Vehicle brake system

Abstract

A vehicle brake device that improves the accuracy of reaction force to a brake pedal. [Solution] The vehicle brake device comprises a brake pedal (81) having a pedal portion (811) and a lever portion (812), a housing (88), a reaction force generating portion (90) that generates a reaction force against the lever portion in accordance with the stroke amount of the brake pedal, and a stopper (95), the lever portion includes a lever extension portion (822) that extends from the lever portion in the rotational direction when the pedal portion is operated, the stopper comes into surface contact with the lever extension portion in a direction intersecting the rotational direction, and thereby engages the lever portion to prevent it from rotating in the direction opposite to the rotational direction, the reaction force generating portion has a first series elastic member (921) and a second series elastic member (922), the first series elastic member and the second series elastic member being 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.

Description

[Technical Field]

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

[0002] BACKGROUND 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 the vehicle body. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2001-239925 Summary of the Invention [Problem to be solved by the invention]

[0004] According to the inventors' investigations, 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 where the spring is attached, so the position of the spring is likely to vary. As a result, 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 decreases.

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

[0006] The invention of claim 1 is a brake device for a vehicle, 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; and a stopper (95), wherein the lever portion includes a lever extension portion (822), the lever extension portion extending from the lever portion in a rotation direction when the pedal portion is operated, and the stopper, when contacting the lever extension portion, intersects with the rotation direction. the stopper comes into surface contact with the lever extension in the direction of the stroke, thereby locking the lever so that it does not rotate in the direction opposite to the rotation direction; the reaction force generating section has a first series elastic member (921) and a second series elastic member (922) that deform according to 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 section 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 for the brake pedal position to be set, improving the accuracy of the reaction force to the brake pedal.

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

[0009] [Figure 1] 1 is a configuration diagram of a vehicle brake system according to a first embodiment. [Figure 2] FIG. 4 is a diagram illustrating the configuration of a second actuator. [Figure 3] FIG. [Figure 4] FIG. 10 is a diagram showing the relationship between stroke amount and sensor output. [Figure 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. 10 is a diagram showing the relationship between stroke amount and acting force in a comparative example. [Figure 10] FIG. 10 is a diagram showing the relationship between stroke amount and acting force in a comparative example. [Figure 11] FIG. 6 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. 10 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. 10 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. 10 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. 10 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. [Figure 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. [Figure 30] FIG. 23 is a cross-sectional view of a vehicle brake device according to a sixteenth embodiment. [Figure 31] FIG. 22 is a cross-sectional view of a vehicle brake device according to a seventeenth embodiment. [Figure 32] FIG. 23 is a cross-sectional view of a vehicle brake device according to an eighteenth embodiment. [Figure 33] FIG. 23 is a cross-sectional view of a vehicle brake device according to a nineteenth embodiment. [Figure 34] FIG. 20 is a cross-sectional view of a vehicle brake device according to a twentieth embodiment. [Figure 35] FIG. 21 is a cross-sectional view of a vehicle brake device according to a twenty-first embodiment. [Figure 36] FIG. 10 is a diagram showing the relationship between stroke change 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. [Figure 40] FIG. 25 is a cross-sectional view of a vehicle brake device according to a twenty-fifth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, identical or equivalent parts will be denoted by the same reference numerals, and 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 the front left wheel FL, front right wheel FR, rear left wheel RL, and rear right wheel RR of a vehicle 6. First, this vehicle brake system 1 will be described.

[0012] 1, the vehicle brake system 1 includes a wheel cylinder for a left front wheel, a wheel cylinder for a right front wheel, a wheel cylinder for a left rear wheel, and a wheel cylinder for a right rear wheel. 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 cylinders will be referred to as W / C below. 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. The first actuator 10 increases the brake fluid pressure, thereby increasing the brake fluid pressure of each of 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. 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. As a result, the first pump 12 increases 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 includes 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 or flash memory, volatile memory such as a RAM, and an interface for communicating with the second microcomputer 62 and sensors, etc., 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 unit and generates brake hydraulic pressure. The second actuator 20 controls the brake hydraulic 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 based on a signal from a second ECU 52 (described later). For example, as shown in FIG. 2, the second actuator 20 has a first piping system 21, a second piping system 26, and a second actuator motor 30.

