Brake system

Abstract

The present invention provides a braking system that can be operated with minimal force when the system is functioning normally, and that provides significant deceleration when the system malfunctions. [Solution] The system comprises a handle brake lever 20, an emergency brake lever 30, a simulated brake pedal 43 connected to a brake master cylinder 60, a handle brake cable 28 connecting the simulated brake pedal 43 to the handle brake lever 20, and an emergency brake cable 34 connecting the simulated brake pedal 43 to the emergency brake lever 30. The simulated brake pedal 43 has a pivot shaft 44 between one end 43A and the other end 43B, with one end 43A connected to the input piston 62 of the brake master cylinder 60, and is a rotating lever that pushes the input piston 62 when the other end 43B moves. The handle brake cable 28 is connected to the tip side of the other end 43B rather than the emergency brake cable 34.

Description

Technical Field

[0001] The present disclosure relates to the structure of a braking system including a handle brake lever attached to a steering handle.

Background Art

[0002] Patent Document 1 discloses a braking device that attaches a brake lever to a steering handle and operates a braking device by a driver manually operating the brake lever.

Prior Art Document

Patent Document

[0007] The brake system of this disclosure comprises a handle brake lever attached to a steering wheel, an emergency brake lever positioned outside the steering wheel, a dummy brake pedal connected to a brake master cylinder, a handle brake cable connecting the dummy brake pedal and the handle brake lever, and an emergency brake cable connecting the dummy brake pedal and the emergency brake lever, wherein the dummy brake pedal has a pivot axis between one end and the other end, the one end being connected to the input piston of the brake master cylinder, and the movement of the other end pushes the input piston, and the handle brake cable is connected to the tip side of the other end of the emergency brake cable.

[0008] This design reduces the amount the brake master cylinder's input piston is pushed in in proportion to the amount the handle brake lever is operated under normal conditions, allowing the handle brake lever to be operated with minimal force. Conversely, in the event of a system malfunction, the amount the brake master cylinder's input piston is pushed in in proportion to the amount the emergency brake lever is operated increases, allowing the input piston to be pushed in more force by operating the emergency brake lever. As a result, braking can be performed with minimal force under normal conditions, while significant deceleration can be achieved in the event of a malfunction.

[0009] The brake system of this disclosure includes a stroke sensor for measuring the amount of operation of the handle brake lever, a hydraulic pressure generator including the brake master cylinder for generating operating hydraulic pressure to operate the brake, and a control unit for adjusting the operating hydraulic pressure by an electrical signal from the stroke sensor, wherein the hydraulic pressure generator may generate an operating reaction force corresponding to the amount of the input piston pushed in.

[0010] When the system is functioning correctly, the operating hydraulic pressure is adjusted by electrical signals from the stroke sensor, regardless of the driver's muscle strength. The hydraulic pressure generator generates a small operating reaction force corresponding to a small amount of input piston depression, allowing the steering brake lever to be operated with minimal force.

[0011] The brake system of this disclosure includes a hydraulic sensor that detects a change in hydraulic pressure caused by the operation of the emergency brake lever, which pushes the input piston of the brake master cylinder, and the control unit may adjust the operating hydraulic pressure by an electrical signal from the hydraulic sensor.

[0012] As a result, when the emergency brake lever is operated under normal system conditions, even if the amount of movement of the emergency brake lever is small and the operating reaction force generated by the hydraulic pressure generator is small, the operating hydraulic pressure is adjusted by the electrical signal from the hydraulic sensor, so that a large deceleration can be obtained even when the amount of movement of the emergency brake lever is small.

[0013] In the brake system of this disclosure, the emergency push amount of the input piston based on the unit operation amount of the emergency brake lever may be 3 to 10 times the normal push amount of the input piston based on the unit operation amount of the handle brake lever.

