In the vehicle brake device 80, the housing 88 is disposed on the passenger compartment 8 side of the dash panel 9 that separates the passenger compartment 8 from the passenger compartment exterior 7 of the vehicle 6. This eliminates the need to connect to a master cylinder or the like in the engine compartment, allowing for a relatively high degree of freedom in the mounting position of the vehicle brake device 80.

[0080] [4] In the vehicle brake device 80, the elastic member 91 of the reaction force generating unit 90 is connected to the housing 88 and the lever portion 812 of the brake pedal 81. The elastic member 91 of the reaction force generating unit 90 generates a reaction force Fr against the lever portion 812 in accordance with the stroke amount X of the brake pedal 81. This eliminates the need to provide a flow path for brake fluid to generate the reaction force Fr, thereby reducing the number of parts of the brake device.

[0081] [5] In the vehicle brake device 80, the reaction force generating unit 90 has an elastic member 91 that deforms according to the stroke amount X. The restoring force of the elastic member 91 is not affected by air mixing, etc., and is therefore unlikely to change due to air mixing, etc. Therefore, the reaction force Fr due to the elastic member 91 is less likely to change due to air mixing, etc., compared to the reaction force due to the pressure of a viscous fluid such as oil, and the drivability of the vehicle brake device 80 is improved. Also, in the vehicle brake device 80, the stroke amount X and the reaction force Fr have a linear relationship as shown in FIG. 6. This makes it easier to detect the intention of the driver of the vehicle 6, and improves the controllability of the reaction force Fr.

[0082] [6] The housing 88 is disposed on the passenger compartment 8 side of the dash panel 9 that separates the passenger compartment 8 from the passenger compartment outside 7, such as the engine compartment of the vehicle 6. Since moisture and oil from the engine compartment are unlikely to enter the passenger compartment 8, the moisture and oil from the engine compartment are unlikely to adhere to the elastic member 91 in the reaction force generating part 90. Furthermore, external factors from the engine compartment, such as light and heat, are unlikely to enter the passenger compartment 8. Therefore, the elastic member 91 in the reaction force generating part 90 is unlikely to deteriorate, improving durability.

[0083] [7] The stopper 95 is located on a straight line that passes through the elastic member 91 and extends in the direction in which the elastic member 91 expands and contracts. This makes it easier for the moment based on the forces of the stopper 95 and the elastic member 91 to be offset, making it difficult for a moment based on the forces of the stopper 95 and the elastic member 91 to be generated in the brake pedal 81. This reduces rattling of the brake pedal 81, improving the accuracy of the reaction force Fr.

[0084] Second embodiment The second embodiment differs from the first embodiment in the form of the elastic member 91 of the reaction force generating section 90. The rest is similar to the first embodiment.

[0085] As shown in FIG. 11, the conical elastic member 911 of the reaction force generating section 90 is a conical coil spring.

[0086] In this case, when the brake pedal 81 is operated by the pedaling force of the driver of the vehicle 6, the cone-shaped elastic member 911 is deformed. As a result, a restoring force of the cone-shaped elastic member 911 is generated, and thus a reaction force Fr is generated. Moreover, the restoring force of the cone-shaped elastic member 911 increases as the deformation amount of the cone-shaped elastic member 911 increases. Furthermore, since the cone-shaped elastic member 911 is a cone coil spring, the elastic modulus of the cone-shaped elastic member 911 changes according to the deformation amount of the cone-shaped elastic member 911. Here, the elastic modulus of the cone-shaped elastic member 911 increases as the deformation amount of the cone-shaped elastic member 911 increases. Therefore, the change amount of the restoring force of the cone-shaped elastic member 911 relative to the deformation amount of the cone-shaped elastic member 911 increases as the deformation amount of the cone-shaped elastic member 911 increases.

[0087] 12, the reaction force Fr increases as the stroke amount X increases. Also, the amount of change in reaction force Fr relative to the stroke amount X increases as the stroke amount X increases.

[0088] The second embodiment also provides the same effects as the first embodiment.

[0089] Third embodiment The third embodiment differs from the first embodiment in the form of the elastic member 91 of the reaction force generating section 90. The rest is similar to the first embodiment.

[0090] As shown in FIG. 13, the unequal elastic member 912 of the reaction force generating section 90 is a spring with unequal intervals.

[0091] In this case, when the brake pedal 81 is operated by the pedaling force of the driver of the vehicle 6, the unequal elastic member 912 is deformed. As a result, a restoring force of the unequal elastic member 912 is generated, and a reaction force Fr is generated. The restoring force of the unequal elastic member 912 increases as the deformation amount of the unequal elastic member 912 increases. Furthermore, since the unequal elastic member 912 is an unequal pitch spring, when the deformation amount of the unequal elastic member 912 becomes a predetermined amount or more, the elastic modulus of the unequal elastic member 912 changes. Here, when the deformation amount of the unequal elastic member 912 becomes a predetermined amount or more, the elastic modulus of the unequal elastic member 912 increases. Therefore, when the deformation amount of the unequal elastic member 912 becomes a predetermined amount or more, the change amount of the restoring force of the unequal elastic member 912 with respect to the deformation amount of the unequal elastic member 912 increases.