[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 adjustment 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 and downstream sides of the first main line 211 based on 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 the 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 de-energized, the first pressure-buildup control valve 215 is in a connected state, thereby allowing brake fluid to flow to the left front wheel W / C 2 and the first pressure-reduction control valve 216. On the other hand, 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, thereby cutting 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 that can be controlled between a shut-off 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 shut-off state, thereby blocking the flow of brake fluid to a first pressure reduction pipe 220 (described below). On the other hand, 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, thereby allowing the flow of brake fluid to the first pressure reduction pipe 220 (described below).

[0030] The second branch line 217 guides the brake fluid from the first differential pressure control valve 212 to the 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 de-energized, 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 a connected state, the second pressure-buildup control valve 218 is in a blocked state, thereby blocking 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 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, thereby blocking the flow of brake fluid to a first pressure reduction pipe 220 (described later). On the other hand, when a solenoid coil (not shown) of the second pressure reduction control valve 219 is in an energized state, the second pressure reduction control valve 219 is in a connected state, thereby allowing the flow of brake fluid to the first pressure reduction pipe 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 adjusting 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, which will be described later.

[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. The first return line 223 is also connected to a second pump 224.

[0037] The second pump 224 is connected to the first pressure reduction 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 brake fluid stored in the first pressure regulating reservoir 221. The drawn 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 / C2 and the right front wheel W / C3.

[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 adjustment 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 similarly to the first piping system 21. Therefore, the W / C2 for the left front wheel is replaced with the W / C5 for the right rear wheel. Furthermore, the 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 valves of the second actuator 20, the second actuator motor 30, etc., to control the second actuator 20. Specifically, the second ECU 52 has a second microcomputer 62 and a second drive circuit 72.

[0041] The second microcomputer 62 includes a CPU, non-volatile memory such as a ROM or flash memory, volatile memory such as a RAM, and an interface for communicating with the first microcomputer 61 and sensors, etc., 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 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 brake 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 brake device 80 also 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 around 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 also 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 FIGS. 1 and 4, the stroke sensor 86 outputs a signal corresponding to a stroke amount X, which is the amount of operation of the brake pedal 81 due to the depression force of the driver of the vehicle 6, to the first ECU 51 via a first sensor output wiring 841. The stroke sensor 86 also outputs a signal corresponding to the stroke amount X of the brake pedal 81 to the second ECU 52 via a second sensor output wiring 842. Here, the stroke amount X is, for example, the translational movement amount of the pedal portion 811 toward the front of the vehicle 6. 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. Here, the sensor output Vs is displayed, for example, as 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 the second sensor output wiring 842. The relationship between the rotation angle θ and the signal from 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 an exterior compartment 7, such as an engine compartment, of the vehicle 6, from the interior compartment 8. The dash panel 9 is also sometimes called a bulkhead. In addition to the engine of the vehicle 6, the exterior compartment 7 also houses the battery, air conditioning system, and the like of the vehicle 6.

[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 relative to the front of the vehicle 6 will be simply referred to as the upper side, and the lower side relative to the front of the vehicle 6 will be simply referred to as the lower side.

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

[0053] The second mounting portion 882 is connected to a housing tubular portion 884 (described later) 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 the second mounting hole 886 and a second hole 902 in the dash panel 9, thereby mounting the second mounting portion 882 to the dash panel 9.

[0054] The housing bottom 883 supports a part of the lever portion 812 so that the lever portion 812 can rotate 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 equidistant 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 driver of the vehicle 6 operates the brake pedal 81 with a pedal force, a force corresponding to the pedal force is transmitted from the lever portion 812 to the elastic member 91. This causes the elastic member 91 to elastically deform, contract in this case, generating a restoring force. 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 have a linear relationship, as shown in FIG. 6 . The rotation angle θ is also adjusted to have a linear relationship with the reaction force Fr.