[0014] This allows the input piston to be pushed further by operating the emergency brake lever than by operating the handle brake lever. Therefore, even when the system is malfunctioning, such as when the control unit fails, the input piston can be pushed further by operating the emergency brake lever, resulting in a large deceleration. Here, the unit amount of operation of the emergency brake lever and the unit amount of operation of the handle brake lever may be a ratio to the full stroke of each lever. [Effects of the Invention]

[0015] The braking system of this disclosure can be operated with a small operating force when the system is functioning normally, and a large deceleration can be achieved when the system malfunctions. [Brief explanation of the drawing]

[0016] [Figure 1] This is a diagram showing the configuration of the brake system according to the embodiment. [Figure 2] Figure 1 is a diagram showing the configuration of the hydraulic pressure generator for the brake system. [Figure 3] Figure 1 is a control system diagram showing the configuration of the control unit of the brake system. [Figure 4] This is an explanatory diagram showing the operation of the hydraulic pressure generator when the handle brake lever or emergency brake lever is operated while the system is functioning normally. [Figure 5] This is an explanatory diagram showing the operation of the hydraulic pressure generator when the emergency brake lever is operated during a system malfunction. [Modes for carrying out the invention]

[0017] The brake system 100 of the embodiment will be described below with reference to the drawings. In the drawings, FR, UP, and RH indicate the front, upper, and right sides of the vehicle 200 on which the brake system 100 is mounted, respectively. The opposite directions of FR, UP, and RH indicate the rear, lower, and left sides. Hereafter, when simply referring to the front / rear, left / right, and up / down directions, they refer to the front / rear, left / right, and up / down of the vehicle 200, respectively, unless otherwise specified.

[0018] As shown in Figure 1, the brake system 100 includes a handle brake lever 20, an emergency brake lever 30, a simulated brake pedal device 40, a handle brake cable 28, an emergency brake cable 34, a stroke sensor 29, a hydraulic pressure generator 50, and a control unit 77.

[0019] The handle brake lever 20 is a brake operating device that is attached to the steering handle 15 and is operated by the driver by hand. As shown in FIG. 1, the steering handle 15 is disposed behind the instrument panel 12 in the passenger compartment 10.

[0020] The handle brake lever 20 is composed of a base 21, a lever body 22, link bases 23 and 24, and links 25 and 26. The base 21 is a pedestal attached to the steering handle 15. The upper end of the lever body 22 is rotatably attached to the base 21. The link base 23 is a plate member attached to the steering handle 15 and extending downward. The link base 24 is a plate member connected to the link base 23. The link 25 is an L-shaped plate member rotatably connected to the link base 24. The link 26 is a rod-shaped member connecting the upper part of the lever body 22 and one end of the link 25. The handle brake cable 28 is connected to the other end of the link 25.

[0021] As shown by the arrow in FIG. 1, when the driver pulls the lever body 22 toward the steering handle 15, the link 26 moves downward and rotates the link 25 counterclockwise. As a result, the handle brake cable 28 moves toward the steering handle 15.

[0022] The emergency brake lever 30 is a brake operating device that is disposed outside the steering handle 15 and is operated by the driver by hand. As shown in FIG. 1, the emergency brake lever 30 is composed of a link device 31, a lever 32, and an operation end 33. The link device 31 is attached to the dash panel 13 of the passenger compartment 10. The lever 32 and the emergency brake cable 34 are connected to the link device 31. The link device 31 converts the operation of the lever 32 into the front-rear direction operation of the emergency brake cable 34 by a link mechanism disposed inside. An operation end 33 for the driver to operate is provided at the end of the lever 32 on the passenger compartment side. When the driver operates the operation end 33 downward as shown by the arrow, the emergency brake cable 34 moves toward the rear of the vehicle.

[0023] The simulated brake pedal device 40 consists of a bracket 41, a simulated brake pedal 43, and an operating rod 46.