[0092] 14, when the stroke amount X is less than X1, the reaction force Fr increases as the stroke amount X increases. When the stroke amount X is equal to or greater than X1, the change in reaction force Fr with respect to the stroke amount X is greater than the change in reaction force Fr with respect to the stroke amount X with respect to the stroke amount X less than X1. When the stroke amount X is equal to or greater than X1, the reaction force Fr increases as the stroke amount X increases. X1 is set depending on the shape of the unequal elasticity member 912, etc.

[0093] The third embodiment also provides the same effects as the first embodiment.

[0094] (Fourth embodiment) The fourth embodiment differs from the first embodiment in the form of a housing 88 and an elastic member 91 of a reaction force generating section 90. The rest is similar to the first embodiment.

[0095] As shown in FIG. 15, the housing 88 further has a housing protrusion 888 that protrudes rearward from a front portion of the housing cylindrical portion 884.

[0096] The reaction force generating section 90 further includes a first elastic member 913 , a second elastic member 914 and a plate section 915 .

[0097] The first elastic member 913 is an equally spaced spring, and is connected to the front side of the housing cylindrical portion 884 and the plate portion 915 .

[0098] The second elastic member 914 is an equally spaced pitch spring, and is connected to the plate portion 915 and the front surface 813 of the lever portion 812. The elastic modulus of the second elastic member 914 is greater than the elastic modulus of the first elastic member 913.

[0099] The plate portion 915 is disposed so as to face the housing protrusion 888, and comes into contact with the housing protrusion 888 when the brake pedal 81 is depressed.

[0100] In this case, when the brake pedal 81 is stepped on, the second elastic member 914 does not deform, but the first elastic member 913 supported by the housing tubular portion 884 deforms. At this time, a reaction force Fr is generated by the restoring force of the first elastic member 913. Also, when the first elastic member 913 deforms by a predetermined amount or more, the plate portion 915 comes into contact with the housing protrusion 888. At this time, since the plate portion 915 is supported by the housing protrusion 888, the deformation of the first elastic member 913 connected to the plate portion 915 stops. When the brake pedal 81 is further stepped on from this state, the second elastic member 914 connected to the lever portion 812 deforms instead of the first elastic member 913. At this time, a reaction force Fr is generated by the restoring forces of the first elastic member 913 and the second elastic member 914.

[0101] Therefore, as shown in FIG. 16, when the stroke amount X is less than X2, the reaction force Fr increases as the stroke amount X increases. Also, when the stroke amount X is equal to or greater than X2, the change in the reaction force Fr with respect to the stroke amount X is greater than the change in the reaction force Fr with respect to the stroke amount X ...

[0102] The fourth embodiment also provides the same effects as the first embodiment.

[0103] Fifth embodiment The fifth embodiment differs from the first embodiment in the form of the elastic member 91 of the reaction force generating section 90. The rest is similar to the first embodiment.

[0104] As shown in FIG. 17, the reaction force generating section 90 has a first juxtaposition elastic member 916 and a second juxtaposition elastic member 917 .

[0105] The first parallel elastic member 916 is an equally spaced spring, and is connected to the front side of the housing cylindrical portion 884 and the front surface 813 of the lever portion 812.

[0106] The second parallel use elastic member 917 is an equally spaced pitch spring, and is connected to the front side of the housing cylindrical portion 884. The second parallel use elastic member 917 is not connected to the lever portion 812, and faces the front surface 813 of the lever portion 812. The second parallel use elastic member 917 is disposed in parallel with the first parallel use elastic member 916. The elastic modulus of the second parallel use elastic member 917 is greater than the elastic modulus of the first parallel use elastic member 916.

[0107] In this case, when the brake pedal 81 is depressed, the second parallel use elastic member 917 not connected to the lever portion 812 does not deform, but the first parallel use elastic member 916 connected to the lever portion 812 deforms. At this time, a reaction force Fr is generated by the restoring force of the first parallel use elastic member 916. Furthermore, when the first parallel use elastic member 916 deforms by a predetermined amount or more, the lever portion 812 and the second parallel use elastic member 917 come into contact with each other. As a result, the first parallel use elastic member 916 deforms, and the second parallel use elastic member 917 deforms. At this time, the reaction force Fr is generated by the first parallel use elastic member 916 and the second parallel use elastic member 917.

