JPH05262210A - Brake operating device - Google Patents

Abstract

PURPOSE:To provide a brake operating device wherein step-in weight relating to a stroke of a brake pedal can be changed and obtain a brake applying effect feeling in accordance with step-on force. CONSTITUTION:A stopper 106 is rotated by two steps of energizing and deenergizing a solenoid 112 and switched to a condition that only the first spring 50 acts, condition that both the first/second springs 50, 52 act and a condition that force is transmitted rigidly through a connecting pin 100. At the time of running at a high speed, both of the first/second springs 50, 52 are actuated to generate a heavy step-in feeling with a stable operating feeling obtained, and at the time of running at a low speed, only the first spring 50 is actuated to generate a light step-in feeling possible to perform step-in operation with no fatigue. At the time of trouble, the condition is provided that force is rigidly transmitted. In any of the cases, a master cylinder pressure is generated in accordance with the step-in force, to obtain an effective feeling of applying a brake in accordance with the stepin force.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake operating device, and more particularly to improving the operation feeling of a brake pedal.

[0002]

Brake systems for vehicles are usually operated by the feet of the driver. Therefore, the brake operating device is provided with a brake pedal, and when the brake pedal is depressed, hydraulic pressure is generated in the master cylinder, and the hydraulic pressure is supplied to the brake cylinder of the brake provided on the wheel to suppress the rotation of the wheel.

When the brake device is operated by such a brake operating device, it may be desirable that the operation feeling of the brake pedal is changed. For example, in the brake operating device disclosed in Japanese Utility Model Laid-Open No. 61-91453, the spring constant of a return spring that urges the brake pedal in the direction opposite to the depression direction to return the brake pedal to the depression start position has two spring constants. When the vehicle speed is high, the spring constant becomes large, and when the vehicle speed is low, the spring constant becomes small.
In this way, the higher the vehicle speed, the greater the stepping force required to generate the hydraulic pressure in the master cylinder. The higher the vehicle speed, the greater the stepping force required for the same stepping stroke.When the vehicle speed is high, the driver can feel secure that the brake pedal is heavy and the brakes are being operated. When the vehicle speed is low, the pedaling force becomes smaller than when the vehicle speed is high,
The driver's tiredness can be reduced even if the operator repeatedly presses down in a traffic jam.

[0004]

However, in this brake operating device, from the point of view of the braking effectiveness, that is, the relationship between the magnitude of the reaction force received by the driver from the brake pedal on the foot and the magnitude of the deceleration felt by the driver. Has a problem of poor operation feeling. When the spring constant is large and when the spring constant is small, a larger spring constant requires a larger stepping force to generate the master cylinder pressure at the same height. This is because the driver feels. An object of the present invention is to provide a brake operating device capable of changing the weight of a brake pedal and experiencing a deceleration corresponding to a reaction force applied from the brake pedal to a foot. ..

[0005]

In order to solve the above-mentioned problems, a brake operating device according to the present invention is provided between (a) a brake pedal and a pressure piston of a master cylinder, and It is configured to include a plurality of springs whose elastic force increases as they approach the pressure piston, and (b) a selection device that selects a spring that actually acts among the plurality of springs. The plurality of springs may have different spring constants or may have the same spring constant. Further, the selection device may alternatively select and actuate springs, or may select a plurality of springs and actuate them simultaneously. When the spring constants of the plurality of springs are different from each other, the selection device may alternatively select the spring, or may select one or a plurality of springs.
When a plurality of springs are selected, the number of springs selected may be the same or different. Further, when the spring constants of the plurality of springs are the same, the selection device changes the number of springs to be selected to operate.

[0006]

In this way, the selecting device selects the spring to be actually actuated from among the plurality of springs, and the kind of the actuated spring or the number of springs is changed, so that the brake pedal and the pressurizing piston approach each other. The elastic force acting on both of them changes, and the larger the elastic force is, the larger the stepping force required for stepping the brake pedal by the same stroke is.
In other words, the greater the elastic force of the spring, the smaller the stroke for the same stepping force, and the greater the elastic force, the greater the reaction force applied from the brake pedal to the driver's foot and the heavier the stepping feeling. Become. Also,
If a spring is installed between the brake pedal and the pressurizing piston of the master cylinder, the elastic force of the spring reverses the direction and acts on both the brake pedal side and the master cylinder side with the same amount of force. The larger is, the larger master cylinder pressure is obtained, and the driver can experience the deceleration corresponding to the stepping force.