[0024] Bracket 41 is attached to the base 52 of the casing 51 of the hydraulic generator 50 by bolts 42. Here, the hydraulic generator 50 is installed inside the front compartment 18 at the front of the passenger compartment 10. Bracket 41 is a roughly L-shaped plate member, with its tip extending toward the passenger compartment 10. The dummy brake pedal 43 has a pivot axis 44 between one end 43A and the other end 43B, and is mounted on bracket 41 so as to be rotatable around the pivot axis 44. An operating rod 46 is rotatably connected to the connection point 45 of the one end 43A. The operating rod 46 is connected to the input piston 62 of the brake master cylinder 60. Thus, the dummy brake pedal 43 is a rotating lever in which the one end 43A pushes the input piston 62 into the brake master cylinder 60 as the other end 43B rotates around the pivot axis 44.

[0025] An emergency brake cable 34 is connected to the first connection point 47 of the other end 43B. The emergency brake cable 34 pushes the input piston 62 into the brake master cylinder 60 via a simulated brake pedal 43 in accordance with the amount of emergency operation of the operating end 33 of the emergency brake lever 30. A handle brake cable 28 is connected to the second connection point 48 of the other end 43B. The handle brake cable 28 pushes the input piston 62 into the brake master cylinder 60 via a simulated brake pedal 43 in accordance with the amount of operation of the lever body 22 of the handle brake lever 20. Here, the second connection point 48 is located either further towards the tip of the other end 43B than the first connection point 47, or further away from the rotation axis 44 than the first connection point 47.

[0026] Next, the configuration of the hydraulic pressure generator 50 will be described with reference to Figure 2. The hydraulic pressure generator 50 includes a reservoir 53, an accumulator 54, a pump 55, a pump motor 56, a brake master cylinder 60, a regulator 70, a pressure-boosting linear solenoid valve 81, a pressure-reducing linear solenoid valve 82, a servo hydraulic sensor 83, a stroke simulator 84, a stroke simulator cut-off valve 85, a stroke simulator pressure sensor 86, a separation chamber cut-off valve 87, an accumulator hydraulic sensor 88, and a relief valve 89.

[0027] The reservoir 53 is a tank for storing hydraulic fluid. The pressure in the reservoir 53 is approximately atmospheric pressure. The pump 55 is driven by a pump motor 56 and pressurizes the hydraulic fluid supplied from the reservoir 53 and supplies it to the accumulator 54. The accumulator 54 stores the high-pressure hydraulic fluid pressurized by the pump 55. The high-pressure hydraulic fluid stored in the accumulator 54 is supplied to the regulator 70 through an oil passage. An accumulator hydraulic sensor 88 for detecting the hydraulic pressure Pacc of the accumulator 54 is provided in the oil passage between the accumulator 54 and the regulator 70. The accumulator 54 is also connected to the reservoir 53 via a relief valve 89.

[0028] The brake master cylinder 60 comprises a housing 61, an input piston 62, a first pressurizing piston 64, and a second pressurizing piston 68. In the following description, as indicated by the arrows in the diagram, the direction in which the input piston 62 moves toward the first pressurizing piston 64 and the second pressurizing piston 68 is described as forward, and the opposite direction is described as backward.

[0029] The input piston 62 is liquid-tight and slidably fitted in the rear opening 61A at the rear end of the housing 61. An operating rod 46 is connected to the rear of the input piston 62. The first pressurizing piston 64 and the second pressurizing piston 68 are liquid-tight and slidably fitted inside the housing 61. In front of the first pressurizing piston 64 and the second pressurizing piston 68 are the first pressurizing chamber 67 and the second pressurizing chamber 69. The first pressurizing chamber 67 and the second pressurizing chamber 69 are connected via oil passages to the left and right brakes 93 and 94 of the front wheels and the left and right brakes 91 and 92 of the rear wheels. Pressurized hydraulic fluid is supplied from the first pressurizing chamber 67 and the second pressurizing chamber 69 to the brake cylinders of each brake 91, 92, 93, and 94, thereby operating each brake 91 to 94.

[0030] The first pressurizing piston 64 includes a front piston portion 64A located at the front, an intermediate piston portion 64B located in the middle and projecting radially, and a rear small-diameter portion 64C located at the rear and having a smaller diameter than the intermediate piston portion 64B. The front piston portion 64A and the intermediate piston portion 64B are fitted into the housing 61 in a liquid-tight and slidable manner. The area in front of the front piston portion 64A forms the first pressurizing chamber 67. The area in front of the intermediate piston portion 64B forms the annular chamber 65.

