JP2001247020A - Braking device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate a brake operation for applying the brake by strength required according to circumstances. SOLUTION: A spring mechanism 19 provided with first and second compressive coil springs 23, 25 compressed and deformed elastically by load applied by a stepping operation of a brake pedal 15 generates pedal effort F by reaction generated according to compressed and deformed amount of both the coil springs 23, 25. By changing a supporting state of the spring mechanism 19 by a pedal effort adjusting mechanism 20, the spring mechanism 19 changes pedal effort F generated for stepping stroke.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device used for an electric brake device and the like.

[0002]

2. Description of the Related Art Conventionally, as a brake device for a vehicle, an electric brake device has been proposed in place of a hydraulic brake device. In this electric brake device, for example, a load sensor detects a depression force of a brake pedal, and a brake electronic control device controls a brake actuator based on the detected depression force to apply a brake. Therefore, unlike the conventional hydraulic brake device, the brake reaction force corresponding to the stepping stroke, that is, the reaction force from the master cylinder and the brake does not act on the brake pedal, but only the reaction force by the return spring acts. . That is, in the electric brake device, the characteristic of the pedaling force with respect to the depression stroke when the driver depresses the brake pedal is a characteristic based on the reaction force of the return spring, and is different from the characteristic of a normal hydraulic brake device. I have. As a result, there is an inconvenience that it is difficult for a driver who is accustomed to the operation characteristics of the conventional hydraulic brake device to perform the brake operation well.

FIG. 12 shows a brake control device proposed in Japanese Patent Application Laid-Open No. 9-254778 to solve such a problem. With this brake control device, when the brake pedal 100 is depressed, two compression coil springs 104, 1 move between a first spring seat 102 provided on the arm portion 101 and a second spring seat 103 provided on the vehicle body G side.
05 undergoes compression deformation. Then, a stepping force F of the brake pedal 100 is generated by a reaction force generated according to the amount of compression deformation.

[0004] In this brake control device, "0" when the depression stroke S of the brake pedal 100 is at the initial position.
Until the predetermined stepping stroke is reached, only the conical compression coil spring 104 having a non-linear load-compression deformation characteristic undergoes compression deformation. When the stepping stroke exceeds a predetermined stepping stroke, the compression coil spring 104 and the cylindrical compression coil spring 105 having linear load-compression deformation characteristics are compressed and deformed.

Accordingly, as shown by a solid line in FIG. 13, the stepping stroke-to-stepping force characteristic of the brake control device is such that the pedaling force gradually increases in the first half of the entire stepping stroke range and sharply increases in the second half. That is, the characteristic is similar to the stepping stroke-stepping force characteristic of the hydraulic brake indicated by the dotted line in FIG.

Then, the load sensor 106 detects the treading force F at that time, and the ECU 107 controls the brake actuator 108 to apply a brake with a strength corresponding to the treading force F. Therefore, a driver who is accustomed to the operation characteristics of the conventional hydraulic brake device can perform the brake operation more effectively.

[0007]

When braking on a road surface having extremely low frictional resistance, such as a snowy road or an icy road, it is necessary to make the brake weaker than usual. In the above-described brake control device, since the pedaling force F with respect to the stepping stroke S, that is, the magnitude of the braking force is determined, it is necessary for the driver to perform the brake operation with a small stepping stroke S to make the brake weaker than usual. there were.

On the other hand, when the brake temperature is not sufficiently increased, for example, immediately after the start of driving, or when the braking force is lower than usual, such as during a brake fade, the brake is normally turned on. It needs to be stronger than time. In this case, the driver has to perform the brake operation with a large stepping stroke S to make the brake stronger than usual.

Therefore, it is necessary for the driver to perform a difficult braking operation according to the situation in order to obtain a braking force of a magnitude corresponding to the situation, and the braking operation cannot be easily performed.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle capable of easily performing a brake operation for applying a brake with necessary strength according to a situation. To provide a brake device for a vehicle.

[0011]

In order to solve the above-mentioned problems, the invention according to claim 1 operates by a load applied in accordance with the depression and return operations of a brake pedal, and is generated according to the amount of operation. A vehicular brake device including a pedaling force generating unit that generates a pedaling force of the brake pedal by a reaction force, the vehicle braking device includes a pedaling force changing unit that changes a magnitude of the reactionary force generated with respect to the operation amount. Vehicle brake device.

According to the first aspect of the invention, when the pedaling force generating means changes the magnitude of the reaction force generated according to the amount of operation, the relationship between the pedaling force and the depression stroke of the brake pedal changes. Therefore, the operation characteristics of the brake pedal can be adjusted, and the control characteristics of the braking force based on the pedaling force or the depression stroke can be adjusted.

According to a second aspect of the present invention, in the first aspect of the present invention, the pedaling force generating means includes a spring member that is elastically deformed by the load, and the stepping force generating means includes a spring member that is responsive to the elastic deformation amount as the operation amount. A spring mechanism for generating a force, wherein the pedaling force changing means changes a reaction force generated by the spring mechanism with respect to the elastic deformation amount.

According to the invention described in claim 2, according to claim 1,
In addition to the operation of the invention described in (1), the stepping force is generated by the reaction force generated by the spring mechanism, and the reaction force generated by the spring member is changed with respect to the amount of elastic deformation.

According to a third aspect of the present invention, in the first aspect of the present invention, the pedaling force generating means expands and contracts by the load, and generates a reaction force corresponding to the amount of expansion and contraction as the amount of operation. A gas pressure cylinder, wherein the pedal force changing means changes a reaction force generated by the gas pressure cylinder with respect to the amount of expansion and contraction.

According to the third aspect of the present invention, the first aspect is provided.
In addition to the effect of the invention described in (1), the stepping force is generated by the reaction force generated by the pneumatic cylinder, and the reaction force generated by the pneumatic cylinder is changed with respect to the amount of expansion and contraction.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the pedal force changing means generates the reaction force for generating the maximum value of the pedal force. The maximum value of the movement amount at that time is changed.

According to the invention of claim 4, according to claim 1,
In addition to the effect of the invention described in any one of the third to third aspects, the maximum depression stroke is changed while the maximum depression force remains the same.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) A first embodiment in which the present invention is embodied in an electric brake device for a vehicle will be described below with reference to FIGS.

As shown in FIG. 1, a vehicular electric brake device 10 includes a vehicular brake device (hereinafter, simply referred to as a brake device) 11, a load sensor 12, a brake actuator 13, and a brake electronic control device (hereinafter, a brake ECU). 14).

The brake device 11 includes a brake pedal 15
And a pedaling force generating mechanism 16. Brake pedal 1
5 has an arm portion 17 and a pedal portion 18. The brake pedal 15 is supported at the vehicle rear side with respect to the vehicle body vertical portion G1 so as to be rotatable around a rotation shaft 17a at the upper end of the arm portion 17 by a driver's depressing operation on the pedal portion 18. I have.

The pedaling force generating mechanism 16 includes a spring mechanism 19 as a pedaling force generating means and a pedaling force adjusting mechanism 20 as a pedaling force changing means. The spring mechanism 19 includes a rod 21, a first spring seat 22, a first compression coil spring 23, and a second spring seat 2.
4, a second compression coil spring 25 and a third spring seat 26 are provided. In the present embodiment, the first compression coil spring 23 and the second compression coil spring 25 are spring members.