[0058] As shown in FIG. 3 , the stopper 95 is connected to the rear side of the housing tubular 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 has a modulus of elasticity that is much greater than that of the elastic member 91. This prevents the stopper 95 from being 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 of the brake pedal 81 so that the lever portion 812 of the brake pedal 81 does not rotate in the direction opposite to the direction of rotation when the pedal portion 811 of the brake pedal 81 is depressed. In this example, the stopper 95 is positioned on a straight line that passes through the elastic member 91 and extends in the direction of expansion and contraction of the elastic member 91, making it easier to 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 an initial state, as shown in FIG. 3, the lever portion 812 is stopped by the stopper 95. For example, as shown in FIG. 7, when the pedal portion 811 is depressed by the driver of the vehicle 6, the lever portion 812 rotates about the rotation axis O. This increases the stroke amount X, and therefore the sensor output Vs. At this time, the first microcomputer 61 outputs a signal to the first drive circuit 71 to drive the first actuator 10 so as to increase 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, in order to decelerate the vehicle 6. 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. This causes the first pump 12 to increase the pressure of the brake fluid from the reservoir 11. Therefore, 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 due to the restoring force of the elastic member 91. Here, the deformation amount of the elastic member 91 is defined as Xr. Furthermore, the elastic modulus of the elastic member 91 is defined as Kr. At this time, the reaction force Fr is expressed by the following relational expression (1).

[0063]

number

[0064] When the driver's foot of the vehicle 6 is released from the pedal unit 811 by this reaction force Fr, the brake pedal 81 returns to its initial position. 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 amount of translational movement of the pedal unit 811 toward the front of the vehicle 6, the direction of the reaction force Fr is rearward.

[0065] 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 during normal brake control, which is braking control performed by the driver of the vehicle 6 operating the brake pedal 81. The second drive circuit 72 then de-energizes the solenoid coil of the pressure increase control valve of the second actuator 20, thereby opening the pressure increase control valve. Therefore, brake fluid flowing from the first actuator 10 to the second actuator 20 flows through the corresponding pressure increase control valves to the left front wheel W / C2, right front wheel W / C3, left rear wheel W / C4, and right rear wheel W / C5. Therefore, each brake pad (not shown) comes into frictional contact with the corresponding brake disc. This decelerates the wheel corresponding to each brake disc, decelerating the vehicle 6. This brings the vehicle 6 to a stop.

[0067] The second microcomputer 62 also 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, for example, the wheel speeds and vehicle speed of the vehicle 6. The second microcomputer 62 then determines whether to execute ABS control based on these slip ratios. When executing ABS control, the second microcomputer 62 selects one of the following modes depending on the slip ratio: pressure reduction mode, pressure holding mode, or pressure increase mode. In the pressure reduction mode, the pressure increase control valve corresponding to the controlled wheel is closed and the pressure reduction control valve is appropriately opened, thereby reducing the W / C pressure corresponding to the controlled wheel. In the pressure holding mode, the pressure increase control valve and pressure reduction control valve corresponding to the controlled wheel are closed, thereby maintaining the W / C pressure corresponding to the controlled wheel. In the pressure increase mode, the pressure reduction control valve corresponding to the controlled wheel is closed and the pressure increase control valve is appropriately opened, thereby increasing the W / C pressure corresponding to the controlled wheel. In this way, the slip ratio of each wheel of the vehicle 6 is controlled, so that the front left wheel FL, front right wheel FR, rear left wheel RL, and rear right 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, wheel speeds, and vehicle speed. The second microcomputer 62 then determines whether to execute VSC control based on the skid state of the vehicle 6. When executing VSC control, the second microcomputer 62 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 then controls the second drive circuit 72 to increase the pressure of the wheel-cylinder (W / C) corresponding to the selected wheel. The second drive circuit 72 then drives the second actuator motor 30 to drive the pump corresponding to the wheel. The pump corresponding to the wheel draws brake fluid stored in the pressure regulating reservoir corresponding to the wheel. The drawn brake fluid flows to the wheel-cylinder (W / C) corresponding to the wheel via the return pipe corresponding to the wheel. This increases the brake fluid pressure of the W / C corresponding to the wheel to be controlled, 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 another ECU (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 to the brake pedal 81 is improved. The improvement in the accuracy of this 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 position for the spring mechanism 101, and therefore a spring position variation σ1, which is 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-dotted lines in FIGS. 8 and 9, when the amount of contraction of the spring mechanism 101 is relatively small, the force acting on the comparative brake pedal 103 becomes relatively small. Furthermore, as shown by the dashed-dotted lines in FIGS. 8 and 9, when the amount of contraction 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 lines 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 lines 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] Thus, 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 makes it easier for the reaction force from the spring mechanism 101 to the comparative brake pedal 103 to vary 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 is provided with a stopper 95. When the stopper 95 comes into contact with the lever portion 812, it locks the lever portion 812 so that the brake pedal 81 does not rotate in the direction opposite to the direction of rotation when the brake pedal 81 is depressed. This sets a reference position for the brake pedal 81. This allows the reaction force generating unit 90 and the brake pedal 81 to be stably assembled, thereby reducing positional variations of the reaction force generating unit 90 and the brake pedal 81. This improves the accuracy of the reaction force Fr. Furthermore, the improved accuracy of the reaction force Fr reduces the effort required to adjust the reaction force generating unit 90 and the brake pedal 81. This reduces the number of steps required to adjust the reaction force generating unit 90 and the brake pedal 81.