[0108] Therefore, as shown in FIG. 18, when the stroke amount X is less than X3, the reaction force Fr increases as the stroke amount X increases. Also, when the stroke amount X is equal to or greater than X3, the change in reaction force Fr with respect to the stroke amount X is greater than the change in reaction force Fr with respect to the stroke amount X ...

[0109] The fifth embodiment also provides the same effects as the first embodiment.

[0110] Sixth embodiment In the sixth embodiment, the reaction force generating section 90 further includes a third juxtaposition elastic member 918 as shown in Fig. 19. The rest is the same as in the fifth embodiment.

[0111] The third parallel use elastic member 918 is an equally spaced pitch spring, and is connected to the front surface 813 of the lever portion 812. The third parallel use elastic member 918 is not connected to the housing tubular portion 884, and faces the front side of the housing tubular portion 884. The third parallel use elastic member 918 is arranged in parallel with the first parallel use elastic member 916 and the second parallel use elastic member 917. The elastic modulus of the third parallel use elastic member 918 is greater than that of the first parallel use elastic member 916 and less than that of the second parallel use elastic member 917. The elastic modulus of the third parallel use elastic member 918 may be greater than that of the second parallel use elastic member 917.

[0112] In this case, the second parallel elastic member 917 is not connected to the lever portion 812. The third parallel elastic member 918 is not connected to the housing tubular portion 884. Therefore, when the brake pedal 81 is stepped on, the second parallel elastic member 917 and the third parallel elastic member 918 do not deform, and the first parallel elastic member 916 deforms. At this time, a reaction force Fr is generated by the restoring force of the first parallel elastic member 916. Also, when the first parallel elastic member 916 deforms by a predetermined amount or more, the front side of the housing tubular portion 884 comes into contact with the third parallel elastic member 918. As a result, the first parallel elastic member 916 deforms, and the third parallel elastic member 918 deforms. At this time, the reaction force Fr is generated by the first parallel elastic member 916 and the third parallel elastic member 918. Furthermore, when the first parallel use elastic member 916 and the third parallel use elastic member 918 are deformed by a predetermined amount or more, the lever portion 812 comes into contact with the second parallel use elastic member 917. This causes the first parallel use elastic member 916 and the third parallel use elastic member 918 to deform, and the second parallel use elastic member 917 to deform. At this time, a reaction force Fr is generated by the first parallel use elastic member 916, the second parallel use elastic member 917, and the third parallel use elastic member 918.

[0113] Therefore, as shown in FIG. 20, when the stroke amount X is less than X4, the reaction force Fr increases as the stroke amount X increases. When the stroke amount X is equal to or more than X4 and less than X5, the change in the reaction force Fr with respect to the stroke amount X is greater than the change in the reaction force Fr with respect to the stroke amount X ...

[0114] The sixth embodiment also provides the same effects as the first embodiment.

[0115] Seventh embodiment The seventh embodiment differs in the shapes of the stopper 95 and the housing 88. Other than this, it is similar to the first embodiment.

[0116] 21, the stopper 95 has a male thread portion 951. The male thread portion 951 is inserted into a female thread hole 889 of a housing 88, which will be described later.

[0117] The housing 88 further has a female threaded hole 889. Here, the female threaded hole 889 is formed on the rear side of the housing cylindrical portion 884. The female threaded hole 889 is formed in a shape corresponding to the male threaded portion 951 of the stopper 95.

[0118] In this case, as the male thread portion 951 of the stopper 95 rotates, the male thread portion 951 moves within the female thread hole 889, and the stopper 95 moves in a direction along the female thread hole 889, in this case, in the front-rear direction. This makes it possible to adjust the position of the brake pedal 81 by adjusting the position of the stopper 95 that contacts the brake pedal 81, thereby improving the positional accuracy of the brake pedal 81. Thus, the accuracy of the reaction force Fr can be improved.

[0119] The seventh embodiment also provides the same effects as the first embodiment.

[0120] Eighth embodiment The eighth embodiment is different in the form of the stopper 95. Other than this, it is similar to the first embodiment.

[0121] 22, the stopper 95 is integrated with the housing 88. This makes it easier to form the stopper 95, and eliminates the need to attach the stopper 95 to the housing 88, eliminating variation when attaching the stopper 95 to the housing 88. This improves the positional accuracy of the stopper 95, which improves the positional accuracy of the brake pedal 81 that contacts the stopper 95. This improves the accuracy of the reaction force Fr.

[0122] The eighth embodiment also provides the same effects as the first embodiment.

[0123] Ninth embodiment The ninth embodiment differs in the form of the elastic member 91 of the reaction force generating section 90. Other than this, it is similar to the first embodiment.

[0124] As shown in FIG. 23, the reaction force generating section 90 has a first series elastic member 921 and a second series elastic member 922.

[0125] The first series elastic member 921 is an equally spaced spring, and is connected to the front side of the housing cylindrical portion 884 and the second series elastic member 922 .