The rod 21 is connected to the arm portion 17 of the brake pedal 15 so as to be rotatable about a point on the front side thereof as a center of rotation within a rotation surface of the brake pedal 15. The first spring seat 22 is formed in a disk shape, and is fixed to the tip (the front end of the vehicle) of the rod 21 with its central axis aligned with the central axis of the rod 21. The first compression coil spring 23 is a coil spring wound in a conical shape. The small-diameter portion of the first compression coil spring 23 is in contact with the front surface (side surface on the vehicle front side) of the first spring seat 22 and the large-diameter portion is perpendicular to the vehicle body. It is arranged in a through hole G2 provided in the portion G1. The first compression coil spring 23 has a non-linear load-compression deformation characteristic in which the amount of increase in the amount of compressive deformation (shrinkage length due to compressive elastic deformation) gradually decreases with the increase in the load applied for compressive elastic deformation. Have.

The second spring seat 24 is formed in a disk shape having a diameter larger than that of the through hole G2, and a large diameter portion of the first compression coil spring 23 abuts on a rear surface (a rear side surface of the vehicle). I have. The second compression coil spring 25 is a coil spring wound in a conical shape, and its large-diameter portion has a front surface of the second spring seat 24 with its central axis aligned with the central axis of the second spring seat 24. Is in contact with Like the first compression coil spring 23, the second compression coil spring 25 has a non-linear load-compression deformation characteristic in which the amount of increase in the amount of compressive deformation gradually decreases as the load for compressive elastic deformation increases. .

The third spring seat 26 is formed in a disk shape, and its rear surface (surface on the rear side of the vehicle) is the second compression coil with its central axis aligned with the central axis of the second compression coil spring 25. The spring 25 is in contact with the small diameter side. The movement of the third spring seat 26 toward the front of the vehicle is restricted by the pedaling force adjusting mechanism 20.

Then, the second compression coil spring 25 is
The spring seat 24 is urged to contact the front surface of the vehicle body vertical portion G1. On the other hand, the first compression coil spring 23 is connected to the vehicle body vertical portion G1.
While being supported by the second spring seat 24 abutting the front surface of
The brake pedal 15 is urged to rotate to the rear side of the vehicle via the first spring seat 22 and the rod 21 and held at the initial position. At this time, the second compression coil spring 25
The magnitude of the reaction force generated when the spring seat 24 is in contact with the vehicle body vertical portion G1 depends on the magnitude of the reaction force generated by the first compression coil spring 23 with the brake pedal 15 held at the initial position. Not to be exceeded. This allows
When the brake pedal 15 is depressed from the initial position, the first and second compression coil springs 23 and 25 are simultaneously compressed and elastically deformed by the load applied through the rod 21 and the first spring seat 22, and the compression deformation is performed. The pedaling force F is applied to the brake pedal 15 by the reaction force generated according to the amount.

The pedaling force adjusting mechanism 20 includes a stepping motor 27, a reduction gear 28, and a cam 29. The stepping motor 27 is arranged so that its output shaft 27a extends rearward in the vehicle front-rear direction on the vehicle front side of the third spring seat 26. The reduction gear 28 includes a worm 30 fixed to an output shaft 27 a of the stepping motor 27 and a worm gear 3 meshed with the worm 30.
It consists of 1. The worm gear 31 has a rotating shaft 31a.
Are rotatably supported so as to extend in the left-right direction of the vehicle.

The cam 29 is a flat cam, and is fixed to a rotating shaft 31a so as to be rotatable in a plane perpendicular to the vehicle left-right direction. The cam surface 29a is brought into contact with the front surface of the third spring seat 26. I have. In a state where the pedaling force F is not applied to the brake pedal 15, the cam 29 contacts the cam surface 29a.
The second spring seat 24 is brought into contact with the front surface of the vehicle body vertical portion G1 by the urging force of the second compression coil spring 25 via the spring seat 26. Further, the cam 29 rotates in the initial compression deformation of the second compression coil spring 25, that is, the brake pedal 1 with the second spring seat 24 kept in contact with the vehicle body vertical portion G1.
5 is adapted to adjust the amount of compressive deformation in the initial position within a predetermined range.

The stepping motor 27 is operated by an external control signal, and adjusts the rotational position of the cam 29 to adjust the initial compression deformation amount of the second compression coil spring 25 within a predetermined range. The stepping motor 27 is controlled by a braking force adjusting device 33 based on a signal from a braking force selection switch 32 operated by the driver.

The brake force selection switch 32 has a normal mode for obtaining a normal brake force according to the depression stroke S, a winter mode for making the brake force weaker than normal, and a brake mode for making the brake force stronger than normal. It is provided to select one of the fade modes.

When the normal mode is selected, the brake force adjusting device 33 drives the stepping motor 27 to set the initial compression deformation amount of the second compression coil spring 25 to a predetermined normal deformation amount. When the winter mode is selected, the brake force adjusting device 33 similarly sets the initial compressive deformation amount to a predetermined winter deformation amount smaller than the normal deformation amount, and similarly, when the fade mode is selected. The initial compression deformation amount is set to a predetermined fade deformation amount larger than the normal deformation amount.

The load sensor 12 is, for example, a load cell of a strain gauge type, and is provided on the tread side of the pedal portion 18. The load sensor 12 detects a pedaling force F generated in the pedal section 18 when the driver steps on and returns the brake pedal 15, and outputs a detection signal thereof to the brake ECU 14.
Output to The brake actuator 13 is provided on a brake (not shown) and operates the brake by an electric signal. The brake ECU 14 receives a detection signal output from the load sensor 12 and operates the brake actuator 13 based on the detection signal so as to apply a brake with a strength corresponding to the pedaling force F.

The brake actuator 13, the brake ECU 14, and the brake force adjusting device 33 operate with electric power supplied from the battery B. Next, the operation of the electric brake device for a vehicle configured as described above will be described.

When the normal mode is selected by the brake force selection switch 32, the cam 29 is driven by the stepping motor 27, and the third spring seat 26 is arranged at the position in the normal mode shown by a solid line in FIG. Then, the initial compression deformation amount of the second compression coil spring 25 becomes the normal deformation amount. When the brake pedal 15 is depressed in this state, the first and second compression coil springs 23 and 25 are each compressed and deformed according to the magnitude of the load applied at that time. The stepping force F of the brake pedal 15 is generated by the reaction force generated by the first compression coil spring 23 according to the amount of compressive deformation, that is, the reaction force generated by the second compression coil spring 25 according to the amount of compression deformation. Is done.

At this time, since the initial compression deformation of the second compression coil spring 25 is the normal deformation, the compression deformation increases as the load increases with the normal deformation as the initial deformation. . Also, the first and second compression coil springs 2
3 and 25 both have a load-compression deformation characteristic in which the amount of increase in the amount of compressive deformation gradually decreases with an increase in the load, so the amount of increase in the amount of compressive deformation gradually decreases with the increase in the load I do.

Accordingly, as shown in FIG. 2, the operating characteristic of the brake device 11 in the normal mode is such that the pedaling force F is "0" with respect to the pedaling stroke S in the range from the initial position to a predetermined normal maximum pedaling stroke SN. ”To a predetermined maximum pedaling force Fmax. Further, as the stepping stroke S increases, the amount of increase in the stepping force F gradually increases in the entire stepping stroke range.

The pedaling force F at that time is the load sensor 1
2, the brake ECU 13 drives the brake actuator 13 to apply a brake with a strength corresponding to the pedaling force F. Therefore, during the braking in the normal mode, the depressing stroke S in the range from "0" to the predetermined normal depressing maximum stroke SN is "0".
The brake is applied with a strength from to a predetermined maximum braking force.