[0031] The housing 61 is provided with an annular inner circumferential projection 61B, and the rear small-diameter portion 64C is fitted to it in a liquid-tight and slidable manner in the front-rear direction. A rear chamber 66 is formed between the rear of the intermediate piston portion 64B and the inner circumferential projection 61B. A separation chamber 63 is formed between the rear small-diameter portion 64C and the input piston 62.

[0032] The annular chamber 65 and the separation chamber 63 are connected by an oil passage via a separation chamber cut-off valve 87. The separation chamber cut-off valve 87 is an electromagnetic valve. The annular chamber 65 is connected to the stroke simulator 84 via an oil passage. The separation chamber 63 is also connected to the stroke simulator 84 via the separation chamber cut-off valve 87. The annular chamber 65 is also connected to the reservoir 53 via the stroke simulator cut-off valve 85. The separation chamber 63 is also connected to the reservoir 53 via the separation chamber cut-off valve 87 and the stroke simulator cut-off valve 85. A stroke simulator pressure sensor 86 is provided in the oil passage before the stroke simulator 84. The stroke simulator pressure sensor 86 detects the hydraulic pressure Prct of the annular chamber 65 and the separation chamber 63 when the stroke simulator cut-off valve 85 is closed and the separation chamber cut-off valve 87 is open. The hydraulic pressure Prct of the annular chamber 65 and the separation chamber 63 is proportional to the pressing force of the input piston 62 by the simulated brake pedal 43.

[0033] The regulator 70 comprises a control chamber 71, a high-pressure chamber 72, a servo chamber 73, a pilot chamber 74, a control piston 75, and a high-pressure supply valve 76. High-pressure hydraulic fluid is supplied to the control chamber 71 from the accumulator 54 via a pressure-boosting linear solenoid valve 81. The control piston 75 is located inside the control chamber 71. The high-pressure chamber 72 contains the high-pressure supply valve 76. The control chamber 71 is connected to the reservoir 53 via a pressure-reducing linear solenoid valve 82. The servo chamber 73 is connected to the rear chamber 66 of the brake master cylinder 60. Between the servo chamber 73 and the rear chamber 66, a servo hydraulic sensor 83 is provided to detect the hydraulic pressure Psrv of the hydraulic fluid supplied to the rear chamber 66.

[0034] The regulator 70 controls the hydraulic pressure Psrv of the servo chamber 73 to a predetermined target value using a pressure-boosting linear solenoid valve 81 and a pressure-reducing linear solenoid valve 82. Here, the hydraulic pressure Psrv of the servo chamber 73 is the operating hydraulic pressure that operates the first pressurizing piston 64 and the second pressurizing piston 68. Then, the predetermined hydraulic pressure Psrv is applied to the rear chamber 66, causing the first pressurizing piston 64 and the second pressurizing piston 68 to move forward, and hydraulic fluid is supplied from the first pressurizing chamber 67 and the second pressurizing chamber 69 to the brakes 91-94.

[0035] Next, the configuration of the control unit 77 will be described with reference to Figure 3. The control unit 77 is a computer that includes a CPU 78, which is a processor that performs information processing internally, and a memory 79 that stores control programs and control data.

[0036] The control unit 77 receives the operating stroke of the lever body 22 from the stroke sensor 29. The control unit 77 also receives hydraulic pressure Prct, hydraulic pressure Psrv, and hydraulic pressure Pacc from the stroke simulator pressure sensor 86, servo hydraulic pressure sensor 83, and accumulator hydraulic pressure sensor 88, respectively. Based on these inputs, the control unit 77 adjusts the operation of the pressure-boosting linear solenoid valve 81, pressure-reducing linear solenoid valve 82, stroke simulator cut-off valve 85, separation chamber cut-off valve 87, and pump motor 56.