[0126] The second series elastic member 922 is an equally spaced pitch spring, and is connected to the first series elastic member 921 and the front surface 813 of the lever portion 812. This connects the first series elastic member 921 and the second series elastic member 922 in series. The elastic modulus of the second series elastic member 922 may be different from or the same as the elastic modulus of the first series elastic member 921.

[0127] In this case, when the brake pedal 81 is depressed, the first series elastic member 921 and the second series elastic member 922 deform. Here, the elastic modulus of the first series elastic member 921 is Ks1. The amount of deformation of the first series elastic member 921 when the brake pedal 81 is depressed is Xs1. The elastic modulus of the second series elastic member 922 is Ks2. The amount of deformation of the second series elastic member 922 when the brake pedal 81 is depressed is Xs2. At this time, since the first series elastic member 921 and the second series elastic member 922 are connected to each other, the reaction force Fr is expressed by the following relational expression (2).

[0128]

number

[0129] The ninth embodiment also provides the same effects as the first embodiment.

[0130] Tenth embodiment The tenth embodiment is different in the form of the second juxtaposition elastic member 917 of the reaction force generating section 90. Other than this, it is similar to the fifth embodiment.

[0131] As shown in FIG. 24, the reaction force generating section 90 has a first juxtaposition elastic member 916 and a second juxtaposition elastic member 917 .

[0132] The first parallel elastic member 916 is an equally spaced spring, and is connected to the front side of the housing cylindrical portion 884 and the front surface 813 of the lever portion 812.

[0133] The second parallel elastic member 917 is an equally spaced pitch spring, and is connected to the front side of the housing tubular portion 884 and the front surface 813 of the lever portion 812. Therefore, here, the second parallel elastic member 917 is disposed in parallel with the first parallel elastic member 916.

[0134] In this case, when the brake pedal 81 is depressed, the first parallel connection elastic member 916 deforms together with the second parallel connection elastic member 917. Here, the elastic modulus of the first parallel connection elastic member 916 is Kp1. The amount of deformation of the first parallel connection elastic member 916 when the brake pedal 81 is depressed is Xp1. The elastic modulus of the second parallel connection elastic member 917 is Kp2. The amount of deformation of the second parallel connection elastic member 917 when the brake pedal 81 is depressed is Xp2. At this time, the reaction force Fr is expressed by the following relational expression (3).

[0135]

number

[0136] The tenth embodiment also provides the same effects as the fifth embodiment. In the tenth embodiment, the reaction force Fr is a combined force of the restoring force of the first parallel use elastic member 916 and the restoring force of the second parallel use elastic member 917, and therefore tends to be relatively large. This makes it easier for a force corresponding to the braking force of the vehicle 6 to act on the driver of the vehicle 6, making it easier to drive the vehicle 6.

[0137] Eleventh embodiment The eleventh embodiment is different in the form of the first juxtaposition elastic member 916 and the second juxtaposition elastic member 917. Other than this, it is similar to the tenth embodiment.

[0138] As shown in FIG. 25, the first parallel elastic member 916 is an equally spaced spring, and is connected to the front side of the housing cylindrical portion 884 and the front surface 813 of the lever portion 812 in the same manner as described above.

[0139] The second parallel use elastic member 917 is connected to the rear surface 814 of the lever portion 812 and the rear side of the housing tubular portion 884. In addition, the second parallel use elastic member 917 passes through the first parallel use elastic member 916 and is positioned on a straight line along the extension and contraction direction of the first parallel use elastic member 916.

[0140] In this case, when the brake pedal 81 is depressed, the second parallel use elastic member 917 expands. Here, the second parallel use elastic member 917 passes through the first parallel use elastic member 916 and is positioned on a straight line along the direction in which the first parallel use elastic member 916 expands and contracts. Therefore, the amount of deformation of the first parallel use elastic member 916 and the amount of deformation of the second parallel use elastic member 917 when the brake pedal 81 is depressed are equal. Therefore, at this time, the reaction force Fr is expressed by the following relational expression (4).

[0141]

number

[0142] The eleventh embodiment also provides the same effects as the tenth embodiment.

[0143] Twelfth embodiment The twelfth embodiment differs from the eleventh embodiment in the arrangement of the first juxtaposition elastic member 916 and the second juxtaposition elastic member 917. Other than this, the twelfth embodiment is similar to the eleventh embodiment.

[0144] 26 , the second parallel use elastic member 917 passes through the first parallel use elastic member 916 and is not positioned on a straight line along the stretching direction of the first parallel use elastic member 916. Here, the stopper 95 passes through the first parallel use elastic member 916 and is positioned on a straight line along the stretching direction of the first parallel use elastic member 916.

[0145] The twelfth embodiment also provides the same effects as the tenth embodiment.