[0007]

As described above, according to the present invention, the depression weight of the brake pedal can be changed, and a feeling of braking effect according to the depression force can be obtained. Therefore, for example, if the elastic force of the spring to be actually actuated is increased as the vehicle speed increases, the feeling of stepping is heavy at high speeds, and the feeling of operating the brakes can be obtained while at the same time, it is possible to step lightly at low speeds. A person can perform a depressing operation without getting tired, and in any case, a feeling of braking effect according to the depressing force of the brake pedal can be obtained.

[0008]

Embodiments of the present invention will now be described in detail with reference to the drawings. In FIG. 4, 10 is a brake pedal, and the depressing force of the brake pedal 10 is boosted by the vacuum booster 12. When the brake pedal 10 is stepped on, the push rod 14 moves forward and the input rod 16 of the vacuum booster 12 moves forward, switching of a valve not shown is performed, and the stepping force of the brake pedal 10 is boosted to output from the output rod 18. To be done. Thereby, the two pressurizing pistons 2 of the master cylinder 20
2, 24 advance, the pressurization chambers 26, 28 are disconnected from the reservoir 30, and hydraulic pressure is generated.

The hydraulic pressure generated in the pressurizing chamber 26 is supplied to the brake cylinders 38 and 40 of the brakes provided on the left and right rear wheels 34 and 36 by the liquid passage 32, and the hydraulic pressure generated in the pressurizing chamber 28 is The left and right front wheels 44, 46 by the liquid passage 42
Is supplied to brake cylinders 48 and 49 of a brake provided in the vehicle, and rotation of each wheel is suppressed. The brake pedal 10 is biased in a direction opposite to the stepping direction by a return spring (not shown) provided between the brake pedal 10 and the vehicle body, and is returned to the stepping start position when the stepping is released.

Between the brake pedal 10 and the vacuum booster 12, first and second compression coil springs 50, 52 (see FIG. 1; hereinafter, the first spring 50,
It is abbreviated as the second spring 52. ) And a damper 54 are provided. As shown in FIG. 1, a rod 56 is connected to the tip end portion of the push rod 14 by a pillow ball 58 so as to be rotatable around the axis and bendable with respect to the push rod 14. A damper 54 is provided between and. A circular support plate 60 is fixed to the tip surface of the rod 56 (the surface opposite to the side connected to the push rod 14), and the cylindrical casing 62 of the damper 54 is concentric with the support plate 60. It is fixed in a shape.

A piston rod 66, which is erected concentrically on a support plate 64 fixed to the rear end of the input rod 16, is fitted in the casing 62 by a seal member 68 so as to be movable in the axial direction. A piston 70 provided at the tip of the piston rod 66 is fitted so as to be slidable in the axial direction. A hydraulic fluid (oil in this embodiment) is enclosed in a first liquid chamber 72 formed on the brake pedal 10 side of the piston 70 in the casing 62 and a second liquid chamber 74 formed on the master cylinder 20 side. In addition, the first and second liquid chambers 72 and 74 are connected to the piston 70.
Are communicated with each other by an orifice 76 formed so as to pass through in the axial direction. The piston 70 also has a check valve 78.
Is provided so that the flow of the hydraulic fluid from the second liquid chamber 74 to the first liquid chamber 72 is permitted, but the reverse flow is blocked.

Another cylindrical casing 80 is fixed to the outside of the casing 62.
An annular piston 82 is fitted between 2 and 80 so as to be liquid-tight and slidable. Input rod 16 from piston 82
A liquid chamber 84 is provided on the side and communicates with the second liquid chamber 74 through a communication hole 86 formed in the casing 62. Further, the other side of the piston 82 is an atmosphere chamber 88, and a spring 90 is provided to move the piston 82 to the liquid chamber 8
It is biased to the 4 side.