When the winter mode is selected by the brake force selection switch 32, the cam 29 rotates to move the third spring seat 26 to the front side of the vehicle as shown by the two-dot chain line in FIG. The initial compression deformation amount of the coil spring 25 is a winter deformation amount smaller than the normal deformation amount. When the brake pedal 15 is depressed in this state, the amount of compressive deformation of the second compression coil spring 25 increases with the amount of winter deformation as the initial amount of deformation, and the first and second compression coil springs 23 and 25 are increased.
The amount of increase in the amount of compressive deformation gradually decreases with an increase in the load applied to.

Therefore, the brake device 1 in the winter mode
As shown in FIG. 2, the operation characteristic of 0 is the stepping stroke S in the range from the initial position to the maximum stepping stroke SF in winter.
In contrast, the pedaling force F increases from "0" to the maximum pedaling force Fmax. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, when braking in the winter mode,
The brake is applied with a strength from "0" to the maximum braking force for the stepping stroke S in the range from the initial position to the winter maximum stepping stroke SF which is larger than the normal maximum stepping stroke SN.

When the fade mode is selected by the brake force selection switch 32, the cam 29 rotates and the third
The spring seat 26 moves to the rearmost side of the vehicle as shown by a two-dot chain line in FIG. 1, and the initial compression deformation amount of the second compression coil spring becomes a deformation amount at the time of fade larger than the normal deformation amount. When the brake pedal 15 is depressed in this state, the amount of compressive deformation of the second compression coil spring 25 increases with the deformation value at the time of fade as the initial deformation amount, and the load applied to the first and second compression coil springs 23 and 25 is reduced. With the increase, the amount of increase in the amount of each compressive deformation gradually decreases.

Accordingly, as shown in FIG. 2, the operating characteristic of the brake device 11 in the fade mode is such that the depressing force F changes from "0" to the maximum for a depressing stroke S in a range from the initial position to the maximum depressing stroke SE. Pedal force Fm
ax. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, when the brake is applied in the fade mode, from the initial position to the maximum stepping stroke SE in the range from the initial position to the maximum stepping stroke SE smaller than the normal maximum stepping stroke SN, from "0" to the maximum braking force. The brake is applied with the strength of.

According to the embodiment described above, the following effects can be obtained. (1) In the present embodiment, the depression force F of the brake pedal 15
The spring force of the second compression coil spring 25 of the spring mechanism 19 can change the reaction force generated with respect to the amount of compression deformation. Therefore, it is possible to change the depression stroke-depression force characteristic of the brake device 11. That is, when braking on a road surface with extremely low frictional resistance such as a snowy road or an icy road, the pedaling force F from "0" to the maximum pedaling force Fmax may be generated in a range larger than the range of the normal stepping stroke S. it can. For this reason, the stepping stroke S larger than usual
, The pedaling force F can be adjusted, so that the brake can be easily and weakly applied. Also, when the brake temperature is not sufficiently high, such as immediately after starting running,
At the time of braking when the degree of braking is lower than usual, such as during a brake fade, a pedaling force F from "0" to the maximum pedaling force Fmax may be generated in a range of the pedaling stroke S smaller than normal. it can. For this reason, the pedaling force F can be adjusted in a range of the stepping stroke S smaller than usual, so that the brake can be easily and strongly applied. As a result, it is possible to easily perform the brake operation for applying the brake with the required strength according to the situation.

(2) In addition, in this embodiment, the coil is wound in a conical shape at an unequal pitch and has a non-linear load-compression deformation characteristic in which the amount of increase in the amount of compressive deformation decreases as the load increases. The pedaling force F is generated by the compression deformation of the first and second compression coil springs 23, 25. Therefore, the depressing stroke-depressing force characteristic of the brake device 11 has a relatively large increase in the depressing stroke S in the first half of the entire depressing force range, and is relatively small in the latter half, like the operating characteristics of the conventional hydraulic brake device. The characteristic increases with the increase amount. As a result, a driver who is accustomed to the operation characteristics of the conventional hydraulic brake device can perform the brake operation better.

(3) In addition, in the present embodiment, the first and second compression coil springs 23, 2
By changing the initial compression deformation amount of No. 5, the maximum stepping stroke S of the stepping stroke S is changed in three stages without changing the maximum stepping force Fmax generated by the spring mechanism 19. Accordingly, the brake operation can be weakly performed by the brake operation in the range of the small stepping stroke S, and the brake can be strongly applied by the brake operation in the range where the stepping stroke S does not increase. Can be.

(4) In addition, in this embodiment, since the present invention is applied to the brake device 11 of the electric brake device 10 for a vehicle, it is possible to easily apply a brake having an appropriate strength according to the situation.

(Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIG. The second embodiment differs from the first embodiment only in that the treading force generating mechanism 16 in the first embodiment is changed to a treading force generating mechanism 40 and that the shape of the vehicle body vertical portion G1 is changed. Therefore, the same components as those of the first embodiment are denoted by the same reference numerals, and description thereof is omitted, and only the pedaling force generating mechanism 40 and the vehicle body vertical portion G1 will be described in detail.

As shown in FIG. 4, the pedaling force generating mechanism 40
A spring mechanism 41 is provided as a treading force generating means, and a treading force adjusting mechanism 42 is provided as a treading force changing means. Spring mechanism 41
Includes a first spring seat 43, a compression coil spring 44 as a spring member, and a second spring seat 45.

The first spring seat 43 has a disc-shaped seat portion 43a. The first spring seat 43 is attached to the arm portion 17 of the brake pedal 15 by a convex connecting portion 43b provided on the rear surface (the surface on the vehicle rear side) of the seat portion 43a. On the other hand, the brake pedal 15 is rotatably connected within the rotation plane of the brake pedal 15 with one point as a rotation center. The compression coil spring 44 is a coil spring wound in a conical shape, and its small diameter side is in contact with the front surface of the first spring seat 43. The compression coil spring 44 has a non-linear load-compression deformation characteristic in which the amount of increase in the amount of compressive deformation gradually decreases as the load for compressive elastic deformation increases. Second spring seat 4
5 has a disk-shaped seat portion 45a, and the large-diameter portion side of the compression coil spring 44 is in contact with the rear surface (the surface on the vehicle rear side) of the seat portion 45a. The second spring seat 4 is provided on the front surface of the seat 45a.
Convex portion 45b for supporting the vehicle body 5 on the vehicle body vertical portion G1
Is provided.

The compression coil spring 44 urges the brake pedal 15 via the first spring seat 43 so as to rotate rearward of the vehicle, and holds the brake pedal 15 at the initial position. Further, the compression coil spring 44 is connected to the brake pedal 1.
When the step 5 is depressed from the initial position, the first spring seat 43
Is compressed and elastically deformed by a load applied through the brake pedal, and the brake pedal 1
5 is given a pedaling force F.

The pedaling force adjusting mechanism 42 includes a stepping motor 46, a pinion gear 47, and a sliding support 48. The stepping motor 46 is disposed so that its output shaft 46a extends in the vehicle left-right direction on the vehicle front side with respect to the vehicle body vertical portion G1. Pinion gear 47
Are fixed to an output shaft 46a of the stepping motor 46.

The sliding support 48 is formed in a rectangular parallelepiped shape extending in the vertical direction, and is movably supported within a rectangular through hole G3 provided in the vertical portion G1 of the vehicle body within a predetermined range in the vertical direction. . A rack portion 48a extending in the vertical direction is formed on the front surface (the front surface of the vehicle) of the sliding support member 48,
The pinion gear 47 is meshed with the rack portion 48a. The pinion gear 47 rotates with the rotation of the stepping motor 46 to drive the rack 48a, so that the sliding support 48 moves up and down.