[0037] Next, we will describe an example of the operation of the brake system 100 with reference to Figures 4 and 5. First, with reference to Figure 4, we will describe the operation when the driver operates the handle brake lever 20 while the brake system 100 is functioning normally. In the example shown in Figure 4, the control unit 77 opens the separation chamber cut valve 87 and closes the stroke simulator cut valve 85.

[0038] As shown by the arrow in Figure 1, when the driver pulls the lever body 22 of the handle brake lever 20 toward the steering wheel 15, the handle brake cable 28 moves toward the steering wheel 15. This causes the simulated brake pedal 43 to rotate counterclockwise and the operating rod 46 to move forward. Then, the input piston 62 is pushed into the separation chamber 63 of the brake master cylinder 60. When the input piston 62 is pushed into the separation chamber 63, the hydraulic fluid in the separation chamber 63 flows into the stroke simulator 84 via the separation chamber cut-off valve 87, pushing the piston of the stroke simulator 84. This causes the hydraulic pressure in the stroke simulator 84 and the hydraulic pressure Prct in the separation chamber 63 to rise. The rise in the hydraulic pressure Prct in the separation chamber 63 becomes the operating reaction force of the lever body 22 via the simulated brake pedal 43 and the handle brake cable 28 as the reaction force of the input piston 62 pushing. This operating reaction force is the operating force required for the driver to operate the lever body 22.

[0039] As shown in Figure 1, the handle brake cable 28 is connected to the second connection point 48 at the tip of the other end 43B of the simulated brake pedal 43. Therefore, even when the lever body 22 is pulled, the amount of forward movement of the operating rod 46 and input piston 62 is small. In other words, the amount of depression of the input piston 62 is small relative to the amount of operation of the handle brake lever 20. Consequently, the operating reaction force is also small, and the operating force required by the driver to operate the lever body 22 is small.

[0040] On the other hand, when the driver pulls the lever body 22, the stroke sensor 29 detects the stroke of the lever body 22. The detected electrical signal from the stroke sensor 29 is then input to the control unit 77. Based on the input electrical signal from the stroke sensor 29, the control unit 77 calculates the stroke amount of the lever body 22 and the rate at which the stroke amount changes. Based on the calculated stroke amount and rate of change, the control unit 77 calculates the target servo hydraulic pressure. The control unit 77 then adjusts the operation of the pressure-boosting linear solenoid valve 81, the pressure-reducing linear solenoid valve 82, and the pump motor 56 so that the hydraulic pressure Psrv detected by the servo hydraulic pressure sensor 83 becomes the target servo hydraulic pressure. As a result, the hydraulic pressure Psrv corresponding to the operation of the lever body 22 is applied to the rear chamber 66. Then, the first pressurizing piston 64 and the second pressurizing piston 68 move forward, and the hydraulic fluid from the first pressurizing chamber 67 and the second pressurizing chamber 69 is sent to the brakes 91-94, causing the brakes 91-94 to operate. When the first pressurized piston 64 and the second pressurized piston 68 move forward, the hydraulic fluid in the annular chamber 65 flows into the stroke simulator 84.

[0041] Thus, when the brake system 100 is functioning correctly, the amount of depression of the input piston 62 corresponding to the amount the driver operates the lever body 22 is small, allowing the driver to operate the lever body 22 with minimal force. On the other hand, the hydraulic pressure of the hydraulic fluid supplied to the brakes 91-94 is adjusted by the control unit 77 adjusting the operation of the pressure-boosting linear solenoid valve 81, the pressure-reducing linear solenoid valve 82, and the pump motor 56 based on the electrical signal from the stroke sensor 29, regardless of the amount the input piston 62 is depressed. Therefore, when the brake system 100 is functioning correctly, the driver can operate the brakes 91-94 by operating the lever body 22 with minimal force.

[0042] Next, referring to Figure 4, we will explain the operation when the driver operates the emergency brake lever 30 while the brake system 100 is functioning normally.