[0146] Thirteenth embodiment The thirteenth embodiment is different from the fifth embodiment in the arrangement of the first juxtaposition elastic member 916. Other than this, the thirteenth embodiment is similar to the fifth embodiment.

[0147] 27, the first parallel use elastic member 916 is connected to the rear surface 814 of the lever portion 812 and the rear side of the housing tubular portion 884. In this case, when the brake pedal 81 is depressed, the first parallel use elastic member 916 extends. The second parallel use elastic member 917 is connected to the front side of the housing tubular portion 884, similar to the fifth embodiment. The second parallel use elastic member 917 is not connected to the lever portion 812, and faces the front surface 813 of the lever portion 812.

[0148] The thirteenth embodiment also provides the same effects as the fifth embodiment.

[0149] Fourteenth embodiment The fourteenth embodiment differs from the first embodiment in the configurations of the housing 88 and the brake pedal 81, and in the arrangement of the stopper 95. Other than this, the fourteenth embodiment is similar to the first embodiment.

[0150] As shown in FIG. 28, the housing 88 has a first housing cylindrical portion 891 and a second housing cylindrical portion 892 in addition to the first mounting portion 881, the second mounting portion 882, and the housing bottom portion 883 described above.

[0151] The first housing cylindrical portion 891 is cylindrical, connected to the housing bottom portion 883, and extends downward from the housing bottom portion 883. In this case, the second attachment portion 882 is connected to the first housing cylindrical portion 891, and extends downward from the first housing cylindrical portion 891.

[0152] The second housing cylindrical portion 892 is cylindrical, connected to the housing bottom portion 883, and extends upward from the housing bottom portion 883. In this case, the first attachment portion 881 is connected to the second housing cylindrical portion 892, and extends upward from the second housing cylindrical portion 892.

[0153] Furthermore, the lever portion 812 of the brake pedal 81 has a lever extension portion 815. This lever extension portion 815 is connected to the rotation shaft O, and extends upward from the rotation shaft O, in this case, toward the second housing cylindrical portion 892. For this reason, this lever extension portion 815 is accommodated in the second housing cylindrical portion 892.

[0154] The stopper 95 is housed in the second housing cylindrical portion 892 and is connected to the front side of the second housing cylindrical portion 892. The stopper 95 also comes into contact with an extended front surface 816 of the lever extension portion 815. As a result, the stopper 95 engages the lever portion 812 to prevent the brake pedal 81 from rotating in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0155] The fourteenth embodiment also provides the same effects as the first embodiment.

[0156] Fifteenth embodiment The fifteenth embodiment differs from the first embodiment in the configurations of the housing 88 and the brake pedal 81, and in the arrangement of the stopper 95. Other than this, the fifteenth embodiment is similar to the first embodiment.

[0157] 29, the housing bottom 883 of the housing 88 further includes a housing recess 893. In addition, the housing recess 893 is formed on the rear side of the housing bottom 883, and is recessed in the up-down direction.

[0158] Furthermore, the lever portion 812 of the brake pedal 81 has a lever extension portion 815. This lever extension portion 815 is connected to the rotation axis O and extends rearward from the rotation axis O, toward the housing recess 893 in this case. Therefore, a portion of this lever extension portion 815 is housed in the housing recess 893.

[0159] The stopper 95 is accommodated in the housing recess 893 and is connected to the housing bottom 883. The stopper 95 also comes into contact with an extended upper surface 817 of the lever extension 815. As a result, the stopper 95 engages the lever portion 812 to prevent the brake pedal 81 from rotating in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0160] The fifteenth embodiment also provides the same effects as the first embodiment.

[0161] Sixteenth embodiment The sixteenth embodiment differs from the fourteenth embodiment in the shape of the brake pedal 81 and the arrangement of the stopper 95. Other than this, the sixteenth embodiment is similar to the fourteenth embodiment.

[0162] As shown in FIG. 30, the housing 88 has a first attachment portion 881, a second attachment portion 882, a housing bottom portion 883, a first housing cylindrical portion 891, and a second housing cylindrical portion 892, in the same manner as described above.

[0163] In addition, the lever portion 812 of the brake pedal 81 has a first lever extension portion 821 and a second lever extension portion 822.

[0164] The first lever extension 821, like the lever extension 815, is connected to the rotation axis O and extends upward from the rotation axis O, in this case, toward the second housing cylindrical portion 892. For this reason, the first lever extension 821 is housed in the second housing cylindrical portion 892.

[0165] The second lever extension portion 822 extends forward from the end portion of the first lever extension portion 821 , and is housed in the second housing cylindrical portion 892 .

[0166] The stopper 95 is housed in the second housing cylindrical portion 892 and is connected to the housing bottom portion 883. The stopper 95 also comes into contact with an extension lower surface 823 of the second lever extension portion 822. As a result, the stopper 95 engages the lever portion 812 to prevent the brake pedal 81 from rotating in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0167] The sixteenth embodiment also provides the same effects as the fourteenth embodiment.