A convex connecting portion 48b is formed on the rear surface of the slide support 48, and the convex connecting portion 45b of the second spring seat 45 is connected to the convex connecting portion 48b. And
When the sliding support 48 moves up and down, the second spring seat 45 rotates around the connecting portion of the brake pedal 15 with the arm 17 in the rotation plane of the brake pedal 15. ing. As a result, the sliding support 48
The initial compression deformation amount of the compression coil spring 44 in accordance with the position within the predetermined range, that is, the compression deformation amount when the brake pedal 15 is biased and held at the initial position is within the predetermined range. Can be adjusted. That is, FIG.
As shown by the solid line, when the sliding support 48 is disposed at the highest position within the predetermined range, the distance between the convex connecting portions 43b and 45b becomes the shortest. Has the largest amount of initial compression deformation. Conversely, when the slide support 48 is located at the lowest position within the predetermined range, the convex connecting portion 43b of the first spring seat 43
Since the distance between the coil spring 44 and the convex connecting portion 45b of the second spring seat 45 is the longest, the amount of initial compression deformation of the compression coil spring 44 is the smallest.

The stepping motor 46 adjusts the position of the sliding support 48 by an external electric signal, and adjusts the initial compression deformation of the compression coil spring 44 within a predetermined range. The stepping motor 46 is, like the first embodiment,
It is controlled by a braking force adjusting device 33 based on a signal from a braking force selection switch 32. When the normal mode is selected, the brake force adjusting device 33 controls the stepping motor 46 to set the initial compression deformation amount of the compression coil spring 44 to a predetermined normal deformation amount.
Further, the brake force adjusting device 33 sets the initial compression deformation amount to a predetermined winter compression deformation amount smaller than the normal deformation amount when the winter mode is selected, and the initial compression deformation amount when the fade mode is selected. The deformation amount is set to a predetermined fade-time deformation amount larger than the normal deformation amount.

Next, the operation of the electric brake device for a vehicle configured as described above will be described. When the normal mode is selected by the brake force selection switch 32, the slide support 48 is driven by the stepping motor 46 and is arranged at the position in the normal mode shown by a two-dot chain line in FIG. Then, the distance between the second spring seat 45 and the first spring seat 43 is adjusted to the distance in the normal mode, and the compression coil spring 44
Is the normal amount of deformation. When the brake pedal 15 is depressed in this state, the compression coil spring 44 undergoes compression elastic deformation according to the magnitude of the load applied at that time. Then, the stepping force F of the brake pedal 15 is generated by the reaction force generated by the compression coil spring 44 according to the amount of compression deformation.

At this time, since the initial compression deformation amount of the compression coil spring 44 is the normal deformation amount, the compression deformation amount increases as the load increases with the normal deformation amount as the initial deformation amount. Further, since the compression coil spring 44 has a load-compression deformation characteristic in which the amount of increase in the amount of compressive deformation gradually decreases with an increase in the load, the amount of increase in the amount of compressive deformation gradually increases with the increase in the load. To decrease.

Accordingly, as in the first embodiment, the operating characteristics of the brake device 11 in the normal mode are such that the depressing force F is "0" for the depressing stroke S in the range from the initial position to the predetermined normal maximum depressing stroke SN. ] To the maximum pedaling force F
The characteristic increases up to max. Also, the stepping stroke S
Increases, the amount of increase in the pedaling force F gradually increases over the entire stroke range.

The pedaling force F at that time is applied to the load sensor 1
2, the brake ECU 13 drives the brake actuator 13 to apply a brake with a strength corresponding to the pedaling force F. Therefore, during the braking in the normal mode, the brake is applied with the strength from "0" to the maximum braking force in the depression stroke S in the range from "0" to the normal maximum depression stroke SN, as in the first embodiment. .

When the winter mode is selected by the brake force selection switch 32, the sliding support 48 moves downward, and the distance between the second spring seat 45 and the first spring seat 43 becomes the longest. Is smaller in winter than in normal deformation. When the brake pedal 15 is depressed in this state, the amount of compression deformation of the compression coil spring 44 increases with the winter deformation as the initial deformation, and the amount of compression deformation increases with the increase in the load applied to the compression coil spring 44. Large quantities gradually decrease.

Therefore, the brake device 1 in the winter mode
As in the first embodiment, the operation characteristic of 1 is such that the pedaling force F increases from "0" to the maximum pedaling force Fmax for the pedaling stroke S in the range from the initial position to the winter maximum pedaling stroke SF. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, at the time of braking in the winter mode,
The brake is applied with a strength from "0" to the maximum braking force for the stepping stroke S in the range from the initial position to the winter maximum stepping stroke SF which is larger than the normal maximum stepping stroke SN.

When the fade mode is selected by the brake force selection switch 32, the sliding support 48 moves upward, so that the distance between the second spring seat 45 and the first spring seat 43 becomes the shortest. The initial compression deformation amount becomes a larger deformation amount at the time of fade than the normal compression deformation amount.
When the brake pedal 15 is depressed in this state, the amount of compression deformation of the compression coil spring 44 increases with the amount of deformation at the time of fade as the initial amount of deformation, and the amount of increase in the amount of compression deformation gradually decreases with an increase in load. I do.

Accordingly, as in the first embodiment, the operating characteristics of the brake device 11 in the fade mode are the same as those in the first embodiment, as shown in FIG. 2, with respect to the depression stroke S in the range from the initial position to the maximum depression stroke SE during fade. The characteristic is such that F increases from “0” to the maximum pedaling force Fmax.
Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, when the brake is applied in the fade mode, the depressing stroke S in the range from the initial position to the maximum depressing stroke SE smaller than the normal maximum depressing stroke SN is changed from "0" to the maximum braking force. The brake is applied with the strength of.

According to the present embodiment described in detail above, the effects (1) to (4) of the first embodiment can be obtained. (Third Embodiment) Next, a third embodiment of the present invention will be described with reference to FIG. In this embodiment, the treading force generating mechanism 40 in the second embodiment is replaced by the treading force generating mechanism 5.
The only difference from the second embodiment is that the brake pedal 15 is changed to 0 and that the brake pedal 15 is supported by the vehicle body horizontal portion G4. Therefore, the same reference numerals are given to the same components as those in the second embodiment, and the description thereof will be omitted. Only the pedaling force generating mechanism 50 and the vehicle body horizontal portion G4 will be described in detail.

As shown in FIG. 5, the brake pedal 15
Is rotatably supported about a rotation shaft 17a as a rotation center with respect to a vehicle body horizontal portion G4 provided behind the vehicle body vertical portion G1. The treading force generating mechanism 50 includes a spring mechanism 51 as treading force generating means and a treading force adjusting mechanism 52 as treading force changing means. The spring mechanism 51 includes a drum 53
And a leaf spring 54 as a spring member.

The drum 53 is fixed to the rotation shaft 17a of the brake pedal 15, and rotates together with the brake pedal 15 by a rotation amount corresponding to the depression stroke S thereof. The leaf spring 54 has its proximal end wound around and fixed to the drum 53, and its distal end 54 a extends downward from the upper side of the drum 53 toward the front of the vehicle.