[0043] Similar to the operation of the handle brake lever 20 described earlier, when the driver pushes down the operating end 33 of the emergency brake lever 30 as shown by the arrow in Figure 1, the emergency brake cable 34 moves toward the passenger compartment 10. This causes the simulated brake pedal 43 to rotate counterclockwise and the operating rod 46 to move forward. The input piston 62 is then pushed into the separation chamber 63 of the brake master cylinder 60. The hydraulic fluid in the separation chamber 63 then flows into the stroke simulator 84 via the separation chamber cut-off valve 87, causing the hydraulic pressure in the stroke simulator 84 and the hydraulic pressure Prct in the separation chamber 63 to rise. The stroke simulator pressure sensor 86 detects the hydraulic pressure Prct and inputs it to the control unit 77.

[0044] The control unit 77 calculates the target servo hydraulic pressure based on the electrical signal from the input stroke simulator pressure sensor 86. The control unit 77 then adjusts the operation of the pressure-boosting linear solenoid valve 81, the pressure-reducing linear solenoid valve 82, and the pump motor 56 so that the hydraulic pressure Psrv becomes the target servo hydraulic pressure. As a result, the hydraulic pressure Psrv corresponding to the operation of the emergency brake lever 30 is applied to the rear chamber 66, the first pressurizing piston 64 and the second pressurizing piston 68 move forward, and the hydraulic fluid in the first pressurizing chamber 67 and the second pressurizing chamber 69 is sent to the brakes 91-94, causing the brakes 91-94 to operate.

[0045] Here, as shown in Figure 1, the emergency brake cable 34 is connected to the first connection point 47 at the base of the other end 43B of the simulated brake pedal 43. Therefore, when the operating end 33 of the emergency brake lever 30 is pushed down, the operating rod 46 and input piston 62 move forward more than when the lever body 22 of the handle brake lever 20 is operated. As a result, the amount of hydraulic fluid flowing into the stroke simulator 84 is greater than when the lever body 22 of the handle brake lever 20 is operated, and the hydraulic pressure in the stroke simulator 84 and the hydraulic pressure Prct in the separation chamber 63 are higher than when the lever body 22 of the handle brake lever 20 is operated. Therefore, the operating reaction force applied to the operating end 33 as the pushing reaction force of the input piston 62 is also greater than the operating reaction force applied to the lever body 22.

[0046] Next, referring to Figure 5, we will explain the operation when the handle brake lever 20 is operated in an abnormal situation where the control unit 77 cannot adjust the operation of the pressure-boosting linear solenoid valve 81, the pressure-reducing linear solenoid valve 82, and the pump motor 56. In the example shown in Figure 5, the separation chamber cut valve 87 is closed and the stroke simulator cut valve 85 is open.

[0047] When the driver pulls the lever body 22 of the steering brake lever 20 toward the steering wheel 15 as shown by the arrow in Figure 1, the simulated brake pedal 43 rotates counterclockwise and the operating rod 46 moves forward. Then, the input piston 62 is pushed into the separation chamber 63 of the brake master cylinder 60.

[0048] In this case, since the separation chamber cut-off valve 87 is closed, the hydraulic fluid in the separation chamber 63 does not flow into the stroke simulator 84, and the hydraulic pressure Prct in the separation chamber 63 does not rise.

[0049] Then, when the input piston 62 moves forward, it moves the first pressurizing piston 64 and the second pressurizing piston 68 forward. As a result, the hydraulic fluid in the first pressurizing chamber 67 and the second pressurizing chamber 69 is sent to the brakes 91-94, and the brakes 91-94 are activated. At this time, the stroke simulator cut valve 85 is open, so when the first pressurizing piston 64 and the second pressurizing piston 68 move forward, the hydraulic fluid in the annular chamber 65 flows into the reservoir 53 through the stroke simulator cut valve 85.

[0050] Similarly, if the operating end 33 of the emergency brake lever 30 is pushed down as shown by the arrow in Figure 1 during an abnormality, the simulated brake pedal 43 rotates counterclockwise, the operating rod 46 moves forward, and the input piston 62 is pushed into the separation chamber 63 of the brake master cylinder 60, just as when the lever body 22 is pulled. The input piston 62 then moves the first pressurizing piston 64 and the second pressurizing piston 68 forward, and the hydraulic fluid in the first pressurizing chamber 67 and the second pressurizing chamber 69 is sent to the brakes 91-94, causing the brakes 91-94 to operate.