[0075] The vehicle brake device 80 also provides the following effects.

[0076] [1] As described above, since the reference position of the brake pedal 81 is set, the reaction force generating unit 90 and the brake pedal 81 can be easily assembled.

[0077] [2] As shown in Figures 3 and 6, 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 on 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 a dash panel 9 that separates the passenger compartment 8 from an exterior 7 of the vehicle 6, such as an engine compartment.

[0078] Because 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 brake 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, because the adjustment of the housing 88, the reaction force generating part 90, and the brake pedal 81 is easier, the accuracy of the reaction force Fr relative 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, which allows 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 brake fluid flow path or the like for generating the reaction force Fr, thereby reducing the number of parts in 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 intrusion or the like, and is therefore less likely to change due to air intrusion or the like. Therefore, the reaction force Fr generated by the elastic member 91 is less likely to change due to air intrusion or the like compared to the reaction force generated by the pressure of a viscous fluid such as oil, and therefore the drivability of the vehicle brake device 80 is improved. Furthermore, 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, thereby improving 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, which separates the passenger compartment 8 from the outside passenger compartment 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 of expansion and contraction of the elastic member 91. This makes it easier for moments based on the forces of the stopper 95 and the elastic member 91 to be canceled out, making it less likely that a moment based on the forces of the stopper 95 and the elastic member 91 will 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. Other than this, the second embodiment 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 pedal force of the driver of the vehicle 6, the conical elastic member 911 is deformed. As a result, a restoring force of the conical elastic member 911 is generated, and therefore a reaction force Fr is generated. Furthermore, the restoring force of the conical elastic member 911 increases as the amount of deformation of the conical elastic member 911 increases. Furthermore, because the conical elastic member 911 is a conical coil spring, the elastic modulus of the conical elastic member 911 changes according to the amount of deformation of the conical elastic member 911. Here, the elastic modulus of the conical elastic member 911 increases as the amount of deformation of the conical elastic member 911 increases. Therefore, the amount of change in the restoring force of the conical elastic member 911 relative to the amount of deformation of the conical elastic member 911 increases as the amount of deformation of the conical 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. Other than this, the third embodiment is similar to the first embodiment.

[0090] As shown in FIG. 13, the unequal elastic members 912 of the reaction force generating section 90 are springs with unequal intervals.

[0091] In this case, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, the non-uniform elastic member 912 is deformed. As a result, a restoring force of the non-uniform elastic member 912 is generated, and a reaction force Fr is generated. The restoring force of the non-uniform elastic member 912 increases as the deformation amount of the non-uniform elastic member 912 increases. Furthermore, because the non-uniform elastic member 912 is an unequal pitch spring, the elastic modulus of the non-uniform elastic member 912 changes when the deformation amount of the non-uniform elastic member 912 exceeds a predetermined amount. Here, when the deformation amount of the non-uniform elastic member 912 exceeds a predetermined amount, the elastic modulus of the non-uniform elastic member 912 increases. Therefore, when the deformation amount of the non-uniform elastic member 912 exceeds a predetermined amount, the change in the restoring force of the non-uniform elastic member 912 relative to the deformation amount of the non-uniform 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 relative to the stroke amount X is greater than the change in reaction force Fr relative to the stroke amount X when the stroke amount X is 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 configuration of the housing 88 and the elastic member 91 of the reaction force generating section 90. Other than this, the fourth embodiment 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 the front portion of the housing cylindrical portion 884.