Therefore, when the brake pedal 10 is depressed during normal braking, the working fluid in the first fluid chamber 72 flows into the second fluid chamber 74 while receiving the throttling action of the orifice 76, and in the second fluid chamber 74. Hydraulic fluid of the liquid chamber 84
And the casing 62 is allowed to advance with respect to the piston 70 and the piston rod 66, and the brake pedal 10 advances with respect to the input rod 16. When the brake pedal 10 is released, the hydraulic fluid in the second liquid chamber 74 flows into the first liquid chamber 72 through the check valve 78 and the orifice 76, and the brake pedal 10 quickly returns to the depression start position. be able to.

A thrust bearing 92 is provided on the side of the support plate 60.
A spring receiver 94 is provided so as to be rotatable relative to each other, and the first spring 50 is disposed between the spring receiver 94 and the support plate 64.

The rod 56 is axially movably and rotatably fitted to another circular support plate 98 at a portion closer to the brake pedal 10 than a portion where the support plate 60 is fixed. A connecting pin 100 is erected parallel to the rod 56 at each of two diametrically separated portions of the support plate 64, and penetrates the support plate 98 so as to be movable in the axial direction. The second spring 52 is disposed between the support plates 98 and 64, and the support plate 98 is biased by the second spring 52, and the head 102 of the connecting pin 100.
Is engaged with. The second spring 52 has a spring constant larger than that of the first spring 50.

The rod 56 is provided with a pair of plate-shaped stoppers 106 protruding radially outward at two locations separated in the diametrical direction. These stoppers 106
Is provided at a position slightly closer to the brake pedal 10 side than the head portion 102 of the connecting pin 100 in a state where the brake pedal 10 of the rod 56 is not depressed, and when the brake pedal 10 is not depressed, the rod 56 is a support plate. It can rotate freely with respect to 98. Further, as shown in FIG. 2, the stopper 1 is attached to the support plate 98 at a position 45 degrees apart from the position fitted to the connecting pin 100 in the circumferential direction.
A notch 108 into which 06 can be fitted is formed.

A guide rod 110 is mounted parallel to the axis of the rod 56 between the portion of the rod 56 where the stopper 106 is provided and the pillow ball 58, and the tip of the plunger 114 of the solenoid 112 is attached to the shaft. It is fitted so as to be movable in the direction and rotatable. The casing 116 of the solenoid 112 is supported by a bracket 118 fixed to a vehicle body (not shown) by a shaft 119 so as to be rotatable about an axis parallel to the axis of the rod 56. The plunger 114 is moved in the axial direction by the excitation and demagnetization of the solenoid 112, which causes the rod 56 to rotate.

When the solenoid 112 is demagnetized, the plunger 114 is urged by a spring (not shown) to the projecting end position, and the rod 56 has a pair of stoppers 106, each of which has a head of the connecting pin 100 as shown by a chain line in FIG. It is moved to a position facing the portion 102. When the brake pedal 10 is stepped on in this state, the stepping force is transmitted to the input rod 16 via the stopper 106, the connecting pin 100 and the support plate 64, the rod 56 and the input rod 16 move integrally, and the brake is applied. The master cylinder pressure is generated as shown by the alternate long and short dash line in FIG. 5 with respect to the depression stroke of the pedal 10.

When the solenoid 112 is excited by a small current, the plunger 114 is pulled into the casing 116 and the rod 56 is rotated 45 degrees counterclockwise in FIG. 2, and a pair of stoppers 106 and a notch are formed as shown by a solid line. 1
The phase is aligned with 08, and the stopper 106 is ready to be fitted into the notch 108. In this state, the brake pedal 10
When is depressed, the casing 62 of the damper 54 advances with respect to the piston 70, and the first spring 50 is compressed. A part of the depression stroke of the brake pedal 10 is used for compressing the first spring 50.
A loss occurs in the stepping stroke, the hydraulic pressure generated in the master cylinder 20 decreases with respect to the stroke, and the master cylinder pressure gradually increases as shown by the solid line in FIG.