[0168] Seventeenth embodiment The seventeenth embodiment differs from the first embodiment in the configurations of the housing 88 and the brake pedal 81, and in the arrangement of the stopper 95. Other than this, the seventeenth embodiment is similar to the first embodiment.

[0169] As shown in FIG. 31, the housing 88 has a first housing cylindrical portion 891 and a second housing cylindrical portion 892 in addition to the first mounting portion 881, the second mounting portion 882, and the housing bottom portion 883, as described above.

[0170] As described above, the lever portion 812 of the brake pedal 81 has the lever extension portion 815. This lever extension portion 815 is connected to the rotation shaft O and extends upward from the rotation shaft O, in this case, toward the second housing cylindrical portion 892.

[0171] The elastic member 91 of the reaction force generating portion 90 is connected to the rear side of the second housing tubular portion 892 and the extended rear surface 824 of the lever extension portion 815. Therefore, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, a force corresponding to the pedal force is transmitted from the lever extension portion 815 to the elastic member 91. As a result, the elastic member 91 is elastically deformed, in this case, contracted, and a restoring force is generated. This restoring force generates a reaction force Fr against the lever portion 812.

[0172] The seventeenth embodiment also provides the same effects as the first embodiment.

[0173] (18th embodiment) The eighteenth embodiment differs from the first embodiment in the configurations of the housing 88 and the brake pedal 81, and in the arrangements of the reaction force generating portion 90 and the stopper 95. The rest is similar to the first embodiment.

[0174] As shown in FIG. 32, the housing 88 has the above-mentioned first attachment portion 881, second attachment portion 882, housing bottom portion 883, first housing cylindrical portion 891, and second housing cylindrical portion 892, as described above.

[0175] The lever portion 812 of the brake pedal 81 has a first lever extension portion 821 and a second lever extension portion 822 .

[0176] The first lever extension 821, like the lever extension 815, is connected to the rotation axis O and extends upward from the rotation axis O, in this case, toward the second housing cylindrical portion 892. For this reason, the first lever extension 821 is housed in the second housing cylindrical portion 892.

[0177] The second lever extension portion 822 is housed in the first housing cylindrical portion 891, and extends rearward from the portion of the lever portion 812 that is housed in the first housing cylindrical portion 891.

[0178] The elastic member 91 of the reaction force generating portion 90 is connected to the rear side of the second housing tubular portion 892 and the extended rear surface 824 of the lever extension portion 815. Therefore, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, a force corresponding to the pedal force is transmitted from the lever extension portion 815 to the elastic member 91. As a result, the elastic member 91 is elastically deformed, in this case, contracted, and a restoring force is generated. This restoring force generates a reaction force Fr against the lever portion 812.

[0179] The stopper 95 is housed in the first housing cylindrical portion 891 and is connected to the housing bottom portion 883. The stopper 95 also comes into contact with an extended upper surface 825 of the second lever extension portion 822. As a result, the stopper 95 engages the lever portion 812 to prevent the brake pedal 81 from rotating in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0180] The eighteenth embodiment also provides the same effects as the first embodiment.

[0181] Nineteenth embodiment In the nineteenth embodiment, the arrangement of the reaction force generating portion 90 is different from that in the fourteenth embodiment.

[0182] 33, the elastic member 91 of the reaction force generating portion 90 is connected to the rear side of the second housing tubular portion 892 and the extended rear surface 824 of the lever extension portion 815. Therefore, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, a force corresponding to the pedal force is transmitted from the lever extension portion 815 to the elastic member 91. As a result, the elastic member 91 is elastically deformed, in this case, contracted, and a restoring force is generated. This restoring force generates a reaction force Fr against the lever portion 812.

[0183] The 19th embodiment also provides the same effects as the first embodiment.

[0184] (Twentieth embodiment) In the twentieth embodiment, the arrangement of the reaction force generating portion 90 is different from that in the sixteenth embodiment.

[0185] 34, the elastic member 91 of the reaction force generating portion 90 is connected to the rear side of the second housing tubular portion 892 and the extended rear surface 826 of the first lever extension portion 821. Therefore, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, a force corresponding to the pedal force is transmitted from the first lever extension portion 821 to the elastic member 91. As a result, the elastic member 91 is elastically deformed, contracted in this case, and a restoring force is generated. This restoring force generates a reaction force Fr against the lever portion 812.

[0186] The twentieth embodiment also provides the same effects as the first embodiment.

[0187] (21st embodiment) In the twenty-first embodiment, a reaction force generating section 90 of a vehicle braking device 80 has a damper 94. Other than this, the twenty-first embodiment is similar to the first embodiment.