[0096] The reaction force generating section 90 also has 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 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 depressed, the second elastic member 914 does not deform, but the first elastic member 913 supported by the housing cylindrical portion 884 deforms. At this time, a reaction force Fr is generated by the restoring force of the first elastic member 913. Furthermore, 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 depressed 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. Furthermore, 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 when the stroke amount X is less than X2. Furthermore, when the stroke amount X is equal to or greater than X2, i.e., when the plate portion 915 and the housing protrusion 888 are in contact with each other, the reaction force Fr increases as the stroke amount X increases. Furthermore, since the elastic modulus of the second elastic member 914 is greater than the elastic modulus of the first elastic member 913, the reaction force Fr is relatively large when the stroke amount X is equal to or greater than X2. 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. Note that X2 is set based on the distance from the housing protrusion 888 to the plate portion 915, etc.

[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. Other than this, the fifth embodiment 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 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, but 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, which is not connected to the lever portion 812, does not deform, but the first parallel use elastic member 916, which is 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 and the second parallel use elastic member 917 deform. 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] 18, when the stroke amount X is less than X3, the reaction force Fr increases as the stroke amount X increases. Furthermore, when the stroke amount X is equal to or greater than X3, 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 when the stroke amount X is less than X3. Furthermore, when the stroke amount X is equal to or greater than X3, the reaction force Fr increases as the stroke amount X increases. Furthermore, since the elastic modulus of the second parallel position elastic member 917 is greater than the elastic modulus of the first parallel position elastic member 916, the reaction force Fr is relatively large when the stroke amount X is equal to or greater than X3. 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. Note that X3 is set depending on the distance from the lever portion 812 to the second parallel position elastic member 917, etc.

[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. Other than this, the sixth embodiment is the same as the fifth embodiment.

[0111] The third parallel use elastic member 918 is an equally spaced 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 cylindrical portion 884, but faces the front side of the housing cylindrical 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 the elastic modulus of the first parallel use elastic member 916 and less than the elastic modulus of the second parallel use elastic member 917. The elastic modulus of the third parallel use elastic member 918 may be greater than the elastic modulus of the second parallel use elastic member 917.

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

[0113] 20, when the stroke amount X is less than X4, the reaction force Fr increases as the stroke amount X increases. Furthermore, when the stroke amount X is equal to or greater than X4 but less than X5, the change in the reaction force Fr relative to the stroke amount X is greater than the change in the reaction force Fr relative to the stroke amount X when the stroke amount X is less than X4. Furthermore, when the stroke amount X is equal to or greater than X4 but less than X5, the change in the reaction force Fr relative to the stroke amount X when the stroke amount X is equal to or greater than X5 is greater than the change in the reaction force Fr relative to the stroke amount X when the stroke amount X is equal to or greater than X4 but less than X5. Furthermore, when the stroke amount X is equal to or greater than X5, the reaction force Fr increases as the stroke amount X increases. Note that X4 is set depending on the distance from the front side of the housing tubular portion 884 to the third parallel positioning elastic member 918, etc. Furthermore, X5 is set depending on the distance from the lever portion 812 to the second parallel positioning elastic member 917, etc.

[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 the same as 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 the 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-to-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. This also improves the accuracy of the reaction force Fr.

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

[0120] (Eighth embodiment) The eighth embodiment differs in the form of the stopper 95. Other than this, it is the same as the first embodiment.

[0121] As shown in Figure 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 variations when attaching the stopper 95 to the housing 88. This improves the positional accuracy of the stopper 95, which in turn 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 the same as 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 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 connection elastic member 921 and the second series connection elastic member 922 are deformed. Here, the elastic modulus of the first series connection elastic member 921 is defined as Ks1. The amount of deformation of the first series connection elastic member 921 when the brake pedal 81 is depressed is defined as Xs1. The elastic modulus of the second series connection elastic member 922 is defined as Ks2. The amount of deformation of the second series connection elastic member 922 when the brake pedal 81 is depressed is defined as Xs2. At this time, since the first series connection elastic member 921 and the second series connection 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 differs in the form of the second parallel elastic member 917 of the reaction force generating section 90. Other than this, the tenth embodiment is similar to the fifth embodiment.

[0131] As shown in FIG. 24, the reaction force generating section 90 has a first parallel elastic member 916 and a second parallel 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 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 position elastic member 916 deforms together with the second parallel position elastic member 917. Here, the elastic modulus of the first parallel position elastic member 916 is defined as Kp1. The amount of deformation of the first parallel position elastic member 916 when the brake pedal 81 is depressed is defined as Xp1. The elastic modulus of the second parallel position elastic member 917 is defined as Kp2. The amount of deformation of the second parallel position elastic member 917 when the brake pedal 81 is depressed is defined as Xp2. At this time, the reaction force Fr is expressed by the following relational expression (3).