[0051] As explained earlier, the handle brake cable 28 is connected to the second connection point 48 at the tip of the other end 43B of the simulated brake pedal 43. Therefore, even when the lever body 22 is pulled, the amount of forward movement of the operating rod 46 and the input piston 62 is small. In other words, the amount of depression of the input piston 62 is small relative to the amount of operation of the handle brake lever 20. As a result, even when the handle brake lever 20 is operated in an abnormal situation, the amount of forward movement of the first pressurizing piston 64 and the second pressurizing piston 68 is small, and sufficient hydraulic pressure may not be applied to the brakes 91-94.

[0052] On the other hand, the emergency brake cable 34 is connected to the first connection point 47 at the base of the other end 43B of the simulated brake pedal 43. When the operating end 33 of the emergency brake lever 30 is pushed down, the operating rod 46 and input piston 62 move forward more than when the lever body 22 is pulled. In other words, the amount the input piston 62 is pushed in in proportion to the amount the emergency brake lever 30 is operated is greater than the amount the input piston 62 is pushed in in proportion to the amount the handle brake lever 20 is operated. Therefore, when the driver operates the emergency brake lever 30 in an emergency, the first pressurizing piston 64 and the second pressurizing piston 68 can be pushed in more than when the lever body 22 is pulled, and sufficient hydraulic pressure can be applied to the brakes 91-94. This allows for significant deceleration even in an emergency.

[0053] Furthermore, the emergency push amount of the input piston 62 relative to the unit operation amount of the operating end 33 of the emergency brake lever 30 and the normal push amount of the input piston 62 relative to the unit operation amount of the lever body 22 of the handle brake lever 20 can be freely set by adjusting the position of the first connection point 47 of the emergency brake cable 34 to the pseudo brake pedal 43 and the second connection point 48 of the handle brake cable 28 to the pseudo brake pedal 43. For example, the emergency push amount of the input piston 62 based on the unit operation amount of the operating end 33 of the emergency brake lever 30 may be set to 3 to 10 times the normal push amount of the input piston 62 based on the unit operation amount of the lever body 22 of the handle brake lever 20. Here, the unit operation amount of the operating end 33 of the emergency brake lever 30 and the unit operation amount of the lever body 22 of the handle brake lever 20 may be, for example, a ratio to the full stroke of the operating end 33 and the lever body 22. In this case, when the operating amount of the operating end 33 is 50% of the full stroke, the amount the input piston 62 is pushed in will be 3 to 10 times the amount when the operating amount of the lever body 22 is 50% of the full stroke.

[0054] As explained above, in the brake system 100, the handle brake cable 28 is connected to the other end 43B of the pseudo brake pedal 43, rather than the emergency brake cable 34. Therefore, the amount of depression of the input piston 62 of the brake master cylinder 60 is small in relation to the amount of operation of the handle brake lever 20, so that the handle brake lever 20 can be operated with little force when the brake system 100 is functioning normally. On the other hand, the amount of depression of the input piston 62 of the brake master cylinder 60 is large in relation to the amount of operation of the emergency brake lever 30, so that the input piston 62 can be pushed in a large amount by operating the emergency brake lever 30 when the brake system 100 malfunctions. Therefore, the brake system 100 can be operated with little force when functioning normally, and a large deceleration can be obtained when malfunctioning.

[0055] Furthermore, by operating the emergency brake lever 30 in the event of an abnormality, a significant deceleration can be achieved, eliminating the need for redundant power supplies and sensors for operating the brake system 100, thus simplifying the configuration of the vehicle 200.

[0056] Furthermore, when the handle brake lever 20 is operated under normal conditions, the brake system 100 adjusts the hydraulic pressure Psrv, which is the operating hydraulic pressure of the first pressurizing piston 64 and the second pressurizing piston 68, by means of an electrical signal from the stroke sensor 29, regardless of the driver's muscle strength. Therefore, the brakes 91-94 can be operated by operating the handle brake lever 20 with little force.