The leaf spring 54 biases the brake pedal 15 via the drum 53 so as to rotate to the rear of the vehicle, and holds the brake pedal 15 at the initial position. Leaf spring 5
4 is wound by the drum 53 when the brake pedal 15 is depressed from the initial position and is bent and elastically deformed by a load, and the pedaling force F is applied to the brake pedal 15 by a reaction force generated in accordance with the amount of bending deformation. To give.

The pedaling force adjusting mechanism 52 includes a stepping motor 46, a pinion gear 47, and a sliding support 55. The sliding support 55 has a base 56 extending in the vertical direction.
And a guide portion 57 extending upward from the upper end of the base portion 56. The sliding support 55 has a base portion 56 accommodated in a through hole G3 provided in the vehicle body vertical portion G1.
7 is slidably contacted with the rear surface of the vehicle body vertical portion G1 and is supported movably in a vertical direction within a predetermined range. A rack portion 56a extending in the vertical direction is formed on the front surface (surface on the front side of the vehicle) of the base portion 56, and a pinion gear 47 is meshed with the rack portion 56a. And the sliding support 55
The pinion gear 47 rotates with the rotation of the stepping motor 46 and drives the rack 56a to move up and down.

A fixing portion 56b is provided at the lower portion of the rear surface of the base portion 56.
The distal end of the distal end portion 54a of the leaf spring 54 is fixed to the fixing portion 56b. And the sliding support 5
Reference numeral 5 indicates that the position of the distal end portion 54a of the leaf spring 54 is adjusted within a predetermined range in the vertical direction when moving up and down. As a result, the sliding support member 55 has an initial bending deformation amount of the leaf spring 54 in accordance with the position within the predetermined range, that is, a bending deformation amount when the brake pedal 15 is held at the initial position. Is adjusted within a predetermined range. That is, when the sliding support 55 is disposed at the lowest position within the predetermined range as shown by the solid line in FIG. 5, the leaf spring 54 is wound around the drum 53 most.
The initial flexural deformation of the leaf spring 54 is minimized. Conversely, when the sliding support 55 is disposed at the highest position within the predetermined range, the leaf spring 54 is no longer wound around the drum 53, so that the initial deflection deformation of the leaf spring 54 is the largest. Become.

When the brake pedal 15 is depressed and the base end side of the leaf spring 54 is further wound around the drum 53 as shown by a two-dot chain line in FIG. The displaced distal end portion 54a of the leaf spring 54 is gradually brought into contact with the base end side along the rear surface (surface on the vehicle rear side) 57a. That is, the guide unit 5
7, the distal end portion 54a of the leaf spring 54 is supported at a more proximal end thereof as the stepping stroke S increases, so that the amount of increase in the reaction force applied to the brake pedal 15 by the leaf spring 54 gradually increases.

The stepping motor 46 adjusts the position of the sliding support 55 within a predetermined range by an external electric signal, and adjusts the initial deflection deformation of the leaf spring 54 within the predetermined range. The stepping motor 46 is controlled by the brake force adjusting device 33 based on a signal from the brake force selection switch 32 as in the first embodiment. When the normal mode is selected, the brake force adjusting device 33 controls the stepping motor 46 to set the initial bending deformation amount of the leaf spring 54 to a predetermined normal deformation amount.
The brake force adjusting device 33 sets the initial flexural deformation amount to a predetermined winter deformation amount smaller than the normal deformation amount when the winter mode is selected, and sets the initial flexural deformation amount when the fade mode is selected. The amount is a predetermined amount of deformation at the time of fade larger than the amount of normal deformation.

Next, the operation of the electric brake device for a vehicle configured as described above will be described. When the normal mode is selected by the brake force selection switch 32, the sliding support 55 is driven by the stepping motor 46, and is arranged at a position corresponding to the normal mode shown by a two-dot chain line in FIG. Then, the position of the distal end portion 54a of the leaf spring 54 is adjusted to the position in the normal mode, and the initial bending deformation amount of the leaf spring 54 becomes the normal deformation amount. When the brake pedal 15 is depressed in this state, the leaf spring 54 is bent and elastically deformed in accordance with the magnitude of the load applied at that time. And
The stepping force F of the brake pedal 15 is generated by the reaction force generated by the leaf spring 54 according to the amount of bending deformation.

At this time, since the initial flexural deformation amount of the leaf spring 54 is the normal deformation amount, the flexural deformation amount increases with the increase of the applied load using the normal deformation amount as the initial deformation amount. Further, as the load increases, the distal end portion 54a of the leaf spring 54 comes into contact with the guide portion 57 on the more proximal side, so that
The amount of increase in the amount of flexural deformation gradually decreases with an increase in load.

Accordingly, as in the first embodiment, the operating characteristics of the brake device 11 in the normal mode are such that the depressing force F is "0" for the depressing stroke S in the range from the initial position to the predetermined normal maximum depressing stroke SN. ] To the maximum pedaling force F
The characteristic increases up to max. Also, the stepping stroke S
Increases, the amount of increase in the pedaling force F gradually increases over the entire stroke range.

Then, the pedaling force F at that time is applied to the load sensor 1
2, the brake ECU 13 drives the brake actuator 13 to apply a brake with a strength corresponding to the pedaling force F. Therefore, during the braking in the normal mode, the brake is applied with the strength from "0" to the maximum braking force in the depression stroke S in the range from "0" to the normal maximum depression stroke SN, as in the first embodiment. .

When the winter mode is selected by the braking force selection switch 32, the sliding support 55 moves downward as shown by the solid line in FIG.
The position a is the lowest in the predetermined range, and the initial flexural deformation of the leaf spring 54 is the winter deformation. When the brake pedal 15 is depressed in this state, the amount of flexural deformation of the leaf spring 54 increases with the amount of winter deformation as the initial amount of deformation, and the amount of flexural deformation increases with an increase in the load applied to the leaf spring 54. Decrease gradually.

Therefore, the brake device 1 in the winter mode
As in the first embodiment, the operation characteristic of 1 is such that the pedaling force F increases from "0" to the maximum pedaling force Fmax for the pedaling stroke S in the range from the initial position to the winter maximum pedaling stroke SF. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, when braking in the winter mode,
The brake is applied with a strength from "0" to the maximum braking force for the stepping stroke S in the range from the initial position to the winter maximum stepping stroke SF which is larger than the normal maximum stepping stroke SN.

When the fade mode is selected by the brake force selection switch 32, the sliding support 55 moves upward, and the position of the distal end 54a of the leaf spring 54 becomes highest within a predetermined range. The initial deflection deformation amount is a fade deformation amount larger than the normal deformation amount. When the brake pedal 15 is depressed in this state, the leaf spring 54
The amount of bending deformation increases with the amount of deformation at the time of fade as the amount of deformation at the initial stage, and the amount of increase in the amount of bending deformation gradually decreases with an increase in load.

Accordingly, as in the first embodiment, the operating characteristics of the brake device 11 in the fade mode are such that the depressing force F is "0" for the depressing stroke S in the range from the initial position to the maximum depressing stroke SE at the time of fade. The characteristic increases to the maximum pedaling force Fmax. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, when the brake is applied in the fade mode, the depressing stroke S in the range from the initial position to the maximum depressing stroke SE smaller than the normal maximum depressing stroke SN is changed from "0" to the maximum braking force. The brake is applied with the strength of.

According to the present embodiment described in detail above, the effects (1) to (4) of the first embodiment can be obtained. (Fourth Embodiment) Next, a fourth embodiment in which the present invention is embodied in an electric brake device for a vehicle will be described with reference to FIG.