[0188] As shown in Fig. 35, the reaction force generating section 90 of the vehicle brake device 80 of the twenty-first embodiment has a damper 94. The damper 94 generates a reaction force Fr according to a stroke change amount ΔX, which is a change amount of the stroke amount X per unit time. Specifically, the damper 94 includes a damper cylinder 941 and a damper piston 942.

[0189] The damper cylinder 941 is formed in a cylindrical shape with a bottom, and a fluid is sealed in the damper cylinder 941. The fluid is, for example, a viscous fluid such as oil or air. In Fig. 34, the viscous fluid in the damper cylinder 941 is depicted with a dot pattern in order to clarify the location of the viscous fluid in the damper cylinder 941.

[0190] The damper piston 942 slides in the damper cylinder 941 along the axial direction of the damper cylinder 941. One end of the damper piston 942 is connected to the lever portion 812 of the brake pedal 81. Therefore, when the brake pedal 81 is operated by the driver of the vehicle 6, a force corresponding to the pedal force is transmitted from the lever portion 812 to the damper piston 942. As a result, the damper piston 942 compresses the fluid sealed in the damper cylinder 941. At this time, a reaction force Fr corresponding to the stroke change amount ΔX is generated due to the viscosity of the fluid in the damper cylinder 941. In addition, here, the reaction force Fr by the fluid is proportional to the stroke change amount ΔX. Therefore, as shown in FIG. 36, the stroke change amount ΔX and the reaction force Fr have a linear relationship. This improves the controllability of the reaction force Fr.

[0191] The twenty-first embodiment also provides the same effects as the first embodiment.

[0192] (Twenty-second embodiment) The twenty-second embodiment differs from the first embodiment in the configurations of a housing 88 and a stopper 95 of a vehicle brake device 80. The rest is similar to the first embodiment.

[0193] As shown in FIG. 37, a housing 88 of a vehicle brake device 80 does not have a first attachment portion 881 or a second attachment portion 882, but has a housing bottom portion 883 and a housing cylindrical portion 884.

[0194] Here, a first countersunk hole 801 corresponding to a first hole 901 in dash panel 9 is formed in the front side of housing tubular portion 884. A bolt 887 is inserted into this first countersunk hole 801 and the first hole 901 in dash panel 9, whereby housing 88 is attached to dash panel 9.

[0195] Further, a second countersunk hole 802 corresponding to a second hole 902 in dash panel 9 is formed in the front side of housing tubular portion 884. A bolt 887 is inserted into second countersunk hole 802 and second hole 902 in dash panel 9, whereby housing 88 is attached to dash panel 9.

[0196] Further, here, since the housing tubular portion 884 does not form the rear portion of the housing 88, the housing 88 has an L-shaped cross section due to the housing tubular portion 884 and the housing bottom portion 883.

[0197] The stopper 95 is formed in an L-shape, and is connected to the housing bottom portion 883. The stopper 95 also comes into contact with a rear surface 814 of the lever portion 812. As a result, the stopper 95 engages the lever portion 812 to prevent the brake pedal 81 from rotating in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0198] The twenty-second embodiment also provides the same effects as the first embodiment.

[0199] (Twenty-third embodiment) The twenty-third embodiment differs from the first embodiment in the form of a stopper 95 of a vehicle braking device 80. The rest is similar to the first embodiment.

[0200] 38, the stopper 95 is formed in a U-shape and is connected to the front side of the housing tubular portion 884. The stopper 95 hooks the brake pedal 81 by contacting a rear surface 814 of the lever portion 812. As a result, the stopper 95 engages the lever portion 812 to prevent the brake pedal 81 from rotating in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0201] The twenty-third embodiment also provides the same effects as the first embodiment.

[0202] (Twenty-fourth embodiment) The twenty-fourth embodiment differs from the first embodiment in the arrangement of an elastic member 91 of a vehicle brake device 80. The rest is similar to the first embodiment.

[0203] As shown in Fig. 39, the elastic member 91 of the reaction force generating portion 90 of the vehicle brake device 80 is connected to a rear surface 814 of a lever portion 812 of the brake pedal 81 and the rear side of a housing cylindrical portion 884. At this time, when the brake pedal 81 is operated by the depression force of the driver of the vehicle 6, a force corresponding to this depression force is transmitted from the lever portion 812 to the elastic member 91. As a result, the elastic member 91 is stretched, generating a restoring force. In addition, a reaction force Fr against the lever portion 812 is generated by this restoring force.

[0204] The twenty-fourth embodiment also provides the same effects as the first embodiment.

[0205] (Twenty-fifth embodiment) The twenty-fifth embodiment is similar to the seventeenth embodiment except for the arrangement of the elastic members 91 of the vehicle brake device 80.