[0057] Furthermore, in the brake system 100, when the emergency brake lever 30 is operated under normal conditions, the hydraulic pressure Psrv, which is the operating hydraulic pressure of the first pressurizing piston 64 and the second pressurizing piston 68, is adjusted by an electrical signal from the stroke simulator pressure sensor 86. As a result, even when the amount of operation of the emergency brake lever 30 is small and the operating reaction force is small, a large deceleration can be obtained. [Explanation of Symbols]

[0058] 10 Passenger compartment, 12 Instrument panel, 13 Dash panel, 15 Steering wheel, 18 Front compartment, 20 Handle brake lever, 21 Base, 22 Lever body, 23, 24 Link base, 25, 26 Link, 28 Handle brake cable, 29 Stroke sensor, 30 Emergency brake lever, 31 Link device, 32 Lever, 33 Operating end, 34 Emergency brake cable, 40 Simulated brake pedal device, 41 Bracket, 42 Bolt, 43 Simulated brake pedal, 43A One end, 43B Other end, 44 Rotating shaft, 45 Connection point, 46 Operating rod, 47 First connection point, 48 Second connection point, 50 Hydraulic pressure generator, 51 Casing, 52 Base, 53 Reservoir, 54 Accumulator, 55 Pump, 56 Pump motor, 60 Brake master cylinder, 61 Housing, 61A Opening, 61B Inner circumferential protrusion, 62 Input piston, 63 Separation chamber, 64A Front piston section, 64B Intermediate piston section, 64C Rear small diameter section, 65 Annular chamber, 66 Rear chamber, 70 Regulator, 71 Control chamber, 72 High pressure chamber, 73 Servo chamber, 74 Pilot chamber, 75 Control piston, 76 High pressure supply valve, 77 Control unit, 78 CPU, 79 Memory, 81 Pressure boosting linear solenoid valve, 82 Pressure reducing linear solenoid valve, 83 Servo hydraulic sensor, 84 Stroke simulator, 85 Stroke simulator cut-off valve, 86 Stroke simulator pressure sensor, 87 Separation chamber cut-off valve, 88 Accumulator hydraulic sensor, 89 Relief valve, 91-94 Brake, 100 Brake system, 200 Vehicle.

Claims

1. A handle brake lever that is attached to the steering wheel, An emergency brake lever located outside the steering wheel, A simulated brake pedal connected to the brake master cylinder, A handle brake cable connecting the aforementioned simulated brake pedal and the aforementioned handle brake lever, The system includes an emergency brake cable connecting the simulated brake pedal and the emergency brake lever, The aforementioned pseudo-brake pedal has a pivot axis between one end and the other end, the one end is connected to the input piston of the brake master cylinder, and the movement of the other end pushes the input piston, The aforementioned handle brake cable is connected to the other end of the emergency brake cable. A braking system characterized by the following.

2. A brake system according to claim 1, A stroke sensor for measuring the amount of operation of the handle brake lever, A hydraulic pressure generator that includes the aforementioned brake master cylinder and generates operating hydraulic pressure for operating the brake, The system includes a control unit that adjusts the operating hydraulic pressure based on an electrical signal from the stroke sensor, The hydraulic pressure generating device generates an operating reaction force corresponding to the amount the input piston is pushed in. A braking system characterized by the following.

3. A brake system according to claim 2, The system includes a hydraulic sensor that detects a change in hydraulic pressure caused by the pushing of the input piston of the brake master cylinder when the emergency brake lever is operated, The control unit adjusts the operating hydraulic pressure based on the electrical signal from the hydraulic sensor. A braking system characterized by the following.

4. A brake system according to claim 2 or 3, The emergency push amount of the input piston based on the unit operation amount of the emergency brake lever is 3 to 10 times the normal push amount of the input piston based on the unit operation amount of the handle brake lever. A braking system characterized by the following.

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