As shown in FIG. 6, the vehicle electric brake device 60 includes a vehicle brake device (hereinafter, simply referred to as a brake device) 61, a pressure sensor 62, a brake actuator 13, and a brake ECU 14.

The brake device 61 includes a pedal force generating cylinder 63 as a pedal force generating means and a gas pressure cylinder, and a pedal force adjusting device 64 as a pedal force changing means. The pedaling force generating cylinder 63 includes a cylinder body 65, a first piston 66, a second piston 67, a piston rod 68, and a brake pedal 69.

The cylinder body 65 includes the body 70 and the end plate 7.
1, a piston chamber 72 for closing a hole provided in the body 70 with an end plate 71 is formed. The first piston 66 is arranged in a piston chamber 72, and forms an oil chamber 73 on the side opposite to the end plate 71 side. The second piston is disposed between the first piston 66 and the end plate 71, and has a first
An air chamber 74 is formed on the piston 66 side.

The piston rod 68 has a proximal end fixed to the end plate 71 of the second piston 67 and a distal end extending from the piston chamber 72 to the outside through a through hole 71 a provided in the end plate 71. Has been issued. Between the second piston 67 and the end plate 71, a through hole 71a and a piston rod 6
An atmosphere chamber 75 communicating with the outside via a gap between the air chamber 8 and the air chamber 75 is formed.

The brake pedal 69 is fixed to the tip of a piston rod 68. Also, the cylinder body 6
5 has a sensor mounting hole 76 communicating with the oil chamber 73.
Are formed. The pressure sensor 62 is provided in the sensor mounting hole 76 in a state where the oil pressure in the oil chamber 73 can be detected.

When the air chamber 74 is maintained at a predetermined air pressure higher than the atmospheric pressure, the pedaling force generating cylinder 63 urges the second piston 67 to apply a brake pedal 69.
At the initial position where the stepping stroke S is “0” (the position indicated by the two-dot chain line in FIG. 6). When the brake pedal 69 is depressed from the initial position, the pedaling force generating cylinder 63 is actuated by the load applied via the piston rod 68 and the second piston 67 to the air chamber 74.
Is compressed, and a pedaling force F is applied to the brake pedal 69 by a reaction force generated according to the amount of compression.

The pedaling force adjusting device 64 includes a pedaling force adjusting cylinder 77, a cylinder driving mechanism 78, a first solenoid valve 79, and a second
And an electromagnetic valve 80. Treading force adjusting cylinder 77
Includes a cylinder body 81, a piston 82, and a piston rod 83. The cylinder body 81 has a trunk 84
And a hole provided in the body portion 84 is provided with the end plate 8.
The piston chamber 86 is formed so as to be extended in the central axis direction by being closed by 5. The piston 82 is disposed in a piston chamber 86, and forms an oil chamber 87 on the side opposite to the end plate 85 side.

The piston rod 83 has its proximal end fixed to the end plate 85 of the piston 82 and its distal end penetrated through a through-hole 85 a provided in the end plate 85.
6 to the outside. Piston 82 and end plate 85
An air chamber 88 communicating with the outside through a gap between the through hole 85a and the piston rod 83 is formed between the air chamber 88 and the piston rod 83.

The cylinder driving mechanism 78 includes a stepping motor 89, a male screw cylinder 90, and a female screw body 91. The stepping motor 89 has an output shaft 89 a on the center axis of the pedaling force adjusting cylinder 77 and an end plate 85.
Are arranged facing each other. The male screw cylinder 90
Are fixed to the output shaft 89a of the stepping motor 89 so as to be fitted outside. The female screw body 91 is fixed to the distal end of the piston rod 83, and a male screw cylinder 90 is screwed into a female screw hole 91a opened on the end face.

The stepping motor 89 is actuated by an external control signal to rotate the male screw cylinder 90 to adjust the position of the piston 82 in the piston chamber 86 via the female screw body 91 and the piston rod 83. The volume of the oil chamber 87 is adjusted.

The first solenoid valve 79 is a two-port, two-position hydraulic direction switching valve, and is a hydraulic flow passage that communicates the oil chamber 73 of the pedaling force generating cylinder 63 with the oil chamber 87 of the pedaling force adjusting cylinder 77. 92. First solenoid valve 79
In an operating state based on an electric signal input from the outside, the hydraulic passage 92 is opened to establish a communication state between the two oil chambers 73 and 87, and in a non-operating state, the hydraulic passage 92 is closed to establish a closed state. , 87 are in a non-communication state.

The second solenoid valve 80 is a two-port, two-position pneumatic directional control valve, and includes a pedal force generating cylinder 63.
The air chamber 74 is arranged on a pneumatic flow passage 93 which communicates with the air chamber 88 of the pedaling force adjusting cylinder 77. The second solenoid valve 80 opens the pneumatic flow path 93 in an operating state based on an electric signal input from the outside to open a communication state between the air chamber 74 and the atmosphere chamber 88, and in an inactive state, the pneumatic flow path 93
Is closed, and the air chamber 74 and the air chamber 88 are in a non-communication state.

Stepping motor 89, first solenoid valve 79
Similarly to the first embodiment, the second solenoid valve 80 is controlled by a brake force adjusting device 33 that operates based on a signal from a brake force selection switch 32 operated by the driver in the vehicle.

When the normal mode is selected, the braking force adjusting device 33 controls the stepping motor 8.
9 and the two solenoid valves 79 and 80 are controlled to set the initial volume of the air chamber 74 of the pedaling force generating cylinder 63 to a predetermined normal volume. That is, the brake force adjusting device 33 operates the first and second solenoid valves 79 and 80 to make the two oil chambers 73 and 87 communicate with each other, and makes the air chamber 74 communicate with the atmosphere chamber 88. In this state, the brake force adjusting device 33 drives the stepping motor 89 to adjust the volume of the oil chamber 87 to a predetermined volume at normal time, thereby adjusting the volume of the oil chamber 73 to a predetermined volume corresponding to normal time. I do. Thus, the brake force adjusting device 33 sets the initial volume of the air chamber 74 to the normal volume.

Further, when the winter mode is selected, the brake force adjusting device 33 similarly sets the initial volume of the air chamber 74 to a predetermined winter volume larger than the normal volume, and
When the fade mode is selected, the initial volume of the air chamber 74 is set to a predetermined fade volume smaller than the normal volume in the same manner.

The pressure sensor 62 is, for example, a strain gauge type pressure sensor or a semiconductor pressure sensor. The pressure sensor 62 detects the oil pressure in the oil chamber 73 according to the pedaling force F applied to the brake pedal 69 of the pedaling force generation cylinder 63 when the driver operates the brake. Detect
The detection signal is output to the brake ECU 14.

Next, the operation of the electric brake device for a vehicle configured as described above will be described. When the normal mode is selected by the brake force selection switch 32, the first and second solenoid valves 79 and 80 are operated to communicate between the oil chambers 73 and 87 and to communicate the air chamber 74 to the atmosphere chamber 88. Then, the stepping motor 89 is controlled to drive the piston rod 83, and the piston 82 is arranged at the position in the normal mode in the piston chamber 86. The chamber 74 is sealed. Then, by adjusting the volume of the oil chamber 87, the volume of the oil chamber 73 is adjusted, and the volume of the air chamber 74 becomes the normal capacity.

When the brake pedal 69 is depressed in this state, the air chamber 74 is compressed according to the magnitude of the load applied at that time. Then, the pedaling force F of the brake pedal 69 is generated by the reaction force generated by the pedaling force generation cylinder 63 in accordance with the compression amount of the air chamber 74.