When the solenoid 112 is excited by a large current, the plunger 114 is further drawn into the casing 116, the rod 56 is further rotated 45 degrees counterclockwise in FIG. 2, and the stopper 106 is supported by the support plate 98. Facing the surface of. In this state, the brake pedal 10
When is depressed, the casing 62 of the damper 54 advances with respect to the piston 70 and the piston rod 66, the support plate 98 also advances with respect to the support plate 64, and the first and second springs 50, 52 are compressed. .. A part of the depression stroke of the brake pedal 10 is used for compressing the first and second springs 50 and 52, and loss occurs. However, since the elastic force of both springs 50 and 52 is large, the stroke loss is the loss of the first spring 50. 5, the master cylinder pressure is less than that when only the elastic force of the springs 50 and 52 is not received, as shown by the chain double-dashed line in FIG. Increases more rapidly than if only receiving.

When the magnitudes of the spring constants of the springs that actually operate in this way are different, the smaller the spring constant,
The compression amount of the spring increases for the same stepping stroke, and the pressure pistons 22 and 24 of the master cylinder 20 increase.
Since the amount of forward movement of the brake pedal becomes small and the generated hydraulic pressure becomes low, the reaction force applied from the brake pedal 10 to the driver's foot also becomes small, and it is possible to step lightly. On the contrary, the larger the spring constant, the shorter the compression amount of the spring for the same stepping stroke, the larger the amount of forward movement of the pressurizing pistons 22 and 24, and the larger the generated hydraulic pressure. The reaction force becomes large and the feeling of stepping on becomes heavy. Further, even if the spring constant changes, the relationship between the reaction force applied from the brake pedal 10 to the driver's foot and the hydraulic pressure generated in the master cylinder 20 does not change, so that the driver feels deceleration according to the stepping force, That is, it is possible to obtain a feeling of braking effectiveness.

The solenoid 112 is controlled by the electronic control unit 120. Electronic control unit 120
Is mainly a computer, and the left and right rear wheels 3
Rotational speed sensors 122 for detecting the average rotational speeds of the motors 4, 36 and the rotational speeds of the left and right front wheels 44, 46, respectively.
The detection results of 124 and 126 are supplied, the vehicle speed is calculated based on the detection results, and the solenoid 112 is controlled.

Next, the operation will be described. In the brake operating device configured as described above, the solenoid 112 is demagnetized when the ignition switch is OFF,
The stopper 106 is opposed to the head 102 of the connecting pin 100.

When the ignition switch is turned on, the solenoid 112 is excited by a small current and the rod 56
Is rotated so that the stopper 106 can be fitted into the notch 108. When the vehicle starts traveling, the electronic control unit 120 calculates the vehicle speed, and when the vehicle speed is lower than the set value and the vehicle is traveling at a low speed, the stopper 56 of the rod 56 fits into the notch 108. When the brake pedal 10 is depressed in the possible position, only the first spring 50 is operated. Therefore, the brake pedal 10 can be lightly depressed when traveling at low speed, and the driver's fatigue can be reduced even when the depression operation is repeatedly performed due to traffic congestion or the like. In addition, the driver can feel the braking effect according to the reaction force applied from the brake pedal 10, and since the stroke required to generate the master cylinder pressure is long, the pedal stroke is adjusted to rotate the wheels. Can be delicately suppressed.

When the vehicle speed is equal to or higher than the set value and the vehicle is traveling at a high speed, the solenoid 112 is excited by a large current, the rod 56 is rotated, and the stopper 106 is made to face the surface of the support plate 98. .. Therefore, when the brake pedal 10 is depressed during high-speed traveling, the first and second springs 50 and 52 are actuated, the feeling of depression is heavy, and the driver can feel secure that he / she is operating the brake. You can also feel the braking effectiveness.

The switching of the spring is performed in a state where the brake pedal 10 is not depressed and the rod 56 can freely rotate. Therefore, even if the vehicle speed decreases due to braking, the spring is not switched while the brake pedal 10 is being depressed. However, when the vehicle speed is lower than the set value, the vehicle speed becomes lower and it is not necessary to switch the spring. There is no problem, and when the vehicle speed is equal to or higher than the set value, the vehicle speed may be lower than the set value from the state equal to or higher than the set value, and the vehicle speed may be lower than the set value while the brake pedal 10 is being depressed. Even if the spring is not switched, the brake pedal 10 is rarely continuously depressed during high-speed traveling, and there is no problem because the switching is performed when the depression is released to re-depress the brake pedal 10.