[0206] 40, the elastic member 91 of the reaction force generating portion 90 is connected to the front side of the second housing tubular portion 892 and the extended front surface 816 of the lever extension portion 815. Therefore, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, a force corresponding to the pedal force is transmitted from the lever extension portion 815 to the elastic member 91. As a result, the elastic member 91 is elastically deformed, in this case, extended, and a restoring force is generated. This restoring force generates a reaction force Fr against the lever portion 812.

[0207] The twenty-fifth embodiment also provides the same effects as the first and seventeenth embodiments.

[0208] (Other embodiments) The present disclosure is not limited to the above-described embodiments, and appropriate modifications can be made to the above-described embodiments. Furthermore, in each of the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential, except in cases where they are particularly clearly stated as essential or where they are clearly considered essential in principle.

[0209] (1) In the above embodiment, the vehicle brake device 80 includes the stroke sensor 86. However, the number of the stroke sensors 86 is not limited to one, and may be two or more.

[0210] (2) In the above embodiment, the reaction force generating portion 90 of the vehicle braking device 80 has an elastic member 91. However, the number of elastic members 91 is not limited to one, and may be two or more. Furthermore, the reaction force generating portion 90 of the vehicle braking device 80 has a damper 94. The number of dampers 94 is not limited to one, and may be two or more.

[0211] (3) In the above embodiment, the vehicle brake device 80 includes the sensor power supply wiring 82, the sensor ground wiring 83, the first sensor output wiring 841, and the second sensor output wiring 842. The number of each wiring is not limited to one or two, and may be three or more.

[0212] (4) The first to twenty-fifth embodiments may be combined as appropriate. [Explanation of symbols]

[0213] 81 Brake pedal 811 Pedal section 812 Lever part 88 Housing 90 Reaction force generating section 95 Stopper

Claims

1. A vehicle brake device, comprising: A brake pedal (81) having a pedal portion (811) and a lever portion (812) that rotates around a rotation axis (O) when the pedal portion is operated; A housing (88) that rotatably supports the lever portion; a reaction force generating portion (90) that generates a reaction force (Fr) against the lever portion in accordance with a stroke amount (X) of the brake pedal; a stopper (95) that, when it comes into contact with the lever portion, engages the lever portion so that the lever portion does not rotate in a direction opposite to a direction of rotation when the pedal portion is operated; Equipped with the reaction force generating section has a first series elastic member (921) and a second series elastic member (922) that deform in accordance with the stroke amount, the first series elastic member is connected to the housing and the second series elastic member, the second series elastic member is connected to the lever portion and the first series elastic member, The first series elastic member and the second series elastic member are connected in series, A vehicle brake device, wherein the stopper has a greater elastic modulus than the first series elastic member and the second series elastic member.

2. The vehicle brake device includes: a first stroke sensor (86) that outputs a signal corresponding to the stroke amount; A second stroke sensor (86) that outputs a signal corresponding to the stroke amount; The vehicle brake device according to claim 1 ,

3. The first stroke sensor and the second stroke sensor are a first hydraulic pressure control device (51) that controls a hydraulic pressure generated by a first hydraulic pressure generating unit (10) that generates a hydraulic pressure for braking a vehicle (6); a second hydraulic pressure control device (52) that controls a hydraulic pressure generated by a second hydraulic pressure generating unit (20) that generates a hydraulic pressure for braking a vehicle (6); 3. The vehicle brake device according to claim 2, wherein a signal corresponding to the stroke amount is output to the brake control unit.

4. 3. The vehicle brake device according to claim 1, wherein the amount of change in the reaction force with respect to the stroke amount changes as the stroke amount increases.

5. 3. The vehicle brake device according to claim 1, wherein a change amount of the reaction force with respect to the stroke amount increases as the stroke amount increases.

6. The housing has a hole (889) into which the stopper is inserted; 3. The vehicle brake device according to claim 1, wherein the stopper adjusts a contact position between the stopper and the brake pedal by moving within the hole of the housing.

7. 3. The vehicle brake device according to claim 1, wherein the stopper is positioned on a straight line that passes through the reaction force generating portion and is aligned along the direction of the reaction force.

8. 3. The vehicle brake device according to claim 1, wherein the housing and the stopper are integral with each other.

9. 3. A vehicle brake device as claimed in claim 1, wherein the housing is arranged on the passenger compartment side of a partition wall (9) that separates an outside (7) of a passenger compartment (8) of a vehicle (6) from an inside of the passenger compartment (8).

10. the stroke amount and the sensor output of the first stroke sensor have a linear relationship, 3. The vehicle brake device according to claim 2, wherein the stroke amount and the sensor output of the second stroke sensor have a linear relationship.

11. 3. The vehicle brake device according to claim 1, wherein the first series elastic member and the second series elastic member are equidistant pitch springs.

12. The vehicle brake device according to claim 1 or 2, wherein the stopper includes a resin.

13. 3. A vehicle brake device according to claim 1, wherein the first series elastic member and the second series elastic member have a modulus of elasticity different from each other.

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