At this time, since the initial volume of the air chamber 74 is the normal volume, the amount of compression increases as the load increases with the normal volume as the initial volume. Further, since the pedaling force generating cylinder 63 has a non-linear load-expansion amount characteristic in which the increase amount of the compression amount of the air chamber 74 gradually decreases with the increase in the load, the piston rod 83 increases with the increase in the load. The amount of increase in the amount of immersion gradually decreases.

Therefore, as in the first embodiment, the operating characteristics of the brake device 61 in the normal mode are such that the depressing force F is "0" for the depressing stroke S in the range from the initial position to the predetermined normal maximum depressing stroke SN. ] To the maximum pedaling force F
The characteristic increases up to max. Also, the stepping stroke S
Increases, the amount of increase of the pedaling force F gradually increases over the entire range of the depression stroke.

The pedaling force F at that time is equal to the pressure sensor 6
2, the brake ECU 13 drives the brake actuator 13 to apply a brake with a strength corresponding to the pedaling force F. Therefore, when braking in the normal mode, the brake is applied with a strength from "0" to the maximum braking force with a stepping stroke S in the range from "0" to the normal maximum stepping stroke SN.

When the winter mode is selected by the brake force selection switch 32, both the solenoid valves 79 and 80 and the stepping motor 89 are controlled, and the pedal force adjusting cylinder 77 is controlled.
Of the oil chamber 87 becomes the maximum volume within a predetermined range. Then, the capacity of the oil chamber 73 of the pedaling force generating cylinder 63 becomes the minimum capacity within a predetermined range, and the volume of the air chamber 74 becomes the winter initial volume larger than the normal initial volume.

When the brake pedal 69 is depressed in this state, the amount of compression of the air chamber 74 increases with the winter volume as an initial volume, and the amount of retraction of the piston rod 83 gradually increases with an increase in load. Decrease.

Therefore, the brake device 6 in the winter mode
As in the first embodiment, the operation characteristic of 1 is such that the pedaling force F increases from "0" to the maximum pedaling force Fmax for the pedaling stroke S in the range from the initial position to the winter maximum pedaling stroke SF. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, when braking in the winter mode,
The brake is applied with a strength from "0" to the maximum braking force for the stepping stroke S in the range from the initial position to the winter maximum stepping stroke SF which is larger than the normal maximum stepping stroke SN.

When the fade mode is selected by the brake force selection switch 32, the solenoid valves 79 and 80 and the stepping motor 89 are controlled so that the capacity of the oil chamber 87 of the pedal force adjusting cylinder 77 becomes the minimum capacity within a predetermined range. .
Then, the capacity of the oil chamber 73 of the pedaling force generating cylinder 63 becomes the maximum capacity within a predetermined range, and the capacity of the air chamber 74 becomes the initial volume at the time of fade smaller than the initial volume at the normal time.

When the brake pedal 69 is depressed in this state, the compression amount of the air chamber 74 increases with the volume at the time of fade as an initial volume, and the increase amount of the immersion amount of the piston rod 83 decreases as the load increases. .

Accordingly, the operation characteristics of the brake pedal 69 in the fade mode are similar to those of the first embodiment in that the depressing force F is "0" for the depressing stroke S in the range from the initial position to the maximum depressing stroke SE at the time of fade. The characteristic increases to the maximum pedaling force Fmax. Further, the characteristic is such that the amount of increase in the pedaling force F gradually increases as the stepping stroke S increases.

As a result, during the brake operation in the fade mode, the normal maximum depression stroke SN from the initial position.
The brake is applied with a strength from "0" to the maximum braking force for the stepping stroke S in the range from the maximum fade stroke SE smaller than the fade.

According to the present embodiment described in detail above, each of the effects (1) to (4) of the first embodiment can be obtained. Hereinafter, embodiments of the invention other than the above-described embodiment will be listed.

In the first embodiment, the magnitude of the reaction force generated by the second compression coil spring 25 at the initial deformation amount at the time of fade is determined by the first compression coil spring 23 when the brake pedal 15 is at the initial position. The generated reaction force was not exceeded. Then, by making the second compression coil spring 25 compressively elastically deform together with the first compression coil spring 23 as the stepping stroke S increases from “0”, the stepping stroke-stepping force characteristic over the entire region of the stepping stroke S. Was different. When the brake pedal 15 is at the initial position, the magnitude of the reaction force generated by the second compression coil spring 25 at the initial deformation amount at the time of fading is determined.
3 is made somewhat larger than the reaction force generated. And
Until the stepping stroke S becomes the predetermined stepping stroke S1, only the first compression coil spring 23 undergoes compression elastic deformation, and after exceeding the stepping stroke S1, both the second compression coil springs 25 undergo compression elastic deformation. As a result, as shown in FIG. 3, the stepping stroke-stepping force characteristic may be changed only in a range where the stepping stroke S exceeds the stepping stroke S1. Even with this configuration,
It is possible to easily perform a brake operation for applying a brake with a necessary strength according to a situation.

In the first embodiment, the initial compression deformation amount of the second compression coil spring 25 that generates the pedal force F together with the first compression coil spring 23 is changed by electrically controlling the stepping motor 27 of the pedal force adjustment mechanism 20. And spring mechanism 1
No. 9 changes the treading force F generated according to the treading stroke S. As shown in FIG. 7, the first compression coil spring 23 is supported on a spring seat 94 fixed to the rear surface of the vehicle body vertical portion G1 without providing the second compression coil spring 25, as shown in FIG. A male screw shaft 95a fixed to the rear surface of the first spring seat 22
Is screwed into a female screw cylinder 95b rotatably connected to the arm 17 of the brake pedal 15, so that the arm 1
7, the first spring seat 22 is connected. Then, for example, the driver changes the initial compression deformation amount of the first compression coil spring 23 by rotating the first spring seat 22 to adjust the screwing length between the male screw shaft 95a and the female screw cylinder 95b. You may.

In the second embodiment, the spring mechanism 41
Of the stepping motor 4 of the treading force adjusting mechanism 42
6 is changed by electrical control, and the pedaling force F generated by the spring mechanism 41 in accordance with the amount of compression deformation of the compression coil spring 44 is changed. As shown in FIG. 8, the convex connecting portion 45b of the second spring seat 45 is connected to any of a plurality of connecting portions 96A, 96B, 96C provided in the vertical direction on the rear surface of the vehicle body vertical portion G1. The support state of the spring mechanism 41 may be changed by changing this, for example, by the driver.

In the third embodiment, the spring mechanism 51
Of the stepping motor 4 of the treading force adjusting mechanism 52
6 is changed by electric control, and the pedaling force F generated by the spring mechanism 51 in accordance with the amount of bending deformation of the leaf spring 54 is changed. This is, as shown in FIG.
A plurality of spring supporting portions 9 provided on the rear surface of the
The supporting state of the spring mechanism 51 may be changed by supporting the distal end portion 54a of the leaf spring 54 on any of 7A, 97B, and 97C. Each spring support 97A-97C
As shown in FIG. 10, are cylindrical bodies 98A, 98B, 98C fixed to the vehicle body vertical portion G1, and these cylindrical bodies 98A to 98A.
The support rods 99A, 99B, and 99C are supported in 8C. Each of the cylinders 97A to 97C is disposed on the side of the distal end portion 54a of the leaf spring 54,
9A to 99C can be protruded and retracted from the cylindrical bodies 98A to 98C toward the leaf spring 54 side. When the leaf spring 54 is flexed and deformed, as shown by a two-dot chain line in FIG. 9, the distal end portion 54 extends along a guide portion 99D fixed to the rear surface of the vehicle body vertical portion G1.
It is sufficient that a is supported on the more proximal end side.