When the brake pedal 10 is suddenly depressed to rapidly decelerate the vehicle, the flow of the brake fluid from the first liquid chamber 72 to the second liquid chamber 74 in the damper 54 causes the brake pedal 10 to be depressed. Even if the brake pedal 10 and the input rod 16 do not sufficiently move relative to each other and only the first spring 50 acts, both the first and second springs 50, 52 act so that they cannot follow. Even if there is, it is possible to step on the rod 16 in a state similar to the case of advancing the rod 16 via the connecting pin 100, stroke loss is reduced, and rotation of the wheel can be suppressed with less delay. The damper 54 and the first and second springs 50 and 52 have a role of absorbing vibrations of the vacuum booster 12, the master cylinder 20, the brake, etc., avoiding transmission to the brake pedal 10, and improving operation feeling. Also fulfills.

When the elastic force of the first and second springs 50 and 52 cannot be applied according to the vehicle speed due to a failure of the electronic control unit 120 or the like, the solenoid 112 is demagnetized and the spring unit 55. It will be in a state equivalent to no.

As is apparent from the above description, in the present embodiment, the solenoid 112 and the electronic control unit 120 constitute the selection device.

Although the first and second springs 50 and 52 have different spring constants in the above embodiment, they may have the same spring constant.

Further, although two springs 50 and 52 are used in the above embodiment, three or more springs having different spring constants are provided, and the rod 56 is intermittently rotated by a position corresponding to the number of springs. Alternatively, the biasing force of each spring may be applied alternatively or the biasing forces of a plurality of springs may be combined.

Further, in the above embodiment, the spring acting according to the vehicle speed is changed, but it may be changed according to the depression stroke of the brake pedal 10. For example, as shown in FIG. 6, the push rod 130 is provided with a bottomed fitting hole 132 that opens at its tip end surface, and the end portion of the input rod 134 is fitted so as to be relatively movable in the axial direction. Push rod 13
0 and a support plate 136 provided on the input rod 134, a first compression coil spring 138 is arranged to urge the push rod 130 in a direction away from the input rod 134. The relative movement of the push rod 130 with respect to the input rod 134 causes the push rod 13 to move to the pair of guide rods 140 erected on the support plate 136.
The engagement plate 142 fixed to 0 is guided by being fitted, and the engagement plate 142 is engaged with the head 144 of the guide rod 140, whereby the push rod 130 is
Is prevented from coming off from the input rod 134.

A second compression coil spring 148 is arranged between the bottom surface of the fitting hole 132 and the input rod 134. One end of the second compression coil spring 148 has a fitting hole 1
32 is received by the bottom surface, and the other end is received by a spring bearing 150 disposed in the fitting hole 132 so as to be movable in the axial direction. The spring bearing 150 is the second compression coil spring 14.
It is urged by 8 and is brought into contact with the retaining ring 152. Further, an engaging portion 154 having a diameter smaller than that of the fitting hole 132 is provided on an end surface of the input rod 134 fitted into the fitting hole 132, and a rod 156 is erected from the engaging portion 154 to support the spring bearing. The bottom surface of the fitting hole 132 is made to project from the through hole 158 formed in 150. first,
The second compression coil springs 138 and 148 have the same spring constant, and when the brake pedal is not depressed, the engagement plate 142 engages with the head portion 144 and the spring receiver 150 abuts against the retaining ring 152, so that the rod 156 is located at a position separated from the bottom surface of the fitting hole 132 by a distance longer than the distance between the spring receiver 150 and the engaging portion 154.