[0135]

number

[0136] The tenth embodiment also achieves the same effects as the fifth embodiment. In the tenth embodiment, the reaction force Fr is a force obtained by superimposing 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 differs from the tenth embodiment in the form of the first juxtaposition elastic member 916 and the second juxtaposition elastic member 917. Other than this, the eleventh embodiment is the same as 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. 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 / contraction direction of the first parallel use elastic member 916.

[0140] In this case, when the brake pedal 81 is depressed, the second parallel positioning elastic member 917 expands. In addition, here, the second parallel positioning elastic member 917 passes through the first parallel positioning elastic member 916 and is positioned on a straight line along the direction of expansion and contraction of the first parallel positioning elastic member 916. Therefore, when the brake pedal 81 is depressed, the amount of deformation of the first parallel positioning elastic member 916 and the amount of deformation of the second parallel positioning elastic member 917 become 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 the same as the eleventh embodiment.

[0144] 26, the second parallel use elastic member 917 is not positioned on a straight line that passes through the first parallel use elastic member 916 and extends in the direction of extension and contraction of the first parallel use elastic member 916. Here, the stopper 95 is positioned on a straight line that passes through the first parallel use elastic member 916 and extends in the direction of extension and contraction 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 differs from the fifth embodiment in the arrangement of the first juxtaposition elastic member 916. Other than this, the thirteenth embodiment is the same as 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. Note that, similar to the fifth embodiment, the second parallel use elastic member 917 is connected to the front side of the housing tubular portion 884. Furthermore, the second parallel use elastic member 917 is not connected to the lever portion 812, but 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 configuration of the housing 88 and the brake pedal 81 and 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 axis O and extends upward from the rotation axis O, in this case, toward the second housing cylindrical portion 892. Therefore, this lever extension portion 815 is housed in the second housing cylindrical portion 892.

[0154] The stopper 95 is housed in the second housing tubular portion 892 and is connected to the front side of the second housing tubular 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 locks the lever portion 812 so that the brake pedal 81 does not rotate 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 configuration of the housing 88 and the brake pedal 81 and 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. The housing recess 893 is formed on the rear side of the housing bottom 883 and is recessed in the vertical 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, in this case, toward the housing recess 893. Therefore, a portion of this lever extension portion 815 is housed in the housing recess 893.

[0159] The stopper 95 is housed 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 locks the lever portion 812 so that the brake pedal 81 does not rotate 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] (16th 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, as described above.

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

[0164] Like the lever extension 815, the first lever extension 821 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. Therefore, the first lever extension 821 is housed in the second housing cylindrical portion 892.

[0165] The second lever extension 822 extends forward from the end of the first lever extension 821 and is housed in the second housing tubular 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 locks the lever portion 812 so that the brake pedal 81 does not rotate 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] (17th embodiment) The seventeenth embodiment differs from the first embodiment in the configuration of the housing 88 and the brake pedal 81 and 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 a lever extension portion 815. This lever extension portion 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.

[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 driver of the vehicle 6 applying a depressing force, a force corresponding to this depressing 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 configuration of the housing 88 and the brake pedal 81 and the arrangement of the reaction force generating portion 90 and the stopper 95. Other than this, the eighteenth embodiment is similar to the first embodiment.

[0174] As shown in FIG. 32, the housing 88 has the first mounting portion 881, the second mounting portion 882, the housing bottom portion 883, the first housing cylindrical portion 891, and the 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] Like the lever extension 815, the first lever extension 821 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. Therefore, 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 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 driver of the vehicle 6 applying a depressing force, a force corresponding to this depressing 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 locks the lever portion 812 so that the brake pedal 81 does not rotate 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] (19th embodiment) In the nineteenth embodiment, the arrangement of the reaction force generating portion 90 differs from that in the fourteenth embodiment.

[0182] As shown in Fig. 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 driver of the vehicle 6 applying a depressing force, a force corresponding to this depressing 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] (Twentyth embodiment) In the twentieth embodiment, the arrangement of the reaction force generating portion 90 differs from that in the sixteenth embodiment.