In the fourth embodiment, by changing the initial volume of the air chamber 74 of the pedaling force generating cylinder 63, the cylinder 63 is moved by the depression stroke S of the brake pedal 69.
To change the reaction force generated. As a result, the maximum stepping stroke is changed without changing the maximum stepping force Fmax. In this case, the cylinder for generating the pedaling force may be a simple air cylinder, and the initial pressure of the air chamber of the air cylinder may be changed to change the reaction force generated by the cylinder with respect to the stepping stroke S. In this case, as shown in FIG. 11, the maximum depression force Fmax can be changed without changing the predetermined maximum depression stroke Smax. By making the characteristic when the maximum depression force Fmax with respect to the maximum depression stroke Smax becomes smaller than the normal operation the characteristic of the winter mode, the amount of increase of the depression force F with the increase of the depression stroke S is reduced, and the frictional resistance is reduced. A weak brake can be easily applied on a low road. Conversely, by making the characteristic when the maximum depression force Fmax with respect to the maximum depression stroke Smax becomes larger than usual the characteristic of the fade mode, the amount of increase of the depression force F with the increase of the depression stroke S is increased, and the fade time is increased. Strong brakes can be easily applied.

In the above embodiments, the depression force F of the brake pedals 15 and 69 is detected, and the brake is applied with the strength corresponding to the depression force F. However, the brake is applied based on the depression stroke S. You may. In this case, for example, in the stepping stroke-to-pedal force characteristics shown in FIG. 2, the respective characteristics of the winter mode and the fade mode may be exchanged. When braking on a road surface with extremely low frictional resistance, the normal maximum depression stroke SN
By setting the pedaling force F to the maximum pedaling force Fmax in a range up to the smaller maximum pedaling stroke SE, the brake pedal can be easily weakened so that the pedaling stroke S is hardly increased. Conversely, at the time of a brake fade, the stepping stroke S is likely to increase by setting the stepping force F to the maximum stepping force Fmax in a range up to the stepping stroke S larger than the maximum stepping stroke SF larger than the normal maximum stepping stroke SN. In this way, the brakes can be easily and strongly applied.
Even with such a configuration, it is possible to easily perform the brake operation for applying the brake with the required strength according to the situation.

Also, in the case where the braking is performed in a brake device having a stepping stroke-treading force characteristic shown in FIG.
What is necessary is just to exchange each characteristic of a winter mode and a fade mode. By making the characteristic when the maximum depression force Fmax with respect to the maximum depression stroke Smax becomes larger than the normal operation the characteristic of the winter mode, the amount of increase of the depression force F with the increase of the depression stroke S is increased, and the depression force F is increased. By making it hard to increase, it is possible to easily apply a weak brake on a road surface having low frictional resistance. Conversely, by making the characteristic when the maximum depression force Fmax with respect to the maximum depression stroke Smax becomes smaller than the normal operation the characteristic of the fade mode, the amount of increase in the depression force F with the increase in the depression stroke S is reduced, and the fade time is reduced. Strong brakes can be easily applied.

In the above embodiments, the present invention is applied to the brake device 11 of the electric brake device 10 for a vehicle. However, the present invention may be applied to a brake device provided in a driving simulator. In this case, at the time of the simulation of the brake operation, it is possible to easily perform the brake operation for applying the brake with a necessary strength according to the situation.

Hereinafter, the technical ideas grasped from each of the above embodiments will be described together with their effects. (1) The vehicle brake device (11) according to any one of claims 1 to 4, a pedaling force detection sensor (a load sensor 12, a pressure sensor 62) that detects a pedaling force of the brake pedal, and A vehicular electric system comprising: a brake actuator (13) for operating a brake by a signal; and a brake control device (brake electronic control device 14) for controlling the brake actuator so as to apply a brake in accordance with the pedaling force. Brake device. According to such a configuration, it is possible to easily apply a brake having an appropriate strength according to the situation.

[0124]

According to the first to third aspects of the present invention, the operation characteristics of the brake pedal can be adjusted, and the control characteristics of the braking force based on the depression force or the depression stroke can be adjusted. Accordingly, the brake operation for applying the brake with the necessary strength can be easily performed.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle electric brake device according to a first embodiment.

FIG. 2 is a graph showing a depression stroke-depression force characteristic.

FIG. 3 is a graph showing a depression stroke-depression force characteristic of another embodiment.

FIG. 4 is a schematic configuration diagram illustrating a brake device according to a second embodiment.

FIG. 5 is a schematic configuration diagram showing a brake device according to a third embodiment.

FIG. 6 is a schematic configuration diagram of an electric brake device for a vehicle according to a fourth embodiment.

FIG. 7 is a schematic configuration diagram of a main part showing a brake device according to another embodiment.

FIG. 8 is a schematic configuration diagram of a main part showing the brake device.

FIG. 9 is a schematic configuration diagram of a main part showing the brake device.

FIG. 10 is a schematic configuration diagram of a main part of the pedal force adjusting mechanism.

FIG. 11 is a graph showing a depression stroke-depression force characteristic of another embodiment.

FIG. 12 is a schematic configuration diagram showing a conventional brake control device.

FIG. 13 is a graph showing a depression stroke-depression force characteristic.

[Explanation of symbols]

11: vehicle brake device, 15: brake pedal, 1
9: a spring mechanism as a tread force generating means, 20: a tread force adjusting mechanism as a tread force changing means, 23 ... a first as a spring member
Compression coil spring, 25 ... second compression coil spring, 4
DESCRIPTION OF SYMBOLS 1 ... Spring mechanism as a treading force generating means, 42 ... Treading force changing mechanism as a treading force changing means, 44 ... Compression coil spring as a spring member, 51 ... Spring mechanism as a treading force generating means, 5
2 ... Treading force adjusting mechanism as treading force changing means, 54 ... Leaf spring as spring member, 63 ... Treading force generating means and treading force generating cylinder as pneumatic cylinder, 64 ... Treading force adjusting device as treading force changing means, F ... Treading force , S ... stepping stroke.

Claims (4)

[Claims] 1. A vehicular brake device comprising: a stepping force generating means that operates by a load applied in accordance with a stepping-in and returning operation of a brake pedal and generates a stepping force of the brake pedal by a reaction force generated according to an amount of the operation. The vehicle brake device according to any one of claims 1 to 3, further comprising a pedaling force changing unit configured to change a magnitude of a reaction force generated by the pedaling force generation unit with respect to the operation amount. 2. The treading force generating means includes a spring member that is elastically deformed by the load, and is a spring mechanism that generates a reaction force corresponding to the amount of elastic deformation as the operation amount. The vehicle brake device according to claim 1, wherein the spring member changes a reaction force generated with respect to the elastic deformation amount. 3. The pneumatic cylinder which expands and contracts by the load and generates a reaction force in accordance with the amount of expansion and contraction as the amount of operation, wherein the treading force changing means includes a gas pressure cylinder. The vehicle brake device according to claim 1, wherein a cylinder changes a reaction force generated with respect to the amount of expansion and contraction. 4. The method according to claim 1, wherein the pedal force changing unit changes a maximum value of the operation amount when the reaction force generating the maximum value of the pedal force is generated. Vehicle brake equipment.