When the brake pedal is depressed, the push rod 130 moves forward and the first compression coil spring 13
8 is compressed, and the first compression coil spring 138 is operated. At this time, the spring receiver 150 moves forward with respect to the rod 156, and the second compression coil spring 148 moves forward together with the push rod 130, so that it is not compressed and only the first compression coil spring 138 acts, as shown in the graph of FIG. 7. As described above, the stepping stroke with respect to the stepping force of the brake pedal is large, the force required for stepping is small, and the brake pedal can be lightly stepped on.

When the brake pedal is further depressed and the spring receiver 150 comes into engagement with the engaging portion 154, the second compression coil spring 148 is compressed and the first and second compression coil springs 138, 148 act. , The depression stroke for the depression force of the brake pedal becomes smaller,
The force required to step on the pedal increases and the feeling of stepping on becomes heavy. Further, when the bottom surface of the fitting hole 132 contacts the rod 156, the push rod 130 and the input rod 134 move integrally, the stepping stroke with respect to the stepping force of the brake pedal becomes further smaller, and the stepping feeling becomes heavier. , Master cylinder pressure is generated without stroke loss.

Further, although the compression coil spring is used in the above embodiment, it is also possible to use a tension coil spring, a leaf spring, a disc spring or the like.

Further, in the above-mentioned embodiment, the damper 54 is provided so that the delay of the braking effect during the sudden braking is reduced. However, the provision of the damper 54 is not essential and may be omitted.

Further, in the above embodiment, the damper 5
4 is provided with another casing 80 on the outer side, and the casing 62 is moved forward with respect to the piston 70 and the piston rod 66 by allowing the working fluid in the second liquid chamber 74 to escape to the liquid chamber 84 provided in the casing 80. However, the damper 160 shown in FIG. 8 may be used instead.

The piston 1 is provided in the middle of the piston rod 162.
64 is provided so as to be slidably fitted in the casing 166, the piston rod 162 is arranged in both the first and second liquid chambers 168, 170, and the end portion arranged in the first liquid chamber 168. Through the support plate 172 into the hole 176 provided in the rod 174. Reference numeral 178 is an orifice, and reference numeral 180 is a check valve. With this configuration, the casing 166 can move forward with respect to the piston 164 and the piston rod 162 without letting the hydraulic fluid in the second liquid chamber 170 escape by the piston rod 162 entering the hole 176. ..

Further, in the above embodiment, the electronic control unit 120 controls the solenoid 112 so that the elastic force of the acting spring can be automatically changed according to the vehicle speed. You may change it with. For example, the elastic force of the acting spring may be changed by instructing the switching of the solenoid 112 by operating a button provided in the driver's seat, or the spring acting by the driver rotating the rod 56 may be changed. The elastic force may be changed, and by doing so, the feeling of stepping can be changed according to the driver's preference.

In addition, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art without departing from the scope of the claims.

[Brief description of drawings]

FIG. 1 is a front view (partial cross section) showing a spring unit and a solenoid of a brake operating device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating selection of elastic force of a spring of the spring unit based on switching of the solenoid.

FIG. 3 is a perspective view showing the spring unit.

FIG. 4 is a system diagram of a hydraulic brake device including the brake operating device.

FIG. 5 is a graph showing a relationship between a depression stroke of a brake pedal and a master cylinder pressure in the brake operating device.

FIG. 6 is a front view (partial cross section) showing a spring unit of a brake operating device according to another embodiment of the present invention.

FIG. 7 is a graph showing the relationship between the depression force of the brake pedal and the depression stroke in the brake operating device shown in FIG.

FIG. 8 is a diagram schematically showing a mode of a damper of a spring unit of a brake operating device according to still another embodiment of the present invention.

[Explanation of symbols]

 10 brake pedal 20 master cylinder 50 first compression coil spring 52 second compression coil spring 112 solenoid 120 electronic control unit 138 first compression coil spring 148 second compression coil spring

Claims (1)

[Claims] 1. A brake operating device comprising a brake pedal, wherein hydraulic pressure is generated in a master cylinder by depressing the brake pedal, the brake operating device being provided between the brake pedal and a pressurizing piston of the master cylinder. A brake operating device comprising: a plurality of springs whose elastic force increases as the pedal and the pressure piston approach each other; and a selecting device that selects a spring that actually acts among the plurality of springs. ..