[0185] As shown in Fig. 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 821. Therefore, when the brake pedal 81 is operated by the driver of the vehicle 6 applying a depressing force, a force corresponding to this depressing force is transmitted from the first lever extension 821 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.

[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 the same as the first embodiment.

[0188] As shown in Fig. 35, the reaction force generating unit 90 of the vehicle brake device 80 of the 21st embodiment has a damper 94. The damper 94 generates a reaction force Fr corresponding 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 a viscous fluid such as oil or air. In Fig. 34, the viscous fluid in the damper cylinder 941 is depicted with a dotted pattern to clearly indicate the location of the viscous fluid in the damper cylinder 941.

[0190] The damper piston 942 slides within the damper cylinder 941 along the axial direction of the damper cylinder 941. One end of the damper piston 942 is connected to a lever portion 812 of the brake pedal 81. Therefore, when the driver of the vehicle 6 operates the brake pedal 81 by depressing the pedal, a force corresponding to the depressing force is transmitted from the lever portion 812 to the damper piston 942. This causes the damper piston 942 to compress 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 within the damper cylinder 941. Furthermore, here, the reaction force Fr due to this 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 21st 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 configuration of the housing 88 and the stopper 95 of the vehicle brake device 80. The rest is the same as the first embodiment.

[0193] As shown in FIG. 37, the housing 88 of the 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, thereby attaching housing 88 to dash panel 9.

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

[0196] In addition, since the housing cylindrical portion 884 does not form the rear portion of the housing 88, the housing cylindrical portion 884 and the housing bottom portion 883 give the housing 88 an L-shaped cross section.

[0197] Stopper 95 is formed in an L-shape and is connected to housing bottom portion 883. Stopper 95 also comes into contact with rear surface 814 of lever portion 812. As a result, stopper 95 locks lever portion 812 so that brake pedal 81 does not rotate in the direction opposite to the direction of rotation when brake pedal 81 is depressed.

[0198] The 22nd 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 of the twenty-third embodiment is the same as 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 contacts the rear surface 814 of the lever portion 812, thereby hooking the brake pedal 81. In this way, the stopper 95 locks the lever portion 812 so that the brake pedal 81 does not rotate in the direction opposite to the direction of rotation when the brake pedal 81 is depressed.

[0201] The 23rd 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 the elastic members 91 of the vehicle brake device 80. The rest is the same as the first embodiment.

[0203] As shown in Fig. 39, the elastic member 91 of the reaction force generating unit 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 the housing tubular portion 884. At this time, when the brake pedal 81 is operated by the pedal force of the driver of the vehicle 6, a force corresponding to this pedal force is transmitted from the lever portion 812 to the elastic member 91. As a result, the elastic member 91 stretches, generating a restoring force. Furthermore, this restoring force generates a reaction force Fr against the lever portion 812.

[0204] The 24th 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, which differs from the seventeenth embodiment.

[0206] As shown in Fig. 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 driver of the vehicle 6 applying a depressing force, a force corresponding to this depressing 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 25th embodiment also provides the same effects as the first and 17th 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, it goes without saying that the elements constituting the embodiments in the above-described embodiments are not necessarily essential unless they are specifically stated as essential or are considered to be clearly essential in principle.

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

[0210] (2) In the above embodiment, the reaction force generating unit 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 unit 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, 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 section (90) that generates a reaction force (Fr) against the lever section in accordance with a stroke amount (X) of the brake pedal; A stopper (95); Equipped with the lever portion includes a lever extension (822); the lever extension portion extends from the lever portion in a rotation direction when the pedal portion is operated, When the stopper comes into contact with the lever extension portion, the stopper comes into surface contact with the lever extension portion in a direction intersecting the rotation direction, thereby locking the lever portion so that the lever portion does not rotate in a direction opposite to the rotation direction, 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 modulus of elasticity greater than the modulus of elasticity of 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 , comprising:

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 the 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 relative to the stroke amount changes as the stroke amount increases.

5. 3. The vehicle brake device according to claim 1, wherein the amount of change in the reaction force relative 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 the position at which the stopper contacts the brake pedal by moving within the hole in the housing.

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

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

9. 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.

10. 3. The vehicle brake device according to claim 1, wherein the first series elastic member and the second series elastic member are springs with equal intervals.

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

12. 3. The vehicle brake device according to claim 1, wherein the first series elastic member and the second series elastic member have different elastic moduli.

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